A Manual of Yacht and Boat Sailing

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1

GODFR. E LOWELl CABOT SCIENCE LIBRARY
ofrht HoroorJ Col/'l' L,bro,],
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FRAGILE
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Thanh for your help in preserving
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A MANUAL
OJ'
YACHT AND BOAT SAILING.
JO'
, ' ~ I.
FOURTH EDITION, REVISED AND ENLARGED.
BY
DIXON J{EMP,
AssOOIATE OF THE lanrUTE OF NAVAL ARCHITECTS <IEIBER OF THE COUICIU.
T.BB LORDS OOJOll88IOlOlBS 01' TUB ADJlIBALTY JL\ VB DBN PLBASBD TO DIBBOT THAT THIS
BOOI[ SHOULD BE IS8lJED TO SHIPS 01' TUB BOYAL NAVY.
c ~
LoNDON:
HORAOE OOX,
"THE FIELD" OFFICE, 846, STRAND, W.C.
1884.
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LONDON:
PRINTBD BY HORACE COX, 846, STRAND, w.e:

PREFACE.
IT is Q.0Jr qea,ply five years since the first edition of II Yacht and Boat
Sailing" was first published, and in that period it has undergone con-
siderable change, each mcoeeding edition having been marked by
omissions and additions.
In the present edition, much matter has been omitted, but its
place has been more than filled by new subjects.
The chapter on Steam Yachting has been greatly enlarged, and its
usefulness thereby increased, and it is hoped that this branch of the
subject is now perfect up to the present date, so far as a general guide
can be.
The chapter on If Itchen Yachts and Boats" has been considerably
increased, and 80 has that on fI Three Tonners." The same remark
applies to "Lough Eme Yachts," " Kingstown Sailing Boats,"
4'lYaohts of the Norfolk Broads/' II Una Boats/' "Centre-board
Boats/' &0.
The chapters on the "Equipment of a Yacht," II SeamaDfibip,"
II General Management of a Y aoht," "Yacht Racing," &c., have been
thoroughly revised and corrected up to date, and the Appendix, which
forms the most comprehensive Dictionary of matters relating to Yachting in
existence, has also had .great Care bestowed upon its revision, where
. necessary, and extension.
II Canoeing" has been revised by Mr. W. Baden Powell and Mr.
E. B. Tredwen, to whom my best thanks are due for the attention they
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iv 'Pre/ace.
have bestowed on their work. This subject was so exhaustively treated at
the outset, that the;r.-e was little room left for extending the information
originally given; but a.mple opportunity was nevertheless found for revision
so as to keep pace with the most advanced practice in the art.
Many new plates have been supplied for this edition. and some have
been omitted. Among the former are the lines of the noted Itchen Yacht
Keepsake. the Mascotte. and Snarley Yow, S-tonners. the Una Boat,
Mocking Bird, several cabin. pla.ns of Steam Yachts. &c.
DIXON KEMP.
846, STB.&ND, LOHDOH, w.o.
JrlJrM, 18M.
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,
CONTENTS .
.
P ~ A O . l ....................................................................... . page iii
OKAP'HB I.
Selecting a yacht .............................................. :................... 1
OlW"l'llB II.
Examination of the Yacht 11
OHAPTU III.
Boilding a Yacht .................................................................. 19
OllAP'l'JlB IV.
The Equipment of the Yacht ................................................... 26
OHAPTIIB V.
SeamAnship 65
OBAPTBB VI.
The General Management of a Yacht.......................................... 118
OllAP'l'JlB VII.
Yacht :Bacing..... .. . .. . .. . .. . .. . . . . . . . .. . .. . .. . .. . ... .. . .. . .. . .. . .. . .. . ... ... ...... . 131
OHAPTBB VIII.
Oentre-board Boats 178
OlW"l'llB IX.
Sails for Oentre-board Boats 198
OHAPTBB X.
Brighton Beach Boats ....... "................................................... 229
OIW'TBB XI.
Oentre-OOard Sloops-The Alert....... ...................... ......... .......... 235
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vi
Contents.
OllAPTJ:B XII.
The Pollywog .................................................................. pafl8 240
OllAPTlIB XIII.
Lough Eme Yachm-The Witch ...................... :...................... 246
OHAPTIIB XIV.
Una Boats-The Una, Oowes Una, and Mocking Bird ............... 248
OH.U"HB XV.
The American Oentre-board Sloop Parole.................................... 254
OHAPTJ:B XVI.
The Sharpie and Sneak Boat ................................................... 256
OHAPTJIIB xvn.
Mersey Sailing Boa. ............................................................ 261
OHAPTIIB XVIII.
Lake Windermere Yachts ......................................................
274
OHAPTJIIB XIX.
Yaohts of the Norfolk Broads ................................................... 284
O]JAP'l'llB XX.
Itchen Boats ........................................................................ 287
CII4PTBB XXI.
Clyde Sailing Boats ............................................................... S06
OJt4.PUB XXU.
KiJJ.gstown Boats ......................... ,........................................ SIB
CHUTlla XXIII.
SJPAll Baaing Yachts ..... ...... ................................................. ~ 1
CIW'TD XXIV.
'l'Jpes of SaUing V 1 J ~ h I .................................................. ....... 829
01uPrB nvI.
Double Boats ........................................................................ S51
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Contents. vii
Olu.:PnB XX v li.
Steam Yachting ........................................................... . page 860
CIlAP'HB XXvlli.
Ice yachting ...... ........................................................... :...... 870
CHAPTKB XXIX.
Canoeing.. .. .. . . . .. . .. .. . .. . .. . .. . . . . .. . .. . . . . .. . .. . . .. .. . . . . .. . .. . .. . .. . .. . .. .. . . .. . . 880
C1W'TlIB xxx.
Amateur Canoe Building ......................................................... 489
.A.rPDDIX.
Dictionary of General Information ............................................. 497
Index .............................................................. ................... 621
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II.
\m.
\
L o LA s.
AND PLAN
17ft. CBNTBR-BOAlID BoAT JOR RoWING AND SAILING.
CBNTBB-BOABD BOATB :roR ROWING AND SAILING ...
PUN BOATB
lW.lWCB PAilE
27
188
190
195
\ BAIL A 17ft. 205
\ VI. II LB LIBON," FUNCH CBNTRJ:-BOABD BOAT.............. 207
\ VII. CBIDBB LUG Surr-MAIN AND MIZBN ........................ 210
\ VIII. THB 5, ...... _, 216
\ IIUNTER RIG .. 222
\ X. BRIGHTON BUCH BoATB ................................... 281
\ XI. "ALERT:' CENTRB-BOABD YACHT ..
\ Pm: SLOOL
Tm: WITCH, CBNTRB-BOABD CUTTER ....................... .
i3ti
240
247 \ XIII.
\ XIV. "UNA JJ BoATB-Tm: ORIGINAL UNA AND COWBB UNA... 252
\\
MOODlTtA IInm JJ. . . . 253
..
\ XVII. SAIL PLAN OW "P AROLB " ........................... ..
\ XVIII. II EL.A.lNJiI," MERBBY BOAT .................................. .
\
\
THE J EEEEEESOCK " ..
\ XXI. LAKJI W INDKRlIBRE YACHT
\ XXII. W INDBBlIERB Y ACHTB .. ........... ..
\ XXIII. BAIL PLAN W INDENJ45LNE YACHT
\ XXIV Pm: N ,C ARB05N
\. XXV. SAIL PLAN OJ THE KORPOLK "ARROW"
b
254
255
263
267
269
280
281
282
284
285
x
List of Plates.
\
XXVI. THE CONSTANCE..................... . .............................. .
TO FACB PAGB
\ \. XXVII. !ToHEN BOATS. 801T. 4IN. AND 27FT. . ...................... .
XXVIII. ITCHBN BOAT " WILD ROSE" ................................. .
286
290
292
\ XXIX. !TCHBN BOAT "CENTIPEDE" .............. : . . . . . . . . . . . . . . . . . . . . 298
\ XXX. THB BONINA ......................................................... 294
\\ XXXI. THB tt KUPSAD" .. .. . .. .. .. .. .. .. .. .. .. .. .. .. . ... ... ..... . .. .. 295
XXXII. DBSIGN POR ITCHEN BoAT ........ ............... ......... ....... 298
\ XXXIII. ITCHEN BOAT. SAIL PLAN .. ............ ........ ................. 801
\ XXXIV. THB !TCHBN PUNT .......... ........ ...... .. ............. 804
\ XXXV. "THII BuccANBn" ................................................ 805
\
XXXVI. SAIL PLAN 01' A CLYDE BOAT.................................... 809
\ xxxvH. CLYDE SAILING BoAT.-GENERAL PLAN ........................ 314
\ XXXVIII. K,NGSTOWN BOAT. <. THE HEATHBN CHINEE" ............ :.. 320
\ XXXVIIIA. KINGSTOWN Y ACBT. .. Ow AISSA" .............................. 320A
\. XXXIX. DBSIGN I'OR A YACHT 01' 8 TONS .. .. .. .. .. . .. .. .. .. .... .. ... .. 824
\ XL. SAIL PLAN I'OR A Y ACBT 01' 3 TONS................. ......... 324
\ \ XLI. tt SNABLEY Yow." 3 TONS ..................................... ..
XLII. .. MASCOTTE." 3 TONS ....................................... , .... .
\ XLIII. .. THE by." 3 TONS ................... , .................... , .... .
825
825
328
\. XLIV ... COLLUN BAWN." PENZANCE LUGGn .. ...................... 332
\. XLV. GALWAY HOOKER ................................................... 387
\. XLVI. GALWAY POOKB.A.UN .. .............................................. 387
\ XLVII. ttTHE VIKING"............... ...................................... 843
\. XL VIII. .. IsLAND BELLE." BLOCK IsLAND BoAT .... '. " . . . . . . . . . . . . . . . . . 344
'\ XLIX. BOENOS AYRES WHALE BOAf ... BALLENEBA" ............... 849
\.. L. THE CATAMARAN .. JOHN GILPIN" .............................. 356
\. LI. STEAK YACHTS. "PBIKROSE." tt CELIA." AND 48 TONS... 364
\ LII. JJ " tr ORIENTAL." tt FAIR GEBALDJNB." AND
.. BULLDOG" ........................... 364
\ LIlI.
..
"
tt THE JACAKAR" AND
.. CAPXBCAILZlX II 8M
\.. LIV.
JJ
"
.. CB.A.ZALIE " AND
tt GITANA" ............ 8M
:..
LV. "THE MABCHESA," &C ...................... 8M
"
JJ
\
LVI. .. NAUTILUS" PADDLEABLE-SAILING CANOB ..................... 388
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Li8t 0/ Plate8. xi
J TO ~ & c . PAG.
LVII. NAUTILUS RACING CANOB .......................................... 401
~ L VllI. NAUTILUS CRUISING CANOBB....................................... 405
\ LIX. SAIL PLAN, tC NAUTILUS" PADDLlIlABLB-BAILING CANOl .... ..
\ LX. SAIL PLAN, ttNAUTILUS" CRUISING CANOIS ........ : ........ .
\ LXI. NAUTILUS RIGGING PLAN ........................................ ..
\ \ LXII. CRUISING CABO. ON THE MODBL 01' ft PBABL," No.8 ..... .
LXIII. PEARL CANOE I'OR 1880 ......................................... .
. \ LXIV. PBRL CANOE, 1882 .. . ........................................... .
417
428
425
480
481
488
\ LXV. SKIBB PLAN OF f( PEARL," 1880 .. ...... ...... ................ 441
\ \ LXVI. HUJlBBB CANOB tc CASSY " ...................................... .
LXVII. CLYDE CANOE It W BD" ........................................ ..
\ LXVIIA.. SAIL PLAN 01' CLYDE CANOB U WBD" ...................... ..
\ LXvm. MBBs1iIY SAILING CANOB ........................................ ..
\ LXIX. It VITAL SPARK," MBBSBY CANOB ............... : ............ .
462
464
466
475
477
\ LXX. .AJnRICAN CANOE U J J:&SEY BLUB" .. .. .. .. .. .. .. . .. .. ... .. .. . 484
\ LXXI. AoBICAB RIVIB CANOE .. ...... .................. ................ 485
\ LXXII. .AJnBICAN CANOl: SAILS . . . . . . . . . . . . . . . . . . . . .. . ... . . . . . . . . . . . . .. . . . 485
\ LXXIII. A.JlATBUR CABo. BUILDnrn ....................................... 489
\ LXXIV. COBACLB LII'E BoAT................................................ 580
\ LXXV. ICE BoAT 01' Tn Su 01' Azov ............. , ............ ....... 558
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ERRATA_
Page 187. In the foot-note ftw .. Yaoht Baoing Al8OOiatiOD Rules, 1882," read "18&4."
.. 864. In the Beoond line 110m the top Jor .. Plate L." t'fIId It Plate LI.'-
.. "17. In the foDrteenth line for II Plate LX." N/ld It Plate L1X."
,
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YACHT AND BOAT SAILING.
CHAPTER I.
SELECTING A YACHT.
Ix selecting a yacht, a man, as in making other purchases, will be guided
by his tastes and his means. If he is really fond of the art of fore and
aft sailing, and looks f01'W8oJ'd to a life on the sea with the professional
keenness of a middy or apprentice, his desire will be to obtain a yacht
which he can manage himself. If, on the other hand, the dawning
yachtsman has boundless wealth, is a little of a sybarite, and determines
to spend two or three months afloat because it is the fashion, he, too,
will get a yacht to his taste; but she will probably be a large steamer,
unless he has determined on racing, when a large schooner, yawl, or
cutter would be chosen.
The man who desires to eventually become a thorough yacht sailor
should begin his apprenticeship on board a cutter, which should not be
larger than 5, 10, 15, or 20 tons. If she is as big 88 10 tons, he should
make all the p88Sages in her when shifting ports, and not bid farewell.
to her at one pier head, and welcome her arrival from another pier
head at the next watering plaoe on the coast. If a man goes about
attended by the nncomf9rta.ble feeling that he shirks all the real daring
and adventure of yacht cruising he is not likely to make a perfect yacht
88rilor; 8rS sailing in ten or twenty matches during a summer, and sleeping
in a snug berth in smooth water for a couple of months or 80, are of little
value compared with the nnder-way drill insepa.ra.ble from making passages,
it being understood, of course, that the owner does his "trick at the
wheel." But it is not only the ten-ton ship that is big enough to convey
the manly form of the youthful yachtsman from port to port; many owners
of 5-tonners as bold as Will Watch, tt take the helm and to sea boldly
steer" i and these are the ones we always find to be the best BlPlor-men,
,
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2 Yacht and Boat Sailing.
even though they do not win so many prizes. Of C01ll'8e, living in a
5-tonner to the majority of yachtsmen would be utter misery, and perhaps
death. The budding yachtsman has been in the habit, perhaps, of spending
a couple of hours every morning over his toilet, surrounded by all the
of the upholsterer's art-velvet-pile carpet, satin damask,
glasses, watercolonr drawings, Dresden china-and perhaps a valet-de-
chambre. The man that has been used to this sort of thing must have
the big schooner or yawl, for he will find no room for them inside a
5-tonner. The five-tons man must carry his clothes in a bag, or cram
them into a locker 2ft. py 6in.; go on his marrowbones to shave; into the
sea for his bath-it is only one step and overboard ;-and if he is addicted
to cosmtitique, he will probably find a pieoe of lr common yellow II a good
substitute. The cuisine, of course, would not be such as would raise water
bubbles in the mouth of a valetudinarian; the carnivorous propensity will
mostly be gratified by steak which, when cut, will resemble the Mudhook
Yacht Club burgee of f'OUge et MiT; and savoury soups and luscious salmon
will be luxuries only obtainable in Ie canister II form. With all this, the
five-tons man will very rapidly become a sailor, and the little ship below
will be as neat and cosy as a woman's boudoir; he will have a place for
everything, down to a housewife; and at the end of one summer there
will not be a part of the ship, from the breast-nook forward to the t1'8oD8Om-
frame aft, that he will not know the use of.
Of C01ll'8e, for real comfort at sea, the bigger the yacht a man can
aifQrd to have the better; but it will seldom be advisable to go beyond
800 tons, as very large sailing vessels are more or lees, according to siJle,
unhandy in narrow channels and crowded roadsteads. A yacht of 150
tons and upwards should be schooner-rigged; and we are inclined to
think, if her siJle reaches 800 tons, or say 120ft. in length on the load
water-line, that she should have three masts, with all fore-and--.ft canwa.
II Square rig forward II is generally recommended for a tbree-masted vessel,
as square topsails may be of occaaional use in backing and
or in scudding in a heavy sea, when smaJ.l trysaila set the lower
masts might get becalmed whilst the vessel dropped between the crests
of two seas i but the extra weight aloft, and the extra gear, are to
some extent a set-off against these advantages.
A yacht from 150 to 80 tons downwards can also be schooDer-rigged,
but many yachtsmen prefer the yawl rig for these and intermediate
t.onnages. The yawl will be the more weatherly craft, will reach as fast,
and be faster down the wind. The actual weight of spars will be less for
the sail area; there will be less gear; and there will be no mainmast
obtruding in the main cabin, or in one of the berths abaft it. It is
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Selecting a Yacht. 8
JUldeniab1e, however, that in heavy weather the schooner, appropriately
crmTBoBed, ie a very easy and bandy vessel. In a Cl fresh gale" "Winds"
in the be under reefed fore
and foorth jib tiStfcwed); a yawl
have main
((cnld be quite as would lie-to
quietly. As no difference of men
to work either rig, aise for size, we are on the whole inclined to think that
the yawl rig is to be preferred for yachts under 130 tons. .
But the yawl for comfort must be the real thing, and not merely a big
cutter with a long counter, and a mizen mast stepped over the a.rchboard
for the sa.ke a.llowance for latter class
has reaJly a of spars in area. than a
The main b001*'1 say of 100
the main boom equal tonnatfl1
sprit is nearly t'cpma.st is 808 is generally
proportion to length of boom; and the weight of the mizen-m808t, bumpkin,
yard, boom, and rigging is genera.lly about ten times the weight of the
extra length and extra. size of the cutter's boom. These are not the yawls
that have an advantage over even large cutters for comfort; and the mizen
mast is often in such an insecure manner that it is not safe to
put any sa.il blow, when ii ((ccccding to the uu,,,u,,,
of the sa.iling the crew somc get under way
mizen and instead of Now, the
mcmg yawl advantage in a cutter of
.sisa, that our advice always would be, for racing-to enjoy the sport with
equal amount of comfort-have a cutter up to 120 tons, and above that
.tonnage a schooner-say one of 140 tons.
But the cruising yawl proper is a very snug vessel indeed, and has
D.efH"ly an the good qua.1ities of a cutter, and is really a more comfortable
craft, and can 11'# ith fewer handsj
oost. Her be stepped
instead of at tY4C c,nd of the counicc
and lighter of a simila.rly (see pa.ge 4)
mast will be lighter than a cutter's; and so will her boom, gaff. and top-
mast be lighter. Her mizen mast will be so stepped that it will be safe
in the most violent wind storm to put sa.il upon it; a.nd this may be often
of real advantage in clearing out from an anchorage in a hurry.
The advantage of the yawl mainly depends upon the reduction of
weight .of spars apart from ililvantage of "",,""
ihe sa.ils more than they are in
lJ 2

Yacht and Boat Sailing
. We have calculated what the cillferenoe in the cubical contents of the
spars of the Kriemhilda (106 tons) would be if she were changed from
cutter to yawl, her length of mainmNlt remaining the same. Difference
in mast, 20 cubic feet,; difterence in bowsprit (3ft. shorter), 12 cubic feet,;
difference in main boom (12ft. shorter), 25 cubic feet,; difterence in main
gaff, 4 cubic feet-making a total difterence of 61 cubic feet, or one
ton weight. The topmast would remain about the same. The bulk
and weight of mizen spars would be NI nearly as possible NI follows:
mast, 16 cubic feet,; boom, 4 cubic feet; yard, 8 cubio feet; boomkin,
2 cubic. feet,; or a total 0:& 25 oubio feet, making a net reduction of about
12cwt. . The difterence in the weight of rigging and blocks would be
from 4owt. to 5cwt., making a total reduction in the weight of spars and
rigging of about 17 cwt. The removal of this weight would bring about
nearly 2in. difterence in the vertical position of the centre of gravity of
the yacht, and would be equal, so far NI influencing her stiffness went,
to the taking of 2 tons of lead from the top tier of ba.llast inside and
putting it under the keel outside. The eifeot of the reduced spars on
.he momentum acquired during pitching will be mainly govemed by the
J.'eCiuction made in the bowsprit; that is, by the influence that reduction
bas on the longitudinal radius of gyration. To reduce the momentum to
its utmost limit, the bowsprit should be reefed close in, and mizen mast
PllBtepped and stowed amidships.
To what extent the bowsprit of a yawl is reduced in comparison to
" cutter's may be gathered from the following facts. The yawl Florinda,
188 tons, hNI a 86ft. bowsprit outboard,; the yawl Corisa.nde, 158 tons,
has 86ft. bowsprit outboard; the cutter Oima.ra., 162 tons, bas a 47ft.
bowsprit outboard; the cutter Kriemhilda, 106 tons, 86ft.; the cutter
Sammna, 90 tons, 84ft.,; the cutter Formosa, 102 tons, 84ft. It is
~ u s apparent that a yawl hNI nearly 20 per cent. less bowsprit than a
cutter. With regard to the length of main boom, we caD. state that
Florinda would have 15ft. more boom NI a cutter, mid, although with
that extension her caJculated centre of effort would (minus the mizen)
be shifted 16ft. farther forward, yet would she require a bigger jib when
ft8iling by the wind. To tum Sammna, Kriemhilda, or Formosa into yawls
under the existing Y.R.A. rule, from 11ft. to 14ft. of the main boom of each
would have to be cut off, and then, in spite of the presence of a mizen,
3ft. or 4ft. of the bowsprit would have to follow. As a proof of this
it can be mentioned that eight or nine years ago, the Hirondelle WNI
converted to a yawl, but her bowsprit was not reduced, and it WNI found
JSSC8Bsary to sail her with it reefed in to the first or second ld, and even
Jben she WNI by no means troubled with weather helm.
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SeZecting a Yacht.
It will be gathered that the advantages of a yawl are mainly dependent
on the generi weight of her spat'B and rigging being less than are the
weight of the spars and rigging of a similarly med cutter. Taking a cutter
and merely reducing her boom in length, whilst all her other span and her
rigging and blooks remain nnaltered, and encumbering her with a millen,
would be no advantage at all, either for racing or cruising; in fact, the
mizen would far exceed in weight the trifling reduction that had been made
in the main boom J hence many ff converted cutters" are failures as yawls.
Neither has a racing yawl, as frequently sparred up to the present Y.R .A.
mainboom regnJation, any advantage in poin" of weight of Spa.t'B and
rigging over the weight of span and rigging of a similarly sized cutter-
there are exceptions of co1U'Be-8lld it could not be expected that such
a yawl would obtain any advantage, even with rig allowance, in competitive
aa.iling, so far as sailing by the wind goes. Down the wind and along
the wind the inferiority is less patent, and occasionally a heavily sparred
yawl, with her rig allowance, will beat the cutter.
Allowing-ea there is not the least doubt about the mattel"-that a
judiciously sparred racing or crnisin.g yawl has less Weight of span than a
cutter of similar tonnage, we come to the consideration of the usefulness
of the millen sail. .About this matter opinions widely differ. For sailing
to windward, most sailors will agree that the mizen sail is not worth its
attendant weight of span and rigging; but as to the extent it affects the
handiness of the craft there will be no snch agreement. In 1875 the
Oimara was converted to a yawl for her winter cruise to the Mediterranean;
but, before she was clear of the Clyde, the mizen went by the board. She
proceeded without a millen, and with her yawl boom sailed all over the
Mediterranean, and for two seasons, in a similar guise, cruised in British
waters. Her sailing master informed us that he never felt the want of the
mizen in any weather that he encountered; and this is conceivable when we
consider that g e ~ y , in heavy weather, the first sail to stow on board a
yawl is the millen. This brings us to consider whether, after all, the
adva.n.t&ges of the yawl are not entirell dependent upon her resemblance to
a very reduced cutter, with short boom and bowsprit; and whether the
advantages would not be increased by the absence of the mizen altogether r
The fact that the misen can be stowed in bad weather, to avoid reefing the
mainsail, is hardly an argument in favour of having one; and, as what may
be termed its active advantages in affecting the handiness of a vessel are
not of much importance, we think that the ff reduced cutter," as before
hinted, has all the advantages of a yawl without the incumbrance of a
mizen. Of course, a Ctltter with her main boom inside her taffrail is not a
iery sightly craft; but with the boom.end plumb With the taffrail, and
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boWsprit ProportioDatel1 shortened, the beauty of the outt. rig would not
be outraged, and the general weight of spars, rigging, and bra oould be
wry muoh less than the weight of lpan of a yawl 'With aimi1at sail ...
HoW-ever, in a :faehionable outter, where the toDD&g8 approaches 100 tou,
the main boom beoomea a very awkward stiok to handle, and for 0l'1liaiDg
tl1ere is not the I1D8llest doubt that a yawl of 80 or 100 tons with a main
boom plmnb with the rudder head is .. mudh more oomfortable craft to
work than a outter of similar tonnage. We have evidence of the objection
taken to long booms in the case of the large piloS ve&aels 8Jld fishing
"9'9Blels, 88 1Vhilst they Id invariably outter-rigged up to abou. 80 toll8.
we find that the schooner rig is preferred above that tou.nage.
A. modification of the ketch rig is much in ute by ooa&ten, and W6
have often heard. it recommended as luperior to the 110-.1 rig; but:
with this we do not agree, 88, owing to the nArroWness of the mainaail,
there is no rig whioh, area for a.rea, yields snoh a heeling moment 88 doel.
the ketoh rig. The final conolusion which we arrive at is that, for the yawl
to POSBeB8 any advimtages over a snug cutter, she mot be very judiciously
sparred, and it should be always recollected. that the mere fact of ~ .
a mil59n does not make a comfortable lea boat. The yawl's tna8t oan be ...
trifle leas in diameter than a outter's (we are 8oSs11lDiug that the sail area is
to be nearly equal), the bowsprit can be veri much leas, the boom can be
very much less, and so can the gaff; the sta.nding and rtuming rigging can
be lighter, and so can be the blocks; but great care should be taken that
the spars and rigging of the mizen do not exceed the total reduction tbat
has been made in the weight of the main lpats and rigging. The weight
of miBenmast and rigging on the counter will not, it is true, punish a. vessel
like .. hea-ry bowsprit outside the stem.; but it must be remembered.thaW
almost ihe sole advantage of a yawl, 80 far 88 behaviour in .. sea goes,
depends upon her total weight of spars being less than would be the total
weight of spars of a outter with a similar sail area. The supposed require-
ments of a. racing yawl 8l'& incompatible with the advantage& genera.Uy
olaimed for the rig; it is, ho.ever BODle l!8tisfaotion to know that the yawls.
which have hitherto been most IUooessfnl 81'8 those which have been sparred.
and rigged with an intelligent appreciation of the conditions upon which
those advantages depend. Apart from behaviour in a sea, the principal
advantage of the yawl. rig is that, even if her spars as a whole be equal in
weight to those of a cutter of similar siBe, she can be handled with ..
maller crew; but this advantage will not be very apparent until 70 or 80
ions are reached.
A snug cutter of 80 tons can be as easily handled and .. cheaply
worked (six A.B.'s would be required for either) as a yawl of 80 tons, &ad.
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.v. should be preferred on account of her grand sailing qualities.' The
line is drawn at 80 tou for this reason: a gig's crew must be had out of
either yawl or cutter, and if four bands be taken away in the gig, two will be
Jeff; on board. to work the yacht with captain and mate j and even a 60-tonner
caDJlot very well do with less than six A.B.'s for the reason just given. But,
whereas six men may work an 80-tonner, whether cutter or yawl, six would
be hardly enough for .. too-tons cutter, although they might be quite equal
to a yawl of that tonnage j and moreover, if there was anything like a
breese, and foar men had to leave the cutter in the gig, it would be hardly
prudent to 1ea.va the sailing master and mate with two men only on
board.
Of all the riga which the ingenuity of man has devised, not one is
equal to the cutter, whether for clawing to windward, reaching along the
wind, or ramrlng down wind. A cutter with a true wind will beat as far
to windward in a day as a yawl will in a day and a quarter j will waJk: oft
with a light air when the medley-rigged craft is as good as brought up j
and in a. breeze under topsail is even more comfortable and easy than the
yawl But the cutter must be snug; there must be no aping the racing
cutter, and all the spars must be pretty nearly reduced to the dimensions
of the yawl: that is, the boom end must about plumb the taffra.il; the
bowsprit-say for a tOO-tonner-must only be about eighteen inches longer
than the yawl'.; the mast must only be a little heavier j the topmast must
be no longer; and the gaff must be in due proportion to the boom. A
oommon argmpent in favour of yawls as against cutters is this: a racing
cutter of 80 tons is said to be an expensive vessel to work, is an awkward
vessel to tackle in a sea, and is wet and uncomfortable, therefore do not.
have a cutter. But, on the other hand, if you wish to do a little racing
without sacrificing comfort or incurring expense you are disinclined to,.
have a yawl of 80 tons i the allowance for rig will put the vessel on an
eqaaJity with the cutter, and she will win plenty of prizes j this means,
that, in the yawl rig a really comfortable crnizer can be had combined
with qualities good enough for racing succeasfnlly.
There is possibly a very great delusion about this. A yawl to be a
succeasfnl racer must be ballasted and canvased pretty much as a cutter
of equal size, and the expense of racing such a yawl will differ very little
from ihat of racing a cutter; probably, tonnage for tonnage, the expense
would be the same. There is as much difference between a cruising yawl
and .. ra.cing yawl as there is between a cruising cutter and. a racing cutter,
_ it is .. great mistake to suppose that a racing yawl includes the
comforts of .. good crniaing cutter of equal size.
The ultimate conclUlion is, that the particular rig will depend upon the
Digitized by Coogle
size of the yacht, and for cruising the rig should be: cutter up to 80 tons;
yawl from 80 to 150 tons.; schooner above that tonnage.
In deciding on a yacht for racing, the first thing to exercise the mind
is, of course, which is the best size to have? A builder will not unnaturally
recommend something very large-something that one can live in with
comfort and with all the 11lX1l1'ies of shore life, and. at the same time strike
an imposing figure in the yachting world. But, as a rule, very large craft
are disappointing. If a schooner is decided upon, it will be best not to go
much beyond 200 tons; and a yawl should not exceed 150 tons, nor a
cutter 120 tons. It can be argued that years ago, in the latter half of J.a.8t .
century and at the commencement of this, very large cutters, sometimes
e x ~ d i n g 200 tons, were afloat, and were so much superior in every good
quality which a sailing vessel should have, that they were always referred
to with pride as the" national rig." This is very true; but the 200-tons
cutter of :fifty years ago was a very different kind of craft from what a
200-tonner of the present day would be. These old cutters were only about
80ft. long on the load line, with an extreme beam of 25ft.; they had taunt
masts, and what appeared to be long main booms, as so much projected over
the ta.ffra.i1. aft; but in fact their main booms were compa.ra.tively short-a.bout
65ft., or 5ft. shorter than Samoona's, which we reckon as of only 90
tons. A 200-tons cutter, built a.coording to existing ideas as to proportion of
beam to length, would be a very different kind of ship indeed; she would
be about 110ft. long, and. have no more than 20ft. beam; but, instea.d of
being weighted with stone for ballast, she would carry probably 100 tons of
lead, and her main boom would be at least 80ft. long. Having had some
experience in handling a cutters main boom which was a little over 70ft. in
length, we are quite of opinion that a 200-tons cutter, or even one of 150
tons of the modern school, is not a desirable kind of racing craft; and 120
ions-which means about 90ft. length of load line, or more than the length
of the old Alarm when she was a 198-tons cutter-is quite a prudent limit
to strike.
But a man may be uninfluenced by considerations of size, comfort,
prudence, or cost; he may simply want to shine 808 the owner of a successful
racing craft, and pile up a huge, if almost meaningless, heap of prizes in
one year. If such is the desire, search must be made amongst the records
of matches sailed during the last decade, and little difficulty will be found
in coming up with the magic size for prize-winning. So far 808 the record
of the last decade goes-or, indeed, the record of the last thirty years
might be taken-we think there is not much doubt that the most ueful me,
so :far as cutters are concerned, for successful racing, has been 60 tons 01"
near that tonnage. Mosquito, Volante, Fiona, Vanguard, Iona, Neva, have
'-"';
Digitized by Coogle
achieved more in the way of prize-winning than any of the sa.m.e rig of 100
tons and upwards j but within the last four years the 60-tons racers
have given way to the 4O-tons class, but the latter are now in reality,
in length, weight, and area of canvas, equal to the 60-tonner& of 1878;
Btill the larger craft have constantly saved their time when in competition
with the modern 4O-tonners. In 1878 the Kriemhilda, of 106 tons, in the face
of almost unexampled competition, won more than any cutter had. previously
done, and the brilliancy of the achievement was enhanced by the circum-
Btance that, excepting on two oooasions, she won a first prize every time she
Btarted, and came in first every time but once, and aJl the matches were
sailed in good breemes. In 1880 two veBBels (Vandua.ra. and Sammna) a
little longer than Kriemhilda on the load line, a little narrower and of
considerably heavier displacement, but measuring only 90 tons, were built
and had two seasons of unexampled success. Since then the 4O-tonner
.Anna.sona has had two brilliant seasons a.ga.inst the 90-tonners, but in
spite of)his there are still many reasons why a good cutter of 80 or
90 tons should be chosen for gene1'8ol competition; and if as good and
well handled as she ought to be, a valuable amount of plate will be
collected.. Great k14t natnraJ.ly attends the suooessee of ... big craft:
she is genera.1ly ahead of the fleet-&nd the sympathies of the crowd
inva.ria.bly go with the leading craft j and if she wins (say from a
6O-tonner), she is almost certain to be three or four miles ahead at
the finish. This feature in itself is, no doubt, a most impressive one,
both on the owner and on the spectator; and there can be no question about
the eclat of winning with a 100-tonner even eclipsing the splendour of
winning with a 9O-tonner. This certainly is the vanity of the thing; but
there are vanities in sport as there are in other occupations, and if it is a
man's vanity not only to win prizes, but to revel in the glory of If com.ing
in first" in the cutter cl80B8, then he must have a veBBel of 100 tons or 120
tons. H, on the other hand, his vanity, if more peculiar, is less ambitious
-is to win, one way or another, the greatest number and the greatest value
of prizes-then he may have his wish gratified by owning a yacht not
larger than 90 tons nor smaller than 60 tons.
Within the last ten years classes have sprung up, and no c18o88 has
earned more laurels than the 4O-tonners. Three builders-Hatcher, Fife,
and Ra.tsey-made this class, and until 1881, when the May appeared,
built from a design by Watson, no other builder had. been able to
compete with the productions of these famous constructors; but it should
be said that no sooner had. May made her name than Fife prodnced the
.Anna.sona., which in turn eclipsed aJl previous performances. For real
Bport, there is not much doubt that the 4O-tonners are to be preferred to
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10 Yacht tJllti Boot Sailing.
the VeuelII in the larger olaaa: tbmre is no time allOft.D.C8 J the ~
merits of the veaaell, and merits of their handling, are eaeily read; aDd, as a
mIe, the winning vesael can only arrive first at the goal by contesting everr
inch of water Bailed through. .An attempt was made five or six years ago
to establish a 60-tons c1asa, but it was unsuccessful, mainly beoaose sailing
oommitteea did not promptly stop the introduction of vessels which were a
few tons over the claaa. How8'V81', we do not think a 60-tons clasa was much
to be admired, aDd probably a class of 80-tonners would have been more
auccessful. With regard. to the 4O-tonners, a mIlD fond of the sport need
have no hesitation about building for their olasa: if he suooeeds in heading
the class, he will have performed a v8l"f imposing feat; and, under aDy
ci.rcumatauoea, if a T888e1 is," built up to the class," he is certain to have
most lively sport, from beginning to end, aDd will become acquainted with
the art of yacht sailing in the very best school. Some gentlemen keep
'O-tonners for the love of the sport of racing them, aDd live in large
comfortable yachts during their season ailoat; however, if a mIlD bas not
too much mODeY, he will find a 4O-tonner comfortable enough, aDd his sailing
master will seldom report the weather too bad to show out of port in.
The 20-toDS c1asa was a ve1'f numerous one, and in no clasa has
cOmpetition been more keen than in this, but during the lut three
Be808OD8 the eM has been on the decline. It is not likely that anyone
1f'Ould "yacht" in a 20-tonner for the sa.ke of the mere repute of oWDing
a yacht i .. man, to OWIl, rs.oe, and live in one of these craft, must love
the art of sailing, be enthusiastio in competition, and think of gaining
the honours of the match by sheer hard sailing, and not of gettiDg the,
prise bylluking 01' wrangling. This also must be said of the IO-tons olasa '
ad the 5-tons olasa; and so long as these small classes exist, so long will
there be evidence that love of the art of yacht sailing is one of the most
striking characteristics of the British gentleman. Some men, of course,
revel in the passive pleasure of sailing about in a yacht, without knowing
anything or caring anything about the mariner's art, just as some men will
derive pleasure from riding on the back seat of a drag, and knowing and
caring nothing about the tooling of the cattle in front of him. These
are the gentlemen whose yachts we meet and hear of in all sorts of out-of-
the-way ports; and as they make fflife on the ocean wave II as pleasant as
it is poesible to make it, be assured that they are agreeable men to oroiae
with.
Digitized by Coogle
EXAMINATION OF THE YACHT.
BAVDlG decided upon the aise of the yacht, the next step will be to find
a anitable one of that aise. If the intending parohaser advertiaee his
waDts, he is oartain to have a great many veaaela o:f!ered him, and aJl will,
be highl1 recommended by the agents of the T8lldorl; each vessel will be
the beat sea. boat of her toDJl8S8I the strongest built, the beat found, and
the haudsomeat; and, moreover, the present owner is almost certain to have
MCeIltly spent several hundred or th01lll8oD.d pounds upon her reconatroctiOD.
or redecoration. The intending purchaser will be delighted; and, after
h a ~ got through pa.rticulan of the yachts whioh have been ~ e r e d
for aale, 80IDething like bewildarment win natnrall1 follow, and the task of
making. fiDal selection will be little diffi.cult. The beat plan will be to
begin with treMiDg aJ.l the aDIW8rII 88 mere iDformation of vessels for 1I8le.'
Find OlD when they were built, and by whom, from Lloyd's Register,* and
if those that seem unobjectionable,., far aa age is conoemecl, IR'e suitable
alIO in price, go to see them. Then, if one appea.ra to be in every way a
c1eaira.ble araft, bid :for her, II subject to a 1IUl'V&y and inspection of inventol'1,
1Iho-mg her hull and equipment to be in seaworthy and thoroughly sa.ti8-
faokJry oondition." It will always be D.eCellsary to have a vessel lur,eyed.
'befme completing. purchase, tmleaa it is found by Lloyd'. Register that the
yacht is quite new, or has recently beeJl 11U'ft)'ed. If a survey be required
it will be pedormed upon applicatiOll by OIle of Lloyd's SDJT8101'll, or b1 a
Jlda.t builder; but if a builder be employed, it will be well not to have the
one that built the veasel, 88 he may not 11JlDatnrally inoline towards making
more favourable report on her condition than the circ1DD8taD.cea may
WM'I'IollL The fee for 81Jl'Veying will probabl, be five gameu, with
travelling apemea.
Llo7d', BooietJ for the Blwl*atiOJl of Ship, (White Licm-clO1llt, Comhfll) line .. apeaIal
IIookfor JMhta. ~ .......... wheD _ how bait, wIleD .... "'-1I(IIIIna. wIae
),lid nn.,.a. .. aD iIIf_tka ... it ...... "'7 to .
Digitized by Coogle
12 Yacht and, Boat Sailing.
A man may perhaps desire to act as his own BUrVeyor; if he does, he
will act very unwisely, as" it is only by long experience, and a perfect
knowledge of the construction of veBBels and of the stra.inB they at'8 subject
to, that a man can become competent for such surveys. NevertheleBB, as
the yachtsman who takes to the sport enthusiastically, and with a resolve
to be tf thorough," will neoeBB8ol'ily want to know in a general kind of way
the "marks" to distinguish a good VeBBel from a bad one, some instruction
must be given him.
In the first place as to age. Speaking generally, a yacht should
not be more than twenty years old; we do not mean that aU yachts
upwards of that age should be broken up or sold into the coasting, or
fishing, or piloting trade; but that yachts so old as twenty years should
be put through a very searching survey Yachts seldom at'8 broken up,
and their fate is to lie year after year in mud docks for sale, and till
theyat'8 far on the shady Bide of thirty. Do not be tempted by cheap-
neBB into buying one of these; it would certainly end in mortification
and disappointment. If the vessel were merely patched up with oakum
and paint, she would be a perpetual trouble and expense; and if repaired
or renewed as she ought to be, a new vessel bad much better be built,
as it would be cheaper in the end.
Therefore do not buy a thirty-year old veBBeI, and one so old as twenty
years should only be selected with very great caution; the condition of
such an old craft will depend upon the way she has been used and
"kept up," and upon the amount of repairs and tt renewing" she has
undergone. For instance, some vessels at the end of fifteen years at'8
stripped, newly planked, and decked, and all doubtful timbers and beams
replaced by new; auch- a craft would be good for another ten years without
further outlay, and she might be bought with as much confidence as a
perfectly new vessel. Or if the yacht was originally well built in the beat
manner by one of the best builders she may at the end of fifteen years
require neither new plank nor new frames, but if she has seen much service
she is almost certain to require new decks. The condition of a yacht at
the end of fifteen years will v e ~ greatly depend upon the quality of the
materials used in her construction, upon the siBes of the timbers and their
disposition, and upon the thickness of the planking, and upon the strength
of the fastenings. Some idea of what these should be can be gleaned
from the tables in Lloyd's "Yacht Register," compiled from the practice
of the best builders of yachts. The timbers (called also frames, or floors,
first, second, and third futtocks
J
where the lengths of the frames are in
~ o .. three, or more pieces) will be If double," that is .. two timbers will be
placed close together, or nea.rly close together, and act as one frame. Then
Digitized by Coogle
Examination oJ the Yacht. 18
-------------------------
there will be a space, and hence ff timber and space" means the distance
from the centre of one double frame to the centre of another. The
spacing should not be greater than the limits allowed by Lloyd's rules,
as if the frames are too wide apart the vessel will work and the oanlking
become loose, with the final result of troublesome leaks. Some builders
do not place the timbers of a double frame quite close together, &8 some
ventilation is OOIlSidered a good thing; but greater strength is obtained
if the timbers of each double frame are close together, and the general
practice is to so place them close together.
Occasionally (though very rarely now) a single-framed v.essel is to
be met with-that is, instead of two timbers being worked close together
to form one almost solid frame, one single timber forms each frame,
placed at regular intervals. These vessels, mUess the timbers are of
superior size and placed very close together, should be regarded with
great 8U8picioa; the space from centre to centre of the timbers should
be at least 85 per cent. le88 than in a double-framed v888el, and the
sizes should be 15 per cent. greater; and if the timbers are too long
to be all in one piece, the ff shifts II or lengthening pieces of the timbers
should be so arranged that two shifts never come on the same hONontal
line in adjoining timbers, and the heads and heels should be dowelled,
and a thick strake worked over them inside-through fastened. In
almost all v888els the frames of the bow forward of the mBBt are
single, and in some very old vessels these bow frames might be found
to be of fir j these frames will require a great deal of inspection and
pricking. Some 20-tonners which we have met with have had single frames
12in. from centre to centre in the middle of the vessel, these frames
extending over a distance equal to half the length of the vessel; similar
frames were used in the bow and stern, but the spacing was incre&Bed to
16in. There does not appear to be any objection to this plan, and it hBB
a slight advantage in weight of timber. A.. favourite plan for small vessels,
and one that answers very well, ~ to increaae the spacing between the
frames, and work a steamed timber of American elm between. The
Harvey Ship and Yacht Building Company used alternate sawn and
steamed frames, with a double skin. This plan hBB now had a. fair trial,
and, so far as the experience of eight years goes, it appears likely to be
very durable, and hBB an advantage in lightne88.
With regard to materials, all the frames s h o u l ~ be of oak and so
should be the stem piece, s ~ post, npper portion of dead woods,
bight heads, apron, beams, shelf clamp, bilge strakes, and keelson; the
keel will generally be found to be either English or .American elm. The
garboa.nl strakes are generally of American elm, and it is best that the
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p)-mug above moUld. be of. A:merica.n elm OP oak to within a foot or
10 of the load water.line, and teak above to the covering board or deck
$dge. Very :frequently, however, only the prboaro atra.ke is of .American
elm, and the remainder red pine or pitch pine, with a top atra.ke of oak
or teak. Again, IOmetimes the first. four atrakea above the garboard are
of American elm, and the first four .tr&kes below the deck of oak or
teak, and the remainder piu.e; but pine between wind and water is liable
to rapid decay . OooaaionaJ.ly oak plank is used at the bilge, with a wale
or CI bend" of oak above the water-line; &D.d, again, sometimes the plan
i. all oak from keel to plank sheer, and nothing in the way of wood
material aa.n exceed the strength or durability of a vessallO planked..
The iloo1'8 and keel faatenings of yachts are now varionsly COIdrived.
Twenty years ago .. builder never thought of CODStrncting a vessel without
grown ilOO1'8 and a kee1eon i but, owing to the increasing sharpneaa
in the bottollUl of vesaels, or increasing II dead. rise," is became very
difficult to find suitably grown iloors. The result was that iron ilOOM were
eaat, and these, whilat having an advantage in strength and durability, have
the additional recommenclation of forming excellent ballast. In some cases
(almost always in vessels of 40 tons and under) grown iloore, or ilo01'8 of
any kind, are dispensed with entirely; the heels of the first attacks are
brought down to the keel and connected by iron V knees, which are securely
bolted in the throat through the keel or through a hogging piece and keel,
and through the timber and plank.
H a yacht is met with that baa these iron Jmee.ftoors, it should be
ucertained if she baa been ballasted with lead; if it turns out. that her
ballaat baa been lead, it will be necessa.ry to have the iron knees very
carefully examined, as lead very quickly destroys iron. It should also be
aaoertained whether or not the floor bolts and other fa.stenings are of
iron; if they are, it. is just possible that the lead ballast, or copper
Jlheatbing, may have eaten off their heads; and if the yacht baa a le.ad
keel bolted with iron, it is very likely that the bolts may have deoayed
between the wood keel and lead.
H the yacht be twelve or thirteen years old, it will be :incam.bent to
.en.mine her very thoroughly inside and out, unless it is satisfaotorily
shown that she baa recently been 80 eJ[8.mjned., and all necessary repairs
made. To effectively tl'XAmjne a yacht the copper should be stripped off,
and the planking ~ p e d clean; if, however, the copper be good it will
,be a pretty fair. evidence that the plank: underneath is sound, as the
copper in such a case is not likely to have been on more than three years;
and, of COur8e, the plank and caulking would have been thorougb11
examined and made good when the vessel was re-coppered.
Digitized by Coogle
I
I
I
;

..
Examination oJ the Yacht. 16
If it is etattMl that the vellel does no. requite re-coppering nol" needs
it will be well to be present when she is hauled up high and
dry, or as the water is pumped out of the dry dook into which she has
been placed, as the oase lQay be; as, if there are wrinkles or folds in the
copper, giving evidence of strains, it is quite possible, where the oppor-
tunity exists, that these II wrinkles" would be II dressed" out. The
wrinkles will geneJany appear in a longitudinal direotion, under the
ohannela and 1llldar the bilge over the ft.oor or futtock-heads. But if .the
has been IIllbject to very severe racking or twisting strains, or has
bumped on a rook or on very hard. ground, the wrinkles may run diagonally
or in half airoles across the copper. Very long and deep yachts, which have
been properly strengthened longitudinally by internal bilge strakes
and continuous diagoual braces across the frames, may be subject to great
racking or twisting strains; if there be evidence of such strains, the yacht
need not be condemned, but she will require strengthening, and should
be put into the hands of a competent builder. In a case where the copper
shows uluQistakable signs that the vessel works or strains, she should
be thoroughly examjned in the vicinity of the supposed strains, and be
and fastened in the manner whioh a builder from his
experience may consider neoessa.ry. If iron fastenings have been used
in the vessel, it is vsrylikely, unless the heads have been counter-sunk
and well cemented, that iron rust stains will show on the copper; if such
stains are met with, it will be best to have 88 muoh of the copper stripped
oJf as the case requires, so that the fastenings may be driven out and new
ones put in. The keel should be examined for strains and splits; and
if the bel or false keel be worn away from the through bolt fastenings
l
the bolts should be out off and re-clinohed, and if necessary a Dew false
keel should be fitted.
The stern-post, rudder-post, rudder braces, or gudgeons and pintles
must be examjned, and if the rudder-post is twisted, or braces or
pintles much worn, there will be work for the shipwright. .
The chain plates and chain-plate bolts and the 81lJTOunding pJAnking
and its caulking should be closely examined for fiaws and strains, and 80
also should the stem piece and bobstay shackle plates
Signs of straining on deck will mostly be apparent in the seam of the
board abreaat of the runners, the mast, at the stem, knightheads.l
bowsprit bitts, and near the mast partners. If the seams are 1lllusually
wide here, as they frequently may be in a yacht that has been much
presaed with C&nVU, It sailed hard." in heavy seas, or that' has been weakly
built, some strengthening will be required by more hanging knees under the
beams" lodging bees, additional knees at the mast partners, diagonal
Digitized by Coogle
straps &C1'OBB the frames, or it may be new beams, partners, and knees
altogether. If the covering board shows signs of having opened badly
in the seam, or lifted from the top strake, the beam ends a.nd shelf or
clamp will require veFY C8.l'eful examination-the shelf a.nd cla.rtlp especially
at the sca.rphs a.nd butts.
To examine the frames of the veBBel, the baJla.st should be reDloved,
and some of the ceiling and some of the outside plank should be stripped
off. Lloyd's surveyors, in exa,mining an old ship, usnaJly cut out listings
from the pla.nk: the whole length of the ship; and they also simi1.a.rly cut
listings from the ceiling inside, under the deck, and over the floor heads;
planks are taken off, too, at different pa.rts of the ship, eqnaJ in the whole
to her length; and the beam. ends IIol'e examined either by taking out the
top strake under the covering board, or" by boring under the covering
boards. Fastenings, snch 80S trena.ils and bolts, are driven out, to further
test the condition of the frames and fastenings; and the condition of the
oa.knm and caulking is ascertained by exa.mination in several places. If
the ship or yacht be completely celled up inside, it is obvious that the
whole of the framing cannot be examined by such means; but generally a
yacht is not so closely ceiled, and an application of a knife to the frames
will soon determine whether they IIol'e rotten or not.
There is sca.rcely any limit to the number of years frames of autumn-
cut oak will la.st; but occa.sionaJIy a sa.ppy piece will find its way among
the frames, and it may not la.st a year, or the frames may decay in conse-
quence of leakage and defective ventilation; but from whatever ca.nse rot
may arise, any frame so affected should be removed. Heels and heads
of floors and frames are the most likely places to find rot j but of course it
may occur in any part of a frame, and, if possible, every timber in a veBBel
should be thoroughly examined from heel to head.
Old decks are a great trouble to keep tight; and if there is any sign
of II weeping" either under the deck at the seams, round the skylights,
shelf, or mast, there will be sn.fti.cient evidence that caulking is necessa.ry.
New decks, however, frequently give trouble in this way if they have been
ca.relessly caulked, or if the yacht has been wealdy constructed, or"if the
caulking was done during wet weather and not under a shed. As the
plank dries, it shrinks away from the caulking and paying, and leakage is
the inevitable result; this condition can be somewhat ameliorated by
wetting the deck two or three times a day, but wet decks are a.1most as
bad 80S leaky ones, and re-caulking and stopping will be the best remedy.
It is the fashion now to lay the deck "planks very close together, in order
that narrow seams may be obtained; narrow seams of course look very
nice, but, 80S the seams are sca.rcely wide enough to receive the caulking
Digitized by Coogle
Examination of the Yacht. 17
iron, very little oakum is driven into the seams, and as the marine -glue
paying or putty stopping dries, leaks are the result.
The spars will require carefnl inspection, and i either has cracks
ranning transversely or diagonally, it will be pretty sure evidence that it is
sprong. The longitudinal cracks or fissures are not of much consequence
unless they gape very much, run deep and from one into another right
round the spar j sometimes, however, if the cracks have not been stopped
with putty or marine glue, the wet might ha.ve got in and caused decay.
The insertion of a. knife into various parts of the crack will soon settle this
matter. The mast should be carefnlly examined for rot under the yoke
a.n.d a.t the partners. The masthead will require very carefnl exa.mina.tion
under the eyes of the rigging and behind the bolsters for rot, and right
a.way to the cap for wrings, which generally show themselves by a. lot of
little cracks. The ma.inboom should be e:mmined for II springs" "near the
outer end chiefly; the bowsprit a.t the gammon iron, or stem head, and
a.t the outer end above and about the sheave hole.
The rigging, blocks, and sails will of course require an overhauling.
The standing rigging is now genera.lly made of galvanised iron or steel
wire; i it has ~ n much service, rust from the inner strs.nds will show
itself, and the llla.y" of the strs.nds will have been stretched nearly
stra.ight. Hemp and manilla. rope, i much worn, with a. washed-out
a.ppea.rance, should be in certa.in p1a.ces unlaid, or untwisted, and i
strs.nded with a. dried up dull appea.ra.nce of the ya.rns, the rope should
be condemned. The shells of the block will require tlxa.mina.tion for splits,
and the hook, eye, sheave, and pin for fla.ws of whatever description.
The sails should be la.id out and exa.mined; i the stitching in the seams
or roping be worn and ragged, i the canvas be bla.ck looking, very soft
and thin, admitting a. great dea.l of daylight through the woof, then the
sails will be only fit for a. fisherman or coaster. As a. rule, a suit of sails
will last through four or five summer cruises; but three months' knocking
a.bout, winter cruising in the Mediterranean or elsewhere, will do as. much
harm as two summer cruises, a.nd it will never be prudent to sta.rt on a.
long winter cruise with sails that have seen more than three seasons'
wear. Of course sails may have been exceptionally well cared fo1'-
never rolled up wet or unfairly stretched-a.n.d the vessel may have
been in the happy condition of never having been under way in much
of a. breel/le. Then i they are six or seven years old, and an expert
pronounces them fit for a. winter's cruise, they can be depended upon;
. but to be caught in a. breel/le is "bad enough, and it is a. great deal
worse i when so oa.ught some of the Sp&l'S, rigging, blocks, or sails
give out. A mainsail is most likely to go a.t the clew or to split from
c
Digitized by Coogle
18 . Yacht and Boat Sailing.
foot to head, but occasionaJIy they split right across from leech to luff.
A jib will go all ways j its head will come off, tack or clew will come
off, ana sometimes they will split or burst out of the stay rope. For
racing, a ma.jnsa.jl is of little use after the secona year, ana even with
the greatest possible care they will ha.rdly ao the third, 80S they get
thin ana soft ana fly right away from the spars into bags with the .
least weight in the wina. The owners of some small yachts have a new
ma.jnsa.il every season, ana this is quite necessary if the yacht is sa.iled
in 80S many as thirty or forty matches, ana if the sa.il has been frequently
reefed.
Lastly, the grouna tackle or holding gear must be examined. The
anchors ana chains shoula be ga.1vanisea, ana be of the weight a.ua size
set forth in Lloyd's tables.
Digitized by Coogle
CHAPTER III
BUILDING A YACHT.
Son men seem to have quite a passion for building yachts, whether
for crnising or racing, and do not believe in the paraphrased adage
that It fools build yachts for wise men to buy." So far as a racing
yacht is concerned, it is quite natural that a man should wish her first
success or fame to be identified with his name, and that Ile would not
care to own a vessel which had already become famous under another
man's flag. On the other hand, there are plenty of men who, directly
they hear tha.t a yacht is successfol, and read of Iler wonderful exploits
in the reports of matches, long to possess the wonderful craft. And so
it happens that there is always something for the builder to do. The
man who finds excitement in building is always certain to fancy that
there is something even in his last success that can be improved upon;
and he is glad to meet with the obliging purchaser who so covets the
possession of the property he is anxious to disca.rd.
The man who knows nothing whatever of yachts and yachting, in
setting out to build, will be mainly troubled to know which builder to
go to. He will hear that one builder is famous for cutters, another for
yawls, and another for schooners; whilst another, more wonderful than
all the rest, is famous for every kind of craft, from the tiny Una to
the bold Mediterranean cruiser of 300 tons. Then, again, one builder
is celebrated for the soundness of the materials he uses; another for the
excellence of his fastenings; and another, perhaps, for his disregaro of
the quality of both materials a.nd fastenings. All this will be very
perplexing to the man who has yet to serve his a.pprenticeship at the
sport, and he at last dives into it with something like the 'feeling with
which he took his first header, and inwardly a.ppeals to the honour of
the builder:
Build me straight, 0 worthy master,
Staunch and strong, a goodly vessel,
That sha1llaugh at aJ1 disa.ster,
And with wave and whirlwind wrestle.
c 2
Digitized by Coogle
And probably the :Ql8Bter does build him a staunch and strong and
goodly vessel. But there need be no doubt about the matter. Lloyd's
Society for the Register of Shipping have now for five years been in the
habit of superintending the building, and afterwards classifying a vessel,
a.ooording to rules based on the undoubted soundness of the practice of the
best builders, and there is no reason why even a yacht intended for racing
should not be classed. It may not be considered prudent to use materials
to qualify her for the highest grade of seventeen years, but at least every
yacht, whether intended for racing or not, should be built of materials
to take a twelve year's class. The highest grade of class is A. 1 seven
teen years, and a vessel that is quaJified for. this high class is certain to
be a 1I staunch and strong and a goodly vessel;" and it will be of little
consequence, so far as these qualities go, which builder has the con-
struction of the vessel, as it will be the duty of the surveyors to see
that the work is carried out in a proper manner. The owner will know
and feel that he has a vessel which will come out of the heaviest storm
unstrained, and should he wish to dispose of her the unquestionable
character which she has for strength will facilitate her sale at a full
value. Therefore the advice to a man who knows little about yachts
cannot be too urgently repeated-a.lways build up to Lloyd's rules and
under Lloyd's survey. No matter how high the repute of the builder
may be, he will be only the more willing to agree to the survey, and
will take delight in showing that he, 80 far from having any objection
to build up to Lloyd's rules, will actually exceed their requirements,
both in quality of timber used and in fastenings.
Vessels of the ra.ciilg sort, of 40 tons and under, are now built with
keels out of aJl proportion to the sizes of their other scantling: thus the
Freda of 20 tons has a keel sided (by 1I sided" is meant its transverse thick.
ness) amidships 2ft. 2in. This enormously thick keel of course tapers fore
and aft, and is only 80 thick amidships in order that a heavy weight of
lead or iron might be carried underneath. A. similar weight could onlI
be carried on a smaJler wood keel by greatly increasing the draught .. and
then the strength and thickness of the keel might be unequal to the
weight of the lead and to the boring for the necessary bolts. Some-
times a lead keel, or keelson, is worked inside, fore and aft, between
the heels of the timbers and on top of the keel proper.
V mous plans have been used for strengthening and binding together
the fabric of the hull; but the diagonal iron braces previously referred to
are only used in large yachts of great length. In yachts of eighty feet
and under in length, thick strakes of hard wood or pitch pine are worked
under the clamp and shelf, and run the whole length of the vessel, and
Digitized by Coogle
Building a Yacht. 21
are through-fastened with metal bolts. Simila.rly two bilge strakes along
the curve of each bilge on each side are worked and through-fastened.
Limber strakes are eJao sometimes worked over the heels of the first
futtocb which join the heads of the floors, and are through-fastened.
A limber ~ e in a cruising veasel with a floor construction, where
there is no keelson, would greatly add to the strength of the veBBel j
but in yachts of 50 tons and under it would scarcely be necessary to
have a tf thick strake" above the bilge stra.kes. Outside a wale or bend
is worked and through-fastened; but where all the planking is of ha.l'd
wood, the wales are dispensed with.
It m1l8t be understood, if the yacht about to be built is intended for
racing rather than cruising, that it will be an advantage to reduce the
BOaJltling, and increase the spacing so far as may seem compatible with
strength. The plank also (if the owner is not particular about obtaini:ng
a long term of years in Lloyd's Register), from the bilge upwards, can
be of red pine instead of teak: or oak, and the deck beams can also
be of red pine i the bulW801'b of red pine, and the stanchions and rails
reduced in size so far as may appear consistent with strength. There
are racing vessels, of simi1a.r tonnage, with as muoh as two-fifths differ-
ence in the size and height of stanchions i and in a 200-ton vessel half a
ton of weight might very well be disposed of in this way. Of C01l1'88 it
is only fair to say that some of our most succeasfol racing vessels, such
88 Florinda, Ooriaande, Sammna, or Gwendolin, are built of the heaviest
material and fnll scantling. However.. although this may show that a
vessel can be so built and succeed as a racer, it is at least an open
question whether she would not have been a atill greater SUcceBB had
her scantling been reduced.
The metal fastenings of yachts form a subject about which there
is a great deal of opposite opinion. The builder who constructs cheaply
contends stoutly that there is nothing like iron j on the other hand,
the builder who always asks and gets a good price for his work would as
soon think of fastening a yacht with cabbage stumps as with iron. Others
recommend iron for dead-wood bolts, shelf bolts, and floor bolts, with Muntz'
metal for plank fastenings. Others recommend Muntz' metal for all bolts,
and a mixture of Munts' metal and trenails for plank fastening. There is no
doubt that iron has advantages, 80 far at least as long dead-wood bolts are
concerned. Iron can be driven very much tighter than copper-rod, and its
strength is greater. We have seen iron bolts, that had been made hot
and dipped in varnish or oil before they were driven, taken out of a vessel
thirty years old, long before galvanised iron was heard of, as clean and
bright-in fact, the varnish unperished-as they were a.t the moment
Digitized by Coogle
22 Yacht ana Boat Sailing.
of driving. On the other hand, if the iron were driven through a
shaky piece of timber, or loosely driven, so that salt water might get
to it, decay of the iron would be very rapid; hence preference must be
given to copper or Muntz' metal. Galvanised iron is often used for
shelf fastenings, and it is less objectiona.ble there j but preference should
be given to Muntz' metal for aJl dead woods, as it can be driven as
tightly as iron, and, if of the best quality, will clench as well.
Lloyd's give an additional year to all ships or yachts that are
fastened from the keel upwards (to within one-fifth the depth of hold
amidships from the deck) with yellow metal or copper bolts and dumps,
or trena.ils; in such case the fastenings for the upper strakes of plank
to the deck must be properly galva.nised, it being also understood that
the iron bolts for frames, beams, &c., are to be galvanlsed. And a
further two years are granted if no trenailB are used at aJl. * Whether
trenails or bolts are used, one is to be put in each plank or strake at
every timber j two-thirds of the trenails are required to be driven through,
and the butts of the plank must be through-bolted with copper or yellow
metal; and the bilge strakes and limber strake should be through-bolted.
Trena.ils are scarcely adapted for vessels of less than 50 tons, on
account of the small size of the timbers j and even in these they should
be very sparingly used (and only in the bottom plank), as a Sin. timber
must be very considerably weakened if it is bored with holes to receive
1 in. trena.ils.
Metal bolts should in all cases be used for bolting on lead keels;
iron keels can be bolted on with iron bolts, but if the vessel is coppered
a Sin. strip of zinc should be put between the lower edge of the copper
and the iron keel.
Some ten years ago it seemed likely that composite vessels would
quite supersede those entirely of wood construction j but so far the
composite plan has not advanced in favour. This is really a matter for
surprise, as the composite build offers this advantage over the wood
structure: so very much more room is obtainable inside on the same
weight or displacement. The great question was ten years ago, could
a composite vessel be 80 fastened as to be insured against the possibility of
the fastenings giving out? We think the question has now, after fifteen
years, been satisfactorily a.nswered by such vessels as Oima.ra., Selene,
Nyanza, Palatine, or Garrion, built by Steele and Co., of Greenock j the Sun-
beam and ModweDa, built by Bowdler and Chaftler, at Liverpool; the Bella
Donna and Seabird, built by Hatcher j and many others. None of these
vessels have, 80 far as we know, ever shown the slightest signs of straining,
Llo7d'. also ai\'e aD uta 18&1' if the v"1I81ia built 1UUl. oover.
Digitized by Coogle
Building a Yacht.
28
nor have their fastenings decayed; in fact, so :far there seems every chance
of their out-enduring any of the wood yachts which were constructed at
about the same period. For a composite yacht it is best that all the
planking (excepting, of course, the deck) should be of hard wood, and that
the plank fastenings should be of Muntz' metal screw bolts sunk in the
plank, and so insulated that galvanic action could not be set up with the
outside copper, the bolts, a.nd the frames. Mr. J. S. White, of East Oowes,
has, within the last two years, provided the necessary plant for building
composite vessels, and has built four large yachts a.coording to that
system of construction, but as yet there is no evidence that composite vessels
are coming into general use.
Lloyd's have compiled a table of scantlings for composite and iron
yachts, and will in future cl888 such as are built up to their mIes. Steel,
however, is likely to supersede iron, as Lloyd's will give the same class for
one-fifth less weight.
A great many experiments have from time to time been made with
compositions for preventing the fouling of the bottom of ships j but up
to the present time no speci1ic has been discovered, and the opportunity
for someone to reaJise a large fortune still exists. So :far as yachts are con-
cerned, they are generaJly sheathed with copper; and, for these waters at
least, the bottom can be kept clean enough by a couple of scrubbings
throughout the season. One of the compositions, such as J estTs, Day's,
Pea.oock's, or Martin's, is sometimes put over the copper j but, for racing
at least, we prefer the copper without the composition, as clean copper
has a smoother surface than either of the compositions imparts. Of
course, for a racing yacht, the copper cannot very well be cleaned too
often; and a month is quite long enough for the vessel to be without a
sarub, although there are but few which get one so often. The Admiralty
have been making some experiments with zinc as a sheathing for iron
ships (the iron being first protected by a slight wood skin), but so far zinc
does not appear to offer many advantages. Oopper, on the other hand-
if the ship be kept constantly moving, or moored, 88oy, in a five-knot tide
-will keep comparatively clean, on a.coount of the extensive exfoliation
which goes on of the oxychlorides and other soluble salts produced by
the action of the salt water on the copper. Oxychlorides are similarly and
much more rapidly formed on zinc, but are not 80 readily 8Oluble; hence
very little exfoliation takes place, and a corroded and rough surface is
the result, the zinc being finally eaten through. Zinc, therefore, we may
conclude, is unsuitable as a sheathing for yachts, especially as evidence .
exists that such sheathing lin. thick has been eaten through in one year.
An alloy of copper (2) and zinc (8), popularly known as Muntz' metal,
Digitized by Coogle
is largely used as a sheathing for ships; but it is Scarcely so good as
copper for yachts, as, owing to its greater stiff:p.ess, it cannot be laid so
well. Another objection to Muntz' metal sheathing. is that it does not
e:rloliate to the extent copper does, and that after being under the in1luence
of salt water any considerable time-say three or four years-the metal
becomes rotten; but this defect, it is said, can be remedied by an addition of
a small quantity of tin to the alloy. For composite ships Muntz' metal
sheathing has some advantage, as it sets up very little, if any, galvanic
action with iron; but the risk of galvanic action from copper sheathing in
a well-constructed composite ship is so remote that copper is to be preferred
even to these, if the difference in cost is not a consideration.
A curious feature in connection with yacht construction is that naval
arohitects should have had so little to do with the designing of yachts.
Yacht builders, as a rule, keep draughtsmen, who are instructed as to a
design, and thus the builder becomes his own architect. That this plan
has succeeded there can be no doubt, and it might even be questioned
whether an arohitect could at present compete with the builder, if the
latter bestowed so much time on a design as he ought. But, as a mIe,
builders are too much occupied with the cares of their business to devote
much time to the mathematical consideration of a design; and it is only
their experience, and a prudent purpose not to depart in any radical
way from a model which practice has proved to be possessed of undeniable
good qualities, that keep them from blundering ~ t o failure. If we were
asked to give a reason why the business of designing happens to be in
the same hands as the business of building, we could give no satisfactory
answer, if a true one. The truth is that, in the early days of yachting,
a. naval arohitect who confined the exercise of his talents to the designing
of yachts would have found his occupation by no means a. lucrative one j
and perforce the builders were compelled to do their own designing,
mostly on th6 pattern of Government cruisers, with such trifling
alterations as their experience permitted them to venture upon. Occa-
sionally gentlemen made models of yachts, and the late :Mr. Joseph
Weld and :Mr. T. Assheton Smith had a. large share of success;
it is even c1.a.imed for Mr. Smith that he invented or discovered the
valne of "wave lines" before :Mr. Scott Russell did. But, be this as it
may, there can be no doubt that he was as clever at designing as the
professional builders of the day. Builders were, in fact, compelled to
do their own designing, because the profession of a. yacht-naval arohitect
. would have been unprofitable. But if builders as a. matter of necessity
did their own designing fifty years ago, it can scarcely be said that
a. similar necessity exists now, although the custom does. During
Digitized by Coogle
I
BuiZding a Yacht. 25
the 1ast ten yean there have been, on the average, fifty vessels of all riga
and sizes built annuaJIy, and it might be assumed that the emoluments
for designing these would keep a goodly number of naval architects in the
neoeBB&ries of life. The few who have made yacht-naval architecture a
study and profession have undoubtedly succeeded well enough to lead to
the conclusion that, with more opportunities, they would make a very
considerable advancement in yacht design. Builders would be relieved
of a great source of anxiety, as the responsibility of a vessel answering
the requirements or expectations of the person for whom she was built
would be shifted from their shoulders to those of the architect. Such a
shift of responsibility would unquestionably be an advantage for the yaoht
owner, as it is much more likely that a scientifically trained ~ h i t e c t ,
who has opportunities of tracing causes of success or failure, would achieve
any given object than that a builder would, whose b118iness occupations
necessarily restrict the exercise of his attention and experience on the
important work of designing. It is, therefore, satisfactory to note tha.
yacht designing is graduaJIy gaining recognition as a profession j and if
improvement is to be made in the form of yachts, we must look for it from
the hands of professional yacht designers.
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CHAPTER IV.
THE EQUIPMENT OF THE YACHT.
To equiP.Ilent of a. ya.cht embra.ces generaJ.ly everything tha.t is used or
required for working her. UsoaJly it is understood to consist of the spars,
sta.nmn.g a.nd running rigging, sa.ils, various ta.ckles or puroha.ses, a.nahors,
chains, warps, boa.ts, lights, &C. The dia.gram, Pla.te I., a.nd the referellC6s,
will a.ssist the exp1a.na.tions tha.t will follow of the various parts a.nd uses
of a vessel's outfit or equipment.
&!Ls.
A. MaiDaa.i1.
Go Clew of ma.inea.il, with traveller OIl the
horae 18 (oha.fn OIlthaul aDd tr.olde
shown underllea.th boom).
b. MaiD. taok.
c. Throat.
d. Peak-.riDg.
e. Head.
. /. Foot aDd roach ofla.i1.
g. Luff or _ther leech.
,.. Leech, or after leech.
i. FirIt, 1I8OOJld, third, aDd c10ae reef oriDglea.
j. FIrat, 1I8OOJld, third, aDd oloee reef point..
FirIt,IIIIOODd, third, aDd o1oee reef oriDglel
or luff oriDglell.
B . F ~ .
G. Luff.
b. Foot.
c. Leech.
d. Head.
8. Taok'.
/. Beef point..
C. Jib.
G. Luff.
b. Foot.
c. Leech.
d. Head.
8. Tack.
D. Gatr Topaail.
G. Clew.
b. Tack
c. Weather -.riDg, or head 1IIIol'Iq.
d. Peak-.riDg.
8. Head.
/. Foot.
g. Luff.
,.. Leech.
E. Jib Topla.i1.
G. Luff.
b. Foot.
c. Leech.
d. Head.
e. Taok.
SPua.
1. KMt.
2. Top Hast.
8. Bcnnprit.
4. Boom.
5. Gatr.
6. eTopla.i1,ard.
7. Bpbmaker bo9m.
8. H01IJldB, bclner, aDd JOb.
e Formerq balloon topa,ilB, with a. footyard or ja.akya.rd, ware 00IIIDl0Il in aJ1 ra.ofDg yacht.;
th8J a.re DOW generally dOIle a._y with, uoeptiDg in lIOhocmera aDd ya.wll, loB th8J lI'f8&tq iB_
the weight a.1oft, without much inoreuiDg the me of topla.i1.
Digitized by Coogle
Digitized by Coogle

I
~
Digitized by Coogle
r

The Equipment oj the Yacht. 27

9. Cap.

11. Pole of topmut.
IS. Track.
1. IIaiD riaiDI ahrouda.
S. m-r pole, termed rJao Bheer batteD
and aheer metohar.
8. Dead 8J8II and Jatvuda.
Pon stay.
s.-PeDdazd;
6. - Bmmer.
7. B_taokle.
8. Fall of rIIDJUIr taokle.
9 TCIpIIIMt -7 (topmMf; baok-eiaya or
BhIoaAla DOl; abown.)
10. TGpJIIMt IIhiftiJqr baobta7, or "pze.
TaD_ baobtay."
11. Taokle of IIhiftiDtr baobta7.
12 Bobe1ay.
18. BobBlay taokle and faD.
1.. )(aiD halyuds.
15. P_ ha1prda.
16. JIaiD.beet.
17. ToppiDg liftB.
18. Beaf--.rbtg or pendant.
19. Po-.u ha1prda.
SO.:rm-n IJheat MY. through block OD
aJew of.u.
Sl. J'0IIIUl fIIok.
sa Jib haqa,rde.
sa. .Jib IIbeetia fait to olew of .n.
18. hoD harIIe at boom _a for mam.U em.
haul to travel OD.
141. JIut hoopa.
Jib fIIok.
115. Jib traTeller.
116. Jib ODthaul.
117. Jib dowDhaul and fore-.i1 d01nlhr.ul.
118. Topeail haJ,Jarda.
119. Topeail upper ha1pIda, or trippiDg hal

80. Top..u eheet, blook with
pendant, fait round muthead.
81. Top..u tack.
n. Topeail tack taokle.
88. Topeail olew tiDe.
840.
85. Jib.topaail taok.
86. Jib.topaail sheet, fu1; to aJew of ail
87. II'abuaW c1ownhaul.
88. BpinDaker-boom I toppiDao lift.
89. SpinDaker-boom I after
410. BpinDaker-boom I hauli.:Dtr and nanaiDr
pariII of whip plll'OhaH of after
oil. SpinDaker-boom; fore f1I7
.til. SpiDDabr outhaul, the hauli.:Dtr pan OD
the 1Illc1er Bide of the boom.
41. Spbmroker outhaul, on the upper Bide of
. boom I this iI the pari; ma.de fMt; to
ephmaker taok.
'fte pa.rta of the I:'iniDIr _bel thus. are tmnecl "1ItiandiDa l'iainI," and the other paria
..
1. Load water.liD8. (L. W.L.)
2. Keel.
8. BfIIImpoef;.
"" Badcler.
5. D.dwoocL
6. Forefoot, tenDed a.1ao pipe.
7. stem.
8. I'Neboud.
9. Co1mter.
1. J'Ioor.
I. Fzamee or timbers.
Ht1LL.
10. Archboa.rd.
11. Ta.flrail.
Ill. Quarter timbel'l.
18. CcrreriDg board or plank eheer.
1"- Bail, or rough 6ree rail
16. ChanneL
16. ChaiD platee, or ohaImel pw..
17. Bobe1ay IhaoIde pia
:mG. 1.
6. Deak.
7. Deak Beam.
8. Bul_k ltianohione.
9. OhanDela and ohanuel platee.
Digitized by COOS Ie
.r
Jr,",_
The Equipment 01 the Yacht. 29
J[uor 4JID BIaGm'G.
10 ......
11.BoImda.
11. Yoke or lower Gap aDd boWer.
1 8 . ~ .
U. TopDUIIt.
15. Kain rInIDC 01' Bhrouc1a.
18. TopJDMt.hmada ow bMbtay.
17. BIICbfaJ falle or taeldee.
18. Lap of toplll&lt bMbtaye tr.kea off wh8ll
the topIII&It fa ho1ll8d.
Fm. S.
JIDJIlI' 01' Y.A.WL.
1. )(De 1II&It.
I. Pole of miseD mut.
8. JliMa boom. iDat.d of a ,.rd).
f. JIiMD ,.rd (a Iaf! fa frequatIJ ueecl
S. JliMa bumpJda.
8. 8pic1R baDd.on 1II&It.
7. JIiHD Ihrouc1a ... 1I.p with aud
eheepole.
8. KilI8Il b1l.mpldD ~ or IhroadL
9. KilI8IlIdaiftiDIr .tar, ODe OIl I80h BIde.
10. Tackle f01' miseDlIhift;iq .tar.
11. SVop OIl mUeD ,.rd.
11. hoB traftller OIl miseD mut, with ohafn
t,e or haIJMd ..... thJoqh Iheav.
hole aboye. The tackle OIl the obaiD

luIqud fa hiddea OIl the oIiher dde of
themut.
18. JIiHD.heat leIIdiDa' fa boRd.
14,. JIJs8Il 01l.thaal aud whip purabMe Ilaot.
eaad l1p. The OIlt1ur.ul fa a.lIo IIOIIl8f;iDa
III'l'IIo1Iged in thfa DIIIoIID81': the oat-
haul fa 1m put oyer the a of the
boom 117 a l'I1DlIiDtr 811, thea ,......
through a lingle block OIl the olew oriDgle
of the ...n, through a &heaT. hole in the
boom a, aud thea OIl boMd. In I1lOh
... there is no whip pmchaee.
16. JIis8Il _11: aud _11: taotle.
18. JIJs8Il toppiq Uft.
17. Ma.iDboom aud put of ...m-u.
Digitized by Coogle
80
1. KaInmaat.
I. li'0ftIIIMt.
8. JIain topman.
li'ore topmut.
Yacht and Boat Sailing.
\
\
,
_-nT_\
- ~ "
FIe. 8.
M : ~ An BIOODI'G 01' Saa:OODB.
11. JIain.topmut 1fa7.
11. Fore-topman baalt.J.
18. Fore-lItaJaaU ha1Jr.rdI.
U. Head of fore-ata,..u.
Ii. Bounda OIl oheeb of mut. 15. Head of maintopman .Jail.
6. r.o,rez OIop on whioh 0l'0IIItreea reat, fore 16. Taok II ..
liae of topmaat. 17. Clew .. II
7. Cap.
18. Ld " ..
8. Topman Id. 19. Foot .. ..
9. Triatdo 1fa7.
20. Sheet .. "
10. Foreata,. leadiDtr to quarter nil.
li'o:am.m: li'1'l"1'IlIGI, BoWll'BlT AlO) BrOODI'G.
G. The bowIprit.
b. Heel of bowsprit.
c. Bitta.
d. W"mdJua.
. Gammon iroD. alIo oa.l1ec1
ipAD Ihaokle.
,. Ji'id. N.B. The bJook il1II1I&lq
g. Whiakera hiDged OIl aD iron llddle ODe
hooked to the litem. here.
A. Wire IIhzonda. le. CoveriDg board.
i. TaoJde for aettiJqr up
IIhzonda.
Digitized by Coogle
The of the Yacht.
81
c
A
]I
JIA.aTJnAD F1'rl'1N08.
Pig. A IIhowa a.- of the top IidAI of the
lOb or lower oap.
CI is the IOke with an iroD bud roUDd it.
b is a U-Ihaped iroD plate, IOmetimee
fitted oyer the IOke .. showD, and
is the Btrou.geet plan.
c is an iroD bolt.
d is the malt.
is the topmut.
I the fitted with eorew bolts
and Iluts 011 the fore Bide of top-
malt &I shown.
Fig. B is the 10ke and malt TiBWed from aft.
CI, the ends of the aft &rJIIII of 10b.
b, the cheeks, the upper part on which
the bolsters r8lt beiDg the hoUDdB.
c, iroll bolt at aft lide of mut-
cJ, the mut-
" bolBterB on which the rfaiD. reetB.
Pig. C allows a broadIide new of the IOke
and muthea.d.
CI, the IOke.
b, the cheeb.
c, iroD bolt.
d, the 1IIMthe&d.
1l, iron oap.
" bolater -ttnr OIl
the hoUDdB.
I, oroutreee.
9, topmMt.
i, jib ha.IJard blook (one OIl each Bide of
_t, on iron hoop).
i, pee.k-halJ&rd bloob .
, main-ha.IJard block, and span bolt. Thia
bolt should be long enOlllh to keep the
parts of the halJ&rdB olear of the ;JOke.
Sometimee a BiDgle bolt is used with
strong spur and plate below.
"', f0rBBta1. (Bee page 52).
" shOWI thepoBition on theoheeks where the
e1e platee '5;: are bolted
to take the .0" " ) bloob for
the topping lift.
The shean in the muthead for the heel rope
of the topmalt is not shown; the sheave ill
fitted ma,onally, not in the fore and aft line.
Digitized Goog Ie

Yacht
given . for
schooners of
Sailing.
following table
take the sizee
below; thus, is 100 tons,
for blocks from the column assigned to 80 tona.
'ULitters j
for the
tlte sizes
TABLE OF SIZES OF BLOOXS FOB YACHTS OF VARIOUS SIZES.
IDa. IDa.
Jfa.iD halyarde G \)
-

't
Pea.k haJyarda Ii
41
Jfa.iDaheet ............... 1 1
't
MaiDaheet lead .........
\)
S S
Jib halJa.rda ............ 8
't
Fore haJya.rd. Z S S
Bobat&y (iron bloob) . 1 1 40
D4JTR7iliili;t>:EkTI: b ... II II 6&
\)
St
II II 6&-:0;
1 S
1 S
40 3
II
\)
S
whip ...................
\)
S S
Jib tack .................. 1 S S
Jib purohue ............ 1 1 3
at
Jib pmohaae l'1UIJI8l' ... 1
lIIAin purohaae ..... 1 1 8
at
Pea.k purchaae ......... 1 1 S
st
Topping lifta ............ II 8
st

40 S
\)
-
8
II S
1 S
II S
\) \)
40
"

Beeftackle (fiddle dbL) 1 1 6&S'USt
Boomgny ............... 1 1
'I'IICii tacklea ............ 3 3 8 S
Bnrlon ..................
\)
ad topaaiJ. sheet whip 1 8 S
Downhanls (forward) S
Dead eyes!
Sf Sf ............
'ULL"La.t pnrchaae is US'U
h01I'fard block is a. liDrL01L'fL.hL
the hauling part.
-:0;'f'f-:0;le blocks on the
has only four
lLLnld be Bingle np t .!.
'UiLnld be aiDgle up to
IBON BTBop BLOCltII.

",gi
i
g
!
iii

.. i Ot;0&k
E-<c');::
Blz:e. Size. Blz:01
Ins. IDa. IDa. IDa. IDa.
Ii
lit
6 7 8
Ii . lit 6 7 8
Ii
lit
6 7 8

't
Ii
5t 6
5
lit
6 7 8
40

Ii 6 6t
Ii 5t 6 7 8
&41 7t&5 S&5t St
-:0;t 5 St
&41 7t&S S&5t
5
40.
5
40t 5
't
5
St 40
't
5 5t
St
S!
40
't
5
St 40
't
5 5t
I)
8t 40
I)
5t
St
't
5 I)t

't
Ii
lit
40t 5
Ii =>
Ifiil'll BTBOP BLocKs.
41
5
't
I)
40 40t
6
6t
lit
6
*U
6t&4 7 7.
8 St
S St
't
I)t
St 4.
I)
5t
S 40
't
Ii 5t
St 4. 40t Ii lit
S 40
't
I)
5t
40
40t 41
5
5t
"LL"L .... "'L' is in racing yaoh'U
of the halJards is
_d runner tackle
baokataYB, two on
",8=
.......
0 .. -;
E-<81><
Blz:e.
IDa. IDa. IDa.
9 9.
10
9
:t
10
9 10
6i
7
7t
9 9t 10
7 7t
8
9 9t 10
& 7 10&71
7t
10&7
7
7
7
7
6 6t 7
lit
6
6t
6 6t 7
6 7 8
6
6t
7
6 6t 7
6 6t 7
6l 7
43t 7
7
7
6t
8t
S
s st 10
I
6t 7 7t
I
6 6t 7
6 6t 7
6 6t 7
6 6t 7
I
6l 71 8t

___
over, the
?:Lmohaae,
Some fiTetoDDerB have only two shrouda on eaoh aide; ten tou and upwarda three
; above Bixty tou four shroud. for raoini.
roogle
The Equipment 0/ the Yacht.
88
TABLE 01' SIZB8 01' CORDAGE roB C1JTTEB AND YAWL YAOBTB 01'
V ABIOUS SIZES.-
IToIIL
TORL
TORL I ToN ToIlL TONL TOR To ... ToRL Ton
Out..a. 0..&.6. Cu&. 10. CuL III. OuLIO. CuL 80. OuL40. OuL80. 0u&.80.
I O O .
Ii ... o. Bop .
Yawl 6. Yawl7. Yawll4. YawllO. Yawlao. Yawl40. Yawl 80. Yawl80. YwllOO Ywl.l.
--------------------
CI. CI. CI. CI. CI. CI. CI. CI. CI. CI.
------
------
----
-
IDa. IIUI. Iu. In . IIUI. IIUI. IIUI. IIUI. Iu. Iu.
haquda ..........
Ii It 2 IIi IIi 2t 8 3i 8i at
PeIIk hal,yarda ............
H It 2
IIi IIi 2t 8
8i 8i- 8t
KaiJlahaet; (manilla) ...
Ii li- It 2
2i IIi- lit 8
8i
8i
Fore halJuda ............ 1 Ii It It It 2
IIi Ii
2t 8
Bobat&y taokle
li- It IIi Ii- 2t 8
8i 8i- 8t
Bowsprit IIhmuda taekJe
1 Ii Ii H It 2
2t 2t lit 8
Pendant; ......... ; ........
H
a
2
2i 2i- 2t a at at 8t
Bu_
..................
H II Bi- st 8
8t 8i- 8t
B1UIIUIJ' t.okle ........... 1 Ii
H It It II
Ii lit lit 8
Jlain 01lthaul ............ 1 1
Ii It
lt It II
lIi IIi- It
Beef pead&Dta ............
It It
I IIi lit lit 8
8i 8t
st
Topa.il aheet; ............. 1 Ii li- It I
IIi 2t lit 3 at
Topmast; baabtay
taoklea .................. 1 It Ii li- It It II
2i lit 8
PreYlDtar baobtay
taoklea .................. 1
PreY8Ilter
hacbt.a.7
Ii Ii Ii-
H lt
II
Ii lit 8
whip ................... 1
- It Ii- li- It II Ii
1
U
8
Jib t.ok ..................
It It I
It
Ii u It_
It tc
I- Ii-
Jib JWyuds (ohaiIl) ...
Ii: Ii: Ii: t
if
f f
It

Jib halyvda (mauilla).
It It II IIi lit 8
8i 8t
Jib .heeta ............... Ii Ii It I
2i lit lit 8
8i 8t
Jib p1lftlu.e ............ 1 It Ii Ii- H It It II
Ii IIi-
Jib p1lftlhue nJID81'
-
- - - - -
It _
1tu
lilli-
Throat JI1lIOhaIe ... 1 Ii Ii Ii- H It It I
2t 2i
Peak purohaae ......... 1 Ii Ii H li- It It I
Ii 2i
ToptriD lifta ............ li- It I IIi- It 8
8t 8i- 8t
ToptriD liftpmohue ... 1 It Ii Ii-
H It It I
It lit
Jib topsail haquda .. 1 It Ii li- It It It I
It Ii
Spbmabr halJuda .... ,. 1 It It Ii-
li- It It II
Ii It
S p ~ I'D7 whips . 1
It It H It 2
2t lit It 2t
Spimlaker toppiDg lift.. 1
Ii Ii li- It It It 2
2t IIi
Tf1ai1 lheeta ............ 1
Ii It li- It I
Ii lit 8
8i
Fore aheeta ............... 1 Ii It Ii It I
lit It 8
8i
Beef taekJe (Iddle) ... 1 1
It Ii- li- It It I
lit Ii
Boom I'D7 ............... 1 1
It lt It It It II
It IIi
Tack taoklea ............ 1 1
It li- It It It It I lit
Buncm .....................
- - - Ii li- It It I
2t IIi
Gd topaail aheM whip.
It It I
2i
lit lit 8
8i 8i 8t
Down-bauI., peN, fore-
...n, ad jib ............ 1 1 1 1
Ii Ii
lt It I I
~ .................. 1 1
~ t
li- It II
Ii IIi lit 8
Topaail haqazda .
It Ii It It 2
It It lit 8
Topuil trip halJuda ... 1 1 It li- It It It I
!It
!Ii
,-) Wire jib fack ad jib purohue l'IUIIUIl'. CI. CUo1llllf8l'lD08.
ID the ... of. jib halJuda the me of the me. of. the link is Biv ...
- The relative IItreDgth of hemp ad wire rope will be fo1Uld ill .. table ill the Appeadix 1lIlder
the bald of .. WIre Rope."
Digitized by Coogle
CIBCUJlFEBENCE IN INCHES OF WIRE l!'OB In'ANDING BIGGING.
N.uo.

Cut. 6. , Cut.lO. I CuL 16. CUUO. CuUO. Cut.. to. CuL 80. CuL80. CUt.lOO.
YawI7.:YawI14. YawlllO.
I
Yawl80.,YawltO. Yawl80.
I
Yawl80. Ywl.lOO Ywl.ll1O
-1----'----
Shrouda ................. , ......... Ii Ii Ii It
:t
Ii 8 8 8t
Pendanta ........................... Ii Ii It II Ii
at
8i 8t
Bowaprit Ihroudl ............... Ii Ii It 2 2i 2i It 8 8t
ForestaJ ........................... It It 2 2t 2i lit at 8i
1
8t
BobataJ pcmda.nt ............... Ii It 2 lIi 2i
I
2t at
8i 8t
.....................
t t
1 1 Ii It
I
It 2 lIi
Topmaat baobtaJ ...............
t t t
1
1*
Ii It II
Si
Topmut preventer ba.obtaJ
t I
1 1
1*
Ii It 2
iii
No. of .hrouds ... ide ......... B B 8 8 8 8 8
, ,
No. of baobta,. ... Bide ...... 1 1 II B 2 II B B 2
Copper bobataJ bar- .........

t i
1 Ii Ii It It 2
TABLE OF DDIENBIONS OF SPARS TO WHICH THE BLOCKS AND COBDAGE
GIVEN IN THE PRECEDING TABLES ABE SUITABLE.
TORI. Ton.
ToII"1 Tos ..
TolfI. I ToIfI. I Ton 1 ToII8. ToIl8.IToII8.
N.uo. CuL8. Cut..6. Cut. 10. Cat. 16. Out.. 20. I Out.. 10. I CuL to. CuL 80. CuL 80. Cuuoo.
Yawlll. YawIT. Yawl14.IYawl20. YawlBO.,YawltO.Yawl80.lYawl80. YwllOO Ywll80
_' : I
,
Ft. Jl't. Jl't. Jl't. Jl't. Ft. Ft.
I
Jl't. Ft . Jl't.
Mut, deok to hOlUlds ... 20 28 1I7 80 M 87 400
"
'7
50
fld to hounds. 17 19 lI8 lID 80 88
I
86 400
"
MaiD. boom ............... 26 lI9 88 88 47 61 55 61 68
Ma.iD. ptr ., ............ 18 lIO 22 liS lI8 80 88 86 40 45
Bowsprit outboard ...... 16 17 18 In M 25 27 80 82 M
Topaail ,..rds ............
{17
80 8Ii 86 87 88 89
'1
46
18 20 21 lIli 28 1140 11.'; lI6 IS 80
SpiJma.ker boom .. 80 86 40 4B
'"
45 46 50 M 68
SCHOONERS.
CIBCmD'EBENCE IN INCHES OF WIRE FOB STANDING BIGGING.
R. Racer.
TollS.
ToNS.j ToilS.
TONS. TONS. Toll .. Tolls. TOils. ToNs. TONI.
O. 0raUer.
R.lIO. R. 80. R. to. R.6O. R. 76. R. 100. R.ltI. R.160. R. 176. R. 200.
0.80. O. to. 0.80. C.76. 0.100. O.ltO. 0.180. o.m. 0.160. 0.171.
-
Sh!ouda 11 Ii Ii 11
lit
2i 8 8
Bl 8t
,
PeJUla.nta ....................... ,
Ii It 2 Ii lIi
Ii
8i
Sf
4

Bowaprit ah!ouda ............ Ii It 2
lit
2t It 8 8i 8i 8t
Foreata.J ........................ It II 2i lit lit
at
8t
Sf
4

BobltaJ pcmda.nt It 2 2i lit 2t 8i 8t Sf
4
'*
..................
t
1 1
1*
It It II
lit 2i Bt
............
t t
1 Ii Ii It I
2*
2t It
pN'I'enter baobiaJ
t
1 1 Ii Ii It I lIi lit lit
No. of lhIouds .. Bide ......... 2 8 8 8 8 8 8 8 8 8
No. of baokataJa .. Bide ...... 1 I II II I II II II I I
Copper bobata.J bare .........
t i
1 Ii It It It I
1*
lit
- The 8181 tn the bob.taJ bar mua1i not be welded or bra.iaed. The ends of the bar ahould
be heated a.nd hammered baok bJ ItrildDar the end of the bar on the a.n'ril end on; whcm the
and ia c1riYen up twice .. thick .. the other part of the bar, the hole 0II0D be drilled or p1lJlClhec1-
drilliDB il to be preferred. .
Digitized by Coogle
B. :a-.
O. 0raIaer.
N.uo o. BLocK.
ThIoat halyards /I
PeakhaJyuds ...
Peak downhaul ..
:Main Ueet ......
]fain aheet lead
Pendant
BUDDer tackle II ..
OUthaul ............
TopeaiJ. halyards.
Topaail lbeet ...
TopmMhta7Pur-
chaae ............
ToplllMii back
ata7l ...........
PreYeuter back
71 ............
PreYenter back
ata7whipa ....
Throat; p1UOhaee .
Peak purohaee ...
ToppiJIg lifte ......
liftpur
obaae ............
top.
pmgliftc ......
Beef taokle II ...
Taoktaold ...
Spbmabr hal
J1IZC1a ............
Sphmaker
ra7
wldp ............
Top il aheet
whip ............
ToplllMii ata;yaail

.. , ...
Topman ata7aa.il
taok ............
ToplllMii afa1aai1
aheet ...........
Tryaa.il aheeta
Boom .. 7 .........
Deadeyeae ......
The Equipment of the Yacht. 35
SCHOONERS.
JLUNJUST.
IKON STKOP BL0CJ[8.
DMarlp-I TOIf. T01f8 To.a I T01f8 I TOlf8! TO.II To.I ! To.a TOlf8 TOlfs
UoD.i B. to. B. 80. B. 40. B. 60'1 B. 76. B. 100. B. Il16. ' B. 160. B.176 B. lIDO.
_
0.260 0.276.
U ! if I SIze. SIze. Sbe. Size. 1 SIze. Sbe. BlasI
-
Sbe. Sbe. Size.
I
,-
----
------I---
I-
----
IDa. Iu. Iu. ma. IDa. IDa. IDa. ma. lDs. IDa.
II
- 't
5 6 7 8 9 9t 10 lOt 11
5 1
't 5 6 7 8 9 9t 10 lOt 11
-
1 3t
"
"
"t "t
S 5 5 5 S
II
-
't
5 6 7 8 9 9t 10 lOt n
-
II
"
"t
S st 6
6t
7 7t 8 8t
-
II
"
"t
S st 6 6t 7 7t 8
Bt
II II
"
S&"t 6&S 7&51' 8 & 69&6191 & 710&7UOt & 8 11&8t
-
1 3t
"
"t
S 5t 6 61 7 7t 8
-
1 3t
,
"t
S
5t 6 6t 7 71 8
-
1 8t
"
't
S st 6 6t 7 7t 8
1 1
st
,
"i- S
lit 6 6t 7 7t 8
'I'
8t
"
"t
S St 6 6t 7
7t
8
II II 8t
,
't
S 5t 6 6t 7
7t
8
-
II
st
"
"t
5 st 6 6t 7 7t 8
1 1 8t
"
't 5 5t 6 6t 7 7t 8
1 1 st
"
"t
S St 6 6t 7 7t 8
-
"
3t
"
't 5 St 6 6t 7 7t 8
II 9
Bt
"
"i-
S 5t 6 6t 7 7t 8
II
-
8t
"
"i-
S 5t 6 6t 7
7t
8
Bon BTBOp BLooJr:a.
1 1 St&8t 7 a: HtUta & S'8t&6t9 & 69t&6t10 & 710t&7tn & 8
8
-
-
-
-
-
-
II
1
-
8 8t
"
"t
S St 6 6t
1 8t
,
't
S
lit
6 6t
1 8 8 8t
"
't
5 st
1 8t
,
"i-
5 5t 6 6t
1 8 8t
"
5 st 6 6t
1 8 8t
,
5 st 5
lit
1 8 3t
"
5 5t 6 6t
II S st 6 6t 7 7t 8
1 8t
,
't 5 5i- 6 6t
111 8t
"
't
s lit
6
6t
(/I) The upper throat.halyud blook will be treble.
(11) Fiddle blooka.
(e) SiDgle blocka muler 7S toni.
(d) Fiddle blooka.
(.) Onl;y two ahrouda Hele under "0 tona.
D2
7
7t
8
7
7t
8
6 6t 7
7 7t 8
7 7t
8
6 6t 7
7 7t 8
8t 9 9
7 7t
8
7 7t 8
Digitized by Coogle
l
,
86 Yacht and Boat SaiUng.
~ - - ~ - - --- ~ - ------------------------
SCHOONERS.
FOBEJUST.
IBox STBOP BL00J[8.
-
Deecr\p. ToXI IToIIIII! ToXI ITon
ToIII I Toni ToIIH I TOIIH
Ton 'Ton
B. Baeer.
C. Cndaer.
tloo B. 20. ,B. 80. B. 40. B. ao. B. 76. lB. 100. B. I. B. lao. B. 176. B. too.
__ ._ C. ~ . ~ I 0.80. C.76.
0.100. r 140.1 0 180 C. fiG.
O. 260. O. 276.
- ------------
N ~ o . BLOCK. Ifif 8lse. SIM. SI&e. SI&e.
SIM. SI&e. SIu. SI&e. !be ....
lIP: III'"
- ---
--
- -- ---- -
-----
.
m . lDII. InL lDII. lDII. lDII. Iu. Ina. Ina. Ina.
Throat hal,.arda ...... II
- 4i
5 6 7 8 9 9t 10 lOt 11
Paak halJ&rda ......... 5
-
4t 5 6 7 8 9 9t 10 lot 11
Down haul ............. - 1
at
4 4t 5 5 5 5 5 5 5
VIloJlfl' ..................... - 1 3t 4
"t
5 5t 6
6t
7 7 7
Fore-abeet ...............
-
2 8t 4 4t .
5 5t 6 6t 7 7t 8
Fore-lheet p1l1'Oha.Bee. II II 3t 4 4t 5 5t 6 6t 7 71 8
Pendant ..................
-
1 4 4t 5 5t 6 6t 7 7t
8 8t
BUDDar tao'lde Il ...... 2 2 6t&8t 7&47t&41 8&5 8t&519 & 69t&6t 10&7 10t& 71 11&8
Topaail halJarda ... ..
-
1 at
"
4.t 5 5t 6
6t
7 7t 8
Topaail Bheeta (oheek)
-
2
"
4t 5 5t 6 6t 7 7t 7t 8
Sheet lead ...............
-
II 8t
"
4t 5 5t 6 6t 7 71 8
Topmut baobtay ..
"
4 8t
"
4t 5 1St 6 6t 7 7t 8
Preventer ba.ok:eta.ya .. II II 8t 4
4i
IS 5t 6 6t 7 71 8
Throat purchase ..... 1 1
-
- - -
1St' 6 6t 7 7t 8
Paak p1I1'Oha.Be ........ 1 1 8t
"
4i IS 5t 6
6t 7 7t 8
SpiDDal::ar topping lift II
-
3t
"
4i
IS 5t
6 6t 7 71 8
Fore BtayaaiJ. sheet.
-
2 8t 4 4i
IS
5t
6 6t 7 7t 8
.. ..
purohuee
-, "
8t 4
4tt
IS 5t 6 6t 7 7t 8
Fore eta.,...u halyards
-1
2
8t
"
4i
5 1St 6 6t 7 71 8
Downhaul
- 1 8t 4 4 5 5
5t
6
6t
7 7
Boblta)' .................. 1 1
4t
IS 6 7 8 9 91' 10 lOt 11
Bcnnprit Bhzouda ......
11111
6t&3t 7&" 7t&"t
8&58t&5t 9 & 69t&6t!10&7 10t&7111&8
.Jib ha.lyard. ............
- 3 3t
"
4t 5 51' 6 6t 7 7t 8
.Jibtaok ..................
T
3t 4
4i 5 5t 6 6t 7 7t 8
.Jib purchase runner
- 1 - - -
5 1St 6
6t 7 7t 8
.Jib purchase ............ 1 1 8t 4
4i
5 5t 6 6t 7 7t
8
Dead 8)'88 ............ 12 12 4 4t 5 5t 6 6t 7 7t 8 8t
BoH STBOP BLOCD.
Spbmuar halyards .
-
1 8t
"
4i
5 5t 6 6t 7 7t 8
Spinnakar guy whip ...
-
1 8 S
"
4i 5 5t 6 6t 7 7
Trya.il eheetB ......... II II 5 5t 6 6t 7 71 8 8t 9
9t
.Jib topu.il halJardl ...
-
1 8t
"
4t
IS
SI-
6
6t 7 7t 8
Fore .ta;,1Ioil sheets .. B II 8t
"
4i
IS 1St 6
6t 7 7t 8
.Jib Iheets ...............
-
II
- -
4i
IS 5t
6 6t 7 7t 8
Burton ..................
-
II 8 8t
"
4tt
IS 5t 5t 6
6t 7
Downhaul (forward) ..
- 1 8
"
8t
"
5 IS IS 5 5 5
(Il) The double bloob a.re Addl
Digitized by Coogle
The Equipment 0/ the Yacht. 37
SCHOONERS.
TABLE OJ' SIZES OJ' CORDAGE.
&.--..
ToilS. Ton. TOII8. ToilS. I TOil .. Ton. TOilS. TOil .. TOIlS. ToilS.
&. . B.IO. B.40. B.IIO. &. 76. B.lOO. B.12ll. a 1110. B.17I. alOO.
a. orm..
0.10. 0.40. 0."'. 0."76. 0.100. 0.140. 0.110. 0.220. 0.2110. 0.176.
--
--
I-
--
--------

N.um o. Bon. ef. Of. ef. ef. ef. Cf. ef. ef. ef. ef.
--- --------
-----
1M. lDB. lDB. lDB. lDB. lDB. lDB. IDS. IDI. lDB.
IfaiD ud fore hI.Iprda
It I It lit 8
at
3t 3t 4
4t
J'ore Ita,.n hI.Iprda ..
Ii It It It It II III lit lit 3
............
It (11)

Il(i) Ii (11) lit (11)

at<t>
3t (f) 8t 4
TopIIIIil ......
Ii It It II lit 8 31 8t
TopB&il trip halJards ... 1 1 It It It It I lit lit lit
Jib topsail halJards ... 1 Ii Ii It It It II
Il
lit It
lIaiDtopJlllld
haquda ............... 1 Ii Ii It It It II
Il
It It
Spbmakar hI.Iprda ud
}1
toppiDgJift; aIaofore
Ii It It It It I
Il
It lit
YIIDg .....................
K..m.heet ...............
It It I It 8
3l
3t st
4
4t
J'oreaheat ...............
It I lit It
3l st 41 "t
Ii
st
J'ore Ita,..n aheete
It It II lit 3
at
8t 8t 4
4t
Jiblheeta ..................
III lit 2t 8
at
3t 3t
"
4tt "t
TopIIIIil aheete ............
It It It It I lit It lit 3
at
Jib topMillheeta ...... 1 It It It It It
II III It It
lIaiDtopJDMt ltayB&il
aheete .................. 1
Ii Ii It It It
I lit lit lit
8pbmakar 1Iheeta ... 1
Ii It It It It
I lit lit It
1'I788D Iheeta ............
It It I It It lit 8 8t at 8t
Jib taet .................. I It 11u
It",
It ",
I",
It
It", lit",
3"
Taokt.oJd .............
Ii It It It It It II lit lit lit
MaiD, fore, ucl jib par-
ohMea ..................
Ii It It It It It I lit It Bt
.DowDlIaulll ............... 1 Ii It It It It
II II II II
Bartoa ..................... 1 Ii It It II
Ii
Bt I! 8 8t
Bow8prit Ih!ouda taakle Ii Ii It It It It II
Ii
It It
J'ore Iheet parahueI ... Ii Ii It It It It
I Ii lit lit
Bo1letaJ taakle ......... It It I It 8 8t
st
"
4t 4t
B1IDJUIrII(win) .........
Ii It It It I
Ii
It It 8
3l
B1IDD8rII (hemp or
4t -.mBa) ............... II
Il
It It 8
3l
8t 8t
"
Bamaer taolde. . , . Ii It It It It It I
Il
lit It
ToppiDr lIftI ............ Ii It I It 8 8t 8t
"
4t "t
ToppiDg lift p1mlhaM .. It Ii It It It It I Ii lit It
............ It It I It 8 8t 8t
"
4t
4t
Beef faolde ............... Ii It It It It It I lit It st
BoomgIIJ ............... It It I It 8 8l st
4
4t 4t
Boom gIIJ puohMe It It It It It It II IIi lit
st
.................. It II
Ii It lit 8
3l
8t 8t
4
(0) The.....n IIpree iD bnokete .... the me of the liDkl for oh&iD
(111) WIN lOpe.
Digitized by Coogle
TABLE OF DDrlENSIONS OF YAOHTB AND SPARS.
Name.
___ --1 ___ .. _--I __ -l _________ .I--I--I---I---I--
rr, rr,
Sappho ...... B 122'0 27'0
GuinIlT8l8... B 121'0 28'S
Sha.mroolt ... 105'0 25'S
Livonia ...... 107'5 28'S
Columbia ... 98'5 25'S
Aline ......... 100'0 21'7
Cambri.. '.. 100'0 21'1
Gwendolin 100'0 21'0
Corinne...... 940'0 19'8
W .. terwitoh, 95'7 19'8
Egeria 93'7 19'2
Seabelle...... 90'5 19'1
Pantomime 91'S 19'3
:Miranda 86'7 18'9
Draoama ... 80'0 18'0
FlyiugCloud 73'5 15'7
Florinda ... T 85'7 19'5
JnDa.na.r .. , T 99'0 16'9
Caroline ... T 75'0 16'1
0imaI'a. ...... y 95'0 19'9
KriemlWda c 79'3 17'5
Formoe.. ... 0 82'0 16'9
Vol-au-vent 0 79'5 17'40
Arrow ...... 0 79'2 18'7
&mama ,.. 0 80'8 16'2
Vanduara... 0 81'3 16'2
Fiona......... c 73'5 15'8
lana ......... 0 71'2 140'6
D .. phne ...... 0 69'40 140'1
Sil1'81' Star .. 0 66'0 11'5
Amur.IOD ..... 0 640'3 11'9
Sl81lthhOUDd 0 40' 3 11'9
Eoodh01Uld 0 59'8 12'8
Coryph_ .. , c 63'3 12'1
Tara. ......... 0 66'0 11'5
J1y0ll0tia .. , 0 59'0 12'40
Fred.. ...... 0 409'0 9'8
Sayonara. ... 0 50'0 9'7
V8oIl88M ... 0 407'0 9'8
IIaia ...... ,.. 0 SO'O . 9'7
Ddegonda ... 0 400'0 9'5
Torch ...... 0 408'5 9'0
Manie , .... , 0 4040'6 8'8
Buttercup.. c 402'8 7'3
K .. tie ......... 0 402'0 7'0
Neptune ... 0 89'5 7'6
LilJ ' .. , .. ~ , 0 36'6 8'1
Pastime...... 0 87'3 7'8
Florence .. ' 0 39'0 7'8
QuiraiDg ... 0 88'6 7'8
Vril ......... c 28'8 6'5
Freda ...... ,.. 0 30'5 6'1
Cooker ...... 0 32'0 5'8
rr. ... rr,
'221 18'0 73'0 0'940 3'07 1166'0
'19S 12'0 69'S 0'93 2'95 4040'0
'2408 12'0 66'0 0'91 2'640 I b 89'0
'220 12'8 66'0 0'95 2'80 38'5
'259 5'9 69'5 1'00 2'70 c 57'0
'217 11'6 63'0 0'98 2'90 340'0
'211 12'40 62'0 0'98 2'95 401'0
'210 18'0 63'0 0'92 8'08 89'0
'211 12'8 1iB'5 0'98 2'95 340'0
'202 12'S 58'0 0'91 8'00 88'0
'205 12'5 1iB'O 0'90 8'00 82'0
'211 12'0 59'5 0'87 g'18 86'0
'211 12'0 57'5 0'9S 8'00 81'5
'219 18'0 1iB'8 0'88 3'12 27'5
'225 10'0 52'0 0'940 2'90 28'0
'218 9'5 406'0 0'95 S'98 28'S
'225 11'9 540'5 83'5d 2'88 86'0
'170 18'8 58'0 86'Od 8'12 240'5
'215 11'5 408'5 240'Od 2'72 81'0
'209 18'0 58'5 ,.. S'98 407'0
'221 12'8 407'5 ... 2'72 86'0
'206 12'5 408'7 ... 2'88 340'0
'219 12'40 408'5 ... 2'79 340'0
'286 11'5 409'8 ... 2'70 340'0
'200 .. . SO'O I ... 8'00 340'0
'200 ... 408'5 ... 8'00 81'0
'215 12'2 4040'5 .. , 2'78 340'0
'205 11'0 408'5 ... 8'02 82'0
'208 ... "'0 ... 3'10 81'6
'1740 11'5 4080... 3'740 28'0
'185 ... 401'0 ... 3'340 Sl'O
'185 ,.. 401'0 ... S'340 31'0
'205 9'40 88'0 ... 3'140 28'0
'191 9'9 400'0 ... 3'80 27'0
'1740 11'5 402'5 ... 3'65 SO'O
'210 10'0 37'0 ." 8'00 27'0
'200 9'5 340'5 ... 3'400 240'0
'1940 ... 840'0 .. , 3'61 240'0
'209 7'8 81'S ... 8'18 240'0
'1940 8'8 340'5 ... 3'55 240'5
'287 7-5 29'0 ... 3'08 20'6
'207 7'0 28'5 ... 8'20 20'8
'197 ... 29'0 .. , 8'30 21'0
'172 7'8 80'0 .. ' 40'11 20'S
'171 8'0 81'0 ... 40'4040 21'0
'198 ... 28'0 ... 3'07 19'5
'221 6'8 25'0 ... 8'09 17'0
'209 6'8 2&'0 .. , 3'20 17'0
'200 6'5 27'0 ... S'406 19'0
'203 .. , 27'8 ,.. 3'56 20'0
'280 6'5 22'0 ... 3'00 140'5
'200 5'8 Ill'5 .. ' 8'4040 16'0
'181 5'8 22'8 ... 8'98 17'0
rr. rr.
0'&5 81'0 407'0
0'86 77'0 4040'5
0'37 640'0 89'0
0'85 70'0 408'0
0'57 72'5 340'5
0'340 63'0 36'0
0'401 63'0 87'0
0'89 70'0 89'0
0'86 60'0 86'0
0'840 6S'0 86'0
0'840 63'0 86'5
0'400 63'0 38'0
0114 58'0 85'0
0'81 640'8 85'5
0'85 408'0 80'0
0'88 406'5 28'0
O'40S 56'5 402'5
... 56'5 402'0
0'401 SO'7 87'0
0'50 70'0 407'5
0'405 65'0 408'5
0'401 68'0 401)'0
0'402 67'5 408'0
0'408 640'0 406'0
0'402 68'0 4040'0
CI'89 68'8 408'8
0'406 60'0 88'0
0'405 57'5 35'S
0'401) 62'0 401'0
0'402 57'0 88'5
0'407 55'0 37'0
0'407 55'0 37'0
0'406 409'0 81'5
0'402 52'0 340'0
0'401) 1iB'0 89'5
0'405 407'0 81'5
0'50 .403'0 28'0
0'408 402'0 91'0
0'51 39'0 27'S
0'50 408'0 80'0
0'51 86'0 27'0
0'407 340'5 23'40
0'407 87'0 25'5
0'409 39'0 25'0
0'50 88'5 S6'0
0'50 85'0 23'5
0'406 31'5 93'0
0'401) 81'& 22'5
0'408 82'5 240'8
.. ' 88'0 240'0
0'51 240'8 19'0
0'50 29'S 19'5
... I 28'0 19'0
rr, SQ,rr
408'010223
405'0 6611
38'0 6985
"'0 7618
401'0 8000
36'0 6710
85'0 64018
85'0 6903
35'0 5800
37'0 5820
35'0 5988
38'0 5780
340'0 5657
340'0 5675
30'0 40005
28'0 3832
4040'0 5257
38'5 5000
35'0 3700
408'0 5500
4040'0 404005
402'0 40890
402'5 40500
401'0 40770
4040'0 40590
402'7 40650
.. ' 3720
... 34000
402'0 8650
... 8350
88'0 3200
88'0 320a
31'0 2600
32'0 2900
400'0 34050
31'0 240SO
30'0 2000
28'0 1980
26'S 1732
30'7 2000
25'0 1550
240'2 1580
26'0 1580
S7'O 1320
28'0 1330
25'5 1220
240'0 109&
22'0 1000
22'5 1190
25'0 1207
18'5 756
18'0 930
21'0 963
II BOWIIprit, 30ft.; jibboom, 86ft. c Bowaprit, 240'5ft. j jibboom, 88ft.
d Length of zm-ma8t deck to ahea1'8 hole, b Boweprit, 240'Sft.; jibboom, 20ft.
Digitized by Coogle
The Equipment oj the Yacht. 89
STANDING RIGGING.
:MA.m RIGGING.
The most satisfactory plan of measuring off the rigging for a yacht is
to make a spar plan to scaJ.e-that is, a plan showing a broadside view of
the yacht with all her spars in their places, as shown by Plate I. and Fig.!.
The latter plan, Fig. 1, is necessary to obtain the correct lengths of the
lower-mast shrouds and topmast backstays, as merely taking the length
deck to hotmds makes no allowance for the II spread " . the rigging is to
have. (Of course an elaborate drawing is not required, but the scaJ.e must
be carefnlly adhered to.) A. further allowance must be made for the eyes
of the rigging going one over the other, and this ~ o w a n c e will be equal to
twice the diameter of a shroud. For instance, the eye of the starboard fore
shroud is put over the masthead first j then the port fore shroud, which
follows, must be cut longer than the starboard rigging to the extent of
twice the diameter of a shroud (twice the diameter is equal to two-thirds of
the circumference, the circumference being three times the diameter). The
second and third starboard shroud form a pair, and the allowance will be
four times the diameter j and so on. (The forestay goes over all, resting
on the throat or main halyard bolt.) (See page 81, Fig. 5.) For the eye
and splice an allowance equal to one and a half the circumference of the
masthead must be made j for the dead-eye an allowance equal to one and a
half the circumference of the same. The eye to go over the masthead
should be one and a quarter the circumference of the mast at the hounds j
the eye at the other end of the shroud should be one and one-eighth the
circumference of the dead-eye, so that the latter could be removed if split
or damaged, and replaced. The length for each shroud is measured from
the top of the bolster to the dead eyes j the drift or space between the
upper and lower dead-eyes, or from the channel to the top of the upper
dead-eye, will be about the height of the bulwark. .
There are two plans for fitting the shrouds, one known as ft single
eye," and the other as II pairs!' In the former plan each shroud has its
own eye j but when shrouds are fitted in pairs the wire goes from one
dead-eye up round the masthead, and down to the next dead-eye (on the
same side). A. wire seizing close up to the bolster, round both shrouds,
forms the eye. This is the most generally used plan, and the only objection
to it is that if the eye bursts a pair of shrouds are gone j and even if one
shroud burst, the strain on the remaining one might prove too much for
tile seizing. This, however, can be said in favour of the ft pair" plan,
that there are just half the number of eyes to go over the masthead,
Digitized by Coogle
and consequently there is a trille less weight aloft and a neater-looking
masthead. If there are four shrouds a-side two tt pairs" are fitted; if
three one tt pair" and one tt single."
Formerly, in the case of three shrouds a-side, instead of one single eye
and one II pair," two tt pairs" were fitted, the aftermost shroud doing duty
as a pendant; this plan has been abandoned, as the seizing 80 constantly
burst in consequence of the great angle the pendant made with the shroud.
There are three plans in use for covering the eyes of rigging; 1.
Parcelling and serving with spun yarn; 2. Covering with canvas and
painting it; 3. Covering with leather.
The first plan is cheapest, but will
require' renewing every year; the third
1 is the most costly, and lasts the longest;
~ whilst the second is most used, and
~ perhaps looks the neatest. The eyes
at the lower ends of the shrouds are
FIG. 6.
generally served with spun yarn; but
leather looks neater, and will not turn
white, as spun yarn will, by the con-
~ tinual washing whilst dragging through
'a the water; an occasional b1a.cking or
'w
~ varnishing will remove the w a . s h ~
appearance that a spun-yarn ser
-
might get.
The lanyards are rove in this man-
ner: A Matthew Wa.lker, or wall knot,
is made in one end of the lanyard; the
other end is rove out through the fore-
most hole of the upper dead eye; in
through the corresponding hole of the
lower dead eye; out through the centre
hole of the upper dead eye, and so on,
the hauling part coming in through the
a.ftermost hole of the lower dead eye and
is then set up by a luff upon luff tackle.
The hauling part (a, Fig. 6) is then
secured to its next standing part by a racking; it is then carried up
and out through the eye of the shroud at e; round the back part
of the eye at h, and in through at c; a tackle is then put on the end,
d, and when set up the part d is seised to a standing part of the lan-
yard (see Fig. 6).
Digitized by Coogle
Sometimes the fall ti, instead of being passed through the shroud eye
at 8, is secured by a couple of half-hitches round the shroud aud seized
as before described. Also, sometimes the fall of the lanyards is secured
by a couple of simple turns and seized in the usual way round the eye
of the shroud. The sheerpole passes across the eyes of the shrouds
immediately over the dead eyes.
Wall knots and Matthew Walkers have, however, been known to draw,
and now the general practice in racing vessels is to have a thimble eye
spliced in one end of the lanyard, which eye is shackled to an eye bolt
in the channel (see Fig. 6) rather ahead of the foremost chain plate; the
other end of the lanyard is rove out through the foremost hole of the
upper dead-eye (always commencing with the starboard fore shroud) in
through the corresponding hole of the lower dead-eye, and so on;
passing round the aft side of the mast, and ending with the port
fore shroud: on the port side the lanyard is shackled to the
channel under the after hole of the upper dead-eye. As
this . makes another part, extra setting up will be
required, as most likely the lanyards will not render
freely through the holes in the dead-eyes; some-
times three parts are set up first, then secured with a
racking, and the tackles shifted to set up the remaining
~ racking is made as follows: a piece of rope, two
or three feet long, is secured to one of the parts of
the lanyard by a running eye at a (Fig. 7). The other
b
I'IG. 7.
end is then passed in and out as shown. The whole is then jammed
up close together, and the part b properly secured.
V f1r1 great care must be taken in setting up rigging so that an
equal strain is brought on all its parts.
Cutter or yawl yachts of from 5 to 15 tons usually have two shrouds
a side; those from 20 to 80 tons three' shrouds a side; and thQCIe above
80 tons four shrouds a side.
Schooners usually have three shrouds on each side of main and
fore mast. Very large schooners, however, like Guinevere, Boadicea,
and EJmina, have been fitted with four shrouds on each aide of main
and fore mast, or sixteen shrouds in all.
When wire rigging was first introduced, great objection was taken to it,
on account of its rigidity; and it was declared that the stretching of the
lanyards would not compensate for the stretching which was due to
hemp shrouds. V mous plans were suggested to supply the deficient
stretching quality of wire rigging, such as spiral spring lanyards, and
Digitized by Coogle
l
\ .
.,
screw lanyards with india-rubber buffers.* The fact is, however, that
the stretching sought to be given to the wire rigging is not required,
and indeed would be a
great source of danger.
Mr. W. John, in his
elaborate report to Lloyd's
Committee in 1877 on
the dismasting of ships,
shows the very considerable
stretching qualities which
wire rope has, and the
general elasticity of wire
shrouds and hemp lanyards
combined. From his report
J we learn that the stretch
wire rope is capable of
G before breaking is very
considerable, and that not
half of that stretch and
strength would be ex-
hausted when the mast
had arrived at its breaking
point, due to bending.t
Rope is more or less
elastic - that is, it will
tt take up again" after it
has been stretched, but
never quite so much as it
may have been extended; and old rope has scarcely any elasticity at all.
Thus so far there is little danger that a. yacht's spars will be lost in
consequence of the wire rigging giving out; and, as in ships, it is found
The late Captain KeaDe, of Eaat Cowes, propoeed the following plan for e1aetio I&JI1&fda
or bder in 1878 : A (Fig. 6) is a ehroud; B, shod, to be made of good length to preveDt
stripping, or aD eye oould be turDed in to take a Bhaokle; C, a bolt; D, a oollaJo to reoein the
bolt for eorew nuta; E, indiarubber buffers of the required number aDd Bize ; F, eorew nuta (two
in ntllDbar), to preveDt stripping; 0, shackle ; H, ohamael; I, ohain plate ; J, bulwark.
t Mr. W. Johu, in his report, gives the following formula for aeoertainiDg iii ton. the breakiDg
.train of wire rope. The &quare of the oiroumferenoe of the rope in inobes, multiplied b,.lOM;
that is to sa,., if the rope be 2iD. in oiroumfereDoe, the brea.kiDa' strength will be 2 X 2 X
l'OM = 4'18 tou, or about 25 per OeDt. leas thaD authorities on the lubjeot han 1I8UAlly giVeD.
The eize of eteel wire of equivaleDt strength is generall7 ginn AI 0'8 of the sise of the oharooal
iron wire rope; that is to sa,., if the iron be of 2m. oiroumferenoe, the equivaleDt strength iD lteal
would be th1l8 found 2 X '8 = 16iD. or 1tJn. HowaTer, from uperimeDta made b,. Mr. John, it
would appear that the atrength of the eteel wire ftriee Vert oouiderebq, aDd, whilat the ratio in
Digitized by Coogle
The Equipment 01 the Yacht.
that if a mast is so lost, it is generally through some defective ironwork or
careless :fitting of the rigging.
It has been contended that a yacht's main rigging should be stretchable,
because, if she were sailing in squalls or under the influence of successive
shooks of wind force, if the rigging did not give to some extent, it would
be like attempting to drive a railway train by a succession of blows from a
sledge hammer. In stating the case thus ludicrously the fact is entirely
overlooked that a vessel's heeling facility affords much greater relief to
such shocks than could the yielding property of any rigging, unless indeed
the latter were to be so stretchable as to be perfectly useless for stays. In
fact, Mr. John clearly shows in his report that, so far as safety goes, the
rigging cannot be set up too rigidly, and the less it stretches the better.
It was found that in very heavy weather with a ship and pitching
heavily,- three-fourths of the ultimate strength of the mast and rigging
might be tried at anyone moment, and that a succession of suoh trials
would inevitably end in disaster. On this subject Mr. John says: IC The
margin of strength found to exist in the masts and rigging, ,to meet the
heavy strains arising from heavy weather, is so small that every inducement
should be offered to builders and owners to increase the support afforded to
the masts, and especially when it is known that so much good can be done
in this direction, without adding to the top weight, by simply reducing the
elasticity of the shrouds. Wire rigging set up by screws unquestionably
affords the most suitable and efficient support to iron masts; a.nd it is
to be hoped that the practice of adopting them, which has been growing
__ .... with 10ft ateel ..... thaD that giTen. in other .... with Jwd steel. the !Mio of
dreDgth ... .rr-ter.
The IItraiD in tons of IliDgla rope. II1lOh .. the 1aD,yarda .... found to be equl to the
Iq1Iale of the oimunf_ in inches. multiplied b7 the fnot.icm 0"254.5.
The whole br.ldDg atrain in toile of the lanyard8. roTe in m parlB .... f01Uld to be equl to
the 111_ of the aIroumfeNIoe of a fttigz. part multiplied b7 the fnot.icm MS. The joint
IItnugth of the m parlB ia OODBiderr.b17 lees thaD m tim_ the .mgle part. and the diapariq
'fU'ied between S'97 and 4'98; and it would appear that mmade or defeot.iYe dead 8J8I had a
.rr-t deal to do with the apparent lou in ItnDgth.
The metoh of in m part. ... found equl to the IItraiD in tou multiplied b7
the diatauoe from _tre to 0BDtre of the dead .,_. and c1i'fidecl by abt ti_ the IIq1IU9 of
the oiroumferenoe iD iDob_ of a .mgla part of the
The atretoh of wire rope was fOllDd to be equl to the leDgth of the Ihroud multiplied by the
IfaJn iD tou. ad diYided b7 the &q1llll'8 of the oiroumferenoe .. d b7 SO.
0enerall7 it ia foaud that wire rope. when the IItraiD ia -ad, ao. DOl; II take up" aU that
ii hall been atretohed. aDd ultimateq the atretohing qualiq of the wire will be loat without mUM
lou iD atrength. The atretohing quality of wire rope to some extent depanda Upon the OGre bIIiDg
of hemp. and to reduoe the atretoh it hall been nggeeted that the OGre should be of wire. Wire
rope IIfntohes mon rapial;y .. the IItraiD mon.... ",h_ hemp rope atretoh_ leaa rapial;y; but
tJ.e pacu1iazitiee an JDainq obBBrftbla .. the ropes appmach the bnaldDar poiDt.
The ftight of iron or ateel wire rope per fathom oan be found b7 diYidiDg the 1Iq1llll'8 of the
al!aamferenoe (alroamferenoe 2) b7 1'1; the weiht of hemp rope b7 cltrictiDtr the Iqv.n of the
aInumferenoe b7 4. (Bee alao .. Wire Rope" in the AppendiL)
Digitized by Coogle
up lately, will extend, and become far more general than heretofore.
Where hemp lanyards are a.d.opted the drift between the dea.d. eyes shoUld
be reduced to a minimum, and they should be most carefully kept aet up.
Bobstaya, it is considered, should be increaaed in size, and all eye bolta,
pina, and ahackles connected with them should be fitted. with the greatest
care cmd of a 3f.f'tmgth at lead equal to that of the bobltay."
This was written especially in relation to iron masts, but it is applicable
to wood masts, and only in a slightly modified degree, as, although wood
masts can be bent to a greater extent than iron or steel masts without
breaking, yet will a wood mast reach ita breaking point before the
stretching and strength of the wire rigging are exhausted, as previously
stated.
So far as the requirementa of matoh sailing go, there can be no doubt
that the more rigid the rigging can be kept the better are the results. The
old-fashioned theory is that the rigging should give rea.d.ily, and that the
masts should have plenty of play. This curious falla.oy has been
maintained by still more curious arguments and theories; and we have
known some sailing masters slack up the rigging to give it the required
play. It is obvious that the mast would yield under such circum-
stances, as the strain would not come upon the rigging until the mast
had been very considerably bent-perha.ps almost to the breaking point.
We need not dwell upon the ba.d. effects of slack rigging* and a yielding
mast further than to say, that anything whioh tends to render the applica-
tion of the propelling force intermittent, or to absorb any portion of it and
reduce ita effect, must in some measure detrimentally influence the speed of
a vessel; and if rigid rigging is necessary for the good performance of
sailing ships, it is equally necessary for the attainment of the highest
. results in competitive yacht sailing.
TOPlU8T RIOOING.
The topmast rigging will be out (due allowance being ma.d.e for
the spread of the oross-trees), fitted, and served in the same manner as the
main rigging, but with single eyes and not in " pairs j" the eyes at the lower
end of the shrouds will be turned in round galvanised iron thimbles, to take
the hooks of the setting-up tackles, or faJ.ls, as they are termed.
Each topmast baokstay is usually in two parts, the lower part being
the leg, which is in length equal to the housing length of the topmast.
In eeleoting wire shro1lds, pendanta, or at&J8, ca.re .hould be taken that Ilalble wire III not
ppUecll .. Ilalble win atretohea W I r J ~ , .. takea up" ... WIrJ .little, aacl "ClOIIItut
1ettiDa'Up and never taut" will be the inevitable reault.
Digitized by Coogle
The Equipment 01 the Yacht.
A thimble is eye-spliced into the upper and lower end of the leg, and a
shackle joins it to the upper part.
Yachts above lO tons usually have two topmast shrouds, or two
backstays as they are more generally termed, on each side, and one
II preventer" or shifting backstay each side. In yachts of 10 tons and
under one backstay and one preventer each side are generally considered
sofficient; in these vessels a thumb cleat is usually fitted to the croBB-
trees, and when the yacht is at anchor the preventer is put in this and
set up with its tackle, for the sake of tidiness. In large yachts a cleat or
score is also provided on the cross-trees, for the preventers when not in use.
A favourite plan, however, is to set up both preventers from their eye bolts
aft on the and the only objection to this plan is, that there is
more gear for the yards or jibbooms of passing craft to pick up if they
come dangerously near; on the other hand, so far as appearance goes,
it makes a yacht look a little more rigged.
. Schooners, in addition to topmast shrouds and preventers, have a
main-topmast stay which leads from the shoulder of the main-topmast to the
foremast head (see Fig. 8); some cruising schooners further have a
standing stay, which leads from the fore-topmast shoulder
to the mainmast head.
The shifting or II preventer" backstays will be measured for length
from the shoulder of topmast to taftrail, and then deduct from this length
about six or seven feet for the setting-up tackle. In large vessels this
tackle always consists of two double blocks, the standing part being
generally made fast to the upper block, and then the fall leads from the
upper block; but sometimes the tackle is put the other way up, so that
the fall leads from the lower block. The advantage of this plan is that
several hands can get on the fall for a II drag;" the other plan, however,
is more shipshape, and if the fall be put under the cave! round a belaying
pin, with a couple of hands to II swig" and one to take up the slack, the
taalde will always be set up taut enough. The tackles are hooked to the
trysa.i1 sheet bolts on the quarter. In some racing yachts a capital plan is
adopted to avoid any possible mishap before the backstay can be properly
set up: a tail block is seized to the lower end of the preventer just above
the eye; a single rope is rove through this block, and one end of it is
secured by a running eye to the cavel aft; a knot is tied in the other end
to prevent the rope unreeving. The rope is of sufficient length to admit
of the preventer being carried into the main rigging witho.ut it being
unrove. When ahifting the backstays, as in gybing, one hand takes hold
of the hauling part of this II whip" to leeward, and hauls the backstay
aft and gets it set up fairly taut, whilst another hand prepares the tackle
Digitized by Coogle
for hooking on as the boom settles over. If backsta.ys a.re properly worked
in this way, a topma.st should never be lost in gybing.
In all yachts it is a great advantage to be able to get the topmast
qnickly on deck, and in those of 40 tons and under the man-of-wa.r plan
of sending the rigging up on a funnel can be recommended. A topmast
.m. on deck, instead of up and down the mast,
is as good a.s a reef; and in small yachts of
5 and 10 tons, where the stick can be easily
H man-handled," the funnel a.rrangements can
be made use of. Mr. Beavor Webb adopted
the plan in the Freda, and Mr. Baden-
Powell in the Kohinoor, and both com-
mend it. In the annexed diagram a is the
topmast, and b the pole of the topmast; 8
topsail halya.rd sheave; k is the funnel;.
m and m a.re two catches rivetted to the
funnel; the catches rest on the Q8.p of the
mast in a fore-and-aft direction when the
topmast is lowered, and prevent the funnel
going down through with the topmast. The
funnel, it will be seen, is made to fit on the
shoulder of the topmast, the lower pa.rt of
the funnel being greater in diameter than
the upper pa.rt. Fig. A shows the funnel
viewed from above, 0 being the shoulder,
FIG. 9. b the pole of topmast, and m m the catches.
All the topmast rigging, including preventers, also spinnaker and jib top-
sa.il ha.lya.rd blocks, are fitted on the funnel over the shoulder. A stout
rope grommet should be fitted on the shoulder of the funnel as a bolster to
prevent the rigging being cut. In lowering the topmast the halya.rds must
be unrove from the sheave '; then, when nnfidded, the topmast will
come down; but the funnel, with the catches resting on the upper
cap, will remain at the masthead-that is, the lower half of the funnel
will be inside the cap, and the upper half above the cap. All the rig-
ging, &c., of course remains on the funnel. To get the topmast up again,
the pole will be shoved up through the funnel, and, when clea.r of the cap,
a hand aloft will reeve the ha.lya.rds through the sheave hole 8. In lowering
whilst racing, the flag would have to be taken off before bringing the pole
through the funnel, as it might foul. So also if there are signal halya.rds
or trip halya.rds, they must be unrove. Any good brazier would make the
f u n n ~ l , and rivet or weld the iron catches on. The funnei would, however,
Digitized by Coogle
be better made of copper. Care should be taken that the lower part of the
funnel is made as deep as the cap, and that it fits inside the cap easily, but
not too loosely. The upper part of the funnel must be high enough to take
all the eyes of the rigging and tails of blocks. The man-of-war funnels
have no lower part, and
the catches when the top- D
mast is down have to be
lashed to the cap; this of
course takes up time. A
topmast, with the funnel
as described in a 5-tonner,
can be got on deck in one
miBute, and be got up A B
again in nearly as little
time.
Mr. Thomas Butler, of
Barrow - in - Furness, in-
vented a topmast funnel,
on the plan shown in the
annexed diagram (Fig. 10),
and used it in his 3-ton
yacht for getting his top-
mast on deck without
nnrigging. The funnel
(shown by A) is cast in
brass, about = inch thick.
a is the pole of the top-
mast, which is fixed or
jammed in the funnel, and
does not come below o. b
is the lower part of the
topmast. z is a stud to
insure the funnel getting
on the right part of the
topmast. c is a shoulder
to strengthen the funnel,
and rests on the masthead
FIG. 10.
cap when the topmast is lowered. d is a hole in the funnel through
which the ha.lyard is rove. 9 is a part of the funnel bevelled away
to prevent the ha.lyard being cut. J is a rib, of which there are three.
(As the funnel is necessarily larger at the bottom than at the top,
Digitized by Coogle
the top part would fit loosely in the masthead <ap; hence the ribs are
made to taper to nothing at the bottom, and just fill out the <ap when
the funnel is lowered inside the Cap.} 66 are two eyes; of these.there are
four, two for shrouds, one for topmast forestay and one for shifting
. backstay. They can either be cast with the funnel or rivetted in after-
wards. B is a section of the funnel, viewed nearly broadside on; i j j i
shows the thickness of the brass, and 9 the bevellings j i the halyard; k is
a piece of hard. wood fitted on the upper end of the topmast, a.s shown,
forming a dumb sheave. If a sheave were used, it would require a broad
one with a good deep score in it. D is an end-on view of the funnel; Z is
the fore eye, looking in a fore-and-aft line corresponding with fI,; 0 and m
are the two eyes for the shrouds; q q q are the ribs; k k are the shoulders ;
p is the opening for the halyard; j is the funnel. If other halyards are
required, ta.il blocks can be made fast round the shoulders for them to run
through.
The feature of this arrangement is that the topmast may be got oJ:.
deck, or rather all that portion of jt which is below the topsail-halyard
sheave hole, leaving the pole and funnel, with the signal and topeai1-
halyards, and be sent up again without anyone going aloft to reeve th:e
halyards or fid, as the heel rope can be trusted to keep the topmast up.
If necessary, in a squaJI, topsail and topmast could be lowered alto-
gether by letting go the heel rope; this is of great consequence
in small boats, as it enables a larger topsail to be used thim a pole
ID808t will admit of without the latter being too big for a sea way.
Various plans have been devised for fidding and unfidding topmasts
without going aloft, and the U tumbler" plan has been in fashion some
time. In Fig. 11, A is a pawl which drops into a score in the topmast
as the latter is got up. When the topmast has to be lowered, haul on
the heel rope; and when the topmast is lifted sufficiently high, pull on
the small rope B (which passes over the sheave C) until the pawl is clear
of the score. The topmast can then be lowered.
The U self-fidding topmast" (Fig. 12) has been used, and was designed
and thus described by Mr. Augustine L. Dunphy:
II The fid consists of a properly-shaped bar of iron working rather
stifBy on a pin in the heel of the topmast, the slot (see A, 1) in
which is cut speciaJly to suit the peculiar action of the fid; a stout
bolt, B (2), firmly sorewed into the masthead, completes the whole of the
meohanicaJ part of the arrangement.
U To Fid tke Topmo,t.-The fid is p1aoed in position. as shown at
A (2), by hand whilst the topmast is down, and then, hauling on the heel
rope. the topmast rises until the projecting pi.rt (A) of the lid strikes the
Digitized by Coogle
T ~ e Equipment 0/ the Yacht. 49
bolt B (a score is cut in the cap, so as to enable the fid to clear), and is
pushed into a horizonta.1 position when the heel rope is slacked, and the
topma.st will fa.ll a few inches, fidded as securely as by the old-fashioned
bolt ( . ~ 4, Fig. 12) .
.. To Unfol.-HanI on the heel rope until the topmast is chock up; the
fid rising with topma.st again strikes the bolt B, thereby changing its
8
PIG. 11. PIG. 12.
position to that shown in (3); ease up the heel rope, and the topmast
is free to come down.
u.A little extra. care is necessary in sending up the topma.st, as, if
driven up too high the fid is fidded and unfidded, when a hand must go
aloft to right, or the topmast be lowered so as ~ p1a.ce the fid in position
again. This fid has been in almost constant use, and has never failed
~ e in any ca.se. It will act equa.lly well when the mast is at any
angle, and dispenses with the tripping lines, which are always getting
fonI or being carried away. It never fails to bring down the topmast."
An automatic fid, invented by Mr. E . .A.llix, of Southampton (Fig. 13),
is an ingenious device. (The agents are Messrs. Fay, ship chandlers,
High-street, Southampton.
No.1 is a verticaJ section taken through the fid hole, showing the
fid and lever.
The action in fidding the mast is as follows: On the ma.st being
hoisted the fid F hangs in a nearly vertical position, wholly within the
fid hole as usua.l, and the curved lower arm of the lever K projects from
the fid hole (868 No.4). When the fid has passed through the lower cap C ~
(or the tre88el trees, as the ca.se may be) to a certain distance above the
ea.me, the projecting curved arm K of the lever strikes a.ga.inst the said

Digitized by Coogle
50 Yacht an.d Boat Sailin.g.
cap (or tressel trees), and in passing through the same is osoillated on ita
pivot and pushed back within the fid hole (as shown in No.1). By this
movement the upper end 6 of the lever is caused first to turn the fid into a
horizontal position, and then to engage with the notch in the fid, as shown
in position (No.2). By this means the fid is held up in a nearly horizontal
position until by lowering the topmast it rests upon the cap 0
1
(or tressel
l"'-
I.
c
-,
--'"
a B 8
B
I
I
I
I
I I
r-"
, ,
I
\ ..... -,/
_ r ~ ..
- ~
)\
.. i ~ '
.
,

0'
~ K
I;:::::=::::;j
I
A
-..A.
-
I:
A
.
~

A A A
No. 1. No.2. No.8. No. ~ No. S.
FIG. 18.
trees, as the case may be), as shown No.3, whereupon the nose of the lever
is disengaged from the notch, and the lever K allowed to fall back to ita
former position (No.2). The topmast is then fidded.
In nnfidding the topmast is raised slightly, so as .just to lift the fid
clear of the cap or treBBel trees, but not high tmOugh ffW' the yrojecting ann
of the letJer to be acted on, whereupon the fid is free to fall within the fid
hole in the wsu.J. way.
Digitized by Coogle
One of the most approved plans of self-uDfidding topmast is shown
by Fig. 14. (J is the topmast, 11 the yoke, B is an iron tumbler tid,
pivoted by a bolt shown above a. m and n are slots cut in the topmast,
k is a sma.ll line fastened to the fid, and passed up
through a hole bored in the heel of the topmast.
To unfid hoist on the heel rope until the tumbler
falls into the slot n, then lower away. To tid,
hoist by the heel rope until the slot n is above
the yoke. Then pull on the line k until the fid is
in the horizontal position shown in the drawing.
We think this tid is to be preferred to either of
the other two.
PENDANTS AND RUNlBBS.
The pendants are made of wire rope, and are
put over the masthead before the shrouds, and are
covered with canvas. The pendant is usua.lly in
length two-thirds the distance deck to hounds, but it
should not be longer, otherwise the runner will not overhaul sufficiently
without unhooking, which only ought to be nece888.ry when the boom
is run square oft. The lower end of the pendant is shod, o ~ , if not
shod, an eye is turned in over an iron thimble. A single block is
shackled to this end of the pendant, and through the block the runner
is rove.
The runner is sometimes made of hemp or Mani11a rope, but in large
racing vessels it is more frequently made of flexible iron or steel wire
rope. The runner in total length is generally three-fifths the distance
deck to hounds. Each end of the runner has a thimble-eye splice, with
a strong hook at the end of the standing part, which leads aft to be
hooked to an eye bolt on the rail. * The tackle is shackled to the eye
at the other end of the runner, and usua.lly consists of a fiddle block on
top and single block below, but sometimes the upper block is a common
H double." The fall of the tackle always leads from the upper block.
With the wind much forward of the beam, very little strain comes on
the runner; but they should be kept well set up, or otherwise the mast
may go forward, and briJg about a slack foresta.y, and throw an undue
etn.in on the a.ftermost shrouds.
The numer IIhoald be alway. hooked 10 that the point of the hook oom. uppermoet;
this will briDB the ItraiD fairl, on the throat of the hook; othenriae the hook 111&1 be
Itnightened or broken.
B 2
Digitized by Coogle
FODBTAY.
The forestay goes on U over all j" but now the practice is to have the
eye, or collar, large enough to go well up the masthead, above the yoke a.nd
over the throat-halyard-block bolt, or a hook bolt; in a racing yacht the
latter is preferable, as the mainsail puts quite enough strain on the
throat-halyard-block bolt. The collar encircles topmast as well as the
yoke. The eye should be made so that the splice comes well under
the crosstrees, a.nd should be long, so as not to bring strain on the
splice. (8ee page 81.) The yoke gives the spread to the collar necessary
to allow the topmast to go up and down with;>ut touching it. The colla.r
should be leathered. The stay leads down to the fore side of the stem-
head, where it is rove through a hole and under a sheave which is let
into the stemhead. The end is then ma.de into a bight (with a thimble
or bullseye in it), well seized and set up with a lanyard to the bitts.
In reeving the forestay through the stemhead it must not be forgotten
that the iron hanks or rings for the foresail must go on it first. *
TBUTIO STAY.
Formerly, in schooners, a mainstay led from the mainmast head to the
deck, forward towards the foremast, and was set up by a tackle, one stay
being on each side; in tacking or wearing, the lee tackle had to be eased
up, and, if smartness were not displayed the mainmast would fall aft, as the
stay had to fulfil th& same duty for the mainmast that the forestay does for
the foremast. This plan was found very inconvenient in racing schooners,
and, about twenty years ago, the fashion became general to carry a stay,
termed a. triatic, to the foremast head, a. larger forestay being introduced
to bear the extra strain thrown upon it. The disadvantage of this plan is
that it entails some trouble in tacking or gybing, as double fore-topsail
sheets and tacks are required. The fore topsail has to be clewed up
every time the schooner is put on a. di:lferent tack, and the sail re-tacked
and re-sheeted. to leeward of the sta.y. To obviate this trouble, double
tria#cs, or jumpers, have been tried, the lee one being always eased up;
but there was still the difficulty of getting the clew over the main-top-
mast stay, and the danger of not getting what had been the lee triatio
(now the weather one) set up before the vessel filled. On the whole,
the single standing triatio gives the least tro\1ll1e and is the safer, but,
of course, one will sometimes give way. If such an accident oconrs, it is
usual to take one of the main runners forward, and set up.
In aohocmer8, and in 80me cutters, when the bowsprit goes out GTe&' the stem, the f0reefa7
is let up to the I J - ~ b, IOHW bolt ad nut, or lanyard.
Digitized by Coogle
The Equipment 0/ the Yacht.
53
There are two ways of fitting a triatic stay to the mastheads; the
most approved plan is to have a thimble eye spliced into either end of
the stay, ancl shackle it to an eye welded on the masthead cap. The
other plan is to shoe the stay with lugs, and bolt it with a pin to the
masthead cap.
TOPPING LuTs.
In vessels under 20 tons there is one Manilla. topping lift a. side, and
the standing part is hooked to an eye in an iron band round the boom.
The topping lift is then rove through a. single block shackled to an eye
plate on the cheeks of the mast. The hauling part of the topping lift
has an eye, to which the purchase block is hooked or shackled; the
purchase consists of a double and single block. .
In vessels from 20 to 50 tons the topping lift is single, with the
addition of a runner, the standing part of which is fast to the ra.il, or to the
cavel abreast of the mast. .
In vessels above 50 tons it is usual to have double topping lifts, with
runner rove through a block on the end of the hauling part of the lift;
a tackle is hooked to the runner; in such c8se the standing part of the
lift is shackled to the block at the masthead, and leads thence through
a block on the boom, and back through the block at the masthead.
Some large vessels have a. single topping lift a side, made of flexible
wire and covered with canvas. These, of course, have the runner and
tackle. These topping lifts look neater than the double (Ma.nilla. rope)
ones, and, so far as we know, overhaul themselves just 8.s readily.
Very small craft have only one single topping lift, and of course, when
under way, this one is always slaei if to leeward, whereas the practice in
larger craft is always to have the eea.ther lift set up hand taut and belayed.
BoWSPRIT SmwUDS.
Bowsprit shrouds are now invariably made of wire rope, and have a
thimble eye-splice in each end; one end is shackled to the iron cra.nse at
the bowsprit end, the other to the setting-up tackle. This tackle formerly
was always outboard, hooked to an eye bolt on the top strake, where it
not only dragged through the water and picked up weeds, but was not
80 readily got at when reefing the bowsprit. The tackle CQnsists of an
iron fiddle block and a single block, the latter being at the after end
of the tackle. (866 Fig. 4, page 80.) An eye bolt is usua.lly put in the
deck to take the tackle. This bolt should go through a beam, and have
a plate and spur on deck; the straka of deck plank where the bolt is
should be of hard wood, and the bolt should be a very strong one.
Digitized by Coogle
Several vessels have. lost their bowsprits through this bolt drawing,
crushing through the plank, or breaking off short. Notable instances
occurred in the match for the Queen's Cup at Cowes in 1874, when the
Morna. schooner and Kriemhilda. cutter lost their bowsprits. Oddly enough,
the Kriemhilda lost her bowsprit at Torquay the year before from the
same cause, and so did lona, and numberless other cases have occurred.
In yachts of 40 tons and under an iron clamp band is fitted, with an eye
bolt in it, round one of the bulwark stanchions, for the shroud tackle
block to be hooked to, and this appears to be a good plan; but the
clamp should be strong: Another fruitful cause of mishap to bowsprits
has been the practice of having an iron shoe instead of a thimble eye-splice
in the shroud for the shackle. Even when the shoe is a long one, it
will occasionally strip in consequence of the wire parting where the rivets
go through, and a shoe should never be trusted for any part of the wire
standing rigging.
BOBBTAY.
Various ingenious pImis have been invented for bobstays, as no part
of a yacht's gear so frequently gives out; but the most usual plan of
making up a bobstay is as follows: a copper bar shackled to the stem,
and about as long as the bowsprit is high out of the water j then a
wire pendant and tackle. The tackle has a single block next the pendant,
and a double one at the bowsprit end, the fall leading inboard at the stem
(866 footnote, page 81). The cordage selected for the tackle is.nsually bolt
rope. A common practice in racing vessels is to have a It baby bobsta.y/' or
preventer, which is not set up quite so taut as the other; this preventer
has no doubt saved some bowsprits, but, on the other hand, it has
undoubtedly been the cause of many lring carried away. Constantly
setting up the jib, or the strain of the jib alone, or the strain of the
bowsprit when set down to a crook, will soon cause the fall to stretch
or It come up," and then an equal strain comes on both. But very
frequently the preventer is set up a little tauter than the other; in such
cases, if there be any weight in the wind, the preventer is aJmost certain
to part, and the other if the jerk be very great, may go with it. If the
main bobstay should go first, it would be ha.rdly reasonable to expect
the other and weaker one to stand; it may, it is true, just save the
bowsprit, but the sailing master will have so little confidence in the pre-
venter that he will order the jib sheets to be eased up, and will gill his
vessel along, whilst the other bobstay is being patched up, if such a
thing as patching be practicable. Another danger attending the practice
of having two bobstays is that the main one is never quite so stout and
strong as it otherwise would be j and, as it is almost certain that an
Digitized by Coogle
The Equipment of the Yacht. 55
unequal strain will come upon them, one only has practically always to
do the work. Therefore by far the wiser plan is to have one stout and
strong bobstay, equal in fact to the united strength of the two.
RUNNING RIGGING.
Jm TACK, JIB HALYARDS, AND JIB SHUTS.
The jib tack requires to be of great strength, and is made indifferently,
a.ccordingly to the judgment of the person who has the fitting out of the
yacht, of rope, chain, or flexible wire rope. Rope does very well in veBBels
under 40 tons, but wire is to be preferred, and it is found to sta.nd better
than chain. The jib tack tis fa.st to the traveller a (Fig. 15), and leads
down through a sheave hole B at the bowsprit end (inside the cra.nse iron)
a block is shackled to the _end of the tack through which the outhaul is
rove. The sta.nding part of the outhaul is put over one of the bitts with a
running eye; the hauling part leads on board by the side of the bowsprit
.A. single rope inha.ul is gene- D
rally fast to the traveller.
The score in the end of
the bowsprit has necessarily
to be very large, and fre-
quently it is made wider than
it need be; at any rate the
sheave hole is a source of
weakness, and generally if
the end of the bowsprit
comes off it is close outside
the sheave hole, the enormous
lateral strain brought on the
part by the weather shroud (k) FIG. 15.
causing the wood to give way. To avoid such accidents a.s these one or two
yachts have the sheave outside the iron, a.s shown by m. The tack n pa.sSe8
between the ea.rs or It lugs" on the cranse iron at 0 and p. To 0 the
topmast stay is fitted, and the bobstay block at p. Of course if the
score and sheave were put at m, the other score and sheave B would be
dispensed with. Generally when the end comes off at the sheave B the
bowsprit immediately afterwards breaks close off at the stem, unless some
one is very smart at letting the jib sheets fly, or in putting the helm
down. With the sheave hole at m no such accident would happen.
Jib halyards are, as a rule, made of chain, as it runs better and
does not stretch, and the fall stows in a smaller compa.ss when the jib
is set; in fact, the fall is generally run through one of the chain pipes
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into the forecastle, where it helps a trifle 80S baJ.1ast.. However, several
large vessels, such 80S Livonia, Modwena, and Arrow, have had Manilla.
rope. The jib ha.lyards are rove through an iron (single) block (which
is hooked or shackled to the head. cringle of the jib), and then each
part leads through an iron (single) block on either side of the masthead
(8ee Fig. 5). The hauling part usually leads down the port side of
the mast j the purchase is shackled to the part that leads through the
block on the starboard side. In vessels above 40 tons a flexible wire
runner is invariably used in addition to the purchase j one end of the
runner is shackled to an eye bolt on deck, and the other, after leading
through a block on the end of the jib ha.lyard, is shackled to the
npper block of the purchase. The purchase consists of a double and
single block, or two double j in the former case the single block is below,
with the standing part of the tackle fast to it j but where two blocks are
used, the standing part of the tackle is made fast to the upper block. .As a
great deal of "beef" is required to properly set up a jib, it is usual to have
a lead of some kind for the "faJl" * of the purchase on deck, such 80S a
snatch block. It is, of course, necessary to have a "straight" luff to a
jib, but very frequently the purchase is used a little too freely j the result
is that the forestay is slacked, and perhaps a link gives way in the ha.l-
yards; or the lnff rope of the jib is stranded (generally near the head
or tack, where it has been opened for the splice), and sometimes the
bobstay-fall is burst. (We once saw the latter mishap occur on board the
Oimara during the match at Southaea.) These mishaps can be generally
averted by "easing" the vessel whilst the jib is being set up, choosing
the time whilst she is in stays or before the wind, and watching to see
that theforestay is not slackened.
Jib sheets in vessels under 80 tons are usually single, but in vessels
larger than 80 tons they are double. In the latter case there are two
blocks, which are put on the clew cringle j a sheet is rove through each
block, and the two parts through the jib sheet holes in the wash strake of
the bulwarks j one part of the sheet is then made fast and the other hauled
upon.
FOD HALYARDS, FOD TAC1[S, AND FOBB SHEBTB.
The fore ha.lyards are usually fitted as follows: The standing part is
hooked or shackled to an eye bolt under the yoke on the port side, then
through a single block hooked to the head of the sail, and up through
another single block hung to an eye bolt under the yoke on the starboard
side. The downhaul is bent to the head cringle or to the hook of the
The "faI1 .. of taokle is the pa.rt that ill taken hold of to haul upon.
Digitized by Coogle
The Equipment 0/ the Yacht. 5'7
block. No purchase is neces.,ary, as the sail is set on a stay; but in
yachts above 10 tons the 111ft of the sail is brought taut by a tackle
hooked to the tack i the tack leads through the stem head. The tackle
consists of a single and double block, or two doubles according to the
size of the yacht. In yachts of 40 tons and upwards the tack is usuaJIy
made of flexible wire rope.
Fore sheets in yachts under 15 tons are usually made up of two single
blocks. The standing part is made fast to the upper block (hooked and
moused. or shackled to the clew of the sail). In larger vessels a double, or
single, or two double blocks are used, t h ~ hauling part or fall always
leading from the upper block. In very large vessels, such as 100-ton
cutters or yawls, or 140-ton schooners, "runners" are used in addition to
tackles. These are called the standing parts of the sheets: one end is
hooked on the tackle by an eye; the other end is passed through a bullseye
of lignum vitm on the clew of the sail, and is then belayed to a cavel.
The sail is then sheeted home with the tackle.
MADJ AIm Pux HALYA.RDS, MADJ TA.cK, MADJ SHUT, AIm MADJ
OUTJUUL.
The main or throat halyards are generally rove through a treble block
at the masthead, and a double block on the jaws of the gaff. The hauling
part of the main halyards leads down the starboard side of the mast, and is
belayed to the mast bitts. The main purchase is fast to the standing part,
and usuaJIy consists of a couple of double blocks, and the lower one is
generally hooked to an eye bolt in the deck on the starboard side. In
Tessels under 15 tons it is unusual to have a" main purchase, and when there
is no purchase the upper main halyard block is a double one, and the
lower a single. However, racing 10-tonners have a main purchase, and
many 5-tonners have one. The principal object in having a main
purchase in a small craft is that the mainsail can be set better, as in
starting with II all canvas down" the last two or three pulls become very
heavy, especially if the hands on the peak have been a little too quick; and
a much tauter luff can be got by the purcha.sciitthan by the main tack tackle.
Of course the latter is dispensed with in small vessels where the purchase
is used, and the tack made fast by a lacing round the goose-neck of the
boom. By doing away with the tack tackle at least 6in. greater length of
luff can be had in a 5-tonner, and this may be of some advantage. The
sail cannot be trieed up, of course, without casting off the main tack
lacing; but some yacht sailers consider this an advantage, as no doubt
sailing a vessel in a strong wind with the main tack trieed up very badly
stretches the sail, a.a. looks very ugly.
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The peak halyards in almost all vessels under 140 tons are rove
through two single blocks on the gaff and three on the masthead, a.s shown
in Plate I. and Fig. 5. Some vessels above 140 tons have three blocks
on the gaff, and in such ca.ses the middle block on the masthead is usually a
double one. The standing part of the peak halyards to which the purcha.se .
is fast leads through the upper block and down on the port side.
The usual practice in racing vessels is to have a wire leather-
covered span (copper wire is best) with an iron-bound bullseye for each
block on the gaff to work upon, and this plan no doubt causes a more
equal distribution of the strain on the gaff. The binding of the bullseye
FIG. 16.
ha.s an eye to take the hook of the block. In Fig. 16 a is a portion of
the gaff, b is the span; c c are the eyes of the span and thumb cleats
on the gaff to prevent the eyes slipping. d is the bullseye with one of
the peak halyard blocks hooked to it.
The main tack genera.lly is a gun tackle purchase, but in vessels above
60 tons a double and Bingle or two double blocks are used. In addition,
some large cutters have a runner rove through the tack cringle, one end
being fast to the goose-neck of the boom, and the other to the tackle.
In laced ma,insa.ils the tack is secured by ala.cing to the goose-neck.
The main boom is usually fitted to the spider hoop rouJ;ld the mast
bya universal joint usually termed the main boom goose-neck:.
The main sheet should be made of left-handed, slack-laid, six-
stranded Manilla rope. The blocks required are a three-fold on the boom,
a two-fold on the bufier or hOJ8e, a.s the ca.se may be, and a single block on
each quarter for the lead. Yachts of less than 15 tons have a double block
on the boom, and single on the buffer.
Many American yachts have a horse in length about one-third the
width of the counter for the mainsheet block to travel on. For small
vessels, at any rate, this plan is a good one, as the boom can be kept down
80 much better on a wind, as less sheet will be out than there would
be without the horse. A stout ring of indiarubber should be on either
end of the horse, to relieve the shock a.s the boom goes over.
Digitized by Coogle
The mainsail outhaul is made up of a horse on the boom, a. shackle
88 traveller, a wire or chain runner outhaul (attached to the shackle. and
rove through a sheave hole at the boom end), and a tackle. (See Fig. 17.)
In small vessels the latter consists of one block only; in large vessels of two
single, or a double and single, or two double blocks.
The old-fashioned plan of outhaul, and one still very much in use,
consists of an iron traveller (a large leather-covered ring) on the boom
end, & chain or rope through a sheave hole and a tackle. This latter
plan is perhaps the stronger of the two; but an objection to it is that
the t1'&veller very frequently gets jammed and the reef cleats have to
be farther forward than desirable, to allow the traveller to work.
FIG. 17.
Sometimes, instead of a sheave hole, the sheave for the outhaul is
fitted right at the extreme end of the boom, on to which an iron cap
is fitted for the purpose.
TOPSAIL HALYARDS, SIIBETS, AND TACKS.
The topsail halyards in vessels under 10 tons consist of a single rope
rove through a. sheave hole under the eyes of the topmast rigging.
Yachts of 10 tons and over have a. block which hooks to a strop or
sling on the yard, or if the topsail be a. jib-headed one, to the head cringle.
The standing part of the halyard bas a running eye, which is put over the
Digitized by Coogle

topmast, and rests on the eyes of the rigging; the halyard is rove through
the block (which has to be hooked to the yard), and through the sheave hole
at the topmast head. It is best to have a couple of thumb cleats on the
yard where it has to be slung; there is then no danger of the strop
slipping, or of the yard being wrongly slung.
When the topsail yard is of great length, as in most yachts of 40 tons
and upwards, an upper halyard is provided (called also sometimes a tripping
line or trip halyard, beca.usa the rope is of use in tripping the yard in
hoisting or lowering). This is simply a single rope bent to the upper part
of the yard, and rove through a sheave hole in the pole, above the eyes of
the topmast rigging. The upper halyards are mainly useful in hoisting
and for lowering to get the yard peaked; however, for very long yards,
if bent sufficiently near the upper end, they may in a sma.ll degree
help to keep the peak of the sail from sagging to
leeward, or prevent the yard bending.
The topsail sheet is always a single * Manilla rope,
as tarred hemp rope would stain the mainsail in wet
weather. It leads through a cheek block on the gaff
end, then through a block shackled to an eye bolt under
the jaws of the gaff; but in most racing vessels now-
adays a pendant or whip is used for this block, as
shown in Plate 1. The pendant should go round the
mast with a running eye. By this arrangement the
strain is taken off the jaws of the gaff and conse-
quently off the main halyards. A common plan of
fitting this block and whip is shown in Fig. 18. The
hauling part of the sheet is generally put round one of
the winches on the mast to "sheet home" the topsail.
The topsail tack is usually a strong piece of
Manilla with a thimble spliced in it, to which the
tack tackle is hooked.
FIG. 18.
Jib-topsail halyards and main-topmast-staysail hal-
yards are usually single ropes rove through a tail block
on topmast head; but one or two large vessels have a
lower block, with a spring hook, which is hooked to the head of the'
sail. In such cases, the standing part of the halyards is fitted on the
topmast head with a running eye or bight .
The Oimara, cutter, had double topaail shaete rove in this way, one end of the sheet was
made fast to the gaff end; the other end of the sheet was rove through a Bingle blook on the olew
of the Bail; then through the oheek block at the end of the gaff, through a blook at the jaws of
the gaff, and round the winch.
Digitized by Goog Ie
The Equipment oJ the Yacht. 61

SPIN1UDB HAI,YABD8, OUTUUL, &C.
Spinnaker halyards are invariably single, and rove through a tail block
at the topmast head.
The spinnaker boom is usually fitted with a movable goose-neck at its
inner end. The goose-neck consists of a universal joint and round-neck
pin, and sockets. (Square iron was formerly used for the neck, but
there was always a difficulty in getting the neck shipped in the boom,
and round iron was consequently introduced.) The pin is generally put
into its socket on the mast, and then the boom end is brought to the
neck.
At the outer end of the boom are a couple of good-sized thumb
cleats, against which the running eye of the after and fore guy are put.
The fore guy (when one is used) is a single rope; the after guy has a
pendant or whip with a block at the end, through which a rope is rove.
The standing part of this rope is made fast to a cavel-pin on the quarter,
and so is the hauling part when belayed. The after guy thus forms a
single whip-purchase (Be8 Plate I.). The outhaul is rove through a tail
block* at the outer end of the spinnaker boom, and sometimes a snatch
block is provided for a lead at the inner end on th4l mast. The topping
lift consists of two single, a double and single, or two double blocks,
according to the size of the yacht.
The upper block of the topping lift is a rope strop tail block, with
a running eye to go round the masthead. The lower block is iron
bonnd, and hooks to an eye strop on the boom.
Formerly a bobstay was used; but, if the boom is not allowed to lift,
it will bend like a bow; in fact, the bobstay was found to be a fruitful cause
of a boom breaking, if there was any wind at all, and so bobstays were
discarded. The danger of a boom brea.king through its buckling up can
be greatly lessened by having one hand to attend to the topping lift;
as the boom rears and bends haul on the lift, and the bend will practically
be "lifted" out.
Small yachts seldom have a fore guy to spinnaker boom, but bend a
rope to the tack of the sa.il (just as the outhaul is bent) leading to the
bowsprit end j this rope serves as a fore guy, or brace, to haul the boom
forward; and when the spinnaker requires to be shifted to the bowsprit,
the boom outhaul is slackened up and the tack hauled out to bowsprit end.
Thus double outhauls are bent to the spinnaker tack cringle, and one
P - e r ~ a hole W1III end. in Uae boom and. ad a sheave Itted for Uae outhaa1 to nm
throqh; 1ihiII plan is now abandoned ..... ualeee Uae boom happenl to _ wiUa one particmlu
Iide uppermost, a 1D1Wr lead -1 .Iult.
Digitized by Coogle
rove through the sheave hole or block at the spinnaker boom end, and
the other thrOugh a block at bowsprit end. But generally the la.rge
spinnaker (set as such) has too much hoist for the jib spinnaker, and a
shift has to be made for the bowsprit spinnaker, which is hoisted by
the jib topsail ha.lya.rds if that sail be not already set; even in such
ca.se no fore guy is used in sma.ll vessels, but to ease the boom forward
one hand sla.ckens up the topping lift a little, and another the after guy,
and, if there be any wind at all, the boom will readily go forward. In a
five-tonner the after guy is a single rope without purchase, and the topping
lift is also a single rope, rove through a block under the lower cap.
A schooner has a main and fore spinnaker fitted in the manner just
described, and the usnaJ bowsprit spinnaker as well, which is usually
hoisted by the jib t o p ~ ha.lyards.
As spinnaJl:er booms are now carried so very long, they will not go
under the forestay; consequently, when the spinnaker has to be shifted,
the boom must be unshipped. To shift the boom, the usnaJ practice is to
top it up, lift it away from the goose-neck, and then la.unch the inner end
aft till the outer end will clear the foresta.y, or leech of foresail if that sail
be set. If the boom is not over long, the inner end can be lowered down
the fore hatch or over the side of the vessel until the other end will clear
the forest&.y (888 als" page 79).
When spinnakers were first introduced no goose-neck was used, the
heel of the boom being lashed a.ga.inst the mast. A practice then some-
times was to have a sheave hole at either end of the boom, with a rope
three times the length of the boom rove through each sheave hole. One
end of this rope served as the outhaul, the other for the lashing round the
mast. To shift over, the boom was launched across to the other rail, and
what had been the inboard end beca.m.e the outboard end. Of course the
guys had to be shifted from one end to the other. As spinnaker booms
are now of such enormous length, it would be a.lmost impossible, and
highly dangerous, to work them in this way, a.lthough it might do for a
five-tonner.
Spinnaker booms when first fitted with the goose-neck were no longer
than the length from deck to hounds, so that they could be worked under
the foresta.y without being unshipped. However, it would appear that the
advantages of a longer boom are greater than the inconvenience of having
. to. unship it for shifting, and now, genera.lly, a spinnaker boom when shifted
and topped up and down the mast, reaches above the upper cap.
The following pla.n was worked during the summer of 1876 in the Lily,
10.tonner, but we have never met with it elsewhere. The a.rra.ngement
was thus described: Take a yacht of say 65 to:t;ts, and suppose her 70ft. long
Digitized by Coogle
and 15ft. beam, with a mast measuring 60ft. from deck to cap, from which if
9ft. is subtracted for masthead, and 4ft. more allowed for the angle made
by the forestay, a spinnaker boom, to swing over clear, cannot exceed 48ft.
(as the goose-neck is 8ft. from deck), which of course is much too little to
balance the mainboom and sail. It is proposed to have a boom of 42ft.,
and another smaller one of 21ft. made a little heavier than the long one,
and fitted with two irons 7ft. apart; the longer one to be. made in the usual
manner, with bolts in both ends, for the goose-neck; but the sheaves in the
ends to be, one vertical, and the other horizontal. It will then make a very
c
+
CLlAT
_Tat
=-- SECTION--=-
(WIOt(III. A"'
FIG. 19.
snug storm boom for the balloon jib when shipped singly, whilst the smaller
one, by leading a tack rope (or outhaul) through the block on the outer iron
will do very well for the staysail. 8ee Fig. 19: in case No.1, the boom
is on end and ready for letting fall to starboard; and in No.2 dipped and
falling to port. A A (No.1) represents the 42ft. boom, and B B the 21-
footer; the dotted line b b the arc the boom would travel if not let run
down; and the dotted line c c the actual line it travels when housed. C in
the BIQ&]l diagram represents the outer iron or cap on the end of the small
Digitized by Coogle
boom (which can be made square or rQund j in the diagram it is made
square, to prevent twisting), and II 80 bolt to whioh the sta.nding part of the
heel rope is made fast by olip hooks j the rope passes through the horizontal
sheave at h, and baok to the blook on the oa.p at J. The fall can be belayed
to 80 cleat on the small boom, or would greatly ea.se the strain on the goose-
neck if made fast on the rail or to the rigging. When gybing it would
only be necesB8ol'Y to top the boom by the lift, let go the heel rope, and let
it run down j then swing over, lower away, and haul out the boom when
squared. It would be better to hook on the Burton purchase to the oa.p
at e, both ILB an extra. support and to make sure of the boom whilst
swinging. This plan would not only obviate the danger and trouble of
dipping the boom, but give 80 57ft. spar, besides giving greater strength,
the boom being double where the most strain comes; and the extra. weight
is 80 positive advantage, ILB helping to balance the maiu boom. Of course
this plan would aJlow of almost any length of spars, ILB a 40ft. lower boom
would give 80 74ft. spar, and still leave 8ft. between the irons j and in these
days of excessive spars and ClLD.va.s no doubt it would be attempted to
balance 80 ringtail, but the lengths ffiven seem 80 good comparative length
for any olass.
A more simple plan for H telescoping JJ 80 spinnaker boom is shown by
Fig. 20, II is the inner part of the boom; c is 80 brass cylinder with an
~
FIG. BO.
angular slot in it at B. This cylinder is fixed tightly to the outer part of
the boom by the screw bolts i i. The two parts of the boom meet inside"
the cylinder at the ticked line t. When the two parts' of the boom are to
be used together, the ring 'In is put on the cylinder. The inboard part of
the boom is then put into the cylinder, and the whole is firmly screwed up by
the thumb-screw z. Both parts of the boom have their ends H socketed" so
BoB to take a goose-neck, and thus either part can be used alone.
Digitized by Coogle
CHAPTER V.
S1WlA1TSIIIP comprises the practice of the whole duties of a sailor, inoluding
all kinds of work upon rigging, making sail, taking in sail, steering,
reefing, working the ship, heaving the lead, and whatever else relates
to of a man can be eeeeum., he
pedised all the and be Ie:doeming
tisfa.ctory mannee 1m
ablo as distinct seaman, boung
sailor not yet versed in the practice the seaman's seaman, as
generally understood, is one who is perfect in the art of square rig sailing,
but there are "fore and aft rig" men as well, and the instruction given
in this chapter will relate to the duties of the latter alone, as the square
rig, so far as sailing yachts are concerned, has disappeared.
A MAINSAIL.-Tbe oringle is first
jaws of the 1lead of the sail
and the peak (see Fig. 21,
)me g is spliced by a. long The
a.t fl.. The Il80Bsed through 1beough
the cringle e, through tl again and through e again; then up over the
ga1f at i and Te, down the other side and through 6 again, and 80 on
up round the gaff four or five times; at the last instead of going up
over the gaff again the ea.ring is passed between the parts round the
at I, round that were tl
', and jammeb hitches m
seized to the
1bevugh tl it is UCCH well
unless the sa.il
In the sketch the ea.ring is not represented hardened up as it
would have to be in practice. The cringle e would be jammed up
J
roogle
close to the gaff, and the half hitches hardened back to the cringle at m.
The ea.ring is shown loosely passed for the sake of distinctness.
Frequently, when the head of the sail becomes stretched, the cringle
comes outside the cheek block b. The ea.ring then has to be passed
round the gaff between d and the cheek block. This in some respects
is an advantage, as it prevents the topsail sheet chafing the lacing j on
the other hand it looks awkward, as the leach of the topsail is necessarily
some distance inside the leach of the mainsail; the leach of mainsail and
topsail ought to make an unbroken line.
It is usual to put a piece of canvas parcelling round the earing over
the parts where the topsail sheet chafes.
The earing being passed the head of the sail is laced to the gaff.
A half hitch is usually taken at each eyelet hole; the lacing then crosses
up over the gaff at right angles instead of diagonally, and holds the
sail closer to the gaff. Sometimes the head of the sail is laced. from
FIG. 21.
c& II is the peak end of the pfr.
b 11 a cheek block for the topsa.il sheet.
c is a blook for peak doWDhaul, and ued
al80 ... 8Il8ip or IIigDal halyarda. The
hook of the blook, it will be Been, is
mouaed. The blook 11 hooked ~ loll
eye.bolt aorewed into the end of the gaff.
The worm of the lorew is, of 00111'16, a
deep out one.
d 11 a hole in the gaff end through which the
earing is paued.
, 11 the peak oringle of the ma.fnaail.
eye to eye with diagonal turns, and laced back again so that the lacing
crosses on the gaff thus-XX.
The luff of the sail is next seized to the mast hoops with spun
yarn. The clew is shackled to the traveller, and the sail is then
bent.
In bending a new mainsail great care should be taken not to get
an., strain on the head or foot at first. In first hoisting take the weight
Digitized by Coogle
SeamaT8",ip. 67
of the boom with the topping lifts j set the throat up taut by the
halyards, and then get the peak a little more than half up. Then
set the luff taut with the taok-taokle, and afterwards set the peak up,
but still leave the leech slack. If the weather is damp and any strain
oomes on the foot, ease the outhaul to let the traveller in. So also if
the sail is set and it should rain, ease in the traveller. Itis a good plan,
eapeciaJly if the sun is out, to hoist the sail up several days before
getting under way, and as it blows about with head and foot slack, it will
stretch fairly. If a chance occurs it is an excellent plan to run before
a good strong wind for some hours, especially if the leech of the sail
appears to be unduly slack. After a few days the head can be hauled
out fairly taut on the gaff, and the foot on the boom j but the traveller
should always be eased in for shrinking by rain or dew. Even for an
old sail the traveller should be eased in a little if the sail gets wet, and
if it appears necessary the tack or throat purchase should be eased as
well for rain or dew. Nothing is so likely to spoil a new sail 88 attempting
to make it sit flat by putting a great strain on ihe foot before the sail
is stretched.
To Sft 'I'D MA.mBAIL.-Take the coats off. Hook on the peak
halyards, and mouse the hooks. Overhaul the main sheet. Top* the
boom up five or six feet clear of the crutch, taking care that the crutch
is not lifted out of the sockets and dropped overboard j haul the main
sheet taut, and belay. Cast off the tyerB, leaving one as a It bunt
gasket" amidships at present to keep the sail from blowing out. See
that the purchases have been well overhauled (Heeted) j and that the
peak: downhaul and the topsail sheet are rove. Man the peak halyards,
east off the bunt tyer, and hoist the gaff end between the topping lifts,
guiding it with the peak line. When the gaff shoW'S above the lifts, hoist
away on the throat halyards, and let the sail go up with the gaff as
nearly as possible at right angles to the mast. If the sail is peaked
before the throat is' up (i.e., if the peak of the sail goes up faster than
the throat), it will be hard work getting the throat up, if it can be
got up at all without the purchase. Get the throat as high as possible
with the halyards, and belay. Leave the peak for the present, and
pull the sail out on the foot by the outhaul. Purchase up the throat
as high as required, and set the peak up, using the peak purchase until
the sail begins to girt in the throat j a few girts here will not matter,
as the peak: will be sure to settle down a good deal. Sometimes in
small yachts, after the throat is set up hand-taut, the peak is got as high as
It fa pnot;ioe in raaiDr veuala to 1lJIhook from the boom what ill to be the lee toppiDfr ~
whiW hoJIdiDr, 10 u.t the JIUIiDIIail will DOt riri auoIIII it, aud ca1ll8 delaT.
, 2
Digitized by Coogle
it can be without the purchase. The sail is then set up by the throat
purchase, II peak and all" going np bodily.
When the foot of the sail is 1.a.ced to the boom the tack is Ia.shed
down to the gooseneck, and the throat purchase brings the luff of ~ h e
sail taut-like a bar. of iron. When the sail is not laced, the tack.
tackle is hooked on after the throat and peak: are up, and the luff of
the sail is brought taut by this tack.tackle. But the better plan for
a racing yacht is to make the tack fast before hoisting by pa.ssing a
lashing through the tack cringle and round the gooseneck of the boom;
then pull the sail out on the boom j the throat purchase will now get
the luff of the sail much tauter than the tack. tackle. We are speaking
now of setting the sail to the best advantage j but it is possible the
skipper may want the tack mced up, for which purpose the mcing line
will be hooked on to one of the mast hoops near the throat, and to the
tack cringle of the sail (8ee page 58).
When the sail is set, coil away the halyards and purchase faJls,
and, if not previously done, make the tyers up in neat bunches, and
fold the sail coats ready for stowing awayin the sail room.
It is the practice to always have one reef earing rove, and if the
weather looks at all threatening a second one should be rove. The first
earing should be fast round the boom, then, if the outhaul should burst,
or the clew. of the sail tear out, the sail will not fly in along the boom
nor get adrift. . In anticipation of such accidents a common plan is to
pass a tyer through the clew cringle and round the boom, three or
four times.
If whilst sailing the peak should settle down so much a.s to require
setting up, the best time to choose for doing so will be when the vessel
is head to wind in stays. The weight of the boom should be taken by
the weather topping lift before using the peak: purchase.
To Ruli' A M.miBAIL.-Get the reef tackle on deck and bend it (see
Fig. 24) to the reef earing (previously rove), and hook the fore block to the
eye bolt or strop on the boom. Take the weight of the boom by the weather
lift, and ease the main sheet, if required, to allow the boom being tossed up.
Cast off the main tack, if the sail be not a laced one. Ease up the throat
and peak: purchases till the sail has settled down a ~ , and if necessary
ease up the halyards by the faJl j no more of the peaJc than actuaJly
necessary should be settled down, 88 the peak: will be the heavier work
to get up again. Put plenty of strength on the reef tackle (ease the helm
a little, so 88 to take the weight of the wind out of the sail) and harcfen
the earing down on the boom until the last inch is got. Should the
erina-Ie n o ~ come right home pass a t-,er two or three times through it
Digitized by Coogle
Seamanship. 69
and round the boom. This" preventer" lashing is commonly rove when
match sailing with a reefed mainsail. Then roll the foot of the sail up
tightly and neatly, and tie up the reef points (8ee Fig. 22); ..
set up the throat by the purchase, and then the peak if
necessary. Bowse the tack down. Ease up the topping lift
and trim the sheet. A racking should now be put round
the boom and earing, and the reef tackle ca.st off. Then FIG. 22.
make the earing fast by jamming turns round the boom (8ee Fig. 23).
In Fig. 23 the turns and hitches are shewn loosely for the sake of
distinctness; to secure the earing a.ll the turns and hitches are jammed
up close together. The end of the racking is also secured before taking
off the reef tackle. A conple of hitches round the
earing will secure the end of the racking.
Reeve another earing aud bend the tackle on to haul
down the second reef if necessary. The reef tackle block
next the earin,8 has a thimble eye strop. The earing is
bent to the eye by a sheet bend with a bight (8ee Fig. 24).
- ~ "
Never reef a new unstretched mainsail if it can be avoided, but stow
it and set the trysail if necessary.
Having reefed the mainsail, prepare to shift jibs. The jibs generally
carned with mainsail reefed or otherwise are as follows:
Mainsail and topsail No.1 jib.
Whole mainsail and housed topmast .. . No.2 jib.
Single-reefed mainsail... No.3 jib.
Double-reefed mainsail and reefed foresail * No.4 jib.
Three-reefed or closed reefed and double-
reefed foresail* ... No.5 jib.
Trysa.il . . . Storm jib.
The bowsprit should be reefed in as the jibs are shifted .
Bometimea in match 8r.iling, if there be much reaching and if the ..... ter ia pretty smooth,
No. 3 and even No. 2 jib ia carried with double-reefed mainsail, and No. S or 4 jib with

To SllAXE A RD!' OUT.-Set taut the weather topping lift to take
the weight of the boom. Untie all the reef points, and be careful that
not one is left tied, as the sail may be tom thereby. Ease up (hand-
somely) the tack-tackle and unhook it. Ease up the reef earing. The
reef will now be fairly shaken out, and the mainsail can be set by the
purchases, always recollecting to set the throat up first. Bowse down
the tack, ease up the topping lift, and trim the sheet.
To STOW A MAnrSAIL.-Put the tyers at proper intervals across the
boom. Ship the crutch. Set taut the topping lifts. Overhaul throat and
peak purchase. Lower the boom by the topping lifts into the crutch.
Haul taut the main sheet and belay; cast off the falls of throat and peak
halyards, and lower (by the throat the faster) and gather in the sail on
deck. Belay the peak halyards so that the gaff end rests on (say) the
port side of the boom. Pull the foot of the sail up on the top of the
boom so that the roach just hangs over on one side, say the port side; next
lay the leech of the sail along as far as it will go on the top of the foot.
Then the whole of the bag of the sail will be on the starboard side.
Take hold of this bag (outside) part and lift up and roll over, repeating
the operation until the sail is rolled up in a snug bag. [The process
of thus lifting the bag or bunt of the sail is termed I( skinning" by
sailors.] Then hoist the gaff up clear of the boom and lift the whole
sail bodily up on the boom, over the foot of the sail. Throw the ends
of the tyers up over the gaff, and thereby haul the sail snug up to the
gaff; then take the ends of the tyers under the boom up over the
gaff again, and tie. .Unhook peak halyards and put on the mainsail
covers. The peak halyard blocks can be then hooked on again, or
hooked to a sling passing under main boom, and will thus keep the
boom from sagging with its own weight. When the peak halyards are
not so hooked on, an X crutch should support the boom amidships.
To STOW THB MAnrSAIL AJlD SBT TO TBYsAIL.-In heavy weather it
it is always better to set a trysail than a close-reefed mainsail, as
the mast is thus relieved of the heavy strain of the main boom and
gaff. Get the trysail gaff clear of the other spars on deck. Bring the
trysail on deck, and the trysail sheets. Prepare to heave to under the
two head sails by hauling the foresheet a little a-weather of the mast.
Ship the boom crutch. Set the topping lifts taut. Overhaul the main
and peak purchase. Settle the main boom down into the crutch.
Haul the sheet taut and belay. Stow the mainsail and make it up on
the boom. Put a lashing on the boom from each quarter, or secure
three reef.. A ra.aing yacht 1II1l&lly oa.rriu a jib larger than No. I, orJled IOmetimel a .. bijr
rer.ohiD&' jib," ~ l l 8 e it ill Bet when there iB likely to be a lot of reaohing.
O'i9iliZed by Coogle
Seama1&8hip. 71
Ule boom down in the crutch by tackles on to each quarter. Take off
main and peak halyards and hook the l80JDe to the trysail gaff. Unhook
the topping lifts, and IDBrke them fast in main rigging. Ship the jaws
of the trysail gaff to the mast, and make fast the panel round the
mast, the gaff end resting on the deck. Lace the trysail to the gaff.
Bend the sheets and belay both hand taut. Hoist and toggle on the
panels, or strops, or lacing (as the case may be) on the luff of the sail
round the mast, as the sail goes up.
H the yacht be yawl rigged, and the mizen has been stowed, it
should be set before the mainsail is taken off, as the mizen will keep the
yacht's head up to the sea. The storm mizen, of C01U'll8, would be ohosen
for this porpose.
To SKT A SUy.FODBAIL. (In a sohooner this sail is termed the
fore.staysail, and the foresail is the gaff sail set abaft the foremast.; in
cutters the foreIail, although, as in a sohooner, set on the forestay, is
simply termed the foresail or staysail.; the proper term is stay.foresail).
-Take off the coat and hook on or bend the sheets, hauling in slack
of port or starboard one (or both), and belay. See that the downhaul
or block is bent to the head cringle, and hoist away.. When the sail
is high enough, hook on the tack tackle and bowse down.
To RBI' A SUy.FOBBBAIL.-Cast off the tack tackle and lower the
sail J unhook the sheets j tightly and neatly roll up the foot of the sail
and tie the reef points. Hook on the sheets to the reef oringle and belay j
re-hoist the sail j hook the tack to the reef cringle and bowse down with
the tackle.
To SlIDT A SUy.FOBBBAIL !'OR A BALLOONlDR.-Let go the halyards"
and haul down the foresail by the downhaul j unhook the halyards from
the head cringle j hook them on to the balloon foresail with downhaul J
and, as the sail is hoisted, toggle the luff on to the forestay, or hook
on as the case may be j carry the lee sheet aft and belay (slack) as the
crew start hoisting. When the head is chock.a.-blook bowse down the
tack. Trim the sheet. On a wind the sheet is generally brought inside
the main rigging, or between the main rigging and the topmast back.
stays. For the sheet is carried outside of all.
To Sft A J IB.-Carry the sail forward tack first. Hook the tack
cringle to the traveller j hook on the halyards and downhaul to leeward
of the forestay foresail j belay the sheets hand taut, or one a-weather,
as required. Hoist away by the halyards until the sail is about half up j
The c1owaha1ll ill _&tim .. kept roTe throqh the hub ad lMde th!outrh blook iDaide
..... u.cL ID. naiq JaaJd it ill beef; to han the c1oWDha1Il made rut to the haqud
bIoak IIIId not roTe throlllrh the hub, beor.ue U ill 80 frequentJ, Jl808UU7 to ahift for
bIIIlooIl fonaail.
Digitized by Coogle
then haul the tack out by the traveller outhaul, hoist the sail and set
taut with the purchase. Trim the sheets. Always be carefnl that the
jib sheets a.re rove through the right holes; nothing shows up the
ca.reless mate so much as the sheet for first jib rove through the holes
for second jib, or the contrary.
In light winds it will be found less trouble to pull the jib out on
the bowsprit before hoisting, and with a few stops uncut.
Generally in getting under way the jib is set up in stopA, that is,
before it is unrolled. The jib is hoisted up some distance, and then the
tack is pulled out on the bowsprit, the sheets being loose, as otherwise
the &tops would be broken. Upon getting under way the stops a.re
easily broken by hauling in the jib sheet.
When the second jib is set the bowsprit should be reefed, and
double-reefed for third jib; otherwise the strain from the jib may C80use
the bowsprit to break, 80S the traveller would come far inside the support
of the bobstay, and "nip" the spar.
Before purchasing up a jib the runner-tackles should be set taut, and
swigged upon unless it is desired to "stay" the mast forward by the jib.
If the runners a.re sla.ck, the effect will be to pull the mast forward
and sla.cken the forestay instead of to straighten the luff of the jib;
thus a straight luff to the jib cannot be made until the runners and
pendants are If bar taut." It is also of course necessary that the bobstay
should be set well taut by its tackle.
To SHlJ'l' A JIB.-Ease up the purchase handsomely, slack up the
outhaul and pull in by the inhaul, and gather the sail in board by the
sheet and foot; then pull the head of the sail down by the downhaul,
gathering the sail in-board, and "muzzling" it as it comes on deck over
the lee bow. The purchase should always be ea.sed before the outhaul
is let go, so that it may be overhauled ready for use again. If the outhaul
or purchase is let go suddenly it may cause such a jerk that the bowsprit
might be sprung or the bobstay burst .
. If possible, the jib should be shifted when the vessel is before the
wind; and often a sailing master will run his vessel off whilst the crew
are getting the jib in, so that the sail is becalmed. Sometimes two or
three or more hands go on the bowsprit, and gather the sail up as it
comes down, but in bad weather the traveller is always let run up close
to the stemhead.
If it is seen beforehand that one jib will have to be shifted for
another, the tack of the jib which is to be first used is la8hed to the
bowsprit end; the other jib is run out by the traveller and stopped along
the bowsprit. To shift, haul taut the weather sheet; one hand cut the
Digitized by Coogle
Seaman8hip. 78
lashing at the bowsprit end; as the jib fiies aft haul in by the lll&inpa.rts
of the sheet, a.nd pull down. by the downha.ul. Hook the halyards, down-
haul, a.nd sheets on the other jib a.nd hoist away.
In light weather when a spinnaker is ca.rri.ed, it is unusual to
let the jib run in, but sever&! of the ha.nds stow it along the bowsprit.
To Sft A Gur TOPsAIL.-Bend the sail to the yard; pass the weather
e&ring first, a.nd then haul the head taut along the yard by the peak
earing (see how the peak: earing of the gaff W&8 passed, page 66). Tie
the stops round the yard, or lace, as the e&ae may be. Bend the sheet
to the clew cringle (886 Fig. 25). See that the sheet is inside the topping
lift, a.nd that it p&8888 under the yard from the maSt side before it is
bent to the clew cringle. See that the clew line is fast to the clew
cringle. Hook on the halyards a.nd bend the trip halyards (886 Fig. 26),
a.nd hoist the sail clear of the deok. Hook on the tack tackle. A mousing
should be put on all hooks.
To keep the sail from blowing away from the mast, it is usual to
have a rt la.zy tack," which consists of a short line, one end of which is
fast to the tack cringle of the sail; the other end is passed round that
FIG. liS. FIG. 28.
pa.rt of the main or peak halyards which has been belayed to the mast
bitts, a.nd is then made fast to the tack oringle the same as the other
end was; the line thus forms a kind of traveller, a.nd the main or peak:
halyard serves &8 a jaokstay.
A gaff topsail should be always sent IIp to windward, a.nd if the
halyard a.nd sheet are to leeward they should be shifted over.
Hoist on the trip halyards until the peak: is well up inside the topping
lift (the peak will always be the aft end of the yard), then hoist away
on all, hauling out the sheet as the sail goes up; otherwise, if the sail
blows about, the sheet may get a turn round the gaff end. When the
yard is 80 high that the point where the trip halyards are bent is level
with the trip halyard sheave in the topmast, leave the trip halyards adrift,
a.nd all ha.nds hoist by the other halyards. When the yard is ohock.a.
block, belay. Bowse down the tack to the last inch, a.nd belay. Set taut
the trip halyards. P&8S the lacing a.nd haul taut round the masthead.
Haul out the sheet until the sail sits as desired. .A top8ail 8hould n8116t'
be 8liated 'lmtiZ the t.o,ik has been b0tD8ed dotm. If during sailing it is
Digitized by Coogle
'14 Yacht and Boat Sailing.
found that the tack requires bowsing down will have the effect
of setting the peak up), the sheet should be eased up first.
Before the topsail is sheeted, 80 look should always be given to the
topmast stay (888" Bobstay"). The topm808t should ca.nt forwards a trifie,
so 808 to insure plenty of drift for the sheet, 808 it is unusual to" "sheet
home." Also 80 look should be given to see if the peak requires purch808ing
up, 808 80 topsail will always require It sheeting" after the mainsail has
been It peaked."
If the head of the sail be short, the trip halyards will not be used.
In the case of 80 jib-headed topsail, it will be hoisted 808 fast 808
the masthead-man ca.n lace it. The safest plan is to send the sail up
in stops, and make 80 traveller of the upper lacing round the standing
part of the throat or peak halyards.
In running before wind with the boom square oft, if the topsail
tack is to windward of the ga.ft the sheet should be ea.sed 80 little, and, if
necessary to relieve the strain on the weather cloths, the lacing or tack
should be eased as well.
To" TAD Ilf A GAD TOPsAIL.-One hand will go aloft to cast off the
lacing. When a.ll is ready for lowering, cast off the halyards and trip
halyards from the bela.ying pins. Lower away with the halyards, but
keep the trip halyards hand taut, until the yard is "up and down"
the mast. E808e up the sheet, and lower away a.ll. If there be much wind,
several hands must be put upon the tack at first to haul down 808 the
halyards are started, otherwise the bellying bunt of the sail is certain
to blow in between or over the parts of the peak halyards, and will
thus prevent the sail lowering. In such a case do not cast off the
It lazy tack II until the sail is on deck. The hand aloft will keep the
heel of the yard inside the topping lift 808 it passes down
.As the yard comes down between the topping lift and the mainsail,
haul forward by the tack (casting off lazy tack), !JO that the heel of the
yard (the lower end) goes forward.
When the sail is on deck, unbend the halyards and make the ends fast
to 80 belaying pin. Unbend the sheet, and make it fast round the boom.
Roll the sail up on the yard; or unbend it, roll up, and stow below.
Formerly the practice was to lower the topsail to leeward of the
as it was thought to come down more freely under the lee of
the lower aa.il; but the difficulty is that the sail or yard is almost certain
to get foul of the topmast rigging or lee crosstrees, and the crew cannot
handle it so well from the lee scuppers. Very often in attempting to take
in 80 topsail to leeward it will take charge and blowout, whereas if it
were to windward it would lie fiat on the mainsail, and could not blow
Digitized by Coogle
Seamanship.

away. So now the practice is, if the tack be to leeward, for a hand to
.go aloft in the lee rigging or up the mast hoops and unhook the tack
tackle, whilst another hand goes aloft on the weather side to the mast-
head, and lowers a line to him to bend to the tack. When the line is
80 bent, the hand at the masthead pulls the tack up over the halyards,
80 that the sail can be got down to windward. The heel of the yard is
pushed to the weather side of the topmast whilst lowering.
To SliT A. SCHOONJIB'S FOD GAJ'J' TOPsA.IL.-The sail shonId be sent up
stopped to the yard, with the clew and tack cringles showing clear. Bend
on the halyards, and hoist to the masthead. The hand aloft will then bend
on the lee sheet and lee tack to the cringles; then the weather sheet and
tack will be bent, first passing them over the main-topmast stay. When
this is done, hoist the sail chock-a-block, bowse down the lee tack, then
heave the lee sheet taut by the winch.
To WORK A. FOD GAJ'J' TopsA.IL.-When the order comes It ready
about," ease. up the sheet and tack j clew the sail well up. The fore-
masthead man will clear the tack and sheet over the main-topmast stay,
and must well overhaul the same. .As the vessel comes head to wind,
bowse down the tack as smartly as possible, at the same time hanI out
the sheet; but do not sheet home :until the topsail is tacked, as it must
always be that a topsail ca.n:D.ot be peaked to sit properly if it is
sheeted before the tack is down.
To SBT A. JIB Top8A.IL.-Pasa along the sail, head first, one hand
going to bowsprit end with the head cringle in his hand. In large v888els
this hand bestrides the bowsprit end outside the topmast stay, with his
face towards the vessel; generally in suoh small vessels as five-tonners
there is not such a It seat" at the extreme end, and the hand will sit on
the bowsprit weather shrouds if the sail has to be banked. Bend the
sheets, and pass them of all. HanI in the lee sheet, and place one
hand to attend to it, and ease up if neceBB&l'Y' Hook or toggle the hanks
on to the topmast stay, cutting the stops and hoisting as the hanks are
so hooked or toggled. When all the hanks are on, hoist to the required
height, set the tack down, and trim the sheet.
A jib topsail in very small yachts is sometimes set flying, as the bow-
sprit end of such' craft is not a pleasant place for a man of the customary
weight of eleven stone. At the bowsprit end a tail block is fast; through
this block a rope is rove, both ends being kept in-board. To set the
sail, bend both ends of this rope to the tack cringle, and bend the halyards
to the head cringle. HanI the sail out on the bowsprit by the under part
of the outhanI, and hoist at the same time. The bight of the outhanI
will therefore come in-board, and its UppSf' part will serve as the inhaul
Digitized by Coogle
when the sail has to be handed. The sail can be hoisted to any required
height. One hand, of course, must go to the bowsprit end to pass the
sheet round the jib.
If the halyards are to windward the sail can be hoisted to wind-
ward; if otherwise it will be hoisted to leeward of the foresa.il and jib.
In strong winds a jib topsail should never be hoisted so high as in
light airs, as the higher it is the more strain it will bring on the topmast.
Also, in strong winds, one hand should always be stationed at the
sheet to ease up during strong puffs. A good plan is to put a tail-
tackle on the sheet. The sheet can then be eased or hauled in as required
very readily by the tackle.
To SET A SCHOONER'S M.uN TOl'1UST STAYSAIL.-See that the "hal-
yards are on the lee side of the main-topmast stay. Bend on the halyards,
tack and sheet; see that the sheet has been passed outside the main rigging
and main-topmast rigging. Hoist to foremast head in a bunch; then,
as the hand aloft hooks the hanks on the main-topmast stay, the deck
hands will hoist. When hoisted, set the tack taut, and belay. Trim the
sheet. It is very usual for the sheet to lead to the boom end; it cannot
very well be got too far aft.
To SET A SQUARESAIL.-The yard has a strop and thimble eye seized
in it at the centre of length of yard; on the fore side of the mast a wire
jack stay or jumper reaches. from masthead to deck, on which the thimble
eye on the yard strop travels. The braces are rove through single blocks
at each yard arm, and one end made fast to the cavel aft, the other part is
for hauling. The fore braces are single ropes leading from each yard arm
throllgh single blocks at the bowsprit end. . The lifts go from each yard
arm through single blocks hooked to the upper cap at masthead, and lead
to the deck. When at anchor the yard is generally lowered half-way down,
and then pointed up and down the mast. It is more ship-shape, however, to
lower the yard down to about level with the tier of mast hoops and square
across, with all the braces and lifts set taut. The only objection to the
latter plan is that it may be fouled by passing vessels.
To set the sail, reeve the earings through the block at each yard-arm,
and through a. block near the strop on the yard amidships; then hoist the
yard up. Bend or hook one end of each earing to the corner head cringles
of the sail, and hook the four halyards to the middle cringle; hitch the
lizard to the cringle or hook of halyard block. (The lizard is a short piece
of rope with an eye at one end; the eye travels on the jumper, and the tail
is fast to the sail; thus the sail is kept from blowing away.) Bend on the
tack and sheet j then hoist by the halyards, and afterwards pull out the
weather earing; take in the slack of the lee earing. Get out the boom with
Digitized by Coogle
Seamanship.
77
fore and after guys on it, and the outhaul rove through the sheave hole at
boom end; bend the outhaul to the tack cringle of the sail, and haul out.
To take in the sail, let go the weather and lee earing; then let
go the sheet, and tack outhaul, and gather the sail a.board; then,
when the sail is aJ.l in-board, let go the halyards and haul down with
downhaul. .AB the sail is hoisted by the,
foresail halyards, the fore downhaul will be
used 80S well.
To SBT A. SPINNADB.-The boom must
be got ready first. Hook (or bend if it is a
tail block) the lower block of the topping lift
to the boom. Bend the outhaul block at the
spinnaker boom end; be ca.reful that the part
of the outhaul which has to be bent to the tack PIG. 27.
cringle is on the fore side of the spinnaker boom topping lift and over
the fore guy; put on the after guy and fore guy. * Hoist the boom
well above the rail, and launch forward until the gooseneckt ca.n be
shipped in the socket; hoist until the boom is rr up and down U
the mast, and high enough for the lower end to be shipped on the
gooseneck. (It is usual to put the gooseneck in the socket on the mast
first, a.nd then bring the socket which is in the end of the boom to the
sha.nk-Be6 Fig. 27--0 is the boom and p the gooseneck, a the mast.)
Lower the boom and haul aft, or "square. the boom." If the boom
be already shipped and tl up and down the mast," one or two hands will
take the guys and outhaul aloft and put over the end. The standing
part of the after whip will be made fast to the quarter, and the hauling
part rove through a sheave hole or turned round a pin. The ha.nd
aloft will cast off the boom lashing, and push it away clear of mast
and Cl'OBBtrees for lowering by the topping lift.
See that the halyards are clear and on the fore side of the spinnaker
boom topping lift. Bend on the halyards and the outhaul to the sail
-('88 Fig. 25). If the spinnaker is to answer the purpose of bowsprit
spinnaker 80S well, another outhaul mUst be bent, leading through a
block on bowsprit end. Genera.lly the fore guy in such cases is made
to do duty for this purpose; but if there be a fore guy beside the tack
outhaul, care must be taken in bending the latter to see that it is ooet"
the fore guy, and not undet-. Bend on the sheet and bela.y on one of
A. fore guy is DOl; rJwaya UHd in BmaJl yacht&.
t Squaze (OOIIIIleOka an goiq out of faahion now, .. it is lOme di!loulty to lid the aoobt
fair for taking the tfOOII8IUMIk. With a MUDd gooll8ll.8Ok ed I01Dld aoobt thia di!lcult,y is
avoided. If the boom .hould be 1lhipP8d UJIfrJr, a -liDf Ipike in one of the holea in the
boom will twist it rond,
Digitized by Coogle
the cavel pins inside the lee rigging, with one hand to attend to it to
eaae up if necessary. Hoist away on the halyards, and when the sail
is up chook-a.-block put all hands on the outhaul, eaaing up the sheet
all that is neoessary, so as to make the sail lift in order that it may be
boom-ended i drop the boom down and trim the sheet. In light winds,
the sail is very frequently pulled out on the boom whilst it is being mast-
headed. This is all very well if there be plenty of help at hand, and if
there is not muoh wind i but generally, if the sail be hauled out on the
boom first, it is found almost impossible to get the head up chock-a.-
blook. If the sail cannot be boom ended, slacken up the sheet until the
sail lifts, and haul it in again as the tack is brought to the boom end.
To prevent the sail going up full o ~ turns, there is a swivel at the
head, but this will not always prevent turns, as the swivel is likely to
jam if any part of the sail fills; and a good plan is for a man to stand by
the mast and run the luff of the sail through his hands as it goes up.
When sailing in a strong wind more or less quarterly, the boom will
often rear on end in a troublesome manner, and sometimes fall forward
with the sail round the topmast stay. To prevent this, II square II the boom
a little and eaae the sheet. Sometimes a spinnaker is reefed by tying a
knot in the head; and sometimes the balloon foresail is set as a spinnaker.
To TAD Dl' A SPINNADB.-Top the boom up, well clear of the rail,
otherwise when the sail is taken oft it the boom may drop' into the water
and be broken. Take hold of the foot of the sail, let go the outhaul, and
haul the sail in smartly by foot and sheet i gather the sail in to the mast,
well muzzling it, and then let go the ha.lyards, and haul down
. The halyards should never be started until the sail has been hauled
in-board from the boom; if the ha.lyards are started first, and there be
muoh wind, the sail is almost certain to blow away and then get into the
water, and cause a great deal of trouble.
To SBT A SPIDADB ON THE BowsPBIT.-Bend on the tack and ha.lyards
to leeward of jib and foresail; hoist and then pull out by the outbaul; pass
the sheet outside of all and trim as required i belay to a cleat or pin
aft; take in the jib, or let it run down by the head and stow and stop
along the bowsprit.
To TAD A SPINlUDB Dl' nOli TlD BoWSPBIT.-Pass the weather sheet
round the fore stay to leeward and make fast to the bitts i let go the
outhaul, and haul the sail in-board smartly by the weather sheet and
by the foot over the lee bow. If there is only one sheet, bend a line to
this sheet, with a running bight in it. Take this line forward, and haul
the bight close up to the clew cringle of the sail, and haul inboard as
the tack is eased up. In fresh winds the sail will have to be cut adrift .
Digitized by Coogle
Seaman8hip. 79
One band will go out on the bowsprit and cut the tack (outhaul), which
be will not allow to unreeve, and will bring the end in-board. with him .
.As the sail flies aft, smartly haul it inboard. by the line that has been
bent round the sheet, and get hold of the foot 88 soon a.s possible;
gather the sail together, so that it cannot blowout whilst the foot is
being hauled inboard; when the foot is all inboard. gather the sail together
and lower by the halyards. .
It should be clearly understood that the halyards must not be started
until the foot is hauled in and the sail gathered together or ff muzzled" ;
and, should the sail blowout, lIspill" it by gathering the folds together,
or it may take command and blow away, and perhaps at the same time
poll someone overboard, or foul the lee crosstrees and be tom.
To SHIft A SPJlIlNADB Boox.-Man the topping lift and hoist away.
Slack up the fore guy, ease up the after guy 88 required, and do not let
the boom swing forward. When topped carry the after guy and whip
forward, passing it outside runners and rigging. Top the boom until it is
lifted clear away from the gooseneck; lower by the topping lift, whilst three
or four hands take it by the heel and carry it aft on the side of the mast
it has to be next used. When sufficiently low and far enough aft to admit
the upper end p88sing under the forestay, or clear of the foresheets a.nd
foresail, launch forward again and hoist away; ship the gooseneck 88
before, and shift the gear. Sometimes, where the forehatch is near the
mast, 88 in small vessels, the heel of the boom is lowered into the fore-
castle; this, of course, is a simpler plan than launching the heel of the
boom aft. If d l e d with care, the heel of the boom can be lowered
over the side (866 also page 62).
Another plan is, especially in small yachts which have spinnaker
booms as long 88 the deck length is overall, to top the boom a few
feet and then let it swing forward. The boom is then unshipped and
launched aft on the opposite side of the mast. When the fore end can
be cleared of the forestay or foresail sheets, it is launched forward. again,
gooseneck re-shipped, and guys made fast.
To S:lT A. RINarAIL.-In the first place, an iron hoop has to be fitted
at the main boom end (similar to the upper cap at masthead) to take the
boomkin. One hand must get on the main boom. Bend the main peak
downhaul to the boomkin (generally called ringtail boom), and hoist it to
the main boom; steady it through the iron at the main boom end; cast oft
the peak downhaul; reeve an outhaul through the sheave hole in the end of
the boomkin, and launch the spar the required distance out; then lash the
heel to the main boom. In reeving the outhaul, care must be taken' that
~ hauling part only is outside the topping lift. The head of the ringtail
Digitized by Coogle
--------------------------------------------------
is bent to a yard, with three or four spare feet for inner end. Bend the
main peak downhaul to this yard for a halyard; bend both ends of the
downhaul to the tack cringle (the clew cringle for the sheet will be
in-board). Hoist the sail, then pnll out to boomkin end by the under
part of the downhaul, and sheet as required.
To take this sail in, the first thing to do is to haul it in by the sheet
and inhaul whilst the outhaul is slacked up. Lower by the halyards as fast
as the sail is ga.thered in. The boomkin will be got on board by aid of the
peak downhaul.
To SDD UP A TOPJWlT.-Lash a tail block to the upper cap at
masthead; through this reeve a rope and bring down to deck; reeve an
end through the sheave hole in topmast, and make it fast some dista.nce
below the shoulder, stopping the end securely. (The heel of the topmast
should be aft.) Hoist away; point the topmast through the lower cap;
then make the heel rope fast to topmast, cast off the other rope, and
hoist the topmast up through the upper cap by the heel rope. Put the eyes
of the rigging over the pole, topmast stay over all; reeve the halyards,
hitch on the tail blocks for jib.topsail and spinnaker halyards, and then
send up the topmast by hauling on the heel rope and fid. Set up the
backstays by the tackles and topmast stay.
The topmast will be sent down by reversing the order given above.
To HOUSE A TOP1IA.sT.-Ease up the topmast stay and backstay falls.
Hoist away on the heel rope until the topmast is sufficiently above the
lower cap for the hand aloft to unfid. Settle down the topmast by easing
up the heel rope. When lowered, so that the. eyes of the rigging come close
to the cap, belay the heel rope and lash the heel of topmast to the mast.
Unshackle the legs; hook the tackles on again, and set hand taut.
If the vessel has much list, the topmast will not come down very
readily, and the weather backstays should be kept taut,80 as to keep the
topmast in the line of the mast, and to prevent it breaking by sagging
to leeward with its own weight. Also if there be much sea it may be
found necessary to steady the topmast by the preventer. Generally the
vessel should be eased or hove to whilst a topmast is being housed if
there be much wind and sea.
Plans for fidd.ing and unfidding topmasts from the deck without
going aloft are given on page 48.
To Rup A BOWSPBIT.-If the jib is set, ease up the sheets and
belay them, well slack. Cast off the bob stay fall and the falls of
the shrouds and topmast stay. Knock out the fid, and then launch
the bowsprit in by the shroud tackles; fid and set up all the tackles.
To ~ A D 4 &11' OUT 01' THlII BOWSPBIT.-Overhaul all the tackles;
Digitized by Coogle
Seaman8hip. 81
launch the bowsprit out with heel rope and tackle, or by the rack-plate
"and wheel; fid and set the tackles taut again.
BoBSTAY.-In setting up the bobstay tackle, it is usual in racing
yachts, before starting in a match, to set the bowsprit end down until it
nearly touches the water.* This is done in order to give more hoist and
drift for the jib, 8B.by frequent setting up the blocks would soon come
cr chock-a.-block"; moreover, the bobstay fall is certain to cr come up" or
stretch a good deal, 80 much so that very frequently at the end of a
match a bowsprit, instead of being bent downwards, is steeved in the air.
The topm8Bt stay should in such cases be looked to.
To Gft UNDlIR WAY BIDING HUD TO WIND AND TIDlI, TO RUN BEPOBB
TO WIND.-Heave short j set the jib in stops; take the foresail coat off
and hook on the halyards and sheets; top the boom and ca.st the gukets
oft the mainsail. To C8Bt to starboard, put the helm to port, heave the
anchor up smartly j 8B the anchor is a-weigh break out the jib and set
the foresail, keeping the port jib and foresheet taut. As her head goes
off set the mainsail, steady the helm, and trim the sheets.
To GET UNDlIR WAY BIDING SUII TO TIDlI WITH WIND ASTlIRN, TO RUN
BUOBB TIIB WIND.-Heave short; loose the mainsail; set jib and foresail j
break out the anchor, and when a-weigh set the mainsail.
To GlIT UNDlIR WAY BIDING HUD TO TIDlI AND SURN TO WIND, TO
BUT TO WINDWARD.-Heave short; set the jib in stops, and hook on the
fore sheets. To ca.st to port: put the helm to starboard, heave up the
anchor; break out the jib, set the foresail (with sb.rboard sheets hauled
:flat) and smartly set the mainsail. If the mainsail is set before the anchor
is a-weigh, the peak: should be dropped down.
To GlIT UNDlIR WAY WIIBN BIDING HlIAD TO WIND AND TIDlI BY CASTING
TO STARBOARD, TO PBOOBBD ON PORT TACK CLOSE-IlAULBD.-Heave short;
set the jib in stops; hook on the fore sheets with the port one fast.
Set the mainsail. Put the helm to port, and heave up the anchor. As the
anchor is a-weigh break out the jib with port sheet hauled a-weather.
Slack off the mainsheet. As the vessel's head pays off let draw the head
sheets, haul in mainsheet and sail her .
Although no doubt this is a oonvenient -:r of allowing for the IItretohiDg of the fall of the
bobda:r.:ret it is attended b:r lOme riU: to the bowsprit. The apar is bent uti] it nearq reaoh.
itII breakhIg point, and if any further main 001ll8ll upon it, as than might whllat diving into
a h..a .... the boWllprit is in grMt da.uger of being broken; 01' if the mouda and taoldee ahould
Rntoh bad1:r. as the:r IOmetimel1rill, the bowsprit would mOlt likeJ.:r break. M a lateral atrafn.
W01Ild oome on the bowsprit beBideB the downward &train.. The safest plan is to Bet the gear
up 10 that than is neither a downward nor upward OUl"f'e in the bowsprit. and there ah01Ild be
M liWe ....,h as poBBible in the gear. In. 1878 a few ;raohtB tried flexible wire faJla to the
bobBta:r, but after a liWe experience the:r _ abandoned. However, at the p1'8lent time (1888)
a number of raoiJIg :rachts, large and amaJI, have wire of a Bile greater than the equivalent
BUentrth ... oempared with hemp <_ "Wire-rope" in the Appendix).
G
Digitized by Coogle
To GET UNDEB WAY; BIDING HIlAD TO WIND AND TIDE, BY CASTING TO
POBT TO PBOClIlBD ON POBT TAcK.-Heave short; set the jib in stops; bend
on the fore sheet, with starboard one fast. Set the mainsail. Put the
helm to starboard; get the anchor; break out the jib, hauling starboard
sheet in; ease off the main boom a little on the port quarter; keep the
helm to starboard till the vessel's head wears off so IS to bring the wind
on the port quarter; the main boom will then gybe over; trim the sheets
and sail the vesseL It may sometimes be advisable not to set up the
peak of the majnsa.il until after the vessel has wore round. In the ca.se
of a yawl the mizen would be set to get under way with, and not the
mainsail.
To GBT UNDKB WAY AND LBAVB AN ANCHOBAGB TO RUN lOB IT.-If
possible choose s1a.ck-water time or when the tide is running to leeward.
Set the trysail, reefed foresail and fourth jib. Watch for ff smooths" to
heave up the chain; but, if the sea is so bad that the vesllel pitches head
and shoulders under,80 that there might be danger in pinning her down
by heaving short, or if she sheers about so as to get the cable jammed hard'
athwart the stem, then unshackle the chain, make fast the buoy rope
outside the hawse pipe, wait till the vessel sheers the way she is wanted
to cast, then slip the ohain and sail her.
If the vessel is wind rode, and on a lee shore, it will be prudent to
claw out to sea for an offing. Set the storm canvas as if for a thrash to
windward. Heave short, set the jib with the sheets sla.ck, set the foresail,
and if the vessel is to be cast on the port tack, haul in the port foresheet;
put the helm to port; slack out a little mainsheet. .As the vessel sheers to
starboard break out the anchor or slip, and when she pays off enough 10
as to make sure of not flying to aga.in, ease the fore sheet over, trim the
main sheet and sail her. If the vessel does not gather way, but drives
towards the shore, stand by to let go the anchor a.ga.in.: if one anchor
has been slipped, the other should be ready on the bow. If there
is not too muoh sea, the kedge with hawser bent to it should now
be ca.rried out in a boa.t; then as the anchor is hove short haul in on
the hawser. When the anchor is off the ground haul the vessel ahead
by the hawser, when the kedge is apeak, sheet the jib, and break out
the kedge. When anchored on a lee shore a vessel should never wait
till the wind and sea gets so bad that it is neither safe to remain nor
to attempt to leave.
To TACK A CUTHB.-When the order is given "ready about," the
fore deck hands will go to their stations a.t fore sheets and jib sheets,
and one of the after guard to the main sheet, seeing aJl are clear. The
cry of ff Helm's a . - l ~ " will be the signal that the helm is being put down.
Digitized by Coogle
Seamanship. 83
As the vessel nears the wind the jib will begin "to lift j then handsomely
ease up the sheet and overhaul it. H the vessel is coming round
lf4martly, ease up lf4heet or fore as well j
aft hauls sheet if the very light and
slow in to the wind. vessel has pasf5VP
point CI heaP begin to haul lf4heet, and. get
sail sheeted and belayed before the vessel is full again and gathers way ;
handle the fore sheet in the same way, and overhaul the main sheet.
Care must always be taken not to pull the jib sheet over the forestay,
and get a strain on it before the vessel has passed the "head to wind"
point, or is filling on the opposite tack to the one upon which she has
huen sailing j sail will bv the vessel
off again. hand the time comes
forking the sheeted. with as, if the
allowed to fill jib sheets are be hardly possibJu
get them in properly without a tackle there a nice breeze. So
with the fore sheet.
In tacking a vessel in a sea, the fore sheet should as a rule not be let
go until it is seen whether the vessel is going to fill on the other tack or
not, 8B the sail may be wanted to pay her head off: when the vessel fills,
fore sheets llf4indled with tJAere is much Sl:;%i,"
smooth" shoulb for, to tack in, it can be A.Vr.lllllll
to tack comber rollinb weather bow,
miss-stays" mab eonsequence, to of the wa.ter
ffAight be thrown
The helmsman will soon :find out how the vessel likes the helm put
down for quick staying; but generally the vessel should be kept a good
full before giving lee helm. Then at :first ease the helm down gradually, so
as to shoot a good distance, IIJld make as big a circle as possible, but be very
l"l"lf3eful not to keol> shooting till hf;f3 f3tl]hped j as she COffl{iU
head to wind] dolm right over and keep it
the vessel filtJ way on the keep the ves15y"J
dttle off a good reaching bring her to
full and bye."
To TACK A Y AWL.-The only way in which tacking a yawl is different
from tacking a. cutter is that there is the mizen-stay to work. The stays
lead forward from the mizen-mast head, and are set up by tackles; only the
weather one is set up. The weather tackle is overhauled in tacking, and
the lee set taut, ff7UItrlfl tho weather onekflhfiYi tht:7Itr:7issel has filled
the opposite tack, a yawl does fluicklyas a
more freq,uentId backing off by
G 2

Yacht and Boat Sailing .
To TACK J. SCHooNER.-Keep the vessel a good full. As the vessel
comes head to wind e&8e up the jib sheet, but do not let it ct fly" j overhaul
the fore sheet purchase and fore-staysail purchase, and overhaul fore-
topsail tack and sheet and clew up. When the vessel is head to wind cast
oft the standing part of fore sheet and fore-staysa.il sheet. As she passes
the point "head to wind" haul in jib sheets and belay j haul in the
standing part of the fore sheet and fore-staysail sheet and belay j then
be smart with the purchases and get the foot of the foresail as straight
as possible; fore-staysa.i1 sheet not quite so "straight," as there should
be a little flow in the after leech, owing to the angle made by the luft
of the sail, and if the foot be hauled" bar taut," the leech will genera.l1y
be so too. Tack and sheet the foretopsail.
In hauling in the fore sheet all hands should be outside it, and not
between the sheet and the rail. Care should also be taken that the fall
of the purchase is clear and ready to lay hold of directly the standing
part of the sheet is fast. One hand should be selected to stand by the
fore sheet cavel, and he should belay. Directly the. ~ e r "belay I" is
given all. hands should haul on the fall of the purchase; the belaying
hand taking care that a turn of the standing part of the sheet is caught
round the cavel. It is highly important that the fore sheet of a schooner
should be well taut j as, if the foot be slack, the sail, not being set
on a boom, is certain to bag more or less. And when sa.iling close-
hauled and the wind frees a trifle, the fore sheet should always be the
last one to be checked.
STERN W J.Y IN TJ.cKlNG.-In square-rigged ships ct stern way" is
commonly the result of letting the head yards lie aback during tacking,
but a fore-and-aft vessel, in tacking under ordinary conditions, should
not be subject to stern way. However, sometimes, even in smooth water,
if a vessel has been brought head to wind either too suddenly or too
slowly, she may get stern way, or be placed in the situation known as
"in irons," when she will neither faJ.l oft on one tack nor the other,
after being brought head to wind. If the vessel has stern way, it must
be recollected that the action of the rudder is diffel'ent from what it is
with head way; that is to sa.y, if during stern way the helm be put to
starboard, the action of the water on the rudder will force the stern to
port a.nd the bow to starboard; and if the helm be. put to port, the
stern will be forced to starboard and the bow to port. Under the
influence of head way opposite results are obtained. The rudder has very
reduced eftect in turning a vessel one way or the other during stern way.
Let it be assumed that a vessel has been sailing on the port tack,
and on the helm being put down that she failed to get farther than
Di.gilized by Coogle
SeamanBkip. 85
head to wind, or that she got in irons; the result would be that the wind
would drive her astem-thiB would soon be discovered by looking at
the water over the quarter or stem, as the "wake" will show in eddies
along the side of the vessel. The helm would be to starboard, and
would have to be shifted to port, and the starboard fore sheet and jib
sheet hauled in, and the main boom eased oft. TJ:te stem would
gradually drive to starboard, and the bow, under the influence of head
sails aback, would go oft to port. The head sails being aback would of
course increase the stem way, and directly the vessel's head was well oft
the wind, and the vessel insured against coming to again, the head sheets
should be eased up and hauled in to leeward. She would require to fall oft
till the wind was brought nearly abeam before "she gathered headway, and
then the boom could be hauled aboard again.
Under the influence of stem way the preBBure of water on the lee
quarter can be made to help tum the veBBel just the same as the pressure
on the lee bow helps to press the bow towards the wind when a vessel
moves ahead. Or suppose the vessel be head to wind, and has stem way
on, and it is desired to cast her head to port, or fill her on the starboard
tack j then if she be listed or heeled to port by all hands going o"n the port
side or port quarter, the ardency of the pressure on the port quarter will
preBB the stem to starboard, and neooBBBorily the bow tums to port.
Thus, it will be frequently found, that the bow of a vessel, if she has
stemway, and is heeled, will very rapidly fall oft to leeward; even though
the head sails are not aback, and the rudder, from the way it is tumed,
should prevent her doing so.
It should, therefore, be remembered, that when a veBBel gets in irons,
and is under the influence of stem way, that she should be, if possible,
listed on the side it is BOught to make the lee side. Easing the main boom
oft will allow the stem to come up against the wind more rapidly, and will
help heel the veBBel.
MISSIl!TG STAYB.-To get in irons or to get stem way on a veBBel is not
exactly missing stays, as to miss stays means to come up head to wind and
then to fall oft on the same tack again-in act, to fail in going about.
Generally a vessel has a tendency to miss stays through having too little
after-canvas j that is to say, the centre of eftort of the sails is too far ahead
of the centre of lateral resistance, and consequently she may even carry
her helm a-lee and have very little to work upon in tacking. The fault
may be cured by reducing the head sail j by increasing the after sail;
by shifting the mast aft without reducing the sail; by rounding up the
fore foot and heel; or by rounding up the heel.
But 8. vessel may generally stay well enough, and only fail in going
Digitized by Coogle
about through meeting a sea on her weather bow as s h ~ is brought to
the wind j or through the wind following her round j or through the helm
being put down too quickly or too slowly j or through the head sails being
badly worked; or through her having insufficient way on when the
attempt was made to tack. Whatever the cause, directly it is seen that
the vessel is going to fall off on the same tack a.ga.in after coming to,
lose no time; haul the fore sheet, and jib sheet too, if neceesa.ry, up to
windward, slack out the main sheet, and, if the vessel has stern way, bring
the helm amidships. Directly she has fa.llen six or seven points off the
wind, ease over the head sheets and trim them to leeward; and as she
gathers headway haul in the main sheet, and sail the vessel a good full,
and try again. At the next attempt, as the helm is put down, ease up
the jib sheet smartly and haul in the main sheet, but let the fore sheet
lie till the vessel fa.lls off on the desired tack.
GYBING OR WBABING.-To gybe or wear is to keep the vessel off the
wind by bringing the helm to windward until the wind comes astern and
then on the opposite side to which it has been blowing. This manmuvre
has sometimes to be resorted to when a vessel miss-stays. Set taut the
weather tOpping-lift. Ease off the main sheet until the boom is well off
the lee quarter, and if there be much wind or sea, trice up the main tack
and lower the peak; if a topsail is set it should be clewed up. Have as
many hands as can be. spared at the main sheet. Put the helm up. As the
vessel's head goes off and brings the wind nearly astern, rally in the main
sheet, and be careful that there is a smart hand stationed to take a turn
with it. As the vessel comes nearly stern on to the wind, overhaul what
has been the weather ruimer; catch a turn with the main sheet; and, as the
boom goes over, meet her with the helm, so that she does not fly to, head
to wind. Ease up the topping lift, and trim tacks and sheets.
If the vessel be already before the wind with the main boom square
off, when it is necessary to gybe her, take the same precautions, if there be
much wind, by tricing 'up the main tack, lowering peak, and clewing up
t o p ~ , not forgetting to set the weather topping-lift well taut, if it is not
already taut, as it certainly should .be. Luff a little, and get in some of
the main sheet; when the boom is on the quarter (at about an angle of 45
0
with the keel), steady the helm and put up gradually, still getting in the
main sheet. Hook on what has been the lee runner and set taut. Then, as
the wind is brought astern, overhaul the weather runner, belay the main
sheet, let the boom go over, and meet the vessel with the helm. Overhaul
the lee-topping lift, and trim tacks and sheets.
These are the ordinary precautions taken in gybing whilst cruising j
but in match sailing, unless something like a gale of wind be blowing, the
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Seamanship. 87
main tack is not trieed up, nor is the peak lowered. There will, however,
be the topmast preventer backstay to attend -to. Station one man at the
weather preventer to overhaul and unhook the tackle 1108 the boom comes
amidships. One hand to the fall of the whip of the lee preventer, who
must haul the backstay aft 1108 fast 1108 the main boom is brought aboard; he
must get the whip 1108 taut 1108 he can, and belay before the boom is gybed.
The tackle must be then hooked on the preventer to set it up. In large
veesels two hands should be told off to the lee preventer.
In a schooner similar precautions will be taken, and there will be the
fore-topmast preventer backstays to attend to, and the fore-topsail should be
clewed up. The fore sheet can be left until after the main boom is over.
CLUB HAuLING.-Olub hauling may have to be resorted to in a narrow
channel sometimes when there is neither room"to stay nor wear. Get an
anchor on the lee bow with a warp bent to it; lead the latter to the lee
quarter. Have the cable ranged on deck unshackled; put the helm down,
and keep shooting with the sails shivering. When way is stopped, let go
the anchor; 1108 she is brought head to wind let all the cable run out
through the hawse pipe, and haul in on the st>ring. The anchor, of course,
will be got in over the stern. .
Another better plan for a small vessel is to bend a warp to the kedge,
and 1108 the helm is put down drop the kedge over the stern, then hold on
and haul in on the warp.
To H:u.n To.-Haul the fore sheet up to windward, and the jib shee&
until the clew just clears the forestay; ease the main sheet until the vessel
lies quiet with her helm amidships, or a little to leeward. A vessel will
lie like this very quiet, just forging a h ~ perhaps a knot an hour or
80, . and occasionally falling off, when she wijJ take a great list 1108 the
wind comes abeam; directly, however, the after canvas is well filled she
will spring to again, and if she is coming up with too much way on, so
1108 to be likely to get head to wind, she must be checked by weather helm.
To lie-to very dead so 1108 to pick up a boat or speak another vessel, &c., i*
will be well to let the jib sheet fly and haul the fore sheet hard. a-weather,
with main sheet eased and helm a-lee.
In heaving to in heavy weather the mainsail is stowed and boom
lashed, in the crutch, to each quarter. Instead of the mainsail a reefed
trysail is set, or storm trysail, which is either jib-headed or has a very
short gaff, and is hauled up close to the hounds in order that it should
not get becaJmed when the yacht is in the hollow of the sea. Bowsprit
is run in until the outer end is within a few feet of the gammon iron, and
storm jib set on it, with both sheets fast, and clew hauled up to windward
of the foresta.y. Foresail stowed. Trysa.il sheet (a luff tackle) hauled aft.
Digitized by Coogle
In the case of a schooner the storm jib can be tacked inside the forestay to
the bitts, with clew just to windward of the foremast j m8.in-trysa.il close
reefed, or storm trysail, as the weather requires.
A yawl would be hove to just the same as a cutter, but if she were
riding to a floating anchor a storm mizen might be set, but no other sail.
As a role the more sail a vessel will bear when she is hove to in bad
weather the better, as the sail will tend to check the weather rolling;
for this reason ships usually heave to under topsails, as the lower sail
might be beca.lmed in the trough of the sea; for the same reason the
trysail is cut narrow and high, and the same amount of canvas close to the
deck would not be nearly so effective. Sail at the extreme ends of a vessel
is never required, and a yawl hove to under storm jib and mizen would not
lie nearly so quiet as she would if hove to under storm trysail and storm
jib inside the forestay, as every time the headsail was beca.lmed she would
be fetched to against the sea very hard by the mizen, or as the mizen was
beca.lmed as she scended, she would falloff to a troublesome extent.
The helm can be left to take care of itself, or the tiller lines will be
belayed on each side, slack, so as to allow a great deal of freedom for
fa.lling off with the sea. The general practice, however, is to have a
hand to attend to the helm to humour the vessel as she falls off and bring
her to again quietly up to the sea. A vessel will generally fall off as the
crest of a wave comes in on the weather bow, and come to as the bow is in
the hollow of a wave, or as the crest of a wave lifts the stern. Shallow
vessels falloff much more freely than deep vessels, aud come to with much
more way on. The principal danger is that, if much way be gathered
in coming to, a vessel should aJso meet with a big comber on the weather
bow; to avoid this danger the man at the helm should meet the vessel as
she runs off, and bring her to with the helm so that she fairl1 bows the
sea, always being careful not to get her head to wind. At the same time,
as before said, a vessel must be allowed to fall off freely with the sea,
to the extent perhaps of three or four points,_ or until the wind was nearly
abeam; but in bringing her to, her head should never pe allowed to .come
within a couple of points of the wind.
To Hun TO llTEB RUNNING BUOBB A HEAVY Su.-Give warning
below that the vessel is about to be brought by the wind, and see that
everything is well secured about the deck. Watch for a "smooth II (which
is brought about by several large waves meeting, and being broken up and
dispersed into several sma.ll ones). Put the helm down, rally in the main
sheet smartly; meet the vessel with the weather helm before she gets head
to wind. Trim the head sheets as necessary. If the vessel has been
running with a great deal of canvas set, it must be reduced as the vessel is
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II
"I
Seamanahip. 89
brought to the wind j and the throat of the mainsail should be lowered
half down, and the tack triced up as the vessel comes to.
To Hun TO TO PICK UP A BoAT.-It will be supposed that the wind
is blowing off shore, and that the yacht is in the offing waiting for the
boat. As the boat gets off into deep water, the yacht will reach in past
to leeward of her from fifty to one hundred yards clear j then put the helm.
down, and shoot up towards her, keeping the jib sheet and fore sheet fast
so as to lie a-weather as she fills on the other tack j or the jib sheets can
be slackened well up so that the jib can blow about. If well judged
the boat will now be close under the lee side of the yacht, and a hand
will be ready to throw a line into her as she comes alongside. If the
wind is blowing on the shore similar tactics will be observed, but a greater
sweep must be taken in coming to, and the main sheet must be well
rounded in as the helm is eased down. Sometimes under such conditions
the yacht will run in to windward of the boat and wear round, but generally
it is safer to keep to leeward and bring the yacht to.
SQuALLS.-1f a squall is long foreseen, the sailing master will of course
have snugged down and got his vessel so as to meet it end on if possible j
but if caught unawares lose no time in letting jib sheets fly, and haul down
the foresail. Set the topping-lifts taut j let the throat run half down the
mast, and trice up the main tack. Or let the pea.k drop down between
the topping-lifts until the gaff is about square to or at right angles to the
mast. Then haul up the main tack and the mainsail will be scandalised.
If the sail be a laced one the throat must be let down instead of the peak,
keeping the peak downhaul fast to the centre of the boom to leeward to
prevent the sail blowing out. In short-handed vessels the throat is
generally let down in preference to the peak, as the sail is the more easily
managed, and the throat can be got up again if necessary more easily than
the peak could.
If the vessel has the wind abaft the beam when she is actually
struck, put the helm up a little to keep her before the squall. If the
squall strikes her before beam, put the helm down. If the vessel gets
struck or knocked down on her side before the sails can be lowered, and
will not come to, cast off the jib sheets, pull the foresail down by the
downhaul. Haul the main boom well aboard, cast off the throat halyards
and the throat will fly down, then cast off the peak halyards and haul in on
the peak If the vessel does not right, get the kedge up if a
bottom can be reached, bend the hawser to it and let go over the stem j then
the vessel may wear round so that the wind will take her on the other side.
If the baJlJl,st or anything else shifts to leeward, trim it back to windward.
Close up the companion hatchways and skylights to keep the water out.
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To SCANDALIS. A MAINSAIL.-Set taut the topping lifts. . Trice up the
tack as high as possible, and lower down the peak between the lifts.
SAILING BY THB WIND.-Sa.iling a vessel successfully on a wind is
. quite an art, and no amount of tuition will make a man a good helmsman
if he be not "to the manner bom." However, there is scarcely a yacht
sailor who does not think he can steer a boat on a wind better than
any other man. Still the fact remains, that some men cannot sail a
vessel on a wind, and no amount of instruction will teach them to know
for themselves when a vessel's sails are full or when they are "starved
of wind." Some vessels are so beautifully balanced-that is, their
centre of eftort and centre of lateral resistance are nearly in the same
verticaJ-that in moderate breezes they will If sail themselves" if close
hauled, and only require a little weather helm now and again as the wind
heads them. Yet a bad helmsman will find more difficulty or do worse in
steering one of these vessels than he would in steering a very hard.
mouthed vessel-one that carries a lot of weather helm, for we never
suppose that a vessel carries lee helm. The well.baJa.nced vessel is what
may be caJled sensitive to her helm, or ff tender mouthed," and the least
touch of her helm will bring her to, and the gentlest pull on the weather
tiller lines will take her oft; such a vessel steered. by a man with a ff coarse
hand" will be always tt oft" or fI near," and never reaJIy ff full and bye j"
one minute he will slam the helm down to bring her to the wind, and the
next haul it savagely to windward to keep her oft the wind; whereas, if
the vessel had been left alone with a free tiller, or with only the very
slightest strain on the weather tiller lines, she would keep herself full
and at the same time eat to windward as she lufted to every free puB.
A vessel that carries a lot of weather helm does not require such delicate
handling, and a man may tear away at the weather tiller lines until he
is black in the face and he cannot do much harm; he will be delighted
to find he has got hold of something to ff hold on by," and aJI the
strength in his arms will no more than keep the vessel out of the wind.
But, although a good helmsman cannot. be ma.!le out of a natura.lly bad
one, it does not follow that a few hints would not be of service to the
inexperienced who may have the light hand, quick eye, and sensitive skin
of a perfect timoneer.
In the first pla.ce the sails should be as nicely balanced as possible, so
that in a topsail breeze, when the channels are barely awash, the weather
tiller lines only require to be kept hand taut, with the rudder tumed no
more than six or seven degrees oft the keel line. We are, of c o u r s e ~
assuming that the sail plan has been so judiciously a.rra.nged that the eftort
of the sails when eftectively trimmed, will be balanced by the lateral
Digitized by Coogle
Seamanship. 91
pressure on the hull. If the sails a.re 80 well balanced then the weather
helm will about equal five or six degrees in a moderate breeze, and it
should not much exceed this nor be much less; if it is much in excess the
vessel will be what is called ardent, and her constant effort to By to will
necessitate the helm being kept It right ILCl'OSS her keel," which will very
much interfere with her speed. On the other hand, if much less tlWt
six degrees of weather helm is carried in such a breeze the vessel will be
what is called It slack," and will require constant doses of lee helm, and
the result will be that the vessel will crab to leewa.rd, and in tacking
will be so slow in coming to that she will probably lose all her way
before she gets head to wind, and then will require helping round by
the foresail.
If the vessel in a nice breeze does not seem to gripe a.s she ought-
that is, does not make much effort to By to, and so cause a good strain on
the weather tiller lines to keep her off the wind-first see what the effect
of drawing in the main sheet a triBe will do j if this only improves matters
a triBe, and the boat seems dead in the water or does not pa.ss through it
with any life, go forward or to leeward, under the foot of the mainsail near
the mast, and have a look at the jib sheets and foresheet. See that the
jib sheets a.re not pinned in, and that they a.re rove through the right
holes. If the first jib be set and the sheets rove through the second jib-
holes, the foot will be in a curve and the sail more or less in a bag j the
effect will be to drag the vessel's head off the wind, and not a.soo in
d r i ~ her ahead an inch. If the sheets be rightly rove, but hauled in too
flat, the foot of the jib will be straight enough, and the sail generally
be Bat enough; but the effect will be that the sail, being trimmed too
flat, will, a.s in the other case, pre88 the vessel's head off the wind,
and be of little service towards driving her ahead. It requires some
experience of jibs and the way of trimming their sheets to know when
they are trimmed so as to be most effective, and it would be difficult
to frame advice on the point j but the leech should be straight, the foot
gently curved or " Bowing" with the sheet, and the luff should not lift-
i.e., shake. If the luff lifts it will be a sign, as a rule, t ~ t the sail is not
sheeted fiat enough. On the other hand, the clew should be well off the
lee rail, and the sheet and the foot should make a gentle Bowing curve
from bowsprit end to sheet hole j if the sheet and the foot, when the sails
are full, make a ff straight line," it will be a pretty sure sign that the
sheet is too fiat. It is a good plan to have the jib sheets marked at the
sheet holes by a piece of yarn, for sailing by the wind. But of course it
must always be remembered that a jib must be sheeted to suit the strength
of the wind.
Digitized by Coogle
l
If the vessel carries an excessive amount of weather helm, more than
previous experience of her sailing would lead one to expect, and does not
pass through the water freely, it may be relieved by easing off the main-
sheet a trifle, and fla.ttening-in the jib sheets, but the main sheet must not
be so much eased as to cause the weather cloths of the sail to lift, nor must
the jib sheet he flattened-in so as to make the jib simply a pressing sail.
In vessels that are broad across the deck at the bow the jib sheets can
be much better trimmed, as there is less chance of getting the sheets too
flat j hence, as a rule, second jibs are always made to stand better than first
jibs, as they do not go out so far on the bowsprit, and the angle made
by the sheet is therefore coarser. [In very narrow vessels outriggers are
frequently used to lead the sheets through and get more spread.]
It can be supposed that the sails are all nicely trimmed, doing their
work properly, and that the vessel carries just the right amount of weather
helm, and will fly to directly the weather tiller lines are released.' Under
these conditions the tiller is handed over to the young helmsman, and
we will first say a few words as to the position he should take. As a
rule, the steersman stands near to, or sits on the weather rail, and. this
is undoubtedly the best position j he can then look into the jib and
foresail, see when they are inclined to lift, and at the same time watch
the luff of the mainsail and the vane or flag, which, if there be a topsail
set, should flicker just on the weather side of the yard. But sometimes in
light winds a man may sit on the lee rail and watch the head sails from
under the lee of the mainsail, and this will be occa.sionally a capital
position if a jib topsail be set. The weather tiller-line must, of course,
be rove through the sheave in the weather rail, then, with the fall in his
hand to leeward, the helmsman can keep his vessel off or bring her to at
will. Of course, we do not mean that a man might always equally well
sit down to leeward and steer, but there is no better pla.ce for seeing
, the sit of the sails, and an occa.sional visit to leeward will often prevent
the necessity for shouting out f( How are our head sheets 7" which in-
variably produces a general scramble of the crew to tht? lee bow, and a
meaningless chorus f( All right, sir I" Some men we have seen get a
deck cushion and sit down by the side of the tiller and hug it as if
they had got hold of the neck of a favourite donkey. They may be
very good helmsmen, but their hunched-up appearance, as they squat
on their haunches cuddling the tiller, necessa.rily makes one form a very
poor opinion, at least, of their "style," and frequently the man can be
put down as more or less of a sloven.
It can be concluded that the best position for the helmsman when
sa.iling on a wind is as near the weather rail as possible j he can then
Digitized by Coogle
I
I
Seamanship. 98
really see for himself what the head sails are doing, and the admonition
U She's near forard II need never be heard.
The jib, when properly sheeted, is perhaps the best guide for the young
helmsman, and if he steers by that alone, he ought always to be able to
keep his vessel foIl and yet not allow her to get off the wind. With a nice
topsail breeze-not strong enough to lay the vessel in to the deck-the
luff of the jib will be just rippled, or the canvas into which the luff
rope is stitched will more or less "bag," and will be in a constant state
of quivering; but the luff of the sail must not be allowed to lift, i.e., to
go into large folds, as, if it does, it will be a sign that the vessel is
too near. H you are keeping the vessel a good full there will be no
ripples or wrinkles in the loB of the jib-unless the jib be a very old
and badly-stretched one-a.nd all the sails will be quiet.
In sailing by the loB of the mainsail, as some men do who cuddle
the tiller, the young helmsman may be apt to get his vessel off the
wind, as he will be constantly thinking she is "near," through the eddy
wind out of the foresail making the luff of the mainsail lift. The
luff of the mainsail is thus a not very trustworthy guide for the inex-
perienced helmsman; still, a.s a rule, when the luff of the mainsail lifts
and the disturbance begins to travel aft across the belly of the sail in
waves, it will be a pretty sure sign that the vessel is "starved of wind,"
and a little weather helm should be given her.
Sailing by the vane, whip, burgee, or racing flag, is sometimes said to
be the easiest and at the same time the most trustworthy guide for close-
hauled sailing; but a very little experience will soon prove the falla.cy
of this. If the vessel is moving along at a good pace, say five or
six knots an hour, the flag will blow aft nearly in a line with the keel,
and if there be a square-headed topsail set, the flag will flicker on the
weather side of the yard. But in such light winds as we are now auummg
to blow, there may be quite a different current of wind aloft. Thus we
frequently hear the r e ~ k "She's near forard n responded to by the
helmsman, "She's all foIl aloft--look at the flag,"-and probably the
flag will be right across the vessel. Or the flag may blow. out to wind-
ward of the topsail yard, or droop and cause the helmsman to think
that he has got his vessel head to wind, and he will of course haul the
tiller to windward. This, perhaps, will cause a shout of "Bring her to I"
or It Let her luff, she's all off the wind," and an appeal to the vane or
racing flag will only show what a misleading guide it is. In fact, trying
to sail the vessel by a vane, or by the luff of a topsail, will be certain
to cause Il remarks" to be made forward, and as these remarks have
always an irritating effect on the steersman, he had better sail on a
Digitized by Coogle
wind by the head sa.ils than by the ftag, especially so 808 he will thereby
be able to keep the lower sails doing their work, and it is the lower
sails which must be mostly ~ e p e n d e d upon for getting through the water.
An old hand will sit down by the tiller and, perhaps, close his
eyes, and still fairly sail a vessel on a wind, 808 long practice will tell him
whether the sa.ils are fall or not by the feeling of the wind on his face.
He will not deign to look at jib, mainsail, or ftag, but will give the
vessel lee or weather helm just as he feels the wind on his face comes
freer or shorter. This really is a very good guide, and the steersman
when he gets thoroughly acquainted with the sailing of a vessel on a
wind will find a "chill" on his face a very trustworthy hint as to the
doing of a paltry, shy, or bafHing wind.
In sailing on a wind, keep an eye on the head. sails, after sail, upper
sail, and vane, and the other eye to windwa.a'd, for nine times out of ten
the direction of an impending puff can be seen 808 it travels towards the
weather bow of the vessel, rippling the water in its course. If the dark
ripples are seen coming broad on the bow, you will know that it will
be a good luffing puff, and as it takes hold of the vessel, ease "the weather
tiller lines, and let her luff to it freely, but do not allow the jib to lift i
then, if the puff is a mere Ie chill," out of a passing cloud, perhaps,
and leaves the wind as before, do not wait till" the puff has passed over
before the helm is hauled a-weather again, or the vessel will be left nearly
head to wind, and this would be a very lubberly proceeding j therefore,
before the It free puff" has blown itself out, haul up the helm and get the
vessel fall and bye again.
If you see that the puff is a strong one, of the nature of a squall,
do not get nervous and luff before it strikes the vessel, unless of course
it is considered prudent to shoot up head to wind to meet it. If you
begin luffing and lifting the sails before the squall strikes, you will deaden
the way of the vessel, and then the squall will have much greater effect
in heeling the vessel, and will perhaps take the topmast away-as a
very frequent cause of topmasts being broken is by being caught in a
puff when the. vessel has no way, or but little way, on.
But puffs as frequently come ahead as they do broad on the bow, and
the head puffs are the more difficult to deal with. Keep a good look-out for
these "nose-enders," and if lucky enough to see one before it reaches the
jib, keep the vessel off a little, and, if possible, prevent the sails lifting
at all. These puffs will be most frequently met with when sailing along
under high land or under trees j one minute a puff will come broad on
the bow or on the beam and lay the vessel in to the skylights, and the
next one will come right ahead and bring her upright as a monolith; and
Digitized by Coogle
Seamanship.
95
what with luffing to one puff and keeping away for anotherJ the helms-
man will have his vigilance very highly tested. HeJ of courseJ will not
be able to keep the sails from lifting at all
J
&8 the puffs are more or
less revolving
J
and Palinurus himself could not successfully dodge them;
still
J
with care, a vessel should never be allowed to get head to wind
so &8 to want backing off by hauling the fore sheet to windward and
easing off the main boom-this would not be seamanlikeJ and would
betoken great inattention.
In lufting to free puffs
J
or in keeping away for foul onesJ do not
H slam JJ the helm about j that iS
J
do not shove it down &8 if you were
trying to avoid striking something
J
or haul it up &8 if you were bearing
away round a mark. . In most cases easing the tiller lines will enable the
vessel to luff all that is necessaryJ and when free puffs are prevalent a
very light hand should be kept on the tiller linesJ and the vessel will
dance herself to windward and eat out on the weather of one whose
tiller has been held in an iron grip during all the puffs. Get all the
luffing possible out, of a vessel, and never miss the smallest chance of
a gripe to windward
J
even to a quarter of a point of the compass; but
do not put the helm down so coarsely that there is a danger of
bringing the vessel nearly head to wind; if this is done the helm will
have to be put hard up to get her off the wind againJ and nothing so
interferes with good performance on a wind a.a too much ruddering. A
good helmeman must have a light hand and unceasing vigilanceJ &8
tI weatherly qualities JJ are in no small manner dependent on the way a
vessel is steered. Therefore it cannot be too frequently repeated that
the faintest semblance of a lufting puff must never be disregardedJ and
the vessel must at the same time be humoured so tenderly to itJ
that no one shall see what the helmsman is about unless by watching
his movements very closely. On the other handJ in using weather helm
in keeping off to avoid a foul puff
J
it will not do to be too slow with
the helm
J
or the vessel will be stopped
J
and
J
without way on, it will be
some trouble to get her full and going again. Therefore always haul
the helm up as promptly as possible
J
but do not haul it savagely on to the
weather rail as if you were going to sail "large JJ for the rest of the
day. If a puff is not Been coming broad on to the bow look out for
one coming ahead, and directly the jib shows the slightest sign of
lifting, drag steadily on the weather tiller lines j if the puff is a very
bad one, the helm must be smartly hauled aweather, but a.a a rule the
foul puffs will not vary in direction more than a couple of points from
the direction of the true wind, and they must be accorded with by.as
delicate a use of the helm as for ff luffing puffs."
Digitized by Coogle
Thus the secret of close-hauled sailing coDBists in suoh a constant
watching of the wind and suoh a use of the helm to meet its variations,
that the vessel is always "full and bye," and never "near II and never
II off II the wind. When a man oa.n so sail a vessel, he will be a perfect
helmsman, and will make her eat to windward as fast as the very best
professional skipper could.
Speaking of professional skippers reminds us that many of these
have a funny habit of "sawing" the helm baokwards and forwards;
that is, they haul on the weather tiller lines and then ea.se them without
apparent motive, generally a.ooompanying the performance with a cor-
responding see-sa.wing motion of the body, by first resting on one fcot
and then on the other. Probably this peculiar habit was a.oquired on
board fishing vessels in the winter, when the men might find sawing
the helm and working their bodies about promote wa.rm.th. It certainly
is no assistance to a vessel, and is very "bad form."
Sailing a vessel in a strong wind, say with the souppers full of
water, will not be quite suoh a delioa.te operation;. still, the wind will
vary a great deal, and the very most must be made of the free puffs,
and the effect of foul ones reduced as muoh as possible. The vessel
will of course carry a great deal more weather helm, and when the sa.ils
are nioely trimmed the jib will be found the most reliable sail to steer
by, as the luff of the mainsail will lift a great deal from the mere
effect of the wind out of the foresail. Look out for the very hard
puffs, and do not allow the vessel to needlessly bury herself; on the
other hand, do not get frightened at a little water on deok, and throw
the vessel in the wind. Sail her along heartily, even to the rail under,
but never forget to ease the tiller lines for the smallest freeing of the
wind; and for the very heavy puffs do not luff before they strike, but luff
into them as they strike i the vessel will then not be knocked down so
badly, a.nd will walk off with inoreased speed by the aid of the puff.
It must not be supposed that it is a good thing for a vessel to be
sa.iled with her rail under and the water nearly up to her skylights;
but in sailing on a wind she should not be luffed up for the mere
sake of getting her out of suoh a condition if it is only a passing puff
that has laid her in; luffing, as a rule, in olose-hauled sailing, in our
deep-bodied, heavily-ballasted yachts, is to take advantage of free puffs;
but occasionally when the puff is very strong, a.nd neither free nor foul,
advantage may be taken of its strength to do a little luffing, and at the
same time olear the lee deok of water; in such luffing the chief care
of the helmsman will be not to get the vessel so near the wind as to
much stop her way or to risk getting in irons.
Digitized by Coogle
Seaman8hip. 97
Frequently in matoh sailing a vessel is found to be heading for her
mark, and the hope of the helmsman will very properly be that she will
fetoh without making a tack; but he must not get anxious about it, and
hug the wind; if he does the vessel's way will be deadened, she will make
an unusual amount of leeway, and it will be a hundred to one against her
fetching. He must sail her along boldly, not getting off the wind and
courting another tack, but exeroising all his care in keeping her an exact
full j she will probably fetch, and if her head now and again falls to leeward
of the mark, it will probably come to windward of it agp.in: on no a.ooount
get nervous and try to steer for. the mark. If such an attempt is made,
the mark will not be fetohed, and the attempt will be quite oontrary to the
prinoiple of the art of olose-hauled sailing, whioh art cannot be regulated
by Ie steering" for fixed marks. There is an old saying ff keep a vessel
full and she will eat herself to windward, but try to sail her in the
wind's eye and she will crab to leeward." Oocasionallya little ff niggling,"
as it is oaJled, may be indulged in if the mark is very near j but even then
the vessel must not be sailed so fine 80S to cause the head sails to actually
lift j and when within one hundred yards or 80 of the mark she should
be ramped along a good full and shot up to windward of the mark with
good way on, as if she be gilled up to the mark' with little way on, and
got met at the last moment by an unfriendly pu:ff, 80 oollision with the mark
would be almost 80 matter of certainty. This, although a most humiliating
spectacle, very often happens, as skippers will do almost anything to save
a tack j but it is only the smartest of them that can judge when a tack
can be profitably saved and when not. (See ff Over-reaching.")
SAILING A VBSSm. Oli A Wnm IJI' A Hun SBA.-It will require
some nerve to sail a vessel suocessfully on a wind in a heavy sea. Often
a haunting fear that the bowsprit will be carried away, or the deck swept
by a green sea, makes a man have the vessel's sails constantly lifting j
the result is that she tumbles about in the sea like 80 log, sags to leeward,
and gets the character of being a bad sea. boat. Do not fear the breaking
of a bowsprit or a green sea on deck j be not unmindful of either, but
above all things keep the vessel ramping full j this is the secret of
success in sailing on a wind in a sea. Of oourse it is assumed that the
vessel is properly oanvassed: if she has two reefs down in the mainsail,
that the foresail is single reefed, third jib set, bowsprit reefed, topmast
housed, and everything seourely lashed on deck. The vessel should be
oanva.ssed. so that in the true strength of the wind the covering board
would be well out of the water--a. fourth of the height of freeboard. It
is of the first importance to remember that in a sea it will not do to sail
a vessel rail under, as a weight of water on deck and the fact of the
B
Digitized by Coogle
,
vessel being over on her side will greatly interfere with her good per-
formance; therefore a vessel should be canvassed. so that her rail will
not go under, and in the squalls ehe must be eased judiciously with the
helm, always remembering that although occasiona.l easing may be prudent
the chief aim must be to keep her full. The main boom should be eased
off a couple of feet or so farther than it is in smooth water, and the
weather should always carry the weight of the boom. The
fore sheet should also be eased, but the jib sheet should not be eased so
much as to ca.use the jib to lift badly, as the jib will be wanted to keep
the vessel out of the wind, especially after she has been eased into a sea
.As a rule the vessel will be found to pitch pretty regularly, and one
sea being very much like another, the vessel will be sailed through all,
hard a.nd a good full. Do not let her sails shake, as her way will be
stopped; she will then pound the sea and jump two or three times into
the same hole. Those on board will say ff what a horrid bad sea boat she
is, that she pitched two or three times to the once of any other vessel,
and always had her deck full of water." But keep a wary look-out for
the big seas. One will be seen rolling in on the weather bow, gradually
gaining in height, and perhaps rising, pinna.cle like, just at the point
where the vessel will meet it. This is the wave to be ready to meet;
it will rise higher and higher as it gets towards you, and will either
curl over and break up by its own exhaustion, or from the fact of its
meeting the vessel, and there will be in either case a ton or two of green
water on deck. Just before the big wave reaches the vessel there will be
an unusual hollow or deep trough, and into this she will and must go;
before she can recover herself the big wave will roll over and fairly
swallow her up; then there will be a smooth; a number of small waves
will be formed; the vessel will give 'one or two deep dives-the
of her bow being thrown up by the big wave-a.nd then be steadied for
a minute or so in the smooth.
When a big sea like this is seen on the weather bow, the vessel's
helm should be eased down a. little just before the sea reaches her,
so that she may take it more fairly stem on; but in luffing into the
wave do it in good time, and directly she is fairly into it put up the
helm again, and fill her sails before she has time to get head to wind.
The object in easing the vessel is of course to ease the shock both by
deadening her way and by presenting the stem to the sea instead of
the bluff of the bow; therefore directly the sea and the vessel have
met, the effect is over, and the vessel must be filled instantly; that is,
she must be put off the wind again to a good full and bye.
'fhe most tiresome of all seas to sail a vessel in are those which are
Digitized by Coogle
99
a weather-gfsiIlg more or less such
88 on the Brambles, at the mouth of Southampton Water, or on the
Bar at the entrance to the Mersey, or at the Nore. Here the sea is
furrow-like; that is, the troughs are long and deep, and the crests of
the Waves are a succession of sha.rp ridges instead of the long-ba.cked
waves met with in deep water. So long a.s a vessel keeps time with
that is, so c:snly pitches onuu hollow,
ge a regular pitching ang but if,
wind heading through carelesu
huudened, and shu twice into the
through meeting of unusual
trouble on deck in the wa.y of water, a.s the vessel will meet the wave
crest just 80S she takes her second dive instead of when she scends from
her first. There will be two or three very quiok dives after this, a.nd
the helmsman must keep the vessel full; not shake her up because she
Uhf'5seunpleasant keep her full geep her
the sea, ,and into the regular riue of the
or, as the sa.ilollu her toe and houl Ume.
be supposed is sailing regula.r
she rises, ang '500fe time as
at A (Fig. 28). Whilst ahe is going up through the wave, or scending, she
will show a tendency to come up to the wind, as her stern will be so
little pressed by the water that it will go oft to leeward. She will stop
'in 8uspense for a moment and then pass rapidly through the wa.ve, and the
next moment will be in the position B (Fig. 29), when her bow, being unsup-
JJ2
roogle
ported, it will fly off the wind. This latter tendency must be guarded
against, a.s in another moment the vessel will be in the position C (Fig. 30),
with water well nigh up to the bowsprit bitts. She will rise streaming with
water at il, and take the position A again, and so on ail naweam. Very
frequently a vessel will shoot 80 far through a wave when in the position
A, that she even gets farther through it than shown by B; this is what
lI'IG. 80.
a vessel does that is sailed fast through a sea with a lot of canvas and
with a tremendous momentum, due to the speed and weight of the
vessel and her manner of ballasting. Often three bigger waves than
usual will come one after the other and then there will be a smooth,
but frequently the three are thought to follow, when in reality the
vessel is only plunging from the effects of the motion imparted to her
by. one big wave. At any rate when the vessel gets into the position
B, she should be put .a.s fairly into the sea ahead of her a.s possible.
H there is no big sea ahead she will fall harmlessly enough into the
trough and will hardly require easing.
In sailing a vessel hard through a sea like this, the' motion will
necessarily be unplea.sant, as, instead of rising leisurely a.s it were to
the waves, and pitching gently, the vessel will more or less of her own
momentum throw herself ahead; this will not only make the motion quick
and unpleasant, but will put a grea.t strain on the gear, but 808 it is
more a question of getting through the sea than riding over it with
comfort and with safety to the gear, the last words on this subject will
be, keep a firm hold of the weather tiller liD.es.
SAILING oJ'J' TIDI Wnm.-Sailing off the wind means that the vessel
is more away from the wind than the close-hauled point, and applies
up to the time when the wind blows four points abaft the beam, when
the wind would be quarterly. In sailing with the wind abeam, the head
sheets must not be ea.sed up too much, but a good strain must be kept
on them, as the vessel is almost certain to gripe a great deal, and
to show a tendency to fly to; of course, if the head sheets are eased up
80 that the sails are always lifting, this tendency will be much more urgent.
~ t h e r must the ~ l!heet be ea.sed off too far; if it is,
Digitized by Coogle
Seaman8hip. 101
the weather cloths of the sail will "lift" and go into folds. If the fore
part of the sail does so lift, the main sheet must be drawn in a little
until the sail has the" full weight of the wind, and falls "asleep."
Frequently the luft of the sail may be quiet enough, but the topsail
may lift, and that will be a sign that the main boom wants hauling aboard
a little, 80 as to get the peak more inboard, and thus make the topsail
stand better. But the mainsail must not be pinned for the mere object of
making the topsail stand; if the luft of the latter be to windward of the
topmast, the cause of its lifting may be the eddy wind round the topmast.
With the wind abeam the veBBeI will be laying her course, and the
helmsman will have to steer by compass or by keeping some object straight
on for the bowsprit end. Every tendenoy the vessel shows to fly up in the
wind must be promptly met by the helm; do not hold the helm as if the
object was to keep it rigidly in one position, nor wait until the vessel's head
has ranged up two or three points. Watch the compass card or the object
you are steering for, and directly the vessel brings her head to windward
give her a little weather helm and keep her straight if you can. If she
shows a tendency to fall off, meet her promptly with a little lee helm, and
always remember that the object is to make her keep a straight course, and
to prevent her yawing either on or off the wind. It will not be a.
question of keeping the sails full and no more than full, but that of
making the vessel go straight as an arrow for her object, always recol.
lecting that if she yaws about that of itself will stop her way, and
there will be also the retarding action of the rudder to bring her back on
her course; therefore using a little helm promptly will prevent yawing,
and the checking of the vessel's way from this cause will be reduced to a
minimum.
But a vessel may gripe through the wind shifting more aft, or she may
show a tendency to run off through the wind coming more ahead, therefore
the vane must be watched, and the blowing of the wind on the face should
also be regarded. In match sailing especially, slight alterations in the wind
should be observed, and we have frequently seen the main sheet in smaJl
vessels laid along the weather side of the deck in the hands of the crew,
who slackened off or drew in the boom to suit every slight alteration in
the wind. Of course this would only be done in very light winds, but
all cases and alterations in the wind that make a palpable difference on
the amount of weather helm carried, should be promptly provided for by
trimming the sheets.
With a beam wind if there is much strength in it-so strong that a.
topsail lays her in to the deok edge-the vessel in the pufts will now and
again shove her rail under, but she should never be permanently sailed with
Digitized by Coogle
more than two or thi-ee planks of the deck awash. Sail should be
shortened without hesitation if the reach is a long and if the wind
seems bent on a good steady blow. But if it is a mere pufi, or if the
rea.oh be a short one of a half mile or so, the vessel must be eased to get
the water off deck, and ramped along again in the lulls. Some judgment
must be exercis.ed in so easing a vessel, as if her sa.ils are made to lift very
much her way will be stopped; on the other hand, if she has to sa.il with
her lee deck full of water up to rail, that will stop her way, and so the
aim must be to stop her speed as little as possible from either cause,
and as before said, if the reach be long and the wind a la.sting one
shorten sail.
SAILING on THII WIND IN A HuVY SBA.-In sailing along the wind
in a sea-it would not be attempted if the sea. were very heavy-the
helmsman will find some difficulty in keeping his vessel from griping-to or
running off, as the sea. will carry her about a great deal. He should be
well prepared to give her lee helm promptly if she shows a sign of running-
off, and should either keep the lee tiller line in his hand, or the tiller itself,
or should have someone to leeward of the tiller, the latter if the vessel be a
big one, say of 70-tons, or upwards. If the vessel gripes-to, she must be
given weather helm; but checking the tendency to II run off her helm" will
require the most care, and lee helm should be given a vessel directly her
head begins to fall off when sailing along the wind. With a heavy beam
sea. a sensation will be experienced of slipping down the side of the waves
as the seas pass under her; but the great danger will be from a beam sea
breaking aboard, and, as before said, if the sea. is very heavy, she should
be either put head to it or before it.
To RUN BBI'OBB THlII WIND IN A HBAVY SBA.-Have the boom topped
up, so that the boom end will clear the combers if possible during the lee
roll. Bend the boom-guy by making fast with a clove-hitch the thimble
end to the boom, about two-thirds of the length of the boom from the
mast. Take the guy forward, pass the bight round a cleat or snatch
block, and bring the end back, and reeve through the thimble, and
belay. Sometimes the guy is simply taken forward and belayed, or set up
by a ta.clde. .
If the sea is very heavy the mainsail should be stowed and trysa.il set.
The squaresa.il, reefed, should be always set under such circumstances, bot
it is best to have the trysail as well, because if an accident happened
to the squa.resa.il, the vessel can be brought to wind and hove to under
the trysa.il. The trysail should be sheeted pretty fiat, as the sail will then
tend to check the weather rolling and inclination to fall off. The foresail
would be lowered, but a smaJl jib should be always kept set.
by Coogle
Seamanship. 103
Another reason for preferring a trysail to a close-reefed mainsail is that
the head of the sail woold be higher, and would keep the wind whilst in
the trough of the sea, whereas a close-reefed mainsail might be becaJ.med.
For the same reason, to avoid being becaJ.med, a reefed square sail should
always be hauled close up to the hounds.
In running before a wind and sea great care must be taken that the
vessel does not get by the lee; that is, that she does not run off so much 1108
to bring the-wind on the other quarter and gybe. The lazy guy would most
likely prevent the boom coming over i if it did not look out, and keep clear of
the main sheet if you are near the counter i and lie down on deck, 1108,
if the boom is brought up suddenly by the runner, it may break and sweep
the deck.
Supposing the vessel gybes without any other accident, It meet"
her promptly with the helm, and do not let her By to i then prepare to
gybe the vessel back again if necessary i get in some of the main sheet i
drop the throat or peak down; put the helm up and gybe her handsomely.
H when running under sqoaresail the vessel broaches to, that is, Hies
up into the wind and gets aback, brace the squaresail sharp up, and haul
the weather jib sheet taut; keep the helm hard up until the vessel is before
the wind again. H the vessel Hies-to quite head to wind, the squaresail
must be stowed and the foresail set, if necessa.r,y:, to back her head off.
It is generally supposed that a large quantity of sail must be carried
when running before a heavy sea, in order to keep ahead of the waves; or,
in other words, to avoid being pooped. This is not exactly the ca.se, as
the speed of large waves is much too great for any vessel to run aWay
from them i thus an Atlantic wave 200ft. in length (such as would be
met with in a brisk gale) travels at the rate of twenty miles an hour, and
no vessel could run- at that speed. The height of such a wave might
be about 35ft., but probably would be not more than 15ft. and the object
of having much canvas set would be that a vessel might not get becalmed
in the trough of the sea, and by suddenly losing her way cause an over-
taking wave to be broken up i a quantity of water might then possibly fall
on' board. [It must always be understood that it is not the water whioh
travels, but only the wave motion]. This would be termed "pooping,"
and to avoid soch accidents square topsails have been muoh recommended
for large oruising yachts, as, owing to their loftiness, they are unlikely
to get becaJ.med in the troogh of the sea. However, pooping more
frequently happens from quite a different cause, in this way: as a wave
advances it will sometimes grow in height and lose in length, and as Itt
wave form cannot be sustained after a certain proportion of height to
length has been reached, the crest of the wave becomes suddenly sharp
Digitized by Coogle
104 Yacht alid Boat Sailing.
and still higher, and ultimately curls over on the side it has been a.dvancing.
If this breaking up of a wave-which under such circumstances might rise
to Bo height of 50ft.-should ha.ppen close to the stern of a vessel, she will
be inevitBobly pooped,; tha.t is to say, some of the water will faJl on board,
and the crew will have to hang on. for their lives.
Luge deep sea waves, when they approach shallowness, alter in
form and lose their speed,; they become shorter and higher (deep-sea
waves whose original height wa.s 40ft. hBove been said to rise to ] 50ft.
as they approach the coast), and then the crests, tra.velling faster than the
troughs, topple over in broken masses. Hence waves in shallows or near
the coast are more dangerous tha.u deep-water WBoVes.
CARRYING AWAY A BowSPBIT.-If by the wind, directly the bowsprit is
gone ea.se the ma.in sheet and ha.ul the fore sheet a-weather,; but if the
vessel ha.s been reaching well off the wind, she must be brought near the
wind, and in either case hove to. . If the bowsprit is carried away near the
stem, in consequence of a shroud bursting, the outer end will fiy aft. Lower
the jib and unhook from the tra.veller. Put the bight of a rope under each
FIG. 81.
end of the bowsprit, the end of the
inner part of each rope being fast on
the deck,; ha.ul on the other part, and
thush>ll or parbuckle (866 Fig. 31) the
bowsprit up the side of the vessel to
the deck. Then clear the gear. The
bowsprit may be got out again properly
secured. If the end of the bowsprit breaks off outside the jibta.ck sheave
hole, let the jib sheet fiy,; or take the jib in Boltogether, as most likely a
change will ha.ve to be ma.de. Get the end of the bowsprit on deck, take
the gear off, and re-fit it to the bowsprit end by lashings.
If the topmast should not be ca.rried Boway by the loss of the bowsprit,
try and sa.ve it. Let go the topsail sheet and ha.lya.rds, and get the topsail
down. Take the jib topsail halyards or spinnaker halyards forward, and
set taut as a topmast stay, to steady the topmast.
CARRYING AWAY A BoWSPRIT SUBOuD.-Let the jib sheet fiy. Put the
helm down and bring the vessel on the other tack immedia.tely,; if there
is not sea room to keep the vessel on the other tack, let the jib run in
and heave to. Then repair damage, or set up the shroud by tackles. (866
If Strop II in Appendix.)
CARRYING AWAY A BOBBTAY.-Let the jib sheet fiya.nd heave to if not
match sailing. If it is the fall that has broken, the bob stay will have to
be fished up and a new one rove. If the shackle on the stem or the bar is
broken so that it cannot be repa.ired, and there is no second shackle or ba.r
..
Digitized by Coogle
Seamanship. 105
on board" the vessel must be sailed without a bobstay. Reef the bowsprit
in, set a small jib, and do not sheet the jib too taut. In squalls, or when
falling into a wave hollow, ease the vessel with the helm. Many fishing
vessels, some of 80 tons, are never fitted with bobstays; but of course they
have very short bowsprits.
If there is any sea, the vessel should not be sailed without a bobstay
and with no jib set" as the bowsprit would under such conditions most
likely be carried away. The stay rope of the jib will support the bowsprit,
but the jib sheet should be well lightened up. (8e6" Strop'" in Appendix.)
CARRYING AWAY A TOPJlA.ST.-A topmast when broken invariably falls
to leeward, and it would be very difficult to give directions for clearing
the wreck away. It will hang by the topsail sheet from the gaff, by
the tack over the peak ha.lya.rds, by the backstay over the peak ha.lyards,
and by the topsail halyards if they were belayed to windward. In clearing
the wreck and unreevmg, be careful not to let anything go until it has
been properly secured or la.shed" 80 as not to tumble on deck.
CABBYINGAWAY A MAsT.-The best thing to do, if the weather is
very heavy, is to unreeve tacks, lanyards" and backstay tackles, and
ride to the wreck, as it will make a capital floating anchor. When the
weather moderates, the mast can be got alongside, the gear cleared, and
the sail got on board. In a. large, vessel the mast will probably be too
heavy to handle" and will have to be made fast astern. In a small yacht
mast may be rigged as a jury mast. Supposing the mast has been
carried away fiva or six feet above the deck, put the heel of the mast
against the stump on the aft side so that it cannot fetch away; take the
lower main ha.lyard block to stem head j put guys on the mast-
head, and lead one to each side of the yacht. Lift up by the masthead,
and set taut by the main ha.lyards, and when the latter have got sufficient
purchase hoist the mast to a perpendicular, steadying by the guys. When
upright la.sh the mast to the stump, seize bights in the shrouds to shorten
them, and set up by the lanyards. If the mast be worked round to the
fore side of the stump, the boom gooseneck can be shipped as before.
Set the mainsail reefed or double reefed as required, or set the try-sail.
If the mast be carried away close to the deck, unship the stump, and
step a spare spar to lash the heel of the mast to. Or the broken mast could
be stepped. In this case it would be better to improvise sheers by taking
a couple of spars, such as topsail yard and try-sail gaff; and, after lashing
their ends together, rear them over the mast hole, one leg in either scupper.
A tackle should be lashed to the apex of the sheers for hoisting the mast
by. Keep the sheers in their place by guyslea.ding forward and &ft. '
Sheers might be used for getting the mast and boom' on deck, or
Digitized by Coogle
for rearing the maBt on end at firBt, by rigging them aft, when the heel
of the maBt iB to be lashed on deck.
In case of a maBt being carried away close under the houndB, pre-
parations for getting the rigging and halyards aloft again can be made
by throwing a line over the maSthead, and hauling a tackle to pull a man
aloft by. If the masthead iB carried away, the main halyard block can be
lashed above the rigging round the yoke. The peak hoisted by one of the
topping-liftB, or by a couple of blocks of the peak: halyards, one to be lashed
to the masthead over the main halyard block.
When the masthead is badly BPrung above the yoke, but is kept from
falling by the topmast, let fly the jib sheets, heave the vessel to, and lower
the mainsail aB quickly &8 poBsible. Lower the topmast half-way down, and
lash the heel to the mast. Unhook main and peak halyard blockB, and
unreeve jib halyardB. Then prepare for rehoiBting mainsail &8 if the mast-
head were carried away. The topmast will keep the mast head from falling.
CARRYING AWAY TD FOD STAY.-Ease up fore and jib sheets, slack:
out the main Bheet, and run the vesBel off the wind. Put a Btrop round
the bowBprit cloBe to the Btem, and Bet the lee runner up to it. If the
fore Btay cannot be secured by tackles, haul an end of the cable up to the
masthead by the foresail halyards, and take a bight round the mast above
the yoke. Set up the cable through the hawse pipe. Sometimes a jury
fore stay is rigged out of one of the hawsers. (See II Strop" in Appendix.)
CARRYING AWAY A RUNNJlR.-The greatest strain comes on the runners
(by runners is meant the pendant runners and tackle), wb.en the wind is a
little abaft the beam; and if the weather one is carried away, the vessel
should be instantly thrown head to wind, and put on the other tack
until the runner is repaired. The veBBel should be met . by the helm
when near head to wind, and not put on the other tack until the main
sheet is hauled in. If there be not sea room to sail the vessel when
on the other tack, heave to.
CA.BBYING AWAY A TRIA.TIO SUY.-If the triatic be carried away, and
the mainmMt does not go with it, put the helm up, slack out the main
sheet, and run the vessel off the wind. Take the lee main runner forward,
outside the main rigging, and set up to the fore-runner bolts. If there
be a fresh breeze, stow the mainsail, and then repair the damage.
CARRYING AWAY A TOPKA.8T BAOKBTAy.-Throw the vesBel up in the
wind, let fly the topsail Bheet, jib topsail Bheet or Bpinnaker sheet, and if the
damage cannot be quickly made good take in the topsailB.
To ANCHOR WDN ON A WIND WITH WlU.TDB-GOING TIDB.-Get the
anchor ready on the bow, and Bome cable ranged on deck. Have the main-
sail ready for lowering. When nearly abreast to leeward of the spot where
Digitized by Coogle
Seamanship. 107
the anchor is to be let go, lower the main sail and put down the helm j
when head to wind bring the helm &midship, take in jib and foresail and
shoot to the spot where the anchor is to be let go. Unless there is 80 little
that the vessel will be wind rode when she is brought up it is
important that the mainsail should be stowed before she comes to anchor j
otherwise as she swung round to before the wind with the tide, the conse-
quences might be very awkward.
To ARCHOR WlIBN ON A Wnm WITH LU-GOING TIDB.-Have the anchor
and cable rea.dy. Have jib and foresail ready for lowering. When abreast
to leeward of the spot where the anchor is to be let go take in jib and
foresail, put the helm down and shoot up hea.d to wind, and when way is
deadened let go the anchor and stow the mainsail j or if plenty of hands
an on deck, lower the mainsail 88 the vessel is brought to. The vessel will
of oo1l1'88 lie head to wind and tide.
To ARCHOR WlIDJ RUNlfING BBI'OD THB WIND, BUT AGAINST THB TID);.
-Stow the mainsail, take in the jib, put the helm down, shoot hea.d to
wind, lower the foresail, and let go the anchor.
Or stow all the sails, and do not alter helm. When the tide has
brought the vessel to a standstill, let go the anchor.
To ANCHOR WHBN RUNNING BUOU THB WIND, AND WITH THB TIDB.-
Take in jib and foresail, haul in the main sheet, put down the helm, and
when hea.d to wind keep shooting till way is stopped; let go the anchor,
and stow the mainsail.
If moorings to be picked up, the same course will be followed j
but judgment must be exercised, 80 that when the vessel shoots up to the
watch buoy her way is almost or quite stopped.
ANCHORING IN AN OPBN RoADSTBAD.-In coasting it -may be fre.
quently convenient to bring up for the night under the land, but if
the weather looks at all bad seaward, the precaution should be taken to
unshackle the cable and bend the watch buoy on. Then if the sea did
get up in a great hurry the cable could be slipped, and recovered on
another occasion.
To MOOR.-V ear out chain about double the length of cable it is
intended to ride by; when the vessel has dropped astern and brought the
cable taut, let go the second anchor j veer out chain, and heave in on the
anchor first let go until an equal length of chain is out. If the will
not drive to .. spot suitable for the second anchor, send out a kedge and
warp in the boat; warp the yacht to the kedge, and let go the anchor. Or
the second anchor and chain can be carried out in the required position in
a boat. In such case, only as much chain as it is intended to ride by need
be veered out to the first anchor.
Digitized by Coogle
The quantity of chain to ride by will greatly depend upon the nature
of the bottom, the strength of the tide and wind or Be&. Generally about
three times the depth of water at the top of flood ie sufficient for a emooth-
water berth.
To UNJlooB.-Heave in on one a.nchor, a.nd payout chain on the
other. Break the first a.nchor out of the ground, cat, a.nd then get the
other. In some cases the second anchor might be got by the boat' under-
running the chain.
THE MANAGEMENT OF OPEN BOATS.
QUALITIES 01' OPEN BOATS AS TO STIJ'lDss.-Small open boats must
never be regarded &B if they posseesed the qualities of deep a.nd heavily
baJ.l.asted yachts. They should not be sailed It gunwale under II &B a.
em&ll yacht ie, a.nd the puff or squall which a small yacht ca.n be sailed
through with impunity, will necessitate the open boat being thrown hea.d
to wind with head sheets eased up, or oft the wind with aft sheets ea.sed.
No system of ballasting will much increase the range of stability of a.
boat-(by boat ie mea.nt something of the type of the Surbiton gigs)-a.nd
it must be clearly understood that it is not the initial stability, or the stiff-
ness of the boat at small a.ngles of heel upon which her safety depends, but
upon her range of stability, that is to 8&y upon the amount of stability or
power to recover herself she has, when heeled through successivo a.ngles
until the gunwale might be pressed under water. For competitive sa.iling,
a boat to succeed must resist being heeled at &ll very potently, that ie,
she must have great initial stability, so &B to be able to carry a large area.
of C&nvas without heeling more tha.n to a point midway between her water-
line and gunwale. This stiffness ie more dependent upon breadth of beam
tha.n upon the weight of ball&Bt carried low, and a.n inexperienced boat-
sailer finding a boat very stiff at first might be tempted into pressing her
beyond the danger point.
On the other ha.nd, depth of hull of itself does not add to stability,
but by ba.lla.sting it does, and lengthens out the range of that stability so
that a boat may always have righting power at any possible angle of heel,
providing she does not fill with water a.nd sink. Thus safety does not
so much depend upon the great stiffness which enables a boat to carry
a large press of canvas without heeling to any considerable extent, &8
upon the range of her stiffness or the continuation of that stiffness, even
up to the time when she might be blown over on her beam ends. Now
shallow open boats have a very low range of stability, a.nd directly their
Digitized by Coogle
Seamanship. 109
gunwales are put under, they are likely to be blown over. A high side
out of water in a large way increases the range of stability, and the
higher, in reason, a boat's side is out of the water the safer she will be.
Boats are most frequently.,apsized in disturbed water, and the cause is
genera.1ly ascribed to a sudden squall, or to the :fa.ct that the boat being
unduly pressed, some of her loose ballast shifted to leeward. But a boat
among waves might be, and no doubt frequently is capsized without any
a.ooession of wind or movement of the ballast.
It can be supposed that a boat is sailing with a beam wind, and with a
. beam sea, and that her inclination, due to the pressure of wind on her sail is
15. If she got into the position shown in Fig. 82, she would pra.ctica.lly
be inclined to 80 and she would probably upset. Assuming that the boat
had no sail set, she would not get into such a position, as she would
accommodate herself to the wave surface and her mast would correspond
to the perpendicular drawn to the wave surface (868 Fig. 82). Even with
sail set the boat would more or less so accommodate herself to the wave
surface, minus her steady angle of heel j but the increased pressure on the
canvas, due to the righting moment of the boat, which would have to be
overcome, would prevent her recovering herself entirely. That is, if the
boat be heeled to 15 relative to the horizon, or to the normal surface of
the water represented by the vertica.l line, and a wave came to leeward as
shown, she would be in the position of a heel of 80 relative to the
perpendicula.r to the wave surface j but, inasmuch as the wind pressure
is only capable of heeling her to 15 the boat would ultimately recover
herself to that extent. and her mast would be represented by the vertica.l.
However, long before a boat could so recover herself, she might be
swamped or blown over.
With a beam sea a boat will roll a great deal, and this condition
is a prolific source of accidents. If a boat is being sailed at a permanent
angle of heel of 15, and by the action of the wave she is made to roll
another 15, she will frequently be in the position of being heeled to 80 j
and if the extreme part of the roll should occur jointly with such a position
as shown in Fig. 82, the boat would inevitably upset.
Next it can be supposed that the boat is sailed at a permanent
angle of heel of 15, that she has an extreme roll of 15, and that there
came a sudden wind squall. Then if the extreme leeward roll, and the
squall took place together when in the position shown by Fig. 82, she
would blow over and nothing could save her. But she need not be in such
a position as that depicted and yet be blown over: if the boat has a heel
of 15, and an extreme leeward roll of 15, then if the extreme roll and
a squall occurred the boat would be upset, whatever her actual
Digitized by Coogle

position among the waves, whether she was on the trough, on the side,
or on the crest of a wave. Further it must be always understood that
a force of wind which will, if applied steadily, heel a boat to U;o, will if
applied suddenly heel her to double that inclination i thus it is not so much
the force of the squall as the suddenness of its application wherein lies the
danger.
J!'r&. 81.
SAlLmG AKOlfGBT WAVBs.-When .110 boat is among waves (eapeoiaJ.1y
with a beam. wind), ballast should not be trimmed to windward, nor
should the passengers sit on the weather gunwales, as a boat after being
in a position similar to that shown by Fig. 82 will take a very heavy
weather roll, possibly fly up in the wind, be taken aback, and blown over.
The canvas that will permanently heel a boat to 15 may be carried
safely enough in smooth water with a beam. wind, but the case is altogether
ditferent among waves, and so much canvas should not then be carried,
perhaps by one half. Many ships' boats and pleasure boats are annually
lost through recklessness in carrying canvas in rough water i and, although
a boat may go out among waves a dozen times without being subject to
either of the coincident conditions described, yet may she the very next
time: therefore immunity is not necessa.riJ.y impunity. It will thus be
seen that there is very considerable danger attendant upon sailing a
boat among waves, a danger perhaps not always understood.
In sailing among waves the ballast should be well secured, the
passengers should sit in the bottom of the boat, and the main sheet
should be kept in the hand. If the sea is abeam the boat should be
watched very closely, and if a bigger wave than usual 1'olls in Qn the
Digitized by Coogle
Seamanship.
111
weather bea.ui, ease the sheet and run off the wind a. little, the wa.ve
will then pa.ss ha.rmlessly under the boa.t. Do not luff with a. beam wind
or sea., and in keeping a.wa.y never forget to ea.se the mainsheet.
In sailing by the wind among wa.ves the danger of being blown over
will be considerably le88, but nevertheless there is danger, and it must not
be assumed that beca.use an experienced and skilful boa.t sa.iler sa.ils a.
mere cockle-shell safely a.bout among wa.ves, that anyone could do so
without experience or skill. In boa.t sailing safety ma.inly depends upon
knowing what is dangerous.
In sailing by the wind the main sheet might be bela.yed with a. slippery
hitch, with the fa.ll close to the hand (resting over the knee is a. good plan)
and the fore sheet should lead &.ft. If there is much sea. do not pin the
main sheet in, but the fore sheet can be drawn OOly taut. Luff the boa.t
fairly into the big sea.s that roll in on the bow, and fill her &gain promptly.
The foresa.il will be found of grea.t a.ssista.nce in ta.king her head off, and
hence it should be sheeted pretty fia.t. In puffs and squalls the boa.t
should be luffed up and the fore sheet ea.sed, and alwa.ys do this before the
gunwale gets under; a.s when the gunwale goes under, the boa.t soon loses
way and then the power of lofting will be gone, a.nd the boa.t may perhaps
fill a.nd sink. If a. boa.t does not come to quickly and relieve herself of
wind .. let fly the main sheet and ea.se her that wa.y, but recollect in 8011
cases that whatever is done must be done promptly.
If the boa.t ha.s a. mizen the main sheet can be ea.sed a.t the time of
putting the helm down, a.s the .mizen will bring the boa.t hea.d to wind,
but generally in lofting for hard squalls the main sheet need not be eased;
but the fore sheet should be, a.s that will Iillow the boat to fly to more
readily.
If the boa.t ha.s only a. m&insa.il and mizen, ea.se the main sheet in
blfling if the squall be heavy, and leave the mizen to bring her to.
In lofting for squalls, should the boa.t get head to wind, haul the
fore sheet a.-weather, put the helm up, keep the main sheet ea.sed off and
press down what is to be the lee qua.rter (see foot-note in the Oha.pter
on New Brighton Boa.ts). If the boa.t has only one sa.il, haul the boom
on what is to be the weather side and put -the tiller on the opposite
Bide; a.a the boa.t gets stemwa.y on she will payoff, theB. right the
helm, ea.se the boom over, and sa.il her. If the boa.t has a. mizen 80S
well a.s ma.insa.il, the mizen sheet should be eased whilst the boom is held
over. If an oa.r is handy, the boa.t can be helped off the wind by a.
"back-water" strolte or two off the lee qua.rter, or a. forward stroke or two
on the weather bow. But the boa.t sa.i1er must not get nervous and throw
bis boat bead to wind for every little ca.tspa.w or sma.ll sea.; he must,
Digitized by Coogle
whilst being careful tha.t his boat is not capsized by 80 squall or :filled
by shippmg water, sail her boldly but not recklessly, and keep her 80
"good full," or she will surely drive to leeward. It is particularly
incumbent tha.t 80 boat should be kept full when sailing among waves,
hence the great necessity 6f her being appropriately canvassed. However,
if the boat is sailing across 80 weather-going tide she may be " squeezed" 80
little, but never allow the sails to lift.
TACKING.-Whilst tacking 80 smaJl boat always remember tha.t it is
not the tiller of 80 big yacht tha.t is grasped, and do not shove the
helm down with all the force at hand; bring the boat head to wind
with the tiller about half over, then put it hard up and ease again to
amidships as the vessel gathers good way. With a big boom mainsail
80 small boat in smooth water will shoot head to wind and :fill on the
other tack in less time than it takes to write it, but in a sea she may
require some help, and the moment for tacking should be when 80 cc smooth"
comes on the water. If there is an uncertainty about the boat coming
round, do not. let go the fore sheet until the boat's head is fairly oft on
the other tack. If the boat has no head sail, ha.ul the boom aboard
as the helm is put down, and keep it to windward until she pays oft.
Never forget tha.t a boat can always be helped round by an oar.
Above all things never attempt to tack with 80 big wave coming in
on the weather bow.
SAILING ALONG A WtiTIIBR SBORB.-In sailing along 80 weather shore,
it is generally found safer with 80 boom mainsail to luft up in the wind
and ease the fore sheet, if there be one, than to ease the main sheet and
attempt to relieve the boat without much altering her course; however,
if the weather shore be the bank of 80 river and close aboard, there will
be the risk of going stem on into the bank; and this will be especially
awkward if the boat has 80 long bowsprit. It is not pleasant to go into
the bank of 80 river, but it would be preferable to capsizing. Still, in
match sailing a great deal of valuable time might be lost by luffing up,
and 80 boat can be relieved and kept going by judiciously easing the
main sheet and rUnning her oft; but never deliberate 808 to wha.t shall
be done-tha.t is, whether the boat shall be lufted up at the risk of
running into the bank, or whether the sheet shall be eased and the
boat run oft the wind. Always remember in the case of squalls tha.t
"he who hesitates is lost."
SAILING ALONG A LEB SBOO.-When sailing along a lee shore in
squally weather (if it is 80 matter of choice, always work the weather
shore), smartly luft up to the squalls in preference to easing the main
sheet, and thus keep the boat going. If the squall be very heavy, the
Digitized by Coogle
Seamansh.ip. 113
fore sheet should be let fiy so as to bring the boat head to wind quickly.
If the main sheet is eased off much the boat loses way, and t h ~ n by help
of her foresail may take off against her helm and shove her .nose ashore j
80 easing the main sheet in squalls should be avoided, if possible, when
sailing along the lee bank of a river or by the side of mud or sand fiats.
Generally the boat will U come to II quickly enough without the fore sheet
being eased i but, if the squaJI looks to have much weight in it, ease
the sheet and luff up in good time i then prepare to lower the mainSAil, if
necessary.
In lowering a sail in squaJIs, great care should be taken to spill
the sail as it comes down, as, if it fills and blows out in bags, it may
not only cause trouble in handing it, put upset the boat.
RUlflIT]]{a BUOBII TO WIND AND Su.-Running before a wind and
sea. in a small boat .may to the inexperienced appear a very simple
and safe operation j but, in reality, it is a very dangerous one, and
many a small boat has been lost in attempting to It run away" from
a sea. The two principal dangers will arise from getting by the lee
and broa.cbing to: the boat's head will be most likely to fall off to
leeward, or rather her stern lift to windward, as' a wave crest passes
undemea.th her bottom from astem. But with equal peril she might
have ICbroa.ched to
U
as the wave crest lifted her bow j the boat's
head will be turned towards the wind, and then, if she be not well
managed, she will get broadside on to the waves, and the next roller
will almost inevitably swamp her. If the rig be misen, mainsail, and
foresail, the mizen should be stowed before the boat is put before the
wind; the lee foresheet should be belayed sla.ck, and the weather one should
be led aft. .As the boat begins to fiy to, haul the weather fore sheet in, and
put the helm. up; but very frequently the helm. is not of much use if the
boat is among breakers in shallow water, as she will be carried along on
the back of a comber. Thus it very frequen!1y happens that a boat that
has sucoessfully battled with the waves in the offing comes to grief as sha
gets among the surf to try and effect a landing or to run over a bar into
harbour. In running over a surf an oar off the quarter will be found much
more effective than the rudder to steer with, but the oar should always have
a line :fast on it, and it should be belayed to a cleat on the gunwale, in
case it has to be left when the sail requires attention.
A small boat, if there ia much wind, and especially if there be sea as
well, should never be run dead before the wind, but with the wind a little
on the quarter j then gybe over, and run on the other tack, to make the
destination.
In gybing, always haul the boom well a.board as the helm is put up.
I
Digitized by Coogle
As the wind passes from dead astern a.nd comes on the other qoa.rter,
taking the boom over, shift the helm promptly and prevent the vessel
flying to.
HBAvnfG TO.-Circumstances may arise when it will be necessa.ry
to hea.ve to. The best pla.n will be if the boat has a. mizen to set it
on the ma.inma.st, or shift mizen-mast and a.ll to the mainmast step j a.
sma.ll piece of the foresail might be shown with the fore leech just to
windward of the mast. A. boat will lie to pretty comfortably under a
sma.ll head sa.il with sheet hauled up close to the mast. The helm will
require unremitting attention. However, if an open boa.t has to be
hove to on a.ccount of the sea. and wind, the best p1a.n will be to ride
to a. raft made of mainmast, oars, &c., la.shed together. This will
brea.k the seas, IIoIld keep the boa.t hea.d to the sea.. For half decked
FIG. 88.
boats a. drogue is a. good contrivance f ~ r keeping head to the sea.
They are much used on the north-east coa.st. The drogue consists of
a hinge-jointed ga.lvanised iron ring about 2ft. in diameter. A. conical
canvas bag, made of No. 0 ca.nva.s, is sewn to this ring, and roped a.s
ahown in the sketch, Fig. 88. A. bridle is fitted to the ring, to which
the riding hawser is bent j d is a tripping line j b a. cork buoy to prevent
the drogue diving. When thrown overboard the mouth of the drogue,
., opens and fills. To get the drogue on board the tripping line d is
hauled upon. When not in use the ring is folded together by the joints
at k and ", and the bag snugly stowed round it.
When riding to a. drogue a. boa.t might keep a. sma.ll mizen set i it
Digitized by Coogle
Seamanship. 115
----------------- --------
would help keep her head to the sea, and make it easier work for the
man who had. oharge of the helm. Of course only a reefed or small
mizen would be set.
RDI'ING.-In, reefing, the t.a.ck and sheet should always be shifted to
the reef cringles before the foot of the sail is rolled up and the points
tied. Always roll up neatly and as tightly as possible, not only for
the look of the thing, but because otherwise the points for the seoond
or third reef may not rea.oh in O808e they are required. In shaking out
a reef always untie the points and loosen the foot before shifting the
tack and sheet.
RoWING IN A. Su.-The prinoipal thing' to avoid in,rowing in a sea. is
getting broadside on to the waves; if a boat gets into suoh a position she
may roll over or be knooked over or be swamped. If possible, row head to
the sea, and if the boat is oarried too far to windward, take the opportunity
of running her off whenever a smooth presents itself. In running before the
sea. the boat will most likely show a tendenoy to broach-to, and so get into
the trough of the sea that way, this tendenoy must be instantly ohecked.
In landing on a beach through a surf, it is frequently a good plan, if the boat
is not sharp sterned, to row her in bow to the surf, or stern first.
In boarding a vessel that is under way, always row up under her lee.
In OOarding a vessel at anohor, always bring the boat's head up to the tide,
and take a good sweep in coming alongside. Give the order Cf In bow"
when about fifty yards off, and Cf Oars" (the order for the men to toss their
oars in), according to the speed of the boat, so that she ma.y shoot along-
side with her way nearly stopped. Avoid if possible going alongside a
veSBeI stem on.
As a rule a boat should always be beaohed through surf with her sails
stowed, as, if she got broadside on among the breakers with sail up a
capsize would be inevitable. Upon nearing the beach on a fiat shore
recollect that here the wave water itself is moving, and will carry the boat
along until it finally OBoBts her up on the beach: as each wave overtakes the
boat care must be taken that it does not twist her round broodside on .
.AJJ the water at the stern may be moving faster than that at the bow,
the tendency of the stern wave will be to turn the boat round if the wave
does not take the boat fu.irly end on. This effect of the overtaking waves
can be reduced by towing something astern-a spar broadside on, for
instance, made fast to a bridle-and by approaching the shore stern first,
so that the bow is presented to the overtaking waves.
If the beach is a steep one the best plan is to row in as hard a.a
possible, ohoosing at last as the moment for beaching when a sea. begins to
break and pour in on the beach.
J 2
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-
116
Yacht and, Boat Sailing.
GBNEUL CAUTIoNs.-(hoeat care should always be taken when passing
onder the lee of a ship at anchor or other large object, if there is anything
like a breeze, 808 when the boat draws clear she will have but little way on,
and to be met then by the full blaat of the breelle will cause her to heel
more than if she were moving at her beat speed; or, if she baa to go onder
the lee of a passing or meeting veasel, she will equally get becalmed, though
not for 80 long a time; she will, however, get the breese again much more
suddenly than if the passing ship had been at anchor, and may consequently
be knocked down more. None of the orewof a boat should ever sit on the
weather gunwale when onder the lee of a ship, 808 the sudden I08S
of wind will bring the boat upright, and 80 much weight on one side may
cause the crew to be pitched into the water, or possibly, if the boat got
caught aback 808 she heeled to windward, she might capaiBe.
The first best thing to do is to give all objects suoh a wide berth that
the boat cannot be beQa.1med by them. If the boat is beating to windward,
and would have to bear up very muoh to clear the ship at anchor, it would
be better to make a board and weather the ship; this can a.1ao be done" if
managed in good time, to weather a ship that is meeting the boat, i.6., is
running before the wind; but a. boat should never be put across a vessel
unless so far ahead 808 to render collision impossible. If in the attempt to
weather a ship there seems a doubt about doing it, do nbt commence
squeesing or nipping; ramp the boat .along, and tack or bear up in good
time and go onder the ship's stern if both are beating, and onder her lee if
the ship is free.
If there be no ohoice, and the smaJl boat h808 to pass under the lee of
the ship, then have the main sheet cast off and held ready and clear to run
. out; if the boat baa nearly lost her way before gets the breese again
she will scarcely answer her helm to luff; and if she is knocked down to
near the gunwale edge let the sheet fly without hesitation.
If the passing vessel be a steamer going at a great .speed, she will
leave a considerable wash, and small boats should avoid this, although it is
the delight of some boat sailers to get into it and ship " green water," 808
they love to oa.1l it.
If the boat carries lee helm trim her by the head a little, or if. the
main sheet will admit of it harden it in and ease the fore sheet a trifle; at
all ennts 80 manage that the boat carries enough weather helm to fly up
in the wind when the tiller is let go. If a boat carries lee helm she may
refuse to come head to wind, and onder some oiroumstances this might be
highly dangerous.
A single hand should never attempt to row and sail at the same time;
if occupied with rowing he cannot atteD.d to the helm and sheets, and the
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Seamanship. 117
prudent course would be to lower the sail and propel the boat entirely by
oars. In case the rig includes a. misen or foresail, one or both could be
kept set, but the fore sheet should be belayed so that a. Slight pull on the
fall will release it.
The crew of the boat should invariably sit on the bottom boards on
the weather side, or if there be muoh sea, a.mi.dships. No one should be
allowed to climb the mast if the boat is under way, as the weight aloft
might capsize her .. Nor should any of the crew stand on the thwarts so
that they might get thrown down in the lee side of nte boat when she
lurched, or otherwise imperil her safety.
In 080BeB where the main sheet leads through a. block, through a. bull's-
eye, through a. thimble, through a hole, or other similar arrangement, the
boat sailer should ever and anon cast his eye on the fall of the s h ~ t and
. see that there are no turns or kinks in it. If the fall be coiled up, see that
the l"IlDlling part is uppermost and the end underneath. New rope and
wet rope are speoially liable to get foul turns in them. It will also be
prudent to see that nothing like a boat's stretcher, mop handle, thole pin,
or bailer lies in the coil of a fall of a sheet.
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. I
CHAPrER VI.
THE GENERAL MANAGEMENT OF A YACHT.
,
_ THE OWNER, MASTER, MATE, &C.
THEU is no code of regulations for the discipline of a yacht, but generaJIy
the custom of the merchant service is observed. The master is not
required by law to have a certificate of competency, and frequently he
is only capable of making coasting passages. However, many masters
of large vessels are skilful navigators, and could take a yacht to any
part of the -globe. The chief requisite in a master for a yacht, whose
cruising does not extend beyond the English and Irish Channels, is that
he should be a thorough master of fore-and-aft sailing, and that he shoUld
be olean and tidy in his habits, able to enforce oleanliness and tidiness
in the crew, have perfect command over the crew, and carry out the
owner's wishes cheerfully and respectfully. Most yacht masters rise from
fI before the mast" after they have served a season or two as mate or
second mate, and generaJIy they assume their new station with a full appre-
ciation of its consequence-that is, they are alive to the serious responsi-
bility of being in charge of a vessel-take her about with a caution and
p&.tience that are unceasing, and assume an appropriate dignity in their
intercourse with the crew: Some men, however, appear to be quite
incapable of feeling that dignity, and at one moment are too familia.r
with the orew, and the next squabbling with them. Such men
should not have charge of a yacht, and if an owner wishes to cruise
in comfort he will get a sailing master who, above aJl things, is fI master
of the crew," conducts h i m s ~ l f as such, and is observed as such.
The master has sole control on board, subject of course to the wishes
of the owner, who ought, however, never to have occasion to interfere
with the discipline or working of the yacht. If the owner has any
fault to find with the conduct, whatever its nature, of any member of
the crew, he should make that complaint to the master; this will show
the master that he is responsible for the discipline, good behaviour, and
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The General of a Yacht. 119
eflicienoy of the crew, and the crew will not have the opportunity of
saying they do not know who is master, or that the owner is master,
and that the titular master is only so in na.me. * But if the owner
observes any misconduct or gross inefficiency on the part of any member
of the crew, and the master apparently does not notice it, then the
owner should bring the master's attention to it, and, if necessa.ry, insist
on the delinquent being discharged. This will really strengthen the
position of the master, and inspire him with courage to take command
of the crew, instead of being content with a kind of slovenly discipline.
The owner should always keep up a kind of formality in sending a
message through the steward or mate or other member of the crew to
the sailing master, and address him as Mr. So-and-so, and not as Harry
or John or Bill, as the case may be. The owner in this way ca.n do
& great deal towards making the crew regard the master with respect;
as, if it is seen that the owner treats the master with a flippant familiarity,
the crew will do so too. In small yachts less formality is observed, and
the owner usually calls the master by his surname. The crew should
always address the master as "Sir," and not in an offhand way, such
as tf .All right, skipper," or tf All ready, ca.pta.in."
If the owner wishes any work done on board, or requires the gig
or boat, he should tell the master of his wishes or send a proper message
to him, and not issue direct orders to the crew; all such usurpations
of the proper duties of the master are subversive of discipline, and
should be carefully avoided. If the owner goes on shore and wishes
the boat to return for him, he should give the orders to the master;
but if he forgets to do this he should upon landing give the order to
the coxswain, whose duty it will be to repeat the order; thus, if the
owner says, tf Come for me at half-past four," the coxswain will answer,
four, sir," to show that he understands the order.
The master should always ship the crew, and generally should be
allowed to ship the mate as well.
The mate, like the master, should always be addressed as
alike by the owner, master, and crew. When the master is on deck
the mate's place is forward, and he superintends the setting taking
in sails, and generally sees that the master's orders are efficiently ca.rried
out. He also takes charge of the yacht's spars and rigging, and with
the assistance of the carpenter. and boatswain sees that all necesBa.ry
work is done upon it, and from time to time reports the condition of
the rigging, spars, and sails, to the toaster.
In lOme IIJII&ll T8U81e the OWDft is aotuaJq maater, and then he deaJa with the ore
.. auch.
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When orders are given to ge$ under way, the mate superintends
all the necessary preparations for weighing the anchor and making sail;
SO also in bringing up, he prepares for taking in sail and letting go
the a.nchor.
When the master is below, the mate goes aft and takes charge of
the deck and issues orders as if he were the master; but, although it
may be his watch on deck, he does not make any serious alteration in
the vessel's course, or shorten, or set sail, or reef without informing the
master of what he is about to do. Then if the master considers it
necessary, he may go on deck himself, and perhaps summon his watch
from below.
The boatswain takes charge of the sail room and aliip's chandler'a
stores, sees that all the tackles, spare sails, &c., are properly stowed
a.nd in good order. With the mate he superintends the washing down,
scrubbing, cleaning of braB8 work, and blacking down the yacht or
rigging.
In a few instances a quartermaster is shipped, and his duties are
to look after the signal ftags, guns, the helm, time, the watches, and
the stowage of heavy stores.
The carpenter notes the condition of the spars, decks, fittings, &0.,
sounds the pumps every morning or oftener if the condition of the
hull requires it.
The coxswain of a boat has to see that she is kept clean and in
readiness for use, rows the stroke oar when passengers are in her, and
takes the yoke lines wilen only the crew. The coxswain of the owner's
gig has usually one shilling or so a week extra for taking charge of her,
and he, as before sa.id, is held responsible by the master for her condition
and the condition of everything belonging to her.
The dinghy man (in a large yacht he has a mate) is at everyone'a
~ on b ~ , goes on shore on errands, rows the atewanl on shore,
&c. He is generally given lB. a week extra.
WATCHES, BELLS, THE HELM, THE CREW.
W ATcHEs.-The master is always in charge of the deck, exoepting
when 10U:g passages are being made; then watches are set. The master
takes the starboard watch, and the mate the port watch. The second
mate is in the master's watch, or, if no second mate, the boatswain.
The two mates generally tell the men off into their respective watches
when they are shipped. If the yacht is short-handed tn making a
passage, the steward musters in the master's watch and the cook in the
mate's. The watches are usually set a.t eight o'clock of the first night
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The General Management oJ a Yacht. 121
at sea, and the master takes the first watch; but on leaving a foreign
port for home the takes the first watch. Following out the axiom
that the ff master takes the ship out, but the mate brings her home,"
the mate has thus oharge of the navigation on the homeward voyage,
if he is capable of the duty, the master superintending only.
When a yacht ia in harbour, or when only sa.iling about in the day-
time and bringing up at night, no watches are kept, and the whole crew,
including master and mate are on deck. When about for a few
hours in the daytime the master takes BOle charge of working the yacht
aIid genera.lly steers. He issues all orders, a.n.d the mate sees that they
are carried Thus, in working to windward, if the yacht has to be
tacked, the B8rYS ff Ready about I " The mate a.n.swers Cf.All ready,
air." The master then puts down the helm, B8rying Cf Helm's-a.-lee I"
the mate answers If Helm's-a.-lee, sir I" and directs the crew to ease
up the head sheets and haul them aft again 8r8 required. When the
master hails with If Ready about," none of the crew should bawl out
1f.All right, sir," or answer in a.n.y way whatsoever, but if the mate
is not on deck, the second mate or boatswain should take hill place,
an.swer ".All ready, sir," and see that the head sheets are worked properly.
The master will see that the aft sheets are properly worked. With a
good and attentive crew, the first hail of If Rea.dy about," or even a
sign, will send a.ll the men to their stations, and the more quietly a
yacht oa.n be worked the better it will be for the nerves of the passengers.
In making long cruising passages watches are set, and the master
and mate take alternate watches, 8r8 before stated. The twenty-four
hours are divide'd into seven watches, thue-five of four hours duration,
and two of two hours, the latter being ca.lled " dog watches" and always
occur betweEpl four and eight o'clock in the afternoon. The object of
having dog watches is to obtain an uneven number, 8r8 otherwise the
same men would always be on duty in particular watches. During the
dog watchee-from four o'olock to eight-a. great deal of liberty is a.llowed
the men, and the watoh below 8r8 well 8r8 the one on deck do their own
odd jobs, tell yarns, sing, and genera.llyamuse themselves in such a way
as is consistent with the good working of the yacht.
When going to sea. the first (starboard) wa.tch is set at eight p.m.,
and the master takes watch. Eight bells are struck and the port
watch. retires below. At twelve o'clook (midnight) the port watch is
called by the second mate or boatswain going to the fore hatch or
BOUtt1e, and hailing ff Port watoh ahoy I" or ff Eight bells sleepers I "
The watch below should a.n.swer ft Ay, ay I" turn out immediately, a.n.d
be on deck in five minutes. Any lagging is regarded 8r8 very bad
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form, and a man is looked upon with contempt who does not turn
up on the first summons. The. watch la.sts from twelve to four, and is
termed the middle watch. At four a.m. the sleeping watch would be
ca.lled in the same way, to come on deck and take the morning watch
from four to eight, and 80 on for the forenoon watch, afternoon watch,
the fC dog watches," and first watch again. When in harbour, or at
moorings, an f( anchor watch" is kept by one man, whose spell is two

hours, the port starboard watch supplying the men on alternate
nights. This looks out for any dangers that a yacht may be in,
the watch below if nece8880ry, and strikes the bells.
BBLLs.-As a mIe, fC Bells" are only struck on board yachts between
eight in the evening and eight in the morning, but in large yachts
they are regularly struck a.1l through the twenty-four hours, whether
the yacht is a.t sea or in harbour.
The bells are struck in this way: one stroke (or one bell) is half-
past twelve; two strokes struck quickly (or two bells) one o'clock; two
strokes struck quickly, followed by one (or three bells), half-past one; a
double . two (or four bells) two o'clock; a double two and one (or five
bells) half-past two; a treble two (or six bells) three o'clock; a treble two
and one (or seven bells) half-past three; four double strokes (or eight
bells) four o'clock. Then commences one bell for half-past four, two
bells for five o'clock, and so on, eight bells struck every four hours.
But during the dog watches afu,jr four bells have been struck for six
o'clock, one bell is struck for half past six, two bells for seven o'clock,
three bells for half-past seven, but eight bells again for eight o'clock.
HELK.-When watches are set it is usual for one of the crew to
steer, and not the master or mate. Two men out of each watch are
usually selected (generally among themselves) to steer, whe are known
to be good helmsmen. Each man is at the helm for two hours,
this is ca.lled a. "trick." When the time has expired the other man
goes aft as four bells are struck. H he does not go immediately he is
reminded by the hail f( Spell 0 I " The man who relieves should always,
if the weather will permit, come aft along the lee side, and, crossing
over the tiller, from the lee side to weather side, come behind the other
helmsman, and take the lines out of his hand from abaft.
The man, as he gives up the helm, states the course as, say, E.S.E.,
or Ir Full and by," as the case ma.y be. It is the duty' of the new comer
to repeat the course, to show that he understands it, and the officer in
charge of the deck, should be near to hear that the course is correctly
given. The relieved man retires behind the other one, crosses the
and finds his way forward the lee side of the yacht.
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The General Management oJ a Yacht. 128
If the officer of the watch requires the course altered, he gives the
course anew, as E. by S., or "keep her oft," or Ifbring her to," or
"no more away," &c., and it is the duty of the man at the helm, to
repeat the order audibly, to show that he understands it. In bad
weather, it is usual to place a second hand at the helm, and then the
man whose trick it is, stands to windward of the tiller with the weather
tiller line or wheel in his hand, and the oiher to leeward with the lee
tiller line. The latter a.ssists in pushing the tiller to windward, or
hauling it to leeward, as occasion requires. Frequently a young hand
is given a spell at the helm in light winds, in order that he may gain
a knowledge of steering.
To COW AT WOBK.-When an order is given to any member of
the crew by the master or the mate, such as II Ease the fore sheet," or
"Take in the slack of that sheet," it is the duty of the man to audibly
repeat the order to show that he understands it, as tt Ease the fore sheet,
sir," &C. While the crew are at work, or during the watches from 8 a.m.
to 4 p.m., there should be nothing like II recreation" permitted on the
fore deck or in the forecastle, but the men should go about their work
quietly, never converse loudly, nor ha.iI' one another from one end of the
vessel to the other. .All orders should be obeyed instantly and cheer-
fully, with a ready response or a cheery" Ay ay, sir I" Nothing could be
worse than for the crew when an order is given to sit and stare, and then to
leisurely proceed to do it with an air which plainly says, CI I am doing
it, but you might just as well have done it yourself." In most cases,
in working the yacht the master should give the order to the mate, who
will direct the particular man or men who are to carry out the order.
As before said, the order should be obeyed with alacrity j if it is not,
it will appear that the men do not know how to execute it, or that they
are so stupid that they do not understand it, or that they are such
bad. sailors that they do not know that a seaman's first duty is ready
obedience.
Whenever any member of the crew shows the least slackness in
executing orders or in any way neglects the ship's work, shows symptoms
of insubordination, indulges in mutinous talk, gives insolent or even
pert answers, he should be instantly warned by the muter of the mistake
he has made, and upon the second. oftence should be given his CI discharge
ticket." If a seaman obeys all orders promptly and executes them con-
scientiously, he will be respected by the .master and other officers; but
if he is doubtful in obedience and a sloven in his work, the master,
very properly, will have a contempt for him, and will take advantage
of' the first opportunity for unshipping him.
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124
AGREEMENTS, LIBERTY MEN, DISCIPLINE, &c.
In all cases a clear and distinct agreement should be signed by
the crew, even though they do not "sign articles" under a shipping
master; and this agreement should contain in detail such regulations
as are referred to in No.7, sect. 149, of the Merchant Shipping Act,
1854, which says that regulations may be made with the crew II as to
conduct on board, and as to fines, or other punishments for misconduct
which ha. ve been sanctioned by the Board of Trade as regola.tions
proper to be adopted and which the parties agree to adopt." The
a.greflment should therefore clearly set forth the roles to be observed
on board as to wages, clothes, duties, general conduct, liberty, dis-
cipline, &c. (866 the article II Seamen" in the Appendix). It will be
found to be a very difficult matter to make and enforce rUles after
the crew has been shipped and berthed on board. The roles should
therefore be agreed to and signed at the time of shipping.
As a role there is more difficulty in maintaining discipline on board
a yacht seldom under way than on board one which is constantly making
passages. A yacht is in such thorough order, that after she is washed
down, the bl'8088 work cleaned, and her sides "chamoied," there is nothing
left to do except perhaps row the owner on shore and bring him off again.
The men have nothing t ~ do but eat and sleep, and as they cannot be
.doing this all day, there comes a longing for going ashore. The master
has to be asked for "liberty," and if the man cannot claim it as a
right the master may refuse, and the man then most likely has a lit of
sulks, and takes the first opportunity of being insolent. This is frequently
the origin of squabbling on board; but, on the other hand, sometimes
the master allows too much liberty, and almost permits the crew to leave
and rejoin the vessel when they please in spite of a signed or under-
stood agreement to the c o n ~ . This is worse than no liberty at all,

and usoaJIy ends with the contented men who stay on board from week's
end to week's end abusing those who are everlastingly on shore, and
the result is a regola.r fo'c'sle row. The master in all cases should make
known the fI custom of the ship" as to liberty as the men are shipped.
The usual plan is for the crew to have alternate afternoons and evenings
on shore, or "watch and watch," when lying in a harbour or safe road-
stead; but when lying in an open roadstead the question of liberty should
be left entirely to the discretion of the master.
It is useless to teU an owner that he should not keep his yacht at
anchor for weeks at a stretch, but get under way every day; there may
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The General Management 0/ a Yacht. 125
-------------------------------------------------------
be a variety of reasons why he does not want to get under way, except
for making pasugeB, which perhaps is the only purpose for which he
requires the yacht. As a rule, the master will know the habits of
the owner, and only engage men who he knows can stand a life of
comparative idlenesa and confinement.
Drink: should be under very striot regolation. It is oustomary to
serve out grog, just one" glass," on Saturday nights to drink to If sweet-
hearts and wives," and as a rule owners allow ~ e master to serve out
a glass on a dirty night, or after a long dusting to windward, or after
heavy work---iltriking topmasts and reefing or setting trysail in heavy
weather; or when the whole ship's company have been kept np to
midnight or later; but the master should take every precaution to prevent
drunkenness among the crew, and should never overlook more than one
o:lfenoe in a season. This rule should be observed with great striotness.
Smoking should be permitted on the fore deck for a half hour
after breaJda.st and dinner; aJso during the dog watches, and in the first
watch if the men so please; and the men are sometimes allowed a pipe
in the morning at eleven o'clock as "lunch." On board some yachts
incliscrimina.te smoking is permitted, but in those best regulated smoking
is only permitted at the times stated. Smoking should not be permitted
below, and never abaft the mast. Some owners, however, permit the
men to smoke below just whenever they please; other owners permit
it at any time except when meals are underway in the main cabin.
In the daytime the crew should always appear in the uniform o ~
the yacht; but at night when making passages they are allowed to wear
any old olothes they have on board; but when the forenoon watch comes
on deck at 8 A..X. to relieve the morning watoh they should be in uniform.
If there is still work to do, suoh as oleaning out boats, or work upon
rigging, the watch would appear in their donga.ree euits, or fI jumpers "
if they had any, but the man who took the helm would be in his cloth
and serge uniform. In bad weather the m e ~ wear any old olothes under
their If oilye."
A great many complaints are made about yachts' crews, and some
very hard things have been ea.id against them; no doubt many yacht
ea.ilors are ill-behaved, sometimes indolent, sometimes intemperate and
dirty in their habita, and frequently show an extra.ordinary spirit of
insubordination. Now, we are not inclined to wholly blame the crews
for this; in the first pla.oe, they are almost entirely untutored in any-
thing like discipline, or the discipline they are used to is of the most
slipshod cha.ra.cter; there is no restraint on their habits, and if they
exhibit anything like insubordination, the master, perhaps as ignorant
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as they are, has no code or system to guide him in restraining it.
Again, it must be understood that very much more is expected from a.
yacht sailor than from a seaman of the mercantile marine. He should
be smartly built, be very active, be pleasant in his manners, and be as
cleanly, as respectful, and as well conducted as a highly trained man-
servant; at the same time he must be a sea.ma.n. Now aJl that is
required of a merchant sailor is that he shonld be a thorough seaman,
and should show no ,mutinous tendency; he may be as ill-shapen aa
Caliban, and as rough in his manner, and dirty in his person as a.
pitman, but no one will complain of this. He is kept in restraint by
very severe laws, but the very nature of the characteristics expected in
a yacht sailor forbids the applica.tion of the Merchant Shipping statutes
to him in their integrity. A yacht sailor must be governed by quite a.
different hand, and in a large measure discipline and good behaviour on
board must rest with the moral force of the master rather than with any
restraints that could be employed under the Merchant Shipping Act.
No Act of Parliament will make men clean in their persons, polished in
their manners, or shapely in their forms; and a master in seeking these
characteristics in a crew can only employ the means adopted for such
ends in a household. He will take particular care, of course, that the men
he engages are seamen; and he must exercise the same care in seeing that
they are men who have the other qua.lifica.tions for a yacht sailor.
We hear a great deal about men saying" this is not yacht rules," and
" that is not yacht rules," but if the seamen venture to say this we imme-
diately think that the master does not know what "yacht rnles JJ are, if
there be any such rules. We have a.lrea.dy shown that such rules as there
are for working ship are in a.ccordance with the custom of the Merchant
Service, and should be, and we believe are, rigidly observed. The other
rules for the good conduct and personal behaviour of the men must rest
entirely with the master; if he has the moral force necessary to govern men
he will have a happy and, orderly yacht's crew; if he has not, and
attempts to supply the deficiency by the applica.tion of statutes that were
intended for quite a different condition of things he will always be master
of a bad crew.
Masters as a rule have that necessary moral force, and the very fact
that most of them rise from ff before the mast JJ is evidence of this. And
this brings us face to face with the fact that yacht sailors, taken as a whole,
are not the ungovernable and ill-assorted lot of men that we are sometimes
asked to believe; and most masters exhibit a wonderful tact in maintaining
what is not so much discipline as a ready compliance and respectful
demeanour. (868 the article" Seamen JJ in the Appendix).
Digitized by Coogle
The General Management oj a Yacht. 127
WAGES OF THE CREW-CLOTHES-GENERAL EXPENSES.
The expenses of yachting is largely governed by the number of hands
employed, and the magnjtude of this part of the neceBBary expenditure can
be calculated from what follows. (For form of agreement between a
sailing master and owner, 1166 the article if Seaman II in the Appendix.)
It is usual to pay the Di'aster of a yacht by the year, and the wages
vary according to the sise of the yacht and the qualifications sought.
Thus, the master of So 10tonner may only have 50l. a year, whilst one in
charge of a 100tonner may have 1001., and one in charge of a 800.tonner
BB much as 200l., and we have known instances of the master of a large
steam yacht receiving as much as 400l. per annum. Again, if a master
for a racing yacht is required, very nearly as much will have to be paid
for one. to take charge of a 4O.tonner as for one of 200.tons. The
master is not always paid by the year, but sometimes ll. 1511., 2Z., or
2l. 1011. a week whilst the yacht is in and sometimes, for
the sake of securing his services, 1011. per week whilst she is laid up;
when such is the rule the master does not always keep charge of the
yacht whilst she is laid up, but the owner pays a trifling sum per week
-ranging 511. to 101l.-to a shipkeeper who may be an agent who
undertakes such work, or a yacht sailor; but it is better for the master
to have charge if he lives near the place where the yacht is laid up.
One argument in favour of paying greater wages while the yacht is in
commission is this-the master, if paid a.like all the year round, will be
indifferent as to whether the yacht is in commission or not; if paid a
larger sum whilst afloat he will be anxious to keep a.:float, and strive to
make the life on board as agreeable as poBBible for the owner.
The remainder of the crew will be paid as follows-from the time they
are engaged commencing to fit out the yacht until she is laid up :-
.... cI. .. cI.
Ilate ........................... per week 1 15 0 Cook ........................... per week 1 15 0
BoatInn.iu ." ......... ........ 1 8 0
8teW'aId ............ ........." 1 15 0
Beaman........................ .. : :
The seamen find their own provisions; but if a long voyage is
contemplated they should either be victualled by the owner or he should
ascertain that they lay in sufficient stores for the requirements of the
voyage.
Often 111. per week is. kept back from the seamen's wages as conduct
money, and if either commits an offence' during the week the h. is stopped;
the fine, however, is seldom inflicted, as few masters have the courage to
enforce it.
Digitized by Coogle
The coxswain of the gig is usually given lB. "per week more than
the other men, as before stated. The" dinghy man," whose duty it
is to row the steward ashore, &c., for marketing, and to fetch letters
off, and generally to do the canying to and fro, also has 1.. per week
extra. In racing yachts the .masthead men are' sometimes paid lB. per
week extra.
The steward anu cook sometimes have more than the wages given
above, and sometimes less. In large yachts where a second stewal'd. is
carried, the wages given to a good steward are perhaps as much as 21.
The second steward's wages Will vary hom H. to H. 10 . according to
whether he is a man or a boy, and to his efficiency.
We ha.ve known a professed cook to receive as much as 5l. per
week, but generally a sufficiently good cook can be obtained for
U. 10,. or H. 15,. It is a common practice in yachts of 70 tons
and under to have a steward who can cook as well; in which case
the "cook" is dispensed with. One of the fore deck hands acts
as cook for the forecastle, and assists the steward at times in the
caboose.
The clothes given to the crews are usually as follows: *
:MurD.
II blue cloth II1IitB
1 cloth cap and BOld band .......... ..
1 aUk DeOkerohiaf .................... .
1 pah Bhoea ................. .
1 pah Jeat;hv IIlI.cMII ................ ..
1 blue o1ot;h 1Uit ...................... ..
1 pair pilot firouaerII ................ ..
1 frock ................................... .
1 cap .................................. ..
1 D80lterahW ......................... ..
8 pain of Bhoea ...................... ..
9nw'.&.BD.
JI I. cl.
880
110
080
078
015 0
1017 8
40 40 0
1 1 0
010 8
0 15 0
0 15 0
1 B 8
---
7 8 0
1 blue oloth IUit ...... ...... ............ 40 40 0
1 .... 1Uit .............................. 8 8 0
1 neokaroldef .................. : ...... ..
1 eJIIJ

BlIAlID.
1 pair pilot Uo1ll8nl ..................
B of white dUB Uo1ll8nl ......
1 II8l'(I9 frock ...........................
I white dUB fmob ..................
laap ....................................
l __ p ...............
1 .. ,..hat .........
1 hat 01' cap riband ..................
1 neckerchief ...........................
1 pair u- ..................
1 pair ather u- ..................
SO,metimes the master is given only one suit of blue cloth.
.. I. cl.
0150
0150
1 I 8
819 8
1 1 0
o 10 8
o 10 0
011 0
0 15 0
0 1 8
0 40 0
0 1 0
0 15 0
0 7 8
o 10 0
40 7 8
If white duck suits are not given to the men, it is usual to give them
The number of hand. or.rried by )'BOh. of clifrerent toJmaps will be found 118\ forth in II
table in the BUooeec1iDr chapter on Yacht BaoiDg.
Digitized by Coogle
,
The General Management 0/ a Yacht. 129
a dongaree suit of blue linen to do their rough work in, and an extra pair
of pilot trousers.
Very frequently, especially in small yachts, only one suit is given all
round, with one pair of shoes. Thus the crew's outfit largely depends upon
what the owner considers it neceBBary to give them.
It has been established over and over again in law courts, that the
clothes are a livery and belong to the owner, but it is the custom to a.llow
the men to take them a.way when the yacht is paid off. If a seaman is
discharged for misoonduct his clothes are retained. If he takes them away
he can be sued for the value of them in the County Court. (S88 the article
Ie Seamen" in the Appendix).
It would of course be impossible to estima.te what the exact expenses
of yachting would be apart from those enumerated, as so much depends
upon the owner himself and how he likes the yacht H kept up." Also
a great deal depends upon the sailing master, as no doubt the custom
of ship chandlers to pay commissions greatly influences unscrupulous
masters in IC making bills." Roughly the expenses, exclusive of those
incidental to the crew as already enumerated, can be set down at 6l.
per ton, aBSuming the yacht to be five months in commission from the
day she commenced to fit out to the day she laid up.
These expenses would be (applied to a yacht of 60 tons) made
up as follows:
A . d.
IntereIt on 081000 ................................................ '" ... ... ... ... ...... 100 0 0
lDsurauoe ............................................ , ..... , ........................... '" 60 0 0
ADnual depreoiaticm '" .................................... '" ... ... ... ... ... ... ... ... 60 0 0
Bapain &1I.d 1'8Ilewal of hull, taking &11. aJIllual r.Vft1118 of 6:yea.ra ... ... 70 0 0
Banawr.l of -.ila r.nd rigging, taking &11. r.DDual r.verage of 6 1- ... ... 60 0 0
Ship Cha.ncDen' atore., oil, pr.int, vamiBh, bruaheB, ohr.rta, flap, cob, &0. 60 0 0
Hire of atore ... ... ......... ...... ...... ...... ... ... ... ... ...... ... ............... ... ... 10 0 0
4000 0 0
The above expenses would not vary much whether the yacht were out
four months or six months.
The crew expenses would be as follows:
A . d.
Sr.iliDg lIuter, per r.DDUJn ................................ , ... ... ... ... ... ... ... ... 70 0 0
Jlr.1Ie 10 weeb... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 36 0 0
Stewazd ditto .................................... ... ... ... ... ... ... ... ... ... ... ... ... ... 36 0 0
Four _en ditto ............ ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...... 100 0 0
Clothe ................................... , ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 405 0 0
Bor.rd wapi! ." . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 36 0 0
821 0 0
The master, mate, cook and steward, usually live at the expense of
K
Digitized by Coogle
the owner in yachts of 50 tons and upwards, and if a table is not kept
for them. they are paid boa.rd wages of 12s. each per week. The matter of
board wages is, however, entirely one of option, and often the master and
steward of a 40.tonner might be found receiving them, whilst the master
and steward of a 70-tonner find themselves.
If board wages are not given, or if the owner does not provide for the
master, mate, steward, and cook, they usually mess together and share the
expense. In very small yachts one mess does for the whole crew.
One argument used against board wages is that, if they are given, the
steward and cook will still generally so contrive that their mess is provided
. at the owner's expense. On the other hand, if the owner agrees to provide,
the steward may cater extravagantly. This is very likely to be the ca.se
where the. steward is not a yearly servant, as he very seldom is, although a
few owners make it a point to engage a man who can act as butler in his
shore establishment. Under any circumstances, the steward's book should
be carefully gone into every week, and aDY extravagance instantly checked,
&8 there is no reason why living on board a yacht should vary from living
in a house.
When a yacht is hired (the usual charge for which is from 80s.
to 85s. per ton per month) the owner finds clothes and pays the crew,
excepting perhaps the steward and cook, and the hirer pays half the
laying up expenses, and genera.lly the hirer pays the insurance; the latter
will be about lOs. per cent. per month.
Digitized by Coogle
CHAPTER VII.
YACHT RACING.
On of the principal causes of success in yacht racing is that of being
(C always ready.; " ready with the entry, ready with t h ~ vessel whether she
requires copper scrubbed or trim altered, ready with the sails and gear,
ready with the instructions, ready in getting into a berth, ready to start,
ready for every shift of canvas, ready for every evolution in sailing, and
ready to receive the first gun at the finish. Therefore, always be ready and
never be above being prepared. The experienced racing man knows that
if he is prepared with his spinnaker, and another man is not, after bearing
up round a mark, that an enormous advantage will be gained. Or in
hauling round. a mark if-he has got everything in time made snug, and
sheets laid along and manned ready for rsJIying aft, and another man has
to luft round with everything adrift on deck, and the boom off the quarter ..
his vessel will get a quarter of a mile out on the weather of the sloven before
the latter has got his boom aboard or jib sheets in. If proper preparation
is made for every shift of canvas or manmuvre in sailing, the vessel will be
worked as if all the gear and sails were parts of machinery, but if no pre-
parations are made, everything will be in confusion on board.; there will be
shouting and bawling and running about, sails sent up head downwards ..
sheets and halyards bent on foul, or fouled among the numberless coils of
ropes on deck, the crew will be distracted, the sailing master hoarse and
furious, and the owner mortified to see such an utter want of discipline and
system on board his veSBel. On the other hand, if everything is ready
beforehand, the crew will understand exactly what they have to do, each
man will folfil his task with a cool head and ready hand, the sailing master
will be tranquil and manage the vessel cleverly, and the owner will be
delighted, and think that half the pleasure of match sailing is in seeing a
good crew, who know their work, set about it in a lIeamanlike and syste-
matic manner. There must be no shirking.; whatever a man is set to do"
he must do thoroughly, and with a will j if he does not do this he should be
It 2
Digitized by Coogle
unshipped without compunction, as one lazy, slovenly, or half-hearted hand
on board will spoil three good ones.
Now everyone knows that there are various things to be done in ya.cht
sailing at one and the same time, and it will be patent that it is desirable
that each thing should be done by the sa.me hands each time, if possible.
Nothing looks worse on board a racing yacht if when such a simple order
. as tt check the fore sheet a trifle," a half a dozen men or so jump up and
rush into the lee bow, when one of the crew could have quietly executed
the order. On the other hand it shows a worse spirit if the men begin
talking among themselves as to who sha.ll go to do it j but if one hand is
told off as the fore sheet man, he will know that he ha.s to cheok $e sheet,
and if the sheet has to be got in instead of ea.sed, the mate will send
another hand or more ta help. For the more important stations men always
.... re told off; thus one hand is always selected for masthead-man, bowsprit-
end-man, &0.; and so far as the number of the crew will admit, there
should be a just and effective division of labour.
CREWS.
Under the Y.R.A. rules, there is no restriotion as to the number of
hands a yaoht may carry in a match, and this plan is found to work best,
as no sa.iling master will oa.rry more hands than are absolutely necesBa.ry,
and if crews were limited, sa.ils must be limited also, or a yacht would be
frequently short handed. The only argument used in favour of limiting
hands, is that a man with a lot of money and a disposition to spend it,
would, by oa.rrying a large number of hands, get an advantage over
a man with less money or differently disposed about spending it. The
plain answer to this is that no sa.iling ma.ster ever dreams of carrying
more than the necessary number of hands, and every yacht should be
allowed to carry that number.
Attempts have been made to lay down a rule for so many hands for so
many units of a yacht's tonnage, but any such rule fails, for the rea.son that
although one man to every 5 tons may be a good proportion for a yacht of
100 tons, yet one man would not be sufficient for a 5-tonner. For match
sailing, the following table will be found to a.ccord pretty regularly with
practice. The numbers include master, mate, and boa.tswain, but not pilot,
cook, or steward.
It is usnal, however, for cook and steward to muster on deck during
a race and a.ssist in hauling, &c., and if they do so they justly claim
. rt racing money" just as the seamen do.
Digitized by Coogle
Yacht Racing. 188
8\ae or
ommaryl Total I Eztn. I Total lore" or I Crew or
Crew Enr&
Yach&. orraeIDg Banda.
Badq ! 1IaDda, with ~ ~ = r CI'IlI8IDg
,aeh&.
Crew. AmaMllnL Amateura.' or Ya"L. Cutter.
. I
,
Ii 2 2 4 4 6 1 1
10 S 2 Ii Ii 8 2 2
Iii S .4 7 7 10 2 2
20 4 4 8 8 12 S 3
40 8 4 12 9 17 3 4
60 9 4 13 10 19 4 Ii
71i 10 Ii Iii
- -
Ii 6
100 12 8
I
20
- - 7 9
125 13 8 21
- -
9 11
1/iO 14 8 22
-
-
10 13
171i 1Ii 9 24
- -
11
200 16 10 26
- -
12
221i 17 11 28
- -
13
21iO 18 12 30
- -
14
271i 19 13 82
- -
Iii
300 20 14 34
- -
16
Cook uul steward DOt inoluded j nor aailiDg maakr in yachts . ~ . 20 tou, DOr maw .
above 40 tou.
The number of the ordina.ry standing crew given for a racing
yacht is in excess of what a cruising yacht would carry, as will be seen
upon reference to the last column, but as the spars, sails, and gear of a
racing yacht are so much heavier, the crews must be heavier also.
For racing it will not matter what the rig is, whether cutter,
schooner, or yawl, the same number of hands will be required. In a
cutter, the sails, spars, and gear are heavier to handle than in a schooner,
or yawl of similar tonnage, on the other hand, the number of sails and
the extra gear of a schooner or yawl require more hands.
A. sailing master will generally endeavour to make up a racing crew
from men who have been in a racing yacht before; this of course cannot
always be done, and it follows that somebody must ship the green hands.
However, excepting the circumstance that a hand who has been in a
racing yacht is already It proved and rated," there is no disadvantage
in having one or two green hands, as a couple of matches will make
them perfect, if they have been trained as good yacht sailors in other
respects.
Men widely differ in their smartness and in their habits j and a man
may be tolerated in a racing yacht in spite of his moral delinquencies and
faults of temper, because he is a very smart seama.n, but a sloven should
be given a very wide berth, as he will not only be offensive to the rest
of the crew, but in all probability no seaman. As a mle, the smartest
men (i.e., the cleverest and most active) are the most cleanly in their
habits, the most prompt in doing their work, and in obeying orders,
and the most satisfied, not to say proud, of their lot. On the other
hand, a sloven is dirty in his habits, indolent, slow in obeying orders,
Digitized by Coogle
and an inveterate grumbler. He quarrels with the catering, with the
work he has to do, with the. liberty he gets, and with the places he
visits. Such a man should find no berth in a racing yacht, and if a
sailing master unfortunately ships such a creature, and does not instantly
unship him when his character is patent, that sailing master will not be
doing his duty to the owner, to himself, or to the rest of the crew.
Sometimes what is known as a It sea lawyer" is met with; a man
who is always standing on his rights, and is ever on the look out
to see that another member of the crew is not requested to do something
which he is not compelled to do by Act of Parliament. He is generally
brimful of It instances," which as a rule are about a.s 0pr0p08 as a fiddle
at a funeral, and perpetuaJIy debating whether he is obliged to do what
he is told or not. The It sea lawyer JJ will upset and make dissatisfied
any crew, and should be cut adrift on the first opportunity.
" It is frequently said that the men who come from this place, or that
place, are better or sma.rter than others; but this is entirely a mistake.
Good Cowes" men a.re a.s good as good Southampton men; good Colne
men are 8.s good as either; and a.s there is" no difierence in the degrees
of worth of the men, so is there no difierence in the degrees of their
ba.dneBB. At Cowes, or Southampton, if a man is shipped who has
never been in a yacht before, the probability is, that he will be no
sea.Jban at all-a sort of half waterman and half la.bourer. If such a
one is shipped from the Colne, the probability is that he will know a
great deal about seamanship a.s represented by a smacksman, but he
will be a rough hand, and if he has to work upon rigging, or in any
way assist in fitting out, his work will be rough; his manner will
probably be rough also; he will handle things roughly, and may possibly
have a perpetual desire to smoke, and perhaps will expectorate on the
deck, and show a partiality for the after part of the vessel. This man
will never much improve in his habits, but he will be good at hauling,
good at belaying, good at reefing, and good and trustworthy in ba.d
weather.
THE COST OF YACHT RACING.
The cost of yacht racing is a very important item, and, of course,
so far a.s crew expenses go, will depend upon the number of matches
sailed. The other expenses, which rela.te to the hull, sails, spars, and
rigging, can be put down at from 50 per cent. to 60 per cent. greater
than those for the cruising ya.cht. The crew expenses will also be a
heavy item, a.s the number will not only be greater, but there will be
the extra. money, and food and drink or " grub money" on racing days.
Digitized.by Coogle
Yacht Racing. 185
Formerly, the unvariable practice was to give the men meat, bread, a.nd
beer (or, on wet cold days,.rom), on the days when matches were sailed;
no doubt this practice is in much' favour 'among the crews, as frequently
enough food is left to supply the mess a.nother day. However, a fashion
has been introduced of paying the men half-a.-crown each on racing days,
and making them find themselves. This greatly simplifies the a.ccounts,
and prevents the owner's good nature, or inexhaustible means being
imposed upon.
The expenses of a 10-tonner will serve to show the nature a.nd extent
of the cost of yacht racing. It will be assumed that she commences to fit
out on the 1st of May, a.nd is laid up on the 80th of September, therefore
that she is in commission twenty-two weeks.
ExPuaa 01' A. BlOlNG TuTo5ND.
..

cI.
8ailiDr' muter (per aDDum) '" .1' "'.1 II I" ., , II I" I &0 0 0
Two Seamen, twenty.two weeks, at se-......................................... .. 57 41 0
ClotheI for IIIMfIer a.ncl men ....................................................... .. 15 0 0
Two extra men for twenty matohel, 10 .. each ............................... .. 110 !) 0
WiImiDg mone,y for the l&Dle, for (say) fleD matches, 101l0ther 10 .. eaoh .. . 10 0 0
Food Io1ld drink mon4!J for twenty matohel with paid cmnr M 21. 61.1. per
head- .......................................................................... . 11110 0
W'muiDg mOIl8J to _ter Io1ld men for (say) twenty matches, U. ea.oh .. . 60 0 0
I.oeiDB mone,y for the _, for twenty matches, 10,. eaoh ......... ,. 80 0 0
Pilot for thirty of the matohea .,ned, at Sl. a match ....................... . 60 0 0
Entrr.uoe fees .......................................................................... . 110 0 0
New maiDaai1 t ....................................................................... . 116 0 <I
FittbJfr out UpeDHI ................................................................ .. 110 0 0
Ship Chandler .......................................................................... . 10 0 0
Store ..................................................................................... .. 10 0 0
HauliDg up a.nd laanohhlg ..................................................... , ..... . 15 0 0
lDauranoe ................................................................................ . 110 0 0
"4185 141 0
As a set off to these expenses, there will be, of course, the prizes,
which would probably amount to 200l. But even deducting this, it will
be seen that racing a to-tonner is a very expensive amusement.
Of course, these expenses could be very greatly reduced. In the
first place, no more tha.n twenty matches need be sa.i.ledi next, amateur
crews might be more often made use of; a pilot need not be had so
often if the owner or his master, or one of the ~ w n e r ' s friends is well
acquainted with the waters in which the matches are sailed; a.nd a new
mainsail need only be had every other year. However, if forty matches
were sailed in one Beason, a new mainsail wouldt be a necessity.
- Until within the lut four yearI the invariable practice was to and the men in food, beer,
loUd grog, and many yeare' experienoe proved that the liberality of the owner was almost
I78tematioaIly abused j ooDHqUently the practioe of giving .. grub money" was introduoed, Io1ld
has been fOllDd to work well.
t The old maiDaai1 will about pay for other Dew 1Iaila, repairs to aaiI8, .to..
Digitized by Coogle
The expenses of a 15-tonner will not greatly exceed that of a 10-
tonner, and the general cost of keeping one,-irrespective of racing, will not
be much in excess of the smaller vessel. But in a 20-tonner, although
two hands might very well manage her, the sailing master takes the
form of a regular It skipper." In a 10 or 15-tonner, the master works
just as the man does; turns out at six o'clock to scrub down, takes
his turn with the other hand at every kind of work and liberty. In a
20-tonner, the skipper does not show on deck until after breakfast, and
his greatest exertion is usually steering the vessel and talking to the
owner, the same as it is on ooard other large yachts.
With regard to one branch of the expenses enumerated, that of
"racing money" or the extra money given to crews on racing days, has
. long formed a vexed question, and hitherto all attempts to introduce
a uniform system have failed. Formerly it was ll. * all round and 5l. for
the skipper, but during the last quarter of a century, the practice has
sprung up of giving the men lOa. for racing and losing, and ll. for
racing and winning, and in most cases 2a. 6d. per head grub money;
but some owners find the men in beer, beef, and bread.
The sailing master is rewarded by a per-centage on the nominal
amount won; a "crack skipper" will expect 10 per cent. on the total
year's winnings, but it is unusual to pay more than 5 per cent.
It need scarcely be said that the yachts whose owners pay both
winning and losing money are more in favour among the men than the
yachts of those who only give the ll. for -winning, and the result is
that those who ship in the latter have a standing grievance unless a prize
is won for every start. Occasionally an owner who has no knowledge
of the customs of yacht racing appears to place an undue value upon
the exertions of a crew, and when victory is secured rewards the sailing
master and crew out of all proportion to their services. The answer may
perhaps be made that the importance of the services is proportional to
the desire of the owner to win j this may be so, but the practical effect
of such excessive liberality on sailing masters and crew, is to make the
former foolishly vain and presumptuous, and the crew insolent and
indifferent about everything but racing. Fortunately this evil appears
to work its own cure, as the owner soon finds that instead of winning
more prizes by paying liberally or foolishly,' he wins fewer and finds
that his vessel and Crew 8I'e hated with undisguised zest by the crews
of all other vessels.
It was quite oommon until within the Jut quarter of oentury for the OWDer of yaoht,
Buoh as were .bout COwell, to present the crew with II&. each after wiDDiJlg priM l but theu that
priM would moat likely be the only one of the eeuon, and won in the only match the yaoht salled.
Digitized by Coogle
Yacht Racing. 187
It has been argued that if racing money is given at all, the ll.
for winning and nothing for losing system does not seem just. A
vessel cannot win by the exertion of the crew alone, and if she could,
it may' be taken for granted that the crews would exert themselves to
the utmost without the stimulus of extra pay. A yacht's success
depends upon her excellence as compa.red with the excellence of other
vessels, upon her canvas, upon her sailing master and crew, and upon
the varying fortune of wind. It therefore does not seem just that if a
crew exert themselves to the utmost and lose, that they should have
nothing, whereas if they had won, a douceur of U. to each man would
have been given. It may be argued that many owners would not race
if they had to pay lOB. losing money, beca.use they know their vessels are
not 60 good 80S some others, and therefore that their chances of winning
are more remote. This it has been said may justify the' owner in not
. racing, but it is hardly fair to the crew if he does race. If the ll. winning
money is fairly earned, the 108. losing money is equally well earned, and
the difference of 108. between the two douceurs is quite sufficient to maintain
the desire to win. But there is still another very strong argument to be
advanced on behalf of the lOB. losing money plan. The extra men get
108. for coming on board to race, and if these men are given 108. besides
their ordinary day's pay to come out of a strange vessel, it certainly is no
more than just that the regular crew of the yacht should have 108. besides
their day's pay 80S well. The extra men have compara.tively little work to
do beyond the pulling and hauling during the race, but the regular crew of
the yacht have most likely a hard day's work before the race, and a harder
one after the race. It is not the fact that the work is no harder on board
a racing yacht than on board a cruiser; in reality there is no comparing
the two, and the life on board a cruiser is ease, luxury, and indolence,
compared with the worry, discomfort, and work on board a racing yacht.
We therefore think that the general practice of giving racing money is a
just one, and that it should be apportioned 80S follows: ll. for racing and
winning first prize, 158. for racing and winning second prize, and lOB. for
racing and winning no prize. If the losing money is not given, only lOB.
should be given for winning.
MANAGEMENT OF MATOHES.
The first rule of the Ya.Qb.t Racing Association, * is that II all races and
all yachts sailing therein, shall be under the direction of the 1lag officers or
The full tat of the u.iliDjr ralea of the Yaoh1l Baaing A.uooiaticm, .. reviaec1 1m 188S, wiD
be fo1lD.cl in the AppeDCliL
Digitized by Coogle
138 Yacht and Boat Sailing. .
sailing committee of the club under whose auspices the r a c ~ s are being
sailed." All matches are to be subject to their approvaJ, and they have
the power to settle all disputes, and their. decision is to be final, unless they
choose, (( upon the application of the parties interested, or otherwise, to refer
the questions at issue for the decision of the council;" but there can be no
appeal from the decision of the :fla.g officers of a club, or sailing committee
to the Council, nor can a party interested in a dispute demand as a rUjht
that the matter shall be referred to the Council, the option of so referring
disputes to the Council rests entirely with the :fla.g officers or sa.i1ing
committee. However, the practice is, where both disputants request it,
for the :fla.g officers or sa.i1ing committee to refer the dispute, and in most
cases such a request from one disputant has been complied with. Also
in cases where a general principle is involved, or where none of the
Y.R:.A.. rules appear to clearly meet the matter in dispute; or where the
reading of a rule is doubtful, or is open to more than one interpretation,
the flag officers or s ~ n g committee have of their own a.ocord referred
disputes to the Council.
However, whenever the cause of a dispute is clear and whenever
a rule exactly meets the case, or whenever there can be no question
that a breach of a rule has been committed, the flag officers or sailing
committee should decide the case for themselves. They should apply the
rules as stringently as possible, but at the same time should remember that
the rules were founded upon the principle of "fail' play" only, and were
not intended to be penal in their operation; exemplary penalties or
decisions should be avoided; on the other hand, that class of protest which
has been aptly termed" frivolous and vexatious," should be discouraged.
In most cases breaches of rules are more or less the result of acoident
or errors of judgment, and in giving decisions regard should be taken of
the character of the breach, and of the manner of its occurrence. But a
protest should not be dismissed for the mere reason that it has had no effect
on the issue of a race, although in certain instances that feature could be
properly considered; still in the majority of cases it is impossible to say
how far a breach of the rules has influenced a result, even though it be
such a trifling matter as carrying an anchor on the bow in a "cruising
trim race" or "side lights in a race at night." It is not a sufficient
excuse to say that a breach of a rule was the result of an error of
judgment, carelessness, forgetfulness, or ignorance; no such pleas are
admissible; nor should it be overlooked that a rule may be designedly
and persistently broken. On the other hand, a rule might be broken
through an entirely accidental cause; such for instance as a delay in
the delivery of an entry, or the dragging of moorings; such breaches
Digitized by Coogle
Yacht Racing. 189
might reasonably be overlooked, if satisfactorily accounted for j but if
a. yacht crosses a line too soon through an error of judgment, or touches
a mark through an error of judgment, or in a cruising-trim race fails
to start with an anchor on the bow, and fails to carry one all through
the ra.oe, such errors of judgment or persistent breaches of rules could
only be regarded adversely.
POSTPONEMENT OF RACES.
The flag officers or sailing committee can only postpone a race
on account of unfavourable weather, such as a calm, a fog, or a heavy
wind.
FLAGS.
A yacht which is competing in a match is required to fly a dis-
tinguishing "rectangular flag of suitable size." Flags of "suitable size II
for yachts of various tonnages will be found under" Flag II in the Appendix.
ENTRIES: POST ENTRIES: RE-SAILED MATCHES. .
Many a time an owner has been disappointed in sailing because his
entry arrived too late, and he should recollect that by the Y.R.A. rules,
a yacht must be entered for a match at lead forty-eight hours before noon
of the day appointed for starting the race. But a longe-r time may possibly
be required, and in inserting the dates of a match in a diary, the date of
closing the entries should be inserted as well.
A club cannot accept post entries, but sometimes a yacht, which was
not properly entered, is allowed to start upon the other competitors signing
a paper that they do not object. If the other competitors did not do
this, and if the post entry won the prize, the elub or regatta committee
could be sued by the owner of the second vessel j and he could recover
the amount of the prize.
Entries can be made by telegram, and it is considered a sufficiently
good entry if proof is given that the telegram was despatched or handed
in at the telegraph office before noon of the day on which the entries
closed. So also if it can be p7'OtJed that a letter was posted in such
time that the entry ought in the ordinary course to have arrived before
noon of the day on which the entries close, the entry should be considered
a good one. A plea of forgetfulness, or a general statement that some-
body was "told to enter the yacht, and forgot to do it, or neglected
doing it, or was given a letter to post and forgot to do so, or was told
to despatch a telegram and forgot to do SO," does not justify the accept.
ance of a post entry. Telegrams should be confirmed by letter.
Digitized by Coogle

140. Yacht and Boat Sailing.
Post entries are condemned for two strong reasons; in the first place
they are disliked by the owners of the yachts that have already entered
in good time; in the second place, they are disliked by clubs and regatta.
committees, because owners are induced to hang back until the last
moment to see if the weather will suit their yachts, or to see if they can
arrive in time to sail. The chance of swelling an entry by admitting a
late comer, that had not deferred entering for any of the above reasons, is a
very remote one, and post entries are now rarely heard of.
A yacht cannot be entered for a race under two rigs, but if there are
two or more distinct races at the same time, or a prize for each rig, she
can enter under a. different rig for each. If it is a race where there is
an "allowance for rig," a yacht cannot be entered under different rigs.
In a race where there are distinct prizes for more than one rig, and where
the rig of the f( first yacht in" determines the rig of the winner of the
principal prize, an owner may enter a yacht of each rig, but in no case
can two yachts of the same rig be entered in a race. .
In all cases the form of entry provided by the Y.R.l... should be
signed by the owner or his representative before the race is started. So
also in aJl cases should the dec1a.ra.tion that the rules have been strictly
observed be signed before a prize is presented.
In races that are ordered to be re-salled, from whatever cause, aU the
original entries ~ start, and no yacht, whether she was among the
original starters or not, requires to be re-entered. The yachts in fact
are regarded as the entries in a race which has been postponed.
If a ya.cht commits a breach of the sailing rules in a race which is
unfinished, no action can be taken under the aJ1eged cause for protest;
and should the race be re-sa.iled, the breach of sailing rules is, practicaJly,
considered as not having taken place, and the offending yacht starts
on exactly the same terms as the others, and can win the prize, providing,
of course, no breach of the rules occurs during the re-sailed race.
. INSTRUCTIONS.
Sailing committees should be very clear in the instructions they issue
&8 to the manner of starting and the marks in the course, and in no case
should verbal instructions be given, nor should verbal alterations be
made to written instructions.
A sailing committee can, however, if they so choose, issue verbal
alterations to instructions; but such verbal alterations, the same &8 aJl
other alterations, should be clearly made known to the person in charge
of 6'V6'NJ competing yacht in the race, otherwise a ya.cht that had not been
made acquainted with the alterations, but had fuUilled the original
Digitized by Coogle

Yacht Racing. 141
instructions, could claim the prize, so also could the yacht that won the
prise by fnlfilHng the altered instructions. As mistakes in issuing
instructions are usua.lly the result of a simple misunderstanding, the fairest
way is to pronounce the race void, and order it to be re-sailed.
A secretary, acting under the direction of the committee or fla.g
officers, can deliver verbal alterations or instructions; but such alterations
or instructions would render a race void, or cause the yacht or yachts
acting upon such verbal alterations or instructions to be disqua.lified under
a protest, if it were proved that the secretary had acted without authority
or direction from the flag officers or sailing committee.
STARTING ; INTERVAL BETWEEN MATOHES, &0.
The starting rule of the Yacht Racing Association has now been in use
seven seasons, and is well understood both by owners and sailing masters.
In that rule it is enjoined that the signal flag (of the Merchant Shipping
Code) denoting the race shall be hoisted a quarter of an hour before the
signal to start is made. This is sometimes supposed to mean that there
must be a separate quarter of an hour between each race; this, however,
is not the case, and so long as the signal flag for a race is hoisted a
quarter of an hour before the time appointed for the race to be started,
the rule will have been complied with. This may be of great importance
at some regattas where several matches are to be sailed.
The flag denoting the race must be hoisted for ten minutes before
the time set down for the start, and then pulled down so that the blue
peter may be hoisted for the remaining five minutes; but, as before said,
there may be any interval between distinct matches which a committee
may find convenient; or the matches may be started a.ll together if
their quarter of an hour flags were hoisted together. To start several
matches together, however, would be dire confusion, a suitable interval
should be chosen. For half hour and quarter of an hour intervals between
the races the starts could be thus arranged:
I I
I I TIme of h&1IIJq
TIme of h&1IIJq I
I I TIme forhoiallDg I
down Blue Peter,
I r-. I 8Ipalllag. Peter, and arIDg and arIDg IJIID I
preparatory gaD.
for \he atarl
I H. K. I H. K. H. K.
B . 9 9 10 0
C 10 0 10 10 10 15
D 10 15 10 25 10 80
l!' 10 80 10 40 10 'Ii
.G 10 'Ii 10 55 11 0
H 11 80 11 40 11 45
J 12 0 IS 10 12 15
Digitized by Coogle
,
There are two ways of starting yachts in a match by Y.R.A. rules-
one from anohors or moorings, and the other under way j the latter is
frequently termed a flying start.
If the start is from anohors or moorings, the yacht should be taken to
her station in good time j and to wait for a yacht that is late in getting
to her station would not be fair, as it would oertainly spoil the start of
those whioh were in time. Indeed, if it oould be proved that a yacht
would have won a prize but for the delay in the start beyond the
appointed time after the first signal had been given, a olaim would hold
against the responsible
As a rule yachtsmen prefer under-way starts, so as to get their sails
properly set, and to know exactly what sail to set.
At the time of entry eaoh yacht is assigned a number, and in oase of
her crossing the line too soon this is hoisted as a reoall.
To assist sailing masters in judging whether their vessels are over
the line or not, it is desirable that there should be two marks on one
side j thus 'by bringing them into one it could be seen exactly when a
vessel reached the line. There should be a third mark to limit the
length of line, otherwise the start might be a very sprawling one. At

.K:Jl
FIG. M.
the same time the line should be at least a quarter of a mile in length.
The two marks forming the It bearings" for the line might be on shore,
or one of them might be, or both might be afloat. The shore mark
might be a tower, &c. The" flag boat," forming the outer
boundary of the line, and not the direction of the line, need not be
strictly in a line with the "mark vessel" and inner mark, whether the
latter be on shore or not.
If there is a great difference in the size of the competing yachts,
the owners of the small ones would prefer a start from moorings with a.ll
sail down, as they would be able to haul up their canvas quioker than
the larger yachts, and so gain an advantage. This is not fair to the
yachts of larger tonnage, and the most just plan is to start yachts under-
way, or with after canvas set.
There is another reason why, when starting from moorings, yachts,
by Coogle
Yacht Racing. 148
if the state of the tide and wind permits, should be allowed to set after
canvas previous to the signal for the start; when a start has to be made
with all canvas down, a lO-tonner will carry two or three more hands, than
she otherwise would, for the sake of getting up the canvas quickly. Five
or six men are quite sufficient to work a lO-tonner when once she is
underway, but it is the practice to carry eight when the start is from
moorings with all canvas down; a lO-tonner is thus often made to carry
about quite an unnecessary deck load. Of course the larger the yacht
the greater is the number of these It canvas hOlsters," and years ago the
practice was to turn them into a boat, waiting alongside, directly the
canvas was up. To prevent this practice a rule was passed that no
one should join or leave a yacht after the preparatory gun had been
fired. The Y.R.A. have modified this by limiting its application to
paid hands. (8ee the section tt Leaving a Yacht during a Match.")
It will be assumed that the race is for lO-tonners; and, as the method
of starting and general conduct of a race is the same for yachts of all
sizes, a lO-tonner will answer the purpose of illustration as well as one
of larger size. If the start is from moorings, go up to the buoy to pick
it up juat as you would to pick up any other buoy. (866" Seamanship.")
If the yacht is before the wind, lower all sail and go up to the buoy
with way so much deadened that the yacht scarcely moves, due allowance
of course always being made for tide, whether foul or fair; in beating
up to the buoy, the yacht must be rounded to and made shoot head to
wind up to the buoy. Get hold of the buoy and hawser and haul about
ten or twelve fathoms on board; then bend on the quarter spring to
the hawser, veer out the hawser again and belay the spring with some
slack aft. In' starting from anchors, if the chain has to be slipped, the
spring will be bent to the chain as it would be to the hawser. If the
anchor has to be weighed, no spring will be bent on. If a yacht
starts from her own anchor and slips and the anchor has to be got
by a boat, it is best to bend a trip line to the crown of the anchor
with a buoy. Also if the anchor has to be weighed in a 5-tonner, it
will be found best to put a trip line on the anchor and pull it up over
the bow regardless of the cable, which can be got in at leisure.
Too much of the hawser should not be hauled in, as the yacht may
drag, and this would render her liable to disqualification; neither should
the rudder be put hard across, as that will cause the yacht to sheer
and bring the stream of the tide on one bow, or on the broadside, and
the force of the stream acting on such a surface may cause the yacht
to drag, and this would render her liable to disqualification.
Sometimes when starting from moorings or anchors, permission is
Digitized by Coogle
given to set after canvas prior to the gun for the start being fired j
but if the yacht is riding head to the tide with the wind blowing astern,
she could not keep at her moorings with mainsail set. In such cases
the sail will not be hoisted till the last two or three minutes. But
everything must be got ready long before the five-minutes gun.
The breeze we will assume to be of whole-sail strength, that is that
the biggest topsail, not being a ba.llooner, can be just carried on a wind,
and that the first part of the course lies to windward. See that the
topsail is bent to the yard, and that the halyards are properly bent;
also bend the second topsail, roll it up on the yard, and stow it away
with the other spare spars on deck" ready when wanted." Haul No.1
jib out by the traveller in stops, hook on the halyards, and let it lie on
the bowsprit; get the mainsail (with boom well topped) and the foresail
ready for hoisting. If the jib topsail will be wanted, hank it on to the
topmast stay, stow it on the bowsprit end, and bend the sheets. See
that the sheets are clear for hauling in aft.
See that everything is stowed below that ~ not be required on
deck, and also see that everything that is on deck and not in immediate
use is securely lashed. Have an axe ready to cut the quarter spring
in case it jammed.
At the five-minutes gun place the crew at their stations.
The helmsman of the day then takes the helm j with him aft will be
the pilot, who will also look after the quarter spring and attend to the
main sheet j the niate will cast off the spring or hawser forward, clear the
jib halyards for hoisting, and with another hand hoist the jib and take
in the lee jib sheet; one hand will hoist the foresail and attend to the
lee fore sheet if necessary j two hands will man the peak' halyards, and
two the throat, the jib and foresail men tailing on directly they have
pulled these sails up. This will be work for eight hands j if the pilot
is not allowed to work, the jib-halyard hand will go aft and cast off the
spring and jump forward directly it is done.
As the time approaches for the firing of the gun to sta.r1;; try to
realise that everything must be done at once. If the yachts are lying
head to wind and tide, and have to fill on starboard tack, the helmsman in,
the last fifteen seconds will put his helm to starboard, so as to make sure
of the wind catching the yacht on the starboard bow. As the gun fires
the mate will throw overboard the bow fast, and the quarter spring will
be hung on to until the yacht is fairly filled on the right tack, when it
will be thrown overboard by the pilot; all hands will hoist away. The pilot
will overhaul some of the main sheet and drag it in again directly the yacht
begins to move through the water, and the helmsman will gradually bring
Digitized by Coogle
Yacht Racing.
14.1)
her to the wind. Get all the sails set and properly purchased as quickly
as possible is advice that cannot too often be repeated, and when they
are so set coil up all ropes, &c., and It clear the decks."
If the yachts -are to proceed against wind and tide, and to fill on
s t a r ~ tack (i.B., cast to port), the helm will be put to starboard just
before the start, in order to sheer the yacht's head to port or off the wind
(in reality the stem will come more to windward than the bow will go off
to leeward). Great exertion must be made to get the mainsail up quickly
if it is not aJrea.dy set.
In starting to run with the tide" and wind, hold on the quarter
spring until the vessel is fairly swung round before the wind. If to
run before the wind against the tide no quarter spring will be required,
although one is generally bent on. In all cases get the canvas set as
quickly as possible, and directly the hands who are hoisting the head
sails have got them up hand taut, they should jump on to the main and
peak halyards j the purchasing will be done after the sails are fairly
hoisted aJl round.
In starting every caution must be exercised to avoid fouling other
yachts j but frequently a foul cannot very well be avoided if a yacht
has no way on, and is simply moving with the tide; but if the vessel has
gathered way she is under control, and no foul should take pla.ce.
In an under-way start great care must be exercised that tW pari of a
yacht (her bowsprit, boom, and sails included) is on the line before
the signal to start. (In case of a calm a yacht is not allowed to have
her anchor out over the line to haul across with when" the gun has been
fired for the start.)
The strength of the tide and the wind should be so well judged
that the yacht can, with full way on, go over the line at the very
moment the blue peter is lowered and the gun fired. In all cases the
master should strive for a weather berth, especially so if the start is for a
thrash to windward. If the yacht is a little too early she must be stopped:
yaw her about; haul the foresa.il up to win<lward j haul the main boom in j
or if the vessel is by the wind it can be run well off her quarter-this only
if there be plenty of help to get it in again. In extreme cases the yacht
can be put about, but she should not wear unless there be a lot of time,
as it will take her right away to leeward.
If the yacht is on the wrong side of the line when the gun fires she
must be careful to keep clear of all yachts that are crossing or have crossed
the line properly; so also must it be recollected that in under-way starts all
yachts are amenable to the sailing rules directly the preparatory (five
minutes) gun has been fired; however, there is a special rule that yachts
L
Digitized by Coogle
coming into position from the wrong side of the line after the signal to start
must keep clear of yachts which are starting or have started properly.
"Whether the start be from moorings or under way the master should,
to the best of his judgment, get the exact canvas up dI; first that can be
carried j and if it is a case of reefing, always remember that it is a .great
deal easier to let a reef out than take one in.
After a start and run down wind, a reef may be required when the
yachts draw on the wind j in such cases the practice is to start with a reefed
mainsa.il and jib-headed topsail over it. Befol'e hauling by the wind the
topmast is housed, or got on deck if the rigging is fitted on a funnel.
HEAD-REACHING TO WINnW ARn.
If two yachts are standing by the wind in close company on the
same tack, and the weathermost yacht head-reaches so much as to get
iuto the other's wind, the latter may require to tack j but she must not
do so until she can clear the stern of the weathermost yacht, as fouling
in attempting to stay under such conditions would be ca.use for disqualifi-
cation. (8ee the section" Weather Bowing.")
HEAD-REACHING TO LEEWARD: TACKING.
If, when two yachts are beating to windward, and standing in close
company on the same tack, the yacht to leeward head-reaches and requires
to tack across the other's bow, she must not do so until she ca.n tack
without interfering with the windward yacht whether she is going to either
starboard or port tack.
HEAD-REACHING AND WEATHERING.
It is assumed that the yachts in the match are close-hauled
standing on starboard tack on their first board in the beat for No. 1
markboat j jibs have been purchased up till the luff is as straight as the
forestay, peak purchased up, maiu tack bowsed down, topsail tack hauled
down and clew sheeted home, * a.nd sails trimmed to the exact inch
of sheet. With water just squeezing through the lee scuppers, there is
plenty of weather helm to play upon in luffing to the "free puffs."
As a matter of faot, a ga.fl top..u ill ae1dom "aheeted home" in a raoiDr J&Oht; there
is usuaJ1.y a. foot or 80 drift of aheet between the ga.fl and olew oriDgle to iDaure being able
to 8heet the ..u 1I&t. When the oringle is "home" the foot of the ..u will Vfft7 liJr:ely not
be Btretched, and will beIl,y awa)' from. the ga.fl; it will then be time to think about ~ a puB
on the topmut eta)'; or top..u hal)'ardl, if the top..u hal I8ttled doWD, .. it freq1l8lltl)'
will, e8peoiall)' if the hal)'&rdB be new. A gal! top"ai1 will Ulually require ... hettin!f" att..r
the main peak hr,a been p ~ up.
Digitized by Coogle
Yacht Racing. 147
Two yachts have started abreast of each other, but one a hundred
yards or 80 to leeward. The one in the lee berth holds much the
better wind, and is graduaUy eating up to the other and head-
reaching too. At last she is close up under the lee bow of the
craft to windward, and in another half-minute her weather quarter-.
rail will strike the bowsprit or lee bow of the other; which has to
give way?
To begin with, we must clearly understand what is taking place.
Close-hauled means sailing so close to the wind as a vessel can be sailed
with a view of economising distance or time, or botJi, in reaching a
particular object. The vessel that is II weathering," and a.t the same
time head-reaching, can in this case. be taken as a standard for the
.condition of being close-hauled. It is thus quipe clear that the vessel
to windward does not fulfil that standard, and is in the condition-an .
uncontrollable one it can be admitted-of bearing away on the other.
This, under Rule 20 of the Y.R.A. (the Lu1Jing and Bearing Away rule),
a yacht is not allowed to do, and she must luff up to enable the other
to clear her. However, the general practice in such a case is for the
leeward yacht to be given weather helm to keep clear of the one to
wn;dward; then when she has drawn clear ahead the weather tiller lines
can be eased, and she will literally fly out across the bow of the other.
This, on the whole, is the better course; and further, it is the course
that must be followed if the leeward yacht head-reaches from a position
astern, as by the Luffing and Bearing Away rule Ie an overtaking vessel,
if to leeward, must not luff, 80 as to interfere with the yacht she has
overtaken, until she has drawn clear ahead."
It may possibly be argued that the leeward yacht is not luffing,
that she is (for her) only a bare close-hauled, a.nd that it is the windward
yacht that is bearing away. Such a dispute can only be settled in
one way: the leeward yacht was in the position of the overtaking
vessel, and should have kept clear of the yacht to windward. There-
fore in all cases if the leeward yacht is head-reaching, and at the same
time weathering, we think it is good policy for her to keep clear of
the yacht she is likely to foul to windward. It . will not do for the
yacht to defer using a little weather helm until her weather quarter is
80 close under the bow of the yacht to windward that the fact of
putting her helm up would have the eftect of swinging her quarter on
the bow of the other.
If a yacht hangs under the lee bow of the one to windward, the latter
would frequently do well to tack, 88 it is almost 88 bad to have a yacht
close under the lee bow 88 on the weather bow.
L 2
Digitized by Coogle
HEAD.REAOHING .AND SAGGING TO LEEWARD.
But it may happen that the yacht which is to windward is head
reaching, although not holding so good a wind as the other; in such
a case the yachts may converge, and the lee quarter of the windward
yacht may be likely.to foul the weather bow or bowsprit of the leeward
yacht. In this case it will be the duty of the windward yacht to keep
clear of the one to leeward, as she is in the condition of a yacht bearing
away, and is the overtaking yacht and must keep clear of the other;
and moreover, by the rule before referred to, a yacht in the position of
the one to leeward, that is being overtaken, may luff as she pleases to
prevent another passing to windwardj and further, when two yachts have
,
the wind on the same side, and if no question of overtaking is involved,
the yacht which is to windward must keep clear of the other.
If the windward yacht has deferred luffing, or shaking up if necessary,
until such time as the bowsprit end of the other is close to her lee
quarter, it:will be too late to luff, and a little weather helm will probably
take the yachts clear. The leeward yacht ,will be pretty certain to have
been well blanketed by the one to windward; her way will therefore' be
stopped, and the other, under the influence of her weather helm, will lift
her stern to windward and forge clear.
If the yachts are not too close when the blanketing takes p1a.ce, it
is the practice for the helmsman of the leeward yacht to put the helm
down as the sails begin to shake, and make a shoot to windward clear
of the wash of the other; but care must be taken not to keep the vessel
shooting so long as to lose her way, as she might get in irons.
When the leeward yacht is paB88d like this, it will be a good
time to choose for getting a pull on any of the purchases that may
require it.
PORT AND STARBOARD TAOK-OROSS TAOKING.
One of the most frequent causes of protest arises out of the rule that
provides for keeping vessels clear of each other when crosmg on opposite
tacks. The Y.R.A. rule is simply that of the Board of Trade, which says
that (l a ship which is close hauled on the port tack sha.ll keep out of
the way of the ship which is close hauled on the starboard tack."
In the first place, it must be clearly understood that the rule was
not intended to put any penalty or odium on a vessel for being on the
port tack i the rule was solely intended to keep veBBels clear of each
other, and for this purpose it was necessary that the rule should say whioh
Digitized by Coogle
Yacht Racing. 149
of two positions should be the one which must altiJaY8 yield. It was
decided that the port tack should be ohosen, but there could be no
partioular reason for preferring the port tack to the starboard tack for
the purpose. It undeniably gives an advantage to stal."board tack, and
often, so far as match sailing is concerned, a seemingly unfair one; and
ltenoe, perhaps, there is often some feeliitg imported into the situation
when two yachts are orossing on opposite tacks. .
A yacht on the port tack may be so far ahead of the one on the
starboard tack as to be able to almost cross clear ahead of her, but not
quite. If there is the least doubt about it, the yacht on the port tack must
give way, however hard or a.pparently unfair it may seem for her to do so.
If she does not so give way and fouls the other yacht, or if that other
yacht has to bear a.way or luff to avoid a oollision, the yacht on the port
tack must be disqualffied without hesitation.
But frequently the yacht on the port tack oould have orossed olear
ahead of the yacht on the starboard tack, providing the latter had not
luffed at the last moment, and by so lu1ling succeeded in striking the lee
quarter or boom end of the yacht on the port tack.
Apart from the obligation * of conforming to match sailing rules, if it
were proved in court that no collision would have happened if the vessel
on the starboard tack had not luffed, the decision would be that the vessel
on the port tack should not be liable for any damage done to the other
vessel: or that each vessel should pay her own damages. The Board of
Trade rule is that, when one of two vessels has to keep out of the way, the
other shall hold a steady course, and also that no vessel shall neglect any
ordinary precaution in special cases. 0,. tha otlUw hI.miJ, tha decisiofI, of a
milin.g committee, in such a case as just quoted, lOould prope'I'ly be t1ud,
tks 'f1688eZ on tha port tack lDas alone m fault. IfIt competitWe 8aiU"'f/,
the temptation to' make close 81w.'f168 is tJtn'1I '""gem, aM f1In1J deoifttm
10lKeA wOuld ttmd to 6f'&CO'Uf'tzge .tUCk pmdiceB 8hould be aNOided as th6
NiB IJf'6 80 great.
By the Y.R.A. rule the yacht on the port tack is bound to give
way if a naTe of collision is involved. It is usual for the vessel on the
starboard tack to "nip" a little when one on the port tack is coming
towards her; and this tells the vessel on port tack that she must not
expect her to give way. If, however, a vessel on the port tack is
orossing just clear ahead of the other, and that other luffs and touohes
II two ;pohta agree to I&il under u.d be b01D1d by putioular ralea. noh ... thoee of the
Y.B.A.. and .... hllat eailiDg under them. a ool1iBion or damage OOCIlIZ'rBd, it .... oald not be right to
repudiate such a oontra.ot for the aa.ke of appeaJiDg to another set of l'Ulea. 11lOh ... aanotioned
by an ONer in Counoil under the Merchaut Bhippmg Aat, .... hioh might be diH8l'8J1t.
Digitized by Coogle
. 150
the quarter of the vessel on port ta.ck, as before stated, the case is
somewhat aJtered, and involves wilfulne88 on the part of the vessel on
the starboard tack; but the answer manifestly is that the vessel on the
port tack is not justified under the rule in placing herself in a position
where the other ca.n touch her, as the nak of coUi8ion is clearly involved:
However, as the rule was not intended to give a special advantage to
the vessel on starboard ta.ck, she should not needlessly bully the unfor-
tunate o n ~ on port ta.ck by luffing for the purpose of making a foul.
The right of luffing has been claimed for the starboard ta.ck, because
some old ya.cht-sailing rules enjoin that the vessel on the starboard ta.ck
. should never beQll' away but luff or tack if a collision is imminent; no such
rule now exists, and the right of luffing is claimed by the ya.cht on the
starboardta.ck Qn the ground that the vessel on port ta.ck has under
Y.R.A. rules unconditionally to get out of the wa!. Nevertheless, if a
man luffed his ya.cht and wilfully struck another ya.cht on port ta.ck, which
would have gone clear but for the luffing, and loss of life or injury to
.penon ensued, it would not avail him in a court to plead that the ya.cht
on the port ta.ck was bound to get out of the way whatever the yacht on
starboard tack did. A sailing committee might, as before said, reasonably
hold that view, but no court of law would. Frequently we hear an
ignorant sailing master threaten to give another ya.cht (which is 'croBSing
him on port ta.ck) the bowsprit or stem; it need scarcely 1>e said if a
collision did ensue that 1;\ court would properly take account of the threat,
~ n d in case of loss of life a more serious charge even than that of
wilful injury would be made against the person responsible for the
collisiQn.
It has already been said that it is the practice to nip or luff the
vessel on starboard ta.ck a little when approa.ching one on the port tack,
to show the latter that she must give way; and it is most important
that the vessel on the starboard ta.ck should never begin to bear away
under such conditions unless she positively intends to go under the stern
of the one. on the port tack. By bearing a.way it will encOurage the
belief on board the vessel on the port ta.ck that she is to paBs 8.h.ea.d;
then if the vessel on the starboard ta.ck luffs and says she will not a.llow
this, it may be too late for the vessel on the port tack either to bear
away or to go about to avoid the risk of collision. The safer thing for
the ya.cht on port ta.ck to do under such circumstances will be to luff
or ta.ck, as this will deaden her way. The vessel on the starboard ta.ck
should also luft up, and the two will probably come alongside. A
proiest will follow, and the vessel on the port ta.ck will excuse herself
by saying it would not have happened if the vessel on the starboard
. DigilizedbyGoogle
Yacht Racing.
151
tack had. not begun to bear away. This may be true, but, inasmuch
as it was the duty of the 'vessel on the port ~ k to keep clear, no
matter what the vessel on the starboard tack might do, the former
would be disqualified.
Further, the practice of bearing away by a yacht on the starboard
tack when approaching one on port tack is a dangerous one, from the
fact that, if the vessel on the port tack also bears away, a collision is
almost inevitable, and under the aggravated conditions of accelerated
speed. Beyond this, in the event of the vessel on the port tack not
giving way, there is generally great difficulty in proving that it was
necessary for the vessel on the starboard tack to bear away to. clear
her. Legal decisions could be quoted in which, in the case of collisions,
the vessel on the starboard tack has been distinctly blamed for not
having luffed, instead of having kept away i but the Board of Trade
role is absolutely silent on the point, and gives no instructions whatever
. to the vessel on the starboard tack further than enjoining that when
one of two vessels has to keep out of the way, the other shall keep her
course j the Y.R.A. rule is equally silent on the point, and it was found
inconvenient to stipulate (on account of the" Luffing and Bearing Away"
rule, and some of the roles as to rounding marks) that where one of two
vessels has to keep out of the way the other shall keep her course. *
However, many cases do occur, when it would be much easier for the
vessel on starboard t a c ~ to avoid one which has actually and improperly got
across her on port tack, by using a little weather helm instead of lee helm j
in fact, if the vessel on starboard tack is to strike the other on the starboard
quarter (well aft), it is evident that the collision could be better avoided by
the vessel on starboard tack bearing away than by luffing. Of course thjs
assumes that the vessel on the port tack has fairly got across the other,
and is thus unable to do anything herself to a void the impending collision.
It is quite natural that the masters of square-rigged ships should prefer
bearing away to going about, on account of the ease of the one operation
in comparison with the labour of the other j but if there is any law (beyond
the seaman-like oustom of the sea) which condemns them in penalties for
the consequences of bearing away instead of tacking, the Board of Trade
role ought clearly to warn them of it. In the merchant navy the general
practice is for the vessel on port tack to go about some time before she gets
near the other j but in the case of yachts in competitive sailing the vessel
on pOrt tack invariably holds on to the last moment, and the vessel on
For inBtaaoe. the "lullq ad bearing .. way" rule ill oontra.rJ to the spirit of BUch ..
direction .. this, but it b .. bean argued that the overtaken veBsel .hould neither be a.11owed to
bear .. way nor luir to prevent a.no1iher pa.aeiDg.
Digitized by Coogle
152
starboard tack, knowing that the other, according to the rule, ought to
give way, does the saine. And the result is that the question generally
amounts to this-What is best to do ?-a.nd not what the sailing rule
says ought to be done. So far" as we know, the rqle that the vessel on
sta.rlioard tack should luff, and not bear away, has never been general;
and, although some olubs have gone so far as to say what the vessel on
the starboard tack is to do, we oannot call to mind any case where a
ya.oht has been mulcted in a penalty for bearing away instead of luffing.
The clubs whioh had an instruction. on the paint before their adoption
of Y.R.A. Rules were Royal Dart, Royal Viotoria, Royal Cornwall, Royal
Albert, Royal Welsh, Royal Cinque Ports; all the others (inoluding Royal
Squadron and Royal Thames) were silent on th"e point, simply requiring
the vessel on port tack to keep out of the way of the other. The Royal
Victoria rule was the most explicit, and ran as follows: "Y a.chts on the
port tack must give way to those on the starboard tack i and wherever
a doubt Wt8 of the poisibility of weathering the one on the starboard
tack, the one on the port tack shall give way; if the other keep her
course and collision occurs, the ya.oht on port tack shall pay all damages
and forfeit all claim to the prize. The yacht on the starboard tack shall
never bear away; but if she is obliged to luff or tack to avoid the
other ya.oht, the yacht on the port tack (so obliging her to luff or tack)
shall lose all olaim to the prize!'
We believe this rule was framed by the late Mr. G. Holla.nd Aokers,
who had a very strong opinion on the point, and published it a.s a kind
of mom in his Signal Book, &0. The effect of the rule would be, if
stringently enforced, that no protest would stand if the vessel on starboard
!ook kept away instead of luffed. Would this cheok the dangerous practice
of bearing away? We think not. We believe that the greatest safeguard
will be in sailing committees and the council of the firmly
administering the very letter of the rule, a.s it now exists, in all oa.ses"
wherever a risk of collision has been proved through the vessel on the
port tack not giving way. It is much too late to talk about disqualifi-
cation and penalties after a collision has occurred.
A vessel on port ta.Ok approaching another on the tack
should never be "nipped" in the hope of wea.thering. It will not aid
her if the other "nips" a.lso, and a collision may be the result. A.
trusty hand should be placed in the lee quarter to watch the other
vessel. Pilots, as a rule, oannot be trusted for this ta.sk; they are
unused to vessels of such speed, and the vessels, so to speak, slip from
under their feet, and so their judgment is entirely at fault. If the look-out
in the lee quarter has the lea.st doubt about weathering, and if you know
Digitized by Coogle
Yacht Racing. 158
he can. be trusted, put the helm down at once so as to tack well clear of
the other vessel, and not have to hustle round under her lee bow a.nd
get a tremendous smothering. If it is decided to bear 'away, begin in
good time so that the vessel on the starboard tack may know what. you
are going to do. It should be always remembered that the whole 'onus
of keeping clear rests with the vessel on the port tack. _
As a rule, a sailing master when caught on the port tack will prefer
bearing away to tacking, as legs ground is lost, a.nd the risk of getting
a smothering is avoided.
In bearing away a hand should be always sent to the main sheet
(whether it be the vessel on port or starboard tack), to slack out some if
necessary, to enable the vessel to get off the wind more rapidly. (See also
U Approaching a Shore Close-hauled."
A yacht on the port tack can. therefore be disqusJified under the
following conditions:
1. If she is struck by a yacht which is on' the starboard tack, no
matter ho,:,," that striking was brought about.
2. If she herself strikes a yacht which is on the starboard tack.
S. If she causes a yacht which is on the starboard tack to luff or
tack to avoid a collision. .
4. If she causes a yacht on the starboard tack to bear away to avoid
a collision.
HOVE TO ON PORT TACK.
Ordinarily, if a yaCht is hove to on port tack and another yacht is
approaching her, close-hauled on starboard tack, the one on port tack
~ o u l d in good time fill and get way on and tack or bear away so as
to clear the other yacht. But if the yacht on port tack is disabled she
could ~ r d l y be expected to do this, and the yacht on the starboard
tack should keep clear; so also if the yacht on the starboard tack is
free and the yacht on the port tack is hove to (whether disabled or not),
the former should keep clear.
OVER-REACHING.
In beating to wind ward for a mark great care must be taken not to
over-reach; that is, not to stand on so long as to be able to more than
fetch a mark when the yacht is put I\bout. In most cases a cutter yacht
will fetch a mark (if not more than half a mile distant) on the next tack
if the mark is brought to bear abeam-i.8., at right angles to the keel,
or eight compass-points from the direction of the vessel's head. This
Digitized by Coogle
is supposing that there is no tide. If the tide be going to windward,
so much need not be allowed; if the tide be going to leeward, more
than eight points must be allowed. The helmsman, by watching his
vessel and objects on shore or around on previous tacks, will be able
to judge how much should be allowed for tide; and he should always
remember that it is better to err by allowing too much than too little,
providing of course that the vessel does not over-reach so much as to
lose her position in the match..
Frequently when working across a lee-going tide it looks, when the
yacht is put on her last board for the mark, that too much has been
allowed for tide; this mayor may not be the case, but great judgment
should be exercised in ramping along, as not to fetch after over-reaching
would be an error fatal to the reputation of a sailing master.
When working by long boards and a vessel tacks for her mark, say a
mile off, and can just lie for it, she should be sailed along a good full, and
not be nipped or squeezed; if in the end she does not fetch, it cannot be
helped, but it is certain that she will not have loBi so much ground by
having to tack again as she would have by sailing out a long 'board with
her sails l i f ~ g .
WEATHER BOWING.-BEARING AWAY.
A favourite' pastime of a sailing master is to It weather bow II another
vessel in working boa.rd and board to windward, or otherwise in cross tack-
ing, that is in tacking to place his own vessel in such a position on the bow
of the other that she immediately intercepts the wind of that other vessel,
and causes her head sa.ils to lift. If the vessels are pretty evenly matched,
the leading one will be able to put the other under her lee quarter every
time they tack. The one to leeward may ramp off, but she will never
get clear unless she is a very much faster vessel. The object of the
leeward yacht will be to get into cross tacking, and this. her adversary
will try to prevent, and tack as frequently as she does. This diversion
may possibly be a bad thing for both, so f8.P as the prize goes, if there
are other yachts in match, as their frequent tacking cannot be otherwise
than a gain to the yachts which are working by longer boards.
If the leeward yacht finds that the one to windward will not permit
her to get into cross tacking, she will probably, as aforesaid, ramp off and
endeavour to get through the lee of the weather yacht. For the leeward
yacht to do this successfully, that is, to be able to reach far enough
ahead to tack across !Uld weather the other one, she must be the faster
vessel, or otherwise she will still find the other on her weather bow every
Digitized by Coogle

Yacht Racing. 155
time they tack. As the lee yacht is ramped oft, the weather one is
commonly sailed hard too, or what is known as a It good full." But
the helmsman must be very careful with his weather helm, as the
windward yacht is supposed to keep her luff, and is not allowed to bear
away so as to prevent the other yacht passing to leeward i thus, the
windward yacht should be kept no more than a It good full and bye"
whilst another yacht is under her lee.
In speaking of "bearing away" it must not be assumed that the
yachts get very much oft the wind i if they did-say three or four points-
the eftect would be that the leeward yacht would come out clear ahead
of the other. -This is not the kind of It bearing away" which is practised.
Strictly speaking the "bearing away" is simply sailing It ramping full,"
with a heavy hand on the weather tiller lines. It would be difficult to
disqualify a yacht for this under the It bearing away" rule i but, never-
-theless, if one yacht is sailing hard, when close hauled, to endeavour to
get through the lee of the windward yacht, it would be most unfair for
the other to ramp oft after her.
A common practice to escape the vigilance of the "weather-bowing II
craft is to make-a feint at tacking, or, as it is sometimes called, to make
a "false tack." The master sings out Ie ready about t JJ loud enough to
be heard perhaps on board. the windward yacht, and the crew go to their
stations as if about to tack. The master eases the helm down, but is
careful that the yacht does not pass the head to wind point.i he keeps her
shooting, and one hand hauls the fore sheet up, and perhaps takes in the
slack of the weather jib sheet. The master of the windward vessel thinks
it is a. real tack, and puts his vessel about i the other thereupon reverses
his helm and backs his vessel's head oft on the same tack again. This
trick does not always succeed, but it does sometimes. In practising this
subterfuge great care must be taken by the leeward yacht that she is not
so close to the windward yacht as to bring about a collision by putting her
helm down. H a collision ensued the leeward yacht would be held to blame.
In standing across another yacht with the intention of tacking, to
give her a weather bower, great judgment must be exercised or the
yacht may esca.pe the inteJlded blanketing. H the yacht Cf'OB868 close
ahead she must tack close ahead (a little to windward), and even then
she may just miss getting on the weather bow of the other. The latter
will know this, and instantly commence to ramp along and clear her
wind; perhaps the next time she stays, if to starboard taok, she may
be able to put the one, which offered her the weather bower, about.
If a yacht in standing across another is some three or four hundred
yards to windward, and desires to weather bow her, the master must be
Digitized by Coogle

156
----- -- -- --------- ----
careful not to sta.nd too far, as if he does he will find himself on the
weather beam of the other instead of weather bow when he stays. If
the yacht crosses say ten lengths ahead, she should be tacked after she
has passed clear four lengths; or, say when the other is seven lengths oft
her lee quarter. She will then be, allowing for the time or distance lost
in tacking, exactly in her rival's wind.
A yacht that is head-reaching to windward of a n o t h ~ yacht is
frequently sailed hard so as to pass close on the weather of the other,
as the tr shake up" is eftective in proportion to the closeness of the
yachts to each other. This process of tt killing" an antagonist was
formerly very much practised; very few sailing masters now, however,
ramp oft after a vessel they are already beating by head-reaching. This
would not be "bearing away to hinder a yacht passing to leeward" as
forbidden by the Y.R.A. mIe; but is the kind of bearing away, or
jockeying, which was sensibly forbidden by the old mIe, which said,
"a yacht may not bear away out of her course so as to cause another
yacht to bear away to avoid a collision."
A great deal of time would be wasted by a sailing master attempting,
by tt weather bowing," to stop every vessel that came in his way, big
or sma.ll; this would be very foolish. The first aim should be to get
all the speed and advantage p088ible out of a vessel; secondly, if you
come across a vessel that appears to have as good or better a chance
of winning than yourself, endeavour to stop her by legitimate means, but
do not needlessly waste time with a vessel that has little or no chance
of winning; thirdly, if you are beating a vessel that, next to yourself,
has the best cha.nce of winning, by keeping with her, do not leave her;
fourthly, if, when sticking to a vessel you are being beaten by her, part
company and try your fortune on a diBerent cast.
APPROACHING A MARK ON OPPOSITE TACKS FOR
ROUNDING.
It frequently happens that two yachts are approaching a. mark on
opposite tacks, and the one on the port tack may be able to weather the
mark, whilst the one on the starboard tack cannot do so until she goes on
the other tack. In Fig. 85, D will be the mark, A a vessel on the
starboard tack, and B the one on port tack. It would be the duty
of B to give way, even thongh it were at the finish. of a race, and
that she was in a position to cross the line E; she would be clearly
ahead of A, but might not be able to quite weather her, and so would
have to give way. We recollect a case similar to the above happening
Digitized by Coogle
Yacht Racing. 157
at Cowes between the Kriemhilda and Axrow, in 1874, in a matoh of
the Royal Albert Yaoht Club; the Axrow was on port tack and gave
way, but the late Mr. Chamberlayne said he never gave way more
reluctantly in his life i yet, as it was clearly his duty to do so, he
ordered the helm of the Axrow to be put down,
and the Kriemhilda. got round the mark first.
The foregoing case is very clear,. and there
can be no doubt as to what the vessel on the
port tack should do i but the case would be
more difficult to deal with if the yachts were in
the position with regal'd to a mark shown in
Fig. S6 and 37. Also if the ve88el on port
tack is nearest the mark whioh has to be
rounded, as at B (Fig. 36), she must give way
to a vessel on starboard tack in the polition
I'IG. 8S.
of A when both are close hauled approaohing a mark, as D, to proceed
in the direction of (say) E. It is evident that B must get out of the
way by bearing up and paBBing under the stern of A, unless B is so
far ahead as to be able to stay round the mark olear of A. In such
a case the following conditions must be considered: A is the yacht
on the starboard tack i B the yacht on the port tack iDa buoy whioh
the yachts have to round and proceed in the direction of the arrow
E. B goes into stays under the lee bow, but a little ahead of A, 80
l'Ie. 88. I'IG. 87.
that when they arrive at the buoy they are in the position of A 2 and
B 2, and a collision ensues. B will claim the foul, and argue that A
should have given her room at the buoy i A will olaim the foul, and
say that B should not have gone into stays in a position where A
could strike her. B in this case would be in the right, prooideil always
that the foul V1O'Uld mt ha'1J6 OCCW"red if A' had mt aUeml her helm by
putting it up. But B would not be justified in tacking in such a position
Digitized by Coogle
if she thereby caused A to put her helm doton or luff to avoid a collision j
nor would she be justified in so tacking if a collision ensued, a.nd A
did not alter her course one way or the other. On the other hand, A
would not be justified in putting her helm up, a.nd so cause a collision or
a fouling o ~ the mark.
APPROACHING MARKS ON THE SAME TACK FOR
ROUNDING.
The foregoing were exceptional cases to show what has to be done
when yachts are approaching marks olose hauled on opposite tacks;
but more frequently yachts approach marks oJ? the 'same tack. By
the Y.R.A. rule, yachts must give each other room at marks, but,
a yacht is not justified in attempting to establish a.n overlap at the last
moment, when it may be impossible for the outside yacht to give room.
A yacht in rounding a mark, whether she is hauling round or wearing
round, always deadens her way more or less, and if a yacht is close astern
so as to be only just clear, it is quite easy for her to make a.n overlap;
but this is just what she is not allowed to do. The overtaking yacht'
must have, beyond all dispute, established an overlap before the other
has altered her helm to round; this means b e f o ~ e the other has altered her
course and is actually rounding the mark. It frequently happens in light
winds that a yacht gets jammed by the tide at a mark, a.nd can only just
hold her own abreast of it. A yacht that comes up astern can pass between
such other yacht and the mark if there be room; but, if there be not room,
she must pass outside.
In running for a mark to haul round, it is generally prudent (if not
hauling against a foul tide) to keep well to leeward of the mark, and haul
up gradually to it, so that by the time the mark is reached all the sheets
are fbi,ttened in; in fact, the vessel should be almost" brought to" by the
mere hauling aft the sheets, and with as little helm as possible. H the
yacht has to be "brought to" against the tide, only a short sweep should
be made in rounding; but the sheets must be got aft sm.a.rtIy, so that
when the vessel is actually rounding the mark they are properly trimmed.
This is particularly necessary if the yacht has to be brought by the wind,
as, otherwise, when the h e ~ is put down she will not come to quickly,
and a yacht that may be astern could, by a better hauling of her sheets,
come up and cut her out.
H the mark has to be gybed round and the wind is light, the yacht
should be run dead for the mark, and should gybe close at the mark,
always allowing for tide. The boom can be handled easily, and the
Digitized by Coogle
Yacht Racing. 159
shorter the circle the vessel can be turned in, the better. But if there
is a strong wind, and an attempt is made to make a short tum by wearing
close round the mark, it will probably end in disappointment or di8808ter.
Instead of attempting a short tum, the vessel should haul up to wind-
ward of her course a little, and gybe over when one hundred yards or so
from the mark; there will then be time to trim the sheets properly, and
the vessel will not overshoot the mark nor lose any ground. When a vessel
is judiciously rounding a mark like this, she may find one ahead that has
attempted to make a short turn of it by gybing at the mark, more or less
Ie all _standing." This vessel, before she can be met with her helm, will
probably fly to; so look out and go under her stem, if there is room to
do so without striking her, and then through her lee. If an attempt is
made to keep on her weather, a luffing match will be the result; or
perhaps a diBa.Btrous collision, as your vessel that gybed first will have
great way on, whilst the other, gybing and then flying to, would have
almost stopped dead. If a collision under such circumstances did occur,
the overtaking yacht would be held to blame, as, although it might have
been a lubberly thing to have aJIowed the leading vessel to fly a.croBS the
one that was coming up astern, still the latter being the overtaking yacht
would have to keep clear. Therefore keep a sharp look-out, and, u.s before
said, if there be room, go under the other vessel's stem, and you certainly
will be able to get thi-ough her lee. If there be not room to so go under
her stern, be ready to give lee helm if necessary to clear her to windward,
and you probably willsooceed in passing her. _
If, when sailing pretty nearly close-hauled, the mark has to be
rounded by wearing or gybing, so as to return on a pa.raJ1el course, the
rounding will be an awkward one. If there is much wind it will be
prudent to keep well to windward of the mark. Begin to bear up when
a hundred yards or so away from it, easing the main sheet a little, but not
touching the head sheets; then as the yacht is nearly close to the mark
hard up; as the vessel wears round to nearly before the wind, steady the
helm and let the boom go over as easily as possible. Be careful not to
ease too much main sheet; steady the helm directly itis seen that the
vessel has had enough to bring the boom over. The object will be to
tum the vessel slowly at first, making a long sweep; then quickly, and
then slowly again at the last. In bearing up round a -mark in this way
care must be taken that neither the boom nor any of the lee rigging
touches the markboat; and if the markboat is flying a large flag, be
careful not to touch it, as although merely touching such a flag would not
be held to be a foul, still there would be the risk of the flag getting hung up
in some of the yacht's gear, a.nd the boat itself might be dragged alongside.
Digitized by Coogle
160
Yacht and Boat Samng.
In gybing always be smart with the topmast shifting backstays
and the runners j get them hauled taut before the boom actually goes
over, and let go the weather backstay and runner as the boom comes
amidships.
As a hauling mark is approached always get the sails well set for_
coming in on the wind. Anything that requires setting up should be
attended to before the mark is reached. If a jib requires shifting do
not forget that it can be done more easily whilst before the wind than
on the wind. Very frequently a vessel is run off the wind on purpose
to get in the jib j but this can only be done at a great loss of distance.
Sails will require frequent It setting" dmmg a match, and a sharp
look round must be taken constantly, especially when coming to wind
from sailing off the wind. In getting a pull on the topsail tack do not
forget to ease the sheet first. In setting up the peak: of a mainsail
always take the weight of the boom with the topping lift. In setting
up a jib always see that the runners are taut.
In light weather and with a foul tide, yachts frequently drive back
past a mark after fairly rounding it. .A. case, recently argUed, involved
the following conditions: In the diagram, Fig. 38, A is a buoy which
Jl'IG. 88.
has to be rounded on the port hand. B is a yacht running before the
wind for the buoy; she hauls round the buoy and stands close hauled
to 0, where she iii fairly above the buoy. The yacht is put about at 0,
and stands across towards the buoy again, but fails to weather it; she
fetches the point D, and stands towards E. It was contended that B
not having weathered the buoy in standing from 0 to D, did not'round
it on the port hand. But it is quite clear that if the yacht when at 0
was clear ahead of the buoy A, the rounding would be a good one.
Let it be supposed that the yacht B was beating to the buoy and
weathered it, and then ran up past the buoy to E or to a point abreast of
0, it could not be contended that the buoy had not been rounded (it
always being understood that a mark has not to be ct circumnavigated ").
If, when the yacht arrived atE or abreast of 0
1
the wind fell light and
Digitized by Coogle
Yacht Racin,. 161
the tide carried her back past the buoy, and she ultimately repassed . the
bnoy on the side D, that would not dect the first rounding, which
would be held to be a good one.
This case can be differently illustrated j at the finish of a race a mark
D
boat had to be left on the starboard
hand in the direction of the arrow
(Fig. 89). The yacht instead passed
up, leaving the mark on her port side
in the direction of the dotted line from
FIG. 89.
A to B j then round the mark until
fairly below it at D, where she turned and repassed the mark, leaving
it on her own starboard side, thus fulfilling the conditions.
In cases like these, the only. point to decide is whether the yacht
has been in a position to make the rounding a good one. In the first case
(Fig. 88) when at C, it would be required to be proved beyond all doubt
(which would be an exceedingly difficult thing to do) that the hull and
spars were fairly clear of the buoy in a line at right a.ngles to the last
COUl'Be (the course in the direction of B to A), and unless the yacht were
clear of the mark by such a test, the rounding would not be a good one.
A similar test would decide the other case (Fig. 89) by the position at D.
CAUSING A MARKBOAT TO MOVE HER POSITION.
By the Y.R.A. rules if a mark boat shifts her position the race shall
be re-sailed again if a committee chooses to so order it j and if a yacht
causes a markboat to shift her position, by veering out chain for instance,
a yacht can be disqualified. In light weather, when yachts have been
driving with the tide, chain has frequently been veered out by the man
in the markboat to enable a yacht to clear withont fouling j but if a
yacht is drifting helplessly on to a mark she must let go her anchor.
It has been objected that the man in the markboat might get frightened
and veer ont chain when the yacht did not require it to be veered out
to enable her to avoid fouling j but a man is hardly likely to get frightened
when a yacht is slowly driving in a calm, a.nd if there wa.s any breeze
at all he would have no time at the la.st moment to give chain to his
vessel. Most times a yacht goes fl straight for" the markboat, and clears
it by an alteration of the helm at the last moment. If, under such
circumstances, a man in a markboat got scared, and imagined that he
could avoid an impending danger by veering out chain, it would show
very great folly, as if the markboat wa.s to be struck it could not be
avoided by veering out chain at the last moment.
ltt
Digitized by Coogle
.
REQUIRING A YACHT TO TACK WHEN APPROACHING A
SHORE OR OTHER OBSTRUCTION CLOSE-HAULED.
'When two vessels are on the aame tack for the shore, a
shoal, or other obstruction, and the leeward yacht cannot tack without
coming in contact with the windward one, she ma.y hail the windward
yacht to go about, but she. must herself at the aame time tack; but if
the obstruction is a mark in the course, such as a buoy or vessel, &c.,.
which baa to be rounded, the leeward yacht cannot so hail the windward
one to go about and give her room to tack. If the leeward yacht requires
to tack to weather the mark she should ease her helm, and wait till the
other one has drawn clear. [This is the Y.R.A. rule.]
When one of two yachts has to tack, the common practice is for
the windward one to wait until the other has actually put her helm down
before she does so herself j if this is not done she will probably find that
the yacht which was to leeward of her baa shot up on her weather quarter-
some diata.nce astern perhaps, but still on her weather quarter-instead
of under her lee beam or lee quarter. This will be annoying, but naturally
it is the thing that the vessel whioh was to leeward will endeavour to
effect j and if previous to tacking her position was under the lee bow of the
other, she is almost certain to effect her object whatever the other might
The rule clearly says that the windward veaael ahaJl tack clireotly she is
hailed to do so (it being assumed that the vessel to leeward is in actual
danger of running aground if she holds on any longer), and that the leeward
vessel must at the same time tack j but what the sailing master of the lee-
ward vessel generaJ.ly does is to gently ease the helm down, and sail his
vessel to the last moment, 80 as to bring her round well on the weather
quarter of the other. This is not always aohieved, for the reason, as before
said, that the windward vessel waits until the other is fairly tacking, or else,
in staying, sails round in the same way that the leeward vessel dOes.
If the yachts are abeam and very olose together--aay not more than a
length a.part-the windward yacht should put her helm down directly she is
hailed. If she waits until the other is putting her helm down, and then
eases her own helm, the bowsprit of the leeward yacht may strike the
counter of the other, as the bow of the one will be swinging round against
the stern of the other. Therefore, in such a case the windward yacht
should be very prompt in putting her helm down, and if the other fails
to put hers down at the same time sho can be protested against.
The leeward vessel is the judge of her own peril, but this does not
justify her in needlessly putting another vessel about, and in all cases
peril of striking the ground or other obstruotion must exist.
Digitized by Coogle
Yacht Racing. 163
H, when a vessel bas just tacked for water, she meets another vessel
standing in on starboard tack, she should promptly hail that vessel to
go about i but if she herself bas gathered way on the port tack, the
one on starboard tack can force her round again i and it is no exouse
for non-complia.noe if the vessel on the port tack says, tf We have just
tacked for water!' H she has room to tack again without getting
aground, she must do so, and then immedia.tely a.fterward.s can, if necessary,
hail the vessel on her weather to tack, to enable her to a.void striking the
ground. As a mIe, it is a dangerous experiment for a vessel that has
just stayed to attempt to olear another by putting her helm up, as she
may have little or no way on j the safer plan is to put her helm down.
Some pilots and sailing masters will venture muoh oloser in shore than
others, and give way reluctantly, or not at all, when hailed j but, if there
be reasonable grounds for believing a yacht to be in danger, the weather-
moat one is bound to tack when hailed j she could, however, protest if
wrongfully put a.bout by the leewardmoat yacht tacking when the latter
was not in immedia.te danger of going aground or striking an obstruotion.
This rule must be interpreted. by the ordinary oustoms dictated. by prudence,
and suob oareful. navigation as yacht racing admits of.
BEFORE THE WIND UNDER SPINNAKER.
The 01'8W ought to be able to rig and to have all the spinnaker
gear ready in five miD.utea j thus in ordinary weather about that time
should be allowed for getting the boom out and spinnaker halyards
and outhaul b e n ~ and shifting baobtay aft, before bearing up round
a mark. H it is to be a dead ron, take care that the boom is on the
right side, 80 that the veasel can be ron for the next mark without
gybing j allow for the tide, if any, soan the wind, and determine whioh
side the spinnaker boom ahall be on. If after bearing up it is found
that a mistake has been made, and that the vessel will not run for
the mark in consequence of the main boom being on the wrong quarter,
do ~ o t try to make her and run by the lee. When running by the lee
the majnsail will be doing but little or no good, and, further, the main
boom may come over suddenly and pull down the topmast by striking the
preventel', or break itself on the runner. Haul up to windward a little, and
fill the majnsail j but if it involves hauling up more than a point, and the
C'C'run II be a long one, gybe over at once and run straight for the mark.*
If the I'IID be 11 milee, and the veuel haul lip point and l'IDl, 1&1. on pod tack for
luIH the &tuoe, and tJum Ube oYer and I'IID on the other tack, ahe will iD_ her distanoe
$0 lit milee,
.2
Digitized by Coogle

164
H the boom bas to go square oft, ease up the topsa.il sheet a little if
the topsail tack is to windward of the gaff, and ease the topsa.illacing and
tack too, if it strains badly across the peak-halyard blocks. H the peak
of the majnsail falls aboard, ease the peak purchase a triBe, but not until
after the topsa.il sheet bas been eased, as the sudden strain thrown on the
after leech and sheet of the topsail' might cause something to burst.
Take in the slack of the weather topping-lift before easing up the peak
purchase, or the boom may come down on the rail.
The weather topping lift should always carry the weight of the boom
in running or reaching with the boom broad. oft. In a sea the boom
should be topped up three or four feet.
Be careful, if there be much weight in the wind, not to ease the
boom' oft so far as to allow the gaff to press heavily on the lee rigging,
as the jaws of the gaff might thereby be broken.
In strong winds the smaJl spinnaker only should be boomed out,
and if the boom rears on end, the tendenoy can be ohecked by giving
plenty of sheet j also by pressing the boom down. Frequently when the
topmast is housed the second spinnaker is boomed out with a Spanish reef
in the head j i.e., the head of the sail made into a bight, and the halyards
bent to it; or sometimes the head of the sail is tied up in a ,knot.
In heavy weather it will not be prudent to run with the boom
square oft, nor to run dead before the wind; keep a little to windward of
the course, and then gybe over and run for the mark on the other tack.
With the weight of the boom and spinnaker boom shifted forwa.rd
the vessel will go down by the head, and if she does not like the trim the
crew should be placed abaft the tiller lines or on the quarter deck.
H the run be a dead one, the helmsman will have two objects in
view: 1. To run straight for the mark. 2. To be careful that the mainsail is
not gybed through getting by the lee; an average course will have to be
made by running oft when the wind will permit, and drawing to again.
OVERTAKING YAOHTS.-LUFFING, AND BEARING AWAY.
H, when before the wind, a yacht is ahead, and you cannot pass her,
run dead in her wake or a little to windward of her wake so as to cover
her; you may do her a little harm in this way and prevent her getting away
farther. H you are overtaking a vessel and desire to pass her, give her a
wide berth either to windward or to leeward j to leeward for choice, as if the
vessels are dead before the wind your antagonist cannot bear away after you
to do any harm; if you try to pass to windward, a senSeless luffing match
will Itlost likell be the result.
Digitized by Coogle
Yacht Racing. 165
If a vessel is coming up fast astern and threatening your weather
q1l&1"ter, and you make up your mind that she shall not pass to windward,
do not wait until her bowsprit is over your quarter before you luff, but
take a wipe out across her when she is fifty yards off or so. She will then
know what you mean to do, will probably be unable to get on your
weather at all, and more probably will not try it. If she bears up to
attempt to go through your lee, do not follow her off j if you do, it will
probably end, after frequent backing and filling, in her ultimately getting
her bowsprit over your weather quarter, and a long luffing match will
ensue, followed up perhaps by a protest for bearing away.
The Council of the Y.R.A. have decided that if a yacht allows another
yaclat to come up on her weather and to be actually in the act of passing
ahead, the yacht to leeward may not deliberately luff for the mere purpose
of causing a foul. The Y.R.A.. rule says, U a yacht may luff as she pleases
to prevent another ptUn'ng to tDindtDard;" but if the overtaken yacht
allowed the other to come up close abeam or a little ahead (say) before
ahe luffed, it is obviouS that the weathermost yacht may be unable to luff
also to keep clear; in such a case a foul would be the deliberate act of the
leeward yacht, and the foul could not be claimed, as it would be absurd
to argue that the leeward yacht luffed as allowed by the rule to prevent
the other passing to windward. No luffing under suoh circumstances
wonld then prevent the yacht "passing to windward."
When one of two yachts which are close together succeeds in going
through the lee of the other yacht, the latter, if possible, should run dead
in the wake of her antagonist that has just passed her. If the wind is
very light, she may succeed in holding her. But the yacht that has
just passed through the lee of the other should luff out to a clear berth,
and she may thus be able to rid herself of the intended covering. If
there be an obstruction to sea room she will be unable to luff out clear
perhaps, and may very likely try to get clear by running off to leeward j
but here she will fina that the sternmost yacht qan follow her, and
generally running off the wind in such a case is of no avail. It must
be . understood that the prohibition contained in the Y. R. A. rule on
"luffing or bearing a.way" is not involved here, as it is presumed that
one yacht bas passed olean through the lee of the other, and if she
drops back again that other yacht which was passed becomes in the
position of an O'IJerlokim,g yacht. An overta1r:im,g yacht is not precluded
from bearing away provided she does not cause the yacht overtaken to
bear away also to avoid collision j but an overlaken, yacht is forbidden to
bear away to hinder another passing to leeward; that is, a. yacht that is
UIJ61'ta1m by another yacht must concede an unmolested passage to leeward.
Digitized by Coogle
An ooertaTM.g yacht, if to leeward, is not allowed to 111ft 80 as to
cause the yacht to windward to 111ft to avoid a collision until she (that
is the ()'f)fJ'riaking yacht) has drawn clear ahead. Thus the O'tJ6rlq.ki,ng yacht,
under such circumstances, continues to be II overtaking II until she has
drawn clear ahead.
It must be clearly understood that the foregoing relates to tf yacht
racing" alone. Yachts ordinarily are" subject to the customary rule of the
road, which enacts It that if two yachts are running free with the wind
on the same side, the yacht whioh is to windward shall keep out of the
way of the yacht whioh is to leeward j" and II every vessel overtaking any
other vessel shall keep out of the way of the last-mentioned vessel;" and
II when one of two ships are to keep out of the way the other shall keep
her course." It is thus quite olear that by the ordinary rules of the sea.
a yacht that is being overtaken must neither 111ft nor bear away to prevent
an overtaking vessel of whatever description passing her.
By the rule of the road before referred to, a steam yacht must keep
out of the way of all sailing vessels j but there is one position in which
the sailing vessel would have to keep clear of the steam yacht. It
frequently happens that a sailing yacht is overtaking a steam .yacht, and
in all oases the overtaking vessel, whether she be under steam. or sail,
or both, must keep out of the way of the one she is overtaking. The
popular opinion was, that in all possible directions of approach, the steam
yacht must keep out of the way of the sailing yacht j but by the new
regulations which came into force September, 1880, there is, as shown,
one direction of approach under which it is the duty of the sailing yacht
to keep olear of the steam. yacht. .A. veBBel, it must be" understood, is
only considered as an overtaking one when she is steering in the direction
of the one ahead or in the wake of the one ahead, and only in such case
would the sailing vessel have to keep olear of the steamer she might be
overtaking.
SAILING .ALONG .A. WEATHER SHORE OR LEE SHORE-
OVERTAKING.
In sailing along a weather shore always remember that, although a
yacht may II luff as she pleases to prevent another yacht. passing to
windward," she may not shove the other yacht ashore or on to any
obstruction j on the other hand, a yacht overtaking yacht should
not attempt to make an overlap just upon reaching an obstruction. This
means that the leading YaMt can keep her luff 'Up to tAs 'V6f"!J moment that an
obstruction is ".eacAsd, even 8Upp08ing tkat an O'IJ6f'lap will ocot.W simultaMOUllly
with ".eacking an lJ tAs O'IJertaking yacht goes as1wwe (W in
Digitized by Coogle
Yacht Racing. 167
GfI'IJ ""'Y t"8C8i118l or "'jUctB tlamo.gu Uf&der 8Uih, circumBtat&C6B, 8he .. Tty
nraponnOlB. *
In all cases remember that the windward yacht can only. demand
room in case she would, by holding to her course, aotually .trike an
obstruction or take the ground.
It frequently happens, when sailing along a shore, bank, &0., to shun
a tide or otherwise, that an overtaken yacht allows one astern to come
up on her weather, being fearful of getting into a luffing match when so
near the ground.; in such a case the overtaken yacht often warns the
other that she is coming to windward at her own risk, and that no
further room will be given her. Presently an arm or outward bend in
the bank, or a s h a l l o w ~ warns the overtaken yacht to bear away a little,
but she is careful to do so only just far enough to olear the ground
herself, and leaves no room for the overtaking yacht on the ground
that a warning was given the latter that she came to windward at her
own risk. The warning, however, would be of no avail if the windward
yacht got ashore or if a foul ensued, providing always that the over-
taking yacht had established an overlap with her bowsprit or some part
of her hull before reaching the obstruction.
In sailing along a lee shore, the weather yacht in all caaes is bound
to give the one to leeward room.
In sailing along a weather shore, if the yacht drags the ground,
promptly ease off the boom and put the helm up, and send all hands
forward. The boom is run off to give the vessel greater list, so as to
lighten her draught, and also to prevent her coming to, and so forge
further aground. The object of sending the men forward is, that by
tripping the vessel by the head, the draught is lessened. If the vessel
drags whilst running along a lee shore, haul the boom in and put the
helm down.
OLOSE-HAULED AND SAILING FREE.
According to Rule 19 of the Y.R.A., a yacht that is sailing with
the wind free must keep out of the way of one which is close-hauled,
and there appears to be only one exception to this mie, which will be
alluded to under the "Meeting end on" section. In match sailing
yachts are likely to get into positions where one going free might foul
one that is close-hauled under the following conditions :
1. In beating for a mark when a yacht that is olose-hauled might
meet one t4at has already rounded
Bee ee ApproachiDg a Shore or other Obstruction" (pap 989), as to the ri,hta of the
JaeWMd ;pcbt;. See alao the T.R ..&.. rule, If ObatractiODB to Sea Room."
Digitized by Coogle
168
2. In running for a mark when the yacht that is before the wind
might meet one that rounded, and is now close-hauled. .
In either case it is the duty of the yacht whioh hILS the wind free
to give way to the ya.cht that is olose-hauled. In most oases it will
be safer for the ya.cht which is free to go under the stern of the other I
ILS by crossing ahead she might compel the ya.cht that was olose-hauled
to bear up or luff, and if she did so, the ya.cht that had the wind free
would be disqua.lified. (See the last pa.ra.gra.ph of It Meeting end on"
section.)
MEETING END ON ON OPPOSITE TAOKS.
In sailing with a beam wind, or if one yacht has the wind abaft
the beam and another ya.cht has the wind on the bow, and they be
going in opposite direotions, they may meet ea.ch other end on so as
to involve a risk of collision.
Formerly in such a oase it was the duty of ea.ch ya.cht to put her
helm to port: that is, the ya.cht on the port tack bore DlUJay, whilst the
ya.cht on the starboard ta.ck luffed.
The new rnl.e whioh oame into operation September, 1880, hILS been
incorporated in the Y.R.A. rules, and enjoins that when yachts are
sailing with the wind free on opposite tacks, the yacht with the wind
on the port side must keep out of the way of the other.
The new rule is an improvement on the old It meeting end on" role,
as frequently two ships not a.ctually meeting end on would port and
risk a collision, when, by ea.ch holding"on her course, they would have
gone clear. Also frequently when meeting end on, one might be close-
hauled and the other free,; in such a case it was still the duty of both
to port, but often the olose-hauled ship contended that the one which
was free ought a.lone to give way. By the new role, in all cases of
yachts meeting end on, or nearly end on, the yacht on port tack must
keep out of the way of the ya.cht on starboard tack. Of course it is
understood that the yacht on the starboard must keep her course,
and not endeavour to prevent the yacht on port tack passing to windward.
In Fig. 40, let A be a yacht olose-hauled, and B one with the wind
on the quarter,; it is quite plain if B attempted to plLBB to leeward
that she might go ashore,; B would therefore haul out and plLBB on the
weather side of A, and A would get a temporary blanketing j a.lso, if
there were no shore, B could elect to PILSS on the weather side of A.
Her duty is to keep clear, and A would not be justified in frustrating
her
Digitized by Coogle.
Yacht Racing. 169
But the close-hauled vessel might be on the port tack (888 0, Fig. 40).
In such a case it would be the duty of D (although having the wind on
the starboard side) to keep clear.
FIG. 40.
If sailing along a shore D would not risk getting aground, but would
haul out and pass on the weather side of O.
SAILING FREE.
But it may so happen that the two yachts may be free and be crossing
on opposite tacks. Thus, say the wind is W., and one yacht is steering
N.N.W., and the other S.S.W., each a point and a half free, they will
be approaching each other at an angle of 134. In such case it will be
the duty of the yacht with the wind on the port side to keep clear of
the other, as this would be a clear case of crossing on opposite tacks,
and not of U meeting end on." This, however, is a situation not likely
to occur in match sailing.
In sailing free, if two yachts have the wind on the same side, the one
which is to windward must keep out of the way of the other. (This has
been already explained under the head of" Luffing and Bearing Away.")
SIDE LIGHTS.
In one of the Y.R.,A. rules it is enjoined that aJl yachts sailing in a
match at night shall observe the Board of Trade rules as to the carrying
of lights. This rule interpreted strictly would mean that the side lights
are to be put in their places at sundown. Sailing masters exhihit an
Digitized by Coogle
1'10 Yacht and Boat Sailing.
extraordinary aversion to exhibiting side lights in a match, for the reason,
as they say, that it is not politio for any veB8el to let another know what
she is doing. This is a reason that will not hold water, and owners should
insist . upon lights being oa.rried in their proper places. Of course if a
match is within a half hour or so of being concluded at sundown, the rule
would not be enforced, but where a case of U sailing at night" is involved,
it would be inexcusable not to carry lights. It is sometimes supposed
that it is sufficient to have the lights on deck ready to show, but obviously
if all the yachts in a match did this the lights would be useless, as if the
yachts could see each other so as to know when to show their lights, there
would be no occasion for exhibiting them at all.
This is one of the rules which owners should see observed as a matter
of honour, and no occasion for protest should ever occur under it.
YACHTS IN DIFFERENT MATCHES.
It is now a. common practioe for two or three or even more uia.tches to
be started on the same day to sail over the \lame course, and the Y.R.A.
found it necessary to enjoin that the sailing rules apply to all yachts,
whether sailing in the same or in different matches. Frequently a big
vessel has unjustifiably bullied a small one round when beating to wind.
ward, but under the Y.R.A. rules a. small vessel whioh is on starboard
tack can force a large one that might be on port tack to give way. It
seems scarcely credible that such a rule should be required, and it is even
less credible that it should be occasionally observed with doubtful
willingness.
SCULLING.
The practice of sculling small boats by moving the rudder backwards
and forwards ('66 "Soulling" in the Appendix) is common in calms, and
considerable progress can be made by this means. The question has been
raised on several occasions as to the permissibility of such sculling during a
match, and two or three protests have arisen out of the practice. It is very
useful to scull even large yachts occasionally when they will not come round
in light winds, and no one could contend that this was not. a legitimate
use to make of the rudder; it would be simply "steering," but as no
means of propulsion but sails are permissible it certaiuly is a moot point
as to whether sculling, if used as a. means of propulsion, should be
allowed; and it is satisfactory to note that the Council of the Yacht
Racing Association has decided that sculling with the rudder is only
permissible for actual steering.
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Yacht Racing. 1'11
ANCHORING.
Yachta may anchor during a race, but must weigh again, and not
Blip. Several instanoea have ooo11l'1'8Cl where a yacht, wheu kedging in
a tideway on foul ground, bas been UDable to get the kedge on board
again. In such a case the crew would heave on the warp until it burst j
but if the yacht had let go her bower and chain this could not be
done, and the yacht would be compelled to slip and buoy the chain.
No adjudication baa been made by the Council that exactly bears upon
these cases, but the common sense view would appear to indicate that
if a yacht burst her warp in endeavouring to recover her kedge, she
should not be disqualified on the grounds of slipping. Neither should
a yacht be disquaJified if after making every endeavour to weigh her
bower, she failed and slipped.
Cases have occurred in calms where kedging baa been resorted to
as a means of propulsion. The kedge baa been dropped over at the
bow, and the crew walked aft with the warp, hauled the kedge up over
the stern, and let it go again over the bow j or the kedge has been let
go over the stern, and recovered at the bow. To get round a mark
against a tide such kedging might be suocessfully practised, but under
the rule "that no mode of propulsion except sails shall be allowed," it
is clearly forbidden.
SOUNDING.
In the Y .R.A. rules it is enjoined that no instrument other than
the lead and line shall be used for sounding. This rule was adopted
many years ago by the Thames clubs to stop the practice of shoving a
boat along by a pole, yard, or sweep under the pretence of sounding
with the same.
LEAVING A YACHT DURING A MATCH.
Under moat old club rules no one was allowed to join or leave a
yacht after the preparatory gun had been fired. This rule was called
into existence on the Thames in oonsequence of the practice of having
a number of handa on board a yacht prior to the start to assist in hoisting
the canvas, and these men were turned out into a boat directly the canvas
was hoisted. But even supposing that such a practice should be pre-
vented, there would appear to be no reason why a mere passenger should
not join or leave a yacht during a match, and under Y.R.A. rules it is
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simply enjoined that no paid hand sh8.II join or leave a yacht during a.
match. This of course gives permission to a. passenger or owner to leave,
but no paid hand could go from the yacht in a boa.t to put the pa.ssenger
on shore; but in the case of accident or injury to some person on board,
he could be put on shore or on board some other yacht by the crew.
In the ca.se of a man leaving a yacht by falling overboard, it is
assumed to be a.n accidenta.l circumstance; a.nd if the man ha.s been
recovered again by the yacht's own boa.t or a life buoy, or picked up
by another yacht, neither the yacht that lost the ma.n nor the one that
picked him up would be disqualified if one or the other afterwa.rds became
entitled to a. prize by coming in first or by time allowa.nce. But if a.
yacht or yachts had been in such a position that she or they would in
all probability have won the match, had it not been for rendering
assistance to recover a man, the committee can order, if they so please,
the race to be re-sailed between the yachts which were prevented winning
as stated and the yacht that actually did win. Nothing is said a.bout
the yacht tha.t lost the man overboard being allowed to take part in
the match if ordered to be re-sa.iled, whatever position such yacht may
have been in at thE\ time of the accident; and the inference is that a
yacht which is deprived of her cha.nce of winning a. race by losing a
man overboard must abide by the consequence of her own accident and
not be given Bother chanoe.
AMENABLE TO RULES.
In a. match a yacht is held to be a.menable to rnles directly the
five minutes gun has been fired or the Blue Peter hoisted; and she ceases
to be a.menable to the rules directly she has completed the course by
reaching the winning line, flagboa.t, or mark, and is timed by the committee
or any person they may appoint for the purpose. .A yacht, however,
should, after finishing a. contest, be most careful to keep clear of all
other yachts tha.t ha.ve not completed the course, even to the extent of
giving way to one sailing free on port tack if she herself is close-hauled
on starboard tack.
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CIIAPrER VIII.
CENTRE-BOARD BOATS.
ALTHOUGH it may be difficult to say what is a boat and what is a "yacht,
when we are speaking of small craft, yet we think a great deal of this
difficulty will be removed if we define a boat to mean ~ vessel that is not
wholly decked, and that can be rowed. In selecting one of these craft
that is either open or partly open, the main guide, of course, will be the
locality. Thus, if the boat is for Brighton, one of the shallow centre-
board beach boats used thereat will be the most suitable, inasmuch as they
can be readily " beached II or hauled out of water, it being necessary that
they should be so hauled up, as there is no sheltered or safe anchorage at
Brighton. For the Thames above bridge, where the winds are light a.nd
baftling, a very light centre-board gig is the most useful, as it sails well in
light winds, and is easily rowed in caJms. On the Meraey, where the boats
can lie afloat, and where generaJ1y there is more wind and sea than any
ordinary boat could well tackle, a heavier and deep keel sailing boat is in
use. At the sa.me time, a keel boat quite as light as the Surbiton boats
has been introduced on the Mersey i but, in order that they may safely
encounter the rough water, are nearly wholly decked in. On the south
coast all sorts of sailing boats are to be met with, from the old-fashioned
skiff and wherry to very many versions of the Itchen boat.
The centre-board, it appears, was invented, or rather adapted, from the
lee-board by Captain Scha.n.k:, of the British Navy, somewhere about 1774.
We have not come across any contemporary record of the invention, but in
Charnock's" History of Marine Architecture," published in 1802, the fact
is alluded to, together with a description of a boat with a sliding keel built
by Captain Schank: a.t Boston, Ma.ssa.chusetts, in 1774, for Earl Percy (after-
wards Duke of Northumberland). The engraving, Fig. 41., on the next
page, represents this boat., and, so far as we know, is the oldest authentic
record of the sliding keel. At about the S80IQe time Captain Schank: was
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very strongly urging the English Government to cease building deep ships,
and to build shallow ones, fitted with one or more sliding keels. The
Admiralty were not, however, to be pers1il8ded into suoh a startling revolu-
tion in naval architecture; still they so far humoured Captain Sohank,
FIG. 401.
that in 1789 a boat was built and fitted at Deptford Dockyard, a.ooording to
the plan shown in the a.ooompanying engraving (Fig. 42). The use of the
three boards was as follows: In tacking, or laying to, the centre-board and
after board were raised; in wearing the centre-board and fore-board were
raised; also in scudding the centre-board and fore-boa.rd were raised;
going over shallows the three boards were raised. On a wind the three
boards were lowered, each to such depth as seemed best to balance the
sa.ils. The report of the trials made with this boat seem to have very
favourably impreBSed the Admiralty, and Captain Schank was intrusted to
JI'lG. a
design a outter of 60ft. length and 20ft. beam, with three sliding keels.
She had a midship section something like a barge, and a draught of water
of 6ft. 6in., and was named the" Trial." She was reported to be a good sea.
boat, and very handy; but another vessel with centre-boards oaJ.led the
Lady Nelson was less favourably reported upon, and the Admiralty, we
believe, built no more centre-board ships, and, so far as we were concerned,
the invention was lost sight of until the visit of the America. in 1851 drew
attention to them. Not that the America had a centre-board, but other
American yachts had, and Englishmen a.bout this time beoa.me very curious
about 801.''Chitect1l1'O.
Digitized by Coogle
Yacht Racing. 175
The centre-'boaM was still a oontrivauce something like Earl Perorsl
but, instead of being dropped equaJ.ly fore and aft
l
was pivoted at the fore
end, 80S shown in the a.ooompanying sketch (Fig. 43) according to a plan
introduced by Oaptain Shuldham, of the British Navy.
The small centre.board American sloop Truant was brought over here
in 1853
1
and
l
although only 20ft. on the water line and 1ft. 2in. dra.ughtl
bea.t all the crack 7.tonners in the Prince of Wales
l
Yacht Olub a. quarter
of an hour in a thrash from Bla.ckwa.ll to N orthfleet in a nice breeze, and
'W88 very roundly abused for her success. All sorts of stories were current
about her shifting ba1la.st
l
and her crew having their pookets filled with
Fla. a.
lead shot I After this success Truant went to the Mersey and Lake.
Windermere., but what ultimately became of her we do not know. Her rig
was 80S shown in the drawing over leaf (Fig. 44), and is the same 80S the
fashionable sloop of the present day., excepting that the foresail or jib is
laced to a foot yard, and tacked at about one-fifth its length from the outer
end of the yard on a bumpkin.
The Una was the next importation from America
l
!toD-dl although
generally resembling the Truant in hull, differed in sail plan, as the mast
was stepped farther forward
l
and she had no headsa.il whatever.
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The double centre-board was much advocated in America in 1871, but;
we believe that no large yacht was built on the plan. However, in 1876
the idea occurred to Mr. W. Jeans, of Christchurch, to have a small craft
FIG. +i.
provided with two boards, and he published the following descriptiou of the
'boat and drawing (see Figs. 45 and 46) :
......
A. .........
\. ...... .
I .'
~ ~ .
FIa. 416.
The letters a a 'a a, show the fore trunk; b, lever; c, chain; a, keel; 6,
aft trunk; I, wheel; 8, chain; h, aft keel.
Mr. Jeans thus referred to his boat:-
" I found her answer remarkably well, both for speed, hardiness, and
weatherly qualities. The keels, which are of iron, are situated fore and
aft. The fore keel, having its trunk in the cuddy, takes up no room in the
boat, and is lifted by a lever and chain band, which runs over a couple
Digitized by Coogle
Centre-board Boats. 177
of sheaves on the deck beam to get a straight pull. Holes are bored about
an inch and a half apart in the support of the after end of the trunk:
to take a pin, which regulates the depth of keel. The trunk of the aft
keel is the dead wood in the r'Iln of the boat. The -keel is lifted by
a small wheel and winch, the wheel being large enough to take up
the chain in one turn without overlapping, a dog catching it at any
required depth. The boat is 12ft. long in the keel, and 6ft. beam,
and, although of such washing tub proportions, she is said to. be
fairly fast.
The advantages of the two boards are said to be similar to those
claimed by Capt. Schank for his three boards, as follows: The keels
take up no room in the body of the boat; they can be regulated to
carry any kind of helm. By lifting up the fore keel in wearing the
boat is much sooner round. H there is a doubt of her not coming
about in a seaway, wind up the aft keel, when she will immediately
shoot into the wind, dropping it again as soon as she fills on the
other tack.
Perhaps the two boards may be found useful under exceptional
oircumstances, but fi.he single centre-board is much to be preferred. A boat
fitted with a single board will be more sensitive to slight alterations
of her helm, and geneJ;&lly will be more agreeable to sail on a wind;
and, although she may be knocked off oocasionally by combers on
the bow, yet will she spring to more readily than if she had such an
unusual amount of gripe as a board under the fore foot would give.
The strongest reason for having two boards would be in the case of a
shallow vessel which had to keep the sea, and might have to scud in
very disturbed water and generally to encounter heavy weather. How-
ever, a yacht of the deep type, with fixed keel, would be better adapted
for such work.
As a rule the centre of area of the board should be in the same
vertical line as the centre of effort of the aaila, unless the centre of lateral
resistance shows a very great departure from the centre of effort.
Numerous contrivances have been s u g g e s ~ d to admit of the inside
housing of the board being dispensed with, and one practical plan proposed
consisted of a single plate of iron pivoted at the fore end, and stowed,
when hauled np, on oue side of the keel. An extension of this plan by
adding to the plates and forming them into a kind of fan will be found
illustrated by Fig. 47. The leaves of the fan are pivoted to the side of
the keel at "'. The keel is out away, and a plate, a, bolted over the
chamber, so as to form a kind of box or case to take all the leaves when the
fan is shnt. See the small sketch. The leaV'es le, le, le, are connected at
J!I
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their after ends by studs and Blots. The fan is closed by 80 bar, working in
80 pipe p, BoB shown. The bar is atta.ched to the lower leaf by 80 stud, which
works in 80 fore and aft Blot, B. The lifting ba.r should be jointed, so that
when the fan is closed, the handle part, h, will fold down by the side of the
FIG. 47.
pipe. The slots should be out wide enough to ensure the studs working
eBoBily in them.. The heads of the studs should be thin, and the edges
nicely bevelled off. The number of leaves could be of course increased, but
FIG. 408. FIG. 49.
two would in most C80Bes be probably found sufficient and less liable to get
locked or jammed.
In 1870 a boat was built by Messenger, and caJled Widea.wake, with
..
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Centre-board Boat8. 179
a kind of shoe keel. The boat or rather canoe was 15ft. lOin. long, and
3ft. 2in. beam, depth, gunwale to keel, 1ft. 4in. She had an oak: keel
increasing in depth from 2in. forward, to 6in. aft. To this keel was fitted
a. hollow galvanised keel-e. kind of case, in fact, to take the oak keel-
12ft. long, made of lin. iron (8ee Fig. 48). The keel was pivoted forward
4ft. from the stem plumb to load line. Care was taken to make the iron
case fit the oak keel. The case was raised by a wire fastened to the stern
end of the case, and passing through a tube as shown by A B, Fig. 49.
FIG. SO.
The wire passed over a pulley on deck and was secured at mainmast. The
keel weighed 281b .
. A. better plan than the shoe keel was fitted a few years ago in a small
boat, Robin Hood, by Searle, for Mr. W. B. Forwood. She had an oak
keel Sin. deep, in the under side of which a slot 9ft. long and Sin. deep was
cut; into this slot a galvanised iron plate lin. thick, 9ft. long, and Sin.
2
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deep was fitted. It was raised and lowered by a rod at each end, working
in upright lead pipes.
Among the many curious contrivances to prevent leeway, one exhibited
at the Exhibition of 1851 is as strange as any. The designer's idea. appears
~ o have been, that to obtain the greatest advantage in the way of stability,
a yacht should be very broad and big above water, and very narrow and
small under it (8ee Fig. 50 on the preceding page); and that to get a
large amount of lateral resistance, two keels should be had instead of one
shaped lougitudinally as shown by Fig. 51 .
FIG. 51.
So far as the question of stability is concerned, we need sca.roely say
more than that it would be much increased if the greatest beam were put
on the water line; but as the idea. of parallel keels is continually cropping
up, it may be well to point out that they ca.nnot be of any advantage.
In the :first place, there is an extra surface for friction provided by the
doubling of the keels, and as surface friction enters so largely into the
aggregate resistance of a vessel double keels should be condemned
for this reason alone. Secondly, the actual increase in the lateral
l'esj "tance w o u l ~ be only a very small percentage of the added surface,
as the water would practically be locked up between the two keels,
and so really out of the four sides of the keels, only one side (the leeward
one of the leeward keel) would meet with lateral resistance.
In 1877 Lieut. Tipping, R.N., and Mr. A. J. Lane proposed plans for
double centre-boards which were almost identical. The boards were
pivoted at the stem and near the stern post; and connected by a bolt
working in a slot amidships. The slot was in the fore-board and the
bolt in the after-board. The boards were dropped down amidships,
being held by the pivots at bow and stern. The boards when lowered
made a sort of expanded V, viewed broadside on. The objection to
these plans would be that the after-board would be of very little use.
Among many other contrivances, the time-honoured lee-board may be
mentioned, and the It horizontal keel," swinging keel, &c., descriptions
of which will be found in the Appendix.
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Boat. lor Rowing and, Sailing. 181
"CENTRE-BOARD BOAT FOR ROWING AND SAILING.
The boat most generally in request on the Thames is the one for
cc rowing and sailing," or centre-board gig. This boat, for the man who
likes the exercise of rowing and the pleasure of dodging a wind between
the banks of a river, is admirably contrived. But he who has one need be
content to limit his cruises to the water upon which she was intended to
sail, until he has become a perfect master of the art of boa.t sailing. He
should not be tempted into U cruises" down the river to Sea Reach, to
Sheerness, Leigh, or Shoeburyness, as he may be "caught" in a nor'-
wester; and then, if he has only been used to open-boat sailing in smooth
water, and to very little of that, it may go ha.rd with him. He will find it
impossible, even supposing he can reef down and so far handle his craft as
to tack her, to get to windward against a. lee tide and yeasty sea; and the
proba.bility is that, even if the tide be a weather-going one, the sea will be
80 bad that she will be blown farther to leeward every tack than the tide
will carry her to windward. Under these conditions there will be no
alternative but to "up helm" and run" for it; and, as it may be no more
practicable to get into Sheerness than up Sea Reach, the situation of the
cr outward bound" boat sailer would be decidedly unenviable. Why not
put her head to the sea and row her' she is a boat for rowing and sailing.
Well, a man cannot row a boat head to sea and wind with much success,
and the need of doing so would be a rather severe argument against the
sailing qualities of the boat. Then rig and throw overboard a floating
anchor, ride to that, and wait till the turn of the tide. Very capital
advice, and an old hand might do it, but not a frightened novice. The
broad truth is, that a light centre-board gig, easy to row, and not an
indilferent performer under canvas in smooth water, is not fit for open
water where there might be a real Se&-aS dilferent to the U magnificent
furrows" of np-river as a chalk-pit is to a. fox-hole; and even in the
hands of a skilled. boat sailer, such as a coast waterman, they would be
out of place in Sea Reach under canvas.
The a.n.nexed diagram (Plate n.) shows a design for a centre-board
gig which has been largely built from. The boats proved to be fast
sailers. and very light .to row. The drawing is made to half-inch scale;
but, as it is rather smaJI to work from, the following tables can be referred
to in laying off.*
Full iDatraotioDa for la7bIIf oir are riTen in .. Yacht DeIigniDg" a.nd "Yacht Arobiteoture,"
but .. brief outline of wbat hal to be done 0I0D be ginu hare. In the 8rat plaoe, the stem, keel,
cJ.cbroocl, azul atempoet Ihould be laid 011. full Bile; if .. loor oamlot be obtained loq enouch to
Digitized by Coogle
The references to the body plan (Fig. 52) are as under: w is the load
water-line (L.W.L.) i a a 1 and a a 2 i b bland b b 2 ice 1 and c c 2 are
If diagonals i" 0 is the middle vertical line, from which aJ1. distances are
me&sured i P P are perpendiculars denoting the extreme breadth; m m is
a kind of base line lOin. below the load water-line, and parallel thereto.;
CD is a water-line.
The numerals 1, 2, 3, 4, &c., denote the respective sections or timbers
and their stations in the sheer plan and half-breadth plan. No.9 is the
It transom," and. of course will be a solid piece 01 wood, and not a "frame."
lay the keel off In ODe pi_. it 0I0Jl be divided In two or three pi_; or a Boor 0I0Jl be impmviled
bJ plaoiDg lI1lIloieDt number of d-.le er plaDb together. both for the keel .nd bodT plan.
When the 800r fa prepared. .trike in the load waterline with ohalk line or Ifzaicht ea,e ;
then, .t rijrht aJIIrlee 0Jl either llide of this line. ..t off bJ aid of an L 1Iq1l8ol'8 all the 1I8Oti.0IlI
1. I. 8. 4. Ao. On each aaotiOJl mark off the dietanoe from the load waterline to the top
of the keel; and from the top of the bel to ita under Bide. PIaM. batten (made of inch
Ir or AmmOloJl aim) emir theM mara or II .pota." .. they are oa1led. and ohalk In the lhapa of the
keel. The batten 0I0Jl be kept In ita plaoa b1 nail 0Jl either Bide of aaoh .pot. (Of 001lDl8 if the
keel hu no CI1I1'Ye it 0I0Jl be laid off b,.lIimple atraight edp or ohalk line.) The rounmn. up
of the forefoot 0I0Jl be obtaiDad b,puttiq in. oouple of linel between No.1 nation and the fore-
Bide of the Item t right aqlea to the load water-line. and firanlferring the di.ataD_ mauured 0Jl
these lin. from the mear plan to the Ioor. A mould out of pi_ of halfinob fir 0I0Jl be made
from the drawin, 0Jl the door. Inoludbl, litem. dead .... ood. and atempoat; but if the keel fa to be
out out of piMe of Amarioan aim taD or twelve inohee deep. then it 0Ul be laid off on the
timber. strildDr the load w.ter-line (or line parrJlel to it) and eaotiou .. deaan'bad. The
rema.iDiDr portion of the timber oa.u be .. wn into llooza. Ao. The bod7 plan will be laid aIf bJ
IimplJ tranlfemn, the dra...u.. from the PIil* to the Ioor. Firat. the load water-liDe VI will be
put In; then the middle varldaalline 0, and the perpendioulan the bale line ". will follow
and then the diagoD&1a G, b, c. The distan_ gi1'8ll for No.1 aaotiOJl will be taken from the table
and aaf; off on the diagoD&1a G. b, c, aaoh distanoa to be marked bJ co lpot " or IDII&ll _ 0Jl the
diagoDal; the 1M\gM of the aaotion from the load waterline to the gunwale, and the cLptJ. from
the load water-line to the top of the keel. will be taken from the iable or from the Iheer plan;
the 'h.a.1J lweGcUJ. of the IaotiOJl .t the gunwale, and .t the load ..... ter-line, will be taken from the
table or from the halfbreadth plan. All the II .pot. .. ha,.q baa put on the dfatloula, and 0Jl the
water.line. and .t the point repreaantin, the gunwale height and half breadth. a batten will be
lIlaoad 01'8r the .. apot.e." and ita lhapa ohalked in. The b.tten mould be .bout 6ft. lOllI, lin.
deep, and from tin. to -hin. Wok. The batten will be kept to the II apota" b1 Dalla 0Jl either IIida
of the batten. not thronrh it. If the CI1I1'Ye be unfair. the DailI m1lllfi be aUghtq ahifted until the
CI1I1'Ye &howl fair. If great aocur&01 fa naeded, the diagoDala 0Ul be laid off in 10000linei to rep_t
a halfbreadth plan to further fair the daIip; this. hOW81'er, will be MouldB
will be made to rapreeent each half BaotioD; but the midship mould and two others, NOI. 8 and 7.
Ihould be ....hole one. The moulcla 0I0Jl be made from rou,h fin. deeJ.. A P- 1liD. wide
will rap_t the middle line o. and the CI1I1'Yed parte will be nailed topther .. required,
and 1lttad with ....... plane, or Bpokalhave to the liDee 0Jl the door. The load water-liDe
m1lllt be or.reful1y marked 0Jl each mould. both 0Jl the parpendiODJar (0) and on the CI1I1'Ye.
Ba,.q rot the builmn. bloob in reacJiD_. Bet up a line b1 the aid of apirit le1'el, at a
oonvenient height .bove them, to represent the load water.1in&-oa Ifzaicht edp would do.
Put the keel 0Jl the bloob, and wea,e i\ up until into lta proper position with the load
waterline. Then. having rot the Item and &ternpoat into poaltiOD. fix the repreII8Iltati,.. load
water-line to them inIIide. from the aft Bide of Item to fore aida of &tern poet. A ohalk lina
Ihoald be struck up the oantre of both Item and IterDpoat. The traDsom and the II faD ..
mouldB will then be adjuted and &zed .t their proper naticmB b1 ribbanda. PreInuDfDr the
r.bbet. to have been out, the pJanlting oa.n be prooaedad with, and the lloorI and timben futAmed
in aa the planking prooeadB. TIw libband. will be removed aa the planking requires.
Digitized by Coogle
--
1
Digitized by Coogle
o
to
""
N
2i
.'l
-CJ
o
a
.........
rv
.I
PLATE II .
SHEER PLAN.
A
HALF PLAN.
I I " .I- or G , 8 10 JJ '8 ;" 25 16" 17
, I ,! 'I I I !!,!, ,
SCALE OF' F"EET.
17ft;. Centre-board Boat for Rowing and Sailing .
Boats lor Rowing and Sailing. 183
LAYING OFF TDLE.
N_ot8ectlau. 1 t I 8 I 'II : 8 i 7 8
Bbeer Plan &lid lJalf-brer.INl PIaa. :-;:. :-:-1
1
:-:-
1
:-:-: - : - : ~ ~ :-: :-:
Height. .. hewe L. W.L. to top of I :
ganwaJ.e ........................... 11 lot 11 9t. 1 at 1 71 11 at 1 51 1 51 1 a 1 at
Dept;he below load water-line to I I u : 0 I
topofbel ........................ IO S ,0 8fjO 4t10 5 10 ~ Sf 0 stlo stO 5
Depth of bel ... ......... ...... ...... 0 8 I 0 at 0 8t' 0 at ,0 4 i 0 4 0 4 0 4 1'0 4
Ha.1f ~ t b .. t If11Dwale ! 0 7 11 &t: S S 'S 7 'S 9 ,S 8t S a Sl 1 5!
Ha.1f breadths at L. W.L. ....... '0 SI I 0 111 11 at i S 8 liS 5t: S st S Ot 1 8t ,0 It
DiacoDalG.:.: ............... 0 'st10 lot!1 s.ll 4t 1 &tIl at 1 4t 0 11t!O 8
" b...... ......... ............ 0 at 11 a I S It IS st! S 71 12 7t [ S 4t 11 lot 11 Ot
c .......................... , 0 9 11 11 is 7t i sot; 8 st I S St IS 11t Sal 9
Depth to top of dead wood, stm.
BODY PLAN.
I'JG. 5S.
The diata.nce a (Fig. 52), a.bove the load water-line, w, iB Slin. mea.sured
on the verticaJ. line o. The distances a 1 a.nd a 2 from the verticaJ. line 0,
measured along the horizontal line m, are 2ft. Slin ..
The dista.nce b, above the load water-line (w), is 1ft . .; b outs the
perpendicnla.r p at bland b 2, 2in. below the load water-line tD.
The dista.nce c, above the load water-line w, iB2ft. 2in . .; and c cuts the
perpeudicnla.r p at eland c 2, stin. above the load water-line w.
Digitized by Coogle

III is a. wa.ter-line struck Sin. below w, but will be of no 808sista.nce in
la.ying off, 8r8 it does not intersoot the fra.mes sufficiently at right angles.
All . the ha.lf-breadths, and the distances measured from the middle
vertical line 0 wong the diagonals to the various sections (808 given in the
ta.bles), are without the plank:; so in laying off no allotoane6 will ba.ve to be
ma.de for the thickness of the plank.
The length of the boat is 17ft., and the breadth Sft. 6in., and the
extreme breadth, with the plank on, Sft. 7 lin. Weight of displa.cement of
boat to L.W.L. a.bout 12cwt.
The sections I, 2, S, 4, &c., are 2ft. a.pa.rt, a.nd No. 1 is 1ft. from
the fore' side of the stem a.t the L.W.L.
The fra.mes actnaJIy will only be 1ft. apart; but every other one is
left out in the Body Plan.
The sca.ntling of the boat will be 8r8 follows: Keel, sided (thick)
amidships 41in., ta.pering gradually to 21in. forward, and Slin. aft. The
moulded depth of the keel will be found in the ta.ble.
Stem, 21in: sided; 41in. moulded (i.e., its fore a.nd aft thickness) a.t
head, and Slin. at knee scarph.
Sternpost, Sin. sided and moulded at heel; 2in. moulded at head.
Floors, lin. sided and 2i,n. moulded (deep) at heels, gradnaJIy ta.pering
to lin. a.t hea.ds. The floors will be fitted 8rCrOSS the keel by lin. joggles.
Timbers a.t the sides and a.bove floors, lin. square.
Plank, lin. thick. Gunwa.les, lin. thick, 11in. deep.
Stringers (lettered a in the Sheer Plan) lin. square, fastened through
timber and plank. Seats a.nd rowlocks 8r8 a.t b b c c.
The centre-bow or pla.te will be Sft. 4in. long, pinned or pivotted in
the keel below the ga.rboard strakes, 8r8 shown in the Sheer Plan and Half-
breadth Plan (Pla.te II.) a.t d, Sft. 9in. from fore side of the stem a.t L.W.L.
The slot in the keel to admit the pla.te will be Sft. 7in. long by tin. in width.
The floors where this slot comes will ha.ve to be cut through. The heels of
these floors will be fitted with lin. joggles, a.nd let in to the under side of
the centre-pla.te case, 8r8 shown a.t k k k k k k in the Sheer Plan. One 4in.
copper nail through each heel (outside the centre-plate case) will be
sufficient to fasten these floors to the keel. (The ca.se must be very
carefully fitted to the shape of the keel, and luted with white lead.) The
case will be fastened through the keel by long ga.1va.nised iron
(lin.) bolts. The case will be ma.de of inch pine; the pla.te of fin. iron. *
lIrIr. J. C. Wiloooks gives the foDowiDg iDat;ruotioDa for IttiDg oentre board _ I
"It )'Ou OlD get; pi_ of plank IBiD. broad. out of which to make the _. eo much the
better; if not, put the broadest pieoe you ClaD obtain for the lower portioD, a.ud the JIMrOW'8IIt
at the upper 1ic1e. Select. pouible without blote-of good lOud pilla; lome 1118
teak or mahop1l1', but it is although, if )'Ou keep the boat vll'lliahed.
Digitized by Coogle
---------
Boau lor Rowing and Sailing. 185
Sometimes th!3 case has been made of galva.nised iron, and fitted into
the slot. With such cases it will be best to fit a keelson over the heels of
the Boor, 808 at k k, &c., on either side of the ca.se. These keelsons would
FIG. 53.
require to be about Sin. deep and 2in. broad, with one fastening between
each pair of Boors. However,.as a rule, no such keelson is fitted, a couple
it; is to. be recommended. In ma.king &lid thiDg the tlII8e the most critioal work is boring the
plaub through from edge to edge with II long gimlet like that uaed by bellhangws; this should
be done in II horizontal poaition, II straight edge being laid on the plank OOCIIoBionally, whereby to
ten the direotneBII of the hole, and ma.intain the direot progress of the gimlet by bringing
the draight edge over it, and obserring whether the stem of the gimlet is p6l'IJlel with the
Btraight edge. I had four bolte of galVllIliBed fin. iron through each Bide, those near the
extremities being Sin. from ends. Theae bolte had I!IIIIIll heads on them, and paaed through
the keel, where they were II8011rely riveted on rinp. A groon wae made in each Bide of the oue
at the ende to take II pieoe of inch fir, which must be carefullylltted and luted with white l.a;
the Blip of fir Ihould be faatened through each Bide of the oue, and the nails rooved and
clin.ohed."
Digitized by Goog [e
of screws or na.ils in each heel of the floor being considered sufficient. The
case would be prevented dropping through the slot in the keel by two small
iron knees on either side, riveted ~ the case and fastened to the keelson.
Mr. W. Baden-Powell has furnished me with the following plan
adopted by him in fitting a galvanised iron centre-board case. a (868
sketch A, Fig. 53) is the iron case, passing through a slot in the keel and
turned up underneath as at c. Over the lips, c, of the case, turned under the
keel, an iron keel-band is fitted, as at 8 in Fig. A; and 8 in Fig. B shows
the under side of this keel-band. Bolts are put through this keel-ba.nd,
lips of the case, and keel, ,,!nd fastened with washer and nut upon t o ~ of the
keel as at 0 o. (The keel-band lips are shown a little apart for the Sake of
distinctness; of course, in construction all would be drawn close together.)
Two small T angle-iron knees are fitted each side of the case (a), riveted
through the case and screwed down to the keel k, as at t t. Without these
knees the case is likely to get wrenched on one side or the other unless
well secured to a thwart. To prevent leakage, a piece of tarred or varnished
tape should be laid in the angle of the lips of the case before screwing it
up with the keel-band. The latter can be made of inch or thicker iron, as
it will serve as outside baJ.la.st.
Fig. C shows a view of the case and its fittings, looking down from
the inside of the boat; a is the inside of the case; k the keel; t the iron
knees; f f two floors. to is a piece of wood forming one end of the case,
and through-bolted, as shown.
The dead wood, knee, and sternpost aft will be through-fastened, as
shown in the Sheer Plan; and the sternpost should be tenoned into the
keel. Forward the keel and stem will be box-scarphed into each other, and
through-bolted, as at fl.. The apron (8 in the Sheer Plan) will be bolted
through keel and stem. The stemson t is a kind of filling-up piece, and
serves as knightheads for additional pI.a.nk fastenings forward. The upper
through bolt in the stemson should have a ring through it, as shown.
The gunwale (or inwale, equivalent to the clamp or shelf in a
yacht) rests on the timber heads, and will be secured to the stem forward
by" breasthook/' as shown by a, diagram A (888 Sheer Plan, Plate II.).
This breasthook will have one fastening through the stem, and two through
each gunwale and top strake, as shown. The gunwale and top strake will
be fastened all through and secured to the transom by the knee, as shown
at 'In in the Half-breadth Plan, through-fastened. A fastening will also
be put through the gunwale and strake into the transom.
The floors should reach from the keel to three or four inches above the
load water-line; and the timbers from the gunwale down the sides of the
floors to within eight or nine inches of the keel.
Digitized by Coogle
The transom will be liin. thick, fitted at the back of the sternpost, as
shown in the Sheer Plan.
The rudder will be shaped as shown by the diagram B (under the
Body Plan, Fig. 52). Pintles will be dispensed with, and instead gudgeons
and braces used, through which a brass rod will pass. This arrangement is
necessary, as the rudder will hang considerably below the keel. If the
braces &l'e fitted over the gudgeons on the sternpost and a transom at 9 h
(Sheer Plan), the rudder will lift on the rod if the boat drags on the ground,
and will not unship.
The rabbet in the stem will be cut at about 2in. from the inner edges
of the stem piece as shown by. the ticked line", in the Sheer Plan. The
rabbet in the keel (being a continuation of the rabbet in the stem) should
be cut not leBB than one inch from the upper edge; and the same from the
upper edge of the dead wood aft, and be deep eJ;lough to take a good
fastening.
The boat will take about 4cwt. of b&llast with three hands on board; this
ballast should either be in the form of shot bags, or flat bricks of lead cast to
rest on the top of the floors, but sunk between them. These bricb would
be under the platform or bottom board, which should be securely fastened,
but at the same time be readily movable. If there is no objection to a
cast-iron platform, the "bottom. boards" can be dispensed with, and a thin
iron slab cast to fit over the floors on either side of the centre plate. For
such a boat as the design given the slabs would be 6ft. long by 1ft. 6in.
broad, and 1 lin. thick near the keel and lin. nearest the bilge. They
would be cast with grooves to fit the floors, and the grooves would
gradually deepen from nothing at the bilge to lin. depth at the keel side.
In the stern the usual bottom board or U stern sheet" would be fitted; and
forwe.rd either a board or a grating would be similarly fitted.
Of course, no plan of leacl or iron ballasting will make such a shallow
boat as the centre-board gig stiff, in the ordinary meaning of the word, and
the large sails (plans of which will be given hereafter, with diagrams of
other boats) should not be set unless two or three hands are on board to sit
to windward.
The plate or board has been made rather smaller than is usual; but it
has been found that a very large board, whilst it adds largely to frictional
resistance, does not add proportionately to weatherliness. A very small
piece of board will check the leeway tendency of a well-shaped and fast
boat, and no doubt quite enough has been shown inthe design.
A belief sometimes exists that a centre-board adds to the stability of a
boat: 80 it does if made of iron or other metal, just the same as an iron
or other metal. keel would; but if the material be wood not heavier than
Digitized by Coogle
water, the tendency of the board would be to. upset the boat, as the wood
would strive to come to the surface, or, in other words, to float: thus, the
larger a wood board were made, and the deeper it were lowered, the more
urgent would be its tendency to assist in upsetting a boat. .A. board,
however, causes the process of heeling to be a little more slowly performed,
as the board has to be moved through water, and the reSistance to the
board being so moved is of the same nature as the resistance of the water
to any plane moved in it. Thus, when a boat is once permanently heeled,
or has settled down on "her bearings," as it is termed, the board will be of
no more use for stability, as its tendency will be to float or come to the
surface. If the boat is struck by a squaJI which only lasts, say, four or
five seconds, the board may possibly prevent an upset that otherwise would
take place; but if the squaJI continues, and is of a strength to upset the
boat without the board, the boat will be assuredly upset with the board,
only it may take two or three seconds longer to do so.
The question of decking is one which will naturaJIy arise in selecting
a boat. No doubt a locker of some sort, to stow cushions, gear, and sa.i1s
in, is a desideratum in a boat; but a deck forward and aft, with waterways
amidships, as shown in a sketch given farther on, must increase the weight,
and for up-river sailing are quite unnecessary. However, if the boat-sailer
is equal to the It stress and the strain of wind and the reeling main," and can
,
confidently knock about in Sea Reach, he will find the decks and water-
ways a great comfort. They will keep out a.ll the water likely to lop on
board, and nothing worse than spray need ever get into the well amidships
.A. partly decked boat with waterways, built by Messenger, of similar
dimensions to the one we have given a design for (Plate II.), but fuller
forward and aft, made a trip to Margate and back and to Harwich; and,
whilst she behaved just as she ought in a breeze with some sea, she was
not too heavy to row if occasion arose. However, trips to Margate' from
the Thames, or from Southampton to Portland, are not quite the work
for centre-board gigs, and boats much better adapted for the purpose can
be built
.A. centre-board boat, somewhat deeper, with more rise of floor, also
with less length to beam, than the one of 17ft. length, ina.y perhaps be a
handier boat in narrow water, where frequent tacking is inevitable, and at
the same time be not more laboursome to row. .A. diagram for such a boat
is given on Plate TIl., with body plan represented by Fig. 54, and, in order
that the drawing may 1>.e utilised for boats of varying sizes, ta.bles have been J
compiled to different scaJ.es, so that a. boat of 10ft., 12ft., 15ft., or 20ft.,
can be built therefrom.
The displa.cement (or weight of water which the boat displa.ces when
Digitized by Coogle
Boats !or Rowing and Sailing.
189
immersed to the load line, or, in other words, the weight of the boat,
including everything she oarries) of each boat, 808 given, is not mathema.-
tically correct, and need not be sO"" considered; it is only given 808 a guide
for the builder in baJIasting, and it may be necessary or convenient to sa.i1.
the boat lighter or deeper.* With rega.rd. to ba.1la.st, it will be found in
practice that every passenger on board who sits to windward is of more
value than an equal weight of ba.1la.st in the bottom of the boat would
be. Of course there will be a limit to the number of passengers it is
desirable to take in a boat of 12ft., and probably most men will conclude
that one besides the helmsman is enough. When sailing in smooth water,
shifting the baJlast to windward can be largely indulged in i.f a practised
hand besides the helmsman is on board to look after it; but in a sea. the
ballast should be well secured.
The sa.il dimensions given are for cruising, and are not so large 808
those of the gigs raced a.t Surbiton; the difference is about equal to
FIe. M.
one-seventh the linear dimensions-that is to 88oy, the sa.il of the 14ft.
"boat, or any of the other boats given, would be one-seventh longer in the
foot, one-seventh longer in the head, one-seventh longer on the luff, and
one-seventh longer on the leech for a racing outfit.
In all C8089S where measurements are given they must be adhered to,
808 the dra.wings are too small to work from, and JJ the moulds will
be a matter of judgment .
The c1iIp1aoemeDt of these boats oan thus be f01lJld appronmateq: multiplJ the leagth
011 the load be b7 the beam. 011 the load line, and the depth amidahipe to the nbbet of the keel ;
DUt multipq the produot b7 the oo-41llloiaDt 0'85 ( ... "Yacht J>eejp.iug," page 76) and the
p!Oduoli will be the dfaplaoement of the boat in oubio feet nearlJ. The oo-eIIIoiaDt will of 00_
...,. aoocm1ing to the ilharpD8111 01' fulD8lll of the boat. The oo-etlloiaDt fOl' yaohta varieII hom
'lI5 to '40. The ooDlJDOD OO-4ItIloient being n. There are S5 OIlbio feet of Balt watel- in 1 ton.
(&e per inch of Immersion .. in the App8Ddiz.)
Digitized by Coogle
I
BOA.T 0]1' IOrr.
eitrht above L.W.L. to ganwale .................. H
Depthe
Half
Half
Half
Half
lIalf
below L. W .L. to top of keel ...............
at ganwaie ..............................
at L.W.L ...............................
.breadths c1iagoDal ..............................
on II cJiaBonal .......................
.bret.dtha on b c1iagoDal ........................
No.1 I No.1I
SeoIiioD. Seoticm.
ft. in. ft. in.
1 IIi 1 1
0 40 0 5i
1 0 1 7i
0
7!
1 40
0 Ii 0

0

1 IIi
1 O! 1
7i
No.8 No. 40
SeotioD. 8eotioD.
It. in. It. in.
1 0 1 0
0 fI 0
fIi
1 10i 1 9
1 8 1

1
9t
0 8
1
40f
1 Ii
1101 1 8
Diltuaoe No. 1 II8CItion iI from fon aide of Item ............ ............... 1ft. 7in.
.. No. II.. No.1 aeotion ............... ............... 1ft. 7bl.
.. No.8.. No. II .. ... ............... ............ lift. lim.
It No. 40.. No.8.. ......... ...... ...... ......... lift. 4iD.
.. No. Ii (Vaaaom) No.40.. .............................. lIft.4oin.
No. Ii
BeotioD.
ft. in.
1 1
0 7
1 0
0 1
0 1
0 40
010!
--'
J>iItronal II iI .truck 4.in. above L. W .L., aDd II 1 aDd II II &1'8 1ft. 7in. from the middle
l'erIdoa1 line o. Dillow b illlin. aboTe L.W.L. The diItIonal. at .1 aDd II iI 9ilD. from
the ....moe.t line o.
LeDrth. 10ft.
Bnldth, Sft. Bin.
Pin of oentre plata from fon aide of Item, 8ft. Sin.
LeDrth of plata on top edse, Sft. 8in.
LIIIIth of plata on 1UIder edse, 8ft. lOin.
Gnateet of plate, 1ft. lIin.
Leut of plate, 4oiin.
Thiob_ of plate, fin.
Weitrht of plate, 4001b.
Weitrht of dilplaoelll8llt of boat wh8ll immened to L.W.L., stowt;
Weitrht per inoh of fmmenion at L.W.L., 1m.
B.u.Ax0Jl LVII SAIL (1J88 lI'IlI. 55).
Mut, thWllol't to 1hea1'e hole ....................................... 10ft. Oin.
Lnt! of aail ...... ......... ....................... ...................... 40ft. Oin.
I..eeoh .. :................................................... 18ft. 8m.
]l'oot ...... ........................... ................. .. ............. ... 10ft. Oin.
Head..................................................................... 10ft. Bin.
Tack to peak eam. ............... .................. ............... 140ft. fIin.
Clew to weather eariDg ..... .......... ...... ...... ...... ............ 10rt. om.
Ana of aail ......... ...... ...... ............ ......... .................. 80 IIqU&I8 ft.
BOA.T 0]1' IbT.
No.1 No. II No.S No. 40
8eotion. SeotioD. 8eation. 8eotion.
ft. in. ft. in. ft. in. ft. in.
Heights above L.W .. L. to top of ganwale ......... 1 lSi 1

1 2! 1 2!
Deptha below L. W.L. to top of Ieel ............... 0
4.f
0 fI 0 7 0 7i
at ganwale .............................. 1 2i 2 0 2 S! 2 Ii
at L.W.L ................................ 0
Sf
1 7 II 0 1 7!
Halfbreadtha 8 dialOnaJ .............................. 0 fI o 10 o lli 0 9i
Halfbreadths on diagonrJ. II ........................ o 10 1
IS!
1 8 1 40i
on diagonal 11 ........................ 1 2i I11t 2 st 2 0
No.5.
8e0ti0D.
It. in.
1 Si
0 8
1 S
0 I!
0 I!
0

1 Oi
Digitized by Coogle
PLATE Ill.
SCAL: 0 ... II"EET.
.. 4 tI ? , ___ 1 tI
---L- --'----- .. -
o f i , L' ______ _
LL,J-'-'.l-J , , , , ' .CALK 01'" I'"EIT'
III
" J. I. lIT ItI I(
II :J ,. f r f f f, . .l...-- L _.----1.-, I ,
, , I , f I I ,
--!
I. ",
I I
_ SCALE OF FEET.
f f f r
" II , I
Centre-board for Bowing and Sailing of 10ft . 12ft . 14ft. 15t\ . and 20ft.

Digitized by Coogle
Boats lor Rowing and Sailing.
No. 1 II8Otion ill 1ft. hom the fon aide of atam.
No. III8Otion ill 1ft. hom No. 1.
No. 8 -*ion ill 1ft. 8in.hom No. I.
No. 4o.mon ill lilt. 9in.hom No.8.
No. Ii (tanIom) ill 11ft. 9in. hom No. 40.
Dfatronal. at. 1 and. I iII11iin. from the middle o.
191
Height of cUa,onal II above load line. 4otin.; II 1 and II I are from the middle line o. 1ft. 11in.
Heipt of cUacoul II OIl middle line of Bocl7 Plan above L. W.L 1ft. liin . and at II 1 and
I ill 8in. below L. W.L.
All the half hNldtba riven are without the plank.
I.cmjrth hom fON aide of &tam to aft aide of tranaom. 11ft.
Gr.W hNldth JDO'IIlded (i. ... without plank), 40ft.: 7in
.Aft aide of JIIII8t hom fon aide of atam, 8ft.
Weia'ht of of bo.t whaD. immerIed to bd line, 8owt.; weicht per inoh of
Ij-owt. ,
Pin of _tre plate from perpenc1ioulM at fon aide of atam, Sft. 1 Un.
I.cmjrth of plate OIl ita 1I1lder edre. 40ft. SiD.
LeDcf;h OIl ita IlppR edp, 40ft. Sin.
Gr.W breadth of plate, 1ft. 4.in.
Leuf; breadth, Siill.
Thiob-.fin:
Weltrht of plate, 6Olb.
Bic1bIg of. bel amidUipB, 4oin.; ditto at atam, lin I ditto at IIfIernpod, liin.
JIonlded depth of keel, 8iin.
B.lL.lROli LVG 8.uL (He FIG. 55).
IIut, thwan to u.Te hole ................ ..... .................. 10ft. om.
Latr of....n ......... ............ .............................. ......... 11ft. 6in.
Leeoh ... ............... ...... ......... ......... ............ ......... 16ft. om.
Foot ... ..... ... ...... ... ...... .. ... ... .............. .... ..... ... 11ft;. om.
Bead... ...... .............................. ........................... ... 111ft. SiD.
Taok to peak -.ring ................................................ 17ft. 8in.
Clew to _ther -.ring ...... ............................. .......... 11ft. om.
Area. ..................................................................... 1011 aquare ft.
Ba.qarda bent to yard. Sft. from 10_ end.
Taok, 1ft. 6in. from fON end of boom.
BOAT OF 1m.
No.1
BeotioL
fLin.
lIaIahta above L. W.L. to top of pnwale ......... 1 8i
Depths below L. W.L. to top of keel ............... 0
6f
at canwale ........................... 1
BalfhNIdtba at L.W.L ............................... o lot
Balfbreedthe 8 c1iIItonlll .............................. 0
8t
on c1iagoDal II ........................... 1 0
BalfbnUtba on diacoDal II ........................ 1 S!
No. 1 II8Otion ill 1ft. 4in. from the fON aide of Item.
No. I eeotiOll ill 1ft. 4oin. from No. 1 eeotion.
No. 8 II8Otion is 1ft. lOin. hom No.2 eeotion.
No. 40 eeotion is 8ft. Sin. from No.8 eeotlon.
No. S (trauom) is 8ft. 8in. from No eeotion.
No.1 No.8 No. 40
Seotion. BeotioD. SeotioD.
ft. in. ft.m. ft. in.
1 8 1 S 1
"
0 7 0 8 0
at
I 40 II 8 II 8
1 lOt I 40i 1 10i
1 0 1 It 011
1

I11t 1
7t
I
8t
I 8i I
40i
No.5
Seotdon.
ft.in.
1 8
0 9i
1 IIi
0
Ii
0
Ii
0
st
1 8
Digitized by Coogle
DiajroDalIl .bove L.W.L., StiD.; 1I1101ld IIIIfzom middle line 0 (_ Body Pla.n, J'i.406),
11ft. Bin.; c1iatronal b .bove load line, 1ft. 4in., ad .t b 1 ad b II is 8tiD. below the L.W.L. i
diagoJlU' .t. 1 ad, II is 1ft. 1liJ1. from the middle Une o.
All the baJfbrea.cUha given 1m! without the pla.nk.
L8Dgth from fore aide of Btem to aft aide of tra.neom,
Grer.teet brea.c1th moulded (i.8., without the pla.nk), 5ft. 4in.
Aft aide of mut from fore aide of stem, 8ft. Bin.
Weight of diapJ.oellUlJlt of oo.t wheni.mmersed to la.d line, 8owt.
Weight per inob of immeraion.t la.d line, 1tcwt.
Pin of O8Iltre pl.te from perpendioalu .t fore aide 01. stem, BiD.
Lngth of pl.te 011 ita edge, 5ft. Sin.
Length OIl ite upper edi'e, 5ft.
Grea.teat brea.c1th of pl.te, 1ft. 6iD.
Ler.at breadth, Bin.
Thiolmeaa of pl.te, tin.
Weight of plate, 110lb.
Biding (thiolm.eaa) of bel amidships, 4in.; ditto.t Btem, 2tin.; ditto.t aternp08t, SiD.
Moulded depth (i.8., depth top to under aide),
BALABcm LUG BAIL (_ J'IG. 55).
Foot ......................................................... '" ... ... ... 0iD..
Bead, mea.nnd along the tloked line (II) ......... ... ... ... ... BiD.
Leech .................................................................. 19ft. 9In.
Lui! ..................................................................... 6ft. 0iD..
Taok to ea.riDtr ................................................ 21ft. 0iD.
0Iew to we.ther ea.riDtr ............................................. 14ft. BiD.
Are. ............ .... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...... 155 1Iqu.N It.
YW is 1lUD8 6ft. from lower end. Taok is bent 1ft. tiD. from fore end 01. boom.
BOAT OF 15rr
.
No.1
Beotion.

HeIghts .bove L. W.L. to top of gunwale ......... 1 10
Depthe below L. W.L. to top 01. bel ............... 0
iii
BIlfbreadthe .t gunwale ........................... 1
6t
BIlfbrea.c1tha.t L.W.L. .............................. 011
BIlfbreedtha diaconll .............................. 0 7
BIlfbrea.c1the OIl dJa.ron&lll ........................ 1 1
BIlf.breIMltha.OIl diacoD&l b: ........... ............. ;. 1
6t
No. 1 notion is 11ft.. 6iD. from the fore aide of Item.
No. II uotioll is 11ft.. 6iD. from No.1 aeotion.
No. 8 aeotlOll is 8ft. 1tfJL. from No. It aeotlon.
No. II8CItlon is 8ft. stiD. from No.8 aeotlon.
No. S (tra.neom) is 8ft. SiiD. from No. aeotlon.
No.2 No.8
Beotion. Beotion.. Beoti.OIl.
It. iD. It. iD. ft.in.
1
71
1 6 1 6
0 7t 0
Bt
0 9t
II 6 II 10 It B
II
Of
II 6t It Ot
1 ot 1
lit
o 11t
1 10 II 1 1 9
II 6 2 lOt II 6t
No. Ii
Beotion..
1t.ID..
1 7t
o 10
1 7
0 It
0
It
0 lit
1
Diagonal II .bove L.W.L., lliiD.; 111 ad II II from middle line 0 (_ P1aD, J'Ig. 67),
11ft.. diagoJIU b .bon la.d line, 1ft. SiD., Io1ld .t b 1 ad b II is SlID.. below the L. W.L. ;
diagoJIU t 1 ad I II is 1ft. 2tID.. from the middle Une o.
All the baJfbreedtha given 1m! without the pla.nk.
Lenglih from fore aide of stem to aft aide of tra.neom, 15ft.
Chea.teat breadth moulded (t.", without the pla.nk), Sft. Bin.
Aft aide of mut from fore Bide of Item, 8ft. 9In.
Digitized by Coogle
Boats/or Rowing and Sailing.
Weight of diaplacement of boat when immeraed to 1oac1 line, 1Ocwt.
Weight per moh of immenionat load line, Son
Pin of centre plate from perpandicnlla.r at fore Bide of stem, 4ft. tin.
Len..., of plate aD itIIunder edge, 5ft. lOin.
~ on ita upper edge, 5ft. m.
Gfta.teat; breadth of plate, 1ft. 9in.
L.ri breadth, 8in.
ThiobMa of plate, tin.
Weight of plate, 1301b.
193
Siding (thiob_) of keel amidahipe, "lin.; ditto at Item, 2tin.; ditto at stempo8l;,8in.
M:oulded depth (ifl., depth from top to 1IJldar lide), 4in.
:&!.&xCII LUG B.ur. (_ FIG. 55).
Fool; .......................... , ...... , .................. , 14ft. om.
Head, meuund a.loDr the tioked line (II) ..................... 15ft. Sin.
Leeoh ...................................... , ... ... ... ... ... ... ... ....... 110ft. om.
Ld ..................................................................... 7ft. Oin.
Tack to pM earing ........... , ............................. , ... ... B1ft. 8in.
Clew to weather ea.ring ............................................. 15ft. 8in.
Area. ..................................................................... 168 aquan ft.
Yard is al1lDl' 6ft. 8in. from lower end. Ta.ok is bent 2ft. from fore end of boom
. BOAT OF 2Orr.
I No.1
! 8eot;ion.

1
ft.in.
Height. aboYe L. W.L. to top of g1IJlwale ....... :. I 2 8
Depthe below L. W.L. to top of keel ...............
1
0 5
1Ialf.brea.dtha at ranwale .............................. 2 0
1 8 lIalfbreadtha at W.L. ............ ... ... ... ... ...... I
lIalfbrea.dtha 8 dia.gODa.l .............................. o 10
lIalfbrea.dtha on ~ II ........................ I 1 5
b ~ on diagoDal b ........................... 2 Ot
I
No.1 MOtion is 3ft. 4.in. from the fore lide of stem.
No. II eeotion is 3ft. 4.in. from No. 1 aeoIiicm.
No.8 notion is 4ft. 2in. from No. B aeoticm.
No. 4. notion is 4ft. 7in. from No. 8 sectiou.
No.5 (transom) is 4ft. 7in. from No. 4. notiou.
lTo.2 No.8 I No. 4.
Seotion. Seotion'
l
8eot;ion.
I
ft.in.
ft. in. I
It. in.
2 2 2 0 2 0
0 81 o 11! 1 0
8 4. S 9 1
8 8t
2 8t
8 5 1
2
LI
1 5 1 7t, 1
2
5!
2 9t I
2
8 4. 8 lOt S
4.l1
No.5
Seotion.
ft.in.
2 1
1
01
II 1
0 1t
0 1t
0 7
1 9t
Dfaeona.l II is Bin. a.boTe L.W.L., IoJld II 1 aud II 2 are 8ft. 8in. from the middle line o.
DIagoml b is 1ft. 11in. aboYe L. W.L., ud at b 1 ud b 2 is 5in. below L.W.L.; dia.goua.l 8 at
.1 aDd. B is 1ft. 7tin. from the middle line o.
All the halfbrea.dtha given are without the plaut.
Length from fore lide of stem to aft Bide of tra.usom, BOft.
Gfta.teet breadth moulded, 7ft. Sin
.Aft Bide of mut from fore Bide of stem, 4ft. lOin.
Weight of diapla.oement of boat when immersed to load line, 1 ton Son (l'S tou).
Weight per inch of immersion, 4.owt. at load line.
Pin of oentre plate from perpendioular at fore aide of stem, 8ft. Sin.
Leugth of plate on ita 1IJlder Bide, 7ft. Gin.
LeDgth on ita upper aide, 8ft. tin.
Oreeteet breadth of plate, 2ft. Oin.
Least breadth, tin.
Thiob_ of plate, tin.
Weight of plate, 200lb.
Q
Digitized by Coogle
Biding (thiokneal) of bellolDic1ehipe. SiD.; ditto at etem. am.: at etampon, 8liD- llouldecl
depth of bel, 81n.
LUG 8AIL (_ FIG. 55).
M'Mt, thwart to mean hole .............. , ................. , ... ... 15ft. 8iD.
Luff of IIil .:.......................................................... 10ft. om.
Leech .................... , .............. , ........... , .. , .............. , 27ft. Oin.
l!'oot ........ ;............................................................ 20ft. om.
Head .. , ........ , ........ , ............................................ , ... 20ft. 6iD.
Tack to peak ea.riDg ................................................ 80ft. Oin.
Clew to wea.ther ea.ring ............................................. 20ft. Oin.
Area of IIil ........... , ... '" ........ , ... ... ... ...... ... ... ... ... ...... 800 eq. ft.
The 10ft. boat, pla.nked with fin. mahogany, would weigh, inclusive of
centre-plate and case. sails, and spars, about 2cwt. Thus it would take
iowt. of ballast and one person of 8st. (lowt.) to bring her down to the
intended load line; but she might with advantage carry one more passenger
or 1cwt. more baJIast. Every additional owt. would sink her an inch
deeper; but it is of little use crowding a large quantity of baJIast in a
shallow boat in the hope of making her stiff. For light rowing the plate,
ballast, and sails could be removed.
The 12ft. boat, inclusive of sails, spars, and plate. and case, would
weigh, with the same thickness of plank, about 2icwt., and should have at
least 2cwt. of ballast, or one person and 1cwt. of ballast, besides the helms-
man, for sailing with the large balance lug sail.
The 14ft. boat with lin. plank, and inoluding centre plate and case,
spars, and sails would weigh about 81cwt., and would require from 8cwt.
to 4cwt. of ballast, according to the number of passengers on board.
The 15ft. boat would be planked with lin. stuff, and would weigh,
inclusive of centre-plate and case, spars and sails, about 8fcwt., and wou1d
require 8cwt. or 4cwt. of baJIast, according to the number of passengers on
board.
The 20ft. boat would weigh, inclusive of centre-plate and case, spars
and sails, about 7cwt. To get her down to the load line, she would take
four passengers of 12st. each, and about half a ton of baJIast. As suoh a
large boat is not adapted for rowing (excepting on emergencies), it would
be advisable to have 5cwt. of iron cast in the form of a keel, with a slot in
it for the centre-plate to work in. An iron keel, 12ft. long, with an
average width of 4in. and depth of 8lin., would weigh about 5dwt. The
iron keel forward would extend as far as the mast and aft to within 3ft. of
the stem post. A filling-up piece of wood, well rounded up towards the
stem post, will finish the keel oft aft, and the same forward tapering to
II nothing" at the scarph of the keel with the stem. The iron keel should
be deep in its mid length, and 8in. at either end. Transversely it
would, of course, taper to match the taper of the under side of the'wood
Digitized by Coogle
Digitized by Coogle
PLATE IV.
Open Sailing Boats.
Digitized by Coogle
keel. The best cruising rig for such a boat would be the balance lug,
foreaail, and mizen, of about the extreme proportions given for the 17ft.
boat (Plate V.); but the mast should be stepped one foot farther aft, and
the boomkin for the foreaail should be shortened one foot.
Centre-board boats, such as shown in the diagram, are peculiarly adapted
for Bhifting-ballaat, as the centre-plate case makes a kind of fore-and-aft
bulkhead which will always prevent the ballaat sliding to leeward. Still,
sliding is not the only danger accompanying the practice of shifting ballast.
H a man is single-handed, he might be unable in an emergency to trim his
shot bags or other dead weight in time, or his mate ))lay be unable to do so,
and it cannot be too often impressed upon the young boat sailer that he
must well look after loose ballaat in the bottom of a boat (secure it if
possible), and never be tempted into carrying a lot of sail on the strength
of the ballast being shifted to windward.
A larger kind of open sailing boat, well adapted for sea work, was
designed in 1880 by Mr. R. O. Oarline, and built for him by Patriok,
of Lincoln. (8ee Plate IV.)
The centre-board is so arranged that .it is not in the way, as the
box stands up only lin. above the floor boards, except the aft end thereof,
and the greater portion of it is under and a.buts up to the aft thwart.
Only 9in. of it projects on the fore side of the thwart, so as to enable
8. folding rod to work the board up and down. By the side of this
raised part is fixed a square wooden force pump, which discharges the
bilge water into the centre-board box. The chambers are Sin. square,
and the exposed side of the pump can be readily taken off if required.
It works eaaily, and gets rid of the water most rapidly-a very desirable
thing in an open boat. The ballaat consists of a lead and i r o ~ keel
weighing 5cwt., with about lcwt. of iron inside.
The main and mizen sails are batten lugs, with very high peaks,
and it will be observed that the yards are slung so that the masts cut
them nearly in the middle. This prevents the sail sagging to leeward,
and the yard and boom can be kept very nearly at the same angle.
Mr. Carline says he found that a boat can carry a greater area. of canvas
with a sail cut with a high peak than with a flat head, and also a larger
sail with battens than without. This is a common experienoe.
The boat carries her canvas exceedingly well; indeed, for racing she
is under-canvasSed. She baa proved herself to be a capital sea boat,
handy and fast. She raced once, and, in a good breeze, took the first
prize. Although the other boa.ts were much larger they had to bo
continually baled ont, whilst this one was comparatively dry, the pump
onI,. being used twice, for a minute or two each time.
02
Digitized by Coogle
Area of ma.insa.il, about 280 square feet; mizen, 75 square feet; jib,'
70 square feet; Total area, 8?5 square feet. Displacement, 1'2 ton.
Kut, gunwale to truck ...................................... , ...... BIIft. 8iD.
Yud, ufzeme .................. ............ ...... ..................... BOft. 6iD.
. JlaIn boom, extreme ................................................ 1 ~ . 8in.
Jlisen JIUIIIt, gunwale to tlruok .................................... 1.ft. 8in.
Yazd, utreme .......................................... ............... 10ft. om.
~ boom, extreme ......................................... "..... 8ft. SiD.
Luff of maiDaa.U ...................................................... 8ft. 8in.
Luff of miseD. ......................................................... 81t. SiD.
~ OIltbo&rd...... ...... ...... .. ...... ......... ......... ...... 8ft. 9iD.
I'oreBI.de of IIIIIIIt from. fore aide to Item ........................ 6ft. 9bL
A. boat of small draught has beeu introduced on the Mersey by Mr.
PIG. Ma.
Fred. Davis and J. D. Heyward, which is said to be a great improvement
on the Merse1 canoes. The following are her dimensions :-
I.tmfrth GTV..n ............ ......... ... ............ .................. 18ft. GIn.
Counter ................... ......... ................. .... .............. 11ft. E.
Load water line ... ..................... ...... ......... ............... 16ft. Din.
Height .boYe L.W.L. to top of gunwale ........................ 1ft. 8in.
Depth below L. W.L.to the bottom of dud wood ... ......... 1ft. GIn.
Oentre-board of tin. bonv pla.te .................. ...... 9ft. lODB BiD. dp.
lnop of oentre-bo&rd ... ............ ............ ......... ... ......... 1ft. 8iD.
Dzalllht (with O. B. dcnna) ......... ... ........................... 8ft. BiD.
BM1II. ." . " ,.................... 15ft.. OlD.
JIaJf-oval well .................. t ...... t" t.... ........ ................ 9ft. 101li.
Digitized by Coogle
By reducing the depth of the centre-board and proportionately
increasing its length it is sa.id that a.ll the objects of a centre-bow are
attained without the inconvenience which usua.lly attends their presence, 808
the top of the case reaches barely 1 lin. above the bottom boards. The
counter adds considerably to the appearance of the boat besides aasisting
her very much in ronning. The Iris was built from the owners' designs b,
T. Bond, Old Slip, Tranmere. She is rigged as a yawl with baJance lug
mainsa.V and mizen, and carries 6cwt. of lead ba.ll808t in racing She
is fitted with a deck pump behind the well, and her total displacement
is only half a ton.
Vain-Us foot ..............................
Majn_il, h_ ..... , .................... , ....... , .................. 0.1
MainMil, luff . 1110 II .......... "" o "' II
lI(aiDail, leeoh... .. ................................................. ..
MaiDIJail, tack to peake&riDg .................................. ..
8mall maiDaail, foot; ................................................. ..
8mall maiDaail, head .............................................. ..
8mall maiDaail, Id ................................................. ..
BmaIl maiDail. leeoh ............................................... .
SmaD maiDaail. tack to peak.8IIorin, ... .. ...................... ..
lIfiseD, foot ........................................................... .
lrlben, head .......................................................... ..
Ifiaen,ld ........................................................... .
leeoh .................................................... : ..... ..
M:breD, taok to peak.8!Irin, ...................................... .
ldi.om.
18ft. 8in.
Sit. OlD.
19ft. om.
18ft. om.
10ft. om.
9ft. om.

ldi. om.
18ft. om.
Mt. sm.
6ft. om.
SIt. om.
8ft.61n
8ft. 6In.
Digitized by Coogle
CHAPTER IX.
SAILS FOR CENTRE-BOARD BOATS.
OPINIONS are very much divided as to the best kind of rig for centre-
board gig; but, at any rate, the baIa.nce lug in some form or other .ppears
to be most generaJly in favour. It has been contended that. boat rigged
with. single baIa.nce lug is likely to miss stays, and this is perhaps true in
what is termed l( lop; II but boat with one large sail in the hands of
clever boat-sailer, need never miss stays in smooth water at least, unleBB the
wind headed the boot round, and then of course she would miss stays, what-
ever her rig. It is an advantage to have the sail aJl ~ one piece for g o i n ~
to windward-tacking out of the question-a.nd for single hand it is of
course convenient to have no head sa.ils to work. No description of boat
will stay quicker or with more certainty than the American ca.t-boot, or Una,
and, if not brought head to wind by too free use. of the rudder, they lose
very little way in tacking.
On the other hand, bo.t with one sail may fa.il to go .bout in
disturbed sea, and may get in irons; whereas if she had foresail the
operation of tacking, without getting stern way on, might have been
successfully performed by keeping the head sheets &-we.ther. A clever
boot-sailer will always work his head sheets without inconvenience even in
lop, as he will see his craft safely filling on the opposite tack before he
attempts to "let draw/' and, as the head sheets will lead aft, he need not
move from his seat. The argument pro and otm. the foresa.il can, therefore,
be summed up thus: In light winds it is an .dvantage to have the sail aJl
in one piece, especiaJly for beating, and the trouble of working the head
sheets does not exist; but in strong winds and rough water there will be
more security in smaJIer ma.insa.il, with the addition of hea.dsa.i1.; and,
although there will be the trouble of working the head sheets, there need
be no difficulty .bout it even for one hand. Concluding that it is tt safest
to be safe," it will be best to be provided with. foresail for sailing in
rough water.
Digitized by Coogle
Sails for Centre-board Boat8. 199
Another very strong argument in favour of the foresail or jib in
addition to the balance lug is this: if there be much wind, the boat when
sailing" along," or off the wind, will exhibit a very great tendency to come
to against her helm, that is, she will require a great deal of weather helm to
keep her out of the wind i this tendency will be greatly relieved by the jib.
Again, if there be any sea, the boat will have to be constantly tt chucked"
up in the wind to avoid a comber that may be coming in on the weather
bow, for it will not do to sail boats very hard in rough water i yet must
they be kept full, and to avoid getting into irons after lufting to a comber,
or to meet a heavy puff, a foresail will be found very useful. The foresail
can either be set on a bowsprit or bumpkin, as shown in Plate V. repre-
senting the standing lug rig. The manner of fixing the bumpkin will be
found described in the chapter on Itchen boats.
Many experienced boat-sailers recommend a mizen instead of a foresail,
and they argue that a mizen can be made as great a help to a boat's staying
88 a foresail. There is not much doubt that a mizen is a powerful lever to
assist in throwing a vessel's head to wind i but it is of no use fol' J>8'ying a
boat's head off, if she gets in irons. However, as shown in Mr. Baden
Powell's sketch, if the tiller is carried aft (say 2ft.) of the rudder, to act as
a misen bumpkin, then each time the tiller is put down, or to leeward, the
mizen will be brought to windward and push the stern round. This may
be so, and, if the boat kept m ~ v i n g through the water, she would no doubt
ultimately describe an arc of a quadrant through the wind acting on the
mizen i but when a boat is in irons she does not move through the water-
at least not ahead, although she may get stern way on. N ow if the mizen
is kept across the boat whilst she is in irons, it will, if it has any effect at
all, drive her astern as well as tend to push the stern on one side. As the
1attar motion will be counteracted by the direction the rudder is necessarily

turned (presuming that the boat is making stern way), we doubi if the
mizen can be manmuvred so as to be of much service in the case of. a boat
t ~ t has no head sail getting into irons. In fact, the proper thing to do, if
a boat in a "lop," when under main and miBen sail, did get into irons,
would be to let the mizen sheet go, and reverse the helm, and then haul the
mainboom over to the side which is to be the weather one when she has filled i
then, with stern way on, the boat's head will be boxed off, and she may be
heI'ped by a timely kick from a cross sea. Thus far the conclusion is forced
upon us that, if two sails are decided upon, the foresail and mainsaiJ have a
alight advantage over the mizen and mainsail. .
There may possibly be some advantage in open water in the main and
mizen rig, if warning of a "kick-up" has not been taken advantage of to
reef. Going into the eyes of an open boat to reef her foresail in a " lop"
Digitized by Coogle
is by no means a pleasa.nt or sa.fe operation to perform, and indeed it should
not be attempted unless a counterba.la.ncing w ~ i g h t is put in the stem;
the boat will then plunge violently, but there will be less danger of her
being swamped. Now, with the ma.in and mizen rig there will be no
foresail to reef, and a.s the mainsail will be a.ll in board, reefing when in
6fl1t'l'emiB will be a compa.ra.tively easy operation. Again, if the maiDBBoiI has
to be lowered in a hurry, the mizen will bring the boat to the wind, instead
of taking her off as a foresail might. But the danger as la.st indicated can
easily be avoided by letting go the head sheets before lowering the mainsail.
Then the foresail might be found of service for scudding before a strong
wind at sea. On the other hand, the mizen might be of use in rowing, in
keeping" the boat's head to the wind at sea. However, a.s snugging down
should be never deferred, with a rising storm, until the sea. got up so as to
make reefing a foresail a matter of danger, we still ca.st in favour of the
sloop or ma.in and foresa.il rig.
The question here natnra.lly arises, if the mizen is of use as well as the
foresail,. why not have both? We certainly do not see why both should
not be had j and, if the wind is so strong as to necessitate the mainsail
being stowed, the bou.t will be fairly handy and manageable under mizen
and foresail, although the canvas would scarcely be large enough to get her
to windward with the wind dead on end.
The fashion of la.cing the sail to a boom is now genera.! whatever"
the rig, and no doubt the pla.n has many advantages-the principal of
which are that the foot can be kept straighter, and thereby the sail
generaJIy flatter, and in easing the sheet little or much the sail does
not go into a bag j on the other hand without the boom, if the boat
be struck by a squa.ll, the wind will be spilled from the sail directly
the s h ~ t is loose; but the ca.se is different with a boom sail j and if
the squall be heavy it will be necessa.ry to luff the boat up in good
time and then ease the sheet, and prepare to lower the sail in case
the squa.ll should not abate. "
To the question of how much sail it is prudent to give an open boat,
the a.n.swer very much depends upon the requirements and capabilities of
the boat-sailer. Sail a.rea.s of open boats, we find, vary very considerably j
and in proportion to the length of boats multiplied by breadth, range from
1 "to 3.* Thus we find some cruising gigs, 17ft. long by Sft. 6iJl. in oe&rm
(eqna.l to- 93'5 square feet), with about 90 square feet of canvas in their
To ftnd the area of lug ...u, divide the Bail" into two tria.nglee by line from olew to
weather ea.ring; take the length of the long aide of ea.oh triangle; multiply it by & perpendioular
from the long aide to the angle on the oppoeite aide; add the two produote together, and divide
by II. The quotient will be the &ail -.
Digitized by Coogle
Sails lor Centre-board, Boats. 201
sa.ils j whilst other boa.ts, only 14ft. by 5ft. 3in. (equal to 78 square
feet) that are raced, have sa.i1. a.rea.s of 180 square feet, or 24 times the
&rea. of that found by multiplying the brea.dth into the depth. The
latter proportion will only be we in the hands of a.n expert, a.nd the
novice should begin with very sma.ll sa.ils, or, in other words, the sa.i1.
area. should not exceed. the length of the boa.t multiplied by her
breadth.*
Sometimes in the sloop rig the jib or foresail, instead of being tacked
outboard to a. bumpkin, is laced a.t its foot to a. boom; the sa.i1. is then
Ie tacked" by this boom to the stem head, so much sa.i1. being forward of the
stem &8 the space between the ma.st and the stem requires. A. pair of
sheets &ore required &8 usual, and the weather one should alwa.ys take the
weight of the sa.i1.; the lee one is consequently sla.ck, but only so slack
that when the boa.t is put a.bout it takes the strain &8 the weather sheet.
Thus the sheets need no trimming in The objection to this
U revolving jib" is that it cannot be rea.dily "spilled," &8 after the
sheet is gone the sa.il will sometimes be ba.la.nced by the wind; hence the
sail may not only be an inconvenient one, but a. dangerous one. This
objection ca.n be somewhat removed by having the tack fast some distance
ahead of the centre of length of the boom.
The "ba.la.nce lug," Fig. 55-which W&8 introduced a.t Surbiton by
Mr. Burgoine (boat builder, of Kingston-on-Thames), a.bout the year
1870-is a. sa.il so a.rra.nged tha.t it requires no dipping in going
about; that is, it lies on the ma.st on one tack, and from the ma.st on
the other. In this respect it resembles the "standing lug" illustrated
on Plate V., a.nd in the New Bnghton rig and Mersey canoe rig;
but the Surbiton lug ha.s the a.dvantage of a. larger piece forward of
the ma.st to "ba.la.nce" the after part of the sa.il; hence the term
balance lug.
The boom and Ya.rci are generally of a.bout the same length, and the
length of. the ma.st is in a. measure governed by the amount of peak, or round
given to the head of the sa.i.l. If the yard is slung in its &midships, the sa.il
should have great peak, and it will stand or sit better than if the sa.il be cut
flat-headed. If the yard be slung nearer its lower end than &midships, the
The molt n_..rul riP that oompet.e in the matchea of the Thamee SailiDg Club
_01lIl &ail areu, all in ODe pi_ ... a balance lug. Theee...n &1'8811 frequently equal three
timee the ana, foUDd by multiplybw the hmgth of the boat by the beam; and the boat., beiD
haJuUed, oarry the ...n well, and appear wonderfully lIa.nd7. Of ooune it would be
madDeeB for a _ tyro to thiDlt of handliJJg noh a ...n, .... an with plenty of live ballaBt on board.
The molt handy aiM for match aa.iling up river, where abort boa.rda only aa.n be made with the
wind II dead OD end," appee.n hom uperience at Svbiton to be the boat, and th81 are
given ... muoh ... Sft. Sin. beam to enable them to oarry large Baila. One of theee boat. baa a
..n of the followiJw dj_aiOD_: Luff, 9ft; leeoh, 2ift.; foot, 17ft.; head, 16ft.
Digitized by Coogle
Yacht Boat
sail, if not cut with a. high peak:, is a.pt to sag to leeward; and the 'same
might happen if the sail be very flat-headed and slung, say, one-third of
thf lc)ngth of the end or "iff yard. good
A
/ \ ~
" ,
"
-- =--=------
--=---
FIG. 55.
the slings of a well peaked and round headed sail will be about ona-tenth
length 01 from ilf n'T1T dships. head fed gf
elways Ia.oeg yard ang
zed by L
Sails lor Centre-board Boats. lOS
A Surbiton boat, however, has the yard slung at about two-fifths its
length from the lower end, but then the head Qf the sail has not so much
round as shown in the diagram. However, a squarer sail and a better
standing one can be obtained by slinging the sail nearer amidships and
giving as muoh round to the head as shown in the drawing; the luff
will be shorter than is generally given, but this probably will be found an
advantage.
About one-seventh of the foot of the aai1 should be forward of the mast,
and in slinging the yard and in bending the tack to the boom care must be
taken that this ,proportion is not much exceeded. If too great a proportion
of the sail is put forward of the mast it will not II baJa.nce," and in luBing to
squalls, especially with the boom off the quarter, it will be found that,
although the boat may come to a little, the sail will not spill. This peou1iarity
may be attended by some danger in the case of squalls or in clearing an
obstacle, and may be accounted for by the fact that the ardency of the wind
pressure on the fore part of the sail will be so great that it will more
than balance the pressure on the greater area of the after-part, whioh,
ordinarily, with the aid of the rudder, should bring the boat head to wind
speedily. .
No rig is handier for tacking in smooth water than the balance lug,
and should a boat so rigged by any misohance show a tendenoy to miss
stays or get in irons, her head can easily be paid off by holding the foot of
the sail over to the side which is to be the weather one. This, of course,
will stop the boat, and pre88 her bodily to leeward or force her astern,
and the sail should never be kept a-weather a moment longer than is
necessary. Should the boat not gather way again quickly after the boom
has been put over on the lee quarter again, the main sheet must be eased
a triBe.
The sail is hoisted by a single halyard j to one end of this halyard a
block is spliced; the other end is rove through a sheave hole in the mast
head and bent to the yard; through the blook a rope is rove, the standing
part of which is made fast to the mast thwart and the hauling part through
a block at the mast step. This forms a whip purchase, but if the sail be a
large one a gun tackle purchase is used. The halyard is bent or hooked to
a thimble-eye strop on the yard. The sail can be kept to the mast by a
parral thus contrived: a grommet strop, with thimble-eye seized in it, will
be put on the yard about 6in. above the slings; another similar strop will be
put on the yard at about 2ft. 6in. (for a 14ft. boat) below the slings; a
line must be spliced to the lower thimble, and rove through the upper
one round the aft side of the mast, back througa the lower thimble.
Thumb cleats must be put on the yard to prevent the strops slipping.
Digitized by Coogle
'Yhen the sail is set, the line must be hauled as taut as it can be got.
and belayed.
But a neater plan than this is the ma.st iron, as shown in the "
diagram; the halyard is fast to an eye in the iron, and the latter is.
hooked to the thimble-eye strop on the yard. The disa.dva.ntage of
the iron traveller is that the tack and sheet of the sa.il must be let
go when the sa.il has to be lowered, or otherwise the sa.il will not
lower. As the sa.il comes down the fore-end of the boom must be
carried forward.
If an iron ma.st traveller be used the yard will be shlg a.s shown in
Fig. 55; if a parral be used instead of the iron, the yard will be slung a
little lower done, as the strop will be hauled close up to the sheave hole;
consequently the sheave hole will be a little lower down, and the mast may
be a trifle shorter.
A downhaul should always be bent to the yard.
The tack will be bent to the boom . abreast of the ma.st and lead
through a block, either on ma.st thwart, or deck, 80S may seem most handy.
The Surbiton plan for the tack is thus worked: a thimble is stropped to the
boom abrea.st of the ma.st, and to the thimble 5ft. or 6ft. of line is spliced;
the line is passed once round the ma.st, back through the thimble, then
through a ga.1va.nised iron eye-bolt screwed into the ma.st some convenient
distance below, and belayed to a cleat on the ma.st. For a 15ft. boat
a gun tackle purchase should form the tack. In setting the sail it is
often found that the luft can be got" tauter by swigging on this tack than
by hauling on the whip purchase of the halyards.
If topping lifts are used (they may be handy whilst reefing, or to
bra.il the sail up), one part will be made fast to the masthead and lead
&Cross . the sail, and through a thimble made fast under the boom by a
seizing (or it can pass through the thimble in the strop of the main-sheet
block) and up the other side of the sa.il, through a block at the ma.sthead
and the IC fall" down by the side of the ma.st.
A wire foresta.y is generally set up to the stem head, and it is better that
IL gun-tackle purcha.se, or double-block purcha.se should be used for the setting
up instead of ala.nyard, 80S the ma.st (sails and all) can be lowered by it for
passing under bridges, &C. The mast should be stepped in a taberna.cle,
which tabernacle will be open on the aft side and fitted in the aft side
of the ma.st t4wa.rt. The forestay will go over the ma.sthea.d by an eye;
a thimble eye will be at the other end of the stay to take the la.nyard
or hook of the setting up tackle. There will be a single wire s h r o u ~ each
side of the mast fitted the same as the forestay, but set up by lanyards to
the eyes of neat chain plates fitted to the gunwale. Sometimes, however,
Digitized by Coogle
.., .
-.- ,
zed by L
.'
I
I
,
I
I
f
Digitized by,Coogle
/
Sat'" !or Centre-board Boat . .205
._--------------- -- -.. -
the lanyard is rove through a thimble seized to the thwart or to & timber,
or through a thole hole in a rowlock.
The main E!heet is a.rra.nged thus; standing part fast to the boom, then
through a single block under one gunwa.le, then through & block stropped
to boom and belayed under the other gunwale; for the lOft. boa.t, thimbles
might be used instea.d of the blocks.
In the 10ft., 12ft., and 14ft. boat, the (( Una." pla.n of main sheet may
be suitable. An end of the sheet is fast to one quarter; the other pa.Bses
through a block on the boom, and through another block on the opposite '
quarter. For sailing on a wind it may be found that with the blocks on the
gnnwales the boom cannot be hauled in fiat enough; so, unless the blocks
are on the tr8.nsom at the extreme stern, the blocks should be fitted inside
the gunwale. Another plan is to have the standing part of the sheet fast
to the extreme end of the boom; other end through a double block with
traveller on a horse; then through a single block on boom back through
the double block, ~ d belay by hitching the hauling part round the parts of
the sheet above the double block.
Some of the Surbiton boats have the mainsheet thus fitted: A single
block on main boom and one on a horse, also one on the deck a little ahead
of the horse. The sheet is fast to the block on the boom, then leads through
the block on the horse, back through the block on the boom, through the
block on deck, and belay.
Another form. of the lug known as the" standing lug II or settee sa.il
has been referred to, and is shown in Plate V., a.da.pted from the lugs used
in the boats belonging to the New Brighton Sailing Cb1b'. (A deta.il.ed
description of the New Brighton rig will be given further on.) It will be
seen that the tack of the sa.il is close to the mast, and very little ca.nv&s
is consequently forward of the mast. The dimensions and a.rea.s of the
sails a.da.pted for the 17ft. boat are as follows :-
KAmwL.
ft. iDe ft. iDe
lI..t (1II8III1lIed aloDtr the yard) ...... 15 0 Lutr ....... '" .................... , ... . .. 8 8
r-h ...................... , ............. '" '" 18 0 Taok 1;0 p8IIok eariDr ... ... ... ... ... . ... 17 0
I'd .... :. ... ... ... ... ... ... ... ... ... ... ... ... 11 9 Clew 1;0 weather earlDg ...... . .. ... 18 0
Tbia ...n is dn.1I'D with 1ft. 4.iD. rcrcmd 1;0 the head.
Fouam..
, It. iD'l
Leach ... ... ... 8 a Foot
ft. iD.\ ft. iDe
a a Ld ..................... 10 9
1IIzD.
ft.iD. ft. iDe
lIMd .......................................... 90 Ld .......................................... I 8
x-h .......................................... '9 IS Tack 1;0 peak earinr ......... _ ... ... ... 10 a
I ' ~ .......................................... a a
Clew 1;0 weather eariDtr ... __ ... _ ... 7 0
Digitized by Coogle
.bus. Ill. ft.
JI'.aIDaD. ............... '" .. ... ... .. ... ... . ... ... ... ... ... .. ... ... .. ... 119
Foreea.il ................................................. , ... ... ... ... ... .. .. S7
lIiMD ........................................................................... 88
Total ......................................................... 1M
Area of reduced mainsail for single-band sailing, 85 sq. ft. (4ft. 6in. to
be taken off yard).
The dimensions of these sails will do eqnally well for the balance lug
of the Surbiton type, as practically the only alteration to make would be in
lacing the sail to the boom, and having the tack tackle fast to the boom
instead of to the sail. The great round to the head will be an advantage,
as it makes the sail sqUare j and if the yard be a trifle longer, it is not
carried quite so high.
The sail area. shown in the drawing is a large one, but with three
or four hands sitting to windward the boat would carry it well enough in
.moderate breezes and smooth water. For ordinary single-handed sailing it
would be prUdent to have a smaller ma.insa.il, reduced as shown by the
ticked line a; the sling would then come at c. The foresail should also
be 2ft. shorter in hoist, ad 6in. le88 on the foot; the mizen would be
shortened 2ft. on the head.
The boat could be sailed with mainsail alone without shifting the mast,
but she would probably be handier if the mast in such a case were shifted
1ft. farther forward. For turning her into the sloop rig, the mizen would
be unshipped, the mainmast shifted 3ft. farther 110ft, and the foresail tacked
to the stem instead of to the boomkin.
For a tyro who knows little or nothing of sailing, the 10ft. centre-board
dinghy, rigged with a single balance lug, is a suitable crIIoft for schooling,
and, if he is fortunate enough to be located near a place where there is
some shallow water, he may find out all about sailing without the assistance
of a coach.
For centre board boats of the Una. type various rigs are used, and on
the Seine the French have brought into use an adaptation of the cr sliding
gunter rig!' Tke drawing on Plate VI. illustrates this rig.
. The rig, it will be seen, although of the sloop cha.ra.cter, differs from
the sloop in detail. The mainsail is a kind of sliding gunter, and the
a.mmgements for hoisting and setting it are as follows. The mast is
stepped on deck and pivoted in a tabernacle, by which it can be readily
lowered for passing underneath bridges, warps, &c.. a shows the heel of the
yard (866 Plate VI. and A, Fig. 56). On this yard is a wire rope span from
o to a (8861801'ge sketch), which pa.BBeB through a block at k. The details of
the arrangement will be more clearly understood by studying the smalle,
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-
Digitized by Coogle
Digitized by Coogle
Sails !or Centre-board Boats. 207
diagrams (Fig. 56). InA.,aisan iron hoop traveller on the mast. Into the
arms or this traveller the heel of the yard is inserted, and is so hinged 88 to
form what is known 88 a univeraa.l joint. The hoisting halyard fl. is ma.de fast
to a.n eye in this traveller a.nd paaaes through a cheek block on the mast at 0.
Sometimes a block is on the traveller, then (see F) one end of the halyard
is put through the clea.t on the ma.at a.a shown at 1/, a.nd then baa a knot tied
in it to prevent it unreeving. The other end is passed through the block
on the traveller, and then
through the cheek block at 0.
If the sail is a very large one
a whip purchaae is a.lao used.
A block is seized to the halyard
fl., a.nd through this block a rope
is pa.ssed, one end of it being
fast on deck.
In Fig. A, c represents an
eye splice in the lower end of
the wire rope span kept from
slipping by a thumb clea.t. This
span pa.sses through an iron
block j. To this iron block
a small wood block k is seized,
and through the latter the hal-
yard m is rove. The halyard
tn, in the first pla.ce, is rove
through a clea.t on the mast
(S88 Fig. B) I; then through
the block k, and over the D
sheeve in the cheek block h
(Fig. B). The halyard at I is
stopped by a wall knot. In the
diagram A., m is the ha.uling
part or fall of the ha.lyard. In
the sma.ller sized vessels the
FIG. 56.
block k is not used. One end of the halyard is seized to the iron or
brass block j, a.nd then passes over the shea.ve at k.
In Fig. B, the upper shea.ve above h is used for the foresail halyards ;
one end of the ha.lya.rd is stopped by a wall knot a.fter being rove through
the hole above I; the other end is then pa.ased through a block hooked to
the hea.d of the foresail, and then over the shea.ve above h.
The shea.ve below h is used for topping-lifts; one end of the topping-
Digitized by Coogle
lift is stopped at the hole below J j the other is passed through a thimble
seized on the under side of the main boom and is then carried up over the
sheave below h. The large sheave hole at g, Fig. B, is used for spinnaker
or square sail halyards. Mast hoops are not often seen. The sail is k.ept
into the mast thus: Diagram D is a section of the mast; 0 0 are two brass
plates screwed to the lips of a channel cut on the aft side of the mast. p
is a. traveller about two inches deep which works in t h ~ channel formed by
o 0 j the traveller has an eye to which one of the eyelet holes or cringles in
the luff of the mainsa.il is seized. Genera.lly as many of these travellers are
used as there would be hoops if hoops were used.
Another arrangement is shown by E: 9 is aT-shaped bar of iron
screwed to mast (or sometimes instead of aT-iron a plate of simple bar-iron is
screwed over a1illet of wood, as shown by B, for lightness) j t is the smaJl
Digitized by Coogle
Sai18 lor Centre-board Boats.
209
traveller a.bout two inohes sq1l8ol"e whioh is shipped over g; i is the eye for
seilring the luff oringles of the main,saillB.
If either of these travellers is used, the iron mast-traveller for the
yard is dispensed with. A traveller (made with a socket to take a. goose-
neck on end of the yard) is inserted in the ohannel 0 0 (868 D) or over the
guide q (886 E).
One end of the main sheet is fast to the boom end; it from there leads
through a double block on deck, through a. single block on the boom, ba.ck
FIG. 58.
throug. the double block on deck again, then through another single block
on the boom and belay.
The bobstay is made of wire rope; one end has an eye in it, and this
eye encircles the bowsprit at '" (86e large sketch); it then passes through a
block on the stem at the water-line, through another block on the bowsprit
end; a tackle is hooked to this end of the bobstay (a.t bowsprit end) to set
it up.
The foresheets are very well ammged for handiness. In diagram H, (J
r
Digitized by Coogle
represents the line of the foot of the foresail, c bei1l.g the cringle in the clew
of the foresail. To this cringle two short pieces of rope are spliced with
thimble eye at' d d as well. The foresheet is fast on the deok to an eyebolt
at B; it then passes outside the ohannels k through the thimble d and
through the coamings of the well at '" and is then belayed. It will be
observed that in dia.gra.m the foresail is represented hauled amidships.
The sails that we saw were exceedingly well cut and tabled, and were
made of cotton duok.
A very sim.ila.rly worked mainsail is used in Amerioa for the n oat
boats U of Rhode Island. An illustration of this rig has been given me
by Mr. R. B. 'Forbes, of Milton, Mass., and is shown by Figs. 57 and 58.
a is a boom laced to the sail and used for reefing. r is a tackle for hauling
the reef down. The halyard 0 comes down to and belays to a cleat on the
heel of the yard at d, olose to the traveller t. By simply slaoking the
halyard 6, and hauling on f'the sail is reefed (8ee Fig. 58).
OBINESE LUG SAILS.
The Ohinese plan of battening a sail has been very muoh recom-
mended, and there is not- muoh doubt that battens will keep a sail from
going into a bag; the dn1y objection to them of any importance is that
they so much increase the wejght of the sail. For a sail of the proportions
given in the drawing (soale lin. to 1ft.), the battens should be lin. thick,
and 1 fin. deep; tapering the ends (three battens, 1ft. 8m. distant
at the luff of the sail, and 2ft. at the after leech). A reef band is sown on
the sail to receive each battell, and the latter will be lashed at either end
to leech and luff of the sail though thimbles; and, again, a thimble will be
securely seized to each end of the battenS, for the reef ea.rings. to be rove
through.
The sketch shown on Plate VII. (scale lin. equal to 1ft.), made by
Mr. W. Baden Powell, shews the arrangement of battens. Mr. Powell
thus describes the gear and fitting of the sail :
"Rig.-Mainsail of the largest size the boat will carry in a steady
moderate breeze, placed forward so tliat its centre of effort comes ahead of
the centre of lateral resistance of the boat j mizen of the same cut as main,
but of such size and so placed as to bring the centre of effort of the whole
sail plan aft of the centre of lateral resistance (for a small boat should
always carry weather helm; without it safety does not exist).
n mainsail is fitted with a yard, a boom, and three or
four ba.ttens; the sail is laoed to yard and boom j the are lashed at
their to luff and leech, Q,8 it were, rove through a horizontal
Digitized by Coogle
PLATE VII.
Digitized by Coogle .
r
(J
it
a
11
()
1
1
(j
t
J
1
1
,
Digitized by Coogle
Sails Jor Centre-board BoatB.
211
aea.m. on the sail formed by sewing. I reef band' across the sail to take the
batten. The battens are made of pine, and taper at the ends like topsail
yards. They are about 11in. in diameter in the middle. The reef eariilga
reeve through thimbles on the boom ends, and belay to I patent' cleats on
the boom.
" Halyam..-Toggle on the single part to a becket or strop on the yard.
The battens and the yard are kept in to mast by toggle and becket panels.
" Tack is a single rope, leading from the well to a block on deck
at side of mast; it then toggles to a becket 'on boom, about one-eighth the
boom's length from fore-end. Both tack and halyards can be fitted with a
purchase for setting up, according to the size of the craft.
II The sail should be cut with very great I peak' (yard 88. long 88
boom), 80 as to allow of a forestay, by which to lower the mast. The mast
fitted on a 'tabernacle'* and pinned above deck, is a nne qua non, whether
the boat be used for river or sea work; bridges and tow ropes come
against yOTa mast in river work-ships' warps in harbours; and, when at
anchor fishing, or tide waiting in a sea chuck-up, it is aJ.most impossible to
Btalid up forward a n d unship the mast, yet the great swaggering stick will
not permit your little ship to ride e88y.
II A topping-lift is fitted, standing part fast to masthead, then down
one side of sail, to reeve through sheet block strop thimble; then up on
other side of sail to and through a block at masthead, and down to the deck.
Being through sheet block strop, which toggles on to boom, this topping-
lift remains with sheet on mast when sail is taken off and stowed away, and
is thus ready for a change of sails.
II A kind of gathering line, or sail keeper, is fitted to hold the sail
up clear of the deck at the mast when it is lowered down, thus: one end
fast at masthead, then down the side of sail on which the mast is not,
and round under boom, and up, making it fast round the mast about 1ft.
above the boom: thus, when going to set up sail, you place forward end of
boom, yard, and batten all in a bunch, between the mast . and gathering
lines, then the after. ends through between the two parts of the topping-lift;
A.. tabemao1e is llimpq a perpendioular square trunk, or Ipout, as it is usually opIJl on the
aft Bide, made to iia.b the lower pari; of the DIII8t; if the DIII8t is atepped on deolr: (as thOll8 of the
mar b&rgea an> the heel of the DIII8t will be pivoted on a bolt PIlllliDtr athwa-rtBhip. throurh the
aid. 01. the tabema.ole above the deolr:, as shown in Plate VIT. Bra.u or !rem plate. ahould be Itted
to the taberDaole where the bolt paBl8I through, and there should be an iron band or ring on the
heel of the mut. In an opIJl boat the DIII8t can be pivoted near the bottom. 01. the tabmlaele,
thus: a bolt is bed through the taberD8.o1e (athwartahip) ; on the heel of the ma.Bt is an iron band
with two aoore. ltin. deep out in it to It the bolt; a IOor8 is rJso out in the heel of the DIII8t to
ClIJITM}ICIIlC1 with thoae in the iroA. The ma.Bt head is Itted on the bolt by the 1Oor8, and when on
end is bpt In ita plaoe by an iron or clamp on the thwart ... unal. If the ma.Bt is pivoted on
c1eolr:, it will be afer to have hole. through the iron on the heel 01. the ma.Bt iut-d of mere _II
for tile bolt to .,.... throurh-
l' 2
Digitized by Coogle
212 Yacht ana Boat SaiUng.
toggle the sheet, tack, and halyard on, and the sail is ready to set; the
batten parrals can be toggled at any time afterwards, BB they only effect
a good f sit' to the sail.
ff The tiller should be formed as if double, i.e., one part leading aft,
and used BB mizen boomkin, and the other on fore side of rudder with a
U bend in it, to allow it to clear mizenma.st. Thus fitted when working
ship, on putting the helm down the mizen sheet is brought to wind, and
main sheet is off, consequently she would turn like a bicycle; or when
the helm is put up, mizen sheet is thereby 68B6d, and off she must go.
ff.A battened sail can easily be reefed f in stays,' i.e., while going
about, without even checking the boat's way, for the battens do not
require the reef points to be tied, except for neatness, weBB it is a very
deep reef.
ff .A boat thus rigged can be hove-to in bad weather at sea, or, when
waiting for tide into harbour, thus: take the mainsail off the mast, bunch
yard and boom together, and span it with a rope: to the centre of the
span fasten your boat's hawser, let the sail and battens hang loose, heave it
overboard, and payout the hawser; lower the mainma.st, and haul miBen
sheet fore and aft. Thus she will ride head to wind, and the sail will
break much of the sea. The storm main lug may then be got ready, in
case you have to cut and run."
Mr. Powell found, in canoe sailing that with battens he could carry
much more sail (in the ratio 5 to 7) and the canoe would lie closer to
wind. Also in running the canoe W8B much steadier, and did roll
so much BB with the ss.il without battens. In gaff sails, where the peak
halyards BBsist in keeping the ss.il fia.t, -or in any sail that is well cut
and can be kept flat, the advantage of battens will not be great. However,
lug sails are very difficult if ill cut to keep fia.t, and battens in these may
be found of service.
The regular ff Chinese lug" W8B thus described by ff Mercator," a
writer in the FieZiJ, in 1871.
It Almost every district in China h8B a distinctive type of sail, some
highly peaked, others with little or no peak, some with the leech greatly
rounded at the peak, others with it cut almost or quite straight, some very
narrow at the head. and wide at the foot, others wide at the head and much
the same width all the way down, some rigged on the starboard side, and
others on the port side of the mBBt, some sheets leading from all the
battens, with sheets from the lower ones only; in fact, the changes
are rung in almost every conceivable way, but all are provided with a
brail, but which more resembles in its uses a topping-lift. .As to the
material of which the sails are matting is that most usually
Digitized by Coogle
Sails for Centre-board, Boats.
213
employed in native craft of any size, this article being extremely oheap
in China, and when dry comparatively light i but for small boats, twenty
to twenty-five feet gigs, and the like, a stoutish duck is the best, bo1lh
for wear and look.
~ t T h e battens, it will be seen (8ee Fig. 59), are so a.rra.nged that the
top and bottom ones do duty for yard (or gaff) and boom respectively, the
intermediate ones radiating more or less sharply, according to the shape of
the sail. The number for a gig would be five or six, to be increased with
the size of the sail. To each batten is fastened a loop or parral, if one may
so caJl it, generally of rattan, but occasionally (in very small boats) of rope.
The shape and position of these loops are indicated in the following sketoh,
r
x Y being the batten, the dotted line the loop, and Z the position of the
mast, looking down from above. From this it is apparent that these loops
do duty as panels i and, the battens being made of bamboo,there is
nothing to prevent the sail being easily hoisted and lowered, even when to
windward of the mast. There is no tack proper, but the lower batten is
made fast to the mast at the point where they intersect. The halyard (M)
exactly resembles the simplest form used with lug sails, and is made fast.to
the forward portion of the upper batten, the exact place being regula.ted by
the shape and sit of the sail. The luff projects 1ft. or 15in. (or even more,
according to the size of the sail) forward of the mast. The sheets
generally lead from several of the lower battens, one from each, and by
a little mechanical arrangement are united into one sheet in such a way
that the pull is everywhere equal. In some boats, where the sail projects
some distance over the stern, two sets of sheets are required, one on each
side. The sail when set is ~ e d so that the lower batten is parallel
to the keel. The brail or topping-lift is fitted in a very simple and
efficient manner. .A line leads from the masthead down the inside of the
sail (i.e., the side on which the battens are), through an eye 1ft. or 2ft.
from the after end of the lower batten, up again on the outside of the sail
through .another eye rove in the end of a short pendant from the masthead,
and down again to the point where the lower batten and mast intersect,
where it is made fast ready for use. The sail thus hangs in the bight of
the brail as in a sling. The following sketoh (Fig. 59) illustrate the sail
described.
At Shanghae the completely battened lug sa.il is in much favour, and
the description of yacht in use there will be found illustrated on Fig. 60
and Plate VIn., which represents the Charm, Mr. C. J. Ashley.
Digitized by Coogle'
It will, be seen t4at the keel in form is crescent-shaped, or, in other
words, the curve given to the keel tends upwards instead of downwards, 88
is usual in ordinary vessels. In the East this kind of keel is common, and
we find it ca.rried out to an enormous extent in the model of a Bombay
yacht (the property of the Duke of Edinburgh) in the Naval Museum at
South Kensington. The keel of this yacht is quite like a halI-moon, but
the draught forward is much greater than aft. There is no advantage in
thus giving a vessel " gripe," 88 the centre of lateral resistance could be
got forward without suah an extraordinary and, when a small draught is
necessary, inconvenient contrivance.
PIG. 69
.. AB, mut; EF, head of aai1; EG, ltd! of aaIl; ab, battenI; CD, line of II1Ulwale; GB, foot
of u.il; FB, leeoh of .n; IJC, loops or parrela; AX, bn.iI leading through eye at K, the poId.ticm
OIl the bn.iI on Bta.rboard Iide of aai1 beiDg BhoWJl 117 clotted liDeB XL, AL, and LM I the lettIera
bN denote ahee1B hangiDg looee (0Tel' the aai1 iDatead of abaft it, &II they wouli be whaD haulacl
in for aailiD(r), leading into a aingle one, NO,"
The Charm, it will be seen, is extremely shallow, and would take little
ballast, as her weight of hull, spars, fittings, and stores would bring her
down nearly to the load .water-line. The floor timbers in the fore-body, it
will be seen, are lower than those of the midship body, and abaft the
midship section the timbers retain the flatness of the floor in the middle-
body. One peculiarity of the after-body is, that the timbers are projected
at right angles from the dead wood, and the gentle ourve which we find in
English yaChts (made by filling up the angle in the runs) is not found in
~ h e Charm.
The length of the yacht is about three times her beam, and she thus
bas great stability; and this she needs, looking to the loftineBB of her
Digitized by Coogle
Sails for Centre-board Boat,. 215
canvas. The chief excellence of the Chinese lug oonsists in the fls.tnesa of
its s ~ . This 8atneBB is brought a.bout by battens, which are extended
801'OSB the sail, as shown by 4. (Fig. 60) on the plan, and by the uae of bow-
line-bridles the whole way up the after leach of the sail. These bridles lead
into two bowlines, and the bowlines again into one part, the latter leading
to a double blook on the bumpkin (8) extending from the taffrail, so that
hauling on this single part brings an equal strain on each bowline-bridle.
These bowline-bridles are numbered 7 in the drawing. To keep the sail
into the mast a laoing (5 in the drawing) rove through parrals whioh extend
from the 1u1f of the sail to well into its belly; these parrals are distinguished
by 6 on the sail plan. Beyond this, a hauling parral is used to keep the
FIG. 60.
yard into the mast, marked 12 on the drawing. The standing part is 'made
fast to the yard, passing round the mast, then through a blook on the yard ..
the hauling part leading to the deck. The topping-lift shown by No. 9
explains itself, the line denoted by figures 10 being the topping-lift on the
port side. The topping-lift passes through a single blook at the masthead.
The other figures indicate as follows: 1, the mast; 2, the boom; 8, the
yard; 11, main halyards; 18, forestay; 14, shroud. The mast can be
unshipped at pleasure, as the drawing shows j and, as there is neither
bowsprit or topmast.. suoh a vessel oould be dismantled in a very few
minutes. The Charm. bas a booby hatch, and under this there is lit great
Digitized by Coogle
216
Yacht and Boat SaiUng.
deal of room. The centre-board. is shown in the sheer plan lowered to its
full depth, and the lines - - show its case. When hauled quite up, the
board would protrude above this case; but this need never be done, as the
draught could not thereby be made leBS than it is at all times aft. The
dotted lines above the keel aft show the intel'B6ction of the tiniberB with
the dead wood; the dotted lines in the middle-body show the plan of the
cabin, and the cockpit forming the entrance to the cabin.
The following table refers to Plate VIII'
1
representing the yacht;
Charm:
lI&It-bre&d&h lI&It-bre&d&h
No. or No. or
BeoUcma.
at Load Water
8eaUoaa.
No. 2 Water
LIDe. LIrIa.
a in. a iD.
1 1 2 1 0 8t
2 8 lot 2 2
,
8 S 6 8
,
0
,
6 It
, ,
2
S S
,
S 1
9t
Diatance the MOtions are apart, 6ft. Bin.
DistaDoe No. 1 II8Cltion is from fore aide of
litem at L.W.L., 4ft. Bin.
Diatanoe _ter linea are apart, 1ft.
Length aD L.W.L., 87ft.
Beam on L.W.L., 11ft. am.
Beam, extreme, 11ft. Sin.
l>isplaoemat, 9'26 ton ..
Centre of diaplaoemat below L.W.L.,
O786ft.
No. or
r!r&trum
Water No.or
BeoIioDL LIrIa &0 BeoIioDL &0 IIJIdIIIr.fJIda
PIaIIk Sbeer. or lr.eeL
a in. ft. in.
1 8
'l
1 1 8
I I 8 I 1 8
8 I
r;
8 1 7
,.
I S
,
1 7
S I
6t
r;
1 9
6 I 9 6 I II
Metaoentre above oentreof diaplaoem8J1t, 81ft.
Area of lail, 990 sq. ft.
Lufl of .an, 85ft.
Leaoh of u.il, Mft.
Foot of aai1, 26ft.
Head of .an, 21ft.
TOJIDAII'8 by B.T.T.O. rale, 20'8 tons.
Ana of L.W.L., 195 Ill. ft.
Diaplaoement b liD. of immaniGD at L.W.L.t
0'7 ton.
!3PRIT SAILS.
Sprit sails formerly were in high favour, but during the last twenty
years they have gradually fallen into disuse. It is still a favourite rig,
however, among watermen, and they probably adhere to it because the
sprit stretches the sail so flat. The old Ryde wherries, celebrated for their
fine weatherly quaJities, were sprit-rigged, but of late years they have
_ adopted the gaff instead of the sprit. The advantages of the
sprit over a gaff for setting a sail in a small boat cannot be denied, as by
crossing the sail diagonally it takes up all the slack canvas in the middle of
the sail, even if it be an old sail. On the other hand, a sprit is an a.wkward
spar to ha.:hdle, and it need be much longer and heavier than a gaff to set
similar sails.
In small boats the luft of the sail is usually laced to the mast through
eyelet holes about 2ft. apart; the throat is secured to an iron traveller, or
sometimes to a grommet strop. In large sails gaJ.va.nised iron rings or
mast hoops are used. The tack is lashed to a small eyebolt screwed into the
Digitized by Coogle
,
I
,
!
:
f
)
Digitized by Coogle
Sails Jor Centre-board Boats. 217
mast. The sail is hoisted by a single halyard and belayed to the gunwale
to serve as a shroud. The foresail is also belayed- by a single halyard, and
be1ayed to the opposite gunwale. The sprit is supported on the mast by a
FIG. 61.
strop called a snotter; this strop is a piece of rope with an eye spliced in
each end; it is put round the mast, and one end rove through an eye; the
heel of the sprit is put in the other eye. After the sail is hauled up on the
Digitized by Coogle
mast the upper end of the sprit is put into the eye or loop on the peak of
the sail, and then shoved up and the heel slipped into the snotter. The
sail is then peaked by pushing the snotter and heel of sprit as high as
required; the sail is then sheeted. H the sail is large and the sprit heavy,
a traveller and whip purchase are used. (See Fig. 61.)
A pendant with a running eye in it is fitted over the masthead; at the
lower end of this pendant is a bloek, through which the hauling part is rove,
one end being fast to the thwart. Sometimes a gun-tackle purchase is
used instead of the whip purchase. Either is to be preferred to the snotter
alone, as without any other support the snotter will be continua.lly slipping
FIG. 62.
down. H there should be much wind when the snotter slipped down the
mast the heel of the sprit might go through the bottom of the boat; and
this accident has very often happened. The waterman's remedy for this
is wetting the mast, but the single whip purchase is to be infinitely
preferred, as it not only keeps the sprit from slipping down, but enables
the sail to be set better.
An improved form of the sprit sail rig is in use in America, an illus-
tration of which has been made by Mr. R. B. Forbes, as shown (see Fig. 62).
The sprit comes down to the gooseneck of the boom a.nd is inserted in a
pocket a, stitched diagonally across the sail: b b are bra.ils on both sides
of the sail, but leading through one purchase block p; p, of course, is
a double block. The sta.nding part of the purchase is fast to the stem at
B, then leads up through the block p, down through a block on the stem B,

Sails lor Centre-board Boats.
219
and the fall J, to a cleat inside the Waterways. c is a reef point, one
on each side of the mast, round which they are tied when the sail is reefed.
When reefing the mast is allowed to rake aft, either by having a long
slotted step for the mast, or by pivoting it in a tabernacle. (8e8 the
French rig, Plate VI.) The process of reefing is very simple: luff into the
wind, slack up sheets, haul on the brails; make everything fast, rake the
mast, and fill away again. Fig. 68 shows the sails reefed with the upper
part of the luff of the sail brailed up. To make a neater fI brail up"
another pair of brails might be attached to the head of the sail at Te,
and lead to ", then to the mast head down to the block p. This forms
a very easily reefed sail.
FIG.8S.
Fig. 64 represents another American rig (drawn by Mr. Forbes), and
has the advantage of the sails being in three pieces. The main and mizen
are fitted on the lateen plan, but are shoulder of mutton in shape. a is
the halyard made fast to the yard, and leading over a sheave in the mast
head to the deck. B is another halyard leading through a bull's eye at
the mast head and belayed to a cleat on the heel of the yard at f. The
yard or reefing boom d is jointed to a traveller c. The reefing ta,Qkle
is shown by 8. r f' are reef points. The foresail is hanked to a wire stay.
A short club yard, 9, is laced to the foot of the foresail; the fore sheet
block is fast to this yard, and works on a traveller across the deck.
Digitized by Coogle
220
To reef the sails luff up head to wind and cast off the halyard a, and
the sail will lower until the traveller c rests on the boom at 0, b of course
FIG. 6 ~
coming down to the bull's eye on the mast head. Ha.ul on the reefing
tackle 6, and tie the points a.t leisure (866 Fig. 65). Next let the foresail
FIG. 65
run down, and stow it on the bowsprit. To further shorten sail stow the
mainsail. The smaJI jib is set flying.
Digitized by Coogle
Sails lor Centre-board, Boats. 221
THE SLIDING GUNTER.
The sliding gunter, it has been claimed, has all the advantageB of the
lug sail; has lighter sparB compared with Bail area, and is leBB dangeroUB.
This may be true enough of the old-fashioned dipping lug, which no doubt
is a dangerous sail, but we very much question if the gunter will ever be
able to compete with the balance lug, in weight of BpBrl'8 or in handinesB,
e:ffectiveness, or safety.
The mast, it will be seen by Fig. 66, iB in two pieces, the upper pari
sliding on the lower by two irons. When hoisted the lower part of the luft of
the sail is laced to the mast. The irons should be of brass or of galva.niBed
iron, covered with leather, and they Bhould be kept well soaped or grea.sed.
f ~ ., , 't , f :r _""E
f
f'r f f' l' 1'.y'"
FIG. 68.
The irons a.reJitted to the upper part of the mast (uBually termed the ya.rd),
and should fit the lower part very loosely, a.B a common peculia.rity of the
iron is to jam either in hoisting or lowering-mostly during the la.tter
opemtion-especially if the boat be healed. The yard iB hoisted by a single
ha.lyard rove through a sheave-hole at the lower masthead. The halyard is
fast to the heal of the yard, and a Bcore is cut out for it on the fore-side of
the yard; it lea.veB the yard at the upper iron. The gunter rig is some-
times applied to long boa.ts with three masts, a stay foresail being invariably
used. The sketch given shows a sail fit for a 17ft. boat (such a.B Plate
n.), and has fof8Bail and Mlldiau m.i$Jl.
Digitized by Coogle
GUNTER BPRIT RIG.
Some years ago Mr. Baden-Powell brought out a rig which wa.s a
combination of the gunter and sprit. He first fitted it to canoes, and
afterwards to a centre-board gig. . The objects sought were a lofty sa.il,
with a mast readily shortened for going under bridges, &c.; reduction of
top hamper or weight when reefed down; and mast and spars of such
length as could be stowed inside the boat. The rig wa.s intended entirely
for cruising, and not meant to compete against the balance lug for
racing. The following dia.gra.ms (Plate IX.), on a 1 inch scale, will
show the rig:
A. ahowa the ...n I8t.
II fa the muL
II, the top_to
0, the boom.
II, the Iprit.
" topplng.lift; the tloked line Bhcnn the
. toppfDg-Jift to Ieewazd.
I, mut hoopl.
g, ranter Izou.
'ID,ahook on the aoo-eak to hOok tothenef
ariDgJea when the ..n iI _eel.
D iI a Tiew of the mut heacl.
II fa the mut.
II ia the topmut 1ID8hipped fzom the ranter
. honIg.
II iI the aprit 1IJI8hipped. hom the IIIIOtter I.
iI the IfanabJg put of the haq&.rd pMIiDg
tmough the lheave at the mut held,
a.ud fait to u eye on the upper ranter.
, Is the pazohue for the haq&.rd, the aIiIoDdiDr
part fait to the lower blook.
J Is the hlllCl of the jib.
o Is a view of the boom end.
Is the o1ew of the ..n 1aahed to boom.
'" Is a grommet Btrop with thimble eye.
" Is a olip or aprlng hook on Iwive1 ready to
be hooked into the eye "'.
o Is the maInaheet block.
ia the
D iI a view of the boom ud fOOIIeDeck.
p iI th!, fOO88D80k on the mut Go
C ia the boom na.cV to be ahipped on fOOII8-
D8Clk.
q Is a block for the fall or hl.1I1inr part of the
main haJyarde. (TlIiI bloolt ... be on
the mut th'ttVli or deck; _ D.)
E Is a bird ...,. view of the ranter iron.
,. Is the IIq1IIZ8 part into which the topman
Isetepped.
, Is the ring traveller ahipped. on the muL
tI two iron IIta.)'I or CIOJIJlIIOIiIDg rodI whioh
hold the ranterB together.
I Is the IDO"- looeeq laoed.
Is u 81e aplioe to ta.ke the aprit, with a
thimble II8ised in at I.
I Is uother thimble with a ta.Illuhed to the
ranter. A. rope or lIoDyr.rd ia aplioed to
the thimble I, ud rove through ud
through the thimbleB I a.ud I, 10 that the
lIIlotter CloD be made of a hmrth to nit
the leqth of the aprit.
Fila view of the...u brailei up by the top.
piDg-1jft, ud with topmut houed.
The sa.il is la.ced to both boom and topmast, and tied to the mast
hoops. To stow the sa.il, lower away by the haJya.rds (which are fast to the
upper gunter iron); unship the sheet block from the boom; unship the
sprit; unship the topmast from the gunter; unship the boom from the
gooseneck; untie the sa.il from the mast hoops.; roll up, and stowaway.
The mast can be unstepped or not at pleasure.
In large 16ft. craft it wa.s found neoo88&.l7 to have a fore stay.
Digitized by Coogle
Digitized by Coogle
Digitized by Coogle
SaUs lor Centre-board Boats. 228
A down-haul should be bent to the gunter iron.
To reef" lower the topmast (the sprit of course comes down with it)
by the halyard to first or second reef band j lay the foot of the sa.il neatly
in folds along the boom" and tie round the boom with the reef nettles or
points.
FALMOUTH LUGGERS.
The following excellent description of the Fa.lmouth luggers was
written by Mr. Wiloocks :-
" The millen-mast is shown after the manner of the Mount's Bay craft,
much more taunt than is necessary for setting the ordinary mizen, so that
the second foresa.il may be set in its pla.ce in light weather. The only
different a.rra.ngement required would be a longer outrigger, a.nd a mast-
hoop or traveller on it, to a.ooommodate the set of the ordinary mizen. The
bowsprit should be somewhat longer than here represented (Fig. 67) to get
I
Ll ...... _ ........ _ .. : ..... ___ .. __ .. _____ .. ~ --_ .... ---"
FIG. 67.
the jib a little further out. H the mast were Btepped at the position shown
by the heel of the bowsprit, the rig would be like the Fa.lmouth boats, and
it is a good plan to have suoh a boat fitted also in this manner. The
omission of a jib in the Fa.lmouth boats is for the convenience or dispensing
with a bowsprit whilst running alongside shipping. Fig. 68 is a sketch of
the Fa.lmouth waterman's rig. It is in use for boats from 14ft. long up to
substantial little craft, apparently of as much as 7 or 8 tons. From the
mast being 80 far forward, we might imagine a boat thus rigged would
pitch heavily in a head 8e&, and I cannot altogether divest myself of this
impression; therefore, should prefer to have two pla.ces. for stepping the
Pl&8t, with a moderate-sized jib to balance the after canvas, when the mast
Digitized by Coogle
is in its after position. Boats intended to carry their masts so very far
forward shoold be built with additional free-board. forward to aJIow for
plunging if caught in troubled water. This is . well attended to in the
Guernsey fishing boats, which are built very high forward, and answer
well. In a large boat it is a good plan to have a horse of galva.nised iron
&Cross the stern for the main sheet, with a single and double block, the
double .block grommeted to a thimble traversing on the horse. There will
then be no sheet to tend in going about when under the mimn and lug
foresail, the only thing required being possibly a touch to the double block,
to get it well down to the extremity of the horse. In making the horse,
the smith. must not forget to weld on a collar to either end, that the
traversing thimble may not slip round the turns of the horse at the sides
of the boat. In smaJI boats, up to 18ft. in length, a single sheet made
'LMrLINr
\ I
l .. ..L_ .. ___ .... __ .. _ .. ___________________ .. l
FIG. 88.
fast to a belaying pin through the transom board, is the safer pla.n, unless
the boat be a deep-bodied craft, especiaJ.ly built for sailing. It is often
desirable to shorten sail by tricing up the tack in aJI kinds of sailing
craft. For this a ta.ckle must be provided to keep a strain on the luiJ
of the sail, as the peak would otherwise .immediately fall on letting go
the tack. The upper block should have a pair of sister hooks, which can
easily be attached to the second cringle of the sail, and by aid of a smaJ.l
block secured. close to the slings of the ya.rd, the tack can be triced up
when required. It is an unusual thing to trice up the tack of a lugsail j
nevertheless, in anything but a smaJI bat; the
and, in fact, in a boat fitted with one large lugsail, it is often necessary
to do so." .
Digitized by Coogle
Sails lor Centre-board Boats. 225
LOWESTOFT LATEEN SAIL.
The lateen rig has not been much adopted on the English coast, owing
probably to the length and weight of the yard required, and the awkward-
ness of the reefing arrangements. Sometimes the sail is reefed along the
foot, as shown in the engraving of a. Lo"'estoft lateen (8ee Fig. 69), and
I!'IG. 69.
sometimes along both foot and head yard. In the sketch given, the sail is
shown with very great peak, but the sails are sometimes planned with the
yard more a.cross the mast, and with a longer boom. A lug mizen is
generally a part of the rig. The boom is kept to the mast by an iron
traveller or ring.
The settee sail is an adaptation of the lateen; the yard does not
rea.ch quite down to the ta.ck, so that a short up-and-down luf'f is obtained
to the extent of two or three reefs as shown in Plate V.
ALGOA BAY LATEEN.
The lateen rig is met with a.ll over the world, and is much in use on
pa.rts of the African coast. In Algoa Bay, Cape of Good Hope, a curious
contrivance for hoisting the sail on sheer masts instead of on a single
mast has been adopted j the plan is common to the prahus of the Easte1'l'.
Q
Digitized by Coogle
seas, a n ~ to the river rafts of the Mayaquil rivers. Mr. William Fleming,
of Port Elizabeth, Algoa Bay, had a boat fitted in this way as shown
by the a.ceompanying sketch drawn by him (Fig. 70); the rig is thus
descn'bed:
L
FIG. 70.
In lieu of the usual way of fitting and stepping a mast, two short
poles are fixed triangle faahion, and secured to ee.oh side of the boat with
.. goose-neck, 80 as to move fore and aft. The heads of the poles fit
into sockets, B B (diagram A), which C&Il be J]l8de either of iron
(galvanised) or of gun metal j .. tra.nsverse bar, g, keeps the sockets from
Digitized by Coogle
Sails for Centre-board Boats. 22'1
opening at the throat. The sockets must be made deep, to fit J;he spars
well in, and a smaJ.l bolt, (I (I (I, running right through for further security.
The upper socket will hold a flag pole. The forestay will be:fast to each
mast by a bridle, and the runner and pendants will on either side be:fast
to a mast. A double block with tail is made fast round the neck of the
aockets at 0 (A), for the halyards to work through. The standing part of
the halyards is fast on the yard, then leads through the block under the
throat of the socket, through a block on the yard, and back through the
double block. The advantage of the two mast plan is obvious-no dipping
of a lug when going about, and affording scope for any variety of cut
-i\
1\
I \
\\
._ .... --....-
-- .......
--------- -----
- - - - - - - - - - - - - - - . : : ~ = : : : : : :
~ \
'. \
\
t.
~

II'IG.71.
sail, pecolia.rly adapted for lateen rig. Masts and sails can be lowered
by the ron by just slacking up the forestay, and hauling on it again when
required to make sail, without starting halya.rd, sheet, or tack. The tack
of the sail may be fitted to travel on a horse, and kept in any position
by a rope rove through a single block, one to be fitted on each side.
Wire rope should be used for forestay and the pendants. The plan now
nggested has this advantage, that everything can be lowered at a moment's
warning, masts and sails snugly stowed in the boat, and if necessary to
lI8e oars, no masts stand in the way to prevent doing so effectuaJ.ly.
Q2
Digitized by Coogle
Commander T. B. Horner, R.N., bas proposed the following piau
for 80 lateen sail (Fig. 71) :
The yard at its heel is pivoted into the fore end of the boom 6,
and can be lowered so as to reef the sail diagonally by the foot, as
shown; while the ff down tackle" at the mast keeps a.ll in pla.ce, and
80 leathered bar (which may be called the II truss-rod "), fitted to open
on 80 hinge (d), acts as a traveller to bind the yard to the mast, and
to follow the shifting of it aft as reefed;. while a horse and traveller
abaft the rudder-head would be useful to keep the boom down in working
to windward. The main sheet and down-tackle being overhauled when
lowering the yard for furling, the sail would make up upon the boom .
The tack might be triced up like 80 cutter's, by having 80 few hoops
or 80 la.cing on the yard; while, by being rounded at the luff, 80 single
block purchase, making fast to 80 belaying pin formed by lengthening
the pin of the pivot (as shown at e), would stretch all fla.t again with ease.
A topmast could be added to the rig, and a topsail set as indicated
by the dotted lines, the sheet of which might be fitted with an india.-
rubber stopper at the bitts, to meet the spring of the la.teen yard .

Digitized by Coogle

BRIGHTON BEACH BOATS.
To Brighton beach boats enjoy a very high repute on the South Coast,
and no doubt they are very capable little vessels, and well adapted for the
work they are put to. As there is no sheltered anchorage at Brighton,
the boats are hauled up on the beach; and a more or less fiat Hoor is
necessary for this operation, in order that the boats may be Hoated as
far up on the beach as possible. The boats are fitted with stout bilge
keels three or four inches deep, on one of which a boat rests as she is
hauled up. Ways are now laid down for hauling the boats up and
launching them off; but a few years ago the boats were hauled over the
beach, by a capsta.n, without ways. The latest boats are built with muoh
more rise of Hoor than formerly, and their sailing qualities are said to
be improved thereby.
There are many advantages justly claimed for the Brighton beach
boats. They can be run over a sandbank in a foot or two of water to
the "smooth on the other side;" whilst the deep boat, of equal length
perhaps, must remain pile driving outside in the lop. They can be allowed
to take the ground without fear of their not getting upright again; and"
if necessary, they can be run ashore to effect a. landing. These certainly
are advantages which cannot be claimed for a 5.tonner of the modern
school, and it is not surprising that for ooast work the beach boat is in
suoh very high favour.
Mr. Thomas Stow, of Shoreham" and Mr. Hutchinson, of Worthing,
have built many successful beach boa.ts, and the design on Plate x. was
taken from a model made by the former. The fI fairing" process required
the design, as taken from the model, to be modified a little, and the midship
section * is a .triB.e farther aft than it was in the model; but no important
departure has been taken from the original lines as first taken off. It will
The pra.otioe In building the Brighton beach boats ill to p1aoe the mic1ahip MOtion at abo'llt
the midJeugth of. the boa1J, and n.ke it forward a little. Probably better reI1llta wo1l1d be
obta.iDed by ha-riDg the mid-aeoMon In the poaiticm we haTe pIa.oed it, and, .. the after bocI7
appea.ra to be aJltJ.M 001l1d be deeired .. to form and lengUa, time is no object In ra.kiDc the
IBidMOtIoD forward.
Digitized by Coogle
be seen that some portion of the counter is immersed, and we believe that
this is admissible under the rules of the Brighton Sailing Club, whose
present rule of measurement ta.'k:es length from stem to sternpost. The
design has a trifle more displacement than the generality of the boats j but
this can be considered an advantage.
The rig common to all, we believe, is that known as the cutter,
and the boats require a very great deal of head sail j but, as the design
givell (Plate X.) has a finer entranoe than is usuaJ, the probability is
that such a boat would require less head sail than the ordinary run of
beach boats, and would consequently be less hard on her helm.
The boats are decked-in up to the mast, and the counter is aJso
decked, whilst a water-way is built round the midship sides of the boat
about 1ft. wide, with 3in. coamings. The oentre plates were formerly
Dluch larger than that shown in the design j but, with so much keel
under the boat, very little plate is necessary, and, indeed; the boat would
hang to windward very well without any plate down at all.
The general floor construction of the boats is shown by Fig. Dj
representing a floor section at No.6. The floor is joggled to the keel
as shown, and shaped to the mould at each section,; the floor is then
ta.'k:en out and joggled and bevelled to receive the plank, as the boats
are generaJly clench built. Where they are carvel built the construction
is shown by Fig. A, representing the midship section j in either case the
heels of the floors are cut through to admit the centre plate. As a rule the
heels of the floor timbers are cut oft a trifle short so that they do not go
right through the case, as shown in A. The heels of the floor timbeR are,
in :fact, tenoned into the centre-board case. The construction at No. 7
station is shown by Fig. B, where considerable depth has to be given to
the tVoat of the floor. Sometimes the floors aft and forward are steamed
and bent into their stations, being a.fterwa.rds removed to be joggled (as
shown by Fig. 0, representing No.2 station forward) if the boat is
clench built.
The centre-bow case is generaJly of wood with a knee, as a h o ~
by G, Fig. A, to keep it in its place, and to geueraJly strengthen the
floo:r of the boat.
Gnafiaat leqUl from fore IIlde of .tam plumb at L. W.L. to aft Idcle of
RInll108* on c1eo1t ....... ,. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...... 11ft.
Onated be.m. 1IlO1Ilc1ed ................. , ... ... ... ... ... ... ... ... ... ... ... ... ... ... 8ft. IOlfL
<heateBt; be.m. eztreme ............................................................... 7ft.
WaiPt of lmll (uol1uIift of imn pIMa, iron bel, ua .... .,..,
..... __ > ..................................................................... I ...
IrODkeel ................................................................................. ......
CaIrIiIe plIiIia _._ .,. _ . , .... ... ltaw'L
:a.DuI; budda ................................................... :.. ... ... ... ... ... ... ... Iiowt.
Digitized by Coogle
...
Digitized by Coogle
>
,
Ie
Brighton Blaeh Boat,. J31
8pMa, ..0., -liar... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 7owt.
Crew... ..................... .......................................... ......... ...... ...... 8owt.
ToW waight of cJiapIaeemaId to L. W.L. .......................................... liou.
MouJaiDg (aepth) of wood keel from top to under Bide, 5m.
BidiD (breadth) of wood keel 4ID. romic1ahipe, to liiD. forward and 8fn. aft.
BidiDr of Rem pod, am.
BidiD(r of dam, JiiD.
Bidi,pg of loon, lim.
8id6g of timben, liiD.
DiBtaDee !oore an apart from _he to -tre, lOin.
Thiaba-. of plank, tiD. (CIeDoh worIt.)
I-.th of hem keel, 11ft.; c1epth, 4iD., tapend m fore and aft to eha.pe of wood keel.
81'..... It. iD.
JII[ut, c1eok to bo1mc1a ................................................... 19 0
Boom, fttNme ............................................................ SO 0
Gd, extreme.............................. .................. ...... ......... 18 0
Topm.aat, heel to houDda ................................................ 18 0
Topaail;yud ............... ,.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 18 0
BoWllprit, outaide litem... ... ... ... ... ... ... ... ... ... ... ... ... ... ...... ... 18 0
lIut illlItepped SIt- hom the fore Bide of litem.
Ld 01. 1IIIIiDMil... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 18 0
Read of mam...n ......................................................... 15 8
Foot of IDIIiDu.il .. , ......................................... , ... ... ... ... 19 8
Leech of mam.a.n ......................................................... 18 0
Tack to peak -m, .................. ... ... ... ... ... ... ... ... ... ... ... ... 80 8
Clew to thzoat ............................................................ I4t 9
Foot of fcmIII8il ...... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 8 0
Ld of foreail ............................................................ 18 0
Leech of fOftlllllil... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 17 0
Foot of jib .................................................................. 18 0
Ldofjib .................................................................. B8 0
Leech of jib .......................... , .................. _ ... ... ... ... ... 18 0
Ld of jl'b topMil ....................................... '!. ... ... ... ... ... I4t 0
Foot of jib topMil... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 11 0
Leech of jl'b topaail ...................................................... 15 0
LAYING-OJ'J' TABLES.
Seo&IaaL 1 '181.1_ '17 8 II 10 U
II.DD PLU. ft. tD. fa. tD.1-;;;: -;;.-;;;: ft. In. fa. In. ft. In. ft. In. fa. III. ft. tD.
H ....... 1JcmI L. W.L. to .. H.H.H.H.. I III I II , II I 11 I 0 1 101 1 II 1 III 1 10 1 U I 0
DIIpIIIB to upper edge or rabbllL .... H.H.H.. - 1 2t' 1 Bt 1 .. 1 _ 1 II 1 7 1 8t - - -
Dep&batolOpofwoodbel. ................... - 1 0 - - - - - 1 71 - - -
lUJ3-BU.UmI PLU.
.. H.H H.H ........... 010 1 UI , 8 8 1 8 8 II I 8 0 110 I 7 I It
JIaIf-llleedlhll GIl L. W.L. .... H , .... H.. 0 _ 1 II I 8 8 0 8 8 8 It I III 1 U 0 II - -
BolITPLU.
.................................. 0 .. 1 U I II 8
11 .. H.H ............... H.H.H.H.H .. 0 III 110 Bt 8
JlIIcoaI.l C .. H ........... H H .... H.H .... H.. 0 III 1 8 I II
DiIIIIaDal ....... H .... :_ ....... H."."...... 0 81 1 I I 11 I
DI..-l. .. .. H H ............ H.... 0 0 111 1 II 1
The deck .. IlIIh with the ran ....
, ot
1 0
Bt81f.1t8 1118 1l1I0 II
.8818 II 8111Ullltl10
11''''1I801It l I11101-
7. I .. , 8 I 1 Ii 1 0 -
II 1 71 1 7 1 0 10 0 8 -
t. The heels of t1Ie !oore at Hoe. I, 7, and 8 IItt.ticma an DOt Jonlec1 .. thole at Hoe. 8, I, "
IIIUl 8 an (_ dJatrnm :8). The tiobd liDe in the drawiDg the lower edp of the rabbet
1IiD. hom t1Ie top of bel .
Digitized by Coogle
lSI Yacht and Boat Sailing.
No. 1 atation is 1ft. 8m. hom the fore lide of the litem. Noa. 1,2, 8, 40, S, 8, 7, ad 8
atationa an Ilft. 8in. &pari. No. 9 atation 11 1ft. tin. hom No.8. No. 10 11 Ilft.. hom Ne. 9.
No. 11 11 1ft. 8in. hom No. 10.
o c1iagoDal is Itruok on the middle vertioal line 0 <_ body plan) lift. tin. .. boTe the Ioa.d
wa.tar-line l it aute the aide perpendioa1a.ra .p.p .. 10 oland 0 2 at 1ft. Bin. above the Ioa.d water-
Une.
b diagoD&l aute 0 1ft. Bin. .. bove L. W.L. l cute fI 4Iin. .. bove L. W.L.
c diagoD&l cute 0 1ft. lim. .. bove L.W.L.l cute fI 4Iin. below L. W.L.
d c1iagoDal outI 0 8im. above L. W.L. l cute fI 1ft. lim. belotD L.W.L.
diagoD&l aute 0 lin. beIotD L. W.L. l ad at oland 0 2 ill 1ft. Bin. below L. W.L., a.ud
1ft. 4oiin. out hom o.
All the haHbzeadtha smm an .Utout the plaDk.
The counter is generally fitted with a kind of 1a.rge, long fore-and-
aft rudder trunk or slot, long enough to allow the rudder to be lifted
up through the counter, if neoessa.ry, before beaching.
Digitized by Coogle
I
I
\
Digitized by Coogle
\
\
I
I
\
U--A=:=I-.--.--.. - ~ ~ ~
\ 1
\j
CHAPTER XI.
CENTRE-BOARD SLOOPS-THE ALERT.
A DBSIGN for a centre-board boat, somewhat shaJIower than the Brighton
Beach boats, and one a.dmira.bly adapted for smooth-water sailing, is
shown on Fig. 72. It will be soon that the mid-section is very much
further aft than in any of the other centre-b08ol'd boats of which lines
are given, and in this respect the design more agrees with the American
model. The bow is long and well formed, and no doubt a. boat built
on the lines would be fast.
l.aDjrth litem to BflarDpost on deck ................................. 1108.
Breadflh. utzeme. with plaJlk 011.................................... 8ft.
Weight of diap1aoemat to L.W.L. ( .. bout) ..... :.................. 1'6 tcm.
Weight of ba.lJaet ................................. ... ... ... ... ... ... ... 8 owt.
lIrIa.at. dealt to hoUDda .......................................... ...... 110ft.
HoUDda to topea.il ahea.ve ........... : .......................... , ..... , 6ft
ain boom ............... '" ........... , ." ................. , ... ... ... ... 111ft.
J(ain ga.tr ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...... 111ft.
BoWBprit outside ............ '" ... ... ... ... .. ... ... ... ... ... ... ... ... ... 6ft.
SidiDg of litem ...................................... , .... " .. ... ... ... ... lIiiD.
8idiDg of llternpost .................................................. , ... Sin.
8idiDg of keel amidJIhipa ...... '" .......................... , ... .. ... m.
8idiDg of keel fore ad ... ... ... ... ... ... ... ... ... ... ... ... ... .. ... ... lIiiD.
8idiDg of keel aft md ......................................... , ... ... ... Sin.
Thicbeu of plaJIk ........... : ................................ , ........ , tiD.
In the body plan, Fig. 73, more sections are shown than there are

PIG. 78.
at.a.tions in the sheer plan i in the sheer pla.n every other station baa
been omitted.
Digitized bll Coogle
LAYING-OJ'F TABLE.
1 2 8
ft. iD. I ft.iD. ft.iD. ft.iD.
Height above L.W.L. to deck edge ..... 2 0 1 81 1 5t 1
~
Depths to rabbet line of keel ............ 0 8 0 91 0111 1 11
Half-breadths on deck ..................... 1 9t 8 0 8 8 8111
Half-breadths on L. W.L. .................. , 1 1 2 40 8 5 8 9
Half-breadths on diagonal II ............... 1 st' 8 0 8 91 40 0
Half-breadths on diagonal b ............... 1 40 2 51 8
Sf
8 71
Half-breadths on diagonal c ............... 0
81 I
1
:at
1 8 110t
All the halfbreadths are without the plank.
No.1 ROtion fa 40ft. from the utreme fon aide of stem.
No. 2 8eotion ill 8ft. from No.1.
No.8 8eotion ill 8ft. from No.2.
No. 40 ROtion fa 8ft. from No.8.
No. 5 aeoIiion ill 8ft. 8iD. from No. 40..
No. 8 ROtion ill 8ft. 8in. from No.5.
8
ft. iD.1
ft.in.
1 ~ 1 8
o lot , -
8 lot I 8
'I
211 I
0 1
8 lot I
210
210t 0 9t
1 :at 0 1
I
Diagonal II ill atruok on ths vertioalline 0 (B0d7 Plan) 1ft. 81iD. above the L. W.L., and cuts
the perpendioulara p p 91iD. above the L. W.L. at II 1 and II 2.
DiagonaJ. b ill 8truck on the line 0 8iD. above ths L.W.L.. and cut. p P 4oiD. below L. W.L. at
b1andb2.
DiagonaJ. c fa atra.ok on 0 at ita inteneotion with the L.W.L.. and cut. the horbontalline fit
ate 1 ande II.
The rig it will be seen by Fig. 74 is the ordinary sloop. The
main sheet is thus worked.: one end fast to the boom end i the other
leads through a. block on the counter, then through rmother block on
SCALE ~ IN' I FT.
J'IG. 740..
the boom, rmd belays inside the boat close to rudder head or on one
side of the rudder head.
Of the mrmy successfnl centre-board sloops rmd other boats which
Burgoine of Kingston has turned out, none have been more successful
thrm the .Alert, whose lines, by the kindness of Mr .. W. M. Dunnage (her
owner), we are able to give. These small craft are built speciaJIy for
Digitized by Coogle
~ .
I
~
Digitized by Coogle
Centre-board Sloops. 28'7
lake or river sailing, and it is not expected that an Alert would be able
to successfully compete in a sea.-way with a deep-bodied yacht, or even
with a boat of the Itchen type. Nor can it be said that the Alert would
be at home on such a river as the Mersey, where the New Brighton
boats compete i but on rivers where the stream is less rapid, and the
wave disturbance very small, we do not think a better type of boat
could very well be designed. In fact, the Alert may be said to be the
production of expediency, as a long course of experience has taught
Mr. Borgoine the best type of sailing boat, whether it is of the sloop
rig or balance lug rig, for such smooth-water sailing as can be had on
the Thames between Teddipgton and Surbiton. The Alert, it will be
seen, is a kind of combination of the shallow, the deep-keeled, and the
centre-board type, and she appears to have, judged by her performances,
a fair share of the good qualities of each type.
The .Alert is sloop rigged, with main and fore sail, and her sail
area. strikes one as being very sma.ll i but some of her success to
windward is attributable to her snug sail plan. The sails are made
of American cotton duck. The topsail is cut on the lateen plan,
the yard being up and down the mast. The halyard is made fast
to the yard, so that it comes nearly chock-a-block with the halyard
sheave in the mast when the sail is hoisted. The heel of the yard
comes 9in. or so below the foot of the sail i a heel rope is fast to the
yard, which serves as a tack, and (with one turn round the mast) is
belayed on deck. Another plan is to have a seized to the
heel of the yard, through which the topsail halyard is rove i the halyard
thus serves. as a' kina of jackstay for the tops&il yard, and does away
with the heel rope or tack. A heel rope, however, is, we think, to be
preferred, as in the hurry of hoisting one might forget to reeve the
halyard, and there is always the possibility of something going wrong
when a hauling rope is made to do duty as a stay as well. As will be
seen, Alert has no topmast, the lower mast having a tt pole," or mast-
head, 8ft. 6in. long, whioh serves to set the lateen topsail.
The spinnaker gear is thus fitted.' The boom has iron jaws to fit the
mast, but no pa.rra.l. At the outer end is a shoulder; inside the shoulder
is a good-sized. hole through the boom. Two or three inches from the
bole are two thumb cleats. The fore guy passes through a block at the
bowsprit end, and each end of the guy has an eye-splice, one end being
kept on board on port side, and the other on starboard; when in use
one of the eyes is put over the boom-end, and back to the thumb-cleats.
On the tack cringle of the spinnaker is a grommet strop. To set the
.p:inna.ker, the eye of the fore guy is shoved over the boom end back
Digitized by Coogle
Yacht anil Boat Sailing.
to the cleat; then the after guy is put on; next the grommet on the
tack of the sail is shoved through the hole, and the bight brought up
and put over the small end of the boom formed by the shoulder before
spoken of. This arrangement etfectually prevents the eyes of the guys
slipping off. The sail is then hoisted, and the boom launched forward
as the sail goes up. Of course the guys and sheet must be attended
to as required, but the boom is not squared until the ja.ws are got to
the mast. For lowering, the boom should be eased forward and unshipped
before letting go the halyards j the sail can then be easily spilled, and
gathered in as the heel of the boom is brought aft.
The iron keel is 14ft. long, measured. from s'ta-npoBt, 4iin. deep,
with an a.verage thickness of "lin. The keel shown in the drawing
(Plate XI.) includes the iron keel.
ft.bL.
LeDtrt;b, nam to aternpoef;. lot L. W.L. ................................ . . . 17 Ii
x-gthon L.W.L. ................................................ . . . . . . . . . . . 19 8
Breadth extreme ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 7 8
lilmeme draught of water. inohIMng __ pl&1;e :.. ... ... ... ... ... ... 40 0
Draught of _tar at heel of keel .......................................... 2 7
Thiom- of iron O8Ilfire plate ............................................. 0 Of
Kidahip l1811t4on abaft O8Ilfire ofleDgth of L.W.L. ..................... 1 8
CaDtre of buoJlll107 abaft O8Ilfire ofleDgth of L.W.L. ............... o. 7i
CaDtre of lateral reIIidauoe abaft _fire ofleDgth of L.W.L........ 0 6
CaDfire of atrort of1ower ...na abaft O8Iltre ofleDgth of L. W.L.... 1 1
AIea of load 'IfIIoter-plaue ...... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 75 Iq. It.
Area of miaahip -'ion ...... '" ....................................... '" ... S'6 1Iq. It.
D i B ~ t .................................................................. 1 ton 16owt.
~ par iDoh of iDImendon M L. W. L. ..................... It owt.
Weight of O8Iltre pla1;e ............................. , .............. , ... ... ... t owt.
:s..ua.n imdde .................................................................. 9 owt.
Weight of iron keel...... ......... ........................ ..................... 7 awL
Total baDMti... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 161 owt.
TomuItIe Y.R.A. ............................................................... 8tT toDII
Kast. deok to houDaa ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 16 6
Pole .............................................................................. 8 e
Deot to houDaa of pole (for topJDMt ")... ... ... ... ... ... ... ... ... ... 28 6
... t, deok to 1;opaatl ~ Iheava .................................... II 10
Kaat, deok to atrop of fore hIqazd bJook ......................... _ ... 18 0
Kast, c1iameIIIr M cJaok ...................................................... 0 40l
IIaIn boom ..................................................................... 19 6
Gna.teat dfameter ............................................................ 0 Ii
Gd .............................................................................. II 9
DIameter lot Jawa .............................. '" ... ... ... ... ... ...... ... ... ... 0 I
Bowaprit, ontboa.rd............................................................ 8 0
Bowaprit, end to _t ............................ :......................... 140 0
Bowaprit, diameter M Item ................................................ 0 It
Topaa.il yard ................. , ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 19 0
DIametar ........................................................................ 0 11
1_ yard .............................................................. , ... ... ... 40 6
The O8Ilfire of lateral ~ ia ba tlIe aroma vertiotIl, whether wtth O8Iltre plMl up
or clown.
Digitized by Coogle
Centre-board Sloop,. 239
:biameter ....................................................................... .
BpiJmaker boom ......................................... , ................... ..
Diameter ...................................................................... ..
Centre of aut from fON aide of dam at L. W.L. ................... ..
Ld of maiDaail .............................................................. .
:r-h of IIIIIiDeaD .............. , ........................................... ..
ADaie of gall with horimn1al ............................................... .
Area of ma.iDaail .............................................................. .
.............................................................. .
Area of topBail ....................... , ........... , ........ , .................... .
Total..n_ ................................................................ ..
TABLE OF ORBETS.
ft.b.
o It
18 9
o it
6 0
18 6
S6 0
580
270 sq. ft.
90 sq. ft.
70 sq. ft.
4080 Bq. ft.
8eaUm& .. " .... """"" ...... " .. 1 1 I I I I I I I 8
1
10
-,----,-- --
-:._-
In. lDo n. ID.' n. lD.1 n. ID.' n. ID.I n. lD. n. ID. n. ID. n. ID.I n. ID.
_ .. _-____----r .. u', , .. , 1 ,., i' , , q
1 1 tt
BaIf-breadth GIl L. W.L. .... " "." .. 0 lIlt 1 11, I III 11,' Ii Ill, I 7, 1 ..
_ W ...... __ ._._._ ....... , OJ " " , o Ii
BalfbnI4tII8, No. 8 W.L. ........ "." " .. 0 1, 0 0 0 Sf, 0 11 1 01 0 10 0 Ii o 1,
Balf-br.ddla, bel ..... " ...... " ............. 1 0 1 0 It 0 I 0 -./ 0 " 0 It 0 , 0 1,
o 1
GIl deok .. "....................... 0 8 1 101 , II 8 8 8 Ii 8 8 I Ii I 8
111 , 8
11
-
n. ID.
1 ..
I 0
No. 1 seotion is 1ft. __ from the fOf8llide of stem at the load water..m.e: The!8JllloiDfDr
ROtioDII an 2ft. apart
The water 1iDea an Gin. apart
(G) Diagonal is struck 1ft. Gin. above the load water-liDe, and GIlts the aide perp8III1ioalan at
em. abon the load water.HDe.
(b) DiagoDalilt atruclt at 1ft. BiD. above the load waterJ:iDe.
(c) Diagonal is struck Gin. abene the ba. waterliDe.
(eI) DiagoDal is 1ft. 2liD- out from the middle Yeriioal HDe.
The keel is 5iD., Bided amidabipe, taperlDa> to iliD-, the tbicltn_ of atem, &lid BiD. at; Idem
pori. The tfmben an liD. Bq1l&l'8, &lid 11m. deep at the heels.
The plauk is iiu. thiok.
Digitized by Coogle
1
CHAPTER XII.
THE POLLYWOG.
TBlI Pollywog is a S-ton centre-board cutter, built expressly for sailing
in Milford Haven, the lower half of which, ten miles in length, varies
from one and a half to three miles in breadth i and the upper portion,
navigable for a further' distance of thirteen miles, averages half a mile
in width. There are also numerous creeks, locally ca.lled II pills," having
a narrow deep-water entrance, but inside expanding to from two to four
square miles in area, the greater portion of which is dry at half tide.
The object aimed at was a boat light, handy and quick in stays
for the quiet upper waters of the Raven, having sufficient weight and
power to face the rougher and heavier seas of the lower portion, with
light enough draught for the 'II pills," large enough to accommodate half
a dozen people for an afternoon's sail, and small enough to be worked
single-handed i to be, above all, safe, comfortable, and fast. This is
the result: As regards speed, nothing of her size in the district has
. neuly equaJled her. She is very dry, and a good sea boat in spite of
her heavy spars, and is exceedingly quick in stays; she has frequently
been worked single-handed by her owner in a strong breeze and a
heavy sea, and has always behaved very well.
There are several peculiarities in her construction worth noticing.
The centre-board, weighing llcwt., is pivoted in the usual manner
in the keel, and has the usual rope at the after end to pull it up with j
but, as 170lb. is rather a heavy weight for one man to lift in a hurry,
another cord is shackled to the centre-board a few inches in advance of
the former one; it leads over a sheave at the top of the centre-board
case and down the fore end, where it divides; '.e., another cord is
spliced in. These lead through two pulleys at the foot of the mast, and
back, one on each side of the case under the platform; an end of each
is fastened to an indiarubber spring, somewhat similar to a large chest
expander, but with a thimble at each end, and r e ~ u i r i n g a weight of
Digitized by Coogle
\
Digitized by Coogle
Digitized by Coogle
The Pollywog. 241
about 60lb. to stretch it 3ft. The other end of the spring is hooked to
a floor right aft. When the centre-board is hauled up, the springs are
relaxed, but upon its being lowered they are in tension and supporting
about 1201b. of its weight, leaving only some 401b. to be lifted by hand;
if therefore the boat runs over a rock or bank, the. board rises almost
as easily as a wooden one would do. The springs are 11in. diameter,
4ft. long, weigh about 21b. each, and were obtained from R. Middleton,
Cheeter-street, Birkenhead, the price being 98. per pound.
The centre-board case was made of 1 in. American yellow pine, and
thus fitted (8ee Fig. 75) : A rabbet lin. deep was cut in the keel to exactly
take the case, three oak dowels being fitted on each side; the cue was well
CB.G:r.s" C.JJ.Ca.re
Sc:a.h ~ , 1 IrUA. to 1 roo(..
FIG. 75.
luted with white-lead putty, and driven home; three iron supports on
each side were screwed both to the case and to the keel; there has
been no leakage from this joint since the boat was launched.
The Pollywog is half-decked, with waterways; and two bulkheads,
one aft of the mast, the other about 2ft. forward of the sternpost; these
are entered by close-fitting hatches; she is therefore practically a life-
boat. A 31in. pump with ball valves, and discharging on both sides,
will rapidly clear her of any water that may find its way in.
The spinnaker boom is in two pieces, with ~ simple socket joint
(similar to a tent pole); the two ends, which are alike, have each a hole
:R
Digitized by Coogle
through which a piece of sma.11 line is passed, and, knotted or spliced,
forms a loop. The spinnaker halyard is an endless rope leading from
the ma.Bthea.d down each side of the forestay, with a piece about 8ft.
long spliced in. The spinnaker itself has the sheet spliced into the clew
cringle; the luff rope has a loop at the upper end, and is left about
4ft. long at the tack. The sail is thus set: The sheet first made fast
to the bitts, the free part of the halyard bent to the head of the sail,
/
I 'i I
FIG. 76.
the tack passed through the loop at the end of the boom (end immaterial),
and bent to it with a clove or other hitch, a guy passed outside the shroud
and bent to the same end of the boom. The sa.il is then hoisted, and
as it goes up the boom is fitted together and launched forward; the
loop on the inner end dropped over any pin on the spider hoop, and
then squa.red by the guy. In gybing, the inner end is lifted off the
pin a.nd launched aft, the guy being let go and passed round the mast
and outside the shrouds to the other quarter; the sail is then lowered
Digitized by Coogle
,
The Pollywog. 243
and ron up the other side, without casting off, tack, sheet, or halyard;
as soon 88 the mainsail has swung over, the spinnaker boom is launched
forward as before and squared by the guy.
The topsail is on the American plan, the yard being up and down
the mast, and projecting about 5ft. above it.
The dinghy is 7ft. 6in. long over all, 8ft. 8in. beam, and 2ft. 2in.
deep; weighs 901b. with bottom boards, &c., but without oars or rowlocks,
.and has carried two ladies and three gentlemen at a time to the yacht,
with about 5in. of freeboard. Its keel, gunwale, timbers, thwarts,
garboards, and bilge strake are American elm, stern and stem oak,
plan.kiDg yellow pine. It tows well, and can be lifted easily by one
man into the Pollywog, where its fits comfortably into the well.
The yacht was designed a.nd built by Capt. Barrington Baker during
his leisure hours of the winter of 1880-81, with the occasional help
of a man for rivetting, planking, &c. j the item of wages therefore only
came to n. j but of course, if built by paid labour, the estimate would
have to be increased accordingly.
The Pollywog has on several occasions sailed at a very high rate of
speed for a boat of her length. In July, 1881, the distance between
Dale Point and Pembroke Dock, nine statute miles, was covered in one
hour and twenty-five minutes, being at the rate of 6'29 statute miles, or
5'46 knots, per hour . The wind was of lower sail strength abeam, and
water smooth; but the boat was twice almost becalmed for a few minntes
when passing under the headlands of South Hook and Wea.re. The tide'
was a very slack neap, bnt what little there was was against the boat.
The party on board consisted of five ladies and two gentlemen, who were
all up to windward. Her best recorded speed, however, was on her
return from Saundersfoot Regatta, near Tenby, in September, 1881,
when she ran under all sail a.nd spinnaker (with a. gybe half way) from
the Monkstone (8.88 P.ll.) to Giltar Head, 81 statute miles; then
hauling up with the wind just forwa.rd the beam to St. Govan's Head,
10 statute miles (5.80 P.M.) j good steady breeze and nearly sinooth
water, slack neap tide, favourable first hour, then a.ga.Uist her j the
total dispance to St. Govan's being 18i statute miles in one hour a.nd
fifty-seven minutes, being at the rate of 6'92 miles, or 6'01 knots, per
hour. From St. Govan's Head to Linney Head, six statute miles, almost
close-hauled under an plain sail (topsail doused), tide wil, being in the
slack water, took exactly fifty-nine minutes, being at the rate of 5'28
knots per hour.
The account of this cruise appeared in Hwnt's YMhting Magazine
for November, 1881 i but the time is there put down to the nearest,
B 2
Digitized by Coogle
five nunutes, the foregoing being the oorreot times and These
hee.dlands are very well ma.rked, and were passed within from ten to
twenty fathoms, and the time carefully taken. The distances are from
point to point, but the boat actnally sailed a little more on account of
other headlands projecting slightly.
DDrlENSIONB, &0., OF POLLYWOG.-PLATE m.
Leqth on L. W.L., 18ft.
LeDgUa over .n, 111ft. 8in.
Beam, erlreme, 8ft. 8in.
Dra.ught of water aft, 11ft. BiD.
Dra.ught, mcluding lOin.
Displacement, 1 ton 15cnrt.
Bal1aat on keel, 4lcnrt.
Centre-plate, 1 tcnrt.
Ballaat imdde, 18cnrt.
Total ballaat, IIl1cnrt.
Keel (Amerioan elm), aided amidahip, 15m.
Keel, moulded, 8m.
Stem 1oDd. et.empon (oak), eided, 8tm.
Worked timbers, Bided,ltin., spa.oed IBm.
Bent timbers (AmeriOloD elm), lin., moulded,
bJ Itin., Bided, betw_ eaoh pair of worked.
P1a.nlr: {Jellow pine), 1m.
Ba.iJ. (Amerioan elm), lin. by tin.
S_te, &0., teak.
Seoti.one are without plloDk IoDd IBiD. apart.
Malt, deck to houude, 17ft.
Malt, deok to truck, 115ft.
Malt, diameter at deck, 'im.
Boom, 118ft.
Diameter at eheet, stin.
Gd, 18ft.
Diameter, stine
Bowsprit, outboard, 11ft. 8m.
Bowsprit, diameter at gammon iron, stm.
SpinDaker boom, 118ft.
Centreboard, fm. boiler plate.
Area of board immereed, about 111 square feet.
Area of mainaail .................................................. . 11M sq. ft.
.0 eq. ft.
84. sq. ft.
50 sq. It.
Area of foreeaiJ.................................. . .................. .
Area of jib .......................................................... ..
Area of topaail ............ .. ..................................... ..
Total area of aaila ................................................. .. .58 sq. ft.
1160 sq. ft. Area of spinnaker ................................................. ..
LIST OF BLOCXS, CORDA.GE, &0., OF POLLYWOG.
JIaiD haJJard ....................... .
Peak haJ.Jard ...................... ..
.lib halJard .......................... .
Fore halJard .. . .................. ..
Topsail halyard .................... .
Spinnaker halJard ................ .
Main sheet ........................ {
.Jib .heet ............................ ..
Fore sheet .......................... .
Topaail eheet ........................ .
Topping-lifts (eaoh) .............. .
Boba .. y purchaee ............... ..
Spinnaker guy .................... .
Beef pendloDte IoDd outhaule ..... .
: ... : .................... : ..... ..
WIrII l'III'IDIr ....................... .
bowsprit; ahroudl
I
OOJm.&.aL
1--;--;----;---1
I
Number.
::-!IFathoma.
SUe.
In.
I
Clir
m.
II

9 Ii
8

I
IS
Ii
II

10
11
1 8 8 1
- -
II
9
I
- - 10
I.
1

IIl18
11
8
81
- -
I :
1
- -
1
- -
10
I
1 8
81
1
II 8 8
Ii
- - 15
I
- - I
110
Ii
- -
I
115 II
-
-
I
111 1
- -
8
t
I
1 thimble metead of block.
1 thimble matead of block.
double block.
leads through eye-bolte ou deok.
thimblee matead of blocD.
iron blocD.
Digitized by Coogle
The Pollywog.
Capt. Barrington Baker first rigged the Pollywog throughout with
lin. but found it cut the hands, and so altered to the sizes
given in the table.
The shronds are "singles" on each side, and, as the lanyards were
always Capt. Baker invented the plan shown on Fig. 77. The
hooks, a e, are of fin. by lin. galvanised iron, and the screw, -hin.
There is a hole in the head of the
pin. The nut is formed by c; the dotted
lines show how the hooks could be
strengthened by making them into
links.
The cost of building a similar boat
would be as nuder:
Timber ..... .. ...................... . ... .. . ..... . 010 0 0
Copper Dails, .to. .. .... ......... ......... ... ... 3 0 0
Ironwork (galvaniaed) ............. .. ...... 7 0 0
Centre-plate ......................... . .......... \I 0 0
Iron keel ...... .................. .... .. ...... ... \I 0 0
Ballut ........ .................. .. ......... ..... \I 0 0
Indiarubber springs .............. . ...... ...... \I 0 0
Spara ............ ............ ...... ............... \I 10 0
Cordage .......................................... 1 0 0
Wire rigging ... ........................ .. ....... 0 10 0
Baila ..... .............................. .......... 15 0 0
Block. .................................... .. .... 1 10 0
Pump............................................. \I 0 0
A.Dchor and chain............ .................. '3 10 0
Cork onahiona ...... ............. . .. .. ......... 1 0 0
Warp .... ... ...................................... 1 0 0
Painting and extras ......................... .. 4 0":'0
Total ................................. 60 0 0
FIG. 77.
To which should be added the cost of labour, which will vary
according to the locality.
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CHAPTER XTII.
LOUGH ERNE YACHTS-THE WITOH.
To shallowness of the upper waters of Lough Erne, a.nd the turbulence
of the lower, have necessitated a kind of compromise between the shallow
Amerioa.n centre-boarder a.nd ~ h e deeper-bodied English yacht. A 1a.rge
fleet of various sizes from 18ft. to nearly 40ft. in length-some thirty or forty
in a.ll-of these centre-board yachts are on the Lough, and most of them.
were designed and built by their owners. The Witch (Plate XIII.) WBrS
designed a.nd built by Mr. Edwa.rd Saunderson in 1878, and is a very
capable boat, both on the smooth a.nd narrow water of the Upper Lake,
a.nd in strong breezes on the rougher water of the Lower Lake.
The centre-plate or It dipper U is made of tin. boiler plate. A slot
is cut inside the oa.se at the fore end 1iin. deep, and 2in. wide, the lips of
which are protected by iron plates. A short iron bolt or stud projects on
either side of the plate, and travels in the slot. The board ca.n be raised
bodily by two winches, BrS shown; but in sa.iling it is nsua.l only to mae
the after end.
The Witch has oak frs.mes spaced BrS shown, with iin. wrought iron floor-
knees. Between each pair of frames is a steamed timber of America.n elm.
Length on loadJine ........................................... ..
Beam, utreme .................................................. .
Draught of water extreme ................................... .
Diapt-ent .................................................... ..
Lead on keel .................................................... ..
Lead inllide ........................................................ .
Iron oentreplate ............................................... .
Iron B.oon .................... , ..... , ............................. .
Kut, deck to hounds ._ ..................................... ..
1IMthead ........................................................ .
Main boom ....................................................... ..
:Main gal! ........................................................ .
BOWBPrit ou_de atem ......................................... .
TopDllWlt B.d to ahoulder ...................................... .
Topea.il Jarda (eztreme) ...................................... .
Fore aide of maet from foreeide of atem at L. W.L ...... .
HeIICl of maiDaail I.' II II' II .t., II
88ft. 9in.
111ft. Gin.
tit.6in.
U'S tons.
Ii touL
ltona9owt.
11 owt.
8 owt.
88ft. 6in.
6ft.
f8ft. Gin.
17ft. Gin.
19ft. Gin.
14ft.
86ft; and 18ft.
15ft. Bin.
16ft. tin.
Digitized by Coogle
Digitized by Coogle
PLATE mI.
WITCH'
aDlTRBJIQOD cuttBIl ]9 1'ORB,
Desitned & built by
EDWARD SAUNDERSON ESQ.I88Z.
01' CASTLl SAUNDERSON.
co.cA.V.AlI.
Digitized by oogIe
Lough Erne Yachts. 247
Foot of mainsail .............. ....... ...... ... ...... ......... ... 412ft.
Leech of mainsail................................................ 58ft. 6in.
Luft of mainsail...... ......... ... ...... ... ... ... ... ...... ...... ... 29ft.
Clew to tIuoat ................................................... 417ft.
Foot of foreaa.i1 ................................................... 20ft. 6in.
Foot of big jib ................................................... 80ft. 6in.
Area of mainsail ... ........................ ...... ...... ......... 1200 Iq. ft.
.. jib ..................... ............... .................. ... 500 sq. ft.
.. fona&il............ ...... ... ...... ............ ... .. ....... 800 sq. ft.
Total. area of lower aa.il ...... ......... ...... .................. 2000 sq. It.
TABLE OF OFFSETS FOR WITCH (PLA.TH XIll.).
No.of8eotion ........................ ill 2 1 ~ ~ _ 8 _ 1 ~ ~ _ . . J ~ ! ~ ~ 17
. I'ft. in.lft. in. ft. in. ft. in. ft. in,'ft. in.!ft. in.llft. in. ft. in. ft. in.
Heights. above L.W.L. to top of I ! I
CIOT81'JDgboard ..................... i3 9 ,8 5 3 0 2 712 41:2 2 ,2 0 12 1 2 8 2 5
Half-breadtba on deok ............... ,1 11 13 1 41 6 5 6 16 1 ,6 216 0 ,5 6 4t 6 3 10
Half-bNadthB on W.L. 1... ... ...... 1 2 2 4t14r 2 5 51
1
6 1 ',6 8,6 0115 6 41 6 3 71
JI&lf-breadtha on W.L. 2 ............ ,0 811 918 8 5 2 6 Ot,6 8 16 0 5 41118 5
JI&lf-bnadthe on L.W.L.... ......... 0 2ll 213 0 41 81
1
5 lot 6 2 ,5 IOU 51
1
0 3
Half-breadths on W.L. 8... ... ...... I - :0 10 2 5t 41 It,5 5 ,5 10 5 2 2 1010 8
lIaJf-breadths on W.L. 41...... ...... - 0 4rll 7 3 Ill4r 5t'4r 7t:3 8 1 2110 8
lIaJf-bNadtha on W.L. 5 ....... ;.... - - 0 5t 1 2 1 11 12 21,1 41 0 4110 8
lIaJf-breadtha on keel ... ... ... ... ... - - 0 4t 0 5 0 6 0 6 0 6 0 41 0 8 -
Depths below L.W.L. to underside I
of falae keel and lead keel...... - 2 1 1'8 8 8 11 41 8t4r 6 4t 5 41 2 8 9 -
~ . ~ . ~ ~ ~ . ~ . ~ . ~ . ~ - - 2 41 2 9 8 1:8 4t 13 613 8 - -
No. 1 station ill Bin. from the fore aide of litem at the L.W.L. No.2 ill 3ft. Bin. from
No.1. The other stationl to No.9 are 2ft. Gin. apart. Noe. 9, 10, and 11 are 2ft. 4tin. apart; and
from No. 11 to No. 15 2ft. 6in. apart. No. 16 is 2ft. lOin. from No. 15, and No. 17 is 8ft. from
No. 16.
W.L 1 and W.L. 2 are 1ft. apart.; W.L. 2 and L.W.L. 10lin. apart; L.W.L. and W.L. 3
are 7in. apart; W.L. 8 and W.L. 41 8in.; and W.L. 41 and W. L. 5 1ft.
AD the lIalf-bnadtha inolude the plank.
Sometimes whilst sailing in shallow water the after end only of
the dipper is raised; and at all times with the fore end below the keel
the lateral resistance is found to be very effective. .
Mr. Saonderson altered the Witch in 1880 by filling out the bow
and rounding up the fore foot; these alterations are shown on the drawing.
The alterations were pronounced improvements. During the winter of
1882 Mr. Saunderson further altered the Witch by giving her an over-
hanging or clipper stem like Buttercup, and she now is as pourtrayed on
Plate XIII.
Digitized by Coogle
CHAPTER XIV.
UNA BOATS.
TKosB wonderful little cra.fts called tt Una." boats were introduced to us
in 1853, in this way: the late Marquis of Conyngham (then Earl Monnt-
Charles), was in America in 1852, and in the boat building yard of Robert
Fish (now well known as a yacht designer), sa.w and purchased the boat
since celebrated as the tt Una." He sent her to London by steamer,
whence she was transported by rail to Southampton, and then towed to
Cowes, having meanwhile spent a summer on the Serpentine, but without
exciting the interest she did at. Cowes. In' fact, the Cowes people almost
regarded the Una as a little too marvellous to be real. To see the Una
dodging about on a wind and off a wind, round the stern of this craft,
across the bows of that one, and generally weaving about between boats
where there did not look room enough for an eel to wriggle, astonished
the Cowes people, who had never seen anything more handy nnder canvas
than a waterman's skiff with three sails, or an Itchen boat with two, or
more unhandy than a boat with one sail-the dipping lug j but the Una.
with her one sail showed such speed, and was 80 handy, that in leBS than
a year there was a whole fleet of Unas at Cowes, and about the Solent.
The genus was named Una. after Lord Conyngham's importation, and to
this day no class of boat is a greater favourite for smooth-water sailing.
In America, the Una or tt cat-rig" as it is termed, is very popular
and at Newport, Rhode Island, where the rig is mostly seen, the boats enjoy:
a great reputation for handiness, weatherliness, and speed. There is no
doubt that the one sail plan is the best for weatherly qualities and for
handiness, if there be no sea, and if it is all turning to w?-ndward. In a sea,
however, the heavy mast, stepped so far forward, makes the boats plunge
dangerously, and the boats themselves are 80 shallow that they are not
very well adapted for smashing through a head sea. Off a wind they
&l'8 extremely wild, and show a very great tendency to broach to.
Digitized by Coogle
Una Boats.
This tendency of coming to against the helm is common to aU
shallow boats when they a.r& sailed off the wind; and if the rudder of a
boat has to be kept right across her to check the tendency, speed is of
C01ll'8e very much retarded. As a rnle it is found that lifting the centre
board greatly relieves the weather helm; and as the board is not wanted
off a wind, to increase the lateral resistance it is always better to haul
it up; the boat will steer all the better for it, and there will be less
surface for friction.
Some boat sailers have used a small jib on a short bowsprit when
sailing oil a wind; the bowsprit would run out through an iron fitted to
the stem head, and the heel could be lashed to the mast if no bitts were
fitted, as there need not be. A shroud would be required each side of the
mast, and a bobstay, but if the bowsprit were a mere bumpkin only three
or four feet long, no shrouds would be required. If it were found necessary
to lu:ff up in squalls, the head sheets should be the first to be started,
therefore they should lead aft.
A few years ago a boat built on the model of the Una., had her mast
shifted to 6ft. abaft the stem and a jib or foresail added and mainsail
reduced; she was found very easy on her helm when sailing off the wind,
as might be expected; but on a wind she would not lie so close, and quite
proved the inferiority of the two sails, so far as sailing to windward in
smooth water went. The advantages of the one sail are almost wholly
confined to sailing to windward in smooth water, and, as putting small
boats to windward under such conditions is the principal charm of sailing
them at all, the Una rig will retain its popularity
.A shallow boat like the Una is a little more unsafe perhaps than an
ordinary sailing skiff, because they carry so much sail; and a. person
might be tempted into pressing them, because of the enormous stiffness
they show up to the time that their gunwale or deck becomes level with
the water.
However, with skilful management It Unas" are safe enough, and
on the whole are not so dangerous as an open boat of similar length.
They should always be luffed to squalls before their deck has a chance of
being immersed, and a foot or two of main sheet (which should be held in
the hand) given them if they cannot be relieved BDfficiently without their
being brought head to wind-a course never desirable if it can be avoided,
as the boats soon lose steerage way. It is never advisable to let the
main sheet go altogether with a boom sail, as it is with one without a
boom, as the sail will not spill, and the boom may get in the water, which
would be awkward, to say the least, if the boat got stern way on.
The "Una's" stores, copied from an inventory of the same, made
Digitized by Coogle
when she was packed off by rail to Southampton, were as under: One
mast, one boom, one gaff, one pair of 0&1'8, one sail, one sail cover, one
hatoh COYer, one rudder and tiller, four blocks, one main halyard, two
bell-metal rowing-pins, four pigs of lead ba.llast. .All that need be added
to this list is a "ba.ler," and it would do for a Una. of the present day.
The rig, it will be seen upon reference to the sail pIa.in, Fig. 78, is
simple in the extreme, and even the famed balance lug cannot beat it
in this respect. The sail is hoisted by a single halya.rd. The standing
SAIL PLAN "'UNIt BOAT v"!' INCH SC.AL.
PIG. '18.
part is made fast on the gaff at a, then leads through a double block
at j on the mast, through a single block 8 on the jaws of the gaff,
up through j again, and down to the deck where the fa.ll leads through
a block tJ. by the side of the mast, and belayed on the aft end of centre-
board ca.se. The fall can then be taken aft to the hand of the helmsman,
Digitized by Coogle
Una:Boat8. 251
who
l
in case of need, can drop the sail between topping-lifts (not shown
in the drawing) without leaving the tiller. The Una had no stay at all,
but the Cowes fashion now is to have a forestaYI which prevents the mast
going aft when sailing on a wind i and a slightly lighter mast can be
carried if a forestay is used. The larger Una boats over 20ft. are fitted
with topping-lifts, and the smaller ones would be all the better for theml
as a lift is handy in setting, stowing, or reefing the sail.
The main sheet is made fast to an eye bolt on one quarter, close
to the intersection of gunwale and transom i it then leads through a block
on the boom, and through a block on the other quarter, the fall coming
into the well or cockpit to belay. This plan of fitting the main sheet
is still known as the II Una," just as the plan of working the halyards
all in one is.
Practically, the Cowes Una boat of the present time difters vf1rY little
from the original. The Hoor, it will be found, upon reference to the
diagrams and tables, is a trifle fiatter than the Una's i the quarters are
lifted a little, as will be seen upon comparing the transoms i and there
is more freeboard-the latter being a very desirable addition. The load
water-line of the two crafts are almost identical, as will be found by
comparing the half-breadths for the same. The centre-boards are of
about equal area, the only alterations being that the modern plan is to
pivot the board in the keel below the garboard, whilst formerly they were
pivoted in the case inside the boat. The Cowes Una has a trifle leBB
draught forward than the original, and the stem piece does not tumble
aft i but, in other respects, there is not much difterence in the two
sheer plans, always of course remembering the increase in the free-
board. The draught of water of the Cowes Una forward appears to be
excessive, and oft a wind at least she would be lightened by the head
to the extent of three or four inches.
The design for a Cowes Una (Plate XIV.) has been made so that it is
adapted for either a real "Una" of 15ft. 6in. in length, or one of greater
size 21ft. in length. The sail plan of the Cowes boat is a smaller one than
the Una had, but it will be found large enough for ordinary sailing. The
sail, of course, will be laced to the boom, and a topping-lift would be found
of service to keep the boom up when the peak is lowered, or when running
o:If the wind.
The Una is still in existence on the estate of Lord de Ros, in Ireland,
the late Marquis of Conyngham having presented her to that nobleman
in 1873.
Digitized by. Coogle
------------------ ---- -
DDIENSIONB, &0.
LeD,th, eztNme ........................................................ .
:Beam, ememe ........................................................ .
XeelBided amiclahips .................................................. .
XeelBided ION end ..................................................... .
Xeel aided aft end ..................................................... .
:HouldiDg (depth) of keel ............................................ .
Ji'loora IIided .............................................................. .
J'loora moulded ........... , ............................................ .
Timbers aided ........................................................... .
Thiokn818 of pla.Dk .......................................... '" ........ .
Thiolmea of top etrKe ............................................... .
:Hut, deok to houncla ................................................. ..
Boom .................................................................... .
Gaft ...................................................................... ..
Luft of maiD8a.il ....................................................... ..
Foot of maiD8a.il ........................................................ .
Bead of maiD8a.il ........................................................ .
Leeoh of mabula.il .................................................... ..
Tack to peal!: earm. of IIIAiD-.il .................................. ..
Clew to throat eariDg .......................... , ...................... ..
Centre of III8IIt from the fON eide of etem at L.W.L ............ .
Diameter of III8IIt at deok ........................................... ..
Diameter of maet at homuJe ........................................ ..
Weight of displaoemmt of boat to L.W.L. (approzimate) ..... .
u .....
n. in.
16 0
6 6
o 7
o II
o II
o \If
o I
o Ii
o I
: t
16 0
18 0
9 8
111 0
17 6
9 0
19 0
20 0
19 0
II 0
o 4t
o iii
18 owt.
1& 8ID. 11ft.
ft.in. ft.in.
15 6 III 0
6 6 8 8
o 4rt o 6
o II o lit
o II o lit
o 41 o S
o 1 o It
o It o II
o 1 o It
0 t
0
I
0
I
o 1
14 0 18 6-
IS 6 111 0
7 6 10 0
9 9 18 0
15 6 110 8
7 0 9 6
17 8 lIS 6
16 0 111 0
17 0 lIlI 9
II 0 II 6
o 4t
o 5
o lit o lit
141 owt. 1'41 ton.
An Amerioan 111ft. Cat Boat would have about 8ft. more maet, and lift. mOle boom. The
Cat Boat'e III8IIt would rake aft lin. in 1ft.
LAYINGOF]!' TABLE, tm. SCALE.
-----------
. . it. in. it. in.1 it. in. ft. in. II it. in. I ft. ID.I ft. in. ft. in.
Beight.totopoftimberaaboveL.W.L.l 6t 1 8t 1 It 1 0 0 11tlO 11 0 11t 1 1
Una.. .. .. 0 11 0 9t 0 8t 0 8 0 8 0 Sf, 0 9 1 0
Depthe below L.W.L. to rabbet ......... 0 at - - - 10 9 10 8t' 0 6t -
Una.. .. ... ........ 0 7t - - - I 0 8i I 0 8 0 6t -
Balf.breadthe o ~ deok ..................... 0 8t 1 9 II lit II 11 I S iii S It II 10 II Ii
Una.. .. ..................... 0 7t 1 7 11.41 2 11 i S 2t SIll 9f II 8
Balfbreadthe on L.W.L ................... 0 ~ 1 II 1 11i, II 51 12 9i: 2 8 11 111 -
Una.. .. ........... , ...... 0 41 1 1 1 lot I 2 6 ,2 9f- I' II 8t I 2 1 -
Balfbreadthe on diagonal II ............ 0 7t 1 6i 2 2i, II Bi II 11t 2 lot III 5 1 4t
Una.. ..: ........... , ... 0 7 1 Iii II II III 8t III 11i 12 lOt II lit 1 6i
Balfbrea.dthe on diagonal '" ............ 0 6 1 II 1 8 III 0 2 2t 2 1 0 9 0 5t
Una.. ". .. .......... 0 5t 1 It 1 8t ,II It I'll at II 1 1 7 0 .6
Balfbreadthe on diagonal_ ............ 0 8t 0 7t 0 lOt 11 ot 1 II 1 1 0 9 -
Una.. .. ............... 0 sl 0 8 0 1 1 lit 1 8 1 Ot 0 7. -
All the halfbreadthe are without the plank.
In the body plan of the Cowes Una the midship section is shown on
both sides of the middle line, 0, between Nos. 4 and 6 sections. The
station for the midship section is shown at No.5 in the sheer plan.
No. 1 eeotion is 1ft. Sin. from the ION eide of the etem; ail the other aeotioDa are lift. apari,
but No.8 (traneom) is lift. Sin. from No.7 etatlO1l.
III the _ of the Una, No.8 (tra.neom) is 2ft. &in. from No.7 etatlon.
Diagonal II is .truck 101in. above the L. W.L., and at II 1 and II II out. the aide perpe:udioulara
, , Itm. below the L. W.L.
Diagonal '" is etruok 4rtin. above the L. W.L., and at '" 1 and '" II is 8ft. out from the middle
veriiaalline o.
Digitized by Coogle
zed by L

Digitized by Coogle
I
Digitized by Coogle
- ~
J 7
:
... -------------------------- ----

The American Centre-board, Sloop Parole. 255
In racing, a crew' of seventeen is sometimes carried, although it is
difficult to see what good so many men can be on board a boat except
to sit to windward and shift ballast.
The ballast of Parole consists of seventy-seven sand bags, the average
weight of each being 451b., or about Ii ton in the aggregate.
TABLE OF DDIENSIONS, &0., OF PABOLE.
Length on load _tarline ........................ ...... ......... 17ft.
Bl'elldth, extreme............ ... ...... ............ ...... ............ 11ft. BiD.
Br8lldth on load water-line....................................... 10ft.
Draqht of _tar................................................... 1ft. SiD.
Draua-ht with board down ...... ..................... ...... ...... 7ft. BiD.
DiBp __ ent ... ................................................... 4'6 tcma.
Centre of bU01&JlCl1abaft oentre of l8Dfth of L.W.L.... 06ft.
Centre of bU01&JlCl1 below L. W.L....... ......... . ...... 06ft.
Centre of la.terr.l reeiatanoe abaft; O8Iltre of leugth of
L.W.L. (with board down or up), iDo1UBive of rudder 1"3ft.
Centre of etrorI; of ...n. (mr.ioeail aud jib) abaft centre
of la.terr.l reeilUoe ......................................... .
Azea of immereed board ........................................ ..
Azea of mr.iD.Br.il .................................................. .
Azeaof jib ........................................................ .
Toloalarea of..u. ............................................... .
Luff of mr.iD.Br.il ................................................ '"
Leeoh of mr.iD.Br.il .......................................... '" ..... .
Foot of mabulail ................................................. ..
Taok to peak aa.riDg ............................................ .
Clew to throat .................................................... ..
Ltdfofj1b .......................................................... ..
Leeoh of jib ....................................................... ..
Foot of jib ........................................................... .
Mut, deok to upper oap ........................................ ..
Fore Bide of mut from fore Bide of Item .................... .
BOWllprit, outboard ................................ , .............. .
04ft.
2S 1Iq. ft.
1056 1Iq. ft.
484 1Iq. ft.
1540 1Iq. ft.
80ft.
48ft.
38ft. SiD.
406ft. 8iD..
46ft. SiD.
406ft.
35ft.
27ft. 8iD..
88ft.3iD..
8ft. BiD..
22ft. liD..
The water-lines 1,2,8, &c., are 4in. apart. The other measurements
can be taken from the drawing, Plate XVI.
Digitized by Coogle
CHAPTER XVI.
THE SHARPIE AND SNEAK BOAT.
To existence of the sharpie can be traced back to 1885 on the Connecticut
coast. They are supposed to owe their origin to the oysteJ: men, who
originally pursued their oaJling' in log canoes j but, large trees f8.iling,
they resorted to a flat bottomed boat something like the Wedord flat
bottomed boat. The floor of a sharpie is usually rockered or rounded
up at both ends (866 Fig. 79) j but Mr. Thomas Clapham, a well-known
... _--- -- ---------- ----------_ ... -------..... -
FIG. 79.
builder of these boats at Rosslyn, Long Island, U.S., has introduced
a form ot the I( skip jack JJ which he terms the II Nonpariel JJ (866 Fig.
80), the bow end being immersed. The bow end was immersed in the
Nonpariel with a view of obviating the It spanking," or hammering, of
the flat floor when the boats are driven in lumpy water j but it is said
to be of no avail, and, like the I( skip jack," the "Nonpa.riel" spanks
as much as the veritable sharpie.
Digitized by Coogle
The Sharpie. 257
The sharpie varies in her proportions of beam to length from four to
five, but the craft of about five beams to length are said to make the \
greatest speed.. Each side, it will be seen, flares out three or four inohes
to each foot of extreme depth, and, whilst the bow end is usually > or
,
,
._----- ---t-._-_._.
-- --1---::::'" ------------- ... ------........ ":
: " ''\!
ILl,'
.
II ::
:'\. II
-------_____________ .... ' !,
--0 ___ .
FIG. SO.
'-'-'_.-.,...--
i
.-'-I!l._.-i-.
i
-----
. __ L.
sharp shaped, the stern end bas usually a square transom. The con-
struction is extremely simple; the stem and transom and midship section
are got into position, and the bottom is then planked transversely. As

FIG. 81.
a rule, the fore end and aft end of the boat are deoked, and in the larger
craft a cabin is built. A. sharpie 20ft. by Sft. beam on deok would be
4ft. 8in. broad at the and 1ft. 8in. deep from gunwale to bottom
aIQidshlps. s
Digitized by Coogle
~ e foremast is usually about six times the beam. in height, and
ma.inmast shorter, or about five and a half times the beam. The masts
are very slight and tapering, bending like a bamboo yard. The sails are
leg-of-mutton shaped, extended by a kind of horisontal sprit (d, Fig. 81),
a ta.okle being on the mast for purchasing out the sprite b and " are
brails used for reefing the sail, reef points are also seWD on the reef
bands as shown.
The centre-board is large, and so is the rudder. The latter is
. usually of the balance type, one-third being in front of the rudder
post. .An iron pipe is fitted into the stern end to a.ot as aternpost;
through this the rudder post is carried, and secured by a collar. The
ballast, if any is carried, usually consists of sand bags.
a in Figs. 79 and 80 shows where the mast would be stepped if
rigged as an ordinary sloop.
With skilfnl management these boats can be sailed in lumpy water;
but they heel very freely, and great dexterity and quickness 8J.e necessary
in sailing them in a breese. Off the wind it is said that a 40ft. sharpie
will travel 12 or 14 knots an hour, and with everything flattened iu
and board down will lie to the wind like a centre-board sloop.
THE SNEAK BOAT.
The home of the sneak boat, or sneak box, or devil's coffin, as tho
contrivance is indifferently termed, is Barnegat Bay, a piece of water
some forty miles long and six miles wide on the coast of New Jersey.
It is separated from the Atlantic bya narrow strip of sand, and is
thus cut off from anything like ocean waves. Large numbers of the
sneak boats are to be seen in the bay, the usual BillIe being 12ft. long
by 4ft. breadth.
The keels are of oak: 4in. wide and fin. deep; plank lin. thick.
The keel has a crook or bend forward to suit the shape, of the boat.
The hood ends of the planks are fitted along the gnnwale instead of in
the stem, the bottom plank or garboard running along the keel and up
round each side of the stem. .An inwale is sometimes worked, but
often omitted as the deck covers the timber heads. '
A square well is covered with a hatch with lock to stow guns,
&c., as the boats are largely used for wildfowl shooting. No thwarts
are used, a moveable box forming a seat for rowing. When duck
shooting the crew sit or lie on the floor boards, the deck being covered
with sedge.
The rowlock;B are fitted in wooden .brackets, whioh fold down to
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the deck. A. strip of oak on each side aft serves as a washboard, and
also as a rack for holding the decoys:
The most peculiar feature of .the boats is the dagger centre-board,
which lifts out of the case entirely, as a sword from its sheath. As a
protection against rough water an apron is tacked to the deck forward
of the well, and set up to a peak by a short spar as shown in Fig. 82.
With their :flat bottoms the boats will :float in very little water, and
can be dragged with ease over mud or marsh. The rig is a sma.ll sprit-
sail, and either an oar or a rudder is used for steering i the boats are
taken out in all kinds of weather, and may be seen :flying about the
bay when larger craft are at anchor; but of course, as in all such boats,
skill and experience in their management alone make them safe.
The tt sneak box" appears to be an adaptation of the old Irish canoe
as found at Kilkee on the West coast. These canoes developed into a
rowing boat, and were thus illustrated (Fig. 83) a.nd described by
Commander Horner, R.N.
FIG. 83.
Commander Horner says: II I recommend anyone, wishing for a new
sensation, to take a pull in one after a gale. They a drop of
water, and literally dance over the tops of the waves. A. six-oared
one, such as I went in once from Arran to Galway, would I think be
very useful in going over surf." The lower sketch represents a similar
boat, the calque of the Bosphorus.
Digitized by Coogle
CHAPTER XVII.
MERSEY SAILING BOATS.
Tn :Hersey Sailing boats, or what was known as the New Brighton
Sailing Club boats, have undergone considerable alteration during the last
ten years, the principal change being the introduction of a counter.
The counter, it may here be said, is a great assistance to small boats, as
it enables them to have longer and better buttock lines, and hence a
better or cleaner delivery, no eddies being formed astern. Further, with
the counter when much pressed by a beam or head wind, they are
handier, and gain a little pbwer; they also run before a sea. drier, and much
additional room is obtained on board for working the aft sails. The counters
are limited in length to 4ft. 6in., and must be clear of the water at the stern-
post when ballasted and in trim for sailing, but without crew on board.
Prior to 1880 the boats were not allowed to be decked, and no appli-
ances permitted to keep out water; they had, however, a kind of CI fore
peak" forward, by fitting a platform level with and forward of the fore
thwart, and the counter may be decked as far as the sternpost. To get rid
of the water that may be shipped, a. Siin. pump is fitted amidships, with a
discharge both Bides.
The freeboard was cut down as much as possible, as it told in the
" girth" for mea.surement ; * in the design of the Elaine (Pla.te XVIII.) an
attempt was made to compensate somewhat for this deficiency by wash
strakes aft.
The Elaine was designed in 1877 for the late Mr. John Bouch (Com.
N.B.S.C.) by Mr. C. P. Clayton, of Hythe near Southampton, as an open
sailing boa.t, to compete in the then matches of the New Brighton Sailing
The IIl88II111'8JD8Dt rule of the New Brighton Sa.iIing Club (until the adoption of the Y.B..A.
rule in 1881) was as follows: II Take the extreme length from fore part of stem to after part of
eternpoet ; gbth at greateet ti,rcum/6'f(IfIU, by passing a line from gunwale under the boat's bottom,
and back to the l1&li18 point on the same gunwale. The totaJ. size of the boat is obtained
by multiplpDg the rirth by 1ft. 7in. (1"58ft.), and adding the produat to the extreme 18llgth.
The boats to be ra.oed in one olaaa, and the muimum aiM of the raciDB boats to be 50ft. club
meaamemant." A,pplpDg this rule to Elaine, we have greatest girth 16ft. lOin., and leDaih
18ft. Sin., thu nmmedl UI'88 x 1-68 + 28'25 - 4984ft.
Digitized by Coogle
Boat Sailing
The Elaine had 1<,3f3 than nnually given,
was most SUCceS)KLlHy Llgainst all the the club.
The length of the Elaine from fore side of stem to aft side of stempost
is 28ft. 8in., and her greatest beam 6ft. 4in.; her greatest draft aft with
crew (six hands) on board is 3ft. She,has 6owt. of iron on her keel, and
2cwt. of iron inside .
.As already stated, Llume of the Yersey boats were of much heavier
Thus, tllLl :14:)figned and
her owner, MLl. l)illast, 6cwt.
is on the keel. of the boa.t is and of her
6cwt. Her with crew OrA 1'7 tons (54
cwt.). Other boats have 14cwt. or 15cwt. of lead ballast, Bcwt. or 9cwt. of
which are placed on the keel. All these boats have deeper and fuller
bodies than Elaine, and a trifle less beam.
The displaoement of Elaine to the load water-line shown in the
drawing (supposed to be with six hands on board) is 2 tons. The light
whioh brinl$') ](bRAklter out of (see Sheer
Kin. less or less. The per inch of
'11LllTW'k}Tkl%Ti'i}} at the load waKkl}.linn -115(1) ton.
men of about lh would weigh bt'4.t probably
such a. heavy crew would not often be found. This number is not found
too many for working the sails j and, as a light-displacement boat like
Elaine depends so largely on her crew for ballast and stability, it is a serious
matter to be one hand short. Probably, as in the case of the centre-board
ll)ffu'T6 referred to, hands sitting a.re much
more potent as a means of acquiring stability than any practicable quantity
of lead or iron in the bottom of the boat or on the keel woald be. In light
roogle
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Mer8ey Sailing Boat8. 263
winds the orew would stow themselves in the bottom of the boat j but the
" half-ton" stowed well to windward is indispensable in anything like a
breeze blowing abeam or on the bow.
Of course, with 80 muoh weight on the keel, and suoh great draught
and rising floor, these boats ca.nnot very easily be tI beached" or hauled up
without a oradle, as the Brighton 'beach boats are i and on the Kersey they
usoa1ly lie afloat.
The following measurements and particulars refer to the design of the
Elaine:-
BeaIiicms
.. .. 1
1
8 I 8 1 4
Ii 6 7 8
--
bLl:-:
8BDB PLAK. ft. in. in. ft. in. in. ft. in. ft.in.
HeIghts above L. W.L. to top of ran ... II 8t 1 10i 1 7t 1 5 1 8t 1 at 1 5 1
7t
Depth to rabbet-line of keel ............ 1 It 1 5 1 6t 1 8 1 9t 111
PLAK.
Half1mIedthB at gunwale ran ......... 1 It II 5t II lIt 8 It 8 ot B lOt II 5t 1 8
Half.breac1thB L.W.L. .................. 0 6t 1 DtB 7t B 11t II lOt B 8t 0 lit
Halfbreadths No. B W.L. ............... 0 4tl 8t B It B 5t II 8t 1 'to It
Halfbreadths No.8 W.L. ............... 0 II 0 7t 1 ot 1 8t 1 ot 0 5t 0 It
BODY PLAK.
Half.1mIedths on II clIagona1 ............ 0 7t 1 4 1 7t 1 8t 1 7t 1
at
0
lit
Halfbreadths on 11 diagonal ............ 010 I11t B 8 1111 B 10 B 'tl 5t
Half1mIedths on c diagonal . " ......... 1 Ot B 4 8
ot
8
at
8 Bl II 11t B
4t
All the meuurementa include the thiokneu of the plank.
In the Sheer Plan the heights are measured to the top of the gunwale,
lettered a i the depths to the lower edge of the mbbet of the keel b.
The top of the keel is shown by c.
In the Body Plan (Fig. 84) the diagonal a cuts the base line at '"
and "',2ft. Siin. hom the middle vertical line 0 i and at a 1 the diagonal
outs 0 3in. above the load water-line 10.
The b cuts the perpendicul8.rs 'P p on the second water-line a.a
shown, and cuts the middle vertica.l line 0 at b 1, at a distance of lOin.
above the load water-line to.
The diagonal line c the perpendiculars p p 9iin. above the load
water-line w, and cuts the middle vertica.l line 0 at c I, at a height of
1ft. 7 lin. above the load water-line to.
The buttock line Ii is lOin. from the middle vertica.lline 0 (Body Plan),
and the buttock line 11ft. 3in. from the middle vertical line o.
The vertica.l sections are 3ft. 6in. a.part, and No. 1 section is 2ft. 2in.
from the fore side of the stem plumb with load water-line. The water-lines
are oin. apart.
Digitized by Coogle
The counter is 4ft. 6in. long, measured from aft side of sternpost or
transom at 6 to 9. (See Sheer Plan and Half-Breadth Plan.)
The keel is sided amidships 3in., tapering to 2lin. at the ends. The
keel is 9in. deep, 6in. of which is worked inside; and 2in. outside below
the rabbet.
The transom (7 station) is solid, llin. thick.
~ e frames are 1 lin. sided, 2in. moulded at heels of floors, and
tapering to lin. at timber heads. Three bent or steamed frames come
between each pair of stations shown on the Sheer Plan.
The stem and stern posts are 21in. sided.
The foremast is stepped 5ft. from the fore side of the stem; the
mainmast 16ft. 3in. from the fore side of the stem.
The sails of the Elaine are slightly different to those of the other lugs
in use on the Mersey, as they are cut with an excessive roundness to the
head (8ee Plate XIX.), on a plan common in Callao and Monte Video; it
is recommended as a good expedient for making a sail sit flat. The head
of the fore lug of the Elaine has as much as 19in. round, and the yard was
bent to nearly fit the sail, or to the extent of 15in. (The yard could be
bent by being balanced over a beam with a weight at either end, or it
could be shored down at either end, for a week or two.) The sail
has never puckerel along the yard in consequence of excessive round
in the head, nor has it ever shaken in the leech; in fact, it sits like a
drum-head.
The yard is 31in. in diameter at the centre, and tapers well towards
the ends. A rock-elm batten, lin. thick and tapering at the ends, is
made to fit the yard by greoving, and runs
nearly the whole length of the yard, and is
secured to it by lashings or lacings. The
yard should be made longer than at first
required, as the head of the sail frequently
requires pulling out.
The foremast is 41in. in diameter; it is
fixed into a clap1p at the after side of the
, fore thwart; it is stayed with two light
wire shrouds set up with lanyards to the
gunwales. The purchase to the jib and
purchase to t h ~ bobstay hold the mast
forward.
FIG. 85.
The fore halyards are single 2iin. rope,
leading through a sheave in the centre of the mast, and the yard
is hoisted "chock-a-block," the heel or lower part of the yard being
Digitized by Coogle
Mer8ey Sailing Boat8.
kept to leeward. There is a. traveller on the mast, as shown in Fig.
85; a is the mast; b is the traveller; c is a hook (a solid weld on the
traveller), with an eye at d, to which the halyard is eye-spliced, seiBed
or bent i 6 is a selvedge strop round the yard '!I, just long enough
to have a thimble seiBed in it, to take the hook at c; f is the sheave
in the mast; 9 is the halyard, but not hauled taut.
The tack of the sail is set down by a gun-tackle purchase, or
double purchase, leading from an eye-bolt on the keelson of the boat j
as it takes two or three hands to bowse the tack down with a gun-
tackle purchase. Unless the luff of the sail is kept taut, the peak
drops and lets the boom down, but never inconveniently or harmfUlly,
and a small pull on the main sheet puts the matter right. However,
there can be no doubt that the peak, if possible, should be kept well
set up, and a taut luff will generaJIy succeed in doing this. The tack,
tack cringle, and luff rope of the sail must be very strong, to stand
the enormous strain put upon it. The head of the sail must be
very tightly laced, and the laCing holes are best sewn, instea4 of
" eyeleted."
The boom is fitted to the mast by a goose-neck, made to ship and
unship without collar, nut, or pin; the fall of the tack tackle, being
generally belayed round the boom at the mast, keeps the boom in its
place.
The clew of the sail must be free whilst the tack is bomed down,
the clew is then hauled out on the boom by a traveller similar to the
mast traveller. The boom should be a good stiff stick, BB, if it
bends, a slack leech and belly to the sail will be the result. The
sheet is a gun tackle purchase, and ~ n a wind the boom is hauled in
as flat as it can be got. .
In tacking, the heel of the yard is pulled the other side of the mast
by main force as the boat comes head to wind; a short line fast to
the heel of the yard is found to facilitate this operation.
In lowering the sail the first thing to do is to let the clew loose
and cast off the tack.
In reefing, the tack tackle and hook of the boom traveller are
shifted to the reef cringles, the sail set up, and then the reef points
tied. Points are put close to the reef cringles, to tie the ends up
snugly. The reef bands are 2ft. apart.
The miBen is set the same as the mainsail, but the tack and clew
are made fast to the boom by lashings, as the heel of the yard can
be easily shifted.
The Monte Videa.n boats have a claw on the heel of the yard,
Digitized by Coogle
made as shown by Fig. 86, to fit on the aft side of the mast; then
no dipping is required at a.ll. a is the yard, c the claw, d the mast.
Fir. 86.
Sometimes instead of a claw, a double iron is used,
the part which encircles the mast being hinged
and fastened by a pin. These contrivances serve
to keep the yard steady whilst reefing, and admit
of the tack tackle being dispensed with j the tack
tackle, however, is generally preferred, as it :fairly
brings a strain on the luff and foot of the sail.
The topmasts are generally put up through a split cap c (Fig. 87)
on the mast head m. The top mast is got
on end by ha.nd. The halyards and back-
stays are cleared through the gap a. The
heel of the topmast has a rope rove through
it, by which it is lashed to the mast. Another
Fig. 87. plan was adopted in the Elaine, thus:
An iron cap, A (Fig. 88), is fitted to the topmast k, and remains
on the topmast a fixture; when the latter is got on end it is shoved
B
up in front of the mast, and C( shipped "
by putting the part of the cap a over
the masthead (m) as the topmast is got
up. The heel of the topmast is then
lashed to the mast. The part of the
iron a must fit loosely on the masthead.
For lightness the parts a and k are often
made equal; in such case the masthead,
or tc pole" of the mast, must be reduced
" to the size of the topmast. The iron
ca.p is riveted as shown at r. B shows
the masthead, with topmast, and iron
cap fitted on at a and resting on the
iron rigging hoop d. The shroud 8 is
hooked to an eye in the rigging hoop d.
The jib halyards k are hooked to an eye
at the fore side of the hoop. The Elaine's
topmast is 20ft. long, with the cap in
the centre of length.
I'IG.88.
Two or three of the boats have
topsails on bamboo yards j but they are
of no use on a wind, and do not give
much additional area. On the other hand, they add to the gear j and,
Digitized by Coogle
"
Digitized by Coogle
Mer,ey Sailing Boat,.
as the boats are already foll of necessary sails, gear, and spars on match-
sailing days, everything in the slightest degree superfluous is rigidly
condemned.
The bowsprit is shipped through an iron hoop on the stem, and the heel
fitted into a socket in the mooring bitt, which is fixed about a foot ahead
of the mast; the bobstay is of wire, and is set up with a gun-tackle pur-
chase, the outer block being hooked into an eye at the end of the bowsprit.
There are no shrouds to the m:iY.en msst; the sail is hoisted by
single halyards. The foot of the sail is generally Ia.ced to a boom. The
sheet is taken down to a short bumpkin which ships and unships, and
projects about 8ft. beyond the tatfrail. The standing part of the sheet
is fast to the bumpkin end, it then leads through a strop block on the
boom, down through a sheave in the bumpkin end, and from there
leads on board. The mizen mast is shipped into a clamp, at one side
of the rudder, at the fore side of the transom. Care must be taken
that there is plenty of drift between the mizen boom and bumpkin, 80
as to get the sheet well in.
The jib sheets are led through an eye bolt inside the gunwale, or
on one of the fore-thwart knees; they lead aft, and are belayed to a
pin in the centre of the thwart, and can consequently be handled
without going to leeward.
The main sheet is single, and works on a short iron horse about
1ft. 2in. long, secured to a thwart about two-thirds of the length of
the boom from the mast. The standing part of the sheet is fast to a
single block on the tmveller; it leads through a single strop block on
the boom (or a clip hook block, hooked into strop), then back through
the block on the traveller and the fall hitched round' the parts.
All the boats have jib-booms (for carrying balloon jibs), and these
are shipped the same as the topmasts, with a gap in the jib-boom iron
or cap on jib-boom.
The dimensions of the Elaine sails are as follows :
--------- --
'J.'aok to
Olewto
Lalf. IMob. a.d. I'ooL
~ .
&hrc&'
w.&bar
earIDjr.
it. m. It. in. ft. in. ft. in. ft. in. It. in.
Jl'oreeai1, G .................................... 5 0 26 0 21 6 16 0 25 0 17 0
'MajDaail, fI, for raDDIng .................. 10 0 28 6 18 6 18 0 27 6 21 0
1IiMD, c ........................ 8 0 140 0 18 0 9 0 16 0 9 8
Smallllprit fonaail, 41 ................ , ... 10 0 20 0 10 0 140 0 19 0 17 0
BllDocm jib, ................................... 20 0 140 0
-
18 8
Working jib, 0 .............................. 18 6 111 8
-
10 6
Small jib, I ........................ _ ....... 15 0 10 0
-
7 8
BpiJmaker,' ................................. 29 0 28 8
-
22 0
BiIr Bpbmakar" ........................... S8 0 28 8 40 8 sO 0
, Bobeta,y of jibboom. The refereDoe lettera refer to Plate XVIII.
Digitized by Coogle

MaiDmaIt from heel (nepped on top of keel) flo abeave hole ..
For8JII8!It ditto ..................... '" ..................................... ..
Diameter maimnaat ........................................................ .
F01'8lDll8l; ........... , ................................................. ..
Fore lard ................................................................... ..
Diameter .............................................................. .
Fore boom (maat to outbaul abean) ................................... .
Diameter .............................................................. .
Topmut ...................................................................... ..
Aboveoap .............................................................. .
Diameter .............................................................. .
BOWBprit, outeide ........................................................... .
Diameter ............................................................. ..
)(izen maat .................................................. , .............. .
Diameter ............................................................. ..
Two spiDnaker booma ..................................................... .
ft.fD.
90 0
17 0
o 8t
o ~
91 8
o It
18 8
o 40
90 0
10 0
o 9t
7 0
o 8t
10 "
o 8t
91ft. and 7ft..
In 1880 the New Brighton Sailing Club. rescinded the restriction
placed upon the sa.il plan of the boats, and in 1881, having adopted
the Y.R.A. tonnage mIe, a.llowed the boats to be decked; 80S a conse-
quence, the Elaine was raised upon 6in., decked, and rigged 80S a cutter,
and, in fact, gaff sails and the cutter rig almost entirely supplanted the
picturesque lug. The Pearl, a boat built in 1880 (22ft. 6in. long by
6ft. Siin. breadth), is cutter-rigged, and her sail plan is representative of
the others which have been altered from the lug rig.
DllIENSIONB OF PEARL'S SPABS AIm SAILS.
ft.iD.
~ runwale to hounds......... ...... ...... ............... ...... ...... ............ 15 0
Kut head ... ...... ...... ...... .. .... ......... ...... ...... ......... ...... ............... 8 8
Ga:fr 14 0
Boom ........................................................................ 16 6
Bowsprit (outboard) ...... ...... ............ ......... ............ ... ......... ... ...... 8 8
J'ibboom .... ,............................................................................ 8 0
Topmaat above oap ...... ........................ .................. .................. 10 0
TopB&il yard ... ............ ............... ...... ......... ............ ...... ...... ...... 18 0
BiDgtail boom (beyond boom..end izon) .. ............. ...... ...... ............... 10 0
Bfngtail boom iDaide izon ..................... ........................... ......... 8 0
Spbmaker boom ............ ...... ......... ... ...... ............. ..... .. ............ 95 0
Ld of maiJIsail...... ........... .............. ............... ............ ...... ......... 18 "
Leeoh of mafDJail .......................................... ........................... 97 8
Head of maiDaail ..................... ......... ............ ...... ............ ......... 18 8
KMt stepped from fore Bide of &tam ...... ............ ...... ..................... 8 0
The topmast is fitted with a heel rope, which passes through a sheave
hole in the mast head. When the topmast is hoisted the rope is belayed,
and no fid is used. Cross trees are hinged to the heel of the topmast, and
are pointed up 80S the topmast (ba.ckstays and halyards included) is slewed
np through the split ca.p (Bee Fig. 87). The jibboom is fitted in the 'same
manner 80S Elaine's. The fl ring ta.il" is fitted similarly to the plan described
under the head of fl Seamanship" (Bee ante).
Digitized by Coogle
litized ,00
I 111111\ I '
i
; :)11 I!
1 r--_I I 1-"
: I I
i I j
- - - --
\, \ II
\ I'
\' I
t---I--I.\..LJi
1 I
-\ i ,
, '
,
I

i
I
o
i t-
: \
-' - \ J
I
I II I
! : \ 4 , I I
_ ___ / .).-J; I
c:: '--.. i
.t- )
111!TTT(i
I
Digitized by Coogle
Mer8ell Sailing Boats. 269
A. few years ago the New Brighton boats had. no counters, and were
fitted with sprit sa.ils, BoB already explained, and Plate XX. (866 Fig. 89
for her body plan) represents such a boat, named the Jabberwock. She
W80B designed by Mr. Clayton, and wa.s very successful.
FIG. 89.
The Jabberwock had. a length between stem and stern post of 26ft. 6in.,
and greatest beam of 6ft. 9in., and she had. no counter. Her dra.ught aft W80B
Sft.; amidships 2ft. Sin. She had. 7cwt. of ba.lla.st outside on her keel,
and 4icwt. inside, besides a crew of five or six.
FIG. 90.
The boat sailed well with jib, sprit-foresail and mizen (866 Fig. 90),
and W80B very handy; the main-sprit being only set in light w(l&ther. A
very snug rig W80B made by stepping the mainma.st in the thwart shown by
the ticked line; jib tacked to stem head and reefed mizen.
THE MANAGEMENT OF MERSEY OPEN SAILING BOATS.
It ha.s been a.lrea.dy stated that the New Brighton Club altered its
roles BoB to open sa.i1ing boats; but in order to keep this description of boat
sailing alive, the Mersey Sailing Club W80B started in 1888.
Generally it is found s a . f e ~ to unship the ma.sts when the boats are
Digitized by Coogle
moored. The spal'B are generally secured across the thwarts at one aide of
the boat, and the sails at the other, covered over with one large aa.i1. cover,
and laahed to the thwarts.
A little practice soon enables the crews to get up the working lug or
sprit sails in five or six minutes. The foremast and bowsprit are fil'Bt
shipped. The jib is the fil'Bt sail set, to act as a forestay, to keep the
head of the mast forward j the jib is hauled out with a single out haul,
the halyards having a gun tackle purchase. Behi.ying pins are pla.oed
at the after side of the foremast thwart far securing halyards, &c.
When the jib and jigger are set, the boat is manageable, and can be
cast oft from her moorings, the big foresa.il being put up last; this is done,
by first hooking on the tack purchase, then getting the yard into position,
so that the grommet strop can be hooked on to the mast halyard traveller;
when hoisted the tack is bowsed down, a double purchase being necessary
in boats of the Elaine size j last of aJI, the clew of the sail is hooked into
the boom outhaul traveiler, hauled out, and the fall secured to a cleat on
the lower side of the boom.
The main sheet is generaJIy kept in well taut on a wind, the boom not
being allowed to sag away over the side, which it would do if the sheets
were double, and taken down to the gunwales.
The lug yard is always kept to the leeward of the mast, and as the
'halyards are rove through a sheave placed fore and aft, in the centre of the
mast, it produces a tendency to keep the head of the sail to windward.
In smooth water the boats will always easily stay, under almost any
sail, but in rough water, the helmsman must watch his chance so as not
to get a lump of sea on his weather bow just before the boat gets up in the
wind j the helm must be put down gradually, so as not to stop the boat's
way j the jib is passed over as soon as the boat has properly paid oft, and
graduaJlyeased over, 80 as not to stop her way. It is often advisable to
ease the jib sheet at the same time that the helm is put down to let her
come head to wind quickly, and then if the boat shows signs of missing
stays. a hand going into the bows tends to bring her head to wind (this
being a recognised dodge with Liverpoolspecnlating gigmen),* and this
The pracJtice of going Into the lee bow of a boat 118 the helm is put down Is a very
old ODe I by immeraiDg the bow to lesward. the Plellllure is Inoreaeed and the boat's he&d
forced 110 the wind. On the other hud, by oolleotIng the crew on the weather bow 118 the
helm Is ,PI't "p the boat will wear, or bear up fII8ter. The author of au article on _.
ship In the E'IlqrcZopallUG BritI.mMcG, In all1lBion to this subjeot, says .. A. practice of seamen
In small wherries or sldfts, In puttmg about, is to place themselves to leeward of the mast.
They even flnd they 0r.D aid the quick turning motion of these light boats by the way In
whioh they leSt on their two feet, sometimes leaning on ODe foot 801Id sometimes on the other.
And we have often _ this evolution (tBclkiq) very 881181Dly aooelerated In a shipof.war
by the Ol'8W l"IIDIIIng suddenly to the lee bow 118 the helm 11'118 put down. And we have
beazd it; II8B8ried by V8r7 expert seamen, that altAIr aU Mtempts to wear ship (altAIr ~ to
Digitized by Coogle
Mer8ey Sailing Boats. 271
hand can hold out the clew of the jib, a.nd so, if necessary, force her round
---care, of course, being taken to reverse the helm if the boat gets stern
way on her.
Hanling in the last inch of the jigger sheet, just as the helm is put
down, is advisable in racing, as it helps make a boat come to quickly;
and then easing it off and not taking it in a.ga.in until the boat is well
under way, allows her to start again q ~ c k l y .
The mizen lug yard is easily pushed by the helmsma.n to the lee side of
the mast, but the fore lug yard requires a little handling: the easiest and
best way to get it over is by fixing a couple of light ropes, about a fathom
long, to the.foot of the yard, the ends being allowed to drop down at each
side of the boom, and by hauling in the weather one, just before the boat
comes upright in stays, the yard bends slightly, a.nd pa.sses round the left
side of the mast, and flies into its position to leeward, ready for the next
tack, this can be done by one hand without jerking the boat unnecessarily,
for the most essential element for apeed in these as in all other light boats
is to get the crew to keep quiet, and if necessary to lay well up to wind.
W8ird, often to the extent of getting one leg and part of the body over
the weather sid.e-a.s the spare spars and sails are lashed up to the sides of
the boats, they assist the crew in keeping this position.
Most careful ha.ndling of the helm is necessary in rough water, as a
very slight touch will often keep a sea. out. It is genera.lly found that the
light displa.cement boats are the liveliest, and driest, in rough weather; and
those that take a large quantity of ballast have a high freeboard to keep
them dry. A full section forward prevents a boat dipping and ta.k:ing in
volumes of water over the bows, but it is decidedly detrimental to speed
in lumpy water, as it hammers on the top of the seas, a.nd so stops the
boat's way; a long Hoor with hollow sections near the keel under the mast
seems to answer best.
In reefing the fore lug, the halyards are lowered the necessary distance
down the mast, then the hook of the tack tackle block is hooked into the
reef cringle in the lu:ff, and the tack bowsed down; the clew outhaul
traveller hook is then pla.ced into the opposite reef cringle in the leech, and
the clew hauled out; last of all, the foot of the sail is rolled up, a.nd tied
with the reef points; reef points are also p1a.ced close up to the cringles
to make the ends of the sail snug. This .can be done so neatly that the
reefed sail looks as if it had been cha.nged for a smaller one; a.nd as it can
in a storm} have failed, they have BUcoeeded by the crew oolleotbJg themae1vee near the weather
f01'88h!ouda the mOlll8D.t the helm was put up." The man that goee into the lee bow to
help brlDg the boat ,heed to wind Bhould not zemain there, but move aft to the quarter on
the oppoaite Bide; this will asBist the boat's heed iu falliDg 011. (8ee alBo .. SterIlway" in the
ohapter OIl II Seaman-hip.')
Digitized by Coogle
be done easily a.nd quickly with practice, it is infinitely preferable to
changing sa.ils, a.nd is of great advantage when racing. Reefing the mizen
a.nd cha.nging jibs is also often necessa.ry.
The calico lug for running (866 b, Plate nx.) is generally kept in the
boa.t bent, with the head laced to the yard, and foot to a boom; the running-
lug mast is the full length of the boa.t inside, a.nd is shipped into a thwart,
about two-thirds the dista.nce aft, between the fore a.nd mizen masts, a single
light rope ba.ckstayis used, a.nd the yard is hoisted with single halyards, a.nd
the tack hauled down with a light line to a. hook in the thwart, the sheet is
always attached to the boom, and does to make up the sa.il with, it is led
over a fair-leader aft in the counter, and then led inboa.rd. The jigger can
be unshipped or bra.i1ed up, to allow the big sa.il to receive aJ.l the wind.
Topping lifts are fitted to the working lugs for ha.ndiness, and to enable
the fore boom to be shifted to the other side of running lug; this running
lug is only used for running or reaching with a beam. wind, a.nd would only
sit in a. very light air to windward.
The balloon jib is hoisted by ready rove single halyards; the jib-boom
is shipped with the outhaul ready rove, no bobstay being of a.ny use;
after the sa.il is got out on the jib-boom, the sheet is passed well aft,
clea.r of, a.nd outside, a.ll other gear a.nd rigging to leeward, then, when
the halya.rds are hoisted, the sa.il is set: these ba.lloon jibs add greatly to
the speed in reaching, being veryIa.rge, a.nd cut with a round foot, which
hangs close to the water.
In setting the spinnaker, the topmast having been got on end (as
already explained, with a ba.ckstay fitted to the shoulder, a.nd halyards
ready rove), the ba.ckstay is first taken aft a.nd secured; the guy is passed
outside the rigging; the halyards a.nd sa.il are on the fore side of the
mast shrouds a.nd hoisted chock-a.-block, being passed through the space
between the mast and the rigging the sheet is secured to the bowsprit,
or lee gunwale; the guy is bent to a. small rope cringle in the tack of
the sa.il; the cringle is of sufficient size to take the spritted point of the
spinnaker boom, which is then pushed forwa.rd, a.nd the goose neck a.t
the inner end shipped into a socket on the mast, or into a. rowlock
hole in the gunwale ahead of the rigging. It is drawn aft by the
guy, a.nd trimmed to -the wind. A ha.nd is kept to sit on the boom to keep
it down.
A topping lift is used for the big spinnaker booms, then the boom is
shipped into its pla.ce before the sa.il is hoisted, care of course being
taken that the outhaul is outside the topping lift, and runs clear of
the guy- These points being continua.lly forgotten by amateurs, it is
advisable to mention them here, half of the time generally employed
Digitized by Coogle
New. Brighton Boats. 278
in setting a spinnaker is wasted in getting the gear straight (866 CI Sea-
manship ").
In racing the boats generally make a flying start, and they are
a.llowed to pass the line 8.S soon as they Can a.fter the second gun; they
only start from moorings when the tide is too strong to stem, 01' the wind
light and in the same direction as the tide

Digitized by Coogle
CHAPTER XVIII.
LAKE WINDERMERE YACHTS.
TIIII peouliarity of the Lake Windermere yachts is their long immersed
oounters, shown in the acoompanying sketch of the Trnant, one of the
old yachts owned by Sir W. B. Forwood, of Blundell Sands, Liverpool.
J'IG. 91. TIm Tav.urr.
The fashion of immersing the counter, it appears, arose a.bout the year
1872 out of an intended eva.sion of the rule of measurement, which
W&B simple length between stem and !ilternpost on deck. The Windermere
Club, with a view of ohecking the advantages gained by immersion of
oounter, supplemented the rule by a condition that the oounters abaft the
sternpost should not exceed 6ft. 6in. in length.
We imagine that the advantages of getting an eXCeBS of length by
immersing the counter were discovered in this way: The Windermere
craft more or less bore by the head, U shoulder," and consequently carry a
very great deal of wea.ther helm. Hence they were being continually
trimmed by the stern, and aJ.wa.ys with some advantage; and thus it W&B
realised that an immersed counter is an advantage if length cannot be
obtained in any other wa.y without paying a pena.lty for it.
In the. autumn of 1881 the Windermere Olub adopted the water-line
&B the basis of mea.surement, the limit being 26ft. 6in., and resolved
Digitized by Coogle
Lake Windermere Yachts. 275
to class the boat by the Y.R.,A. tonnage rule. In 1888 the club made
another rnle for a new class of boat. limiting the length on water-line to
20ft., draught of water to 5ft. 6in., with unlimited beam; and length
of counter 5ft. 6in. . Restrictions were also imposed on the length of spars.
The Windermere yachts have been distinguished for their fine
weatherly qualities, and it is believed by good judges that no other craft
in the world of simiIa:r length are 80 good to windward, and those about
to be described are as safe as could be built for sailing on the deep waters
of a lake, as they are really uncapsizable, just as the modern Itchen yachts
or the three and five tonners are; and if wholly decked in, no mishap
need ever happen by sinking, even if hove down by a squall. They can,
moreover, be sailed single handed, as there is very little gear to work: but
the principal feature that should command the attention of the nervous
is their almost absolute safety, providing they are decked in, or have
a very wide waterway on high coamings. It is easy enough to make a small
boat unsinkable, but it is practicably impossible to make one uncapsizOoble
-we mean, of course, a 20ft. boat of the ordinary boat type. Now a small
yacht built and baJlasted like either of the designs shown on Plate XXI.
or XXII. would be nncapsizable, and might easily be made unsinkable by
having a water-tight bulkhead forward and aft. Of course, if carelessly
sailed, such boats might be knocked down nearly on their beam ends,
and, if the crew got scared, or were not careful where they had their
hands and feet, they might get a header; but the yacht, directly the
preBBur6 on her sails had passed, would right herself. Of course it would
be purely the result of gross carelessness if a yacht did get knocked
down on her beam ends; as in the case of squalls the boat should
be lufted, and the jib sheet, if necessary, eased. It will not do to wait
until the squall actually knocks the boat over; she must be eased with lee
helm directly the first breath of the squall is felt. H the boat gets hove
down and loses wOoy, the power of luffing will be gone, and then, if wOoter
got into the mainsail, If righting" would be a. slow process; and further, if
water got into the hold, and if thel'6 were no water-tight compartments, the
boat would sink. With such craft as these it is right to ease the head
sheets first, and not the aft sheets, as by easing the latter the power for
luffing is reduced. and by easing the head sheets it is increased.
Sir W. B. Forwood, writing upon the sailing qualities of these craft,
says: If They are sloop rigged, with pole masts. We have found by experi-
ment that they go to windward much faster with one large jib than with two
head sails. This, I know, is contrary to the genersJ opinion on the subject;
but there is no doubt that the yachts are closer-winded with one jib than they
are with jib and foresail. When sailing on a wind the main sheet is hauled
T 2
Digitized by Coogle
in as taut as it can be got, the boom forming the smallest possible angle with
the keel. The helmsman steers by the luff of the jib, and, as the boats are
very sensitive, they require most careful steering. Very heavy squalls are
frequent, and they come down from the mountains without warning and
with great fury. The boats are aJ.wa.ys sailed through these squaJ.ls, but
are eased a trifle with the helm, so that they do not take the full weight
of the wind; great care, however, is taken that they are not eased so much
as to lose way. The squaJ.ls are generaJIy Ie revolving/' and if the boats
were permitted to stop they would probably be taken next moment aback;
so they are kept going to keep steerage way on, and follow the wind round.
If a squaJ.l be very black and heavy, the jib sheet is eased a trifle, so as to
lu1f quickly; but the main sheet is never in such cases started.
"It is astonishing what a weight of wind these boats will bear; they
rarely sail without a topsail, and I never yet took a reef in my ma.insa.il.
They have 1ft. 6in. waterways, and 6in. coamings to cockpit; still, when
very hard pressed, the water sometimes comes in over the coamings.
The boats, however, are probably doing their best when only two or three
inches of the deck are immersed. In sailing before the wind only fore-
and-aft canvas is and no booming out permitted. As the boats
have a tendency to bury their bows in running and reaching, all hands are
put on the counter, until the ta.ffra.il is almost level with the water; and
the more weight there is put on the counter under such circumstances, the
better they seem to go. .As the boats fla.re out a great deal above water at
the foreside of the rigging (being so short and beamy), they' shoulder' to
leeward, and by trimming aft the shoulder is lifted out of the wave on the
lee bow. On a wind the tendency of the boats is to lift their stem and
depress their bows, but 'shouldering' does not appear to such an extent."
It is quite clear that a yacht which required so much weight shifted
aft whilst moving must be wrong somewhere, and in the case of the
Windermere craft we had not long to search for a cause of the defect.
The midship section was placed only eight or nilte feet abaft the fore side of
the stem; and this fact, coupled with Bft. beam, ;necessarily gave the yachts
a very short and full bow. The bow was given a slight hollow at its extreme
. fore end; but this of itself was not an important relief, and the bow was
essentially one that would bury itself, and be incapable of very high speed,
excepting under a propelling power* out of all proportion to the size of
the boat. The Windermere yachts had, as may be supposed, a com-
paratively long and fine after-body, and if they were driven stern first at a
With. sood atronr and riead7 breeze, the yacht. have thmahed to windward m mil.
(equal to eight and a half mile8), ran BeYeD, and reached eight in 8 hoUl'B 85 minutes; thia would
Jive a mean speed of ner.rJ.y I8YeD knot. per hour. whioh m1l8t be OODIidered uoeedingJ.y sood.
Digitized by Coogle
Lake Windermere Yachts. 2'1'1
speed of nine knOtB what W80B the bow end would Btill Bubside; only, under
Buch conditions, it would form the Btern of the veBsel. Most American
yachtB, which have comparatively short after-bodieB (generally the pro-
portion of after-body to fore-body is aB 4 to 5) Bubside by the Btern at high
BpeedB, and many English yachts which have long bowB and comparatively
short runs do the same-notably the cutterB built by Fife do BO. On the
other hand, yachts of the cod'B head and mackerel'B tail type with short
entrance and long run, bore by the head-that iB to say, the hollow of the
wave forwa.rd iB so large that the bow Binks into it.
The depreBBion by the bow W80B, no dount, in t h ~ case of the Windermere
yachts, much aggravated by the sail preBBure j they have enormous sail a.rea.B
(as much as a modern five-tonner), and as the head resistance they encounter
at high speeds is very great, the depresBion due to the leverage of the sails
alone must be very conBiderable. Also the depression ma.y be increased
through inequalities in the wedgeB of immersion and emermon, and these
latter influences will always have to be regulated by trimming. However,
there is not much doubt that if the Windermere craft had been propelled
nine or ten knots an hour by Bteam, in an upright position, they would still
have "bored," on account of their full fore-bodies. Still the short full
fore-body, conBequent upon the midship Bection being placed so far
forward, need not be an unmixed evil; on a wind, when the Bpeed is
necessarily low, the shorter and fuller bow may be a positive advantage,
and no doubt there is some reason for the old saying fC A full bow eats
itself to windward." However true this may be, so far as the ardency
of the preBsure on the lee bow assisting the boat to windward is concerned,
there is now no room for doubting that a long entrance (of course of the
proper form) is better for sailing on any point than a short entrance.
As the immersion of the counter W80B countenanced by the Windermere
club, there waB no reason why it should not have been treated as an integral
part of the vessel, as it W80B in the. Jullanar. But, strangely enough, at
the time when this chapter was written in 1878, most of the Windermere
craft were deBigned as if they were to be only 20ft. on the load line, with
the counter clear of the water at the sternpost, the counter being BUb.
sequently immersed according to the trim. required in sailing. In the deBign
(made in 1878), Plate XXI., the whole length (26ft. 6in.) allowed by the club
rule was appropriated, and the midship section was placed, as it would be in
any ordinary yacht of Bimilar length, a little abaft the middle of length of
the load water line. The bow iB consequently about 4ft. longer i;han. was the
usua.llength of bow of a Windermere yacht, and the Btern is shorter, but not .
so much as the bow is longer, because the whole length (excepting a couple
of incheB) has been taken for the permanently immersed length.
Digitized by Coogle
Most .of the Windermere yachts show a little less bilge, and are fuller
near the ga.rboards, than the designs (Pla.tes XXI. and XXII.) j but aJl,
we believe, have the greatest beam at the deck.
The No.1 design (Plate XXI.) has 8ft. 9in. beam, and would show
a hollow line of immersion at 20 heel j but the No. 8 design is very clean
on the line of immersion at that inclination.
No. 1 design is of too great displa.cement to compete with sUCceBB
on Lake Windermere, and would be more suitable for coast sailing, where
beaching is not necessary.
No.2 design (Pla.te XXII.) has less disp1a.cement, but would sca.rcely
be able to successfully compete with the Windermere yachts.
No.8 design (Plate XXII.) is of still lighter disp1a.cement, or about
the sa.me as the dispIa.eement of the Windermere yachts. The centre
of buoyancy is a little farther forward than in either of the other
designs j still the entrance is very much longer and finer than that of
any Windermere-yacht was in 1878 j but the after-body, for mere fineness,
olosely resembles the after-body of such a yacht .
.As to the capabilities of the designs for oompetition against the
Windermere oraft of the present, No.8 would probably turn out the
most suocessful. So far as theoretio prinoiples go, either design ought
to be capable of beating the Lake craft of four years ago, if the handling
were equal; and if No. 8 did not succeed, because her bow is too long
and her stern too short, we should, as we stated in 1878, have to begin
to study the subjeot afresh j and aJl the knowledge acquired during the
last thirty years in the way of naval science might have been regarded,
80 far as the requirements of Lake Windermere were concerned, as utterly
useless.
Capt. J. H. Anderson built a boat, at Toulon, from No.8 design in
1879, and he has sailed her successfully in aJl kinds of weather a.ga.inst
all kinds of oraft in the Mediterranean regattas under the name of "Winder-
mere." He mys she never bores by the head, and is as handy as a oat boat.
She "pounders" in a sea a good deal, like aJl suoh craft will, and no doubt
under such conditions along lean 5tonner would easily beat her.
In 1879 Mr. Herbert Crossley built a Windermere yacht (886 Fig. 92)
from his own design, named Syren, and which in some respects resembles the
No. 3 design. He placed the midship section in exactly the same position
as is the midship section of No. 8 design, that is, 14ft. from the fore side of
the stem, and made the counter form a permanently submerged or integral
part of the after-body. He has raced this yacht with great SUcceBB against
the old.fashioned Windermere craft.
The topsail shown on Plate XXIII. is not 80 large as the American
Digitized by Coogle
Lake Windermere Yacht8. 279
sloops of similar size carry. The usual shape of an America.n topsail is shown
in Fig. 48, p.175). It will be seen that the ya.rd is "up and down" the
ma.st and the foot, la.oed to a ja.ck yard, extends fa.r beyond the head of the
main sail. This sa.il is known in America a.s a club topsa.il j it ca.n be only
ca.rried in light winds, and is not adapted for squa.lly weather.
The sa.i.ls of the ya.chts are made of duck, a.nd a.re a.dmira.bly contrived
for flatness by the local sailma.ker. The sloop rig, it ha.s been proved by
li'IG. 9S.
experience, is much the best for going to windward on the smooth water
of the lake, a.nd no difficulty is ever experienced in ha.ndling it.*
The sa.il pla.n is shown in the sketch (Pla.te XXIII.), and it will be
soon that the gear is very simple, all running through single blocks.
The main halyard block is not shown in the sa.il pla.n. The upper block
is hooked to a.n eye in the ma.in rigging iron, about 1ft. 6in. above the
For -,oiDg work at least Sft. Bhould be out off the length of gaff given in the table; thiI
Capt. Anderson found it !l80888&l'1 to do, &lid it bears out the experien08 of the Ameri_ with
their e100pe at -. aU of which have pfl. of onq about half the leDgth of main boom.
Digitized by Coogle
jaws of the gaff. The standing part of the ha.lya.rd is fast to the upper
block; the other end is passed through IL block on the jaws, then through
the upper block.
The hnlls are pumice-stoned outside, and then black lea.d.ed, very great
attention being paid to the condition of smoothness of the bottom.
LAYING-OFF TABLES.
No.1. DaIGJI'.
BecdOJIII .................................... 1
,
8

6 8 '7 8

r--- ----
h.1n. ft. In. h.1n. ft.1n. ft.1n. ft.1n. ft. In. It. In. It. In. It. In. h. In. ft. In
I
Belghtll above L. W.L. to deck ...... 2 7 2 I II 8 2 1 I11t 1101 1 et 1 lit 1 8 1 et 1 'I
1101
Depths below L. W.L. to rabbet
of keel .................................... II
01
211 8 8 ,8 618 7 8 Bl8 81 8 8 8

111 : I fI 1 7
Deptha to under lllde of keel .........
-
3 Si
1 -2* 1
1
-
BI
-
- - - -

8 '
- -
I
Deptha of lead keel .....................
-
0*'81 Ilot II 1 2 2 II If I
ot
1101
- -
HaIf-breadtba on deck ............... 1 It II It 2111 8 8t 811t 21
Si ,
8

,
811 ,8 8 ,I
81
Br.1f-breadtba on L. W.L. ............ 0 7t 1
,
2 II 210 8 '13
8 a .10f 810 8 7t
8 i'
711 7
HaIf-breadtba, No. II W.L. ......... 0

o lot 1
81 ,
tl I 8f 8 1 8 2t 8 OIt BI 2
I 11
61 0 7
HaIf.breadtba, No.8 W.L. ......... 0 Ii 0
61
011 1

1
BI
I11t I11f 110 1 81 1
01' 0 6
-
HaIf-breadtba, No . W.L. .........
-
0 2 0 fI'O 7t 010 0111 o llt 0 'I 0 81 0
III - -
HaIf-breadtba on cIIagoDrJa,1 ...... 0 8f 0 BI 1 It 1 6 1- 71' 1 8 1 lit 1 BI 1 8 1 III 0 lit 0 8
HaIf-breadtbaon dfa&ooa1e,' ...... 0 7t 1 2f 110 2 8t 2 7t HOI 211 2 'Ill 7 I lIf: 1 lit 1 1l
HaIfbreadtlul on cIIafroDrJa, 8 ...... 0 9 1 8t ,
8t '18 8 8 'I 8 Sf 8 618 If, I 7t 1 'I
2 lot 13
HaIf-breadtba on dIaaoDrJa, ....... 10 111 1 101 :I 8 3 8f 8
'I ,
It

21 It 8 '1:8
Si ,
61
I
No. 1 diagoDal radiateB from the middle vertioa.l line of the body plan at 1ft. m. below
L.W.L." and oute the lower water line at 1ft. Siin. from the middle line. No. II diagoDal ndiatae
from the L.W.L., and oute the third water line at 11ft. Diin. from the middle line. No.8 diajroDaI
radiatell from the middle line at lOin. above the L. W.L. No. 40 diagoDal radiatell from the
middle line at 1ft. Din. above L. W.L., and oute the Bide perpendioular Sin. above L.W.L.
No. I. DaIGJI'.
8eoUoDa .................................... II! I : 8 I! 8 i '7 I B I 8 I 10 I 11 I u
---______ 1 ___ -
. I It. In.! h. In.! h. In. ft. In. h. In. It. In. It. In., n. In.! It. In.I ft. In.: h. In. ft. In.
............... 1 It,' 1 :211 '8 8 811 " I :' Sij' 8 i. II 811 '8 I 8
HaIf-breadtba1ft. abo'l'llL.W.L. ... 0 9 11 71,' 8 ;8 218 8t 0 If I t
1
8111 8 BI 8 8 I 5
HaIfbreadtba on L, W.L. ............ 0 8 11 2tl II ot i 2 9 8. Si: 8 7i, 8 9 18 81 8 8 8 1 I II 1
Half breadtlul, No. I W.L. ......... 0 8 0 BI: 1 81 1 101 I 'I 'li 8 '2 101 I 8 I 'I 1 10 1 III 0 61
" " !IrJf.breadtba, No.8 W.L. ......... 0 2 0 8110 B 11 01 1 ,1 8 ,I 8il1 II 1 I 0 8 ,0 ,
HaIfbreadtba, No.' W.L. ......... 1- 0 Ii 0 8t 0 61 0 71 0 Sf 0 9 1
0
71 i 0 0 lIll - I -
HaIf-breadtba, cUagoDal (II) ......... 0 10 1 81' I 61 8 11 8 7 8 101 0 8 11 ,8 9 '18 61' I 111: t
HaIf-breadtba, dJacoDal (/I) ......... ,0 8 1 1 11 7112 1 , 61 2 81 12 9 I' 71' 2 II I lIB : 1 0
BrJfbreadtba, dJaioDr.l (m) ......... I' 0 , 0 61 0 91,1 11 1 fI ,I 61 1 81: 1 61! 1 8 0 111 0 7 ! 0 ,
j I l I 1_
ft diagoDal ill .truok 1ft. 8in. above the L.W.L., and oute the perpendioularB fJ fJ, at " 1
and ft II, 7iiu.. below the L.W.L.
A cJiasoul oute No.8 water Une, ali A 1 and A II, Bin. from the perpendicmlan fJ p.
m diagoDal ill struok 1ft. Sin. below the L.W.L., and oute No. 40 water line, at m 1 and
m II, 1ft. 8in. from the perpeudicmlan fJ p. All the water (horisontaJ.) lines Ihown in the bod,
plan are 1f1; paort.
These depths refer to the .tllling up pieoe of wood forward of lMd keel, and forming fore foot.
Digitized by Coogle
PLATE XXI.

/1tf as
,
,
I
,
,
,
...... -: ----------- i-------__
I I
' I
1 I
,
I
,
,
I
A
1
I
I
I
I
I
,
I
I
I
I
I
I
I
I
!4- !ll
I I
I I I
, ' '
: i ! i/'
! 1 i ,/1
I I I'" I
, I I 1 -,-" ,
:
I I I ' '
I I : I 1
"
ii' 1
I I ' I
I 1
I I

if
/'
/'
I I
I '
I '
I I
I '
/ '
.- '.--,
--
I
I
I
I
I
,
I
I
I
I
1

__ R JI
1 ....... 1-10, "" .. A' -
Design No.1.
Digitized by Coogle
Digitized by Coogle
Digitized by Coogle
Lake Windermere Yacht8. 281
No.8. IneG ...
SectIaas _ .................... -....... I! 2 3 'I 41 8 I 7 8 I II 110 III 12
----- --- - ------ ft. In.lft. In. ft. In. ft. In. ft. In. rt. In.llft.
Deptba below L. W.w rabbet ... - 12 8 3 0 a 3 3 61 3 7t 3 BI 8 7t a , 2 II 2 , I 7
87t la-Bl: : 1,7t
BaIt-lmIIdthaonL.W.L. ........... 0 8l!1 8 lilt' 71 3 It 3 'I 3 8 3 41 3 2, , 91,2 It 1 8
BaIt-lmIIdtha OIl cIIII,!oa&I.._..... 1 1 12 0 2 BI 8 , a II , 0
1
4 It , OJ ,8 lit 3 7 13 1 I 2
BaIt-lmIIdtha on dJaioa&I ..... 0 11 I 1 BI 2 'I 2 111 3 'I 8 7 3 8t 3 7 3 II 3 1 2 71 1 10
Half-Imlldtha on c dJaioa&I ... -.. 0 BI! 1 't 1 llt 2 41 2 91 II 0 3 01 2 111 2 II :I 'Ill lit 1 ,
BaIt-breadtha on dcUacooal......... 0 15 10 11) 1 8 1 8 1 11 2 1 I It 2 1 1 10 1 8 1 OJ 0 7
BaIt-me.dtha on diagonal......... 0 It i 0 'I 0 7 0 9i 0 lit 1 0 1 OJ 1 0 0 10 0 7 0 , 0 0
" diagonal is struck 2ft. 3iin. above the L. W.L., and outs the Bide perpendioulara on the
body plan at II 1 and " 2, at 7iin. above the L.W.L.
b diagonal is struck 1ft. m. above the L.W.L., and outs the Bide perpendioulara at b 1
and b 2, at Sin. below the L.W.L.
c diagonal is struck 7in. above the L.W.L., and at eland c 2 outs the aide perpendioulara
1ft. Siin. below the L.W.L.
eI diagonal is struck 5in. below the L.W.L., and outs the Bide perpendioulara at the
iDtsraection of the Bame with the 4th watsr line.
e diagonal is struck 1ft. 8in. below the L.W.L., and at eland e 2 is 3ft. 2iin. from the
middle vertical liDe o.
TABLE OF DIMENSIONS OF NOB. I, 2, AND 3 DESIGNS.
HULL.
1 2 8
Length, extreme ............................................ . 26ft. 8in. 28ft. 6in. 26ft. 8in.
Length between stem and &tempost... ... ........ ... . : 20ft. Oin. 20ft. Oin. 20ft. Oin.
Greatest beam, moDlded ....... _..... .... ..... ... ...... '
:Beam on L.W.L. monlded ................................... .
8ft. 6in. Sft. 6in. ' Sft. Oin.
7ft. &in. 7ft. 6iin, I 7ft. Oin.
Draught of water aft at &tempost ............ _ ..... -.... .
Diaplaoelll8Jlt .................................................. .
8ft. 5in. 6ft. 5in.
j
8ft. 5in.
7'2 tona.
I
64tona. 5'7 tona.
Area of midship lIIIOtion ... _ ..... _ ......................... . 17'5 sq. It. 18'S Bq. ft. I 1411q. ft.
IrIidBhip II8Ction aft centre of length L.W.L. ........... . OSft. OSft. OSft.
Centre of buoyancy aft centre of L. W.L. . ............. . 05ft. 05ft. 02ft.
)[etaoentre above C.B .................................. _ ... .. 07ft. 073ft. 0S5ft.
Centre of lateral resistance aft centre of L.W.L ....... .
Cen.tre of elron of sails ahead of C.L. ..................... I
W mcht of lead keel -.. ............... ......... ......... ...... i
OOft. 00ft. 01l5ft.
08ft. OSft. 1ft.
4 tons. 3i toJ18. Stone.
SPABS AND SAILS. I
Mut, deck to top...u halyard aheave ............... ...... I
Bowaprit, onteide of Item .................................... I
38ft. 8in. 88ft. 6in. Mft. 5in.
17ft. Oin. 17ft. Oin. 16ft. Oin.
Kain boom, extreme .......... ................. ...... ......... I 25ft. Oin. 25ft. Oin. 24ft. Oin.
Gaff, extreme .......... ,. ...... ...... ... ...... ... ... ...... ... ... I
Topsail yard ._ .......... _ ..................................... .
Foot of mainsail ......... :.... ......... ......... .. ....... ...... .
21ft. 8in. 21ft. 6in. 21ft. 6in.
24ft. Sin. 24ft. 3in. 23ft. 6in.
Head of mainaail............ ... ............... ............ ... ... I 21ft. Oin. 21ft. Oin. 21ft. Oin.
LuJr of mainsail ................................................ I 21ft. Oin. 21ft. Oin. 19ft. Oin.
Leech of mainsail ...... ...... ......... ......... ............... I
Tack to peak earing .................. -..... ......... ......... I
Clew- to throat ............ -.. ......... ... ...... ... ............... I
Foot of foreaaU ............................................... .
86ft. Oin. 86ft. Oin. 32ft. 8in.
40ft. Oin. 40ft. (in. 37ft. Bin.
29ft. Sin. 29ft. Sin. 27ft. Oin.
Ld of foreeail ... ............... ...... .. ... ............... . I 35ft. Oin. S5ft. Oin. Mft. Oin.
Leech of foreeail ............................................... . 27ft. 6in. 27ft. 6in. 25ft. Oin.
Mainsail area .................................................. . 574 sq. ft. 574 Bq. ft. 440 sq. ft.
Foreaailarea .................................................. . 817 sq. ft. 817&q. ft. 272 Bq. ft.
Totalarea ..................................................... . S18 sq. ft. S81 sq. ft. 712 Bq. ft.
Digitized by Coogle
The sections are 2ft. apart, and No.2 seotion is 2ft. from. the fore
side of the stem (Plate XXI.).
The water-lines are 1ft. apart.
The timbers numbered at 1,2, 8, 4 on the sheer plan will be sawn
2in. sided, moulded 8in. at heels, and tapering to 1 tin. at heads. .A.
steamed timber lin. moulded and 1 lin. sided between each pair of sawn
timbers.
Stem 4in. sided; 4in. moulded at head; 1ft. 2in. monlded at aoarph
with keel. Keel 1ft. 2in. sided amidships, tapering to 4in. at its fore
end, and oin. at its after end. Uniform depth of keel 7in.
The keel of Net. 8 design will be lOin. sided amidships, tapering a.t
ends as in Nos. 1 and 2.
The under side of the keel at No. 2 seotion for No.1 and No.2
designs is 8ft. 81in. below the L.W.L.; the underside of the keel at the
sternpost is 4ft. 61in. below the L.W.L. .
The draft forward of No. 8 design is leBS than the others. The
depth to under-side of keel fore and aft will be found in the table for
No. 8 design. In other respeots the sheer plan aooords with each
design.
The sternpost is oin. sided, and 7in. moulded at the heel, where it
is tenoned into the keel.
Garboard strake 1iin. Plank lin. Top strake lin.
The general plan of floor construotion is shown by figure A, Plate XXI.,
whioh represents the mid-section; this plan will extend from No.8 station
forward to the sternpost. a a are the timbers or frames joggled on to
the keel as shown; k is the keel; l lead keel; ,stout iron knee floors;
d head of a yellow metal bolt passing through iron floor, keel and leacl
keel.
Figure B shows the floor oonstruotion of seotion 11 beyond the
sternpost; k is the oounter keel and tJ a are frames joggled on to it 88
the frames are to the main keel; is an iron floor knee bolted through
the counter keel at d.
A better plan of floor construction will, however, be found given for
the ltohen boats, three and five tonners, &0., farther on.
The rigidity of the counter aft will be maintained by angle iron
stays, arranged something in the manner adopted in the construction of
Jullanar. The counter keel, k, is 41in. sided and oin. deep; m is a
stay of L iron or .L iron bolted to the counter keel and to a deck
beam; there are two such stays 88 these, and from the counter keel
they gradually spread out until where they are bolted to the deck beam
they are 8ft. apart. Two other similar stays as n (shown) are fixed to
Digitized by Coogle
PLATI IXDI.
'.
Digitized by Google
2i
at
ti
et
de
stl
is
wI
fo]
thl
d:
ke
sta
JU:
sta
be.
the
thE
Digitized by Coogle
Lake. Windermere Yacht8. 283
the lower end of the keel, and held together at the back of the dead
wood at the sternpost by a bolt. To insure the keel and counter frame
against being forced away from the sternpost a kind of yoke made of
T iron is bolted to the keel and brought round each side of the stern-
post, where the ends are bolted to the timbers or frames that abut
therefrom. The stretch D shows this yoke 0 bolted to the keel k and
frames a a. The sternpost is shown by 8, and the rudder post and
trunk by (D. In the sheer plan a section of the .1 iron yoke is shown
at o.
Digitized by Coogle

CHAPTER XIX.
YACHTS OF THE NORFOLK BROADS.
Sou years ago the favourite rig of the boats on the Norfolk rivers and
broads was the lateen (see page 225); but the sloop and cutter rigs have
now entirely superseded the cumbersome lateen. In model the modern
craft somewhat resemble those of Windermere, an immersed counter being
necessitated on account of the tonnage rule of the loca.l clubs adding half
the overhang abaft the sternpost to the length 1?etween stem and sternpost
on deck fo. tonnage. (The tonnage is computed by the old Thames rule.)
Of course it was soon discovered that it would be an advantage to put
half the counter permanently in the water, as by this means a greater
length of water-line was obtained with the advantage of the short keel.
. Like the Windermere boats, those of the broads have a deep forefoot,
but unlike them they are restricted in draught of water on account of the
shallowness of many of the streams and broads, and, with their high
floors and deep keels, they pa.rta.ke of the model yacht type.
Owing to their deep forefoot and short keel they turn on a centre
farther forward than. is usual, and require a large jib to pay their heads off,
the latter occasionally being kept aback to get them round short in very
narrow waters. At the same time a good weight of ballast is appreciated
to keep the boat going in tacking, and they spin round on their fore foot
very quickly. In this they are aided by a large rudder, which in torn has
rather a long lever to act on, as the centre of lateral resistance is so far
forward; and, moreover, they have a clean run of water to the rudder.
The Arrow,' Plate XXIV. (drawn by Mr. Christopher Davis), represents .
one of the deeper and larger type of yachts. She is said to be a fairly good
sea boat, and has more than once distinguished herself over outside courses.
She is the property of Mr. B. V. Winch, and was built by J. Kemp, of
Mutford Bridge, Lowestoft, in 1877. (For body plan see Fig. 93.)
The yachts of the broads, like those of Windermere, have one enormous
..
headsa.il set on a very long bowsprit. Also the gaff is unusually long
Digitized by Coogle

8
~
~
----r---.. ------------- .. -
r ; : : : : : = : : : = = F = = = ~
-
I IT
- ~ ~ - - - - - - - - - - ... -.
\\
\\ j
Digitized by Coogle
PLATE nf.
Digitized by Coogle
Digitized by Coogle
minutes, but none of the boats of the broads competed. The dimensions
of the Peri are 245ft. by 75ft.
For deep water the Constance would be improved. by a deeper and
more rookered lead keel, and probably on the broads she would baTe been
better if, contrary to local practioe, the forefoot had. been out away more.
But in sailing in suoh narrow or shallow waters a great deal depends upon
practised and patient handling, a.nd those who are used to the local craft
are slow to get acquainted. with the peouliarities of anythiDg different.
The dimensions of Anow, Oonstance, and Trixie are as follows:
LeDgt;h ov .. all ............................................... .
Leugth on deck, stem ~ Btarnpoet ....................... .
Length on water.line ......................................... .
Beam extreme .................................................. .
Dra118'ht of wat.. ........................................... ..
Displa.oement .................................................. .
C.B. aft oentre L.W.L. . .................................... ..
C.L.R. ditto ..................................................... .
C.E. of ... iluhead of oentre of L.W.L ................ ..
Maat deok to hounds ........................................ ..
Maathead ....................................................... ..
Topmaat fld to ahould ........................................ .
Boom extreme ........................ '" ....................... .
Gal! extreme ...................................................... .
Bowsprit ontboard ............................................ .
Area. of maiJUIail ................................. '" ........... .
Area of jib .................................................... ..
Total _ lower aai1 ......... '" ............................. .
Xaat stepped from stem .................................. ..
Lead keel ....................................................... ..
Inside baUut ............ . ................................... .
Arrow.
88ft. 6in.
29ft. 6iD.
84ft.
10ft.
6ft.
lS'5 tons.
07ft.
at oentre.
18ft.
80ft.
6ft.
S7ft.
81ft. 6in.
S6ft.
S6ft. SiD.
8SS aq. a
5110
1MSlq.ft.
9ft. Din.
St tons.
4t tons.
81ft.
23ft.
27ft.
SIt. lltiD.
4ft.6in.
5'7 tons
o-71t.
08ft.
Nolt.
ZSft.
5ft. 6in.
19ft. 6iD.
29ft.
S8ft.
SIIft. 6in.
66S aq. It.
850 sq. It.
1012 sq. ft.
7ft. tin.
8t tou.
80n
TABLE OF OFFBET8-CONSTANCE (PuB XXVJ.).
Station ....................................... 1 2
I
8 4 Ii 8
---
-
ft.iD. aiD. ft. in. ft.in. ft. in. ft. in.
Heights above L.W.L. to deck .........
S 5 S S 2 0 111 1 10 1 10
Deptha to rabbet-line of keel ............ 211 8 8
- - - -
Depth of lead keel ........................
- -
1 S
- - -
Half.breadtha on deok ..................... 1 0 1 t S 4t S t SlOt SlOt
Half. breadths 1ft. above L. W.L. 010 1 8 S 4t S tt Slot Slot
Halfbreadthaon L.W.L ............. :::::: 0 7t 1 5 S HS 7t
S tt S t
Half.breadthlon No. S W.L ............. 0
6t
1 S 1 lOt S 4,fS 7t S 6
Halfbreadtha on No. S W.L ............. 0 41 o lli 1 Ili S Ot S st S It
Halfbreadtha on No.4 W.L ............. 0
8i 0 Si 1 2i 1 7t 110i 1 7t
TrbIe.
S7ft. 6iD.
SOft. 6iD.
Uft.
6ft.6iD.
8ft. !liD.
7 8
1t.iD. ft.iD.
1 lOt 111
8 8 1 S
1 I
-
S
Bt
2
1St
S St 2 8
S 4t
1 6
1 lit 0101-
1
5l
0 8
o lOt -
Half.breadtha on No.5 W.L ............. 0 2 0
lSi o 10i 1
Halfbreadtha on No.6 W.L .............
2t 1 4i 1 Ii 0 1St -
0 1 0
at 10
7 o 10! o 11i 0 9 0 at -
Half.breadthaon underai.de of wood keel 0 2 0 a 0 5 0 7 0 7i 0 8 0 ai
-
The _tiona are apaoed 3ft. apart. Tha water. linea are 8in. apart.'
The stem fa 8tin. Bided. The aternpoet 4iin. There is a double oak frame at eaoh station
2iin. moulded at heela, tapRing to 1tin. at heads and 11in. aided. Between eaoh pair of framea
are two Amerioan elm ateamed timb8l"a 11in. aided and 1iin. moulded. Plank lin. Wok, not
inoluded in the halfbreadtha given in the table of oirleta. lin. Hunt. metal bolta for lead kBll,
apaoed 1ft. 8in. from opposite aideB of keel, .. ahown in the dralriDJ.
Digitized by Coogle
~
I
ti tiTANCti'"
8.69 r_ 'l:R.A.
BUilT BY MD.!MCHAII8RS I PAGE
'ROM" DES'" I\'
DIXON KEMP,
--+-=::::= .................... : : : : = - - . l . - : : . ~ : ~ ~ !lEmA .
zed by L
Digitized by Coogle
I
CHAPTER XX.
ITCHEN BOATS.
THB boats of the Itchen Ferry fisherman have a very high reputation in
the Solent, and no doubt they are of a superior model to many coast
fishing craft. For more than a century match sailing amongst them has
been an annual occurrence, and probably the oontests on these occasions,
combined with the true racing spirit which animates all the Itchen-
Ferry-men, have tended to produce and maintain a model adapted for
speed; and the nature of the work the boats are put to has happily
prevented their sterling qualities as hard weather craft being in any way
sacrificed to the exigencies of competitive sailing. The standard of value
for competitive sailing among these boats has always been simple length,
and if the theoretical tendencies of such a rule is generally to produce
mere skimming dishes, it has hitherto had no such effect on the Itchen
fishing boats. Of late years, too, gentlemen fond of racing small craft, have
built boats on the Itchen model, and these, although still competing
under the "length rule," do not grow more beamy and shallow, but on
the contrary (owing to considerations hereafter to be referred to) have
become le88 broad in the beam, deeper, and of greater displacement.
The designs shown on Plates XXVII., XXVIII., and XXIX. represent
the fishing boats, aud the racing craft, such as they were, until 1878; when
heavy lead keels and overhanging stems and counters were introduced,
as shown by plates XXX. and XXXI. The overhang forward was
not, however, introduced until 1882, when the Bonina and K e e p s a k ~ were
built.
The design shown on Plate XXVII. was made by Mr. Shergold, a
well-known draughtsman of Southamptou, to compete in the 27ft. class
in 1877. It has not been altered in any way, but a scale was made to
correspond with .. length ou deck of 30ft. 4in. This gave a beam of
9ft. 6in.
Digitized by Coogle

-- ------ -- - --------
The Rayonette, particulars of which are _ given in the tables, was
originally 27ft. long, but was lengthened in the spring of 1877 to 29ft. 9in.
She competed with great suocess a.mong the Itohen boats, and even against
yachts built to compete under the rule tonnage j but in 1882, although
brought out with a larger sail plan, it was found that she was out-
olassed by the modern Itohen yachts with enormous lead keels.
At the same time a modern 30ft. Itohen yacht would stand no chance
at aJl a.gainst a modern IO-tonner 43ft. on the load line; but in 1876
and 1877 the Rayonette figured very fairly in the IO-tons class, a.n.d in
a good breeze, but failed in running a.n.d reaching, as the ordinary
IO-tonner had about 9ft. more length. For instanoe, in a match of the
Prinoe of Wales Yacht Club, sailed in June, 1877, in a good strong breeze,
between Rayonette (9-tons), Lily (IO-tons), Mildred (IO-tons), Zephyr
(IO-tons), Alouette (5-tons, 335ft. long by 5'8 bea.m), the Rayonette was
absolutely the last reaching down the river to Southend; being 12 minutes
astern of Lily, which was leading. In the thrash back, with housed
topmasts, Rayonette passed all but Lily, and gained 4 minutes on that
craft. This probably may be taken as a good exa.mple of what a boat
like Rayonette could do at the time stated with tonnage boats, * and it is
evident that what she lost in running and reaching could not be made
up over the sa.me ground by what she might gain in beating. No addi-
tions to the bea.m would improve these oraft so as to enable them to
oompete suocessfully with the IO-tonners; and, judging by the per-
formanoes of the modern 80-footers, Bonina with Buttercup, or Keepsake
with Myosotis (MB Mildred), even the heavy lead keels and great draught
of water will not put them on terms with a IO-tonner. .
It will be noted that the length of the design (Plate XXVII.) is
80ft. 4in., but the sternpost could be brought upright from the keel, so
~ h a t the length on the water line did not exoeed the 80ft. limit; the usual
practice in all olubs now is to follow the Y.R.A. role and take the length
on the L.W.L.
Not that it is antioipated anyone would build a boat from such a
design at this time for racing: the day has gone by for that; still, the
body plan would serve, as it is only the weight and depth of lead out-
side and the counter whioh have been muoh altered.
The 30ft. design a.n.d the 27ft. design being identioal, w ~ need make no
remark about them.
The 25ft. (Plate XXVIII.) boat was designed by Mr. Shergold for
Mr. Fay, who sucoessfully raced her under the na.me of Salus; she was
It also, we belieTe, baKS out the u:perienae on the Mer887"hen the Wonderful sailed
apinBt the lOtonDera there.
Digitized by Coogle
Itehe", Boats. 289
bought in 1871 by Mr. Beavor Webb, who re-named her Israfel. She
won ten prizes out of twelve starts whilst in Mr. Webb's hands, and he
sold her to Mr. H. Little, who raced her with varied success, under the
name of Wild Rose, in the 25ft. cl888.*
The 21ft. (Plate XXIX.) design represents that of the Oentipede, the
most successful fishing boat ever turned out by the late Mr. D. Hatcher. In
the drawing, the design is represented as for a boat of 22ft. 8in. length, but
all the sections are exactly as they were in the 21ft. boat, the spact,ng
between the sections only having been increased, so as to bring the length
up to that necessary to make 5 tons with the same 8ft. beam. The water-
lines, with the extra. spacing as shown, certainly look very much better,
even than they did in the 21ft. design, and no doubt a boat of the extra.
length would be a very fast and capable craft; but would be ineligible
for the 21ft. class. The Oentipede, we might say, had very much less
weight in her iron keel than given in the table, and the siding of her
wood keel was less: the siding of the keel has been inoreased solely with
the object of getting more lead underneath it; but it by no means repre-
sents what a 21-footer of the present day would have.
The Itchen boats are always oarvel built, and are uma.lly decked
forward, with a stern sheet aft, and are open amidships with a water way
and ooaming romid. The floor construction is variously contrived, but the
most approved plans are those shown in the designs for the 80ft. and 28ft.
boat respectively (Plates XXVII., XXIX., and XXX.) Sometimes a hog-
ging piece, or keelson, of wood, i r o ~ , or lead, is worked upon top, the
main keel of about half the siding of the latter, so as tQ form a stepping
rabbet for the heels of the frames. A sectional view of this construction is
shown at midship section, Plate XXVII. The heels of the timbers rest on
the top of the main keel, and are spiked to the keelson. The whole is
secured by iron floor knees, bolted through frame and plank. Aft a
stepping line to take the heels of the timbers has to be out in the dead
wood. The spaces between the plank floor and keelson are filled with
concrete made with cement and boiler punchings, or cement and lead
shot. This is smoothed off level with the top of keelson.
In the 21ft. design (Plate XXIX.), no keelson is worked. A ,stepping
line is set off on the keel and dead woods, as shown by B. At each
station for a frame, a joggle is cut in the keel and dead wood, b b, for
the heel of the frame to be step-butted in, as at a, a, a. A sectional
view of this fitting is shown by A. The heels of the frames are bolted
through the keel, and the whole is secured by iron floor knees. This
AI notmt1:7 .. September, 1879, Ihe oompeted nOO8llful17 on Bonthampton W.tar apfDat
aD the anok ltoheD boat..
17
Digitized by Coogle
pla.n is to be preferred, unless the keelson is of metal, on account of it
having an advantage for ballasting. .A:ny spaces left between the sides
of the keel a.nd the pla.nk should be filled with concrete, made as
described. The rabbet (f') will be cut as shown, and the garboard strake
should be fastened with as long spikes as practicable.
All the Itchen boats have, we believe, what are known as tf raking
midship sections;" that is, the broadest width of each succeeding water-
line is progreBBively farther forward, from the load water-line downwards.
his peculiarity is most apparent in the Centipede. It will be seen
that her greatest beam on the L.W.L. is very far aft of the greatest
brea.dth of the lower water-line. The introduotion of lead keels and
the reduction in the proportion of beam to length, will perhaps cause
the rake given to the midship section to be somewhat modified in future,
a.nd its a.dva.ntage under a.ny conditions is at least a debateable point.
With regard to the proportion of. beam to length there was evidenoe
that the .proportion was gradually getting less; there is no doubt that
the lea.d keels and lead ballast were the cause of this, perhaps aBSisted
by an apprehension that at some time or the other the boats will
have to compete under the ft tonnage" rule. However, Mr. C. P. -
Clayton, designer of the Keepsake (Plate XXXI.), has designed a SO-footer.
for Mr. A.. Manning, with 6in. more beam than that craft; and the fisher-
men still patronise beam, without any such apprehensions, and one of the
most successful boats in their class has 9ft. brea.dth to 21ft. length. *
Until 1876 an Itchen boat was never seen with a counter; now
counters have common, but, as the regular Itchen boats are
square sterned, we have so represented them in the preceding designs
.A counter of course gives them a more finished appearance, and helps
hold the boats a little if much pressed on a broa.d reach. They, how-
ever, make very little back wa.ter wash oft the lee quarter, as the
transom is so high set. If a counter were given to the preceding
There is not muoh doubt that a heavy lead keel (and a Uttle leas beam if thought deairab1e)
is Afar than 80 vert muola beam and very Uttle outaide weight. The Ilahing boats formerly had
very Uttle aidiugto their keels, and the weight of iron that could be got underneath wa.a oonaequently
very amall. It is generaJly thought, however, among the Ilahermen, that a foot or 80 utra beam
will. more than oompenaate for the abaenoe of a ton or 80 weight on the keel. There is a very
great miata.ke about this, and the bea.mieat of the Itohen boate, as they are neoellllllol'ily the
ahalloweat, and have, moreover, Uttle or no weight outside and loose baJIaat inside, are by far
the moat unAfe, aa, although very ati1r at firat, they lose their righting power aa they get near
their beam ends. In 1880 one of the bea.mieat of the Itohen boate (19ft. by 9ft.) waa oapaized in a
squall 'hrough the loose ba.lIaat abifting, and a bea.my Itchen boat with no great weight on her keal
requires aa much Iooking after in a squall aa a Una. The value of a keal is now, however,
80 muoh recognised that 80me of the Ilahing boate recently built have moderate beam and lead
keal Lead is ohoeen in preferenoe to iron because there is leaa trouble with the futeniDr, it
does uot IIOIIole 80, and, Daoreover, lead is very cheap jut uow.
Digitized by Coogle
1

oS
~
~
1
t
f
.....
iii
. a
~
g
+
1
~ ~
j
1
I
p:t
~
:$
....
Digitized by Coogle
Itchen Boats. 291
designs, the buttock lines would be dropped a little a.t the transom,
according to the length of overhang. The transom would have to
be a little wider, too, as otherwise the counter would be very narrow at
the arch board.
J'Ia. H.
L&.YING-OJ'JI' TABLE I'OB SOrr. 4m. BOAT (S .. Pw.TJI :r:xvu. .um :&'IG. 9').
l!I'o. of Seoticm 1 I 8
,

5 6 7 8
r-
ft.. in. ft. in. ft.in. ft.in. ft. iD. ft.in. ft.iD. ft.iD. ft. iD.
HaIght. aboT, I.. W.L. to top
timbers ......................... 810 8 5 8 1 B 10
Depths below L.W.L. to etep..
II 9 II 9 II 8 II 8t II 9t
piDgJiDe ........................ II 8 8
,
8 7 8 7 8 7 8 7 8
,
I 6
-
Deptha below L.W.L. to under
aide of keel .....................
,
0
- - - - - - -
,
8
Halfbreadths at gunwale ...... 1 5 1111 811
,
5t , 8l ,
8
,
8 3 9 a 9t
Halfbreadthe on L.W.L. ...... o lot a at 3
5f ,
8
,
Sf 4.
:t
- - -
HaIfbrea.dtha on cliagoDal II ... 1 4.t a lIt 4. ot 4. 8 4. 9f 4.
, 7
3 lIt II 10f
Halfbreadths on diagonal II .. 1
4.l
2 lIt 4.- It 4. lot 5 Of 5 Ot 4. 8 8 9t a 5
BaIfbrea.dtha on diagonal! '" 1 3t 2 9t 811 4. 7 4. 9 4. 8t 4. 2 8 HI 6
Halfbreadthe on diagonal .... 1 1 I 4. 8
4.i
8 101 4. 0 811i 8 4.1 a Ii 6 0
Halfbreadthe on diagonal _
010 1 91 II 6t 2111 8 0 211 2 4.f 1 4.f 0 If
Balf.breadUas on diagonal ft .. 0 5 1 H 1 9 1 lIt 1 111 110t 1 5 0 81 t It
Halfbreadthe on diagonal , ... 0 11 0 81 o 11i 1 Ol 1 ot 1 0 0 8 0 8 0 If
No.1 eeotioD.lII8ft. from the extreme fore aide of litem. All the other aeotiODl are 3ft. 11in.
..,..n, but the aft aide of the tnuom ia only 8ft. lOin. abaft No. 7 seoticm. The midlhip l18Ction
iI midW&7 betwMD No. 4. a.nd No. 5111OtioD. The water lin. are 1ft. 1iin. apart..
Diagou&l II ia struck 8ft. above the I.. W.L., a.nd at II 1 and II 2 out. the perp8Ildioulan l' jJ
1ft. Sin. aboTe the I.. W.L. DiagoDal Ii iI struck 2ft. 8in. above the I.. W.L. DiatroDal! iI atruck
1ft. lOin. aboTe the L.W.L. DiagoDal. ia struck lltiD. above the I.. W.L.
U 2
Digitized by Coogle
--
DiagonaJ. "', lot '" 1 ud '" S, is 2ft. llin. from the middle vertical line o.
Diagonal,., at n Iud n S, is Sft. Din. from the middle vertioaJ.line o.
Diagonal " lot s 1 ud , S, is 1ft. Sin. from the middle vertical line o.
All the half.breadthB are withovt the pla.Dk I but in the dra.wing the boat is repruanMd with
the plank on.
. The Iud keel will be S8ft. 6in. long, 9in. deep at ita fore end, 1ft. Sin. amidahips,ud llin. aft.
The breadth of the keel on the top at ita fore end will be m. I amidships, ?in. I aft, 4in. I
1UIiform breadth of the undll1' Bide, 8in.
LAYING.oFF TABLE FOR 27rr. BOAT (B PLAn XXVII. AND FIG. 94).-
No. of BectiOn .................. iIi S 8 4 I( Ii 8 7 1 8
I I
---------1--------------------1--
i ft. in.' ft. in. ft. in. It. in. ft. in. It. in. ft. in. ft. in. ft. in.
Heighta to top of timbere ' i
.bove L.W.L ................... IS Ii '8 01 2 Sf S 8 SlitS 4t 2 4 2 4l 2 8
Deptba below L. W.L. to Btep- I I
1 8 0 8 2 8 S 8 S S S 8 0 1_
aide of wood keRl ...... ...... I 8 7 , - I - 8 10
Halfbreadths lot gunwale... ... ,1 8 2 7 I 8 8 4 0 4 Ol 4 0 I 8 10 I 8 4 ,S Ii
Halfbreadths on L.W.L ....... ,0 9 1 11i I 8 It I 8 9l 4 0 i 8 lIt 8 8 8 8 1",-:. ..
Halfbreadths on diaffonal G... 1 8 2 71,S 7114 1l i 4 8 14 21 4 1 .. us-
Halfbreadths on diagonal. Ii ... : 1 S 2 71, 8 8t 4 4 I 4 6t I 4 51 4 It 8 4t; S S
Halfbreadths on diagonal I... 11 Ii 2 5i I 8 5t 4 1 4 Sl 4 S 8 9 S 91 i 1 4
Halfbreadths on diagonal .... 10 lIt 2 It IS 111! S lil' S 81lS 8 S 0 S 0 5 01
Halfbreadths on diagonal til .. i 0 8t 1 7 Is 8 Is 7t 12 ?lIS 7 2 2 1" 8 I 0 Ii
Half.breadths on diagonal ""'1 0 4f 1 0 i 1 6 I 1 8i 1 9 1 8 1 8 0 7t 0 It
Halfbreadths on diagonal ... 0 It 0 8 : 0 9i! 0 11 i 0 lIt I 0 lOt I 0 7l 0 8t, 0 Ii
---- ------
No.1 lection is 2ft. Sin. from the erlreme fore lIide of stem. All the other statiOnB are
8ft. 6in. apart, but the aft side of transom is oDly Sft. m. from No.7 section. The midship
Beotion is midway between No.4 ud No.5 sectiona.
The water-linee are 1ft. apart.
Diagonal G is stniok Sft. 8tin ... bove the L.W.L., Io1ld at G IIo1ld all cata the perpandicalan
p:p 1ft. Slin. above the L.W.L.
Diagonal Ii is strack 2ft. 21in. .bove the L.W.L.
Diagonal 1 is strack 1ft. ?lin. above the L.W.L.
DiagonaJ. " is strack 9in. .bove the L.W.L.
DiagonaJ. "', at til 1 Io1ld '" S, is 2ft. 7in. from the middle vertical line o.
'OiagonaJ n, at " 1 and n II, is 2ft. 6in. from the middle vertica.lline o.
Diagonal " lot 1 and , S, is Ift. lin. from the middle vertical line o.
All the halfbreadths are without the pla.Dk, but. the drawing repreeenta the boat with
the plank on.
The lead keel will be IIIft. long, Sin. deep at its fore end, 1ft. lin. at the midship aeotion,
1ft. at No.7 section, and 9in. at ita after end; breadth, 8in. amidships, 8tin. forward, 4in. aft
on ita upper aide I breadth on ita under side, Slin. aJl through.
LAYING-OFF TABLE FOR 25rr. BOAT (Sn PLATlI xxvm.).
No. of Beotion .............................. '-I' 1 S 8 1 4 ! I
---------------I-
f
-
t
.-
in
-.: '-ft-. -in-. ft. in. I ft. in. I ft. in. i ft. in. I ft. in. I ft. in.
HeightatotopoftimbereaboyeL.W.L. 3 S 2 10 S 7l ,S it S 4t S 4.t, 2 51IS 7
Depths below L.W.L. to rabbet line... 1 8 2 9 3 1 S 21: 3 2 S 10 1 8 'I -
Halfbreadths at gunwale ............... 1 31 S 11 3 9 4 01 , 4 Ot I 3 8113 0 S 5
:t : : : !t
Halfbreadths on diagonal "'...... ...... 1 Ot 2 7t 8 8 ( 4 4l 4. 8 13 8 S 4t 1 9
Halfbreadths on diagonal n ...... ...... 0 at 1 11 II 10 8 at 3 0 S 2i 1 1 0 lit
Half.breadths on diagonal. ............ 0 It 0 10 1 31 1 6l 1 8t 0 8 10 It 0 1
This deeign is the same as the 30ft. c. deeign, the.oa1e oDly hann. been altared.
Digitized by Coogle
--------------- ------,-------------------------------l------------.-1----_
\

I
Digitized by Coogle
~ ~ = ~ ~ ~ ~ - - - . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
~
.....

C<I
""
!il
I=i
03
z::!
C<I
C<I
\
\
t
ill
\ 1-
. ~ ' . .J
litized ,00
lteken, Boats. 293
No. 1 ~ ia 11ft. from the utreme fore aide of. litem; III the other laotians r.ze 8ft. 6in.
apart, but the transom ia (at the deck) 2ft. bam No.7 II8Cltion.
The waterlinea r.ze 1ft. apart.
Diagonal 11 ia Btrack 2ft. Sin. above the L.W.L., and at I; 1 and I; I outa the aide perpen.
diaul&ra:p:p lltm. aboye the L.W.L.
J>iasoual '" ia Btrack 1ft. 8in. above the L. W.L., and at '" 1 and '" I outa the aide
perpenctiaulara:p :p &tin; below the L.W.L.
J>iasoual" ia Btrack 7tin. above the L.W.L., and at " 1 and" 2 outa the aide perpendioulara
:p:p at 2ft. below the L.W.L.
J>iasoual 81 ia Btrack 1ft. below the L.W.L., and at 81 1 and 81 2 ia 8ft. 4rin. bam the middle
vertioaJ. line of the body pIau.
All the half.breadths r.ze wi'1&old the plank juat aa the otherl r.ze, in readin_ for eattina' off
in the mould loft; but the deaign ia Bhown with the plank on. Tbe deaign al80 ahowl a keel of
cmlJ Sin. aiding amidBhipa, inBtead of. the thiokneaB we bye livID in the a b ~ .
LAYING'()FJ' TABLE :rOB 22rr. 8IN. BOAT (Su PuT.l XXIX.).
No. of Seotion ....... 1
II ........... L ........ ...1 ... ' .. .1... ' ...
8 I 8
;,d- --
ft. in. ft. in. ft. in. ft. in. ft. m.
Heighta to top of. timbera
above L.W.L. ............... 2
612
S I, 311 112
ot 1 lit 1 11 1 1111 llt'l Ot I 1
Depths balow L.W.L. to
_ping line (.) ............ 1 8 I 012 liS I I 3 2 31 I 3 ,I 1 1 810 61
Balfbreadths at ganwale... 1 6t2 6t 3 Iti3 6U
8tl3 8
3 8i 3 St'3- I 2 8 2 st
Balf.breadths on L.W.L. .., 0
8t 1 8 I 6t3 31:3 8 S 8 3 6t
i
3 01
1
1 Bt,O 3t
o 1
Halfbreadths on 2nd W.L. .. 0
BiO 8 1 "li1 10 12 112 0 1 Si'O 8t
'
0 3 0 1
-
Halfbreadths OD. diagoDal ,. 1
712
71.3 4t
'
3 lOr
2.4 2t 4 1 Is 10 is S12 lOt 2 7
Halfbreadtha 'on diagoDall;. 1
St2 S3238U
l1i4 2
4 OtH 8 Is 1t'2 3t 1 lOt
Balfbreadtha on diajronal til 1
212 012 8t3 2iS 613 6t 3 "l'1 11 \2 2tt 3
010
Halfbreadtha OD. diatronal '" 0 8 1
411 11 I 3111
4tl2 4
2 1t11 8t 1 1 0 4 o It
Ba.If.breadtha on diagoDal 81. 0 2tO 61010 1 ott 111 Ot o 8t
l
0 6tl0 Bi - -
No.1 aootion ia 11ft. 4in. from the extzeme fore aide of the .tem. All the other Beotiona r.ze
Sf'- 2m. apart, but the aft Bide of. transom ia o ~ lOin. bam No. 10 leotion.
The waterlinea r.ze 1ft. apart.
DIatrozur.l , ia Btruok 11ft. Sin. above the L.W.L., and at' 1 and , I outa the perpendioalara:p:p
lOin. above the L. W.L.
Diagonal I; ia atruck 1ft. lOin. above the L. W.L.
DIatrozur.l '" ia Btrack 1ft. liin. aboye the L.W.L.
Diagonal" ia lfiruck 3m. above the L.W.L., and at " 1 and " 2 ia 11ft. lOin. from the middle
vertioaJ.line 0, and 1ft. 7in. below the L.W.L.
DIatrozur.l81 ia lfiruck at the 2nd waterline, and at 81 1 and 81 2 ia 1ft: SiD. out from the middle
vertloaJ. line 0, and 1ft. 8tm. below the L. W.L.
The aide perpendioulara :p :p r.ze 3ft. 1lin. out from the middle vertioaJ. line.
All the halfbreadths r.ze wi'MtI' the plank, and the boat ia repr8ll8D.ted in the drawing
WAotI, the plank.
Depth of. lead keel at ita fore end, 7in.; at ita amidBhips, 8tm.; at ita aft IDd, Slin.
Width (aiding) of lead keaI at ita fore end, 2tin.; at ita amidBhips, Stin.; at ita aft end, 4rin.
Length r,f lead keel, 14ft.
211"1'. BOAT.
For the 21ft. boat the same la.ying-off tables will be used, the sections
being identica.l with those of the 22ft. Bin. boat. The spa.cing between the
sections is, however, leBS.
No. 1 section is' 2ft. 2in. from the extreme fore side of the stem j all
the other sections are 2ft. a.part, but. the transom is only lOin. abaft
No. 10 section.
Digitized by Coogle
SCANTLINGS.
80ft. 27ft. 25ft. 28ft. 21ft.
SidiDg of litem ........................... 3iiD. SiD. SiD. 21iD. 2tm.
SidiDg of Btampoat ..................... 4in. 31in 8iiD. SiiD. 8iD.
Siding of keel amidshipa ............... 7in. Sin. 6in. $liD. Sin.
SidiDg of keel fore end ............... 8iiD. SiD. 3iD. 21iD. SliD.
Siding of bel .tt end .................. 4oiD. 8iiD. 8iiD. 3im. 3m.
Moulding (depth) of keeL ............. 7in. 6iiD. 6iD. 5iiD. 5iD.
Siding of timbers ........................ 2in.
.
Sin. Itm. lim. liiD.
Room and apace ........................
I
1ft. lliD.
I
Ift.9in. 1ft. 9in. 1ft. liD. 1ft.
Thiolmeaa of plank. .. ................ lin.
I
liD. 1m. tiD. tiD.
Thiolmeaa of prboard atra.ke ..... liin. liiD. 1iin. liD. 1m.
Thiolmeas of top strake ............... 1iin.
1
1iin. liin. liD. lin.
Thiolmeaa of olamp ..................... HiD. liin. liin. 1iiD. liin.
Thiolmeaa of transom ..................
I
2iin.
I
Slin. 2in. 2iD. Sin.
Breadth of rudder
1
3ft. 2ft. 9in. 2ft. 6iD. 2ft. 3iD. 2ft.
.....................
I
An inch atra.ke &B a wale should be worked above the ___ liJle at the broMeat pad
of the boat; this will make the boat the required width.
DIMENSIONS, &0.
~ - - - - - - - - - - ~ - - - - - - ~ - - - -
22ft. Bin. I 21ft.
7ft. lOin. I 7ft. lOin.
Lagth, fore aide of. litem to .tt aide
truaom on deok ................... ..
Breadth (moulded) .................... .
Breadth with plank on ................ .. 8ft. 8ft.
Draught of _ter, extreme .......... ..
Disp1aoement .......................... .
30ft. 4oin.
9ft. 4in.
9ft. 6iD.
5ft. 4in.
9toDS
27ft.
8ft. 4oin.
8ft;. Sin.
40ft. lOin.
6'5 toDS
25ft.
8ft. 7iD.
8ft. 9iD.
40ft. lin.
5'8toDS
8ft. 4oiin. 8ft. "liD.
3'8 tans 8'5 tou
DisplMement per inob of immereion
at L.W.L. ............................. . 9m. 7owt.
Weight of ballaat inaide ............. ..
Weight of lead keel ................... ..
TOJIIIIIIII Y.R.A.. .......................... .
8i tona 2i tons I
2toDS 8owt.l ton 16owt.
9ft 7H
6owt.
2 toDS
li toDS
6H
SPARS AND BAILS.
-- --- - ---
I
SOft. 27ft. 25ft.
------------1
ft. in. ft. in. ft.in.
Centre of maat from fore aide of Item on deck .. . 11 6 10 9 9 9
Lagth of maat, deck to hounds ................... .. 25 0 2 ~ 6 21 6
Length of maiDboom extreme ....................... . 27 6 26 0 240 40
20 6 18 6 17 9
2 6 I 40 I 0
Lagth of maiD gal! extreme ...................... ..
Length of bumpkin outaide ... '" .................... .
Length of bowsprit outBid .................... v .... .. 16 0 140 6 12 8
Length of topmaat Ild to abeave ................... .. 20 6 19 8 18 0
Length of topsail yard .................. ' ............ .. 240 0 23 0 21 0
18 0 17 0 16 0
27 6 25 0 28 0
Length of top...u yard ............................... ..
Length of Bpinnaker boom ........................... .
Luff of mainaail ........................................ .. 23 0 20 0 19 8
Leech of mainsail ......... ' ............................ . 89 0 88 0 840 0
Foot of mainaail ...................................... . 27 0 25 9 240, 0
Head of mainaail ..................................... .. 20 2 19 0 17 6
Taok to peak earing .................................. .. 401 2 38 0 86 0
3S 9 81 0 29 0
140 6 18 0 11 6
Clew to weather earing (throat;) .................... .
Foot of foresail ........................................ .
Luff of foreaail ......................................... . 25 0 2S 0 22 0
Leech of foreaail ..................................... .. 28 0 21 0 20 0
Foot of jibt ............................................ . 17 0 16 0 15 0
Luff of jib .................................... : ......... .. 86 0 33 0 30 8
240 0 22 0 ~ 1 0
-
of jib ..... : .... ~ . .::..:.: ... . ~ ..... .... .. ::= i
$lowt.
Ii toDS
1 ton
40ft
28ft.
ft. in.
8 8
19 6
21 9
16 8
1 9
12 0
17 0
20 0
15 0
21 0
17 9
31 0
21 40
15 8
82 0
27 0
'0 0
21 0
18 0
140 0
27 0
20 0
21ft.
ft.in.
8 2.
18 9
19 8
140 8
1 3
11 6
16 0
18 0
140 0
19 0
16
6'
29 6
18 10
'140 0
30 0
240 0
9 0
17 6
15 6
18 0
240 0
17 0
As they ouq have one Bpimlaker, it baa to be Bet on the bowaprit ClCI08IIionaJq; heDoe tile
length of the spinnaker boom is D81Ially about the length from the maat to the bowaprit ad.
t With a reef down the boats are freqnentlJ sailed without a jib, the bo_prit being nm in
and stowed.
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Itcken Boau. 295
The Bonina, represented on Plate XXX., was built in 1882 from a
design by the author by Watkins and Co., of Blackwall. She is one of the
fashionable 80ft. yachts, but in body plan resembles the Itchen type;; the
draught of water is, however, greater, and the counter makes the It boat"
nothing more nor les8 than a yacht. The design of Bonina has been
slightly altered from the original, as suggested by experience.; also the
scantling given is lighter than that used in the construction of Bonina.
In the table of dimensions which follows will be found particulars of a
80ft. boat named Keepsake, built by Messrs. A. Payne and Sons, from a
design by Mr. C. P. Clayton for H. W. Forster, (Plate XXXI.). This
boat is a very great departure from the Itchen Ferry type, having a deep
section, more like the Windermere craft, excessive rake of sternpost, and
fore foot very much rounded up.
The Bonina and Keepsake competed together in numerous contests in
1882-8 with the general result that Bonina. proved the better boat in strong
winds, whilst Keepsake was the masterpiece in light winds.
TABLE OJ' DIMENSIONS.
BODiDa. Xeepwe. BaJODett.e. BaV8D. Ladybird.
Length on _ter line ..................... 80ft. 80ft. 29ft. lOin. 27ft. 8in. 80ft.
Breadth. utreme .................... ... 9ft. 8in. 9ft.8iD. 9ft. lin. 9ft. 9ft.6iD
7ft. 8in.
.
7ft.
- - -
Diaplaoement .............................. 13'8 tcma 18'7 tcma
-
-
-
C.B. aft centre of length ............... lOft. l'lft.
- - -
IIaat, deck to houda .................. Uft. 8in. 27ft. 25ft.8in. 25ft. 25ft. 6iD.
](aiD. boom ................................. 82ft. 80ft. 27ft.6iD. 28ft. 8in. 28ft.
(]aft .......................................... 21ft. 21ft.9in. 19ft.8ill. 19ft. 8in. 2Oft.4iD.
Bowsprit, outbollord ..................... 18ft. 18ft. 16ft 17ft. 8in. 18ft.
Top_t. fld to h01lDda .................. 25ft. 2Mt.6in. 19ft. 21ft.
-
Topeail yard .............................. 25ft.
-
19ft. 28ft.
-
SpiDDa1r::er boom ................ ; .......... 85ft.
-
25ft. 27ft.
-
Azea of maiDBail ........................ 788 sq. ft. 712 sq. ft.
- - -
Azea of foreaa.il ........................... 150 aq.ft. 190 sq. ft.
- - -
Azea of No.1 jib ........................ 170 Iq. ft. 180 sq. ft.
- - -
Total area of 10_ ea.il 1088 sq. ft. 1082 sq. ft.
- - -
Centre of JDABt from fore Bide of stem 10ft. 8in. 11ft. llft.2in. 10ft.8iD. 10ft. &in.
Ditto from pmmOD iron ............... llft.6iD. 14ft. llft.2in. 10ft. 8iD. lOft.9iD.
I.-lODbel ............................. 7'S toDB 7'8 tona 8 tona.
- -
Only about 8t tons of Ra.yonette's ballast is on the keel.
The designs of Bonina and Keepsake show in a general way what a
25-footer and a 21-footeJ: of the present day are like.
In all ca.ses in laying off the boats the table of offsets should be
relied on rather than meaaure'ments taken from the Pla.tes.
Digitized'by G?ogIe
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TABLE OJ' Ol!'Jl'SETS :roB 80r1'. BOAT BONINA (PLATJI XXX.).
Sections .......................................... 1 I 8 40
ft. iD. ft. in. ft. iD. ft. iD.
Height. above L.W.L. to ooveriDg board 8 Iii 8 1 l11i I 9
Depths below L.W.L. to lower edge of
rabbet line .................................... I 8 810i 40 lit 40 7i
Depths below L.W.L. to underside of
maiD wood keel ..............................
- -
40 9
-
Depths below L.W.L. to madmdde of
falae bel and lead keel .................. 8 I 40 7 6 7t 6 40t
Halfbreadths OD deck ........................ 1 7 I 8 8 Ii 40 Ii
HalfbreadthB OD L.W.L. .................. o 5 1 6 I 6f 8 6i
Halfbreadths on No. I W.L ................ o Ii 1 Ii I ot 8 Oi
Halfbreadths OD No.8 W.L ................ o I o 8 1 6 I I
Halfbreadths on No. 40 W.L ................
-
o 8 o 9 1 8
Halfbreadths of wood keel and lead keel
on top .......................................... o 8 o Si o 40i o 6
HalfbreadthB on underside of ditto ... '" o 8 o 8 o 40i O Iii
Halfbreadtha on No.1 diagonal ......... 1 40t 2 7t 8 8i 40 6i
HalfbreadthB on No: 2 diagoDBl ......... o lot I 1 8 Ii 40 0
Halfbreadths on No.8 diagonal ......... o 5t 1 5 I 8i Illf
-_. -- - --------
II Thale are mllloll1lred abcml L.W.L. to ridge of CJOUDter.
No.1 I8Otlon il1ft. 6iD. from the fore Bide of the stem a. the L.W.L.
The OTehang of stem iI 2ft. 4oiD. The BeotioDB are Bpaoed 8ft. apet. The
water-lineB are 1ft. apazt. No.1 diagoDBl is Itruok 8ft. 6iD. above the
L.W.L., and out. the Bide perpandioalar 8tm. abcml the L.W.L. No. I
diagonal illtruok 1ft. SiD. above the load waterline.
All the halfbreadths (a:oept thole PVIID fm the keel)'are a:oluBive of
the plank, m what iI termed moulded halfbreadths.
ScAxTLI5G.-Double timben at the ataticma 8, 40, 5,6,7, 8, 9, iDolulive,
liin. moulded at heela (and tapering to 1tiD. at heads), and liD. Bided.
Theae double timber frameB to be aide-bolted together with tiD. plT&Diled
iron bolt.. Betw_ eaoh pair of frames OD either eide wo lte&med timben
of AmerioaD elm to be wmked 1tiD. Bided and 1iiD. moulded, and all the
flllteDiDp throurh tbIIe to be oliDohed on the iDBide. The garboard atrake
9iD. by1tin.; rest of the plank whIID wmked up, liD.; bade, 1iiD. Top
,
6 6 7 8 9 10 11 11
ft. in. ft. In. ft. iD. ft. in. ft. in. ft. in. ft. in. ft. in.
I 7i I 6 I Iii I Iii I 6i I 7 I 8t I 10i
40 7t 40 7t 40 7 40 40 810t 1 7t 1 011 I 811
b
- - -
40 9
- - -
611i 7 8 7 8 611i 6 9i - - -
40 6 40 7t 40 7i 40 7 40 6 40 8i
- -
40 I 40 lit 40 40 8 10 I 9f 1 li-
- -
8 at 8 10 8 6i I 9 1 6 - - -
I 8 2 8 2 8 1 5i 6 ot - - -
1 7 1 7i 1 40t o 10 o 8t - - -
o 7t o 8 o 7t o 6 o at o 8
- -
o 6 o 6 o 6 o 40 o 8i o 8
- -
6 li- 5 40t 6 40 5 Oi 811i 8 0 1 8
-
40 7 40 9f 40 7i 40 I 8 40t I 40i 1 I
-
8 40t 8 6t 8 It I 7f 110i o 8i
- -
_.
b The underside of the maiD keel is parallel to the L.W.L.
strake, 1iiD.; ftat of deck, 1iiD.; 1Ihelf, ltiD. by liiD.; deck beama, SiD.
byltin. Dead wood bolte, tiD.; all other through bolt. fin.; bolt. through
lead keel, 1iiD., Ipaoed 1ft. 6iD., and driVaD on altemate Bidea. The iron
platH to be m in Dumber, and plaoed at 8,40, 5, 6, 7, aDd 8 Btatioll8; to be
Bide-bolted through the frames. Theae plat.. to be of tiD. iron, with a 6iD.
fIanp, UDl88B a lin. angle iron be worked &OI.'08B the plate hom frame to
frame; a through keel bolt to be aorewed up with Dut OD the upper Bide of
each fIanp; a Ihott ooaoh lorew bolt iD the fIanp and keel oppollte each
through bolt.
Stem, atempoat, and dead wood, 4oiiD. Bided. Moulded depth of keel,
7iiJl. The half-aidiDg of keel will be obtained from the Table of 0frMta.
There should be 88 little dead wood aft above the rabbet line 88 po881Dle.
The lead keel iI 10ft. 6iD. loDg, and the fore end iI 9ft. 4.iD. from the
p8rpendioular dropped from the fore end of L.W.L.
8
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OFFSETS FOB. :m: lI!:lm:::li",m:,':, m::II!:: {1I"lIldhTll XXXL).
It. in. ft. in.
Heigbts above L.W.L. to deck edge ...... , 8 11 8 8
Heigbtstomouldi.nglhownbelowdeok-line 8 4 t 11
Depths from L.W.L. to undereide wood
keel ......................................... .
Depths:!:':I' 111,1,1, ,'I,ddll::l::lI'II' :ld'h",'1 keel IIo1ld faJae
keel ' ............ , ...... :1:1 1'1:
Ha1f-bll"":11i,::I"h:IIIJIl IIdd "':"dl,h",,,,, " .................. 1:1' iii'
Half-bread'l,lbd 11!11"I'll,lIld d,'I:'"'Te L.W.L .... II"

q) 'II,
Half-breadths OD L.W.L. .................. 1 0
Half-breadths on No.2 W.L ................ 0 8
Half-brer.dthl on No.8 W.L ................ 0 4
Half-breadths on No.4 W.L .. : ............. 0 2
Half.bll'l!lllllldl'I;;hm ,[;,ll:l !:1' "lillit.L. ............... l;jl '1:,
Half-bll"""'dlli'I::I:dl' '11,1""::':1',1", I'll 'li"i'.L. ...............
'" "''''' mm,,,,,,""''''''
S 4
ft. in. ft. in.
S 4 8 1
\I 7 t 4
5 0
I) 1 6 0
t 9 8 7
\I
I)
S 4
\I 0 8 0
1 7 2 6
1 1 1 10
0 8 1 8
0 4 0 9

0
I)
N'h', 'II d'hdi'lhiJh"', !till 1II,lh lI'ore end of L.W.L.II '1:,11""" ""II,lh"h'II' 11111'"1,11:11'"'"1'8 are 8ft. apart.
"1I'I",,e -tlinir would

7
ft. in. ft. in. ft. in.
\I 10 \I 8 \I 6
t 1 111 1 9
'I': :10 7 0
,II, ,ii,
411
'II 410
8 9 4 8 4 4
8 II 8 8 S 10
2 6 211 8 0
2 \I 2 1 \I \I

m;
1 5
l;li 011
'I':lII'h 'IIInhhh'h'h',lIllhll'h'lII are 1ft. apart.
8 llIi :10 11
ft. in. ft. in. ft. in. ft. in. ft. iD.
\I 5 \I 4 \I 5 \I 7 \I 9
1 8 1 7 1 8 t 0 \I 8
5 0
7
4 :m l!!: ,II,
0 S S
4 ml ,II, 'w {,,l 6 \I 0
4 8 S 7 \I 4 0 2
8 8 \I 9 1 8
\I 9 1 10 0 7
1 10 1 1 0 S
1
0 iii I 1}I'i I I} 8
, """ mmmmmmmmm""""mm,,,_
AllII,IiI"h' '111,111,1111' ,'lIIhl"I,I"",'I,'hllhhh include the pllloDk,
Ii'''''

Reference W80S made on a former page to an idea that an Itchen boat
would be better for less beam, and Mr. Ardagh Long, of Woodfield, Port-
arlington, carrying out this view, made the design shown in Plate xxxn.
The construction proposed was composite, but it could very well be similar
to that of Keepsake or Bonina.
Mr. Long thus described the design at the time it was published. It
was made with the following object to try a new departure in the
proportions of the boat used in the length cla.sses, 80S the present type seems
to have arrived at that stage where any further gain in spOOd. can only be
got at a sacrifice of some other good qualities;
secondly, to, if possible, design a boat which,
while being on an equality with the present 30ft.
boats in their class, could be sailed in matches
under the Y.R.A. tonnage rule with a fair chance
of success; that the present type cannot do this is
quite certain.
To, as far as possible, combine these two objects
referred to I have made the design for a boa.t 30ft. by
7ft. by 8ft. 8lin. 7ft. is about 2ft. 6in. less beam
than the average run of 30ft. boa.ts now have. By
reducing the beam the Y.R.A. tonnage is brought
down to less than six tons. To compensate for the
reduced beam the draught is increa.sed by 1ft. 8in.,
and the displacement by nearly one ton.
The proposed method of constructing the keel
is shown on a.n enlarged scale (Fig. 95), where A
is a section of the lead keel, B the steel frame,
Itin. x Itin. x tin. L. 0, side keelson of wood to
extend fore and aft, and lap the apron forward and
dead wood aft. D, steel binding strake, 12in. x lin.
E, steel strake, 9in. to 12in. x lin. F, internal
steel keel plate, 6in. x tin., running fore and
aft as far 80S possible along the fore foot and
heel. G, outer longitudinal garboard tin. thick.
FIG. US. H, inner garboard same thickness below, but
redued to tin. above to fit over the plate D. J, diagonal inner skin,
tin. thick, fitting on longitudinal plank H, and fastened. to plate D,
being reduced to lin. to fit over it as shown.
It will be seen that this structure is simply a trough girder, F being the
bottom member, E and D the web (of course repeated on the other side), the
frames B being vertical, F stiffness to keep the webs from buckling
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Itchen Boat8. 299
lateraJIy, this buokling being further avoided in the O8o8e of the plate E by
its being embedded in solid lead. The compound keel thus formed is the
backbone and base on whioh the whole vessel is built. The framing from
seotion 2 to the transom is composed of steel angle frames as shown
liin. x liin. x tin., spaced 3ft. apart, and at the stations shown on the
design, with a short frame at the midship seotion, extending only to the
cabin floor; it might, perhaps, also be desirable to use another similar short
frame in the next frame space forward..
The deck beams and the cabin floor beams to be also angle steel; the
latter, however, only in the midship part of the vessel right over the lead,
where they will be a useful oheck on the tendency of the frames to straighten
when the vessel is much inclined. Before frame on seotion 2, and abaft
the transom would be better framed with steamed timbers. The side
keelsons 0 have two functions to perform; firstly, to give additional
fastenings for the garboards; secondly, to give means for caulking the
vessel internally, and aid in the insulation of the frames from the galvanio
action of the lead. 0 is shown let in on the frame so &8 to touch the inner
planking and lower edge of the plate D; it depends for security on its
being bolted to the frames and plate D, also (at considerable intervals) to
the lead keel, the bolts for the latter purpose being fixed in the mould
before the lead is run in. The outer skin of planking is longitudinal; the.
inner, except the lower strake, is diagonal, and this part. of the structure
requires no further remark. E and F have a rather important secondary
advantage, in that they limit any injury caused by running on rocks, &c .
to a comparative small outer layer of lead. The practical method of putting
this keel together would be very simple j the frames in the middle body and
the plates would first be rivetted together, as in an ordiuary steel or iron
vesselj then, having been secured to a frame some distance above where the
lead is to oome, and the position of each frame checked, a mould should be
built up round the structure, great care being taken that its position
relative to the frames was correct, then the lead run in from a furnace built
alongside. The bolts for the keelson, and rabbet for the garboard strake,
should of course be seen to before running any lead in. The garboard is
rabbetted into the lead and spiked thereto merely for the sake of getting a
better joint for water tightness. Allsurfa.ces of plank, keelsons, &c., near the
top of the keel, should be thickly payed with either Jefferies' or the Hants
Oo.'s glue, and every care taken to make the insulation of the metals
perfeot. The arrangement of the stem, &c. forward, and dead wood aft,
being very similar to that of an ordinary vessel, requires no comment,
except that frames 3 aud 8 do not directly oonneot with the lead.
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TABLE OJ' ELEMENTS.
Length over rJl .................................................. .
Length on deck. Bj;em to aternpoat, out to out ........... .
Length loadwater line ...................................... .
Bake of aternpoet from plumb line .&ft.lcmg .............. .
Breadth extreme .............................................. ..
Draught of water .&ft. from fore aide of etem ......
Draught of water utreme ...... ....................... .. .. ..
.Area of load water plane ................................... ,
.Area of immersed midship aeotion .......................... .
.Area of vertio&1longitudinal eeotion ..................
.Area of immereed BUrl_ .................................. ..
.Area of lower ..u per sq. ft. of immersed II1Ufaoe ..
Displacement ........................... .. .................... .
Displacement per inoh of immersion ...................... ..
Displacement oo-efBoient ........ .......................... .
Kidahip aeotion abaft middle of L.W.L ................ ..
Centre of buoyancy abaft middle of L.W.L .............. .
Centre of laterrJ. reeiB1anoe Iobaftmiddle of L.W.L .... ..
Centre of bueyano," below load.water line ............. ..
Meta centre above centre of buoyancy .................... .
Centre of dort of sail above loadwater line ..........
BrJlast on keel ................................................. ..
Kainmaat deck to hOUDda .................................. ..
MAjnmMt head ................................................. .
'Ma.jnmMt diameter at cleok ................................ .
Boom .............................................................. .
Boom greatest diameter ...................................... .
Gat! ............................................................. ..
BoWBprit outaide Item on deck ............................ ..
BoWBprit diameter at etem ................................... .
Topmast ad to ...................................... .
Centre of mut from fore aide of stem L.W.L ........... .
.Area of ma.iDaa.il ........................... : .................. ..
.Areaof foreaaU .................................................. .
.Area of jib ....................................................... ..
.Area total lower..u ........................................ ..

85ft. lOin.
80ft.
1ft. 7iin.
7ft.
8ft. lOin.
8ft. 8iin.
188112 sq. ft.
8()OOS sq. ft.
202'55 sq. ft.
"6'08 sq. ft.
2'46 sq. ft
tons.
6i owt.
0'856.
15Oft.
186ft.
19Oft.
272ft.
078ft.
1700ft.
9'00 ton..
25ft. 7m.
5ft.9in.
6tin.
3Oft.6in.
6in.
22ft. Sin.
15ft.
81in
MIt.
11ft. 81iD.
789 sq. ft.
150 sq. ft
218 sq. ft
1102 sq. ft.
TABLE OF OFFSETS (pLATJI XXXII.).
No. of Seotion from the Stem. 1 2 8
,;
6 7 8 9 10
-
Height above L.W.L. to top of oover-
ing board in feet ..................... 2'90 2'70 2'55 2'81 2'lIS 2'16 2'10 2'08 2'15
Depth to UDder aide of keel ............ 8'M 5'80 6'86 7'85 8'66 8'70 8"5 7'50 "25
Helfbreadtha on deck .................. 1'65 2'16 2'62 8'08 8'80 8'85 8'20 2'85 2'88
Helfbreadtha 1'6 above L.W.L ....... 1'28 1'98 2'56 8'06 8'86 8"5 8'20 2'79 1'97
Half.breadths on L.W.L ................ 0'88 1'68 2'88 8'00 8'86 8'46 8'86 2'91 1'90 ()O12
Halfbreadths on W.L. 2 ............... ()O61 1"1 2'lIS 2'87 8'25 8'88 8'1' 2"6 1'81
-
Halfbreadths on W.L. 8 ............... 0"2 1'18 1'95 2'60 2'95 2'00 2'70 1'91 0'90
-
Halfbreadths on W.L. .............. 0'20 0'9' 1'61 2'15 2'M NO 0'62
-
Half.breadths on W.L. 51 ...............
-
0'68 1'27 1'65 1'82 1'78 1'50 1'05 0"7
-
Half.breadths on W.L. 6 ............... - 0'96 1'81 1"2 1'37 1'17 ()O80 0'85
-
Halfbreadths on W.L.7 ...............
-
0'20
()O68
1'09 1'20 1'16 ()O96 0'65 0'26
-
Halfbreadths on W.L. 8 ...............
- -
0'60 0'98 1'07 1'06 0'86 0'56 0'21
-
Half.breadths on W.L. 9 ...............
- - 0'80 I 0'82
1'02 1'01 ()O81 0'51 ()O18
-
Belfbreadths on L.W. 10 ............
- -
- 0'70 1'00 0'98 ()O78 0'48 ()o1'
-
Belf.breadths on W.L. 11 ............
- - -
I
-
0'70 0'76 0'66 0"2
-
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PLATE XXIIII.
lTClIEN' B ~ .
8CALE .. - I FOOT.
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ltchen Boats. 801
No.1 8eation is 8ft. hom fore .. ide of the dem .t the L.W.L. The eeotiOJIII are 8ft. .part.
W.ter-lin .. are 08ft..part. All halfbreadths include the plank. Siding of stem 4in Biding of
Bternpa.t 5in. Lead keel is 6'30 below L.W.L . t '. ' ~ .t 6. 7'66 .t 7. 7'90 at 8. Plankina' in
two tbiclme_ of tin. er.oh.
THE 'RiG OF ITCHEN BOATS.
In rig the Itchen boats have undergone very marked changes. A
quarf.er of a century ago a bowsprit or a bumpkin was quite an
innovation i the common rig being foresail with tack fast to stem head,
and sheet working on a horse i ma.insail without boom, with sheet
working on a horse, and very frequently a mizen was added. The mast
was long, and the gaff short, and the rig was generally commended
because all. the sail was in board. However, it would seem that the
boats were lacking in head canvas, as tt bumpkins" were introduged
solllewhere about 1851. In 1852, the best boats had what was then
considered sharp bows, with a full midship section, a hollow floor, and
square stem: the dimonsions for a single -handed boat were, length
18ft. 6fn., breadth 7ft. 8in., height out of water 1ft. 9in. The stem
and stempost were perpendicular, the fore foot being only slightly
rounded oft. Some of them had cast iron keels weighing from 2cwt. to
8cwt. The foresail was set on a bumpkin instead of at the stem head
as formerly. The dimensions for the sails of a boat of the length given
were: hoist of mainsail 17ft. 6in. i boom 18ft. i gaff 10ft. i .bumpkin
8ft. 6in. i a bowsprit is also carried.
Excepting the length of boom and gaff, these dimensions are pretty
much the same as would be given to a similar craft at the present
time i in fact the long mast is retained, and the boom and gaff is very
much increased in length.
All the Itchen boats formerly had the bumpkin,. which is a small iron
bar (see A, Plate XXXIII.) fitted to the stem head as shown at Ii i the
bumpkin has an iron stay (8) welded to it, and bolted to the stem at k.
The forestay is set up to the bumpkin by a lanyard as shown at m.
The boats have two shrouds a-side, a pendant and runner, topping lift,
topmasts, backstaya, preventers, and all the rest of the usual yacht
gear, including, of course, purchases.
The dimensions for the sails given are large, and intended for a
racing outfit. For a "fisherman's" outfit the mast would be reduced in
length about one-ninth, and the boom and gaff about one-seventh. Com-
pared by length and breadth of water-line, the sail areas are about equal to
those of the Windermere yachts, but probably one of the latter would be
more than a match for any boat on Southampton Water .
And even DOW IIIA111 atill _ them, whieh bave Dot the overhr.Dsinr dem all BllowD
in Fir. 96.
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It will be seen by Fig. 96 that the span-shackle is welded to the
bumpkin in the case of the yacht with the overhanging stem; this is
done in order to get a longer foot to the foresail, as otherwise could
not ha.ve been done with the mast stepped so far forward. The bumpkin
and span-shackle should be made of bar iron Sin. by tin., and the span-
shackle (or gammon iron as it is sometimes termed) should be securely
welded to it as shown. The spa.n-shackle will be an open ring baving
a couple of logs at a. A shackle will be bolted to these lugs aa shown,
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ltcken Boat .
808 .
to which the foreatay will be set up by a lanyard. The fore-tack block
will be hooked to the bolt of the ahackle.
It must be noted that t h ~ bumpkin iron is Bunk into the stem head,
otherwise the lateral strain on the bowsprit might wrench it off.
!TOREN SAILING PUNTS.
Until 1877 the boats of this class sailing in the local match for
punts 13ft. long were little better than ordinary rowing skiffs rigged
with a foresail on a short bumpkin, and a sprit mainsail without a
boom. Since the formation of the Itchen Ferry Boating Club in 1879,
]he. 97.
mainly for match sailing between boats of the above length, very great
improvements have been made, not only in the shape of the punts, but
in their sail plan. They are aJl of the same length, viz.: 13ft., hence no
time allowance is required. For such little craft they have very heavy lead
keels, some being 4cwt. The baJIast usually consists of iron pigs with
slings in them, as shifting is aJIowed; however, a few of the new boats
have shot bags. As will be seen from the sail plan, they have a long
mast and carry a sprit mainsail with a boom, this sprit is very long,
in fact much longer than the boat j they have a bowsprit on which
they set their foresail. This bowsprit is made long enough to set the
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spinnaker as a jib; they have a small boom also to set the spinnaker on
when before the wind. The punts are mostly owned by foremen of the
various building yards, shipwrights, &lld masters of racing yachts. The
number of races for such boats in Southampton Water must be very
great, as the two most successful boats in 1878, viz., the Laura.,
owned by Mr. Hatcher's foreman, and the Tritonia, owned by one of
the Messrs. Payne, flew some fourteen winning colours each at the end
of the season, after the fashion of racing y a c h t s ~
The lead keels, also the pieces of false wood keel lore &lld abaft
this lead, are put on with nuts and screws, and can easily be taken
off, leaving the boat a serviceable punt (see Plate XXXIV.)
The rig of the boats is shown by Fig. 97. The bobstay is a single
part set up to the bowsprit by a lanyard.
The halyards are worked as shown by Fig. 98. In A, the head of
the foresail is shown by 1; the standing part of the halyard is put over
B
FIG. 98.
the mast at 2. The hauling part is rove through a cheek block; see 8
on B, which is the mast head viewed from astern. The jib, or
spinnaker halyards are similarly fitted j the standing part is at 4 in A,
the hauling part is rove through 5 in B. The main halyard is fast to
a mast traveller &lld then passes over a sheave in the mast at 6 in B.
In Ireland, at Kingstown and Queenstown, a sailing boat something
like the Itchen punt is in use. They are built to .compete in a class not
exceeding 18ft. in length. A novel feature in these boats is that, when
not racing, they have counters screwed on to their transoms. Counters
are not allowed whilst they are racing.

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Itchen Boats.
80l)
THE BUCCANEER.
The type of yacht represented by the Buccaneer (Plate XXXV.), is
somewhat like the old Itchen boat with a counter added, and at one time
was frequently to be met with on different parts of the coast j but the
beamy yacht is gradually disappearing. The Buccaneer was built in 1865
by Capt. H. Bayly, out of the material of a small yacht named Coral, and
was successfully raced by him. up to the year 1870 against yachts of similar
type, such as the Quiver, 12 tons, and Folly, 12 tons j a longer and narrower
boat, such as Dodu, 15 tons, and Queen, 15 tons. Buccaneer, during this
time, had 6 tons of lead ballast, I! ton of which was on the keel.
In the winter of 1870 Capt. Bayly hipped out Buccaneer, as s h o w n ~
and gave her half a ton more lead, but did not increase her sail area.
The alterations proved to be aD. advantage, and she competed with
success against the Ildegonda (15 tons) j but the gradually lengthening
out process and heavy lead keels in the end proved too much ~ Buccaneer,
and she would have had no chance against a Maggie suc1!. as the late Dan.
Hatcher turned out in 1878. Buccaneer was lengthened in 1876, and
eventually sold and risen upon to act as a Dartmouth pilot vellsel.
Length over all.................. o6Oft.8in. C.E. above L.W.L. .......... ..
Length on deck litem to stem Haet deck to hounds ........ .
poet........................ ...... MIt. 9in. Ham boom ...................... ..
L8Dgth on load water-liDe ... 34ft. 2m. Main,atr ....................... .
Beam extreme .................. 9ft. 2in. Bo ..... prit outboard .......... ..
Extreme draught water ...... 6ft. 2m. Topmast ad to houno ... '" .. .
MeaD draught water ......... "ft. Bin. Topsail yarde .................... .
DisplMement............ ......... 12'5 tone. SpinnaJr:er boom ............. ..
C.B. from oentru of L.W.L.... 2ft. Foreaide mast to foreaide
Area midship aeotion ...... ... 20 sq. ft. stem ......................... ..
Area L.W.L. ...... ......... ...... 222 sq. ft. Area. mainBail ............ .. .
C.B. below L.W.L. ...... ... ... 126ft. Area. foresail... .. .............. ..
Area verliioalloqitudiDalaeOo Area. jib .......................... .
tion ...... ...... ...... ...... ...... 163 sq. ft. Total _lower aai1 .......... .
C.L.B. from _tre of lengUl.. 26ft. Beam 1871 extreme .......... ..
C.E.lower...n ditflo............ 28ft. Displacement .. , ................. .
TABLE OF OFFSETS. .
No. of aeotion from litem ......
_1_1_2_
8
"
II
I
8 7
ft. In. ft. in. ft. In. ft. in. ft.ln. ft. in. ft. in.
Height above L.W.L. to UDder-
Bide of deck ..................... 8 8 3 2 8 0 2 8 2 8 2
,,'
2 3
Depths below L. W.L. to lower
edge of rabbet ................. 2 3 8 1 8 8 8 9 811
"
1
"
2
Depths below L.W.L. to under-
aide of keel ..................... 8 2
"
0
"
7 5 3 5 8 6 0 6 2
Half-breadths on deck 1 0 2 5 8 5
"
1-
"
"i"
Ii
" "
Half-breadths on L.W.L ....... 0
: I: :
3 0
"
0'"
6 , "
7
"
6
Half-breadths No.2 W.L ....... 0 2
"
8" 3111"
0 3 7
Half-breadths No.8 W.L ....... 0 2 0 5 1 3 1 10 i 2 5 2 6 1 10
Half-brea.dths No. " W.L ....... 0 2 0 3 0 5 0 8 I 0 10 0 11 0 9
Half-breadths on L. W.L., 1871 0
81' 10
3 2
"
2 " 9, 5 0
"
9
Half-breadths No. 2 W.L., ..... 0
" 1 3
'2
"
3
":"
0:" 2 3 7
Half-breadths No.8 W.L ....... 0 2 0 8 1 3
1 11 I 2 612
8 1 10
Half-breadths No. "W.L ....... 0 2 0 3 0
"
o 9 1
0:1
1 0 9
18ft.
26ft.
8lift.61n.
21ft.6in.
20fl
26ft.8in.
2oUt. and 85ft.
83ft.
13ft. Bin.
780 sq. ft.
150 sq. It.
280 sq. ft.
1210 sq. ft.
10ft. '
12'9 tone.
_8_1_9_
ft. In. ft. in.
2 8 2 II
"
2'
-
I
I
6 l' -
"
O! 8 6
3 7 0 9
1 11 I 0
2
o 9.0 2
0 3:0 2
3 8 I 0 10
2 0
1
0 2
0
9:0
2
0
"1
0
2
No.1 lItIotion is 2ft. from the foreaide of the stem. No. {I aeotion is liin. ahead of the aft
aide of the stempoat. The other aectiona are 4ft. apart. The waterlines are 1ft. apart.
X
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CHAPTER XXI.
CLYDE SAILING BOATS.
SINOB 1875 open boat sailing has become wonderfully popular on the
Clyde, and this is hardly to be wondered at, as the Firth offers special
opportunities for this capital sport. Snug anchorages, fairly smooth
water. little or no run of tide, and the facilities given by the railway
and steamboat companies for readily getting from the city to the
coast. induce most young fellows who are in the least degree nautica.lly
inclined to keep a boat of some sortj and during the summer months.
in the bright northern evenings. from every coast village may be seen
a fleet of little vessels flitting along the shore in the smooth water.
and lying over to the land wind, which in good weather, rises a.s the
sun sets. Many of these boats are racing craft, and a.s each principal
waterplace has its local lugsail club, there is no lack of sport on the
Saturday afternoons, there being always Qne, and sometimes two or three
events for the little ships. As the prizes are of considerable value. and
quite worth winning.* the class of boat has been gradua.lly improved.
and while three years ago they were simply ordinary fishing skiffs,
ballasted with stone or sand bags. these have given place to such
powerful craft a.s shown in the drawing. with lead keels, spinnakers. and
all the modern racing paraphernalia.
The bOats are divided for racing purposes into three classes, 17ft .
19ft . and 22ft. The drawing shows a 19ft. boat on a scale of lin.=lft .
but tables of offsets and proportional scales are given. so that it can be
used for all three sizes i there are also a few 15ft. boats, but the principal
racing is among the larger ones. Prior to 1878 the only dimension
. taken into account was length. that being measured over all. but as this
The prizes of one 19ft. boat, the Vanguard, amounted in 1877 to ASS, while the 22ft. bor.t,
Thiabe, netted over .e4.5.
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Clyde Sailing Boats. -307
was thought likely to produce a fleet of Cl Popophgas," the ordinary
Y.R.A. rnle was adopted by the Western and Royal Aquatic Clubs, the
olasses being now fixed at ] i, 2i, and 8i tons, so as not to unclass existing
boats. As far as possible time allowances are discouraged, and no new
boats are given time, but those built prior to 1878 get time from their
larger rivals a.ccording to the following scale, which has wOJ."ked fairly
well in practice:
J!'or 17ft. boata, 111118OO2lC1a per i ton per bot.
J!'or 19ft. boata, 10 " " "
For 22ft. boate, 8 " " "
Excepting one or two of the earlier boatB, all are built with square
sterns, the increased power got by this form apparently making up for the
unavoidable drag aft, while the over-all measurement, which prevails in
most of the clubs, precludeB a counter. It iB questionable, however,
whether a short neat counter could not be made "to pay," at least in
heavy weather, and when the boats are necessarily travelling at a high
speed i though at small inclinations, and speeds up to three or four miles
an hour, this form of after end leaves the Bmoothly enough, the
stern board being then fairly out of water .
.An idea of the advance made in the building of these craft may be
gleaned from the following table of particulars of the best boats of their
day: .
Data of buil.dmg ........................ 1878 1875. 1877. I 1878 1879
Name of boat .............. : ............... NJIV.&. LILy. V .... GU..&lI.D. , Build. Build.
Builder ............................. , ...... M'IDista.n. Fife. Paton. ! Paton.
-
--------
_. ..
ft. in. ft. In. ft. In. ft. in. ft. in.
Length .................................... 18 9 19 0 19 0 19 0 22 0
Brea.cDh .................................... 5 7 I; 8 5 6 6 0 5 S
Depth from top of gunwale to top of
keel ....................................... 2 0 2
,
I 8 8 8
-
I'reeboard ............................... ,. 1 S 1 5 1 8 1 10 1 9
Draft aft .................................... 1 9 I 0 I S I
,
I; 0
Draft forwazd ........................... 1
,
1
,
1 6 1 6 S 0
Mast, utre_leugth 110 0
-
21 0 II 0
{
2Oft.deok
..................
to hounds.
Yard, utrem.e leugth 19 0
-
19 6 19 6
{
15ft. gaff,
..................
19ft. boom.
Weight of baJlaat; inside ............... 6owt. 100wt. 17ewt. 200wt. 8owt.
w: eight of baJ1ast on keel ............ IlODtI none none 8ewt.
ent (about) ....... , ...... , ... 11m 16m. Mowt. 81ewt. 80ewt.
The steady increase of displacement is the most remarkable feature
in this table, it presenting indeed but a micrOcosmic history of yacht-
building from the time of If America" to rt V &.nesBa."
The boats are generaJIy entirely open, but the Largs and Western
Clubs intend allowing a deck in future, while one or two clubB even
x 2
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now permit the boat to be covered from the mast forward, the apace
below forming what is caJIed It the den," where provisions, &c., may
be kept dry, and where the luxurious owner and frienda sleep when
away on a cruise, covering the other four feet of their bodies with a
tarpaulin.
There being no inducement, under the measurement rule, to cut
down free board, they are given plenty of it, some as much as 24m.
the average, as may be seen from the table., being about 22in. for a 19ft.
boat, which is not found too much for the heavy sea which a sou'-wester
tumbles up between Cumbra.e and Porten Cross. Even with this a quantity
of water gets aboard, and employs any spare hand baling besides the man
at the pump. .All the best boats are fitted with large pumps, 2iin. and
8in. in the barrel; they are generaJIy on the aft thwart with discharge to
both sides, or through the bottom. .An ingenious, expensive kind
of pump has been adopted in one or two instances; this is shown in the
mid section and general plan (Fig. 100, and Plate XXXVII.)-the barrel is
pivoted at the foot 80 as to cant over to either side of the boat, the pumper
being thus able to sit up in the weather bilge while at work. The
discharge of this pump was through the lower part of the stern board,
possibly after the idea of Ruthven's jet propeller .
.Another pump, made, and we believe patented, by Messrs M'Conechy
and Co., Glasgow, attains a like object in a simpler way. It is a lever
pump, and by a very simple but effective arrangement, the lever can be
shifted to either side, thus securing all the advantages of the other, and
being much more easily worked.
The general construction and arrangement of these boats is shown in
the drawings (Plate XXXVII.), and the scantlings are in pretty close
with the following tables, but some of the fittings, being as
far as we know, peculiar to these boats, deserve particular mention, such
as the ballast shelf, main-sheet horse, &c. These are illustrated in the cuts,
and their uses further explained by the text.
In the larger boats, and where there is an extra heavy lead keel, a
keelson may be advantageously adopted.
The Weight of a 17ft. boat built to these scantlings would be about
5cwt., hull, spa.rs, sails, &c., complete, of a 19ft. boat 7cwt. to
8m., while a 22ft. boat would weigh 15m. to 18cwt. The dis-
placements, if built to this drawing, being 22cwt., 81icwt., and 49cwt.,
would leave 17cwt., 28cwt., and 81cwt. for baJIast and crew. Of this
baJIast, one-fourth might advantageously be put on the keel, but,
unless lead were used, this amount could not be got in the space at

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Clyde Sailing Boat,. 809
TABLB 0., SCANTLINGS AND DDIlINBIONB 0"1 BPARS.
Laugt;h of *t ............................................... . 17ft. boat 19ft. boat BBft. boat
Beam, 8ldreme ............................................... .
Depth from. top of gunwale to top of bel amidahipa ..
Xeal, of Amari .. elm, Bided ............ '" .............. .
Keel, of American elm, moulded ................. , ....
Ap!oD, of American elm ................................... ..
:rr.m.. all bent, Bided ...................................... .
J'ni.mes, all bent, moulded .................................. .
:rr.m., Bpaoed _lore to _lore .......................... .
J'Ioore, of oak (in 8TfIrT altema.te fame apaoe), Bided
J'Ioore, DI01Ilded at tlaoat ................................... .
Btem, of oak, Bided ............................................ .
Stem, of oak, moulded (abou1i) ............................. .
of oak, Bided ...................................... .
Stempoat, of oak, lII01Ilded at bel ....................... .
Sft. 'fin. 81t. 7ft.
8ft. Olin. 8ft. -. 8ft. llliD.
Bin. liin. stin.
8in. 7in. Bin.
atin. X lin. 8iiD. X lin. -. X 1iin.
lin. 1iin. 1liD.
tin. lin. 1iin.
8in. 9in. 9lin.
1lin. 1tin. liin.
Bin. 8lin. 'fin.
11in. liiD.
Gin. 7in. Bin.
Bin. stin. Ilin.
7in. 8in. &in.
Bternboard, of oak, thick ................................... .
Gunwale, AmeriO&n elm ...................................... .
PlIlilllDDg, KRboard atrake, elm ......................... ..
PIaukiDg, theDoe to .hear llirake, J8llow pine ........ .
PlIIiIIlDDg, lIhear drake, ...................... .
Thwart. ........................................................ .
Thwa.rlB, -t thwart. ..................................... ..
W"uiDp, elm .................................................. .
KIUIt double-lmeed, with JodeiDr bee to wiriDg
Kut, deck to hounda ..................................... ..
lin. 1iin. 1iin.
1tin. X lila. Bin. X 1liD. aiin. X 1 tin.
Bin. X nin. Gin. X lin. Gin. X tin.
Sin. X 1f!::
sm. X lin. SliD. X tin.
Slin. X SliD X lin. Gin. X tiL
7iL X lin. 7in. X 1iin. 7in. X 1iin.
7in. X 11in. 71D. X 1lin. 71D. X 1till.
Sin. X lin. SliD. X lID. 8lID. X 1lID.
Bin. 2iin. 2lin.
18ft. 19ft. 8m. 20ft.
Kut, ho1IJU1a to huck ...................................... . 9ft.
Kut, diameter at deck ...................................... .
Ya.rd or rat!, leDgth utreme ............................. .
Ya.rd or rat!, diameter at alinp ......................... ..
CraiaiDg yard or rat!,lllllgth ufireme ................... ..
CraiaiDg yard or rat!, diameter at limp .............. .
Boom, leDgth utreme ... ......... ......... .. ............ ..
Slin.
'tID.
18ft. 10ft. 16ft.
2tin.
Ilin. Ilin.
15ft. 17ft.
lliD. still.
18ft. 18ft. 18ft.
:Boom, diameter at IIhee\ .................................. ..
Bcnraprit, outboard ......................................... .
2lin. still. still.
5ft. Sft. 6in. 10ft.
BoWllprit, c1ia.mUar at pmmcmiDg iron ................. .
8pi.mIabr or IIhadow aail boom, lllllgth utreme
Bin. niL still.
18ft. Gin. 18:. :iin. 21ft.
The uBual rig for boats 19ft. and under iB a single Btanding lug, as
Bhownin the plan (Plate XXXVI.), but fororoising, and forraoing in BOme
of the olubB, a Btanding lug, with boom on foot, and short bowsprit with
jib, are used; these are Bhown in the plan by dotted lineB. For the
Bingle lug the mast iB Btepped about one-Beventh of. the boat'B length
from the Btem, for the lug and jib, about 18in. further aft. MOBt of
boats are fitted for both riga, and, farther, have Beveral mast Bteps, BO
that the rake of the mast may be altered. One of the mast beams is
generally bolted to the gunwale, this being Btrengthened at the part
by a heavy clamp piece running two to three feet fore and aft. The
mast is further supported by a wire Bhroud on each side, and a foreatay
(Ii steel). TheBe are Bhackled to the oranBe a.t the masthead, made as
shown in Fig. 99, and have a large thimble Bpliced in at the other end
to take the. lanyard. Many of the boats are fitted with II ohannels," to
give more spread to the rigging, the mast being BO far forward, 80 lofty,
Digitized by Coogle
310
tacht and Boat Sailing.
and the boats so fine in the nose, that without these the shrouds would
give little support; they are of the" (( skeleton" kind, being made as
shown in the sketch. The lengths and diameters of mast and spars
are given in the table. A traveller works on the mast, and in
construction is identical with that of the New Brighton b.oats described
at page 262, the hook being welded solid on the ring, and hooking
into a selvedge strop on the yard,. the halyard (2in. tarred hemp) being
spliced into its eye. But into the other end of the halyard a double
FIG. 99.
block is spliced; and a fall rove through this, and a single block at
the foot, forms a luff tackle purchase for hoisting. The single thick
rope is cut a foot or eighteen inches short, so that the yard has to be
lifted up and hooked on; this of course is necessary, that the sail may
be hoisted ct chock-a-block." The tack is simply slipped on to a hook
in the mast beam, the tackle OD' the halyards bringing tqe necessary
strain on the luff to peak the sail. The main-sheet is a gun-tackle
Digitized by Google
Clyde Sailing Boat,. 811
purchase, the upper block shackling on to the clew of the sail, while
the lower has a thimble spliced on to its tail, which works on the horae
8Cl'088 the stem, aa shown in the sketch (Fig. 100) .. When the boom
lugsail is in use, the same sheet is simply shackled into a strop on the
boom, thus doing for both. It is evident that by carrying the horae
back, say a oouple of feet (which might easily enough be done), all the
advantages of a boom sail oould be retained; there is, therefore, a rule
which enacts that (I if a hOrBe is used it must be at right angles to
the keel."
The spars and sails carried by these boats are enormous; one 19ft.
boat, indeed, having a maat 21ft., deck to hounds, or 18in. longer than
the five-tonner Diamond. She, however, waa exceptionally heavily
sparred, the general proportions being :
I
Luff. Bead.
I
~ ~
ft. in. ft.iD.. ft. iD.. ft. iD..
19ft. boMB ............... 12 6 16 0 U. 6 26 6
17ft. boa ................ 12 0
l' 6
18 6 28 0
. With such canvaa aloft, the latest improvements in ballasting must
be adopted, and the new boats are all fitted with metal keels, 8 cwt.
to I) cwt. in weight. In one or two, all the internal ballaat is also
lead; but, whether lead or iron, it is neatly cast in blocks, weighing
about a hundredweight, which fit close down to the skin, but hang
entirely on the keel and floor timbers. As shifting ballast is allowed
in the Largs Club, most boats, whether belonging to this club or no,
are fitted with a shelf for stowing weather ballast in each bilge, as
shown in the arrangement plan and midship section (Plate XXXVII. and
Fig. 100). This shelf also makes a capital seat for the crew, where they
are well up to windward and also in shelter. The celebrated Largs
boat Neva (possibly borrowing the idea from the China clippers, which,
when racing, hung water-butts over the weather side) used to get her
ballaat still farther to windward, by slinging pretty nearly all of it
(some 6cwt.) right outside. The Western Yacht Club, however, has
most stringent rules against shifting ba.llaat, and rigidly enforces these
rules, qJso limiting the crew to three in the 17ft. and 19ft. boa.ts,
and four in the 22ft. boats, so aa to prevent, as far as may be, If live
baJ.last."
These boats go out in pretty well any weather, the sail reefing
down very snug, and the boats, whelP not recklessly driven, being most
seaworthy little craft. Accidents of any kind are therefore rare, and
Digitized by Coogle
312
we cannot ca1l to mind a fatal one, owing doubtless to the excellent role
enforced in all the clubs, that It every boat ahall carry life-saving apparataa
sufticient to float.every person on board." The modern boats ~ l d o m or
never miss stays, but in the event of their doing ~ , it is admiaaible to 1lB8
1'1&. 100.
an oar to put them round, Cl but the strokes are to be backward., and in no
case to be ahead," a very neceBBary cla1lB8, as before its introduction, a
morbid horror of missing stays prevailed, especially in oalm weather. At
one time in running, the Western Club did not permit extra sails, and
Digitized by Coogle
Clyde Sailing Boats. 813
did not even &1low "booming out," but the Western now follow the
role of the other clubs and &1low spinnakers, or more generally It shadow
sails." The shadow sail is gener&1ly an old lug sail hoisted opposite
the other, and the boom shipped into a snotter on fore side of
mast.
The 22ft. boats are invariably rigged as outters, with mainsail, fore-
sail, and jib, and small topsail on the pole mast. They carry &1so the
usual b&1loon canvas for running to leeward, and oooasion&lly indulge
even in jib topsails. In the following table we give partionlars of the
best boats in this class, the tI Thisbe," built by MoLaren, of Kiloreggan,
and owned by Mr. Allan Macintyre, and the "Ayrshire Lass," built by
Fife for Mr. Thomas Reid, of Paisley. It is by the courtesy of these
gentlemen we are enabled to give the following partionlars. Alongside
are given those of a 22ft. boat built to our drawing.
5&1118 ......................................... . TIIIBD. A:rumu L&& DEIcnr.
LaDrUa, eztnme ............................ .. 1IUt. 11iD. 111ft. 111ft.
extrema ......................... .. 6ft. 11iD. 7ft. 7ft.
Dra1l&'ht of ...... tar aft ....................... . 8ft. 8in. 8ft. sm. Sft. BiD.
Dra1l&'h1i of water forward ................ .. 11ft. 11ft. 6in. 1ft. em.
(about) ....................... .
Ballu1; (total) ............................. ..
BaJlaa1; lead budcJe ......................... ..
S'lS tone 11'40 tone 11'405 tou.
II tone 5owt. 1 ton 100wt. 1 ton 11owt.
1 ton 9owt. 1 ton 4oowt. 1Bowt.
BaJlaa1; iron iDaide .......................... . 100wt.
BaJlaa1; on keel ............................. . 16owt. 8awt. 1Scwt.
Mut, daok to hounchl ...................... . 110ft. sm. 19ft. 110ft.
Boom, utrame ............................ .. 18ft. 19ft. 18ft.
Gatr, extrema ................................ . 140ft. 15ft. 14ft.
Bcnnprl.t, outside .......................... . 10ft. 111ft. 10ft.
of plain...n .......................... . 51S Iq. ft. 5110 aq. ft. 500 aq. faat.
The Clyde boats are invariably olenoher built, so that in the event
of anyone building to our drawings it would be necessary to put up a
It roof tree" between stem and stern post, t'hen make h&lf moulds for,
_y,2, 4, 6, and 8 sections, pivoting these on their oentre lines so as to
swing round and do for both sides. She may be planked to these
moulds, the frames then bent in, and last of &11 the floors, as if the floors
are put on before planking it is unlikely that the bottom will be kept
as fair. The sections can be drawn down full Bise from the following
table of offsets.
In all oases the water-lines are named from the load, or first
water-line dowmoardB. The diagonals are also named in like manner,
the top one being first diagon&l, and so on. The gunwale heights and
breadths explain themselves. The 'dimensions given are in all oases
moulded, that is, to the inside of the plank. If it is desired to make
Digitized by Coogle
calculations of any elements of these boats, once and a half the thio'k:ns8B
of plank must be drawn on.
The stations (868 Plate XXX .... .....,...., .... VTTII.) are spa.ced exactly 'i\-th of the
extreme length apa.rt, and are at right angles to the water line. The
FIG. 101.
shape of stern-board is shown in projection on the body-plaJi; in laying
it down for building, the rake of post would have to be allowed for to
get the actual shape. .
TABLE 0l1' ORSETS FOB A. 17ft. BOAT.
No; of SeotioD ... .................. 1 i 8 I ' . Ii 6 I 7 ;J;d' 8 10
-
ft. in. ft. in. in. 'ft. in. ft. in. ft. in.lft. in. I1i. in:ft. in. ft. in.
Height. above L.W.L. to top of I' I 1
gunwale ... ..... .... ... ......... 2 2t 2 It 1 llt 1 101 1 8t 1 8U 711 711 8 1 III
Depths below L. W.L. to rabbet 1 0 1 It 1 2t 1 , 1 5U 6V 711 8lJ 1 -
BaJfbreadths at gunwale ... .. 1 1 8t 2 it 2 'I 2 6 2 61i2 51 2 li:l II
Halfbreadths at L. W.L. ...... 0 5U Ot 1 6I 12 Oh 2 8 2 8112 2; 1 10 IlOilO It
Half.breadths, No.2 W.L. ... ... 0 8i 0 81 1 It 1 6hll 8U Btll at 1 OJ!O 0 lit
Half.breadths, No.8 W.L ....... 0 1 0 at 0 7hO 10 0 lltO 1110 810 .51;0 i 0 OJ
Halfbreadths OD 1st dia.gonaJ. 0 10i 1 6I 2 01'2 5 2 712 8i 2 71 II Sl'2 It 1 'I
Balfbreadths on 2nd dia.goD&l. 0 8 1 11 Bt 11 111 12 2 2 2112 01 1 IIl'll 8i 0 7
Halfbreadths OD 8M dia.gonaJ. 0 SlO It 1 8l 1 'i 1 '111 811 OIt 7110 Ii
The stations are spr.ood 17ft. apart (1ft. 8tin.), No. 1 station being the lI80IIle disfanoe
from foreaide stem. The waterlinea are a bare 51in. apart; the more ezr.ot way to lay them
ot! will be to _ 16in. below the load line, ad divide it into three 8Ilur.l parIiB.
The aide linea are pr.raJlel to the oentre line, ad 2ft. 7 out.
The first dia.gonaJ. outs the oentre line 1ft. 31in. above the load line, ad out. the aide line
7in. above the load line.
Digitized by Coogle
Digitized by Goog I e
.
0;9
a
""" "Goog il
Cl,yde Sailing Boats. 315
The _d diagonal outa the oentre line 7liD- above the Ioaa line, and the side Una 'iiD.
belOw it. .
The third diagonal outs the oentre line lit the load line, and outs the third __ line
1ft. 81iD. out.
TABLE OF OFFSETS FOR A 19rr. BOAT.
6 7 8 9 10
No. of Section ....... /1
1ft. iD. It. in. ft. iD. iD. ft. iD. ft. in. ft. ID. iD. ft. in. iD.
Heighta above L. W.L. to top of
gunwale .................... 2 6 12 4r:l2 212 lP 111,1 1011 lot 1 lOt 1 10i 1 11
Depths below L.W.L. to rabbet 1 Ii 1 8i 1 4tl1 6 1 7'[1 811 10! 1 11 1 11i -
Halfbreadths at pnwale ...... 1 21 2 0 12 Sii2 812 9tl2 10 ,2 9t 2 7i11 4r:l 2 0
Halfbreadths at L.W.L. ......... 0 6t 1 11 1 9 12 8 2 6'12 7,2 iiI 2 Ot 1 2f 0 1
Half.breadths, No. 2 W.L. ...... 0 8t 0 9U Sill 81.1 11tll 11i11 Bt 1 litO Ii 0 ot
t
Halfbreadths, No.8 W.L ....... 0 Ii 0 4 0 710 11i!1 IU 1 0 IO-hO 6 0 1I-h0 :t
BaIf ........ M ... .......,. 'U, st "I'UT ''I'"' .. Half.breadths on lind diagonal... 0 8t 1 4U 10i l2 21 2 4U lit 2 8i 2 0 1 lit 0 8t
Halfbreadths on 8rd diagonal... 0 6-h 0 11 U 8u liill 6U 6U lit 1 lit 0 8i 0 2
The stations are 1'9ft. apart (1ft. lotiD.), No.1 station beinar the li801ii8 diata.noa
hom fore-aide &tam.
The ___ linea are apa.oed ezaotl1' 6iD. aput.
The side linea are pa.ra.llel to the oentre line, and 2ft. lliD. onto
The ftnt diagonal aute the oentre lin, 18iD. above the load Una, and aute the side line
SiD. above load line.
The eeooDel diagonal outs the oentre line SiiD. above the load line, and the side line 8liD.
below it.
The thiId ctiagonal outs the O8Iltre line /It the load line, and outs the thUd water-line
1ft. liilD. out.
TABLE OF OFFSETS FOR A 22rr. BOAT.
No. of Section ........................ 11 12 a I 4 Ii 8 7 8

Heighte above L.W.L. to top of I I ..
gunwale ........................... 21012 8U 6t2 Ii 2 8i 2 2t 2 It2 It2 1112 SJ
Depths below L.W.L.to rabbet ... 1 au lill 7t'1 Btl lot 2 0 2 1t2 81
l
il Si -
Halfbreadths at gunwale ......... 1 Ii 2 at 2 9ti3 Ii 3 2t 8 at 3 illS Ot,2 stl2 8i
Halfbreadths r.t 2nd W.L. ...... 0 4J 11i 1 Ii! 1 11 2 2t 2 iii 1 11tl 'l,O Sf 0 1
Halfbreadths at L.W.L .......... 10 8t 2 Ot,'2 712 11-h 8 O-h 2 1012 4J 1 41
1
0 2t
Halfbreadths at 3reI W.L ....... 0 ItO 410 9i,1 0t1 Bl 1 2t 0 1110 7tO 210 Of
Halfbreadtha on lBt diagonal... 1 Ii 2 Ot 2 8iS It 3 4i 8 lit a Ii 8 2i 2 9t 2 Ii
Halfbreadths on 2nd diagonal... 0 1011 7i 2 2il2 7i 2 9tl2 10 2 B 2 811 81'10
Halfbreadths on 8reI diagonal ... 0 7U 1 1 Iii 1 Bpl0 1 10 1 8 1 4tO lotO -.-
The atationa are spaoad 92ft. apart (2ft. SJiD.), No. 1 ltation beiq the lame diatan08 from
fore-eide atam.
The __ linea are spaced euotly 7in. apart.
The aide linea are pa.raJlel to the oentre line, and 8ft. 4r:lin. out.
The ftnt diagonal outa oentre line 1ft. 8tin. above the load line, and outs the aide line
Din. above load line.
The aecond diagonal outa the oentre line 9l1D. above the Ioaa line, and the aide line lotiD.
below it.
The third diagonal outs the oentre line lit the load line, and outl the third __ line
1ft. BtiD. out. .
As. to cost, a modern ra.oing 19ft. boat is a pretty expensive toy.
About the most successful builder of them, Walter Paton, of Millport,
Digitized by Coogle
816
N.B., charges 22,. to 2Ss. per foot, and other builders are pretty much
the same; the items, therefore, would sum up about as follows:
Hull IoIld span, 19ft., at 2S.. per foot .......................... .
Plain pump, and other ftttinra not npplied bl builder
Lead keel, 6owt., at 2S.. per owt. .................... ,
Intemal ballaat, lOowt., at 22.. 8d. per owt. ................. .
Shot in b.,.,4owt., at 82 per owt. ............................ ..
Bloob, numing and _tanding rigging ......................... ..
Sa.ila .................................................................... .
Three life belt., at ISs ............... ............................ ..
I, .. d.
1117 0
810 0
818 0
11 5 0
880
800
15 0 0
250
---
Total for boat oomplete and readJ for raoinr .... 1,75 8 0
If interna.l ballaat is of iron, deduot 1,8 10..
If"(JfI, masts were successfully introduced in 1881 in several of the
boats, they being found as light as, and much.stiffer than the wooden ones.
They were made of boiler tube, about 4in. diameter, and -hth to lin.
thick, tapered at top by Blipping a small piece inside, and then a smaller,
somewhat after the fashion of the Chinese bamboo fishing rods.
Lead and everything else being now much cheaper, 5Z. might be
deducted from the cost as given above of a. 19ft. boat of the old type.
The cost of a 21-tonner (corresponding to the old 19ft. class), with all
lead ballast, racing sails, and gear would not fall far short of 150Z.
[NoTJI.-In 1879 nearly all the clubs adopted the Y.R.A. rule of
measurement, with the effect that a number of miniattW6 yachts which
in -no way POBB8SS any special features as to hull, sails, or ballasting,
appeared. They are simply models of big yachts; in one or two instances,
indeed, they were built direct off the lines of five or ten tonners, the
scale being altered to suit. Three-and-a-half, two-and-a.-half, and one-
and-a-half ton yachts have therefore been competing in the old 15ft.,
19ft., and 22ft. classes, the new boats being one ... third to one-half longer,
and having half as much displacement again as their rivals, while
they have the further advantage of carrying a. large proportion of the
ballast outside, the result being that the old type of boat is likely to
be improved off the face of the water. One or two of the builders,
however, stuck pretty closely to the old type of boat, simply adding a .
counter; the present build may be somewhat deeper than the vessel shown
in the plate, but if a counter be drawn on (the bllttock lines will give a
reliable guide as {io its outline) she will very fairly represent them.
After a few races it became perfectly evident the old class of boats
had no chance with the model yachts, and the leading clubs arranged for
separate matches for the yachts and open boats. This is found to work
well where club funds admit of it, but as the funds have necessarily been
spread over more classes, one or both were bound to suffer. The old class
D i 9 i t i Z ~ d by Coogle
Cl,lde Sailing Boats. 317
of boats being in the majority, more races were given for them, a.nd it now
looks (in 1884) as if the little yachts were likely to go to the wall. To give
better chance of sport a.nd, to make the olass uniform allover the country,
the Western and Large olubs this spring a.rra.nged that the 21 a.nd st-ton
yacht olass should be amalgamated in a 8-ton olass, the 2t-tons receiving
a.nd the Si-tons allowing time, and in 1888 some very keen races were
sa.iled under these conditions; but the interest of this kind of sailing seems
to be on the wa.ne, as no new boats have been built for two or three years,
a.nd existing boats have not always been raced. In the older open boat
class matters have been rather 'more lively, a.nd several new boats have
been built mostly for competition in a new 15ft. class. To encourage
the building of such boats, 'it was determined that no outside ballast should
be allowed, a.nd that they should be driven by only one sail, it being
a.nticipated that thes& restrictions would reduce the cost. But lead was
found to be as dear carried inside as out, a.nd the "one sa.il" was made
as big as two, the result being that the oost of such a boat, say
15 x 5 x 5 ft. deep was about 50l. But few new boats have been
built in the other classes, and these fifteen-footers probably represent the
latest ideas in lug sail boats: they are simply a development of the boat
shown in the drawing, but deeper. drawn, with more displacement, more
ballast, a.nd more sail. The particulars of one of the most successful of
them-the Mascotte, belonging to Mr. Dicki&-may be interesting:-
LeDgth, utreme................................. ...... ............... 15ft.
Length on L. W. L. ..................... ......... ............ ...... 15ft.
Breadth, extreme ...... .............. ....... ... ......... ............ 6ft.
Draught 01 water, utreme ......... ......... ...... ............... 8ft.
Weight 01 baUaat ............... .................................... 81m.
Kut, gunwale to 0I'ItDI8 t tl '.' ,, II. 18ft.
Area 01 ..n............................................................ 190 1Iq. ft.
Digitized by Coogle
CHAPTER x X I I.
KINGSTOWN BOATS.
AT Kingstown the Irish Model Yacht Club instituted raoos for boats
of .18ft. length on the load-line, and the contests between these small
craft were very keen, and in a breeze some fine examples of boat sailing
were often seen. The rules required that the boats should not exceed
18ft. length, and that they should have no counter. The club also
instituted a class for If three tonners," and it occurred to Mr. Ardagh
E. Long that an 18ft. boat might also be a three-tonner. With this
object in view he designed the exceedingly nice-looking boat Heathen
Chinee, depicted on Plate XXXVIII.
:r.en,th ............................. .
Breadth, extreme .............. .
Draught, extreme .............. .
Displacement .................... .
BaJlaat lnaide (iron) ........... .
BaJIaat on keel (iron) ..........
lIut. deok to hounde ........ .
Pole ................................ .
Boom, extreme ................. .
Gaff ..................
Bowsprit outboard .............. .
Topaail yard ..... '" ........ ,
18ft.
7ft.
4ft. 8iD.
S'5 tone.
12owt.
1 ton 2owt.
16ft.6iD.
8ft.
18ft.
14ft.
Sft.8in.
18ft.
17ft. 11in.
lift. 2m.
4ft.
S'O tone (about).
1 ton 16m.
None.
14ft. SiD.
9ft. 9iD.
18ft.
18ft. Sin.
9ft.
18ft.
Generally the proportion of beam to 18ft. length is from 6ft. 6in. to
6ft. Slin., and two considerations have thus limited the beam. In the
first place it has not been anticipated that a three-tonner with only ] 8ft.
length could compete with a three-tonner of 25ft. or upwards, and so the
beam of the -18ft. boats has been kept down to that neoossary to make
two tons, for the sake of time allowance;" in the second place, in the
18ft. class time is allowed by a rule of length and beam added together.
For these two reasons beam has usually been limited to the proportions
Digitized by Coogle
Kingstown Boats 319
named. The boats have, however, not been successful in the three.tons
olasst and it is a moot point whether they would not have been better for
a little more beam, as it would be useless to attempt to B:!Ioil suoh boats
under the tonnage rule. They have about the same displacement as
Heathen Chinee, but are a trifle deeper in the body j they are undeniably
fast along the wind, but do not carry their canvas quite so well as they
might, that is, in comparison with the three-tonners.
The Ianthe is the narrowest boat of the class, and is cutter rigged; but
the hitherto most succeBBful boat, Shrimp, has a few inches more beam, and
is sloop rigged.. The one headsail is set :flying with tack to bowsprit end
like a jib, with as many as four jibs to suit d.i1ferent points .of sailing,
strength of wind, or reduced mainsail. The forestay is set up to the stem
by a lanyard, and on going about the clew of the headsai.l is, of course,
hauled round this stay.
The topsails are very peaked, similar to Alert's (888 Plate XI.), the
tack being fast to the heel of the yard. .A spinnaker is carried, and the
booms for the same are usually longer than the boat-the Shrimp's being
about 24ft. long.
The boats are actually only half open, as they are decked forward .and
art, with a large cockpit amidships. The Ianthe had a movable deck
(formed with cockpit) so as to be qualified as a real open boat. The
deck was a heavy one of 2in. pine, screwed down to a stout gunwale with
strips of india-rubber listing between.
In the 18ft. class counters were not allowed, even though they were
included in the 18ft. length j but, nevertheless, counters are found to be of
such service to the boats, and so convenient in working the long boom,
that most of them were fitted with movable counters, which are fixed when
it is not dB 'f"igueur to sail without one.
The counter, usually about 4ft. long, is framed and planked. The
fore end corresponds to the transom, bnt is fitted with a rudder case or
trunk, of which t in Fig. 104 is a section. Fig. 102 represents a fore end view
of the counter j a, a, a, a, are large lin. washer plates screwed to the end
frame; h, h, h, b, are fin. bolts with large heads, 80 as to have a good grip
of the washers. On the fore side of the transom frame of the boat similar
washers are fitted, and the bolts thereon are screwed up tightly by thumb.
screws, as shown by 8 8, Fig. 108. The counters are securely held by this
arrangement; but if additional strength required to meet any unusual
strain, a ty:e rod might be used similar to that recommended for the
mere boats (8ee Fig. 105). .
If accurately and securely fitted these counters look well and answer
well, but end on appear rather narrow on of the Cf tuck up "
Digitized by Coogle
and narrowness of the transom, necessary for sailing as a squa.re-sterned
boat. (See remarks on this subject in reference to fitting counters to the
Itchen boats, p. 288.)
FIG. 103.
FIG. 1 0 ~ .
FIG.I05.
The lines of the Heathen Chinee are represented on Plate XXXVIII.,
but the following table of rr offsets JI will be referred to in making moulds
for building.
No: of SeotioD .................... 1 B 8 ~ 5 6 7 8 9
MlcJahIp Tnmm.
--- --
I-
ft. in. ft.in. ft. in. rt. in. ft. in. rt.in. rt. in. rt.in. ft.in.
Heights to ooYerin&, board ..... B 8 2 5i 2 8 2 It 2 Ot 2 0 2 01 2 Of 2 2
Depths to rabbett .............. 1 5 2 1 2 6 2 8 2 9 2 7t 2 8 1 8
-
Half-breadths on deck ......... 1
8: 2
2t
210 8 8 8 5 8 41 8 2t 2 9 2
2t
Half-breadths 8in. aboVe L. W.L. 0111 110} 2 7t 8 2 8 51 8 Si8 8t 2 7t 1 It
Half-breadths on L.W.L. ...... o 9t 1 71 2
~
211i 8 8f 8 4t 8 01 2 1 0 2
Half-breadths W.L. 2 ............ 0 6 1 8 2 2 7
211t 2 101 2 81 011 0 2
Half-breadths W.L. 8 ............ 0 21 0 9 1
~
111 2 2 1111 1 II 0
SlO
2
Half-breadths W.L. ~ ............
-
0 8f 0 8t 1 Of 1 ItlOlO} 0 41 0 2 0 2
The waterlinea Re 8in. apart.. The aeotiona Re 2ft. apart.
All the halfbreadtha inolude the plank.
t Lower edp of mbb6,
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King8town Boats. 820A
------ -- ------ ---------------
The Owaissa (Plate XXXVIIIa.) was designed by Mr. James Bourke,
of Ma.jn Street, Bray, and built for Mr. Charles Matthews in 1882, at
Kingstown. She was intended to sail against the cracks in the 18ft. class
at Kingstown, including Ianthe, Shrimp, Sammy, Saucy Kate, Mignon, &c.
She has proved a remarkably successful craft in all kinds weather.
TlI.e timbers (a.ll single) "are of Irish oak, spaced 2ft., with a bent
timber of American elm between each pair.

SAIL PLAN OF 'OWAISSA'
The oak timbers are 1 sided and 2lin. moulded at heels, tapering
to 1iin. moulded at deck. Bent timbers lin. X fin.
Keel of American elm, 5tin. sided amidships and tapering at ends to
Sin. at sternpost, and 2tin. at stem. Plank tin. thick, teak above water
and spruce below.
The heels of frames are connected with the keel by wrought iron
floors. All fastenings of Muutz yellow metal.
Digitized by Coogle
820B Yacht and Boat Sailing.
The sails are made of cr Union duck," and the sailmaker was Perry, of
BirkeDhea.d.
The topsail is a lateen (as depicted in the Sail Plan), and to keep the
yard into the mast there is a heel rope on the yard which is rove through
a check block on the aft side of the. mast.
Length on L.W.L.. . .............................................. .
BeamL.W.L ...................................................... .
Beam, eztreme ................. , ................................ ,
Draught of water, eztreme .......... " ....................... .
Mean draught of water ......................................... .
Area of midship IIIIOtion .........................................
Area of L.W. plane ............................................... .
DiaplaoemeDt .. , ... '" '" ... '" ...... '" ., .. : .......... '" ., ...... .
C.B. aft C. of length ........ , ................................
C.B. below L.W.L. ... '" ......................................... .
C.L.B. aft C. of lenjrth .... , '" ..............................
C.E.S. aft C. of langth .........................
C.E.S. Iobove L. W.L. ...........................................
Weight 01 lead keel ............................................ .
TODDaI9 T.R.A. ................................................
SPAlla AJm S&D.8.
18ft.
5ft. 2tiD.
5ft. Bin.
.ut. Bin.
Bft. BiD.
10 sq. ft.
62'4 sq. It.
B'2 tons.
O"S5ft.
1"2ft.
12ft.
Nit.
100Sft.
0'65 tona.
1'14 toni.
Kaat, deok to houndl ............................................. 15ft. BiD.
Pole of _t ............. , ............. '" .... , ......... , ..... , ... 8ft. BiD.
IrIain boom ............... '" ..... , .. , ..... , .... " .... , ......... , . .. 18ft. 8in.
Gd ................................ '.................................. 140ft. 6in.
Angle of gaff with horilon .. : ........... , ... ............ ... ... ... 52"
Bowsprit outboa.rd ................................................ 9ft. 2in.
Topaail ;yard . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . .. . .. . .. . . . . . . . .. . . . 17ft. 6in.
Jack;yard, beyond gat! end ........................ ... ... ...... 1ft. Bin.
Spbmtoker boom ................................... :............... 22ft. Bin.
Tryu.il gaff ........................................................ 9ft.
Lutr of maimJail .... , ..... , ................. , ............ '" ... ... 18ft.
Area of maiDBail ............................................. 258 sq. ft.
Area of f01'8ll8ail '" '" ........ '" ............. , ........... , . ... ... 51 sq. It.
Area of jib ...................... , . . . . .. . . . ... .. . .. . .. . . . .. . .. . . .. 65 sq. It.
Area of topar.il ......... ...... .. ... ... ... ... ...... .. ... ... ...... 86 sq. It.
Area of apbmaker ................................. '" ... ... ... ... 227 sq. It.
Area of jib topsail ... ...... ............ ............... ............ 41 sq. It.
J'oreaide of _Uo foreaide of stem ........... , ... ... ...... 7ft;. 6iD.
TABLE OF OFFSETS FOB OWAISSA.
No. of l8Otion ...........................! 1 I 2 8 4 i 5 ! 6 I 7 ! 8
-----------.--------f-------L-
, i
Half breadths on deak
HaJf breadths L. W.L .
Half breadth. W.L. 2
Half breadths W.L. B
HrJI breadths W.L. 40
n. In. I n. In. n. 10. n. In. I ft. 10. I ft. ID. n. In. n. IlL
............. " ... 1 0 1 9t 2 8 2 5f 2 7 ~ 2 6t 2 5 2 3t
.......... ,....... 0 61 11 4 2 0 2 5t 2 7t ' 2 6 2 8: 1 8
.................. 040f 051 1721 28i 22t 1 SI09l
................. , ...! ... ,0 5 0 7 0 7t 0 6f 0 5 0 2
........ , ......... ...' 0 It 0 11 1 8f 1 5l 1 Si 0 lOti 0 7t
___________ -' I '___ __ .. _
No.1 is 1ft. 10tin. from the stem at the load waterline. Tbe other aeutiou are 2ft. apart.
The water-linea are lOin. apart.
Digitized by Coogle
CHAPTER XXIII.
SMALL RACING YACHTS.
THREE-TONNERS.
TRB sailing of three-tonners has long been a fashiona.ble accomplishment
with the gentlemen who live on the shores of St. George's Channel, but
only within the last two years has it become a general fashion. Formerly
anything of a certain length and breadth served for a "8-tonner," but
yachtsmen have grown much more exigeant, and these small yachts must
now be as handsome in design as Formosa, Marjorie, or Annasona., and
as scientifically worked out. The most experienced yacht designers are
employed in draughting their lines, and their spars, gear, sails, and
ballast are a.ll of the most approved pattern and quality. There was
a temporary battle of opinion as to whether the class should be 8 tons
or 21 tons, and an attempt was made to settle the matter on the Thames.
But after a serious debate the committee of the Nore Club in 1880
effected a compromise, proposed by the author, that the limit of tonnage
should be 8 tons, and the limit of length 25ft. The length limit was
proposed because an idea prevailed that some of the Clyde 21 tonners
might be transported to the Thames, and, as their length did not exceed
25ft., it wa.::: contended they would have no chance against a 8-tonner
of greater length, as the Nore Club did not until this year use time
allowances. The 21-tonner ~ a s supposed to have some virtue because
it was in regular sequence with the Y.R.A. classes 40, 20, 10,' and 5
tons; and, moreover, with a certain proportion of beam to length double
dimensions give eight times the tonnage, and therefore the dimensions
of a 2l-tonner would if doubled produce a 20-tonner. Hence it was
thought that the class would serve as an experimental one to assist
in designing 20-tonners, just the same as 5-tonners have or ought to
have served as the experimental models of 4O-tonners. However, the
2\-tonners found no more fpovour on the Thames tha.n they did at
Kingstown, and the little vessels which ha.ve been built for the Thames
T
Digitized by Coogle
and South coast are of three tons. The design given in Plate XXXIX.
is longer than a.ny of the celebrities of St. George's Channel, and has
more displacement, but since the design was made the length has been
exceeded. The design has been built from, and in two cases frames,
plBJ1k, spars, gear, &c., have been all fitted in this country and tran&-
shipped abroad to be put together.
They all' in a general way agree with the design given on Plate
XXUx ., which was first published in the Field in the spring of 1881.
However, in making a long and narrow design it is difficult' to avoid
points of resemblance, and it may be truly said of all British modern
racing yachts that they bear a strong family likeness to each other.
The Snarley Yow (Plate XLI.), was designed by Mr. 'Baden Powell,
and built for him and the Marquis of .Ailsa. at the Culzean Yacht Worb,
Maybole, N.B. In the matches she has sailed she has shown power and
speed in strong breezes of a superior quality.
The Chittywee is owned by Lord Francis Cecil, a.nd was built at
Plymouth in 1882, from a design by Mr. James Ash, Tredegar-squa.re,
Bow. Chittywee is 28ft.3in. long on the load line, and 4ft. 9in. beam.
She has proved the most successful 3-tonner, although Mascotte baa
succeeded in beating her on several occasions.
The Mascotte (Plate XLII.), was designed by Mr. T. Wynne Eyton,
and built in 1882 for him and Mr. E. F. Quilter, at the Culzean Yacht
Works, Maybole, N.B.
In the season 1882 many of the yachts had pole masts, as shown in
Plate XL., but of the cracks only Mascotte sailed all through 1883 with
it, the others having topmasts fitted .
. The frames will be spaced centre to centre 1ft. Moulded Sin. at
the heels, and 2lin. sided i then tapering to 2iin. by 2in., and at heads
1 lin. by 2in. Pla.nk, lin. thick. Floors of angle iron, 3in. x -hin. .Arms
of angle iron floors, 2ft. Metal bolts for lead keel, 1iin." sp..ced 2ft.
Deadwood bolts and stem, sternpost, and shelf tin. Deck beams,
21in. square, and spaced 2ft. Shelf or clamp, 4in. x 2in. Stem sided 3lin.;
sternpost 4in. The bulwark will simply be a piece of 3in. stuif, 2iin. on
underside, and 1 lin. on top i cleats can be fixed to the inboard or
bevelled side.
Digitized by Coogle
Small Sail,i,ng Yacht,. 823
TABLE OJ!' DDIENBIONB, &0., 8TONNEBS.
DeBigD. I BnarleJ
Yow.
----------------------1
Am.,.
Lezacth, on deck-st.em to II1ierDpoilt .
99ft. lin. - 27ft. lOin.
26ft.
24ft.
21ft. 6fn.
Laagth on load waterliDe ............. "1
27ft. Sin. 28ft. 28ft.4oiD.

:ar-ith moulded .......................... .
:ar-ith eztreme ......................... ..
E:direme draught of water ..............
Draught of water 40ft. from Item
J[eau draught of water ................... ..
Area. of load water.pla.ue ................ ..
Area. of midBhip aeotion ................. .
Area. of verlioal longitudinal BeOti.on .. .
Area. of immeraed lIlIlfa.oe ... : ............. .
Area of OIIoIlVlol per aqaare foot of wetted
II1lrfa.oe ........ , ......................... ..
DiBplaoement in tons .................... .
DiBp1a.oement per inch at L. W.L. . .... .
ecoetIloient of displa.oement
Kidabip laotian abaft centre of leDath
8ft. lin.
4ft. lOin.
Sft.
Sft. Din.
Sft. lin.
"Sft.
95 sq. ft.
a 1Iq.ft.
125 sq. ft.
278 Iq. ft.
28ft.
8'5 tona.
"f owt.
'36
of L.W.L. ................................. 15ft.
Centre of buoyanoy, ditto ............ ;.. 075ft.
Centre of la.ter&l reaist&noe, ditto 12ft.
Centre of dort of lower aa.ila, ditto ... 1ft.
Centre of buoJ&D.OY below L.W.L. ..... lSft.
Jleta..centre above centre of buOJ8ol101.. 85ft.
:Ba.llaat iDBide........................ ......... Sowt.
:Ba.llaat 0IRaide .............. ....... ... ...... Sf tona.
Total ballaIrt ................................. 4 tona.
Tmmage Y.B.A..... .................. ......... 8 tona.
11 .... from fon Bide of Rem at L.W.L... 11ft.
JIut deok to houndB......... .............. 19ft. 8in.
Pole of DIM' ................................. 10ft.
Diameter of DIMfi at deck ............ ... Sin.
Main boom, DIMfi to pin of Bhe&ve ...... 25ft. 6fn.
Greatest ............ ...... ...... ... SiD.
Gaff, throat pin to hole..................... 17ft. 8iIL.
Gaff, diameter at jan ..................... stin.
BoWBPrif; litem to lhoulder ............... 18ft.
Diameter of bowaprit at litem ............ stin.
Topmaat ad to &heave ..................... -
Toplllloil yard .......................... ....... 26ft. 8in.
Ditto ... ..................... ..... ............. 18ft.
Greateet diameter of topB&il yards . . 'tin." Slin.
8piJmaker boom............ ...... ... ...... ... 28ft.
Greatest diameter ........................... 4tiD.
Ars 01. ma.inIa.il ......... .................. 470 Iq. ft.
Area of foreaa.il .............................. 9S aq. ft.
Area. of jib .................................... 158 sq. ft.
Total area. of lower Bail ...... ...... ...... 723 sq. ft.
Ld of mainBail............... ............... 17ft.
Leeoh of ma.inBa.il ........................... 82ft.
Head of ma.inBa.il ............ ...... ......... 17ft. Sin.
Foot 01.. mainBa.il ...... ...... ......... ...... 24ft. Din.
Tack to peak ea.ring ..... ; ... ... ... ... ...... S2ft. 8in.
Clew te throat .............................. 28ft. 9in;
8ft. 2in. 4ft. lin. 85 -
40ft. 8iD. - Sft. lin. -
4ft. lOin. 4ft. 9in. Sft. Sin. 40ft. 11 tin.
6ft. Sft. 9in. 40ft. 8in. Sft. llin.
- 3ft.2iD,. 2ft. HiD.II -
- "Sft. 3'8 ft. -
90 sq. ft. 940'5 sq. ft. 92'8 sq.ft. -
140 sq. ft. IN 1Iq. ft. 1238sq.ft 11'85 sq. ft.
- 128 sq. ft. - -
67toDi. 7 tons.
4iowt.
5'2 tona. "'2 toDi.
'towt. -
0"9ft.
18ft.
4 tona.
4tona.
298tona.
11ft.
20ft. Din.
28ft.
18ft.8in.
14ft.
'8
1"8ft.
12ft.
14oft.
2'99 toDi.
11ft. 8in.
21ft.8iD.
10ft.
stiD.
27ft.
Sin.
17ft. 8m.
St
13ft.
Sin.
23ft. 6fn.
'837
22ft.
l-SSft.
124ft.
84ft.
1ft.
8 tona.
10ft. 9in.
21ft.
9ft.
Sin.
25ft. 8in.
4fin.
18ft.
12ft.
4iiD.
26ft.
27ft.
490 Iq. ft. 520 sq. ft. 425 Iq. ft.
110Iq.ft. 95 sq. ft. 90 sq. ft.
ISO Iq. ft. 140 Iq. ft. 180 sq. ft.
750sq.ft. 755 Iq. ft. 875 sq. ft.
- 18ft. 18ft. Bin.
- MIt. 8in. 82ft.. 8 in.
- 17ft.8in. -
- 28ft. lOin. -
81ft.
75ft.
1ft.
75ft.
1ft.
14oft.
2'8 tona.
2'8 tona.
2 tona.
7ft.2iD.
18ft.
Sin.
24ft.
4in.
18ft.
Sin.
10ft.
27ft.
25ft.
18ft.
28ft.4oiD.
15ft.
22ft. 8in.
27ft.
CoeIloient of dilplaoement _ Displaoement )( 85
Length )( Breadth )( M8IIo1l Dra.,ht.
II ThiB was taken at 2ft. lin. abaft fon lide of litem.
y 2
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TABLE OF O:nsET8-TlIBD-TONNEB (PLAT_. XXXIX. .lIm XL.).
Seoticma ... 1.
. ~
40. 5.
ft. in. ft. in. It. in. It. in. It. in.
H ~ ~ : : ~ . ~ ~ . ~ . ~ ~ ~ J
3 0 9 9t
'
9 7 9 5 9 31
Depths to UJldenide of wood keel ..... ,
-
- -
811 -
Half-breadths 011 deck .. , ................ o 5 1 0 1 51 1 9t 9 1
Half-breadthllift. above L.W.L .......... o <lot o lot 1 3t 1 9 9 Ot
Half-breadths 011 L.W.L. .................. o 3 o 81 1 2 ,1 7 1 11t
Half-breadths No.2 water-line ............ o 2 o 7 1 0 1 5 1 10
Half-breadths No.3 water-line ............
-
o 510 D 1 I! 1 61
!
Half-breadths No. 40 water-line ............
- o 11 o 5/ 0 81
1 0
Half-breadthe No.5 water-line ............ -
o 21' 0 401 o 6t
Half-breadths of keel ........................
- - -
o 3 o 40f
Depthe of lead keel and falae keel ..... - - - o 5 o lIt
No.1 IIICtion iB 1ft. 8in. from a perpeudicular dropped at deck 011 the
fore Bide of Item.
The other eeotioDI are 2ft. apart.
The water-linea are Din. apart.
6. 7. 8. 9. 10. 11. 19. 13. 140. U. 16.
ft. in. ft. in. It. in. ft. in. ft. in. ft. in. ft. in. ft. in. ft. in. It. in. ft.in.
9 9 9 1 9 0 1 llt 1 111 1111 111 2 0 9 Of 9 It 9 9t
- - - - - - 311
- - - -
2 31 9 40f 9 4f 2 41 9 4f 2 4l 2 4l 9 2t 9 ot 1 8 0101
9 31 9 4t II 5 2 5 9 5 9 40 9 2 1 9t 1 3 o 3t
-
2 3 II 41 9 4t 2 41 9 3t II 1 1 8t 1 1
- - -
9 It 2 40 2 40t II 31 II 1 1 81 1 Ii 0 5t - - -
1 101 9 Ii 9 It 2 0 1 7t 1 Ot o 6t10 It - - -
o 2tl0 1
1 31 1 6 :.. 6l 1 41 o 11t o 6
- - -
o at o 9 ~ o 9t o at o 6 o 3t o It 0 1
- - -
o 6t o 7 o 7 o 6t o 40f o 3t o lit o 2
- - -
1 5 1 8 1 10 1 10 1 II 1 7 1 40t - - - -
I
All the balf-breadths are exoluaive of the plauk. exoept the half-breadths
of the keel, which inoludes the tbiobeu of the plauk.
The uuder-side of the keel and the rabbet line aorou NOB. 5, 6, 7, 8, 9,
10, ad 11 SeotiOll8 are parallel to ths load water-line; the HOtioIl8 are
therefore perpendioular to the bel.
The lead keel abowu in the Plate ill 12ft. 8iD. iu leuarfIh; it would be weD to out oft 2ft. from the fore end. The lead keel Is 7m. on It. undenida
amldehip., taperm. to IHD. 8ft aad iID. fonrard.
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A.Sc.tuIIIP"E .. ,
PLATE XLI.
"SNARlEY YOW"
DuiiPl d by
W. BADEN l'OWEll. Eaq.
ANO BUI\. T .N 11121
AI 'IBI! CULZEAJ YACHT 'WOBICS,
KATBOLB.
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PLATE XLI.
"SNARLEY YOW"
by
W. BADEN l'OWELL, Eaq
... 0 .UUI .. T III .....
AT 'l'lIE CUI.ZEAII YACHT WOIlJ[S,
IIAYBOLIl.
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TABLE OF OFFBET8--8NABLEY YOW. XLI.).
No. of Section .--. __ . __ .... ____ .. __ ....... __ ... __ .. __ ............. __ .... 1 B 8
"
5 6 7 8 9 10
-
ft. in. ft- in. ft.in. ft. in. ft. in. ft. in. ft. in. ft. in. ft. in. ft- in.
Height. above L.W.L. to deck .: .. __ .... ____ ..................... __ .. BIOI B 8 2 5t B 8t B It B ot 2 0 2 0 o Bt B 2t
Depths below L.W.L. to underside of lead keel aud false keel B 9t
4 0 .
4 lOt 5 4t 5 8 510 5 9t 5 6
-
Depths below L.W.L. to underside wood keel ....... __ .... __ ......
- -
4 0
-
- - -
4 0
-
Deptha of lead keel below wood keel .... __ .... __ .................. -
-
o lOt 1 4t 1
8t
1 10 1 9t
- -
Half-breadths on deok ...... __ .............. __ ................... __ .... __ 1 ot 1 8t B It B 8t B 4t 2 4t 2 8 2 0 1 8 1 It
Half-breadths on W.L. B ______ ....................................... o st 1 4t III 2 8 2 4t 2 4t 2 1 1 5t 0 St
Half-breadths on W.L. 8 ............................................. o 6 1 It 1 8t 2 1 2 8 2 2 1 9 1 Ot
-
Half-breadths on W.L. 40 .................. __ ......................... o 8t o lOt 1 4t 1 9 III 1 9t 1
at o 7t
-
Half-breadths on W.L. 5 ............. __ ...................... __ .... __ 0 It o 6t 1 0 1 3t 1
4t
1 8t 010 o 8t
-
Half-breadths on W.L. 6 ................. __ ... ____ ...................
- o 8t o 7 o 9t o lOt o 9t o 6i o 2t -
Half-breadths on top of lead keel ........................ __ ....... __ .
- - o 8t o Sf o 6t o 6 o 4 o 2
-
-- _._- ---
No. 1 Motion ia 8ft. from the fore aide of the stem at the L.W.L., aud aU the other aections are Sft. apart The _ter linea are 9/,-in. (08ft.)
apart. .All the half-breadths include the plauk.
TABLil OF Oli'J!'SETS FOR MASCOTrE. (Pun XLII.).
No. of aection ....................................... .. .. __ .1 1 2 8 40 5 6 7 8 9 10 11
1ft'
, .m. ft. in. ft. in. ft. in. ft. in. ft. in. ft- in. ft- in. ft. in. ft.in. ft. in.
Height abCTre L.W.L to deok ..... __ ....................... I 3 5 8 0 2 8t 2 5 2 7f 2 1. 2 0 2 0 2 Ot 2 2 2 5
Depths to underside of false keel aud lead keel ...... 1 0 8 0 40 8t 5 2 5 7t 5 9 5 8 5 8 - -
Depths to underside of wood keel __ ...................... ! - - 40 It - - - -
40 it
- -
Depths of lead keel below wood keel .................. I
- - -
1 ot 1 6 1 7t 1 7 - - -
Half-breadth. on deok ....... __ ... __ ......................... ' o 5 1 2t 1 8t S It 2 8t 2 8t 2 8t 2 8 2
2t
III 1 5
Half-breadths 1ft. above L.W.L ......................... ! o 8t o III 1 6t 1 10 2 2t 2 8t 2 8
2 Bt I
2 Ot 1 40
Half-breadths on L.W.L. __ ............................... o It o 9 1 4t 1 10 2 2 B 8t 2 8 2 It 1 7t o 8t
Half-breadth. on No.2 W.L ......... __ ...................
-
o 6t 1
It
1 7t II 0 2 2 II It 1 8 010
-
Half-breadths on No.8 W.L ...............................
-
o 8 o 9t 1
3i
1 7t 1 9 1 7 1
ot
o 40 -
Half-breadths on No. 40 W.L. ..............................
- -
o I;
o 9t 1 1 1 It 011 o 6t - -
Jft1f-breadthB on top of lead keel and wood keel ....
- -
o B o 5t o 8t o 8t 0 7t o 4t o 2
-
Half-breadths on underside of lead keel ................
- - - o 2t o 8t o 40 o 8t
- -
-
_. --- -- - ._-
No.1 station is IOfin. from the fore end of the L.W.L. The other stations are 8ft. apart;. The _ter linea are 1ft. apart. .All the half-breadths
are without the plank.
Stem aided 4in. baok to No. B aeotion. Sternpoat aided 6in. at heel and taperiDr to 4in. at head. Plank lin. thiok.

......
......

;::

s..

eo

TABLE OF BLOCKS AND CORDAGE, 8TONNER.
Number Number
of double of emgle
blocks. blocks.
Throat halyards...... ... .... ... ... ... ... 2a
Peak ha.lya.rda ... : ........
:Main eheet ................................ 1
:Main sheet lead .......................... .
Jib halya.rde ......... , ....... , ..... .
Fore halya.rdl ............................. .
Bobeta,. tackle (iron blooks) ...... 1
Bowsprit ahroudB ........................ 2
Peoolol1t IoI1d block ....................
RUDDer .........................
BUDDer tackle... . ..... ...... .. ... 2
Maillla.il outhaul .....................
Beef penda.nte .....
Topaa.il sheet whip ......................
Topmaat baak.YI tackle ......... :. --d
Preventer baoketall tackle .......... 2
Jib purohalJe .............................. 1
:Main puroha.ae .... ...... .......... 1
Peak purohalJe .. .... ... ...... .... ... 1
Topping-lifta ...................
ToppiDjrlift pUIOhue .......
Bon STBOP BLOCD.
Jib topaa.il ha.lya.rda .....
Spinnaker halya.rde .................... .
SpiJma.ker topping-lift ................. .
Fore IIheeta ................................ .
Jib sheete .....
Beef tackle (&ddle)............ ... ... ... 1
Taok tacklee ........ '" . . . . .. . 8
La.nyarda ................................... .
Dea.dey .................................... .
Wnm Bon.
BhroudB (two each aide) ............. ..
PendauliB .................................. ..
BOWlprit ehrouda ....................... .
Foreat.ay ................................... .
Bob.y pendlollt ...................... ..
Topmut.y ............................. .
Topmut pl8Tenter baoketa.ys ........
5
1
2
8
2
1
2
2
2
1
1
41
1
1
1
1
2
41
2
1
2
41
1
8
41
Size of
block ..
Inch .
41
41
411
8
41
8
41
8
41
8
8
8
8
8
8
8
8
41
8
8
8
8
8
51" 8
8
at
a If a throat purohalJe is used, the upper blook muat be threefold.
Bize of
Length
of
oordace
cordage.
C. F.lDI. FatholDl.
It 22
It 22
It
1!3
11b 141
1 11
It 7
1 6
Ie 2
It 2
1 8
1 8
It 8
1 2
1 6
1 12
1 18
1 18
1 18
It
12
1 7
1 141
1 11
1 11
1 8
It
8
1 12
1 12
1 6
It 8
It
41
It 5
It
1
1l
11
t
6t
t
b If ohr.in -hill.; .. eingle block ou eaoh Bide of muthea.d, IoI1d oue to hook em head oriDgle of
jib; jib tack of wire; &lao main outhaul.
c Wire pendant. Ii If .. topmut is oarried.
TWO-TONNERS.
TB8 .AllY, 2 tona cutter (Plate XLIII.), was built in 1880 for cruising
and racing in Plymouth waters. She was built for Mr. F. R. Stanbury,
from a. design made by Mr. W. Gage Tweedy, of AtheD.lBum-terra.ce,
Plymouth.
The keel is h,?Uowed out on top to take the stea.med timber more
easily, these extending from sheer strake to sheer strake. 1'hey a.re
Digitized by Coogle
Small Sailing Yachts. 327
lin. x fin., spaced 6in. centre to centre. In the spacing, a floor piece
Sin. wide by fin. thick is worked, bent over the keel just 80S the timbers
were, and extending to the top of the lockers each side, fastened to plank
garboard and keel. Another similar layer, but 6in. wide, wa.s worked
upon top of this, and through-fastened j a kelson being worked upon top
of all, 80S shown, the metal bolts of lead keel being set up on its topside.
This plan gave a very strong a.nd solid bottom without any ironwork, and
ha.s never strained or worked. (Ca.pt. Bayly had Spanka.dillo similarly
constructed.) The stem and stern post, instead of resting on the keel,
have the ends of the keel tenoned into them something like the
Windermere yachts, which is a stronger plan when a. heavy lump of lead
has to be carried iY the keel.
The only frames put into .A:m.y were those for the ma.st, another 8ft.
farther aft for the runners, and the tmneom frame. The ends of the latter
come up through the deck and form bollards. The outside plank is fin.
red pine. The strength throughout has been well proved, and for internal
space the build is 80S good 80S composite. The chanuels are formed by the
ends of the mast beam, which project 6in. through the sheer strake on each
side, and is secured by an iron c l u ~ p to the mast frame.
Whilst building, Mr. Tweedy had every part of the woodwork well
dressed with common paraffin oil, and the effect of this has been, he says,
to cause all the wood to stand like metal j nothing has swollen or shrunk,
and the wood cannot be sodden with water-a. great advantage when
working with soft woods.
Her displ8oCE'ment was designed to be 4'2 tone, and she just comes
down to her marks wheu her crew are on board with the hamper. She is
temarkably steady in keeping her fore and aft trim, no matter how pressed,
and even when towed 11 knots by a tug she neither CI muzzled II nor
squatted. She makes but one wave, which is thrown smoothly off from
the fore end of the bow, and thence forms a clean concave surface, like
the inside of a spoon, along the side, and meeting exactly under the counter
at the stern end of the load-line, the wave (which is simila.r in character)
formed on the other side. She steers very easily, and an 18in. tiller is
found to be needlessly long, however fast she may be going through the
water. Her sheer outline will show that she ought to be very quick on
her helm.
Digitized by Coogle
o
ciS"
"" N"

C)
o
c
-
rv
TABLE OF OFFSETS-AllY, 9 TONS. (PuT. nUL).
Numbers of lI8Otion from stem.
.
1 9 3 4. 5 6 7 8 9 10 11 19 IS 141 15
- --r----- --
It. in. f.iD. ft. in. ft. in. ft. in. ft. in. It. in. ft. in. ft. in. ft. in. It. in. It. in. ft. in. ft. in. ft. in.
Heights from L.W.L. to top of COTeriDg board .. 9 6 9 st 9 It 9 0 1 lOt 1 9t 1 8t 1 7f 1 7 1 lit 1 6t 1 6i 1 7t 1 8t 1 0
Depths below L.W.L. to nnderBide of wood keel
J
eg 7t -0 7f 1 4tt 9 9t Sl1 41 10 I) 5t 5 9t 511 5 10 5 5 41 0 o 1 o -at -I I)
Half-breadths on deck ................................. o st 1
It
1

9 1 2 St 9 5 2 Sf 9 6 9 5f 2 5t 9 2 41 9 2 1 9t 1 I
Half-breadths on L.W.L. .. .........................
- -
o 6t 1 2 1 8 2 1 9 4tt 9 6 2 Sf I 5 9 S 1 8t 0 21
- -
Half-breadths No.2 W.L. . ..........................
- -
o 4.i o lit 1 6 1 III 9 3t 2 51 2 9 4ti 9 1 1 2
- - -
Half-breadths No.3 W.L ............................ -
-
o 2t o 9 1 3t 1 9t 2 2t 2 4tt 2 41 2 It 1 7t 1 2
- -
-
Half-breadths No. 41 W.L. .. ......................... - - -
o lit 1 Of 1 6 1 9 Ot 1 lit 1 8 1 Of o St
- - -
Half-breadths No.5 W.L ............................
- - - o 3t o 8f 1 2t 1 5 1 6 1 5 1 1 o 71 o 9 -
- -
Half-breadths No.6 W.L. ...........................
- - -
o It o 51 o 8t o lot 011 o 10 o 8 o 4.t o Ij
- - -
.
Half-breadths No.7 W.L ............................ - - - -
o S o 5 o 6 o 61 o 6 o 5
., 2
o It
- - -
Half-breadths of keel at outer edge of rabbet ...
- - - - o 2 o st o 4ti o 5t o 51 o 4ti o 2
- -
-
-
----
- These are .boTe L.W.L. to stem and ridge of connter.
No.2 section is 1ft. 4ttin. from the fore Bide of stem .t L.W.L. No. 12 section is Itin. ahead of after end of L. W.L. The transom frame ia
8tin . baft No_ 12 lIICtion. The IIIICtione are 9ft. apart. The are Bin. apart.
=

Q

Q

.....
......

Digitized by Coogle
CHAPrER XXIV.
TYPES OF SAILING VESSELS.
PENZANCE LUGGER.
PoZANCB LUQGDS enjoy a very considerable reputation for weatherliness,
and it has even been said that in this quality they exceed the famous cutter
yachts of this kingdom. Be this as it may, there is no doubt that with
two large and well cut sails, a sharp entrance, and equally sharp run, they
are highly adapted for sailing by the wind. They vs;ry in length from
40ft. to 52ft. length of keel, and have a good proportion of beam, usually
a little less than one-third the length on deck, or about 0'3 of that length.
The greatest beam is on deck, the turn of the bilge is very easy, and the
Boors nearly straight, with but little dead rise. The displacement of the
boats is comparatively small, and although the greatest transverse section
is .. head of the centre of length of load line, yet is the centre of buoyancy
a little abaft that centre. The displacement of the fore-body and the
displacement of the after-body are thus nearly equal, and this is a.ccounted
for by the more or less rake given to the mid-section-so that practically
the mid-section is not so far forward as the position shown in the drawing
-and to the steepness of the buttock lines aft and the lightness of the
draught forward. It will be observed that there is little or no dead wood
aft, in fact it is It all vessel" there, and the comparative fulness of the
buttock lines is compensated for by the fineness of the horizontal or water
lines, as shown in the Half Breadth Plan. It is said that the Penzance
luggers are wonderfully dry in a head sea, and they are particularly
lively. They have long easY' lines; an almost perfectly balanced fore and
after body; no weight in the ends; no heavy bowsprit, or boom, or
rigging; and not a large weigll.t of ballast to carry. The mast, it is
true, is stepped rather far forward, but the absence of a bowsprit more
than compensates for this, and, whilst it may increase the momentum
acquired during pitching and scending, it does not cause them to plunge
their bows under. .A. smaller class of lugger, built on the same lines,
Digitized by Coogle
330 Yacht and, Boat Sailmg.
but about 30ft. on the keel, for the Pilchard fishing, are open in the
middle, and only decked fore and aft. One of these boats went to
Australia in 1848 with five hands for the "diggings." She called oft
the Cape and took the mails to Melbourne, actually beating the regular
Packet, although she had to make a raft or floating anchor of her spars
to ride to during a heavy gale.
It is claimed that the Penzance luggers are capa.ble of very high speed,
and although they are not a.sserted to have done such wonderful things as
the Yorkshire luggers have, there is no doubt that they are capable of
attaining a speed equal to that attained by any other craft of similar
length. The design we give (Pla.te XLIV.) is that of the Colleen Ba.wn,
built at Penzance, by Mr. J. R. Wills, and she is one of the fastest
luggers yet built in the west. It will be seen that she has about the length
of load line of a racing 20-tonner, but has Sft. more beam than any such
yacht has, and less draught of water. However the" Dewdrop," also built
by Mr. Wills, could beat her in a breeze, although she was only 45ft. on the
keel and had no counter. The Dewdrop was bought by Mr. T. G. Freke,
and fitted up as a yacht. He gave her new spars and a couple of "lugs "
which were of unusual size, the bumpkin outrigger for the mizen being
29ft. outboard j still there was not spread enough for the mizen, and
a foot-yard was used after the fashion of the foot:ya.rd to a balloon
topsail. She had a mizen staysail and was very remarkable for her clO88-
windedness.
The rig it will be seen, upon reference to Fig. 108 (page 331), consists
of two lug sw, usually made of cotton and tanned with oak bark and
catechu. The fore lug has to be dipped in tacking, but the mizen is a
working one and requires no dipping, the tack being made fast at the
mast. There is no rigging to either mast, beyond a burton to the fore-
mast and a stay to the mizen. The burton is brought to -windward of the
mast, and so is the tye-tackle.
The sa.i1s are seldom reefed, and they are made with only one reef
band. When it is necessary to shorten sail, the mizen is shifted forward
and a smaller mizen set j and this shifting goes on until the small H watch"
mizen (used when riding to the nets with foremast unshipped) is reached.
The boats are usually provided with the laItge fore lug, and three mizens
besides the watch mizen. They cannot very well be hove to, and have to
be kept CI trying" by the wind or scudding before it i however, it must
be a hea.vy gale that causes them to H up-helm," and then no craft of
similar size afloat can excel them in running for the land.
The sail is hoisted by a chain halyard called a tye and a tackle or
purchase, consisting of two double blocks, the fall leading from the lower
Digitized by Coogle

Types 0/ Sailing Vessels.
331
block. The sheave hole at the masthead for the tye has only a It dead
sheave," that is, a half sheave fitted in the hole. The mast traveller is
two half hoops jointed together by eyes, and they are said never to jam
(see" Traveller" in the Appendix). The tack of the fore lug is hooked
to the short bumpkin outside the stem head, but when the other mizen-
lugs are shifted forward the tack is hooked to the stem head. The
fore sheet tackle is hooked to an outrigger outside on the wales just
abreast of the mizen mast.
The mizen stay tackle is hooked to a ring bolt in the centre of the
deck.
The mizen sheet is fitted in this way (see Fig. 106): on the bumpkin*
is an iron traveller, to the underside of which the chain sheet is fast j
the sheet is rove up through a sheave hole at the end of the bumpkin
and hooked to the clew of the mizen. A block is hooked to the
traveller, through which a rope is rove, one end being made fast on
board. There are no stays to the bumpkin.

In tacking, the sheet is unhooked from the sail as the helm is put
down j as the boat comes head to wind, the halyards are eased up and
the after-leach of the sail hauled down upon until the after-end of the
yard or peak can be shifted round by the fore-side of the mast j the
tack is never started. The sail is gathered in by the foot and leech,
and passed round the fore-side of the mast. By not letting go the tack
the fore-part of the sail acts as a jib, and assists in paying the boat's
head oft. If the boat does not payoff readily, the foreyard is kept
into the mast so that only the fore-part of the sail can fill, and the
mUlen sheet is let fly.
In the mackerel season, from February to July, they carry about
one and a quarter mile of nets on the S.W. coast of Ireland. In the
herring season, from October to January, they carry from half to three-
quarters of a mile of nets on the S.W. coast of England.
When hauling or shooting the nets, rollers are fixed on the coamings
of the hatchways and on the rail of the. bulwarks, to enable the nets
Called outriner in the Weet country.
Digitized by Coogle

to ron well and to prevent their being damaged. Before the net is
shot over the Bide, a shoot rope is bent to the head of the net by stops.
The stops are long enough to allow the shoot rope to lie about half way
down the net. The use of this rope is to save the nets, should a vessel
sail through and cut them. The boats ride to the nets by this rope.
The boats are usually manned by six men and a boy, who are
employed as follows: Two at the capsta.n getting in the net j one
forward to cast off the stops of the shoot rope j two at the net-room
hatchway to shake out the fish, and stow the net j one at the helm, and
the boy to coil away the shoot rope.
It will be noticed upon reference to the Body Plan and Sheer Plan
that the top of the keel, and floot the load water-line, is the base line
from which a.ll heights are measured. All the sections shown in the
Sheer Plan are therefore perpendicula.r to the base line or keel, a.nd
not to the load water-line. The curved lines shown in the Body Plan
are water-lines j they are set off in this way: in the Sheer Plan
(Plate XLIV.) at No. 8 section, measure the dista.nce from 11, to i j
set off this distance on the middle line (0) of the Body Plan as at j,
measured from the base line j then draw the ticked line t at right
a.ngles to 0, a.nd where this line cuts No. 8 section at 'V will be the spot
for the water-line on tha.t section. The points in the other sections
will be similarly found, a.nd, when complete, a line drawn through the
spots will represent the water-line, and will be more or less curved.
No. of Section ........................ _6 ___ 7 ___ 8_ 8
Smnur. PuN. ft. in.!ft. in.:ft. in.,ft. in. ft. in. ft. in. ft. in. ft. in. in.
Heights from top of keel to cover- I !
ing board .............................. 17 0 6 11 6 10 8. 10 6 0 6 11 7 1 7 Ii 7 10 8 6
Depths from LW.L. to top of keel 8 5 - - - - - - - - 1\ 40
BoDY PuN.
HIIlf-breadtlu! at deok ............... 1 9M lIiG 0 7 0 7 8 7 817 8 6 11 6 40U 6
HIIlf-breadthB, II ............ I - I - - - - 7 lOt 7 9 7 4oi'6 40 40 40
HIIlf-breadthe, 9 .... _ ...... 11 9t,4 8iG IIt,7 8tl7 617 7U 40 6 61
'
40 111 II II
HIIlf-breadthB, k ............ ,1 71j4 1 5 91,6 7iG 9iG 916 0
1
J.! 111
0
II 8
2
t 0
0
!J.
HIIlf-breadthB, m diagonal ......... \1 I) 8 5t 4. 7t I) 1 15 ot 40 9f 4. ... ...
HIIlf-breadthB, tl diagonal............ 1 0 II 8 II 9 III 10 II 81 II 6 II 0 1 4otiO 9to 8
All thB half-breadths a.re without the plank.
No.1 Beotion is 8ft. Bin. from the fore perpendioular P. The other l8otiODl a.re 5ft. 8in.
apart, a.nd No.9 I8Oti.on is 11ft. from the aft perpendioular P 2.
All thB halfbreadths given a.re witlaout the p1a.nk.
The waterlines shown in thB HIIlf-breadth P1a.n a.re 1ft. apart in the Body Plan.
Diagonal II i.e struck 9ft. above the baBe line, a.nd outs the perpendioular JJ 6ft. abo1'e the
b&l8line.
Digitized by Coogle
~
~
~
i
~
I:)
~
~
a
m
1\1
1
~
l
i
oogIe
Digitized by Coogle
Types 0/ Sailing V 88881,. 888
DiatIoDal , ia Ifinlok 7ft. m abcrn Uae lIMe line, ad ou. , , rot , 1 ad , B at . 9iD. abcrn
the lIMe line.
l>iatIoDal I; ia atruok Sft. lliD. above the lIMe line, ad ou. " at I; 1 ad I; B at 8ft. 11in.
ahem! the baae line.
DiagoDal '" ia atruok ~ . Bin. abcrn the ba.ae line, ad oute" rot '" 1 and", 2 at 6in. above
the bueline.
Diatronal " ia atruok 2ft. SiD. above the bue line, ad at" 1 ad " B ia 8ft. 8in. out from the
middle vertioaJ. line o.
The mJdahip..tion is midwa, between No.4 ad No.5 notiou.
The fore bulkhead A, formiDg the warp room (_ Sheer Plan), ia 18ft. 8in. abaft the fore
parpIIIldioa.lar.
The bulkhead B is 6ft. from A, C 8ft. from B, D 7ft. from C; E is the oompanion entranoe to
tJae oabin.
II
BODY PLAx.
FIG. 107.
:LenIf;h on deok, fore lide of .tam, aft Iide of aternpoet ........ .
I-.th on keel .......................................................... ..
BIIb of aternpoat .................................................... ..
Bzeac1th, moulded ........................................................ .
Breadth, extreme, with plank on .................................. ..
Draught of water, extreme ........................................... .
KldaectiOD ahead of _tre of lena'th of Ioa.d line .............. .
Centre of buo;yaa01 abaft _tre of leDCth of load lina ........ .
Dieplaoement to Ioa.d water-line ...................................... .
DieplaoemeDt per inoh at Ioa.d line .................................. ..
TODDIIfI9, B.ll ........................................................... ..
B..uaet ................................................................... .
Siding of keel, atem ad aternpoet ................................... .
lIouldiDg (depth) of keel .............................................. ..
Bidinr of frameI ....................................................... ..
Boom ad apace ........................................................ .
ft.1n.
51 0
48 0
1 40
14 7
1410
6 0
1 8
o 40
88 tone
1 ton Bowt.
401 tone
14 tone
ft.1n.
o 8t
o 8
o 40
1 Ii
In the drawinB onJ.r every fourth frame or notion ia 1Ihown.
J'ore ma.t, deok to abean ............................................ .
lIiaen mut, deck to abeal'e ......................................... .
lIiaeD mut, deok to topuil halyard abean ....................... .
Kilen b1lJllpkiD., outaide ................................. ........... ..
ft. In.
87 8
Be 0
87 .6
ao 0
Digitized by Coogle
11'0l'8IIIII8t, diametar at cJeok . , ...................................... .
ForeJD&Bt, diameter at llhean ......................................... .
JIisenmMt, c1iameter at cJeok ......................................... .
Jlisenmut, diameter at .bea,.. ..................................... ..
Fore taok bumpm, outBide ......................................... .
Luff 01. fore lugeaiJ. ..................................................... .
Leech 01. fore lugail ................................................. ..
1 1 ' ~ of fore lugeail ..................................................... .
Bead of fore lugail .................................................... ..
Clew to "eather eariBg of fore lugail ............................. .
Luff 01. mizen lugeaiJ. ................................................. ..
Leech 01. mizen lugaail .................................................. .
Foot 01. mizen lugeaiJ. .................................................. .
Bead 01. mizen lugeail .................................................. .
Clew to weather eariDg 01. miuD. lugeaU .......................... .
. Area, fore lugeaiJ. ........................................................ .
.a.r., mls-. lugeail .1' , ,., ...........
J".B'NZAN Oli: L1TQGBB..
Ji'IG. 108.
THE COBLE.
011
o 6l
o 10l
o 6l
1 8
16 0
46 0
S4 0
28 0
86 0
20 0
41 0
29 0
24 0
86 0
980 .q. It.
780 Ill. ft
No boat is more distinctive in type than the coble of the north.east
coast. Their high, sharp bow and long, flat floor adapt them for rough
water and for beaching stern foremost through surf. Their speed and
performance in a sea, as compared with the speed and performance of a
Digitized by Coogle
1
!
Type8 oj Sailing Ve88eZs. 836
- --- - - ---------------
well.formed and well.handled yacht of similar length, are, however, no
doubt exaggerated. Running before a sea they require clever handling, &8,
on account of the excessive fore gripe, they evince a tendency to fly up
in the wind or broach to. The peculiarly deep rudder checks this tendency
fI1
..:I
SQ
I ~ - -
0 g
u
.. ...
N
J
~ lI:
..
r

..
..
..
somewhat, but the rudders are generally so narrow that they do not keep
the boat so straight &8 they might be kept with some keel ff drag." How.
ever, ff drag" would be inimical to beaching stern first, &8 the sma.ll draught
aft (with rudder unshipped) admits of their being landed high. on a beach i
Digitized by Coogle
and the sharp, high, and flaring bow keeps the surf from brea.king on
board. The coble is very weatherly, and is perhaps seen to greatest
advantage when hanging up against a head sea or wind.
The side keels (shown by k in the cross sections) overlap the fore
keel at A. The fore keel sometimes is at least a third shorter than-shown.
The boats are measured for length from the heel of the sternpost
to the scarph of the stem or fore foot, and this length is called the
H ram." The length of the U ram" varies from 15ft. to 40ft., and the
extreme breadth is about one-fourth the length over all. The drawing
on page 379 was made by Mr. G. Christopher Davies from a typical boat
of 20ft. length. The mast of such a boat is stepped 5ft. 6in. from the
stem, and rakes aft as shown (Fig. 109). It is about 14ft. above the gun-
wale, and the only stay is the halyard brought to the weather side. The
sail is a square, flat-headed, dipping lug, with tack fast to the weather
bow, a little forward of the mast. In moderate weather a jib and mizen
FIG. 110.
are carried. When a jib is carried, the tack of .the lug is brought to
the mast; but they are not then considered so weatherly as they are when
the tack is on the weather bow. The boats are made to carry their
canvas a long time, and the only ballast used consists of bags of sand.
The Yorkshire cobles are generally round-sterned, and have very
hollow bows at the load line, and a great deal of shoulder above. The
Durham and Northumbrian boats are fuller at tht> load line. Builders
of these boats are Mr. Cambridge, of Filey; Mr. Hopwood, of Flam-
borough; and Mr. Trotter, of South Shields. The Filey boats are noted
for good qualities under canvas.
At Cullerwater there is a squadron of (f private" cobles, of which
Sir Hedworth Williamson is commodore. The leading dimensions of the
Lalage (Fig. 110), one of the most noted of this fleet, are as under :
Length over all ... ... ....... .. ... ..... .
Ram ..... .. .. .... .. ...... .. .. .. .. . .. . .... ..
Breadth extreme ... .... .. ..... . ... .... ..
Side ... ... ... . .... .... ..... ... . .. .... .. ... .
lllaat ..... . .. . .. . ......... ... ... .. .. ....... .
ft. in.
31 8
21 8
7 0
2 5
30 5
Mizen mast .... ... .. ......... ........... .
Head of mAin lug .. .. ...... .. ... .... ..
Foot of m&in lag .... .. ... .. .. .. .... ..
Lulf of m&in lur ...... .... .. .. .. . .. ..
Leaeh of mNn 108' ...... ..... ....... .. .
n. in.
20 6
15 6
16 6
21 6
23 0
Digitized by Coogle
Digitized by Coogle
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TyP88 0/ Sailing Ve88els.
837
The lug mizen is, mast for mast, of proportionate dimensions. The
Jib is about 10ft. on the foot. Standing lugs would probably be found
much handier for ordinary work, as the constant dipping in beating to
windward would be avoided.
THE GALWAY HOOKER AND PO 0 KHAUN.
The Galway hookers average from } 1 to 16 tons, and are noted on
the west coast of Ireland for their weatherly qualities. They are short,
broad boats, with very hollow bows; they are exceedingly lively in a sea-
way, but seldom ship a sea; perfectly safe in every way except running
when deep, when they have sometimes been pooped, owing to their lean
hollow rons.
Speaking of these hookers, Commander Horner, R.N., says "they
are very bluff above and hollow beneath, and I often tried to persuade
them to alter, and at last, after seven years, found one man, Gill, of
Arran, who promised to do so, and w h ~ a year after sent me word that
his new boat, launched just in time for a regatta, cOuldn't be looked
at-beating everything." (8ee Plate XLV.) .
The sails were made of a coarse stuft called If band linen," saturated
with a mixtore of tar and u t ~ , which never thoroughly dried.
Horses and travellers are not used for the main sheet, but when on
a wind the sheet is belayed by a single nipping hitch round the timber-
head on the quarter, taut down, keeping the mainsail very flat.
They carried a strong weather helm, and were quick in stays.
They were cleverly handled by the Claddagh fishermen, and few
things could be conceived prettier than a fleet of them working out for
the fishing ground with the sun shining through their brown and red sails.
The Galway pookhaun (Plate XL VI.) is a smaller boat than the
hooker, and used for both rowing rmd sailing j but it is built with the
same ideas, of great tumble-home of topside to keep the gunwale out of
the water when heeling over, and very raking sternpost, for quickness in
stays. The sail of the pookhaun is single, cut as a triangle, with a
yard on part of fore side, to set as a lug j and when working to
windward the fore end of the yard is dipped abaft the mast, and
she is brought round very cleverly - often, when blowing fresh, the
man at the tack taking a flying swing round the mast with it. They
sail exceedingly well, and are very graceful and pictoresque boats
under sail.
The mainsail in the hooker is laced to the mast, the lacing going
through the cringle and back again, round before the mast j the sail
z
Digitized by Coogle
coming down with the greatest ease when head to wind. The ballast
is of stone, built into the bottom of the hooker and making a fire hearth,
with a deck above as far aft as the mast.
BELFAST AND GROOMSPORT YAWLS.
Th.ts type of whale boat is said to have been imported from Norway,
and even the Galway hooker and pookhaun exhibit evidence of Norwegian
origin. The Belfast yawls vary in length from 20ft. to SOft. The larger
'IOO.SPORT YAWL
SraU ~ or CVL IN:A til 1 FHt
li'IG. 111.
craft above 20ft. keel have two masts, the shorter one being stepped
forward. The masts are stepped in the keelson; the main fits into a half
circle cut out of the after side of the thWart, and is kept in position
without any mast clamp. The foremast is put through a hole in the
thwart, and has no forestay.
The tacks of the sail are hooked to a hook on the gunwales, about
6ft. forward of the mast. There are two hooks on each bow, the after
one being used when before the wind. The halyard consists of a tye
Digitized by Coogle
Type8 0/ Sailing Ve88el8. 889
and Bingle whip purchase. The standing part of the purchase is fast to
oleats below the gunwale, fitted on the stringers, and the fall is also so.
belayed. There is no traveller, and the tye runs over a half sheave at
the mast head. This fitting is in great repute among the Belfast men, as
there is little chance of the yard jamming in hoisting or lowering.
The main sheet is a single rope rove through a bull's-eye on a
swivel on the sternpost. The sail is extended by a boom, the latter
having a pin at the outer end, which is put into the clew cringle of the
sail. The other end is lashed to the mast. A bowline is sometimes used
as represented in the cut (Fig. 112). This bowline is set up to the towing
FIe. 1111.
bollard or U Samson," with which these boats are always fitted. The sail is
cut 80 high in the clew because it should not get into the water during
rolling. When there is only one mast it is stepped amidships. In squalls
the sheet or halyard is let go. In running, if the bows dive, the halyard
is eased a little. For reefing the fore leg is set on the mainmast. The
boat is steered by a yoke and long lines, all the crew sitting amidships.
Stones are used as ballast.
The rig is a very rude one, and it could not be expected that such
craft would do much to windward where short tacking would of necessity
be frequent. Yet with the crew of five, and ballast of about two cwt.
consisting of perhaps only the stones used for the fishing lines, they slip
along very fast and the crew shift the lugs with great expedition. The
Groomsport yawls enjoy a great repute on the coast about Belfast for
speed and weatherliness.
z 2
Digitized by Coogle
NORWEGIAN PILOT BOATS.
The lines of a Norwegian pilot boat on page 341 were drawn by
Mr. Oolin Archer, of La.urvig, Norway. It is not often that prettier
or cleaner water lines will be met with; and if the fla.re of the bow
were reduced, the fore-foot rounded up a little, a lead keel added, and
a suitable sail plan, we think that a very fast and weatherly yacht could
be built from the lines. Mr. Archer thus describes the boats:
If I doubt if English boa.ts of the same size are as handy with
e. small crew in a.ll kinds of weather. A pilot and his f boy' (technically
so called-he may be an f old boy') will go to sea in one of these boats
and stay there (perhaps for a week) till he finds a vessel. When this
.. . .. ..... ... .....
....................... ...... .
FIG. 113.
happens, perhaps somewhere between the Nue and the Sbw, the boat
goes close alongside, the pilot jumps on board, and the f boy' is left to
bring the boat home the best way he can. The sail is a sprit, and,
notwithstanding the formidable dimensions, one man is supposed to be
equal to a.ll contingencies.
Whole laDIth of ....... about .. 1.......................................... 88ft.
DIam .. at; deok ............................................ 11m.
Dlamellar .. t flop ................... ........ .............................. ... 'tiD.
If There are no shrouds-only the forestay. They ba.la.nce on a wind
with the foresail and mainsail, but genera.lly carry a jib or two for
sailing free, and often a jib-headed topsail hoisted on a long pole."
The mackerel fishing-boat is the same model j they carry about
600 fathoms of nets, three to four hands. These boats will live a long
Digitized by Coogle
Tr/pes 0/ Sailing VesseZs.
. 841
time in a seaway and keep pretty dry (they are decked); but their
great cc forte" is their extreme quickness in answering their helm, a
necessary quality when ships have to be boarded from them in a gale
of wind j and they will work to windward through surprisingly narrow
places, and at a good rate too. These boats are all oak except the
timbers-thirteen to fourteen strakes 1 lin. boards-clinker-built, with
juniper treenails with heads, placed about 4lin. apart. They look clumsy,
ohie1ly from their upper works spreading so much. If this feature-
which, however, gives them an enormous reserve of buoyancy-were
Digitized by Coogle
altered, they might be made to look well enough, though peculiar. The
boats carry about one-third. to one-fourth of their total weight in ballaBt,
generally collBiBting of iron ore, whioh is plentifol in the neighbourhood
of Laurvig.
LeDgth. eztreme . I' I I 1 I , 1 "" I "" "'
Lcmgth 0Jl L.W.L ........................................................................... .
Breadth utreme ......................................................................... ..
Breadth on L.W.L. ...................................................................... .
Draqht of water ......................................................................... ..
Diaplaoemant ................................................................................ .
Azea midaJdp Beoticm ...................................................................... ..
Azea lOIId waterplane .................................................................. ..
Meta-oentre height .......................................................................... .
Centre of bllOJIIIl07 aft, oentre of leDith of L.W.L ................................ ..
JlidBbip Beoticm forwazd of oentN of length of L.W.L .......................... ..
Azea of DIIoinail ..................................................................... ':""
Lutr of mainBII.il ............................................................................ ..
Leech of IIIIIoinA.il ......................................................................... ..
Bead of -uu...u ......................................................................... ..
Foot of mainIail ............................................................................. .
THE VIKING.
88ft.
80"lft.
118ft.
10Oft.
,'1ft.
7'S tou.
15 1Iq. ft.
188 Iq. ft.
"4.8ft.
15ft.
O4.ft.
SOO 1Iq. ft.
lWft.
Itft.
1&
1&
It will be recolleoted that in 1879, whilst excavating a grave mound
near the entrance to the Christiania Fjord, a large Viking ship 'W&B
discovered in an almost perfeot state of preservation. In 1881, Mr. Colin
Aroher, naval architect of Laurvig, Norway, gave a detailed description of
this oraft in the Transactions of the Institution of Naval Archit8cts, and
also a translation of a paper by Professor Rygh, tracing the adventures
and customs of the Vikings. It was the oustom to entomb a Viking in his
ship, and cover the whole with earth so as to form a huge mound. The
bones of the chief to whom this particular craft belonged some seven or
eight centu.ries ago, were found in the " grave ohamber" within the ship,
together with the bones of what is supposed to have been a favourite dog
and peacock.
It is surmised that the" grave ohamber" had been entered soon after
the interment by robbers, as a hole was found on the port side, and traces
of the mound having been dug through jin further confirmation of this
no war implements or personal articles were found, suoh as were usually
deposited with the corpse. The dimensions of this vessel were as follows:
Lcmgth 0Jl L.W.L .................................................. ..
Lcmgth bBtween rabbeta at ranwa1e height ................. .
Breadth utreme ..................................................... .
Depth hom top of keel to ranwaJ.e amidBhipa .
Area of midBhip -'ion ........................................... ..
Diaplaoement ........................................................ .
78ft. am.
78ft.
18ft. 7in.
6ft.
B4.1q.ft.
Il8'S tou.
Digitized by Coogle
Digitized by Coogle
Digitized by Coogle
Types 0/ Sailing YeB.eZa. 848
The lines, whioh we publish, were reduced by the Marquis of Ailsa,
from those published by Mr. Archer, in order to make a rowing IoIld sailing
boat for Lady Brassey. Lord Ailsa, however, found that he was obliged
to give much less rise of Boor than the original has, in order to get sufficient
buoyanoy. The angle made by the original with the horizon is 15, but it
will be seen that the design given on Plate XLVII. is as fiat as a dinghy in
the Boor; otherwise the boat is a faithful copy of the old Viking's ship.
The laying-off table for the boat is here given:
TABLE OJr OI'J'SET8-VIKlNG. Pun XLm.
' ~ ~
1 I ~ _ ~ I _8 ___ 7_ 8 9 10 11
~ ~ ~ k ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~
HeiBM L.W.L. to top of ran I
wale ........................... 1 8 1 liii1 8i 1 3 1 IItil lit 1 lit 1 It 1 It 1 It 1 1St
Depth to lower edge of abbet I,'
be .............................. 0 7 0 9i
l
0 10 .0 10 10 10 0 10 10 10 0 10 0 10 0 10 0 8t
Half breadths at puwale ... 1 0 1 7i II It,1 II II st I 9i I st I 6i I 8 1 ttl It
Half breadtha OIl load water. I I I 1
Hne .............................. O st 1 40i 1 lltl2 4l:1 7t'l st'l Bt2 II 2 I 11 7tO lli
HalfbnadthaOllNo.lwat.er 1 I I
line ........................... 0 8 0 10ill Sill 11 II IItII 4oi
1
1 at I otil 8 11 It 0 Ii
Belahi of ranwale at abbet of IlterDpoet, ~
lleJ&'ht of ranwale at abbet of Item, 1ft
No.1 aiatiOD is 1 ~ 11m. hom fore IIide of Item at L. W.L.
Overhang of stem, 1 ~ ~ mnm..
No. 11 aeotiou from aft aide of at.erupoai at L. W.L., 1ft. 7iB; OT8rhang aft, 1 ~ ~
Diatauoe the II4ICJI;lona Me apr.ri, 1ft.
I.aajrth OIl load water.lIDe, 140ft. I I ~
:a.m, utNme, S ~ 7iB.
Depth of bel be101r prboard,
The boat was built at the Onhean Yacht Building Worb, :May bole,
N.B. She is of about the same scantling as a light gig. She has four
oars, and a standing log sail.
BLOOK ISLAND BOATS.
Block Island is situate about twelve miles eastward of Long Island,
near New York. The island is about five miles long (north to BOuth), and
three miles at its greatest breadth. It has no natural harbour, but a
breakwater was built a few years ago in a bend of the east shore, and
here the fishing boats owned on the island, the steamer that regularly
plys there from Newport, excursion steamers, and small yachts that call
there in summer, and other small vessels, find protection.
Mr. J. Hyslop, of New York, who wrote this description, says that
about sixty fisbing boats are owned on the island; they vary in
length from about 20ft. to a little short of 40ft; and, with one exception,
Digitized by Coogle

no Block Island boat has been lost during the present century. The
only recent instance of loss occurred a few years ago by a boat striking
a sunken rock near Point Judith. The next preceding loss was that of
a small craft under 20ft. long, and occurred over ninety years ago i she
left port, and was not heard of again. Until 1877 these boats carried
the mail, and fo.rnished the only regular means of communication with
the mainland. The Island Belle (Plate XLVIII.) was engaged in this
service, and throngh winter and summer the trips were made in regular
course. Island Belle, like the rest, is entirely open, with the exception
of the small space forward of the foremast, a similar extent of deck aft,
a.nd a space between the second and third thwarts of about 6ft. fore
and aft, which is boarded in to form a cabin. The space between
this and the next thwart is vacant, with a dividing partition running
fore and aft, and is available for cargo. (Bee Fig. 115.)
The next space has also a partition in it, and contains the ba.1last:
which consists of large stones picked oft the beach; this can, of course,
FIG. 115.
be very readily shifted to windward or thrown overboard if required,
though it is not often that either of these things is done. The gunwale
. of these boats is about 4iin. wide by 2in. deep, and has holes or
sockets in a line . neal' its outer edge, and about 11ft. or 2ft. apart.
When they are being sailed gunwale to, or when spray is coming in
to windward, light boards, lin. by 12in., and in sections about 10ft.
long, can be used in the waist, or as far along as may be desired,
to build up the sides and keep water out. These boards have bolts or
pegs set oft from the inner sides; the boards are bent round on the
outside of the gunwale, and the pegs driven down into the sockets
indicated by dots on the gunwale lines in the drawing of half cross
section. The boats are all lap strake tin. cedar, on 2in. bent oak
frames, spaced about 13in. from centre, with bent Boors put in between,
and extending half-wa.y up the sides. They are aJl keel boats. In
this and some other points to be named they differ from prevalent
American custom. The sails (See Fig. 116) are very narrow in the head;
the mainsail has a loose foot, the foresail is without a boom, the ma.insheet
has a traveller across the sternpost or the little deck aft, the sails are
Digitized by Coogle
I
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Digitized by Coogle
Digitized by Coogle
Types 0/ Sailing VesseZs.
845
liberally supplied with reefs, namely, five rows of points in the foresa.il and
four in the mainsail, but the running gear is reduced to a minimum-one
halyard for each. sail.
The boats are handled by from two to five men, and even by a man and
a boy. There is a. rack carried across the after-deck, with pin holes a few
inches apart, with sheets flat aft, a full press of canvas, and the craft jnmps
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"ISLAND BELLE Block laland.
lI'IG.118.
to windward in a. very lively fashion. The helmsman would stick a pin into
the midship hole of the pin-rack, put the tiller on the weather side of it, go
into the waist, and, with a boy's help, pick up a. weather-board, adjust it to
the gunwale quite deliberately, and resnme his steering when he was ready.
When he wanted to go about he would put his helm down, jam it
upon the chafing strake and behind the gunwale, and go oft to help
Digitized by Coogle
the boy to haul the fore sheet; the ma.in sheet would of course travel
over without attention. They can be worked to windward under the
foresail alone or under part of it, and, when caught in a bad blow on the
fishing grounds ten or fifteen miles off port, they will get under sail
and make their way into harbour, and leave schooners (much larger
veBBels) lying to and unable to follow them until the weather moderates.
The masts are all made very small at the head, and with a straight
taper-those of the Island Belle measured 9in. in diameter at the foot
and about three inches at head. They are made of spruce, and without
shrouds or stays of auy kind. Most of the boats have been built
at Newport. The lines here given were supplied by Mr. Benjamin Caswell,
of Newport, Rhode Island, who perhaps has built more of these boats than
any other man.
A. few of them that have been built recently on the Island have been
deoked in to the extent of a few inches (say nine or ten inches), by
a waterway carried all round, and these have commonly had a trifle
more beam, freeboard, and draught. The easy bilge, the rounded lines
and sections, the relative buoyancy in the freeboard and immersed
body, the looalisation of ballast, the absence of bowsprit and outboard
weight and gear, the simplicity, elasticity, and lightness of rig, are
all matters deserving attention.
BERMUDIAN BOA.T.
Bermudian boats are short, broad, handy vessels, and one remarkable
quality of these boats is their power of shooting to windward. They take
a wonderful fore-reach in stays, and it is not an uncommon thing to see
one of them with good way on shoot head to wind through a channel of
considerable length, and so narrow that she could not possibly have beat
through it. The mast, as will be seen from sketch, is stepped very far
forward, aud rakes aft considerably. There is scarcely any rigging,
generally one small shroud on each side. The Bermudians also la.oe the
mainsail to the mast, and when once thus laced they cannot reef j if a boat
starts for a race with a whole sail, she must carry it, and when she cannot,
they cut it away. The Bermudian racers, as much as possible, b ~ t to
windward.
There is a peculiar plan in these boats for making the mainsail sit fla.t.
The main boom, instead of being fitted with jaws in the usual manner, has
an eye-hole in the foremost end of it, which runs from 3ft. to 4ft. the fore
side of mast j the after end of . the boom is secured to the clew of the sail,
and the boom is then boused taut aft with a small tackle taken from th.e eye-
Digitized by Coogle

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FIG. 118.
Digitized by Coogle
848
bolt to a strop round the mast j this produces a wonder.fully flat sail. A naval
officer at this port had one about 16ft. long, which sailed at Dartmouth
few years since, with 25ft. and 27ft. boats on following days, in a dead beat
up Dartmouth harbour, beating them, and winning a cup each day. I have
its lines and. sail plan at present in my possession, together with eight or
nine others, and have chosen the most modern for the information of
your correspondent, observing that they are not very deep vessels for
their breadth, and the angle of stern post not excessive, varying from
63 to 77 degrees from the water line.
The solid lines show the ordinary rig; the dotted lines the racing rig.
Diameter of mast at partners 101in.; of racing mast, 111in.
Leugth on watar line ........................... ... ...... ... ...... 84ft..
Bze.dth extreme ............ .................. ...... ...... ......... 11ft. 2tiD.
Draught of water aft... ............ ...... ............... ............ SIt lOin.
DrrouPt aft wheu.I'IIIIiq.......................................... 6ft. SiD.
Jl'IG. 119. BoDY PLAB 01' Ie DIAJIOlQ)."
The drawings made by Mr. Wm. Prattent, of Devonport, and shown
by Figs. 119 and 120, are of the Diamond, one of the fastest of the Ber-
mudian boats.
THE BUENOS AYRES WHALE BOAT (BALLENERA).
In the rough waters of the La Plata, with its shallow beach and
m8.ny shoals, where the dreaded Pampero S.W. and S.E. winds bring
. up in a very little time a tremendous but short sea, no vessel, it is said,
has proved itself so good in every respect as the Ballenera j and this
assertion has been in a measure confirmed by the circumstance that in
the spring of 1881 two Italians crossed the Atlantio from Buenos Ayres
to Caprera in the Mediterranean. The craft in question has grown out
of the ship's boat, and is now a decked vessel for conveying passengers
and cargo, rigged as sloop, cutter, dandy, sohooner, and even topsail
schooner. (Plate XLIX. and Fig. 120.) The largest of them are 60-tonners;
Digitized by Coogle
Digitized by Coogle

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TyPB8 0/ Sailing Vessels. 849
tha largest with one mast, 4O-tonners; and the smallest, to-tonners.
They draw, loaded, from 5ft. 5in. to Sft. 91in., and, nnloaded, 2ft. lOin .
. to 2ft. liin. When quite loaded (over loaded) their deok is level with
the water; nevertheless the smaller ones, instead of a railing, have only
a small ribbon or monlding to prevent the men from sliding off deck.
Loaded or empty, all the same to them; they rnn out in the worst
and sail from Buenos Ayres to Montevideo, and even farther.
A whale boat with reefed mainsail is very seldom seen, and a capsized
I whale boat has never yet been heard of in Buenos Ayres. They are very
I swift and handy, sail near the wind, and tack with oertainty.
except the topsail sohooners, sail with three men, and a man alone very
often makes a oruise of a day into the open sea with the smaller ones.
The builders have the following way of measuring the spars: SLOOP OR

1'IG. 120.
CUTDR.-Maat=length of keel, placed at one-third length from the
bow; boom = one-fourth its length outboard; gaff = half boom; top-
mast = gaff; bowsprit (sometimes only a bumpkin) = beam of the boat.
DANDY OR SCHOONER. - Foremast, as outter = keel length, placed at
quarter-keel length from bow; mizen-mast = one-third shorter than fore-
mast (for dandy), placed half way between foremast and stern; boom,
one-third its length outboard.
BOMBAY BOATS.
The Bombay yachts are very peonliar in model, and some are even
more exaggerated than those depioted on this page. The model was
bl'Ought home from Bombay by a gentleman who stated that she raced
against yachts that were built there from English designs, and beat them.
Digitized by Coogle
The peouliarity of the boat is that she has an arched keel, thus giving a.
deep post aft, and a gripe forward to carry them to windward; the mast
rakes considerably forward, and is fitted with a long yard which they reef
I I
.
FIG. 1111. BoJlB.6.T BOAT.
the sail on, and instead of tacking as other yachts, they are obliged to wea.r
them, thus requiring a lot of sea room to work them.
At the South Kensington Museum there is a large :.;nodel of a Bombay
boat, with a keel much more cambered than shown above, and with even
FIG. 111S1. SAIL PLAN OJ' BoJUl&T B O ~ T .
more overhang forward. The story about such craft beating boats of
English design must be taken, of course, with a considerable amount of
salt; the test would be to bring one over here, and put her in a match
with any of the English yachts of similar length.
Digitized by Coogle
1

CHAPTER XXVI.
DOUBLE BOATS.
DoUBLII boats, in some form or the other, are met with all over the world,
and the principle is adopted with the main object of acquiring great
ata.bility. But, although double boats may have in this way great stability,
it must not be supposed that they are uncapsizable. They could be
capsized by carrying a heavy press of canvas, o ~ they might be thrown
over by a sea, just as a lifeboat is sometimes.
In 1878, the late Mr. H. Melling, of Liverpool, had what he termed
a safety yacht oonstructed on the double hull principle, as shown on
the following page (Fig. 128). Mr. Melling thus described his boat:
If Happen what may, she cannot sink, for even if scuttled she will remain as
a strongly-put-together life-raft. She can accommodate herself to draw only
one foot of water, although of the size of 15 tons. She can be beached
at pleasure without risk of straining. She can be anchored and put into
places out of the way of harm or being run down or MOul of, and ride
to her anchor in a roa.dstead, light and buoyant, with little strq,in on
her cable. All is of pine wood, light and buoyant, having no ballast
whatever. She has comfortable cabin accommodation on deck, affording
a good 'look-out' fore and aft. Galley and stowage berths are in the
forecastle, and by a system of casks stowed away in the pontoons and
on deck she could carry stores, provisions, water, &c., for a voyage, which
as they are emptied and bunged up will add materially to her safety. She
made very good weather of it in turning down the Dee and s.long the
Welsh coast over shallows aga.inst a strong wind. In running back oft the
wind she attained extraordinary speed.
II The use of the boards are as follows: if the fore board is down, or
part down, it makes her- stay in a sea way; if the aft one be down it holds
her steady in scudding, and prevents broaching to; if they be all down, she
holds a good wind .and makes no lee way. They can be let down pa.rtiaJly
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352 Yacht and Boat Sailing ..
or wholly as required by 8r chain, and ca.n be huled up by hand. They
are weighted to sink by themselves, and house themselves as soon 8rB she
touches the ground. Her pontoons are SOft. long, and 2ft. 6in. in diameter,

representing enormous floa.ting power j a.nd, as it is a.lmost unnecessary to
say, water-tight pontoons or air chambers are the most powerful principle
of buoyancy known. In the drawing her broadside view is given, with
Digitized by Go S Ie
Double Boats. 353
the submerged portion shown by dotted lines. The' end-on' view more
clearly shows the power of the vessel, and the peculia.rity of her con-
struction."
In the spring of 1868 Mr. John Mackenzie, of Belfast, constructed
a. double boat, but without dropping keels. He thus described her: (( There
are two boats of equal size, each 21ft. keel, Sft. beam, and Sft. deep.
Each boat is divided by bulkheads into four compartments, two of these
being 6ft. 6in. long, so as to be used for sleeping purposes; a. batch is
in one compartment and a movable skylight in another, which is also
adapted for ventilation; these hatches are screwed down on indi4rubber,
and can be made quite air-tight. A keel is provided on each boat, 15in .
..:.adA ::1 __
---
--- --- -- -- ---- - - --- - - - ---
--- - - ---- --- - --- .---..
__ 0 _ _ 6_ ' ___________ _
acTION 011 u,. A.e. PLAN 0' DECK.
FIG. 1114..
deep at the stern or heel, diminishing forward to 6in. Bolted to the keel
by strong iron knees are stanchions which rise through the deck, on
which the rail is fixed; to these stanchions the cross-beams connecting
'the boats are fixed, the timbers or ribs also rising through the deck for a
similar purpose, where t4e cross-beams are placed. The skin is lin. thick,
being in one board on either side of the keel; the sides are in two, each 18in.
deep, the seams being covered by a continuous strip of wood. By this
method there are only four seams in each boat which require caulking, so
that leakage is rendered nearly impossible. The boats are connected by
A A
Digitized by Coogle
five trussed beams, the one at which the ma.st is stepped being double
trussed. A platform rests on these beams, a space of Sin. being left at
either side to allow air compressed by a cross-sea to escape from onder-
neath; from the mast forwa.rd this platform is formed of open-work.
Immediately under the platform is a chest, 2ft. broad and 6in. deep,
capable of carrying 6cwt. of water to serve as ballast in heavy weather.
It is provided with brass valves in bottom, which in light weather or in case
of accident can be opened, and the water discharged in a few minutes;
when the box is emptied, by closing the valves a third chamber or boat
is formed, capable of carrying 7cwt. or 8cwt., in case the other two got
waterlogged. It:rna,- seem strange to place the ballast in the position
described; but this extra weight-which is absolutely required to enable
the boat to beat up in a strong sea--makes her also stay with certainty and
speed by its central position. A boat of this description, no doubt, will
carry her sail without ballast; but no craft with a very light draught will
stay in a heavy sea without an additional weight to that of the holl and
spars. A helm is attached to each boat, and these, being coupled together
by a connecting rod, are worked by a tiller in the centre, so that both
are moved in the same direction.
It It might be supposed that a boat so constructed would wet those on
board very much; but this is not the case, as the buoyancy is so great that
very few waves break over the platform. Those that do come on board,
"being principally in front of the mast, disappear through the open-work
before mentioned. When on a cruise and lying at anchor, a waterproof
tent can be rigged up on deck, in which there will be a clear inside space
. of 8ft. by 6ft., sleeping berths being provided for four persons in the boats
as before mentioned. A permanent cabin on deck is in my opinion very
objectionable, as it .interferes with the working of the sails, and is a serious
hindrance to beating to windward. I had various opportunities during the
last two summers of testing the qualities of this boat. The best oppor-
tunity was afforded during last summer by a cruise along the Antrim coast,
and by frequent sailing in the Irish Channel, sometimes in half a gale
of wind. I always found her to stay well, and go to windward in a very
satisfactory manner. The greatest speed attained was ten knots an hour.
Doring the sommers of 1868 and 1869 she was moored in the c e n ~ r e
of Bangor Harbour (which is a tidal one), without "any trouble. When the
tide ebbs the boats sit down on an even keel, and I consider it a great
advantage to be able to ron into harbour at nearly any state of the tide,
as it takes away the risk of mooring in an exposed bay; or if running for
shelter, you are much more likely to be able to enter a harbour than with
an ordinary boat."
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Double Boats. 855
We have seen double boats which were constructed out of two
halves; that is, an ordinary 5-tonner, say, was cut in halves in a fore
and aft vertical direction through keel and deck, and then set apart
6ft. or 7ft., and connected by beams. Of course the inner sides of the
FIG. 12S.
halves were covered over with plank, and ma.cle a perfectly flat s u ~ .
These boats 'attain a great speed. Major Conway Gordon built such a
boat at Madras, and she is now to be seen at Southaea. Her construction
is shown in Fig. 125.
In America a double boat was introduced in 1876 called a Catamaran.
The boats were designed by Mr. N. G. Herreshoi'f, and were thus described
in the 8citmtifio Amencan (Plate L. and Fig. 126) :-
" Increased safety is one of their merits, the stability being so great
that the entire rig has been blown from these boats without capsizing them,
and the builder of the Amaryllis states that after sailing her in all winds
. .
and weathers he has yet to see the windward hull lifted clear out of the
water. Another recommendation that the lady passengers appreciate is
the comparative freedom from careening. Then, too, there is less spray
and no shifting of ballast; the boat is easily handled and can be polled
in a calm with very little exertion. It is not claimed that the catamaran
AA2

Digitized by Coogle

can supersedo the single-hulled boat; it can lay no closer to the wind,
it cannot carry so many passengers, and, though the deck can be spacious
and a tent pitched over it at night, the boat seems not so well fitted for
cruising. Catamarans are not good sea boats. Finally, the catamaran has
two faults, namely, it is slow in stays, and is prone to 'pitch pole,' or
upset endwise, as the Amaryllis once did. These evils can be much
palliated by proper construction.
"The Feejee boat and the majority of catamarans possess this
objection-in rough water the independent motions of the hnlls will
nltimately wrench them from the deck, unless the connections are
excessively heavy. An important requisite of speed is lightness. No
FIG. 126.
boat can sail well that possesses such solidity as to bind the two hulls
immovably together. How to make a light deck frame which will control
motions which it cannot resist is the problem which in boats of Mr.
Herreshoff's build is well solved.
"The Amaryllis, Arion, Teaser, John Gilpin, and Tantarelll\, the
catamarans which Mr. Herreshoff has built thus far, are substantially
alike, differing only in details and size. As the reader could gain no
clearer idea. of the peculiarities of these boa.ts than by reading Mr.
Herreshoff's patent specifications, we subjoin an extract . therefrom, to
be rea.d in connection with the accompanying illustrations of the John
Gilpin (Plate L.).
Digitized by Coogle
<

I
Digitized by Coogle
J
Digitized by Coogle
..
The Catamaran. 357
U fA A. are respectively the port and starboard hulls, each complete
in itself, and constructed with a centre-board case, centreboa.rd, 0, rudder,
&C. There shonld be a tight deck on each, with provisions for pumping.
In large vessels the space below deck in each hull may be utilised.
ff 'Points near the bow of each hull are conuected by slightly curved
beams, D, trussed with rods, b, and united to the hulls at each end by
universal joints, 0 O. A similar trussed beam is similarly joined to each
hull near the stern. The hulls may pitch independently of each other, and

the universal joints, 0, will impose no restraint on the movement. A
straight timber, M, extends longitudinally along the centre, just below
the transverse pieces, B, and secured to each. Two straight sticks, D,
extend across at a higher elevation, about midway between stem and
stern. An upright, or nearly upright link, E, bears on each hull a little
one side of the centre line, with a universal joint free to work in all
directions. The upper end of each link, E, is similarly jointed to the
under side of the cross-piece, D. G" is a car of light, oval form, G
being a deck, and G" the standing room, with a suitable raised rim or
bulwark, adapted to accommodate persons, stores, &c. The car is secured
to both the transverse beams, D, and the longitudinal piece, M. It is
furthermore secured to the mast, H, which it aids to support, aud by
which it is in turn supported. The weight of any load upon the car,
G", is transmitted to the hulls, A, through the medium, mainly, of the
cross beams, D, and upright links, E, which bear amidships, and
partly through the other cross-pieces, B, which bear near the ends,
respectively.
fI'Stiff diagonal braces, D', connect the ends of the beams, D, with
the bowsprit, which latter is also firmly connected to the mast.
H' A short upright, M', is fixed to the forward end of the piece,
M, and aids to support the bowsprit, I. It also receives a bob-stay, m,
which extends from the forward end of the bowsprit under the piece, M',
to the foot of the mast, H. Another fore-and-aft stay, m', extends from
the foot of the mast to the after end of the timber, M. . Two other stays,
h h, counect the foot of the mast with each end of the cross-beams, D,
and still another, h', with the top of the upright, M'. A pair of stays,
d d, connect the ends of the cross beams, D, with the front end of the
timber, ~ and another pair, a: d' connect the same ends with a point
near the after end of the same beam, M. All these may be steel wire,
galvanised, tinned, or otherwise protected from oxidation. The whole
produces a light framework, supporting the deck and its load, and also
the mast and bowsprit, npon the hulls, with freedom for the latter to
both pitch and roll.
Digitized by Coogle

858
II 1.An elastic restraint upon the rolling is imposed through the
medium of arms, Al AI, of ash, or other strong and elastio material,
extending from each hull toward the other, and terminating near, but
not touching the central timber, M. These arms, At, may be oonnected
to the boat, through the medium of bolts, with washers, or
the like, to inorease the elastioity.
If I Their inner extremities are oonneoted by links, AS, with an inner
pieoe, GI, 9f ash, or other elastio material, held a little below the deck,
G. When in either a ground swell or cboppy sea, one or both the
hulls seek to roll, the motion is arrested simply by this train of elastic
connections. The result is a limited freedom of the rolling, the pieces,
Al and G', yielding upward and downward to accommodate the motion,
and promptly bringing each hull to an even keel so soon as the
disturbing strain is diminished.
III The helm, J1, is applied, not on either of the rudder-heads, but
on a shaft, J, in the central part of the structure, and further forward
than the rudders. On the lower end of this shaft are arms, JiI, extending
obliquely backward. To the end of each a rod, K, is jointed, whioh
connects to an arm on the rudder on the opposite side-that is to say,
the rod K from the port arm, JSI, extends to the starboard rudder,
and the rod K from the starboard arm, JiI, extends to the port rudder.
II I In turning a double boat, one hull necessarily makes a shorter
turn, or describes a curve of less radius than the other. This requires
that the rudders of the two boats should be turned to unequal extents,
the boa.t whioh is the inside one, or nearest the centre of the curvature,
having its rudder turned to the greatest angle. Such motion is obtained
through my arrangement.
II I H the oompound vessel is to be turned to port, the helm is put
starboard in the usual manner; turning the arms, JSI JSI, to the same
extent, but by reasou of their oblique position and their being centred
considerably in. advance of the rudder-posts, the port rudder is turned
through a. greater arc than the other. When on the other hand the
vessel is to be turned to starboard, the helm, Jl, is put to port, as usual,
and the rudder on the starboard. boat, which is then on a similar circle,
turns through the greatest arc.
II I Each side, and below the bowsprit, are longitudinal pieces, L, of
hard wood, which, in addition to their obvious semoe as supports for
men handling the job, contribute somewhat to the strengthening of the
framework.'
II In the John Gilpin, the space between the deck, G, is divided into
two parts, the after one containing the elastic beam, G', and the forward.
Digitized by Coogle'
The Catamaran. 359
being used as a locker.' The elastic arms, AI, are strengthened by the
diagonal arms, AI. Also the inner or free ends of the elastic arms, AI,
connected with the ma.st by links, P, shewn in the sectio:dal view. The
sheet is run along the longitudinal timber, M, thence through the floor
of the standing room, Gil. _
1I The dimensions of" the John Gilpin are as follows: Length of hull,
over all, about 82ft. j width of each hull, on deck, 28in. j depth of each
hull at ends, 2ft. Sin. j draft of hulls, with load, 1ft. at each end, and
probably about 21in. amidships j distance of hulls apart from centre to"
centre, 16ft. i ma.st is stepped 12ft. lOin. from extreme bows. The car
is 14ft. lOin. long j length of bowsprit, 22ft. 8in. j length of boom,
81ft. 4in. j length of ga.ft, 17ft. j luft of mainsail, 20ft. i mainsail and jib
are of the usual shape. The upright links, E, are 16ft. 6in. from
extreme bows, and the centre boards, 0, are immediately abaft, with
wells 2ft. long on deck. The boats draw 4ft. with centre boards down.
The rudders are about 2ft. long. In every part lightness and strength
seem combined. The ma.st is very light, being about Slin. in diameter
at H, and tapered to the foot. The shrouds are each three loose wires
of the usual telegraph size. The iron' work is galva.nised throughout.
Weight of boat, completely equipped, about 88001b. {1'47 ton). It will
carry seven or eight passengers, but the best speed is with the fewest
on board. The cost wa.s ,1000.
fI Of the Tarantella, more recently built, Mr. Herreshoft speaks in the
highest terms. The only point of difterence between the John Gilpin and
the Tarantella. is that the latter is" lOin. longer. The Tarantella has been
timed to make 18 miles per hour, with the wind free, and the maximum.
speed to windward, Mr. Herreshoft states, is 61" miles per hour. The
boat makes no lee way in smooth water, but a rough sea lifts her bodily
to leeward. She steers very readily, but does not come about as quickly
as a single-hulled boat. The stern of the weather boat will rise about
eighteen inches out of the water, with the bow submerged, in strong winds.
Her motions are easier t\tan any other boat of the same size, but when
driven very hard. in rough water she is very wet."
When the stern of the weather boat lifts, it is customary for one
of the crew to sit on it, a.s shown iD Fig. 126.
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CHAPTER XXVII.
STEAM YACHTING.
To introduction of steam into the pleasure navy has been retarded by
two principal influences. In the first place, steam was considered inimical
to yachting-indeed, going about in a steamer was not admitted to be
yachting at all; in the second place, the old-fa.ahioned condensing engines
were so extravagant in burning coal, that motives of economy prevented
many who had no prejudice about the matter to adhere to sail. However,
with the introduction of the compound condensing engine working
at high pressures, the objection to steam on account of its extravagance
was removed, and the many advantages the steam. yacht has over the
yacht have proved too much for mere prejudice.
The principal advantage of a stea.m ya.cht over a sailing yacht is,
leaving cost out of the question, that she can make passages or traverse
the sea in the weather that is the most agreeable; that is, in calms and
smooth water, when the sailing vesael would be lying helpless, and those
on board half suftocated with the heat and stagnant air. In a calm
twenty-four hours a steam yacht can reel off 240 miles, or, say, go from
the Thames to Weymouth, whilst the sailing yacht would be waiting for
a breeze, and perhaps when that breeze came there would be more than
an agreeable amount of it to please the passengers on board. Of course,
as a sport or pastime, steaming can bear no comparison to sailing, and,
as a recreation, the advantage is greatly on .the side of the yacht with
sails. It is true there are auxiliary steam yachts-yachts fully rigged
for sailing and with small steam power; but whilst they have in a
modified degree the advantages ef both steam and sail, they are very
costly to work.
In building a steam yacht, the aid of a person well acquainted with
their construction and fitting with engines and their behaviour at sea
should be sought i and in buying a second-hand vessel a competent
surveyor should be employed to examine her. As a rule, iron steam
yachts-and these are to be prefarred--are built up to Lloyd's class,
Digitized by Coogle
Steam Yachting. 361
but it is not always, even in such cases that the work is of uniform.
excellence.
The first cost of an iron steam yacht, tonuage for tonuage, is not
greater than that of a wood sailing yacht; but the accommodation of
the fonner .will of OO'Drse be much inferior on account of the space
taken up in the best part of the vessel by the engine and boiler j so,
in considering the cost, it will be fair to compare two vessels of about
equal accommodation.
A steam yacht 56ft. on the load line, with 10ft. beam and 6ft.
draught of water, would have accommodation about equal to that of a
cruising sa.iling yacht 46ft. long, with 10ft. beam and 7ft. 6in. draught
of water. The probable cost of the steam yacht, assuming her to be
fitted with compound surface condensing engines by a good builder,
would be about 1500l., or, if expensively fitted, 1700Z. The yacht,
however, could be obtained of some firms for about 12001. The sailing
yacht would cost about 800l.
The expenses of working the steam yacht would be as follows:
Ooala for forty clay_, or 10,000 mile .. teallliDg ........................... .Al60 0 0
EDrine room Btorell............................................................... 8 0 0
Ship cbandl8l'll' Btol'8ll , .. , , .. .. . ...... 8 0 0
Bepain aDd 1'8DewaJ................................ .... .. .... .. ...... ...... ...... 060 0 0
)[uter, 16 week. at 50,. ...................................................... ~ 0 0
EDriDeer, 16 weeki at 50 ....................................................... , ~ 0 0
One_atu. ................................................................ 10 0 0
Clothea for maater ............................................................... 10 0 0
Cloth8II for 8IJI'iDeer ......... ........................ ........................... 10 0 0
Cloth. for _... ............ ............... ...... ........................... 4 0 0
Board .... for maater and euaiDeer, 111. eaoh ... ......... ... ...... ... 19 4 0
.411159 4 0
To this might be added 75Z. for interest on first cost, and 1001. for
annual depreciation. Insurance 30l.
The wages for master are put high, as it is assumed he would not
be a yearly servant j however, frequently a master of a small steam
yacht is given no more than 40,. per week under a weekly engagement,
and without board wages.
A fireman or stoker of experience might be obtained for 2l., or
even 35 . , a week, who would be able to drive the engines; but in the
end it would be found more economical to obtain the services of a skilled
engineer even at a cost of 3Z. per week. There is no rule about boarding
engineers, and frequently no board wages. are paid j but it is the same
thing in the end whether the wages are divided under two heads or not.
If night passages have to be made, a good fireman or stoker
would have to be shipped in addition to the engineer.
Digitized by Coogle
If the engines were non-condensing, the first cost would be about
120l. less; but for coast work it is almost a matter of necessity to have
condensing engines, or the boiler will early give trouble.
Expenses for working a 20-ton sailing yacht:
Ship ohandlerl' .tores .......................... : ................. , ............ ';10 0 0
Repairs and renewals...... ............ .......................................... 40 0 0
lIaater, at 40 per week ......... ... ...... ... ... ...... ...... ... ...... ...... ... 82 0 0
Beaman, &8 mate, at 27,. per week .......................................... 21 12 0
Beaman, at 251. per week ...................................................... 20 0 0
Clothes for maeter ............................................................... 10 0 0
Cloth. for .. men ......... ... ... ... ... ... ... ......... ...... ...... ...... ... ...... 8 0 0
Interest on capital, 40l.; annual depreciation, 50l.; insurance, 16Z.
In making passages of more tha.n twelve hours' duration, only one
hand at a time would go below for a watch, unless the owner could
take a watch on deck, which would be in the mate's watch. .
It will be noted that in making these estimates stewards and cooks
have not been included.
A steam yacht of 100 tons would cost about 45001., and have
the accommodation of a cruiser of 60 tons, and the expenses of working
her would be:
EDgine room storea ............................................................... ..825 0 0
Coal for forty d&1I, or 10,000 milea ate&ming ........................... 80 0 0
Ship ohandlera' atores ...... ...... ...... ............ ...... ............ ......... 15 0 0
Bepaira and renewals......... ... ............ ............... ...... ............... 120 0 0
lIaater, 16 weeks at 50 . per week ......... ......... ........................ 40 0 0
Engineer, 16 weeks'at 5Ot. per week ....................................... 40 0 0
Stoker, 16 weeks at 851. per week ... .. ....... ....... ............ .......... 28 0 0
Mate, 16 weeks at 80,. per week ............................................. 24 ,0 0
Three .eamen, at 251. per week each ....................................... 60 10 0
Clothea for ID&8ter ... . ...... ........ .......... ........... .......... ........ .... 10 0 0
Clothea for ogineer ............................................................ 10 0 0
Clothea for atoker and IJ8&IIIaV. ............................................... , 20 0 0
Board wagea for maltar and engineer .............................. ......... 16 0 0
M88 10 0
Interest on capital, 225Z.; annual depreciation, 8001.; insur-
ance, 80l.
The stoker would be capable of taking charge of the engine during
a watch, and two of the ~ e n should be able to stoke. The stoker
would only take charge when making long passages, when he wonld
have one seaman in his watch; if merely cruising about for a few hours
in the day, the stoker would be in the engine-room with the engineer.
Digitized by Coogle
Steam Yachting.
863
The cost of a sailing yacht of 60 tons would be about 20001., and
the expeuses of working her as follows:
Bepaira ud renewal of hull, taking 8011 unUM .. vera,e of 5 yean ... .170 0 0
Renewal of ...u. ud ria'ging, taking 8011 a.unual .. verage of 5 yean... 60 0 0
Ship ohandlera' stores, oil, paint, varnish, brllllheII, ohartB, !&p,
ooke, &0. ..................................................................... 50 0 0
Hire of Btore ...................................... , ......... ......... ... ...... ... 10 0 0
Sailing JIIIIoIIter, .. t 50 per week ..................................... ,....... 4.0 0 0
K .. te, 16 weeks .. t SO,. per week ............................................. 240 0 0
Four eeamen 25 .... week each .. ....... ......... ... ...... ...... ............ ... 80 0 0
ClofiheB ..................... ......... ............ ...... ......... ...... ...... ... ...... 45 0 0
Board wageB for JIIIIoIIter....................... ................................. 8 0 0
ASS7 0 0
Interest on capital, 1001. j annual depreciation, 60l. j insurance, 50l.
A. BOO-ton steam yacht would cost about 11,0001., and afford the
accommodation of a 200-ton sailing yacht, and the working expenses
would be:
Engine room Btores .......................................... '" ............... ..e50 0 0
Coal for forty daYI, or 10,000 miles Iter.minIr ........................... 170 0 0
Ship ohandlel'll' Btoree ... ... ...... ............... ..... ....... ... ... ... ...... ... 20 0 0
Bepaira ud renewals............................................................ BOO 0 0
Kuter, .. t 3t per week ......................................................... '8 0 0
Engineer, .. t St per week ............ .......................................... 408 0 0
Kate, .. t 2'. 10 . per week ... ......... ............... ............... ... ...... ... 400 0 0
Second engineer, .. t 21. per week ............................................. 82 0 0
Three stokera, .. t 281. per week ...... ...... ... .. .... ... ...... ... ...... ...... 67 " 0
Bo .. tawain, .. t SO,. per week ...... ............................................ 2' 0 0
Carpenter, .. t SO,. per week ................................................... 24 0 0
Three A.B.'I, .. t 281. per week...... ......... ...... ... ... ...... ......... ...... 67 , 0
Three A.B.'., at 251. per week .............................................. " 60 10 t
Clothee for maeter ud mate ................ " ......... ......... ......... ...... 20 0 0
Clothee for engineera ............................................................ 20 0 0
Clothee for boatewa.in, leamen, ud lItokera ... ......... ... ............... 50 0 0
Board "..... for ollioera ..................... '" ... ............... ...... ... ... 85 0 0
..el075 18 0
Interest on first cost, 550l.; annual depreciation, 800l.; insurance, 200Z.
The cost of a 200-ton cruising yacht would be about 7000Z., and the
working expenses as follows:
Bepaira ud renewals .............................. '" ..................... : .. .esoo 0 0
Ship ohudlera' ud other ltores ........................ ............ ...... ... 80 0 0
Kaeter, .. t m. per week ......................................................... '8 0 0
Kate, .. t 21. per week... ............ ............ ......... ... ............ ......... 32 0 0
Boatewa.in, .. t SO,. per week ............ ......... ............ ............ ...... 24 0 0
Carpenter, .. t 801. per week ................................. ......... ......... 2' 0 0
Three A.B.'I, .. t 281. per week ................................................ 67 , 0
SiJ: A.B.'., at 251. per week ................................................... 120 0 0
Cloth .. for maater .. nd m .. te................................................... 20 0 0
Cloth .. for orew ...................................................... ...... ... ... ISO 0 0
Board Wag81 ... ...... ... ...... ... ......... ... ... ......... ...... ... ............... 16 0 0
..e781 , 0
Interest on first cost, 8501.; annual depreciation, 450l.; insurance, 1501.
Digitized by Coogle
The accommodation steam yachts of different sizes will Bifford will
be best seen from drawings, and on Plate Ll. will be found repre-
sented the cabin plan of the steam yachts Primrose (85 tons), Celia
(25 tons), and another of about 45 tons, all of which were designed
by the author, and are examples of the amount of accommodation which
can be obtained in vessels of the tonnage given.
On Plate LII. are the cabin plans of the steam yachts 1lriental
tons), built by Mr. John Inglis, of Point Houso, Glasgow; Fair
Geraldine (300 tons), built by Messrs. Ramage and Ferguson, of Leith, for.
the late Lord Otto Fitzgerald; and the Bulldog (GO tons), built by
Messrs. A. Payne and Sons, of Southampton, for the Marquis of Ailsa.
The Bulldog, like the Primrose, was designed for shallow water, but,
with all coal, stores, and ballast on board, they make excellent seaboats.
The Jacamar (451 tons), and Capercailzie (529 tons), shown on Plate
LIlI., were built by Messrs. Barclay and Curle for Mr. John Burns,
and, like Fair Geraldine, are examples of large full power steam yachts,
with great engine l'oom space.
On Plate LIV. are the cabin plans of the two well known auxiliary
yachts Chazalie (604 tons), and Gitana (507 tons). The former is a wooden
vessel, built by Messrs. Ca.mper and Nicholson for the late Mr. Gerard
Leigh; and Gitana is an iron vessel, built by Messrs. Ramage and
Ferguson from a design by ,Mr. St. Clare Byrne for Mr. Jameson.
These two yachts compare very favourably with the Ma.rchesa, shown
on Plate LV. The latter was built by Messrs. Lobnitz and Co., of
Renfrew, for the lIarquis of Ailsa, and, after taking him on a lengthened
voyage to South America, was sold to Mr. Kettlewell, who, during the
years 1882, 1883, 1884, made a voyage round the world in her.
By the side of the Marchesa the cabin plans of two smaller iron or
composite steam yachts are shown, designed by the author. They were
intended to have power sufficient to drive them about 8 knots only, so as to
get the 'maximum accommodation 'by a curtailment of the engine room
space. It was intended to work with stenm of about 1201b. pressure, so as
to have as small a boiler as possible; and now at the present time, with the
knowledge we have of what can be done with forced draught, the boilers
could be even smaller than originally intended. If much greater speed
were required, the machinery compartment would require to be shifteu aft,
as the increased weight forward could not very well be provided for, and
give a satisfactory vessel. All these things require to be very nicely
adjusted, and one of the most difficult matters in designing an auxiliary
steam yacht is placing the machinery and coal bonkers. Of course, if
the machinery is in the middle of the yacht, as is the case of the
Digitized by Coogle
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i
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PLATE
S. S. YACHT CITANA"
Digitized by Coogle
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~ ~ ~
r =
~
~
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I
117l
IT
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1--.
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=
( ~ ( I"' \"1 > ~ _
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_______ J

.Be
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r
. Steam Yachting. 365
Marchesa., the difficulty for the naval architect is somewhat lessened; but
it will be seen that in such a case either the saloon or some of the
sleeping accommodation onght to be forward of the engine room ; other-
wise the room for owner and guests below will be very limited, considering
the size of the yacht.
In apportioning power to an anxiliary steam yacht, it is important
that the coal consumption should be considered, as putting in enongh
power to obtain another knot an hour speed may entail a serious increase
in the daily consnmption; and this would necessitate either an increase
in the size of the bunkers if long voyages had to be made, or frequent
coaling for coast work if the bnnkers were of small capacity. The Oriental
at full speed and 880 I.H.P. made 11'4 knots, and her coal capacity is
88 tons; assume that she had to steam 8500 miles, with no possibility
of coaling on the passage, if she started at full speed, and maintained
it by keeping np 880 I.H.P., she would exhaust her coal in 105 honrs
(4 days 9 hours), or when she had only steamed 1200 miles; but if she
started at eight knots, on 82 I.H.P., she would be able to steam the
whole distance, 8500 miles, with the 88 tons of coal; but the time
consumed would be 488 hours (18 days 6 hours), instead of 807 (12
days 19 hours). if she could have maintained full speed the whole
distance; but to have kept np the speed of 11'4 knots for the shorter
time she would require 97 tons of coal. .
In the voyage of the Marchesa to South America Lord Ailsa very
carefully tested the coal consumption when the yacht was under steam,
and found it to result as follows, the bunker capacity being 80 tons:
I
Coal burnt Speed
I
Total mO
!
I
per 24 boan. per bour.
Co&l would lut
alelUDed.
I
,
~ t tone
8 knots 31 day. 2 hours 5968
,
2t toIlS Bt knots 25 day. 12 hours 5355
I st toIlS 9t knots
I
21 days 12 hours 40773
I
Thus, by burning 21 tons of coal per day, the Marchesa could steam
1200 miles farther than she could if burning a ton more per day, and
would be only nine and a half days longer over the greater distance. It
will thus be seen that great knowledge aud judgment are necessary in
designing and providing an auxiliary yacht with steam power. But it
is no less important in a full power steamer, as, although the alteration
of trim doe to coal consumption may not be soch a serious matter for
her; yet it may happen to be of the greatest importance that the
economical speed should be .known, if the yacht is short of coal and
Digitized by Coogle
I
I
I
I
.I
far from a coaling station. It may be thought that the proper course
would be to drive the yacht as fast as possible and reach the coaling place
in the shortest time; but this may only result in the yacht being unable
to reach her port at all, as can be seen by the particulars already given of
the Oriental.
The Capercailzie is an example of a very fast steam yacht, her full
power speed being 13.02 knots, and her bunker capacity 100 tons; and,
with the daily consumption set forth in the tables, she would steam at the
following rate and distances :
00&1 bam& Speed
:
ToI&I mn..
I
per If houn. per hour.
I
Coal woaId Jut.
.-ed.
I
I
i
i
21 tou
I
8 bot. 86 d&ra 8 houa 700B
5! too 10 1mot.
I
17 d&ra 2 hollft 41100
121 tou
I
18 bot. '1 day_ 19 hollft 24tSl
I
This simply means that Capercailzie (leaving stress of weather out
of the question) could, at 8 knots an hour, steam to New York and
back o ~ 100 tons of coal; but if the attempt were made to reach there
in about ten days, her coal would last less than eight days, and she
would only steam 2431 miles.
In making voyages to distant places it would also be right to
consider the money cost, as coal on the Atlantic or Pacific sea-board,
or even at Mediterranean ports cannot be procured for less than
about five times the cost per ton in England.
The advantage of an auxiliary may be therefore very considerable
in extended voyages where the trade winds can be made use of, and
even in head winds if she be a fairly weatherly vessel.
Some idea of what can be accomplished by an auxiliary steam
yacht under her sails alone can be gathered . from the following facts:
The Lancashire Witch did the distance (4458 miles) from the Falkland
Islands to Natal in twenty-three days, the biggest rnn being 259
miles entirely under canvas; and she did the distance from Yokohama
(4400, also in twenty.three days, her biggest run being again 295 miles
in twenty-four hours; and she did the whole distance from Tahiti to Liver-
pool (11,030 miles) in seventy-nine days, having covered, owing to head
winds, 12,280 miles. The Sunbeam, in her voyage round the world, covered
85,450 miles, and out of this distance 20,400 were done under canvas,
without steam; she also, like Lancashire Witch, did many good runs under
canvas, having on one occasion logged 299 miles. The Sunbeam's best
day's steaming was 280 miles
l
and Lancashire Witch's 216.
Digitized by Coogle

Steam Yachting. 367
The :first cost of a SOO-ton anxiliary steam yacht would exceed that
of the cost of a full steam yacht, as, although the engines might not
cost quite so much, the heavy spars, rigging, and sails would cost probably
ten times as much as those in the steamer.
The SOO-ton auxiliary would be shorter and broader, but in reality
the accommodation would be superior, as the engine-room would be
proportionately shorter, and the extra breadth would add to the size of
the cabins.
The cost of working a SOO-ton auxiliary steam yacht, so far as
engine-room wages go, would be about the same as the full steam
yacht; but there would be six additional seamen to provide for,
. amounting to 150Z. There would be also wear and tear of sails; but,
as the engine and boiler would probably be used less in proportion, a
fair set-off would be arrived at. However, there is no doubt that for
home oruising, or even for cruising to the Mediterranean or Baltic, the
full steam yacht will prove the more economical and most satisfactory.
But a still more important matter to consider is the fact that as
an auxiliary steam yacht has generally more beam to length and a great
deal more under-water depth of body than the full steam yacht, she
is as a consequence a better and steadier sea boat, and on that account
is to be preferred.
In making a long voyage great care should be taken in selecting
an engineer; a thoroughly experienced working man s h o ~ d be obtained-
one who not only knows how to drive an engine, but who is also capable
of readjusting any of its parts and effecting slight repairs. The second
engineer should also be what is known 8S a II donkey man." As much
as 41. a week and board wages have been paid to an engineer for long
voyages, and SZ. to second engineer.
A certificated It second engineer" is frequently engaged to take charge
of a yacht's engines, and, if a steady, BOber man can be found, a certificated
"second engineer" will be a most invaluable one to employ. These
second engineers have often been It donkey men," that is, men who, having
acquired a fair education, have msen from firemen or stokers. The Board
of Trade qualifications for second-class engineer are as follows : It The
candidate must be twenty-one years of age, and have served an appren-
ticeship to an engineer, and prove that during the period of his
apprenticeship he has been employed in the making and repairing of
engines j or if he has not served an apprenticeship, three years' employ-
ment in a factory or workshop where engines are made or repaired will
suffice; but in either case he must also have served one year at sea in
the engine-room. If he has not been apprenticed to an engineer, nor
Digitized by Coogle
. ~
worked in a factory for the stipulated time, four years' service at sea
in the engine-room will qualify him. However or wherever he may have
been employed, he must be able to give a description of boilers and the
methods of staying them, together with the use and management of the
different valves, cocks, pipes, and connections. He must know how to
correct defects from accidents and decay, and to repair them, and to
understand the use of the barometer, thermometer, hydrometer, and
salinometer. He must state, when asked, the causes, effects, and remedies
for incrustation; and his educational attainments must be ample enough
to pass in the first five rules of arithmetic and decimals, besides which
he will be questioned as to the construction and fixing of paddle and
screw engines."
In selecting a "second engineer II to put in charge of a yacht's
engines, one who is fresh from the factory or with only one year's sea
service should be avoided i the "donkey man," who has worked up to
his certificate at sea, on the other hand, will be a thoroughly reliable
engineer to engage.
In engaging an engineer the owner should make it clearly under-
stood to him that he will be under the authority and direction of the
master. This understauding is absolutely necessary.
The actual wages paid on board some steam yachts when in commission
will be found set forth in the tabJe. The Marchesa. is an auxiliary
steam yacht. lie others are full-power steamers.
Capercall- Folr
MarcbN&,
E m ~ r
BaIl4og,
Nort.hem
Cella.
Orew. zIe, Gerald1De,
408 I0Il1. IHlIoIII.
80_ LIgh"
utcma. 629 _.
aGO I0Il1.
I
76 I0Il1.
A .. A I. A I. A I.
I
A I. A I. A ..
Muter ............... 2 18 8 0 8 0 8 10 2 0 2 0 2 0
lla.te .................. 1 15 1 15 1 10 2140
-
1 15
-
Second lla.te .........
- - - 2 0
I
I - - -
:Boatawain ............
-
1 10 1 8 1 10
- -
-
Cox."ain ............ 1 '1 1 '1 1 '1 1 8
-
2 at 281.11 at 251.
Carpenter ............
-
1 8 1 '1 1 10
-
Beamen ............ {
'1 at 26 . Sat 261. 10 at 25 . '1 at 261. 8 at 251.
9 2 6 10 12 10 9 2 8 15 2 12 1 5
B01 ..................... o 16
- - - -
o 16
I
-
Engineer 2 10 8 0 40 0 8 0 8 0 2 10 2 10
Second Engineer ... 2 0 2 0 8 0 210
- - -
Fireman ............... 1 9 1 10 1 10 1 7 1 10 1 8
-
Second Fireman 1 7 1 10 1 10 1 '1 - - -
Third Fireman ......
- -
1 10 1 '1
- - -
Ste_rd ............... 1 15 2 0 1 10 2 0 1 15 1 15 1 10
Second Stewa.rd o 15 1 10 1 8 1 10
- - -
Cook .................. 1 10 1 10 1 15 2 0
- - -
Cook'. Hate .........
-
1 5 1 0 1 8
- - -
Total per week ...... 27 40 29 15 88 5 88 8
I
12 5 12 16
I
'1 6
Digitized by Coogle
Steam Yachting. 869
With regard to the wages paid on board these steam yachts, there is
some variation so far as the engineers and other officers are concerned, but
the wages to the seamen are about the same in each case; and it
should be noted that the Marchesa and Eothen carried three firemen
because of the loug passages they made. In addition to the high
wages paid to engineers in the Marchesa, they, with the master, stewards,
and cooks, were paid board wages of 128. per week each, and the master
and engineer of Bulldog also received board wages. In Eothen, Fair
Geraldine, and Capercailzie, the master, stewards, and cook only were
paid board wages. No board wages wore paid on board Capercailzie,
Northern Light, or Celia, the whole crew finding themselves. The firemen
in both Bulldog aud Northern Light were capable of taking charge of the
engines when necessary, and, in the case of the former, two of the
seamen were always on deck when making night passages. The
Northern Light, it will be observed, carried two seamen and a mate; .
but this is accounted for by the fact that her owner acts as master;
and takes his watch in turn, so that in reality nothing should have
been put down in the table for master.
The owner of a small steam yacht who desires to become acquainted
with the working of his engines should obtain the following books:
"The Safe Use of StQ&m" (price 6d.), CrolY>y, Lockwood, and Co., 7,
Stationers' Hall-court; Donaldson's It Practical Guide to Marine Steam
Machinery" (58.), G. Wilson, 856, The Minories; Goodeve's It Text-
Book of the Steam Engine" (68.), Crosby, Lockwood, and Co. i
Murray's It Marine Engine" (88.), Weale's Series; It The Marine Steam
Engine for the Use of the Officers of Her Majesty's Navy," by Richard
Sonnett, published by Longman, Paternoster-row, 1882; and a II Manual
of Marine Engineering," by A. E. Seaton, published 1888, by Griffin
and Co., Exeter Street, Strand. The first and the last two will be the
most useful.
BB
Digitized by Coogle
CHAPTER XXVIII.
ICE YACHTING.
F .lBCIlU.TDTO pastimes like yacht and boat sailing ought to sink into
insignificance when compared with the fascinations of ice yachting, if
speed alone be the cause of excitement. It is, however, difficult for a
Briton to realise the extraordinary enthusiasm ice-boat racing or sailing
gives rise to in Canada, the United States, and some parts of Europe.
The mere idea. of being conveyed through the air in a boat at a rate
equal to the speed of the fa.8test express train repels rather than fascinates;
however, those who have experienced the extraolZdina.ry velocity of an ice
yacht say that when the first dread of the lightning-like flight is over-
come, the longing for the fast travelling of an ice yacht becomes quite
a fascination.
Ice boating in England has been attempted on many occasions, and
in Folkard's "Sa.iIlng Boat" are numerous plans for making such con-
trivances; however, none of these agree with the American plan of making
ice boats, but, as the Americans have had more experience of ice-boat
sailing than any other people iIi the world, we may take it for granted
that their plan is in every way better adapted than any other for
the attainment of high speed and safety. A winter seldom occurs in
America. when no ice-boat sailing is possible; and on the Hudson and
smaller lakes of Canada. the sport is as much a winter amusement as
cat-boat sailing is at the watering-places during the summer months.
In the British Isles we do not often get a long enongh duration of frost
to render ice boating possible; but ice boats have been oonstructed and
sailed, and the frequent inquiry for information concerning them would
lead one to think that, with suitable opportunities, ice-boat sailing would
become as popular here as it is in North America; and, as the boats are
very simple and inexpensive in construction, there is no reason why the
amusement should not be taken up by anyone who knows anything at
Digitized by Coogle
lee Yachting. 371
all about boat sailing or boat steering. The engraving which we give
of the American ice yacht, Haze (owned by Mr. A:aron Innes, of Pough-
keepsie, U.S.), is, we presume, a fair example of Tra.nsatlantic ice yachts,
although they are not all exactly alike in every detail. The different
parts of the yacht and the mode of construction can be readily understood
from the engraving, and all we need do is to describe these parts, and
FIG. 127. TKB AxBlUCAN ICB YACK'!' "lUu."
give the sizes of the material, such as used in the construotion of the
Haze.*
The keel, or centre timber, is 24ft. 6in. long, Sin. wide, and 9in. deep
(an ordinary" deal "). The side frames are 2iin. thick and 4in. deep.
At the mast a timber, 1ft. wide, by Sin. deep and 7ft. 6in. long, is
fitted on top across the side frames. Underneath the mast timber is t h ~
The engn.vmg ia copied from the SoWittiftc Ammca ...
uu2
Digitized by Coogle
...
It runner" plank, of 1ft. width, Bin. depth, and about 16ft. long, the
side frames, ma.st plank, and It runner" plank being a.ll bolted together.
Sometimes the side :ra.ming is continued forward of the ma.st timber round
to the bowsprit, and thus makes the .construction look more boat-like.
The after part of the frame is bottom-planked with inch boards to
form the deck.
The It runners" are three in number, one fixed to either end of the
runner plank .(which crosses the keel at right angles), and the third is
. fitted aft to' the keel timber and rudder post, and is used as a rudder,
the pintles being It upside down." This rudder-runner is usua.lly somewhat
smaller than the other two, and is fitted with a tiller.
The runners are securely fitted, in a line pa.ra.llel with the keel, to
the ends of the runner plank. They are 6in. deep, 2in. thick, and 2ft. 6in.
or 8ft. long. Each runner is shod with steel, and rounded up at the. fore
end. The shoe is solid, and is 1 fin. deep. One inch of this depth is
ground to an angle of 90
0
V j the remaining fin. forms the npper part
of the shoe, and is square with the top, which is 2in. wide. The steel
is It tapped" on the npper side about an inch deep. Into these taps tin.
bolts are screwed, and are long enough to pass through the runner and
runner plank; their heads are then secllred with counter-sunk nuts before
the runner is fitted to the It runner plank."*
.As a rule, nothing but the two sails are carried, and the ice yachts
of Toronto have but one lateen sail. These lateen sails are similar to
the sail described on. page 227, and reproduced in Fig. 12B. The
dimensions of the spars of the Haze are as follows:
Kaet, Btep to cap ..................................................... .
Mut, diameter .t heel ............................................ .
Mut, diameter .t cap ............................................ .
Bowsprit, beyond III&IIt ............................................ .
Bowaprit, depth .t III&IIt ............................................ .
Bowaprit, depth .t outer end ...................................... .
Bowsprit, widtht ................................................. ..
20ft.
Sin.
stine
18ft.8in.
8in.
8tn.
stiD.
In the N ..... Kueum, South KIIDBington, there ill the model of FiDlI.nd ioe boat.
The rannen of tbia boat are large Botell, 7in. or 8in. deep, .bout 2ft. loDe, _d about lin.
Wok. They are very muoh rounded up .t the fore end, like Dutch Bote. Th87 1ft futeDed
117 tra.naverBe bolta to the lid.. of pilloea of timber of the _e length u the BO.... The
_ timber, or II ranner pla.nk," ill Bunk into the top of the pi_ of timber to whioh "-
two Bide Ib_ 1ft bolted. The after centre Ibte (there 1ft threa skates in.n, inoluc1iDB the
nddR Ibte) ill of aimi1a.r patten, _d ill fixed u mddR. The keal of tbia boat I I ~ . The
breadth .-the rannRa ill 12ft. The FiDl_d model ill also .. id to repreaent II Canadian ..
ioe boat. It il of the::I: form, with timbers fitted to it in _ X form. for atren,th. An ice boat
ooDStruoted in 1878 for Lake Wind_en had the II Ibtel .. pivoted to the ranners, 80 u to
have fore _d .ft motion. The id .. wu to _ jolting in coming upon irregularitilll in
the ioe, but it ill diflloalt to underata.nd that the jolting oould be relieved by luoh method.
t The bowaprit ill Iltted to the keel b1 olamp iroD lin. b1 iin., _d b1 throughbolt
.baft the iron. The bowaprit or.n be IIleN oontinuation of the keel timber.
Digitized by Coogle
Ice Yachting.
----, ..
-.....

........... _------................. _----_ .. _----_ ...
FIG. ISS.
Jibboom. length (when one is IltMd) ............... '" .......... ..
Jibboom. dia.meter at 08Dtre ........................................ ..
Jibboom, ctiameIiR at ada ............................. , .............. .
Kainboom. I.ength .................................................... ..
Kainboom. diameter at 08Dtre ...................................... .
Kainboom. dia.meter at aa.da ..................................... ..
.............................................................. .
Gd. ctiameter .......................................................... ..
1IaiJuIai], lutr ........................................................... .
Ka.iDaail. foot .......................................... '" ............. ..
Jlaineail. head ............................................... , ........ .
J'oreeail, leeah .......................................................... ..
J'oreeail, ld ........................................................... .
Ji'oreeail, foot .......................................................... ..
ft. ba.
11 8
o It
o 1
19 4
o "l
o Ii
8 9
o II
14 8
IS 0
8 0
15 0
lilt 0
14 8
a73
The ice boats a.re 11811&111 of about the dimensions given i but one,
the Icicle, owned by Mr. J. A. Roo.sevelt, has a framework 82ft. long,"
is 26ft. between the runners, and the runners are 7ft. 6in. These
appear to be extreme dimensions. An ice boat built for a gentleman
in the North of England in 1879 was 12ft. long, and the runner plank
was about 7ft. long, the sizes of the timber being proportionately small.
The weight, however, is of use when sailing with a beam wind, to keep
the boat from excessive heeling, it being a. not uncommon circumstance for
the weather runner to be lifted four or five feet off the ice i and in such
an event the yaoht is luffed sharp up.
The favourite points of sailing are with the wind a point or so before
ue beam, right abeam, or a point abaft the beam. With such a wind,
a straight course over perfectly smooth ice, free from hummocks and
cracks, and a gale of wind, it is claimed that these yachts can and do
travel at the rate of sixty or more miles an hoor. Every winter we see
Digitized by Coogle
8'74 Yacht and Boat Sailing.
numerous records of suoh time made, and they are apparently well authenti-
cated; at any rate, it seems incredible that, year after year,
gentlemen should enter into a oonspiracy to deliberately publish false times.
There is not the shadow of a reason for believing that the time given for
making a mile (a. statute mile is understood) is persistently exaggerated.*
.An elucidation of the phenomenon of a. vessel sailing faster than the
wind has frequently been attempted, but, up to the time when this was
written in 1879, with no clear conoeption of the meohanioal principles
involved. In the first place, it must be distinctly understood that a boat's
speed before a wind which blows with a constant velocity cannot equal the
speed of. the wind; under different conditions it is conceivable, and in
accordance with mechanioal principles, that the speed of a boat may equal,
and greatly that of the wind. If the boat were before a wind
which is travelling at the rate of 80 sea miles an hour, the direct -impulse
of the :wind on the sails, if jizt'Uf'B8, would be equal to 61b. per square foot.
But the sa.ils are not fixtures, and move before, or away from, the wind;
the pressure is thereby gradoally diminished until it is balanced by the
resistance. met with by the boat on the ice. As the resistance of an ice
ooat is very small, a high speed-nearly equal to that of the wind-is
reached before the resistance and the wind pressure become uniform.
Thus, say the velocity of the wind were 80 miles an hour, and the
speed of the boa.t 20 miles an hour, the resultant pressure of the wind
would be only of tha.t due to a wind speed of 10 miles, or about lIb. per
square foot. But if the wind ma.k:es a more or less acute angle with the
line of advance, the conditioIiB are entirely altered; the pressure of the
The following utnot from a lattier, oopied hom the Bp\rit oj t1M fina, KROh I, 18'18.
whilst it riftl a denial to the flotitio1lll lpeed attn'butecl to lOme ioe 7IlOhta, ocm8rma the report
of the amuiDjr lpeed an foe 7IlOht II oapable of: "AI to the Ipeecl of ioe 7IlOhta muoh hal
b_ laid, and a gNat c1eal baa uid dnoid of truth. A wind on the lam-what; we
aaU tbne-quarten free-II the wind for Ipeed. and there an timee that a 7IlOht MtaiDI 1
Ip88d of mty8ve to II8V8Jlty milea pel' hour (in fact, then II no limit to their apeed, 00JK1iti0u
of foe and wind favourable); but the 7IlOht II not able to maintain thiI hijrh apeed Icmr
the helmlman II oontinlllllq obliged to deviate from a Itraight oourae, on aooount of hullUllClGlm,
araob. or rough ioe, and the OOurae of a yacht II alWllJll ..... inltead of atraight. I un
ofteD, in oomPaD7 with Commodore Grinnell, of the N.B.I.B. Club, raoed with the ....
tn.inI on the Budlon River:B.ilroad. We would b.t down on a train with a sood wut wind,
and often run lide ... d Bide with the train over a mile; than the wind would light lIP. &JHI
the train would draw ah.d. At other tim. we would pall a train like a roobt, ud l'IIIl 1
mile and a half ah whan we would be oompelled to tr.ok IlOl'OIII the river IIo1Id bear 1""1
apin. K_time the train would orawl uP. onlJ to be _ten apin for a mile two. TbII
fMteI1; time betweIn PoughJr:eepBie ud New Bamburgh that I bow of WIll made thiI wbdIIr.
The diIfanoe II nine IIo1Id three.quarter mileI, and the run WIll made by the ;paoht ZapIqr.
of the N.B.I.B.a., in ten minutel. The Phantom made the .me run, lOme J8I.rII lflii. ia
twelve minute.. The 7IlOht Whis WIll reported, and hal record of the _e __ of.
and three-quarter mil. in I_ minu.. ThiI II another IIIiItab III aha D8TIIl' made the
time, but it went the round of the papen all the _e,"
Digitized by Coogle
Ice Yachting. 375
wind does not djminjsh with the advance of the boat, 8oD.d its effective
impulse is determinable on mechanical principles, whioh will admit as
possible a. speed of the boat muoh greater than the actual speed of the
wind. However, it is scarcely possible that any water-borne boat
propelled by sails o o ~ d ever be made to exceed the speed of the wind
which impelled it, on acoount of the enormous growth of the resistance
due to wave-making i but It ice boats" may be regarded as having almost
no head-resistance i the slightest force will give them motion, and keep
them in motion. The only friction is from the lee runner, as when
sailing the weather runner seldom touches the ice, and the lee runner,
cutting into the ice, prevents excessive leeway.
1J
8
I'ICI. 119.
To illustrate the principles involved, it will be assumed as a fact
that ice boats in America have been timed to sail at the rate of one
mile in a minute by the aid of a force due to a velocity. of thirty sea
miles an hour of the wind. Such a wind force is termed 80 U fresh gale"
by sailors, and 80 ship would be under reefed topsails, reefed courses, or
possibly fore 8oD.d mizen topsails furled. In Fig. 129 we will suppose A B
to be a boat fixed so that it cannot move. The line 1D d represents on
a scale the direotion and force or speed of the wind equal to 30 miles
an hour. The line 8 B represents the balance lug sail of an ice boat. It
I
1
I
Digitized by Coogle
is obvious that the wind, blowing on the sail from the direction shown,
would tend to drive the boat in the direction of its own motion. But
the force to ti is made up of two components-one, e ti, is acting at right
angles to the sail, and the other, ti k, acting along the plane of the sail
without any potent effect. The component e ti can be further regarded
..

,
B:
1,A
I
I
I
j
,

\
\
\
\
8
i'Ia. 130.
\
,
,
\
\
,
Ie
w ___ --...
r--------- \
1\ I
~ \ ~
I \ '
! \ ~
, , t
~ \
, I
I '
, I
I 1
\ : ..
, I
I t .l
I 't
, \ I
\ , A-
t I
i \
\
\
I
,
I
,
,
,
I
I
I
,
I
I
,
\ ____ - R
, ----
]),
,
,
i'Ia. 131.
I
t
I
t
as a force made up of three other components---one, e QJ, acting a.t right
angles to the keel of the vessel, and tending to drive her to leeward;
another, z ti, acts in a line with the veBSel's keel" and tending to drive
her ahead. The third force is resolved vertically in a downward direction,
a.nd need not be considered.
Digitized by Coogle
Ice Yachting. 87'1"
Hitherto we have only dealt with the "real wind," and we have now
to consider what takes place when a boat, under the influence of z d,
gathers way, or commences to move in a direction to meet the wind at
a more or less acute angle. In Fig. 180 A B is the boat set in motion *
by the component of the wind II) d, and is proceeding in the direction
of the arrow 911. 911.; the difference between the arrow and the keel line
represents the angle of leeway, or amount of leeway made. The dotted
line tD d represents the direction and velocity of the real wind, as in
Fig. 129; but the wind apparfmtly will now be blowing more ahead, and
it is the apparfmt wind with which we have to deal. The apparent wind
is thus determined: On a line parallel to 911. 911. set off a distance (see d ft.,
Fig. 180) by scale (same as the wind scale) to represent an opposing motion
equal to the speed of the boat (assumed in this case to be sixty miles an
hour, or double the velocity of the wind). Join ft. w, and the dotted line ft.tD
will represent the force and direction of the apparen,t wind.
This apparent wind must now be regarded as the propelling force,
and not the real wind as shown in Fig. 129. I ~ Fig. 181 let the dotted
line w ft. represent the direction and force of the apparen,t wind; by a
parallelogram. of forces the line of force w '1'1. has two components, one
acting in the direction w c, or k '1'1., and the other in the direction c ft..
The component c ft. is farther resolved into three components, as before
shown by Fig. 129, represented by c D and D ft. in Fig. 131, and another
acting vertically, not shown. It is the component D ft. which impels the
boat forward. It will be seen that the force D ft. is very small, or only
about oBe-seventh of the force c D, which is striving to drive the boat to
leeward j but the resistance to leeway is very great, whilst the resistance
to headway is very small. Consequently the boat moves a scarcely
perceptible distance in a broadside direction, but gathers speed in the
direction of h ~ r keel, or rather in the direction of the line 911. 911., which
includes the broadside motion or leeway. The boat continues to gather
way or increase in speed from the rest position shown in Fig. 129 until
the resistance she meets with, from friction of the skates on the ice and
resistance to the rigging, &c., equals the force shown by D ft.. The speed
of the boat then remains uniform so long as the wind is constant.
H the speed, with the 8ann8 wind force, could be increased, by diminish-
ing the resistance, beyond sixty miles an hour, the apparent wind would
draw more ahead, and then obviously the effective impulse, D ft., would
be further diminished, until the apparent wind were brought right ahead,
The ...u is repreI8I1ted as hauled Sat in. In pmotioe the .an would b. well oir &t the
moment of atarting, ad would be gr&dU&ll,. hauled &bO&rd as the apeecl increaaed &Dd the
&pparent wind che" more &head.
Digitized by Coogle
when ]).n would disappear altogether i the sails would "lift," and a. fresh
start would have to be made.
From what has been said it will be concluded that on any p o i n ~
of sailing between a quarterly wind and a wind on the bow, if any great
speed is realised, the boom must be hauled close aboard, the exact angle
with the keel being determined by the speed of the boat or by the direction
of the apparent wind, and not by the direction of the real wind. When
a point dead to leeward has to be made, it is thought that the point
is reached more quickly by hauling up to 45 from the course, and then,
when half-way, gybing or tacking, and makiug for the point to be reached.
thus traversing a right angle.
FIG. 182.
Sailing for a point dead to windward is not such rapid work, and
we believe ice boats do not make a course nearer than 3i points of the real
wind, and their speed over the ice is not one-half of what it is with Ii
beam wind, but it is believed to just about equal the speed of the wind.
The usual mode of coining to rest from a high speed is by rmmi.ng
oft to dead before the wind, and then luffing to sharply until head fA.J
wind. The boat is "anchored" by turning the It rudder runner" right
across the keel.
The ice yachts just described would be much too heavy for sailing
on the thin ice of our lakes, and three years ago Mr. Herbert Crossley,
Digitized by Coogle
Ice Yachting. 879'
of Windermere, built one of very slight construction, as shown in
Fig. 132.
The fore-and-aft frames are made of yellow pine, 34ft. long, 9in. deep,
and lin. thick. These are spaced 1ft. 3in. apart (inside measurement) with
a bottom plank of equal thickness; thus the structure forms an open box.
Besides the bottom plank the fore-and-aft frames are connected forward by
a cross piece of pine 9in. by lin., in which is an eye-bolt for the foresta.y.
Aft is a similar cross piece 9in. brDad fixed 2ft. 6in. from the
end, and forms a seat for the steersman. .
The foreside of the runner frame is 10ft. 6in. from the fore end
of the frames, and is also of lin. pine, 8ft. broad and 12ft. across from
runner to runner. The runner frame is secured by screw bolts. and
nuts to the bottom plank, and also by lin. iron stays, screwed up
by a nut on an iron stanchion of lin. iron. The stanchion is fitted
with a shoulder at its lower end, and is screwed up with a nut
underneath the bottom of the box and the runner frame. Two other
stays of lin. iron connect the head of the stanchion with the top edge
of the fore-and-aft frames. This construction will be seen in Fig. 125.
The runners are 4ft. 3in. long and 8in. deep, also of lin. pine,
securely attached to the runner frames. On the lower edge is the steel
skate, :lin. thick and 2in. or 3"m. deep. The lower edge is bevelled
to make a. sharp edge of about 45. The flat side of the sharp edge
is outside. These skates are rounded up at the ends like an ordinary
skate. They are screwed to the side of the runner, or they can be let
into a channel ploughed out of the underside of the wood runner and
then be secured by screws.
The after runners are glass bullseyes, as shown by b in Fig. 188,
about 8in. in diameter. The bullseyes were cast with shoulders as
shown, and secured to a wood circular chock by clamps, e e e, Fig. 126.
The wood. is 2iin. thick, and between it and the glass is a sort of
buffer made of lin. felt; india rubber will not do, as it gets hard or
freezes. The bullseye is 1 tin. thick, lin. of the thickness forming the
shoulder for the clips e e e to take hold of. Through the centre of
the wood a bolt with a broad head is passed (the head is sunk into
the wood) and screwed up. by a nut through the bottom plank on the
under-side of the fore-and-aft frame. These glass runners are fitted
nearly as far aft as \,he sea.t of the steersman.
The bullseyes were introduced to admit of the boat being readily
8W1lIlg round under the influence of the rudder.
Fig. 184 shows the rudder, 1ft. 8in. long, 4in. deep, with a handle
1ft. 9in. long. The rudder is of iron with under edge of steel ground
Digitized by Coogle
380 . Yacht and, Boat Sailing.
to 9 thus, V. The under edge of the rudder has a longer bearing
than shown in Fig. 133, or is deeper under the bolt a. The bolt a
p&ssesthrough two iron plates which are secured to a cross piece of 2in.
deal, worked above the bottom board. It will be seen that the rudder
is capable of an up-and-down motion as well a.s lateral. The bolt a
is 2ft. 9in. from the fore edge of the seat of the steersman. To allow
of the lateral motion of the rudder, a large dove-tailed slot > is cut
out.of the bottom board, 1ft. 9in. long, and 1ft. across at the after
end. The bolt a comes at the pointed end of the slot. A circular
piece is cut out of the side of each fore-and-aft frame to allow the
of the rudder'to be put well over. The rudder, of course, is

FIG. ISS. FIG-1M.
not intended to be used as a runner, as it is in the ice
yachts, but is used to assist in stopping the yacht by pressing it into
the ice. '
Six inches forward of the fore edge of the steersman's seat a
cross piece is fitted, projecting on each side to form a place for the
feet. Of course, this cross piece is fitted to the underside of the frame.
The mast is stepped in a chock on the bottom pla.nk, 10ft. from
the fore end of the frame, and is secured ,by three iron stays attached
to an iron band round the mast 2ft. above the bottom plank. One stay
forward, and one on each side leading a little aft. Besides these stays
the mast has a shroud on each side, set up by a lanyard to the runner
frame and a forestay.
Mast from the bottom plank to shoulder 22ft., luff of mainsail 11ft. 6in.,
leech 29ft. 6in., foot 20ft., head 17ft. 3in., tack to peak earing 26ft. 8in.,
clew to weather earing 25ft., slings 6ft. Sin. from weather earing.
The boom works on the mast by a gooseneck fitted into a socket
on the iron band which goes round the mast for the lower stays before
referred to. '
The sail, it will be seen, is a standing lug;
Digitized by Coogle
"
,.
-1',
(
OHAPrER XXIX,
CANOEING.
NAUTILUS CANOES.
BBlTISH canoeing includes such various branches of work, and so
many forms of ca.noes, each adapted particularly to its own branch
and generaJIy to all the others, that a consideration of canoe designs
can hardly be successfully entered upon without first glancing at the
rules and practices which at present guide the members of the Royal Canoe
Club, who form the majority of British canoeists.
To construct a concise definition to-comprehend IL H canoe." is not an
easy matter. No doubt the rules of the Royal Canoe Club do in a measure
dictate what is and what is not a canoe j but there a.re still many loopholes
left by which a clLnoe can be invested with qualities which strtctly do not
belong to the H canoe" _proper. The disintegrlLted materilLls from which
a concise definition might be ILbstracted are, among others, some of the
following: A canoe is a vessel propelled with a plLddle or with sail by
a person or persons facing forwa.rd j she is a vessel capable of navigating
shallow water as well as open rough wlLter j and she is a vessel not too large
or heavy for land portage by two men when her ballast and stores have
been removed. Therefore, a vessel propelled by oars or machinery, which,
either by bulk of hull or weight of fixed ballast cannot be lifted by two
men, is not adapted to the requirements, nor entitled to the appellation,
of a rr British canoe."
The cruising work, for which a. British canoe is mainly constructed,
demands that she shall be as small and as light as possible compatible
with sea-going qualities and carrying capacity j but the occasional
sailing matches in which such a craft may compete, suggest an increase
of power by size and weight for sail-carrying purposes j and, therefore,
in order to protect the majority and to foster craft of the cruising type,
it has been found necessary to check by club rules the introduction of
mere racing machines, which, by lea.d, belLm, and sail-lLrelL, might desert
the canoe defiuition and become miniature yachts.
Digitized by Coogle
The Royal Canoe Club, however, does not attempt to define or limit the
size, design, construction, or crew of canoes, except as regards sailing and
paddling matches j and, therefore, provided the canoeist does not intend
to compete in the club matches, he may build his cra.t in any manner
his experience or fancy may dictate. But there can be no question that
under the club rules a most serviceable type of canoe for general
and also a very perfect Cla88 of sea-going sailing canoes have been pro-
duced; and as the canoes we are about now to consider are to conform
strictly to the club rule, it may be advisable to set the rule out in full.
rr Canoes eligible for these races shall be not over the' following
dimensions: 1ST CLAss.-Any material and build-greatest length over
all from stem to stern post, not more than 20ft., with a limit beam of
2ft.; but beatD may be increased by I lin. for each whole foot of
length decreased j greatest depth at fore end of well under the centre
of the deck to the garboa.rds not more than 16in. Fixed keel of wood
not more the.n 2in. deep; a metal band not exceeding lin. in depth may
De added to the wooden keel, in which case the depth of the keel, inclusive
of band, must not exceed 2in. One or more centre-boards are allowed
of any material, thiokness not exceeding tin., length (combined if more
than one) not exceeding half the canoe's length; * depth of drop not
exceeding l8in. below the fixed keel or its metal band. When hauled
up they must be completely housed within the canoe. All ballast, anchors,
or other metal weights (except centre-boards and metal keel band before
described, and metal deck fittings) shall be carried within the canoe
above the garboards. Ballast may be shifted during a but all
ballast on board at starting must be carried throughout the race.
rr 2ND CLASS CRUISING CAROBS.-Canoes in this class shall not exceed
the following limits, namely: beam, SOin.; depth from of deck
to garboard streak, 16in.; keels and centre-boards as in 1st Class. Weight
of canoe, inc1uding all spars, gear, fittings, and ballast, not over 150Ib."
Having thus far glanced at the general features of canoeing, the
next step will be to attempt a practical classification. Hitherto a canoe
has generally been classed under one or other of the original type classes,
namely, Rob Roy, Ringleader, Pearl, or Nautilus. Such a classification
would only be useful so long as the original model remained unaltered, and
succeeding canoes were exact copies of the originals. Even then it is an
unsatisfactory attempt at classification; but it will be patent to all canoeists
that succeeding Rob Roy and Nautilus canoes have been built widely differ-
The limit .. to thiob. ... of oentre-boarda Dot to apM to oentre-boarda ezi8tiiq iD _
up to lMth NOTember, 1881, provided the 01t1l8l'll of Doh _ applied to the seanIarJ to Nve
them nptered pNTioulJ to 811t Deoember, 1881.
Digitized by Coogle
PaddZeable-Sailing Canoe. 383
ing from their predecessors, and also that many cra.ft, taJrlng points from
each, have sprung into existence, a.nd claimed a type title of their own.
The Rob Roy was a small, short, strong, and straight-floored canoe,
chiefly intended for paddling, a.nd was built without sheer. The Ring-
leader was a craft similar to the Rob Roy, but of great length, and very
light build-in fact, a river canoe. The Nautilus was a short beamy
craft, chiefly intended for sailing and cruising in open waters, and was
built with considerable sheer,!' rockered keel, and rising floor. There-
fore, it may be taken tJ18ot, under this classification, all canoes built with
sheer and rockered keels must belong to the Nautilus class, and canoes
built without sheer belong to the Ringleader type if long and light, or
to the Rob Royif short, strong, a.nd flat; of course variations must result
from such a classification, unless simply ct sheer" or If no sheer II is to
determine the question of type.
The following is submitted as a more practical classification :-
Britdah 0II0D08B
I
I
oanoea.
If NAUTILUS II PADDLBABLB-SAILDTG CANOB.
The paddleable-sailiflg canoe is a vessel designed for crwsmg on
navigable rivers, lakes, and seas, a.nd for sailing matches-a cra.ft in
which sailing is the chief mode of propulsion. The sailable-paddling
canoe is intended for navigating inland lakes, rivers, and canals, and in
her paddling is the chief mode of
A universal feature of British canoes is that they are If decked," and,
with the exception of a few river cra.ft, the decks are of wood permanentl,
and substantially built to the canoe. An equally prominent, but not so
universal, feature is that, with the exception of the club tl fours II a.nd
a few two-handed canoes, each canoe is ma.nned by one man only; but,
when considering the subject of sailable-paddling canoes as regards
their adaptability to extensive foreign cruising and exploration, we shall
endeavour to point out the advantages, if not snperiority, of double-handed
canoes for touring purposes.
The design and construction of a paddleable-.ailing canoe will
first be considered. The design represented by Plate LVI. has
stood the test of existence, and has originated several craft highly
successful both as cruisers and racers; but the design has been slightly
Digitized by Coogle
altered from the one recently built to-as will be duly pointed o u ~
in order to rectify such weaknesses as were made apparent by pra.ctical
tests; the centres of "lateral resistance" a.nd "effort of sails," have
been placed conformably to the dictates of actual trial; a.nd the varions
fittings and equipments as to sizes, shapes, and positions, are not speculative,
but the tried results of the experience of many good canoeists.
Under the s l i ~ g scaJe of the club roles canoes have crowded into
the lengths between and inclusive of 12ft . and 15ft., and of these perhaps
14ft. canoes are the most numerous. The most gepera.lly serviceable sailing
canoe (which may be paddled) will be found under the dimensions of 13ft.
length, by 2ft. 10lin. beam. Another club rule is that the depth at the
fore end of the fI well," from under the centre of deck to garboards, shall
not exceed 16in.; keel outside not more than 2in.; centre-board not more
than 18in. deep.
On these leading dimensions the design has been constructed :
The "sheer pla.n" is tha.t from which aJl the heights, depths, and
lengths are taken, and is shown at the scale of fin. to 1ft.
The "body pla.n J1 gives the measurements from which building monIds
are to be made. The body pla.n is shown on the scale of fin. to a foot.
The deck pla.n is inserted to show the well coamings and locker and
the foot-steering gear. Scale fin. to 1ft.
All the plans are drawn to the outside edge of the plank, so that
in making building moulds, &c., allowa.nce must be made for the thickness
of plank, a.nd also a piece must be cut out of the moulds to fit over
the inboard portion of the keel to the upper edge of the rabbet. The
moulds need only be H half moulds," i.e., representing the shape of one
side only to the middle vertical line, and will then be worked for both
sides, fixing a fore-and-aft cord a.s the centre line. If, however, there
is any doubt a.s to the capabilities of the workman (even if with a good
man, great a.ccuracy is required), then whole solid moulds fixed in posi.
tion, form the only safe plan, as with half moulds the sides of the boat
may, by carelessness, vary very considerably.
Ca.noes and other small boats are usually built up from a. straight-
edge building block, a.nd therefore the rocker, or upward c,?"e of the
keel from that straight-edge is given j the heights of stem and sternposts;
and their H set" or H rake," will be taken from the drawing, and they will
be fixed in position to the keel before the latter is fixed to the building
block. The other heights, whereby the correct sheer is obtained, will
be taken from the sheer plan table, page 414, and transferred to the
building moulds; and, to insure these moulds being in position, the load
water-line should be marked on both stem piece and stern post and on
Digitized by Coogle
r
Paadleable-SaiUng Canoe. 385
each mould.; ana a hole should be bored through each mould at the
cutting of the water-line with the middle line.; Qr, if the whole mould
be not solid a batten should be na.iled across each, the top edge of which
batten should be level with the load water-line.; then a tightly-stretched
chalk line, nailed to marks on stem and stern posts, should cut the aforesaid
water-line points or battens on the moulas. Without this precaution moulds
and If lines" are useless, a n ~ one might as well build according to the rule-
of-thumb plan of allowing the p1a.nk to take its own form.
In the sheer plan (see Plate LVI.) the vertical positions for timbers
are placed one foot apart. No. I is one foot from vertical of fore side of stem:
The heights are measured from the load water-line to the upper side of
the deck at gunWale.; and the depths are measured from the load water-
line to the lower edge of the rabbet on the keeL The back rabbet, or
inside position, of keel will be seen in the longitudinal section plan. .
The rocker or upward curve of the keel above the straight edge is
at the sternpost lin., and at the fore end (at 6in. in from perpendicular
of stem) the rocker is 4iin . .; at No. I station it is Sin., at No.2 it is liin.,
at No. S it is fin . .; fore edge of stem at load water-line is liin. in from
perpendicular of stem.; sternpost at L.W.L. from aft perpendicular is liin.
The keel,' from No. S to No. 7 sections-i.e.; in the wake of the
centre-board slot-is sided at rabbet line 2in., and is liin. at lower
edge j the siding-i.8., thickness-at rabbet line forward and aft of this
should not be less than liin. The cutwa.tar of stem should be reduced
on the fore edge to about fin.
Selecting the wood for the keel will be a matter of choice. For hard
work teak is recommended.; for great strength and weight greenhea.rt.; but
red pine (not pitch) has been found quite strong enough for all ordinary work.
The next point of importance is the skin, or p1a.nk, and the mode
of putting it on. Except for the roughest coast-bumping or for home
lake sailing, oak is uselessly strong and heavy. .A combination of
mahogany and cedar, well seasoned and properly fastened, forms for a
sailing canoe l\s strong and light a. build as can be desired-that is to
say, the canoe should be built with the three lower strakes mahogany
(the garboard very wide), and the three upper strakes of cedar, ranging
from about a quarter to three-eighths of an inch in thickness.,
Various modes of planking have been tried with the object of ob-
taining a smooth outer surface, a.nd a light but strong skin.; of these
the most successful are the H clincher," the H ribband carvel," and the
It double skin." The ordina.ry carvel build requires su1Iicient thickness
of plank to allow of caulking, but this increases the weight beyond what
is advisable for a canoe. The H double skin" plan is as follows: When'
o 0
Digitized by Coogle
the stem and stern posts have been set up and fastened off, and the building
moulds-say one foot apart-carefully and strongly fixed in position, and
firmly battened round at their heads by a kind of temporary gunwale,
and the centre-board case or cases fitted and fixed, this frame-
work is turned upside down, and again fixed in position. Thin, well-
steamed planks of cedar, about It wager boat" thickness, are tacked in
position edge to edge, over the moulds, as if for carvel-planking j over
this is then laid, plank by plank, a somewhat thicker skin of steamed cedar,
the edges of which come over the centres of the planks of the inner skin.
The two skins are then fastened off as if one, along the rabbet line, with
brass screws j the edges of the outer skin are then pierced along and copper
nailed as in ordinary building. The craft is then turned up and the nails
are clenched off on the inside. It will also be found necessary on some
strakes to nail along the inner skin edges also. In such case the holos will
be bored from inside and nails driven from outside. Very few timbers will
be needed, and the double skin will be found to possess great strength. A.
good coat of varnish or strips of varnished calico between the skins would
no doubt add greatly to the strength and watertightness of the structure.
In the ribband-carvel build (see Fig. 185), the planks of, say lin. to
fin. stuB, are tacked on to the building moulds edge to edge. Ribbands
FIG. 135. FIG. 136.
of clean-grained oak, about 1 lin. wide and lin. or fin. thick, are laid
along on the inside of the joints of the plank between the timbers
which are placed in the vertical positions shown in the sheer plan j the
edges of the planks are then pierced and nailed through the ribbands,
and clenched on the inside, or they may be screwed into the ribbands.
A. stronger plan is to work a lin. ribband in whole lengths, cutting out
notches in the backs of the timbers and moulds to take each ribband. In
all cases a strip of varnished linen should be laid over the joints of the
plank before the batten is fitted, and the linen should be continuous
- Digitized by Coogle
I
j
Patldleable-SaiUng Canoe. 887
._--- -------
from end to end. The timbers are aboJlt lin. sided by tin. moulded.
No doubt this mode, and that of the double skin, give a. very fine outer
surface j but the number of nails required is nearly double that employed
iu a clincher-built boat, and with neat workmanship a clincher boat can
be built with next to no Illands" showing on the outside, and yet be of
sufficient strength.
The garboard plank will be 6in. or Bin. wide at the broadest part,
and the other planks will be as broad as the shape of the canoe will
admit of being worked. and will of course vary in breadth and shape.
The construction of the section of slot in the keel and centre-
board case is shown by Fig. 186.
The most oonvenient mode of rc laying off" a canoe for building
will be obiained by working in the following manner: Take a sheet of
oommon wall paper of 14ft. length. and on the reverse side draw in,
with a straight edge, a. strongly marked and straight flload water-line j"
then, by measurements from the scale drawing and from the table
draw the fC sheer plan" a.t full size. On similar paper, and in like
manner, draw the C( body plan," and from the body plan cut out moulds
of stiff brown paper from which to make the wooden building moulds,
taking off a margin from the paper or from the wood mould to allow
for the thickness of the planking. AJJ before said, the load 1Datw-liM
must be carefully marked across ea.eh mould; or, better still, a batten
should be nailed across the mould to represent the load water-line. (8ee
"Boat Building" in the Appendix.)
The mast steps, centre-bo&'d case, bulkheads, coamings, rudder, and
centre-board can all be laid off on the sheer plan; and provided the
points of measurement are correctly placed-no matter how rough the
drawing-the builder will have a clear eye to his work, and the trouble
of I8.ying her off on a mould floor will be avoided.
PADDLEABLE SAILING OANOE.-TAlILE OF DDIENSIONS.
ft. m.
LaDrth over rJI, .tam flo llliempoat ..................... ........................... 18 0
Beam, extreme ..................... .. ..... ......... ..... ...... ......... . ........... BlOt
Depth from deok to garboard, fore end of well................................. I 8t
Sheer, forward, from midahipe ............ ......... .................. ............ 0 9
Sheer, aft .............................................................................. 0 S
Freeboard.t midahip (No.7) ...................................................... 0 7
Dra,UCht at midahip (No. 7) ........................ _................................ 0 8
Bake of IlterDpoet, 'f'
Centre of m.ainmut from fore aide of litem ...... ............ .. ....... ......... B 4.
Centre of mizenlllllllt from aft Bide of a1iernpoat ......... ......... .... ........ 1 B
)(id.18D/rlih, from perpe:ndioular at fore Bide of.tam ............ ............ 6 6
After bulkhead from mid.18D/rth ..... ,........................ ...... ............... I 8
LaDrth of oentre..board Blot............ ......... ...... ...... ........ ....... ......... 8 8
FOI8 _d of oentre-boII:rd Blot from mid18D/rth... ...................... ........ 8 4.
002
Digitized by'Coogle
TABLE OF DIDHBIOliS---uawd. It. in.
FOI8 end of well, forward of midahlpe ........................ .................. 1 0
I.eu,th of fore eDd of well .............................. ...... ...... ... ............ 1 8
I.eu,th of micldle, or flap pieoe of well ... ...... ............ ..................... 1 8
LeDrth of after pieoe of well ..................... ...... .................. ........ 0 8
LeDrth of looker openiDg _ ................................... -.. ...... ......... ...... 1 S
Height of well ooamiDga ............................................................ 0 II
Foot JOb for .. 5ft. 8in. man forward. of midahipe ............... ............ 1 8
Centre of lateral reaiatanoa aft of midahipe .................................... 0 9
Rudder I depth of fore lIide, 1ft. 7in. ; enreme length, 1ft. ?in.; length
.. t head, Sin.; length .. t 6in. doWll from head, Sin.; length .. t load
line,IOin.; depth below load line .. t _be of rudder, 11in.
TABLE OF HEIGHTS AND DEPl'HS. (See PLATII LVI.)
Number of 8eotion ..................... -II -I 8- . ,'_'--;- 8 I 7 8 I 9 110 I 11 12
SR ... PLAN.-FIG. 1. I in. I in. I in. in. in. in. I in. I in. 'in. in. in. in.
Height of ganwale, including deck I I i
aboft load line ........................ lUll IBt 11 91 Sf 71 7 7 7l 8 9 lot
Height; of ganwale .. t aI;em .. bOTe I I
load waterline=18 inohell. I I
Dil;l;o at llterupoat= 111 inohell. I
Depthll-Lower edp of rabbet below
load line ................................. , 8 8 8 I 8 8
III =11Il;=, III
Depth of top atrea.k .................... .
Rooker of bill .. boft atra.ight edp I
-BODT PLAN.-FIe.lI.
J>iaconal .A. ill IIItarted OD middle
line at 12in. .. boft L. W.L ....... _ .. '
, : !
5t 10l!l41 1
6f
1
19 '110 201 BOt,ISl 17l,14 81
DiajroDal B 8in. .. boft L.W.L. ...... '
J>iacoDal C, .. t L. W.L. ................ ..
4l 81 111! 1st 1'1 lSi 16 1St 15 ISt'IOt' 6
III 71" 8 4
of bel_at. rabbet i
lJ_t _ Jr 1 1 1 I 1 1 ttl t
The diagonals form an angle of 55 to the middle line; or diagonal
A cuts the L.W.L. a.t 1ft. Slin. from the middle line measured on the
water-line; diagonals B and C are each parallel to A, and Sin. apart.
It may be again mentioned that all the body plan measurements are
to the outBide edge, so that plank, deck, &e., must be allowed fC?r in making
the building moulds.
SBDB PLAH.-PLATII LVI.
0, the perpendicular .. t the fOl8 eDd of load I h, forward sideooaming of well.
water line. I i, coaming of aa.ilina' flap, or opening in aide
(0), the perpendioular .. t the aft end of load I deck.
_terline. I (i), flap, lide deck.
G, the _tre-board Ilot and oaee. i, backboard IoDd Ihlfting beam, uecl for
b, _tre-board, loweled for aa.ilina'. I paddling.
(lI), _be.board, houaed in the oaee. (,;), backboard in a.IlInar poaitiOD.
c, knee, which llteadiea the oantre board ClUe k, water.tight bulkhead.
at point of greaten prtlllll11re. I, looker lIicJ_mjDg,
d, foot IIfieIIrlng Job of wood, IoDd d Bill.. m, 1I.00r boards.
Bide chock to PN1'eDt the foot elippm. 0.. , n, aterDpoat and metal gudgeona.
11, foot-steering gear deck'J0ke. JI, .. line IIhowing upper lIide of bill.
B, rabbet line, lower edge. ' X. position of grea .... beam.
. I. upper lide of deck .. t middle line. I !i, _beboard sheaft hole.
g, upper aide of deok at lid... 11, bIIlaoarphing
Taper to tin. .. t Item.
Digitized by Coogle
l
I
PLATE LVI.
-
('V
.... -
........
'4
......
..........
........
SCALE! -INCH _roo.,.
PLAN.
I
........ -.... I
....................... _/
6
t
7
8
q
.. Nautilus" Paddleable-Sailing Canoe, designed by W. Baden Powell. ESQ.
10
Digitized by Coogle
Paddleable-Samnu Canoe. 889
(H), supporte for Bap deok-
, wire ateeriDg-lineB, puaiDg I'01Illd brass
buttonaat ..
to be&diDg to keep Bap, W'lum OpeD, from jam-
mm, the ateeriDg wires.
u, looker lid IoDd hinge
tI, mrJnm&at hole and _.
(tI), mis8llllUlllt hola IoDd _.
,." apron beam for" well .. oover.
., rudder-Joke.
B17DDlIB.
(0), aft or IterD.pod, perpandioular.
5, rudder pin or rod.
I
b, gucJpon met.I..
Il, (ah&dad pan) ill brau oap for JOke to lliover.
The general features of the design ma.y now be reviewed. In the
first place, in the design just described, sailing requirements were given
the chief attention; secondly, it will be well to bear in mind that the
word II design" includes both II model II and "fittings," and the same
model can be fitted either for pleasure sailing or for sailing cruises by
arranging such fittings as centre-boa.rds, bulkheads, mast cases, &c.,
conformably to the use the boat is to be put to. Sleeping accommodation,
for instance, does not demand t ~ t the model sha.1l be altered, but requires
a 6ft. space in the centre of the canoe.; therefore two sma.1l centre-boa.rds,
having a joint a.rea equal to the larger single boa.rd, become a necessity,
and by this means an effective lateral resistance is maintained i still, a
considerable amount of weatherliness is sacrificed unless the after-boa.rd
is constantly a.nd ca.refully worked.
Limited by the club rules, the leading dimensions of the model have
been fixed upon, viz. : length, 13ft . .; beam, 2ft. 1 Olin. .A model 12ft. by
3ft. would give greater sa.il-ca.rrying power, and would be more adapted
for quick turning and eating to windwa.rd.; but the Ct floor II would be
considerably shortened, and the boat generally cramped as to the fore-
and-aft arrangement of her fittings.i 14ft. and 15ft. length give better
results as to speed in' running and reaching, and, to some extent, as to
speed and ease in rough water.; but the necessa.ry reduction of beam
to 2ft. 71in .. for 15ft. length takes away a considerable amount of initial
stability, which, on account of the existing club rules, cannot be com-
pensated for by increasing the depth of hull, and thereby lowering the
weights .; the increased length also compa.ratively reta.rds the vessel's
turning, unless her keel and floor line are considerably rockered;
The dimensions given provide good beam for stability, sufficient
length for fine lines with good length of floor, and not too great a
length for quick turning.
The fore-and-aft positions of the various fittings have been settled
in compliance with the following requirements: The weights must be
crowded as near midships as possible, so as to give easy performance in
Digitized by Coogle
rough water; consequently the after end of the centre-board and the
fore side of the man must be brought 808 close together 808 possible,
allowing, however, sufficient room between them for the shifting baJlast
to cross the floor. The centre-board most not come much abaft amidships,
becaose ~ e centre of lateral resistance would thereby be thrown so far
aft that a large unhandy millen would have to be carried to properly
balance the centre of etIort of the sails with the centre of lateral resist-
ance of the hull. The man must not sit too far aft, as that would
necessitate very full lines aft; at the same time the weights would be
separated, and being nearer the ends, bad performance in a seaway would
be the result. The performance, governed by the longitudinal position of
the centre of buoyancy and the distribution of the weights, is not that of
power to carry sail, nor even sailing or steering performance in smooth
water, provided the normal trim has not been altered; but it is the per-
formance of the canoe in a sea-whether she takes kindly and dryly to a
head sea or a following sea without plunging and diving violently. The
masts, in order to get spread for the sails, have to be p ~ far forward
and aft; but their weight is smaJl compared with that of the man, centre
board, and ballast.
CBNTBB-BoABDS.
The foot steering gear requires the centre-board case to be sufficiently
low at the locality of the foot yoke-i. e., 3ft. 9in. forward of the man's
ba.ck-to allow the foot yoke to swing at eight inches above the foot
boards. This, combined with reducing fore-and-aft weight, has suggested
the form of centre-plate shown in Plate LVI. The centre-board case
is thus fitted to the keel (see Fig. 136, page 884). The sides of the case
are rabbetted into the keel as shown, and fastened by screws which go
clean through the keel, the ends being subsequently filed down in the slot.
The centre-board should be made of t ~ . iron It boiler plate," and
should be galvanised; the measurement should be taken from the drawing,
and laid otI full size on paper; the paper mould, having the pin hole
and chain hole marked on it, should be sent to the foundry, and great
care should be taken in seeing that the plate is perfectly straight. Cast-
iron centre-boards are often used, but they are bad, in that sudden
breakage is the common result of a hard lateral bump on the ground,
and also that, to obtain the same weight 808 It boiler plate," a thicker plate
most be carried.
On the position, forms, and areas of the centre-board or boards and
rudder depends, to a very great extent, the successful sailiDg (apart from
actual speed) of the canoe. As has been already pointed out, the position
Digitized by Coogle
Paddleable-Sailing Canoe. 391
of the centre-boa.rd is determined by the requirements of space for the man
and the stepping of the masts j two or three noted for their sailing .
have been ingeniously fitted with ff fan II centre- which
colla.pse into a case which does not come above the floor boards. Such centre-
boards of be placed regardless of the well seat and .steering
gear j provided they are of a pattern and make which gives sufficient
rigidity when in the s8.iling position, they are undoubtedly of service.
But the position of the sails in a canoe does not admit of much
variation. Leaving out of the question extraordinary rigs, the centre
of effort of the mainsa.il-and-mizen rig (which is the most popular in
canoes) will be generally found to be at the or not more
than eight inches abaft it j the canoe being of shallow draught, the
to be effective, has to be somewhat large in and, being at
the extreme end of the vessel, naturally carries the centre of lateral
resistance considerably aft i to bring the centre of lateral resist-
ance forward and near to the vertical of the centre of effort of the sails,
the centre-board has to be p1&ced. slightly forward of midships i therefore,
it is evident that the position and area of the centre-board is of the first
importance, and its mechanism merely a matter of convenience.
Two square feet area of centre-board has in practice been found
amply sufficient, even in match j and whether this area be given
in one large plate or two small ones is practically immaterial as fa.r as
lateral resistance is concerned, but in relatisn to turning and manoouvring
there is a great deal to be said on both sides. In the first place, the
single board and the double board are equally efficient in counteracting
leeway, that the single is the more delicate and perfect for eating
to windward i and the double is more perfect than the single for reaching
and running, and is undoubtedly the more powerful weapon for manoouvring
when skilfully handled. With the single board the canoe on a wind will
answer the least touch of her helm or alteration of her sheets i and,
except for shoal water, the board need not be touched from start to
finish. It is often asserted that a single centre-board (of course in relation
to other centre-boards) is not 80 good for beating in rough for the
reason that her head is easily knocked off the wind by every sea j but
it should be remembered that a boat does not eat to windward by
virtue of gripe or forefoot j she works on her common centre of
lateral resistance;, and, though the bow may be knocked off the wind
by the seas, a like facility. of movement exists for bringing her to, and,
further, the single-plate boat is able to take advantage of smooths or
free puffs for getting a screw up and a rapid fill away again. It is the
crest of the wave that will knock the bow off the but this is almost
Digitized by Coogle
892
--------- -- - --
an advantage, and it places the vessel in the best position-
ll
three
comer ways on "-for dropping gently down the back of the sea, off the
wind, and, consequently, U all full," and gathering way for a neat luff up
the face of the next Bea.
No. doubt the double centre-boarder, in the hands of a skilful
canoeist, has many advantages over the single-plate craft; but, to utilise
these advantages to their full, a judgment a.nd quickness a.re needed,
which ca.n only be obtained by long a.nd constant practice. The
experienced ha.nd in a double centre-boarder will use his boards, by
altemate lifting and dropping, when on a wind or reaching, almost in
preference to his rudder; in fact, the working of the boards will be
attended to before working the sheets. The ease with which the centre
of lateral resistance can be thus shifted forward or aft of the centre of
effort of the sails places within his grasp a power of turning which in
match sailing is of the first importance. If from any accident the mizen
is lost or has to be stowed, the canoe will be handy under mainsail if
the after board be hauled up; and if caught in a squall, the mainsail
can be stowed and the canoe hove to under mizen and fore centre board-
the aft one being of course hauled up. Without going into details of
intricate manreuvres, it may be stated that when the canoe is sailing, say,
close-ha.uled, if the afterboard be suddenly hauled up, the craft will fly up
into the wind's eye. Of course this can be augmented by easing the fore
sheet, and also by putting the helm down-i.e., bringing the rudder to wind-
ward. In like manner, for quick bearing away, the after-board would be kept
down, the fore-board lifted, the mizen-sheet eased off, and the helm put up.
Beyond these qualities, the double board permits of space for the
owner to sleep on boa.rd, and this, in some waters, is no small advantage;
for the greatest genius at tidal calculations, when cruising in navigable
tidal waters, may more than once find himself benighted and tide-bound
far away from his anticipated night post, and with a considerable strip
of soft black urud between the edge of the water and ten-a formo.. In
such a predicament, a canoe of the dimensions we have been considering
will, if fitted so as to allow of sleeping space, prove a safe, if not comfort-
able, miniature hotel for the night.
The leading measurements for fitting a canoe of the dimensions
shown in the design (Plate LVI.) will, with two centre boards, be
as follows: The fore end of the slot for the foremost plate will be
Sft. lOin. forward of midships; the length of the slot, measured on the
lower edge of the keel, will be 2ft. 4in.; length of lower edge of plate, 2ft.,
and drop, 1ft. Sin.; the forward end of the after slot will be Sft. Sin.
abaft midships,. and the length of the slot will be 1ft. 8in.; length
Digitized by Coogle
------- --------
of lower side of plate, 1ft. 6in., and drop, 1ft., giving a joint a.rea of
2'0 sq. ft.
The inboard shape of the fore plate, i.e., tha.t portion which remains
in the keel and case when the plate is lowered for sailing-should be as
small, especially at the fore-end, as is consistent with keeping the plate
rigid latera.lly; many ca.noes are fitted with the centre-board ca.se ex-
tending up to the deck a.nd open along its top; in such ca.ses the pla.te
is 1lS118olly hung by its fore-end from a bolt at the deck, a.nd at its after-end
by its hauling-up gear, the a.dvantage being that a plate so fitted (instead
of being bolted at its fore-end through the keel) can be lifted out of the
canoe through the deck, and thus be speedily removed when requisite
without having to lift the craft herself out of the water.
The after-plate should be inclosed in as small a case as possible, so
as to give stowage space in the locker; a case of triangular form, the after
end of which comes up to the deck, will be found to act well. Such a. case
gains support from the deck, and permits the hauling-up gear to be worked
above deck; the after-board should be light, and ma.y be made of zinc, as
la.teral resistance only is required, and weight should be avoided.
The after-end of all centre-board cases should be raked forwa.rd at
its upper end in order to prevent the water heaping up and overflowing
at the chain-hole when the boat is moving rapidly, or when in. lumpy
water.
A very heavy centre-board is by no means a.n unmixed good in a
canoe. In smooth-water sailing. it doubtless adds considerably to the
canoe's stiffness; but in lumpy water its thumping leverage will soon be
felt by the boat, and, sooner or la.ter, something will start unless the
craft and centre-board case are built and fastened with unusual strength.
The hauling-up gear in the single-pla.te fitting (Sheer Plan, Plate
LVI.) would be a. small galvanised iron chain, shackled to the hole in
the forward upper corner, and cut to the exact length between that hole,
when the centre-board is down, and the upper edge of the shea.ve (q)
in the top of the centre-board case; to this end of the chain a. small
single block, metal stropped, should be shackled, with a thick india-rubber
ring placed on over the shackle ttl act a.s a. buffer; the standing part of
the hauling line is then spliced into a.n eye-bolt at the after-end of the
top of the centre-board case, and the hauling-part ha.ving been rove
through the block, is finished off by having a. wooden toggle spliced in
its end at such length tha.t when the board is down the toggle is at
the block, and when the boa.rd is up a turn is taken on the ha.uling-
part round a patent tumbler cleat, fitted on the !rlter end of the upper
side of the centre-board case.
Digitized by Coogle
_I
894. Yacht and Boat Sailing.
----------- ------
For a light plate, 0. split-ring handle may be put into the last link
of the chain, the buffer, however, being placed over the chain first.
STORING GBAR.
There are many ways of fitting the steering gear; in fact, so many,
that it would only be confusing to attempt to describe and consider each
kind. The two most common modes are where, in the one ease, the
yoke lines are led direct to 0. foot-yoke; or, in the other: to a deck-yoke,
which is connected to the foot-yoke. The most serviceable of these is
undoubtedly the deck-yoke gear j this gear is shown in the sheer plan,
and is marked d, ,p, and E, and in the deck plan ,p, E 'In and ., 8.
The rudder-yoke fits over the brass-capped rudder-head, and should
be 14in. wide, with an eye at each end. The foot-yoke is made of hard
wood, 16in. wide, and of su1licient strength to act 80S 0. stretcher for
both feet, for it will be thus used when the canoe is being paddled j
the yoke rod should be a round brass tube inclosing an iron or 0. steel
rod, the heel of the rod steps in 0. block on the top of the centre-board
case, the upper end having been pushed up through a brass-bound hole
in the deck, 0. shoulder of brass, with a squaring above it of about 1iin.,
is soldered on to the rod, and to this the foot-yoke is tightly clamped j
it should be at such a distance from the lower end of the rod 80S to
bring the foot-yoke, when in position, about 8in. above the" surfa.ce on
which the skipper's heels are to rest j the head of the rod should project
about 1 iin. above the deok. At lin. above deck the rod is filed
square, for the deck-yoke to ship on to, and the squaring is ca.rri.ed up
about tin., that being about the thickness of the bo88 of the yoke; then
the last half an inch of the rod is formed into a screw, on to -which a
thumb nut (E) is screwed to keep the deck-yoke in its place. The deck-
yoke requires an eye at each end j and the yoke should be of iron, 80S
neither copper nor br80Ss is strong enough for fittings 18in. or 20in. long.
The yoke lines should be made either of solid br80Ss or copper wire,
and must be stout, and may be fitted thus: Having fitted 0. copper or
br80Ss thimble into each of the four eyes of the rudder and deck yokes,
with powerful nippers, simply take the ends of. the two wires, and,
having p80Ssed them round the thlmbles in the rudder-yoke, twist the
ends round their own standing parts; then at the fore end fit in
like manner to two thimbles, making the wires of such length as will
place these two thimbles ~ t about one foot from the eyes of the deck-
yoke when it and the rudder are shipped in position. A small la.shing
line is now spliced to each of the fore ends of wire, and, being rove
Digitized by Coogle
Canoe. 895
yuke thimbles a.ud thimbles. say ma.kes
easily workaYlu .
The wires would naturally thus lay along near the middle of the
canoe; but to keep them clear of the canoeist. and also of the deck
flaps, locker. &c., little brass studs are screwed into the deck. as shown at
m and n in the deck plan. a single one opposite the fore end of well. and
two diagonally placed. are put in abreast of the after end of the well.
a.dvantage of that, for the
deck-yoke off, and the wiooo
lines do not lend through tdo n02'rt'ming.
or frt':hd are not ill mden stowing 00 spars
under the side deck. The yode on decd is very handy for st2'2:ering
whilst kneeling up working at the mast gear.
In the case of foot-yoke only. the wires are fitted much in the
same way as above; but they have (before being fitted at the second
end) to be passed through perhaps both coaming and .bulkhead, in order
to lead to the ; and the ends
with sna.p be detachable
(a, Ruddoo dlate LVI.) shoold EYdown.
length of the the gudgeon
ollow the ruddoEY up the pin WdUll the
ground. These rudder fittings-and indeed all the metal fittings of a
canoe, should be of copper. or gun metal, or brass.
DBCK FLAPS.
side deck WilEY for
1868; it is to allom to sit to
opening and yet be flap
ollooast of the lhonds are often upon
it in getting in or out of the canoe; this demands good supports under the
main deck (marked i i in the deck plan, Plate LVI.), and for water-
tightness washers should line the edges.
APRONS; &0.
of the
EYnitable size is
Tho !l2'e of the lengtll end of the
in two fillets, whiGd to the deck,
to the coaming. The macintosh is nailed about an inch or an inch and a
quarter from the edge of the batten, a.nd a flap is left to go over the fillet
robgle
396
--------------------
----- - ----- -
88 shown. The macintosh is also secured to the top edge of the batten by
a nail, and half round fillet. The side battens being fitted to the exact
span of the coamings, stretch the macintosh tightly across the well. The
fore end of the macintosh is a loose drop piece over the coaming, and
tucked under an india-rubber band acroBB the deck.
Ba.I.lm, _
J
FIG. 187.
The parts of the sides of the macintosh which come from the flap
deck aft have no battens, but have an indiarubber cord in the bottom edge,
and a button-hole at each .comer to button on to a small stud screw at the
aft end of the flap piece (a small brass drawer handle will do for a ~ t u d ) .
When sailing the apron has to be unbuttoned on the weather side.
Across the well is a shiftable beam, which supports the apron if heavy
water comes on it. The whole thing comes away immediately if a capsize
takes place, or any sudden "jump up" is required. When not in use
the whole apron can be rolled up into a very small space.
For canoe travelling a macintosh coat is required, such 88 used in the
Nautilus canoe of 1870. The coat is long, and closed like a petticoat from
the bottom to the breast, where there is a neck opening with three
buttons. Fixed by waterproof glul'\ close under the arms is a macintosh
flounce; run through the. bottom hem of which is an elastic cord. The
hem of the flounce is placed over the hatch and hatchway coaming, and
abaft the backboard, thus forming a kind of tent. The flounce should be
full behind to allow stooping forward without detaching its hold on the
coaming. EI88tic bands round the cuffs of the coat will prevent water
running up the sleeves. The object of having a long inside coat is that it
will then do duty as a macintosh for shore walking.
MAST FITTINGS AND TABERNA.OLE.
The tabernacle for lowering the mainmast is a matter of importance.
The ordinary method is to cut a well through the deck for the mast
heel to travel in (88 described for the Nautilus racing canoe,) but,
88 the bow of a canoe is very frequently immersed when working
Digitized by Coogle
on rough water, it is undesirable to have any opening in the deck.
The tabernacle is thus fitted: Two pieces of oak placed in the ordinary
form of a tabernacle, c (Fig. 138), secured at the heels by a block (6),
and passing up through a blocking piece under the deck a (Fig. 138),
and through the deck b. The two heads are each 3lin. high by 2!in.
wide fore and aft, and half an inch thick, the heels being considerably
tapered off for lightness; (c) in the sketch is a blocking piece, firmly bolted
in between the uprights, and let through the deck and deck block. Against
this the mast heel iodges. The mast heel should be 1 tin. square, from
heel to half an inch above the tabernacle; then round and taper to Jin .

FIG. 188.
at head. The mast is bolted between the tabernacle heads, at three-eighths
of an inch from the top of the heads at d. At e is a through bolt, on
to which, between the heads, the halyard blocks hook. The mast heel
and the outer sides of the tabernacle heads should be brass plated, and
there should be a small piece of indiarubber screwed on the heel as a
buffer (G). The mast is set up by a forestay, which should be small
galvanised wire about one-tenth of an inch in diameter, from the swivel
clip (clipped to a thimble in the masthead block strop) down to a small
single block, which, when the mast is up, comes about. four inches above
Digitized by Coogle
the stem-head. The fall is fast to stem-head, and then leads through the
stay block and through the stem block or cheek sheave, and Uito a cleat
near the well. So long as the mast is set up, the halyard blocks I
cannot be unshipped from the bolt e, but when the mast is lowered as
far as shown by the dotted line, the halyard blocks can be unhooked.
The mast is fitted ,uth a ferrule joint at 4ft. 6in. above the tabernacle
pin, and then the upper portion, 4ft., including a 6in. ferrule to ship m:er
lower ~ a . s t , IIl.&kes a total of 8ft. 6in. pin to truck. With the exception
of unclipping the forestay, all the gear remains on the masthead, and the
sa.il is kept on the upper part of the mast, with its halyards bent on
and parrels in sailing position

To NAUTILUS SHOD TOT.
The Nautilus tent for camping on shore is of the ".Alpine" form,
but divided into two pieces by a joint of buttons and holes along one
side of the ridge rope, and this junction is protected above by a flounce
or bonnet stitched on the opposite side of the ridge rope, and buttoned
to small buttons on the joint side of the tent; four slight poles are
embedded in a hem at each corner, their lower ends sticking into the
ground, and their upper ends are held in strongly stitched pockets;
only one Tope, the ridge rope, is needed, and is set up either to a
couple of pegs driven into the ground, or to tree stumps; two pegs
are used on each side in windy weather. The poles should be jointed,
and need only be slight in diameter; the Nautilus had ash, but bamboo
would be equally good and much lighter. The ground space is 6ft. by 6ft.,
and the'height under the ridge is 7ft. The ends join down the middle, and
are double flap jointed, with button and hole as a fixer. A kind of curtain
1ft. deep goes round the lower part of inside, stitched on about 6in. above
the edge, and is used for tucking under the ground sheet.
To NAUTILUS .bLoAT TDT.
The tent, for use afloat, is formed as a slanting roof of light mackintosh
sheeting, with stout calico perpendicular sides and angular fore end. It
is fitted as follows: the roof is a sheet of mackintosh 6ft. long by 4ft.
wide; along the centre of this on the wide runs a ridge rope, the fore
end of which is half-hitched round the furled m ~ and ib spars just
about over the deck yoke, and then leads' down to eye-bolt at mast on
deck; the after end is then rolling hitched to the mizen mast at 4ft.
above deck, and the end is hitohed to the aft ring at sternpost as a
backstay; the m ~ boom is then triced up to a height of 2ft. above
Digitized by Coogle
deck at fore end, and 4ft. at after end, the tent being well stretched
along underneath it.
The calico side pieces are triangular in form, being 2ft. 6in. deep
at after end, and 6in. deep at fore end; they are stitched on to mackintosh
roof at 2in. inside its edge, so that the edge overhangs and shoots rain
oft. .At the fore end is a triangular piece which forms a sharp-ended
wind shoot to the tent; a bamboo spreads out the lower after end of
roof, and the sides hitch to the MOns sailing cleats along the deck by
little lanyards; the after end of the tent is closed in by a curtain of
calico. Any part of the tent sides or ends can be cast adrift and triced
up in a moment, or the whole can be cast oft from deck and tucked up
over the boom, if necessarY to shift the canoe's berth, or in daytime if
not getting under way.
With this f o ~ of tent the canoe rides at anchor head to wind,
and there is ample room inside for the skipper to change his clothes
and cook his dinner, &c., afloat; and so be absolutely independent of
landing, which is often difficult, dirty, and dangerous after dark.
A good thick blanket, an air pillow, (LIld an air cushion (8ft. by
1ft. 6in.) is all that can be desired for bedding, and if they are carefully
kept by day wrapped np in the mackintosh part of the tent, a dry and
comfortable bed is always at hand.
LIGHTS.
If cruising in navigable waters, a good riding lamp is absolutely
necessary; and the same lamp should have a green a.nd a red slide to
fit over two-thirds of its globe, the remaining ~ being reflector. In
practice it is amply sufficient \fa.rning to other vessels if the proper
colour, of good size, is shown on its proper side in good time. To
attempt to exhibit two permanent side lights or one combination fixed
lamp in a canoe is a great mistake; one lamp is quite enough to have
to trim and look after, and should be ca.pable of doing duty 88 cabin
lamp, anchor lamp, and side lamp in turn.
PUlIPING AND BALING.
Last, but by no means least, in fittings, 'We come to the pumping
or baling. gear. For river or small lake 'Work a sponge and an ordinary
bowl baler will be ample j but for sea. or large lake cruising it is almost
a necessity to have an ef'fective pump. The points to be achieved were
a powerful. pump of small size and light weight, if possible of double
action, so as to pump in bilge as well as at kelson. The difticulty was
Digitized by Coogle
at length solved at t,he Calzean Yacht Works, Maybole, and a most
powerful double-action pump was turned out: one suction pipe draws
rigidly from its well in midships, and the other by a flexible pipe can
be used in either bilge, or also amidships; and the discharge pipes of
both ends can be united, and discharge into the centre-board case or
over deck or ,side. Each suction works independently of the other, 80
that where the water, when the canoe is heeling 'over, is all in the bilge,
the bilge pump works, and the midship sucker draws air only. These
pumps are now being fitted to small yachts, and can be fitted verti<?ally
or horizontally. The pound or two of extra metal 'to be carried by the
canoe fitted with one of these/pumps will not be grumbled at by those
who know the danger of taking on board a lumping sea when a mile
or two away from land.
THE "NAUTILUS" RACING AND CRUISING OANOE OF 1881.
The Nautilus of 1881 (Plate LVII.) was designed and constructed
in the autumn of 1880. She is a canoe iutended for crWsmg on navigable
rivers, lakes, and the sea, and for racing in the Royal Canoe Club matches.
Being intended chiefly for cruising, many sailing points have been put
aside for cruising requirements j but, notwithstanding such drawbacks,
she has performed well as a sailer, having during the season 1881 won
five first and two second ,p1'iEes in ten starts, and in two of the other
matches she gave up on account of wind failing, and in a third she
capsized when leading by nine minutes. '
The leading idea of the design is to have accommodation for sleeping
afloat, and, in addition to this; a light draught, powerful sailing lines,
and compartments. In taking a space of 6ft. for the middle
or sleeping compartment, the designer was much tempted to shorten the
centre-plate, and to sacrifice some handiness by fitting a second -centre-
plate aft j but a small amount of figuring, backed strongly by experience,
suggested the advisability of one ouly, and that the balance
be made up by a deep rudder; the result of this is a roomy locker aft,
with less gear to work, a.nd smaller risk of leaks.
The plank, decks, and fittings of Nautilus are mahogany j her keel
is of pine, and frames are of oak. She is planked on the ribba.nd carvel
plan, and her deck is laid in three pieces on each side-first piece
from stem to fore end of weU, second piece alongside of well to its
after end, and third piece from after end of well to sternpost, on each
side. The centre-board case extends right through the craft so as to
Digitized by Coogle
..
Digitized by Coogle
5
9
I
- - - - - - ~ t - - - - -- --- ---------
ib '
. .B. QUe l
~
,
,
i
,
,
,
,
,
,
to
;
II D
;
,
13
; If
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Digitized by Coogle
.\'
ccr'
-,,:;--
:::

,
r

r l.'i. ___ _
H Nautilus" Racing and Cruising Canoe. 401
----------- --- --------
enable the centre-plate to be lifted in or out for transporting pur-'
poses j it.is made of tin. mahogany, and is rabbeted to the keel, and
is supported by the deck, the bulkhead, and by a knee on each side,
placed abreast of the plate hump. The centre-plate is cut from
boiler plate, and is of the shape introduced by "Pearl;" the hauling-up
gear, however, is fitted so as to lead straight into the well through the
fore coaming, thus giving a direct pull, and avoiding the splashing of
the gear in the water when the lee deck becomes immersed, which is
common to gear fitted along the side deck. At the fore side of the
well there is fitted to the deck a cleat rack, with side pieces attached to
the well coamings j this forms a convenient place to stow the rope coill!!
in, and keeps the halyards and reef lines olear of the deck yoke, and
further acts as a breakwater to water washing aft along the deck.
The following table and key will show the various dimensions and
leading points of the design:
NAUTILUS RACING AND CRUISING CANOE, 1881- (&6 PLA.n LVll.)
----

No. of Section ...... , ..................... o 1 6 7 8 9 10 11 12 18 14
in. in.
in'
l
in. in. I in.
in. in. in. in. in. in. in. in. in.
Height above L.W.L. to UDder aide of
deck .....................................
16 il4t 12illlillO I Di 8i 8i 8il 8t 8f 9jl1!illli lSi
Depths below L.W.L. to rabbet ........
- 515t6 6
1
6 6
6666(15i4i-
Depth of keel and metal bsnd below
-1111111 rabbet ....................................
6 ,10 12i(1'i115! 16t
11 1
Half-breadtha at deck .....................
1st 16i 16i 16 8i t -
HIIlf-breadtha at L. W.L. to outaide of
Stl6i Dy2ii14tl15i
plank .. : ...................................
- 16t 16t 16 15 1q .t 4i-
Half-breadths at Sin. below L.W.L ....
-
't .. , 10 "'I'"
15i15i14i12i, I) 4i Ii-
Diagonal half-breadths from 6in. above
L.W.L. to L.W.L. at No.7 ............
- 4t: 8t 151 16t 17t 17t 17116t11t11U
LEADING DIMENSIONS UNDER RULES OF ROYAL CANOE CLUB.
Total length, 140ft.; beam, 2ft. Din.; depth inaide, 16iu.; keel, 2in.; draught, 7in.
Sections 1ft. apart, No.1 being 1ft. from fore end L.W.L.
Stem and stern poata aided at rabbet, lim.
Keel from No.2 to No.7 sections aided 2m. tapers to ands.
SlIBJIB PLu,.
oA, :Main and mizen mast oases
B, Fore and after ends of centre-plate O&8e.
0, Centre-plate of iron.
D, Fore bulkhead with door.
E, Drain pipse, one each aide of centre-board, draining fore compartment
11, Foot-steering yoke and rod.
G, Deck yoke COUDeoted with F.
H, Cantre-board lifting handle.
I, Centre-board ohain shaave, ohain and bnlfer hauling.up gear.
J, Cleat rack leading ropes olear of yoke, &0.
l> D
7 -
Digitized by.Coogle
J
E, l'ore hatch, flttmg over 00&IIIiDge of well.
L, Arter hatch.
N, Paddling thwart, Bhiftable, forlD8 middle floor board when not in use.
N, Alter bulkhead and door. .
0, Floor boa.rda.
P, Paddling backboard b8alJlt Ihiftable.
.R, Bingbolt at each end, bolted between apron and poet.
8, Sheave for rudder trioing line.
The _e letters denote the same things as in Sheer Plan. Dotted linea show beams, oarlia8B,
aDd bM8 below deck, and hatches above 00&IIIiDge.
The chief characteristics of the craft are-first, that sailing is the
chief mode of propulsion,; that so long as any wind exists, sailing will
be the most successful mode of making progress. Second, wind failing,
the canoe can be paddled with the double-bladed paddle with ease, or
the haJ-paddle may be used in conjunction with the foot-steering
gear.
As to paddling against a head wind in open water in any but 80 long,
low." narrow paddling canoe, it is simply self-inflicted hard labour,; sails
would do the work in far less time, and with ease and comfort to the
canoeist (of course a.ssuming the craftto be properly fitted with centre-
pla.te and proper sail plan). Take, for instance, two canoes bound to a
spot two miles dead to windward,; one paddles there and the other sa.ils
there. Given that the paddler makes in one hour his course of two
miles, the sailing distance will ~ e , at four points, two and three-quarter
miles,; and allowing for some leeway, say three to three and a quarter
miles, this in speed per hour would place the two craft at the spot at
the B&me time,; but the sailing craft would probably do four and a
half miJes or even five miles an hour through the water'; that is the
advantage.
Side flaps in the decks have been done away with, and the laying-
down position adopted by "Nautilus" for sailing,; the result is an
all-ronnd gain of comfort to the skipper and of sirength and dryness
to the craft.
The craft is not fitted aft with a second centre-plate, but ha.s a
large, deep rudder, so that it can be hauled up in shallow wat-er by a
tricing line passing through the sheave B. The rudder can be fitted
(on Mr. Stoke's plan) so that the yoke is held at the sternpost head,
and the rudder head can be raised or lowered thr01l.gh the yoke by
means of the tricing line,; thus fitted, the yoke lines remain level with
the deck, and the yoke not being raised does not foul the mizen 01'
necessitate its being topped up 01' kept set high on the mast .
Digitized by Coogle
,
" Nautilus U Cruising Canoes. 408
The bulkheads are water-tight, and are fitted with doors, which when
closed prevent any but a dribble of water getting into the compartments;
drain pipes are fitted at e, so that the may be drained whilst
under way without any trouble.
The well is covered in two fashions-one being wooden ha.lf-hatches,
which stow on top of one another aft when not in use; the other being
a mackintosh apron with an elastic-banded edge, and supported by a
light flat board of lOin. length and the width of the coamings, which
rests on the coamings, and slides backwards of forwards as the apron
is to be extended or reduced. A telescoped bamboo rod draws out
underneath the apron as the w80den support is aft, and this
supports the middle line of the apron forward.
During cruising this canoe has carried her centre-plate of BSlb. and
1001b. of shot in bags, her sail plan being 95 square feet in mainsail
and 25ft. in mizen. Fishing rods stow in the fore compartment on one
side, and a long light box containing aU food stores and eating gear is
stowed in the other fore compartment. The roll of tent, in which is
wrapped bedding and night clothing, is stowed across the floor at fore
side of after bulkhead under I. The clothes bag (a mackintosh double-
necked round bag) stows inside the locker, and in the two corners of the
locker, against the bulkhead, hang the cuisine in its bag and the lamp.
"NAUTILUS" CRUISING CANOES.
The It Nantilus" canoe depicted on Plates LVI. and LVII. were
intended chiefly for cruising on navigable rivers, lakes, and seas, and also
for occasional match sailing. In such a craft compactness of dimensions,
lightness of hull and fittings, and other requisites for ease of transpor-
tation, were considered of secondary importance to seaworthiness and
sail-carrying power; and the canoe was intended more for pleasure cruising
in ordinarily frequented navigable waters than as a t'l'a'D6Zlifl.g craft for
navigating inland lakes, rivers, and canals in thinly-popula.ted districts.
The canoe (Plate LVIII.) we are now about to consider is designed to
perform the latter work, of travelling. The term C'I"'Idsing is distinguish-
able from a voyage in that the cruise extends from port to port, with
the intention of returning to the home port; whereas the 'Doyage would
be a journey to some distant place, and intermediate ports would only
be visited for stores and necessaries. It will therefore simplify matters
to &B8nme that cruising consists of short trips in home waters, whereas
travelling includes journeys to distant places and to placeE! in foreign lands.
DD2
Digitized by Coogle
To arrive at a suitable design for a travelling canoe, the starting
point should be tha.t .ailing and paddling are equal in. value aB mode.
oj propulsion.; and then the nature of the particular travelling the pro-
posed canoe is most commonl:r to perform must be considered before
prepond.era.nce is given to the one quality or the other. It is on this
prepondera.nce of sailing or paddling requirements tha.t the leading details
of construction and equipment are dependent for their proportions and
position. For instance, where the work is chiefly to be the navigation of
rivers and ca.na.ls, paddling will be of more value than sailing, and con-
sequently the craft should have small beam and good length,; and 88
transport on land and "carrying over" will be constantly occurring,
lightneBB of strUcture and fittings will be most desirable. A low freeboard.
and a well-rounded deck also will make paddling easy, and yet aJIow
sufficient room inside. On the other hand, if the ca.D.oeist is bent on a
rough tom, in which he will probably ha.ve to cross large open lakes
and arms of the sea, and yet often have to work his way down rivers
and through ca.na.ls, sailing will, or should, undoubtedly playas important
a part 88 paddling,; hence good freeboard and beam, coupled with a flat
floor, are necessary for this work.
To go any further on this side of the balance would simply be
towards making a craft which would be useless 88 a' general travelling
canoe, and inferior as a sailing canoe j and on the other side one would .
be nearing the details of ordinary river or "hack" canoes, whose form
and fittings are easy of design and application.
The travelling canoe par eJ:ooZlence is that in which paddling and
sailing are considered a.s of equa.l value a.s means 'of propulsion-a. craft
that paddles Cllight off the hands," that sails and II goes full and by"
without making much leeway, ha.s good freeboard and moderately
rounded deck, is built lightly but strongly, and is fitted with a water-
tight compartment for safety, and in which stores and clothes may be kept
dry-a.t the same time be the conveyance or the camp of her master.
The drawings on Plate LVIII. show: Firstly, a "one-man canoe,"
Fig. A,; and, secondly, a "two-man canoe," Fig. B. Either or both these
canoes can be built from the body plan D, from which the building mould
plan E is taken,; bearing in mind, however, that for the" one-man" or
Fig. A canoe the sections 1, 2, 8, 4, &c., are 1ft. apart, 'Where in Fig. B
they are 1ft. 2in. apart j otherwise the same heights and breadths are
common to both.
As to the drawings, the sheer 'plan (Figs. A and B) is that from which
aJI heights, depths, and lengths are taken, and also shows the position
longitudinaJIy, and the sectional shape, of various fittings.
Digitized by Coogle
Digitized by Coogle
't!
Iil
.
C j) . \I"''''.1
1
fill
.. ,
(
II ;; --
..
1L.

-
Digitized by Coogle
U Nautilus" Cruising Canoes.
--------- -- - ------
II CeDtre-bORd _.
8l1DB PL&x A. (PLATII Lvm.)
_ :BudeIu!, or floor boarde.
em) Heel boards.
405
b lowend.
(b) hoU8lld.
tJ Tabemaole. I
" Stern poet and stern band, with gudgeone.
o The two rudder banda and gudgeons.
(e) Chock for ditto on keel, with mast-heel i
chock on deck. I
d Poot ateeriDg JOke. I
e Deck yoke for rudder liD
I Middle liDe of deck.
II BeIIdiDg, ooveriDg top of top atreU and
edge of deok.
,. CoamiDg of fore lide of well.
e') Bide deck.
, Bide ooamiDg of well.
l BaokboaM and BhiffiiDIr beam.
1 Watertight bulkhead.
Z CoamiDg of looker hatch_y.
(t) The pin puaing throngh th.e gudgeoD8.
P Top aide of keel.
q CentreboaM up-haul.
B Rabbet liDe.
t Rudder up-haul aheave.
u Looker lid.
V Kainmaat standing.
V' Ditto in paddliDg poIIition.
(V) Kiaenmas1; and _.
VI Pore hatch.
(til) After hatch.
" 80arph r#. bel, with stem and poet.
Rndder yoke.
hi' FIG. C.
I, 9, 3, 4, 5, and 8 represent the pIanb. I
Jl The Boor boarde.
I Coamiq of well; and (i) lide deck.
VI Hatch, ooverlq the well.
(_) Bilge burdeDe.
01' Duo.lIIon.-FIG. A.
ft. in;
Length over aJI, stem to sternpoet ....... ..... ....... ...... 14 0
:Beam, Btreme ............. , ........... , ...... .................... .. 9 8
Depth, underside deck to .. houde, tabu at the fore end of
the well..................................................................... 1 1
Sheer forward, above gunwaJe at X......... ... .................. ...... 0 7
Sheer aft, ditto ..................... ...... ......... ........................ 0 4
PreeboaM at midehip seotion (No.7) ................. ................ 0 8
Draught at ditto ............ ...... ...... ...... ... ......... ...... ............ 0 8
Centre of mainmast from fore aide litem .............................. 1 8
Centre of mi.renmaat from stern post .................... .......... ... 2 oe
Kidehip mark III from perpendionlar of fore Bide of Item head 7 0
Water.tight b1IIkhead aft of mark ........... ........................ 3 0
Centreboard Blot, fore ad from fore perpendio1llar ............... 2 0
C8IItre-boaM Blot, length on underside of keel ... ...... ... .. ....... 9 4
Fore ad of well from midehips.................. ... ...... ...... ... ...... 1 3
Laogth of fore ad of well, on middle liDe ............... ...... . .. ... 1 0
Laogth of main well, to bulkhead........................ ............... 3 3
L8Dgtl of locker hatohway, on middle liDe ............ ............... 1 3
Height of well ooaming ............................... ,.................. 0 2
Foot yoke rod from midship mark (for a man about 5ft. Sin. in
height) .............. ...................................................... 9 9
Pore aide of baokbORd beam aft of midships ........................ 1 9
Heel of baokboaM, ditto................... .... ........... ...... .......... 1 8
Shown .. 1ft. 8in. in the drawing.
Digitized by Coogle
406 Yacht and Boat Sailing
TABLE OF HEIGHTS, DEPTHS, AND BRUDTIIS (PLAn LVUL)
No. of Sections '" ... ......... ......... 0 1 a 8 I 4 5 6 7 8 9! 10 11 11
1
18 StD..
';--'-:'--- -- --I--' -
I
............. ,,,' " ,, ,,,.,, 1B 1111 9' III '1 "IIlI' 'I" III " 10
Height at gunwale, including deck, 1 1
Depths, lower edge of rabbet below i '
theloadline ........................... -13 4t 41 5555515'55541-
7 at 1 tl- - -1- - _1- - --i-' :;
Half-breadths of gunwale, r, from 1 1 , I
mid.line, without beading ...... ...... 1: 51 9pa 131014 :14114114114114 121 10 6 i
BaJf-breadthson diagonaJa. Fig. E A -1- - i - 141: -lIst - -il4t - lOt - -
B -- 61 -I-I:! -15! -1-114 - 9 - -
C -1- 3tl- - 9 1- 12i - -, 91 - 5 - -
L.W.L. widthuta, 5, 7, 10, 11 ...... 1-1- 41
1
- i - lBiI-II41i -1-1
13
- 7 -1-
The diagonals are placed (Fig. D): .A at lOin. above the load. line
on the middle liM (marked D D in Fig. Et and oin. above the load line
on the side perpendiculars; B starts from a height of oin. on the middle
line, and cuts side perpendiculars at load line; C starts from middle line
at load line, and cuts side perpendicular oin. below load line.
The whole of the half breadths are to the outside edge of plank,
so that, in building from them, allowance should be made for the thick-
ness of the plank at every section (see dotted lines (2), (o), Fig. E);
thickness of deck in the heights is included; therefore, in ma.king the
building moulds 2, 0, 7, 10, 12, the thickness of deck should be dedncted
from the heights above water-line.
We next come to the internal arrangements and disposition of the
weights; here the starting point must be the man and his luggage. The
backboard has been placed at 1ft. 9in. abaft the centre of length; a
Sp(1.C6 has then been left, for reasons which will appear in course,
and the fore end of the luggage compartment is found at 8ft. aft of
midships; forward is placed a small light centre-board, which should" be
of sheet steel or thin ga1vanised iron; and with the mai:nma.st at 2ft.
in from the stem, and the mizen at 2ft. from the stern, a good balance
will be found to exist with sails of 82'0 and 19'0 square feet. Either
a tent may be can-ied, or the owner may sleep on board, the foot steering
rod of course being unshipped for such work; the tent, with cooking
gear "made up" inside, can be stowed under the after hatch (w).
When sailing, the backboard beam i is removed, and the after hatch
is slewed round, and its after end is tucked under the after end of the
fore hatch, 01' it is shipped over the locker lid; the canoeist then reclines
at full length, with the tent roll for a pillow. This alters the trim and
puts the canoe down by the stern about 2in., which brings the centre
of lateral resistance aft, and gives a good balance for sailing, and the
Digitized by Coogle
H Nautilus" Cruising Canoes. 407
deeply immersed rudder holds a. powerful sway over the movements of
the cra.ft. The rudder is fitted with two gudgeons, which when it is
down rest on top of the two lower gudgeons on the sternpost band; a.
pin pa.Bses through these four gudgeons, a.nd is held by a gudgeon a.t
the hea.d of the stern ba.nd, of la.rger bore j in this gudgeon, which is
wormed, the hea.d of the pin, which is &lso wormed for a.bout a. qua.rter
of a.n inch, is screwed. A hauling line, which is fa.st to a.n e y e b o l ~ a.t
one side of. stern head, is rove thrOugh the shea.ve (t), a.nd through a.
block or sheave fa.stened on the other side of the stern head, and then
lea.ds in to ha.nd. The rudder is then lifta.ble, a.nd in the ca.se of grounding,
fouling weeds, backing a.stern, ca.rrying over, going down rapids,' a.nd the
like, the rudder should be ha.uled up until the upper rudder gudgeon
comes in conta.ct with the s,rn head gudgeon; in ca.rrying over, or in
a.ny work out of water, it will be better to ta.ke the rudder oft entirely.
The following mode of building is recommended: Ea.st India. tea.k
or pitch pine for the keel, ma.hoga.ny for stem a.nd stern posts, mahogany
or oa.k pla.nking for Nos. i, 2, a.nd 3 pla.nks (Fig. C), a.nd cedar for
Nos. 4, 5, a.nd 6; red pine shelf (under deck edge inside, Fig. C);
sa.wn oa.k timbers cut from "orooked" pieces, with gra.in following
roun!;l-oross gra.in being worthless-at sta.tions 2, 4, 6, 10, and 12, a.nd
a.t 4in. a.nd 1ft. 8in. a.baft 0 section (Fig. A), a.nd intermedia.te timbers,
at 8in. a.pa.rt, of steamed bent America.n elm; deck in six pieces-viz.:
two ha.lf fore deoks from forward to fore end of well, a.nd aft two ha.lf
decks coming from aft to bulkhea.d, of oeda.r; the two side deoks (i) of
mlI.hoga.ny; the sea.ms of deok a.t middle line (f) and a.t ends oovered by
a. tin. bea.ding. .
The most suocessful mode of pla.nking is the "ribba.nd ca.rvel," deta.ils
of whioh ha.ve a.lrea.dy been given. The ribba.nd, however, in the present
oa.noe ma.y be even sma.ller, and be. either of oa.k, Amerioa.n elm, or even
cedar; the pla.nking should be not less tha.n tin. in a.ny pm, a.nd the
ga.rboards should be screwed to the keel with brass screws at most 4in.
apart, a.nd the hood ends or pla.nk a.t stem rabbet should &11 be screwed.
The building moulds must ha.ve notches cut in them 80S the pla.nking
goes on, to Mmit the ribba.nds; the B&wn timbers are fitted a.nd notched
so 80S to fit olose over the ribba.nds a.nd on to the plank, a.nd should be
about lin. sided, a.nd tin. moulded depth, with the inboard edges rounded
a.way. The steamed Amerioa.n elm ribs are lin. by tin., and may be
screwed to the ribbons or through-fa.stened ..
The centre-board ca.se should be of light oonstruction, a.nd should,
with the slot in the keel, be no wider than is neoossa.ry for the centre
pla.ce. No trouble should be spared to insure the O8ose being water-tight.
Digitized by Coogle
The bulkhead k should be of mahogany fin., or cedar lin., and be
well bedded against the timber at No. 10 station with marine glue or
white lead. It should be tested and made water-tight before the deck
is put on j so also the centre-board case.
The coamings, for all but very rough work, may be of cedar, and
80 also the hatches to (to) and 'U
. The rudder should be of mahogany, and bound all round with a
copper band. A bilge stringer of American elm tin. by lin., or even
larger, would add very little to the weightr of the canoe, and would greatly
strengthen it. Such a stringer might be fitted between m and (m), Fig. 0,
or on the side above (m), and should go from the bulkhead to the stem,
and be screwed to the timbers, with chocks under it where it fa.atens to
a. bent timber if necessary.
The keel band should be light, and either of co'pper or galvanised
iron j the stem and stern band to be of copper; the deck and rudder yokes
of The arms of the rudder yoke should be on the after end, as
even a fore-and-aft pull is with such yokes still turning the rudder; the
foot-yoke is of wood, and its rod should be a steel rod, covered with
brass. The foot-yoke is to the rod, and the deck-yoke fits on to
a square head, the upper part of which is wormed j and a thumbscrew
nut keeps the yoke on firmly. The deck should be bushed with brass
where the yoke rod comes through. The yoke lines should be solid stout
copper wire, with thimbles twisted in at each end, and lashed to the
rudder yoke, and set up with a lanyard to the deck yoke and abreast
of the "well." They should pass between brass deck studs, to keep
them set in working position.
The design in its leading features difiers considerably from existing
canoes, and it may be well to give the chief reasons which dictated the
design. First of all, the canoe is to be as small as will comfortably
carry a 12-stone man and about 601b. of luggage in a draught of water
of about six inches; she must be of sufficient freeboard and beam to
cross large open lakes in ordinary wea.ther; she is not intended to carry
ballast, but is intended to carry sail,. therefore the floor must be kept
flat. Freeboard is of far more importance, coupled with a flaring bow
and quarters, in getting over rough water, than is any amount of rounding
of were it not for requisite strength, it would be preferable
to take 2in. of rounding from the deck and put it into the freeboard;
but then in steps paddling, which demands a low freeboard when the beam
is wide j however, in the design the freeboard is as low as it comfortably
and safely can be, and the deck is kept at a sufficient rounding for
strength. It . will doubtless be noticed that considerable flare is given
Digitized by Coogle
II Nautilus" Cruising Canoes.
409
to the sections at the bow and stem above water. In a racing canoe
this would be an error. But for a travelling canoe the flaring bow forms
a great help towards a dry passage in broken water.
The double-handed canoe (drawing B) is a craft which is becoming
exceedingly popular, not only as the It married members' canoe," but as
a travelling craft; there is a good deal to be said in favour of a craft
which will carry two men on a cruise, and yet be not too large for one
to ma.nage in the absence of the rest of the crew. In the first place
the original cost is for one canoe, and though she is some 2ft. or Sft.
longer, and has a few more fittings, yet her cost should not be more
than about SZ. over that of a "single;" secondly, her "keep" or
"housing II by the year is for one canoe; so also her cartage, railway,
steamboat, and such portage charges, are for one canoe; and many
sim.ila.r points might be invoked to show that her working expenses are
not much over those of a "single," and very considerably under those
of two canoes.
Two good hands oould, in travelling, work the double-handed canoe
nearly twice the distance in a day that two single-handed canoes could
be worked in the same circumstances. At sa.iling in a reaching wind
she would be faster than the short single, in lumpy water she would
have more weight to carry her way on; in a calm or head wind both can
pound away with the paddle, and work can be continued "watch and
watch" if need be; so that literally the canoe could be
kept going on her course day and night with scarcely more hardship to
the crew than is entailed in working a 5-ton yacht down Channel.
The design is arranged for two modemte weights, such as
twelve stone and nine stone, which we may take as average for a
"married member's" canoe; in that craft the "better half," ,.6., the
heaviest weight, should be in the forward seat, and then the "light
weight" and the baggage in the locker will bring about the correct
balance. When it becomes necessary to jump out and shO'1e off from the
ground when running a rapid, it is the It heavy weight" who should do
so, and should do so from the fore end, so as to prevent her swinging
broadside to the stream. When the canoe is being towed, and the after
sitter remains on board to steer her, the foot yoke forward is connected
by two wires. (8) Fig. B, to another foot yoke which is fitted into a
step on the keel and into a notch or chock on the afterside of the back-
board beam of the fore compartment; the after 'well is covered by a,
macintosh apron abaft the half hatch. When the canoe is to be worked
by one man only, he would sit in the after place and put the luggage
under the fore hatch and join the two hatch covers together.
Digitized by Coogle
410 "
The canoe shown is "for about twenty-one stone of crew; for two
men of twelve stone the sections from No.7 each way should be 1ft. 8in.
apart, i.e., length 17ft. 8in. The placement of the masts and centre-
board should be the same, measuring from the ends, as in the rc single IJ
canoe; a slight advantage might be found, where much lake work is
contemplated, in having a small centre-board aft in addition to the one
forward, but as its case takes up valuable space in the locker, and as
centre-board cases are apt to get out of order on long rough journeys,
and leak, on the whole, it will be better to omit the after centre-board
where rough work is anticipated.
The same rig and sails should be given to the U double" as to
the "single," for though longer and more heavily weighted, she may
often kave to go Bingle-handed, and even when double-handed softicient
speed will be got out of the suggested rig and area.
Where the chief work is to be lake sailing slide Haps will be very
useful, but where much hauling about, and jumping in and out an>
anticipated, side Haps are utterly out of place. H fitted to the
canoe the after en.d of the Hap should be just forward of the backboard
beam, and it should be strongly hinged at the outer edge, and, in short,
strongly fitted in every way, as it is just about in the place that one's
hands lay hold of to raise the body in case of a sudden jump up or
out. .A. broken, and perhaps lost overboard, Hap would be a dangerous
mishap to a canoe in rough water.
The hatches by which the well is covered may be seen in the
drawings, and it will be noticed that on the after end of the fore hatch,
and on the fore end of the after hatch, are small coamings, with a beading
on them; these coamings are for the purpose of . holding t.he ,. coat
apron II Hounce.
One side under the fore deck, forward of the foot yoke, should be
as nearly as possiQle filled up by a macintosh air bag or air bed. Such
a bag is of little weight, and makes it impossible for the canoe to sink.
H sleeping in the ca.noe, or indeed any camping out is contemplated, an
air bed will be found a great comfort. It should be specially made,
having one end smaller than the other, so that when folded lengthways
and blown out it just fills the space on one side under the fore deck.
If a bed, it should be wrapped up in a macintosh sheet, which for
sleeping in the ca.noe will form the tent between the masts, or ashore
acts a.s ground sheet. The canoe should be fitted with a strong pa.ir of
slings, ready for hoisting her on to steamers or quays, &C. For each
end of the canoe a strong webbing band, with an eye a.t each end, is
passed under the keel, the eyes meeting over the middle of the deck,
Digitized by Coogle
Sail Carrying Power 0/ Canoes.
411
at about 8ft. in from the end; a piece of lin. or 1 tin. manilla. is spliced
into the two eyes, and is of such length as, when fitted at its other
end with a pair of clip-hooks, to reach the mid-length of the canoe;
here a large-siMd galvanized iron ring, having the after sling rope spliced
to it, and also coming to the mid-length, hooks on to the fore sling, and
the steamer's crane hook hooks into the ring. The sling thus fitted. can
be shipped or unshipped in a very short time, even when afloat in rough
water.
Sails for the cruising, Of travelling, canoes will be found described
further on under the head of" Canoe Sails."
SAIL CARRYING POWER OF CANOES.
Paddling demands an upright position of the man's body, but sailing
equally demands a lowering of the weights, and consequently a reclining
position; and further, when running dead before a strong wind under
a press of sail, even though a spinnaker be set, the head of the lug will
get forward of the right angle, and cause violent, if not dangerous, rolling.
Comfort, combined with safety, will be obtained under these circumstances
by lying back, and firmly wedging one's shoulders between the two sides of
the after well-coamings. To obtain this the bulkhead is placed six inches
further aft than it would be for the ordinary back board, and the back board
is supported for paddling by a shiftable beam, which can be removed when
sailing, and then the back board is inclined against the bulkhead.
A British sailing canoe, of racing build and equipment, is undoubtedly
the most delicate of all sailing craft in the world to handle. Her sail.
carrying power almost entirely depends on the artificial shifting of her
centre of gravity to windward by moving her ballast and crew. She is
the craft par eitcellence, in which H crew" and" craft" are linked together,
and form one working machine. The small depth of body and keel
allowed by the club rules, coupled with the necessarily large proportion
and weight of crew, spars and sails, to the small hull, cause a far higher
position of centre of gravity in a canoe than would be found in any other
class of vessel.
The beam allowed by the club being very trilling for sailing purposes,
it will be readily understood that the "righting couple" must be very
short at any angle of heel, unless the weights are moved rapidly over to
windward as the vessel heels; consequently, righting force or stability
will be limited to comparatively small angles of heel, and. there will be
a point at which stability will vanish and the craft capsize. .
As soon as the canoe begins to heel, the weather bilge is lifted out
Digitized by G o ~ g I e
412
of water, and a large bulk of body is immersed on the lee side, and
consequently the centre of buoyancy is rapidly shifted out to leeward.
Supposing, then, that her weights remain: in midships (Fig. 139}, there
would be a considerable and gradually increasing righting power, till,
practically, the deck is awash, or about at a heel of 25; but the centre
of gravity is now being lifted, as it were, and some of the weights, sud
as that of the man's body, is coming into the vertical in which is the
centre of buoyancy, and that of the spars and sails is shifting out
to leeward. This is rapidly shortening the righting lever, and therefore
the vessel is nearing the capsizing point, and at 45 she has brought
FIG. 189.
them into the same vertical, and then a capsize must follow. But before
this point is reached the man's balancing power, aided by that of ballast
trimmed to windward, comes into play, and the craft receives a new
lease of righting life, as in Fig. 140; the only' danger then remaining
is that of the lee well-coaming getting under water, or of the ballast or
man suddenly falling to leeward.
In Figs. 139 and 140 the positions of the centres are slightly
exaggerated, in order to show the movements more clearly: b in each
drawing represents the centre of buoyancy (through which a force is
always acting upwards at right angles to the surface of the water) i

Digitized by Coogle
Sail Ca"ying Power of Canoes. 413
the centre of is the mean centre of gravity of all the weights,
such a.s balla.st, man, spars, sails, centre-board, and weight of hull; a
force is always a.cting downwards, in a vertical direction through g.
Ea.ch of these two forces is equal to the exa.ct weight of the canoe
a.nd all she contains. The horizontal distance between the verticals of
9 and b is the H righting couple," and, so long a.s g has any horizontal
distance to windward of b, there is stability; but in Fig. 139, g and
b have been brought into the same vertical line, the meta-centre (m,
in Fig. 140) ha.s been brought to coincide with the centre of gravity, and
FIG. 140.
consequently the vessel is in equilibrium, and a cockroach walking a.cross
the deck might settle the question of (( capsize" or U right."
The centre of gravity of the sepa.ra.te parts of the canoe may be
considered individually: a is the centre of gravity of the canoeist; d the
centre of gravity of the balla.st; c the centre of gravity of the centre-
board. The arrow 8 reminds the reader that spars and sa.ils are heavy,
and have a centre of gravity.
The curve of sta.bility of a in which the ballast is not shifted,
and the man's position is not altered more than an attempt at a perpen-
dicular ba.la.nce, made whilst retaining a midship seat, would show con-
Digitized by Coogle
414
--- - ---------
siderable stability at small angles of heel, say 10 to 25; thence, however,
it would rapidly decline, and arrive at a vanishing POD!-t at about 45;
but, if the ballast and man both shift up to windward, the curve will
be a far more powerful one, and the canoe would be safe, even though a
puff put her over suddenly to 4,50.
Suppose a canoe to be sailing, and heeled over to an angle of about
20, and working short tacks where there is no time to trim -ballast over,
and where the wind is coming in sudden puffs, it will often be found
neceBBary -to do a multitude of things at the same moment; such as to
sit over to windward, to luff sharply before steerage way has been lost
in consequence of the sails banging about, to ease off the head sheet
and flatten in the -mizen, and, perhaps, to lift the centre-board for shoal
water, and then have to go about suddenly, and perform much the
same thing on the other tack, with perhaps the addition of taking in
or shaking out a reef or tWQ.
The necessity of performing the operations quickly in a canoe
suggest and somewhat dictate the various fittings and arrangements;
for instance, sitting up to windward can best be performed when the
craft has been fitted with side deck flaps; to luff or bear away at the
same moment that one's hands are engaged about the sheets and halyards,
pointedly suggests the advisability of steering with one's feet. To work
the sails smartly, and keep the canoe bottom downwards, it is essential
that the chief sail should be, with its gear, forward of the man, and the
various ropes and centre-board lifting gear must all be cloKtt at hand,
so as to be readily worked by the man without leaving Lis sitting position.
The canoe, limited in its dimensions by the club rules, is essentially
a craft of -small displacement-a craft, in fact, in which balancing the
crew and a little ballast out to windward has more to do with, and is
more successful at, sail carrying than any weight of ballast stowed below j
the ballast cannot be got low enough to act as does the lead mine in
a 5-ton yacht, and it is becoming more and more acknowledged that,
for canoe sailing, a pound of shifted ballast is more -effectual than ten
pounds of weight stowed beneath the floor boards.
To allow a good and sufficient margin for heeling over and for rough
water, freeboard in sailing canoes is very seldom less than 6in., and much
more often will be found to be 8in. Taking this as a fair margin, the
depth of the canoe's body, from water-line to garboards, will be 6in.;
weight of boat, gear, and man will not put the foregoing size of canoe
down to this depth of immersion; consequently, ballast must be taken
in until she has come near to, or down to, her marks. The arrangement
of this ba.lla.st will be a question of how best it can be handled in working
_ DigilizedbyGoogle
-ct Nautilus" Canoe Sails. -415
the boat j the heavy man will possibly require no more ballast to put his
boat down to her designed load-line than he can couveniently himdle
as shifting ballast j whereas the light weight may have much more than
he could possibly shift, and, consequently, must stow some below the floor.
Havmg arrived at the correct weights, and the most useful way of
stowing them, the next question will be as to how much sail the canoe, 80 -
weighted and balanced, will stand j it is a point that can scarcely be
found out by calculation, but can be most surely ascertained by experiment.
A suit of sails will never be wasted, for in making them and trying them
much experience will have been gained, even if the sails are never used
again j the same masts and rigging will, or should, be avai1.a.ble for each
and every suit of sails the canoe is fitted with j and in making them for
a new canoe it !!hould be kept in mind that once a spar is cut no amount
of watering will make it grow longer; so it will be well to have all -spars
and ropes longer actually neceBBa.ry at first; then, when the craft
has been carefully tried, the owner will know how much may be cut off.
The :cigging scheme should be this-give the craft sails of the full
length 8M can 1.&86, and in hoist stop them at the area it is anticipated
she will be able to carry to a moderate breeze; leave the masts long
enough for larger sails, then the same spars and gear will do throughout.
If she is found to be over-stiff for the first rig, either ballast can be taken
out or more sail added, and in such case it is only a matter of increasing
the hoist, taking care, however, that the relative sizes are kept up so as
not to disturh the position of the centre of effort.
CANOE SAILS.-
Almost every couceivable rig and sail has been tried on canoes-
cutter, sloop, yawl, dandy, and even top-sail schooner have
appeared j gaff sails, lugs, standing lugs, dipping lugs, balance
lugs, sprit sails, settee sails, lateen sails, sliding gunters, sliding sprits,
split lugs, and leg-of-mutton sails have all been tested. Now, for racing,
the balance lug main-and-mizen rig is the common favourite.
These two working sails and a spinnaker for running appear to give
the best all-round results. Topsails and jibs are often used, but they are
difficult to handle-not of much value as drivers, and they require a
considerable amount of extra gear.
It has been pointed out that the peculiarities of a canoe considerably
dictate the forms and positions of her fittings; but the position of her
masts depends to a great extent on the situation of her gentre-board or
boards, and that the proportions and positions of her sails must be agree-
Digitized by Coogle
able to the centre of lateral resistance. We now come to the consideration
of the various rigs and rigging adaptable to the requirements of the
canoe; and, whilst considering the subject of sails, it will be well to bear
in IQind that the particular cut or shape-such, for instance, as a high-
,peaked head a low or square head-can be indulged. in in accord-
ance with individual ideas of beauty, to any extent, so long as the relative
areas and position of the centre of effort are not disturbed in relation to
the centre of lateral resistance.
It has often been contended, on paper, that the most perfect rig for
going to windward is that which has two sails, the large or driving-sail
aft, and the small or balancing sail forward. This plan is not always the
best for canoes, even apart from the peculiar requirements of the canoe.
In a cutter yacht, where the main sheet is never and the
. vessel can be allowed to lie over till the wind passes over her sails, the
mainsail is properly the after sail; but in boats and. canoes which cannot
be safely permitted to lie down and drag through a squall, the chief sail
should undoubtedly have its centre forward of midships, and. should be
supplemented by a balancing sail in the shape of a mizen .
.A jib in canoes is a troublesome snare, its driving power is com-
paratively small, and it is only in play when the wind is abeam or forward
of the beam; yet it entails a lot of extra gear, requires constant watching,
and in a really bad squall is suicidal to the boat. . I
The two-sail rig is, however, handy and effective on all points of
sailing and manoouvring, It before the wind" both main and mizen are
" drawing well," and in a squall when on-a-wind the mizen luffs the boat,
and the pressure is taken off her by spilling or reducing the big sail;
the centre of gravity of the mainsail is forward of the centre of lateral
resistance, consequently by spilling the mainsail the centre of effort of
sail is thrown aft, and the boat luffs sharply; or, for bearing away, the
main sheet is kept flat in and the mizen eased. up, the centre of effort thereby
being thrown forward, and the canoe goes off the wind; both manoouvres
being, of course, greatly facilitated by the judicious use of helm and
centre-board. The two-sail rig, supplemented, of course, by efficient
handling and reefing gear, should not too lightly be cast aside in favour
of some, perhaps, prettier fancy rig, for in a really bad and lasting squall
in open water, the presence of the above qualities will decide whether
the canoe will live through it or not.
SAIL PLAN I'OR P ADDLBABLB-BAILING CANOB.
In the Sail Plan (Plate LIX.) the main-and-mizen rig is shown
formed by two balance lugs. The sails, however, need not necessarily be
Digitized by Coogle
Digitized by Coogle
\
'/occ.
N-I.
2
I
f
t
0361>1.
I"!,,I,,!,,'
.ddleable-Sailing Oanoe (page 417).
Digitized by Coogle
Sails. 417
------
but if gaff Of' have
forward, which be
kept as much in-board as It may be objected that the rig
shown in the drawing has too much gear to be handy for cruising
purposes, but the rig is not put forward as a rig admitting of rapid
shifting, but as a moderately well-proportioned sailing rig.
It IS always easier to do away with parts of gear than to invent
a full bald
case each
hIS .fancy. TheI'1
by the oldesf
ment or the gear can often be
ment of the canoe sailer.
adopt, alter, Petails
something to matter
slight alteratiG:KiG nrnrnge-
to add greatly to tPe ease anP enjoy-
In Plate UX (Sail Plan 1.) G is the centre of gravity of the sail; A,
the tack of the sail; B, the throat; C, the peak; D, the clew; e, reef or
batten bands; I, the ends of the battens; g, fairlead bands for reef ear-
""y,,,-,",,'" and cringles.
blocks, and SOlmI'
: 1, the tack hlyard;
motter; acting alI'G ; 4,
Gpan; 5, double 6, main sheet; 7, GGrings;
(7), ends of earing and cleat for bela.ying them on; 8, spumaker
halyard block; (6), main sheet gear. Fig. (6), main sheet gear; 5,
topping lift; 6, main sheet, showing block and snap hook. Fig. 2, mast-
head and slinging plan, in which the ropes are numbered as above.
,
to peak .......... ..
tothroat ........... , ________________ _
Head rounding ..................................... ..
Leech .................................................. .
MaiDail.
ft.in.
140 10
11 0
. 9 40
6 40
8 9
o 2t ...... 0 1
1540 ...... 740
Centre of effort of whole main and mizen is' 4in. aft of midships;
centre of effort of first-reefed main and whole mizen 9in. aft midships .
Area.
Mainsail "................ 76:5
Mizen _""""'''_'''' ""................ 16'g
area. here KilEla.re feet will much
as the canoe can well carry on a wind in from light to moderate breezes.
She could, of course, carry more in light airs and calms, but that would
E P)
roogle
418
Yacht and, Boat Sailing.
entail the use of longer and heavier spars, which would teU heavily against
her in any other weather. The plan, however, is drawn 80 tha.t the first
reef taken in the mainsail leaves a total area of 71'5 square feet, 55 in
mainsail, and 16'5. in mizen, with centre of effort in same vertical as
centre of lateral resistance. The proper principle for making a sail plan
for canoe is-give her (correctly balanced) as much sail as she can stand
in a good steady sailing wind, and a reef extra for fine weather.
For running in light-weather racing, a spinnaker may be set. Such
a sail requires only one extra spar, a boom of about 7ft. to 8ft. length,
and a halyard and outhaul. It is by no means an easy sail to handle,
and should not be set in a breeze until considerable practice has been
gone through in light airs; for the above rig the luff would be ] 2ft. and
the foot 7ft.-36 square feet.
The mizen shown in the sail plan is an ordinary balance lug, fitted
with an ordinary cc standing" tack and a cc .topping lift; the
lower part of the topping lift branches into two parts so as to gather in
the sail when lowered, and thus save the trouble of tying reef points or
furlings. The reef earings are fitted thus: the standing part of each is fast
to the boom, the earing is then rove up through rings on luff rope of, and
after one through rings on, the sail, passing through a thimble on the
upper side of the batten and down the other side of sail, through rings
to and through a thimble on the boom, both parts are brought to the
after side of a thiinble, lashed on the boom abreast of the mast, and at
that point where the sail is hoisted are spliced into one another, the single
part is then brought through the thimble and leads to a cleat at the well;
on lowering the halyard this reef line is hauled on and the reef comes
'Ulpgly down 808 the sail is lowered.
The mizen halyard may be fitted thus: a wooden toggle is fitted to
.. he end of the halyard, two grommet eyes of rope are fitted on to the
yard, one at the fore end and the other at middle, the halyard is passed
through the upper eye and passed round the opposite side of the mast
to that on which the yard is, and then toggled to the eye at fore end
of yard; the tauter the halyard is set up the closer the yard is jammed
to the mast. The batten, which is contained within a broad band of tape
stitched on to the keeps the sail set Hat, and avoids the necessity
of tying the reef points.
The mainsail should be made of fine calico sheeting in one width,
and the stuff should be nailed out on a Hoor, and the sail shape marked
off in pencil or coloured chalk, taking the selvedge for th.e leech. Narrow
stay-binding tape should then be stitched on all round, except the leech,
and the stuff cut outside the tape, allowing sufficient for turning in. Eyelet
Digitized by Coogle
I
J
II N autiZus" Canoe Sails. 419
holes must be sewn where required for lacings, &c., and the sail should
be strongly roped on the luff and slightly on the head-corner patches, for
strength should not be forgotten. Next the sail may be lightly set on
its yard and boom and hoisted, and then well wetted all over a.nd left
to dry. After this the reef bands and batten bands may be put on.
For spars yellow pine is generally preferred. Many use bamboo;
but, except for a flying topsail, or other light sail, bamboo offers no
advantage. Well-picked yellow pine spars look well and stand well.
The main tack can be fitted in many ways. .A good plan is that
in which a motter, or short piece of stout rope, or flat sennit is fitted
to the boom abaft where the mast will be. It is taken round the opposite
side of the mast to that on which the boom lies, and is then rove through
a thimble on the under side of the boom, and finishes with an eye. The
tack pennant is toggled to this eye, and then leads through a block or
eyebolt il;t the deck under the boom at foreside of mast, and may be used
either in single part to a cleat at the well, or fitted with a block and
whip. (8ee also farther on.)
In reefing, the tack-eaTing should always be hauled down first, then
the after-earing, and the points can be tied whilst sailing.
The drawing shows the yard as slung With main and peak halyards.
In this . rig, when the peak halyard is let go, the main being fast, the
sail. spills just as a gaff sail does. This is very handy in a squall; and
the sail can be better set than is the case where one halyard only is nsed.
The gearing for these halyards is shown in the masthead Plan II. in Plate
LIX.; (2) is the mast motter, made either of rope or flat sennet.
It is lashed to the yard on the mast side, ana: leads round the mast to
and through a thimble at the fore end of the yard, and is then finished
off in an eye to which the main halyard toggles. The reason for having
these snotters is, on the one hand, that they receive the chief wear and
tear a.nd can be renewed, thus saving the halyards and tack pennant
from being cut and shortened; on the other, that, if of flat sennit, greased,
they travel on the mast more freely, and do not cut into the spar as rope
does. No.4, the peak span, is best made of copper or brass wire cord.
It divides the strain on the spar, and permits the peak halyard to shift
upwards when the sail is reefed. .A metal thimble, with a grommet of
rope on it forming an eye, travels on the span, and the peak halyard is
toggled to the eye.
-The topping lift (5), a most useful piece of gear, is fitted by having
its standing part---a. running eye---round the masthead; the end is taken
down one side of the sail to and rove through the thimble, in the sheet-
block strop, then up on the other side of the sail to reeve through its
II II 2
Digitized by Coogle
block on side of masthead, and down to block at side of mast at deck, and
into hand a.t the welJ..
The may be taken block on stem
at side of into the well.
With BEfuils now in USfs
necessary masthead from when close
the wind. "f"tAother very useful piece of gear is a ~ a s t jackstay, fast at
both ends to the mast, one at the mllBthead, and the other, having passed
down outside the sail on the opposite side to the mast, comes under the
boom and up, and belays round the mast, some. 6in. above the level of
the boom; when the sail is lowered, it 18 snugly gathered in by this
jackstay aEfuh and all (St"n be unbent
yard and then the sail, roliEfud {han be slipped
the gear, BEfudes neatly frappEfuh down the mast.
The Ptted at one Lorge eye, the
of which ioto a good-sizoP Bnlllcient to prevoEfut
reeving; the sheet is used single when running or reaching, and, when
close hauled, the eye is slipped over a hook on deck aft or the well, and
the sheet becomes doubled thereby.
The battens, which cross the sail at the ,reef-bands, are usually
made of ba.mboo, and stoutest at ahoLst
third from and be the mast by
with toggli fitted, the
without anp well on one other.
The is rigged side of the
jackstay is not marked, as it might be confusing to the inexperienced
reader; it, however, comes down on the port side of the sail.
It will be found a great convenience to fit the main mllBt so as to be
lowered as already described; in such case the mast will be pivoted to a
tabernacle an inch or two above the dtt:k, small hatchw"h will btL
necessary
come up;
tackle. Thee}
chief poinl;,
}ide of the mfO};
;,,;11 be held
is considerable leverage about its heel,
case fittings must be strong.
dock to allow th;ci
by a forestay
and lowering
long heavy
and therefore the deck and mllBt
The mainmast should be ace grown" fir spar, straight and ta.pering,
if possible, with little more than the bark taken off. Length, from deck
to masthead shoulder, 12ft., cut square at and below deck, 21in. diameter
at deck, below to 1 imc commencing
deck, tape%C head. The Pe cut rather IOtt,",""ccc
" Nautilus" Canoe Sails.
421
18ft. or 14ft. deck to hounds at first, it can then, after trial, be reduced
to the length suitable to the sail. The boom should be cut 10ft. long,
and reduced at the after end when the sail has settled into shape. Yellow
pine, 1iin. diameter in centre, taper to lin. at fore end, and lin. at after
end. The yard should be of yellow pine, cut 9ft. 6in. long, size
as boom, or a little less, or it may be a slight spar, with a fish' batten
of elm seized on its upper side. '
A double 11in. or 2in. block and a single block tiliould be stropped
with strop and thimble, and lashed firmly to the mast just above the deck j
the double block at the after side and the single one on the starboard
side of the mast, and on the port side a stout brass ring, la.shed on by
the same lashing, will serve as a leader for the topping lift. At the
masthead there should be a good-sized sheave hole and sheave for main
halyards, three single blocks, 1iin., stropped with strop and thimble,
lashed on above the mast shoulder, so that one hangs each side, and one
on the fore side-these take the peak and spinnaker halyards and the
topping lift; a truck above and a neat brass flag rod gives a finished look
to the masthead.
All spars, and, lashings should be varnished, the mast being
afterwards glass papered and oiled.
Blocks should be of boxwood, and have metal sheaves.
The mizen sheet may lead to a boomkin, but it will be better led
to the rudder. The standing part fast to back edge of rudder just above
water, then led through a block on mizen boom and in to hand at
the fI well."
SAILS 01' "NAUTILUS" RACING CAHOB.
The sail plan and its fittings of the Nautilus racing canoe are shown,
except as to dimensions, on Plate LIX., the chief difference being that
the mizen in the racing canoe is, in proportion to the mainsail, very much
larger, i.e., about half instead of about a quarter the size of the mainsail.
The sails are five in number, viz.: a racing mainsail, No.1 mizen, No.2
mizen, No.1 spinnaker, No.2 spinnaker. The mainsail is 100 square
feet area, with bamboo yard, and three bamboo battens and a pine boom i
boom 11ft., yard 9ft., spinnaker boom 11ft. The reefing gear is simple and
effective; the stuff used is woven cord lightly dressed with linseed
oil (to prevent shrinking or swelling when wet). The after earing is rove
thus (see Fig. 141): make oue end fast on the boom at G, plumb from
under the reef cringle, then lead up through small brass rings sewn on
to the sail, and lead through a block at the after end of the batten (b),
thence, in a line parallel with the batten, through a stout brass ring
Digitized by Coogle
- -- ----- - ---------- --------
lashed on the batten; then through one of two blocks (stropped a.nd seized
hea.d to hea.d as a sister block), and ba.ck through a block seised. to the
stout ring and down through small rings (e) on the sa.il, a.nd fast to
boom ~ t d. The fore earing is made fa.st at ta.ck end of boom (e),
a.nd lea.ds up, through sa.il rings, to and through a block at fore end of
batten (f), thence along batten to a.nd through the other of the two
blocks alrea.dy mentioned a.s being stropped together, a.nd back to a
block la.shed on batten abreast of ma.st at g; thence down to a :fa.ir-lea.d
block (k) at heel of mast on deck, a.nd belay the ha.uling part to a clea.t ..
This gea.r ca.n be fitted to each reef, but is in pra.ctice only necessary for
first and second. When a reef is hauled down it may be further
secured by ordinary points. The boom being- held up by the mast
ja.cksta.yand the double topping lift, a reef is taken in by simply easing
away the halyard till the batten is down; a.nd when the reef is down,
the sister block is close up to the batten block at mast.
The No. 1 mizen is 50 square feet a.rea., a.nd is fitted with one batten
only j No. 2 mizen is 25 square feet, a.nd fitted also with one batten reef.
The mizen reefing gear is of the same pattern as that of the mainsa.il. The
large mizen makes a good bad-wea.ther mainsail with No.2 mizen set &ft.
No. J spinnaker is set on a long boom, which has a ferule joint about
tin., so as to be shortenable for stowage, a.nd also for using with No.2
spinnaker; the spinnaker is 60 square feet area.
The mainmast is a" grown stick" of white pine, and is 15ft. 6in. from
deck to head, a.nd 2lin. diameter at deck, tapering to 1 lin. at head.
The mizen is 8ft. deck to head, 1 tin. diameter at deck.
Digitized by Coogle

Digitized by Coogle
It.. PLAN

/8BO.
--.--.:=
---- ---
- ---- '---. .----
"
!
Stx:1k-.

!
e.
I
1
!
o , ."
"""1",,,'.
W.B_P.

Digitized by Coogle
U Nautilus II Canoe Sails. 423
Rigged in this way, the ca.noe works perfectly, and so long as an air
of wind is going the paddle keeps the" watch below."
SAILS :roB CBUISING CANOES (PLATBS LX. AND LXI.)
One of the first principles in planning the sa.ils for a canoe is to
keep the centre of eftort as as possible, and where a large sail area
is wanted, it should rather be obtained by long boom and yard than by,
a lofty mast and narrow sa.il. Now stowage of spars demands tha.t they
be kept as short as may be, and MSO it will be found that where the
masts are considerably towards the ends of the craft a mizen of con-
siderable size will have to be ca.rried j if a fair sa.il balance is to be
made combining these requisites-a. good sa.il area, a low centre of eftort,
ease of ,stowage of spars, and a good working ba.lance-the sail plan here
given will be found an et1icient one for all-round work.
The outline idea. is that the ma.in and mizen lugs are' to be used in
all wea.thers up to a It fresh breeze," and that then for stronger breezes
the mizen lug is to be set on the main mast, and the storm mizen on
the mizen mast. The tota.l lug area. is 52 square feet-i. e., 325 in the
main, and in the mizen; and the storm mizen is a sail of 95 sq.o ft.
The rig itself and the various fittings have been amply tested in practice
afloat, except as to the proposed mode of mast tabernacle, contrived to avoid
a hole in the fore deck. The following letters denote the chief :
II Main halyardL
II II IIauliDg pan of ditto.
b 1Ia.in toppingolift.
b II 1Ia.in topping-lift hauling put.
c: Tack p&n'8l.
c: B JrIain taolt.
d Beef batten of bamboo.
Beef earing.
II Hanling pad of reef eariDg.
I Beef e&ring bloob and fairleada.
g Beef sister bloob.
,. Band reef line.
, Main 8heet.
j M:aBt joint ferrule.

l Stay taolde.
m Mut panel on batten.
n Cleat on boom for band reef line.
o Yard grommets.
1Ia.in sheet grommet.
q Main jaolt stay (dotted).
R Main bloob.
Mizen meet .
t Mizen taolt.
" Mizen haIya.rda.
'1/ MiB8D topping lift.
tD Mizen jack stay (dotted).
Main and mizen reef buds.
11 Bnttonhole alit in ba.nd
8 Patohu OD un. for ring!!.
In the accompanying sail and gear plans there will be found only such
gear and fittings as have a pronounced value in the working of the
craft and the sails. Not a single thing can be omitted; each has its
nse, and has been introduced under the light of experience.
The drawings, (Plates LX. and LXI.), are intended to show the
position, form, and make of the sails, and are drawn to scale j the gear,
however, is put in the drawing in a pronounced manner, in order t-o
Digitized by Coogle
make the details clear to those who may desire to rig in the same
manner. The blocks, for instance, are shown much larger than scale
drawing would show them; the ropes are shown thick and slack, so
that their "lead" aud use may be easily p i c ~ e d out.
The gear at the mast head is either toggled or snap-hooked to a mast-
head strop, " q b, so as to be easily taken off for the various shifts of sail.
The main halyards are rove from the deck block, R, up to the sheaves in
mast head, and rove through from forward aft and a rove through a
grommet (seized on to yard at 2ft. iu from fore end), and then taken ou
opposite side of the mast to that on which the yard is, and toggled to a
grommet which is seized on to the yard at 6in. from the fore end. Another
plan is to have a flat sennit parral from the fore end of the yard rove through
the inner grommet, a.nd ending in an eye just above the grommet, and to
this toggle the halyard; fitted thus the sail is held tightly in to the mast.
A jackstay toggled at masthead leads down on the starboard side
of the sail, and snap hooks to a sennit band, which passes under the boom
and up on the port side, and is seized to the mast about a foot above deck;
this jackstay is most useful in keeping the sail steady when being
lowered or hoisted. The batten parral, tn, is either made of flat sennit or
four strand line; the fore end of fore part is either seized or spliced into
the reef block strop, I, a.nd the enel finished off with an eye; the after
part toggles to this eye, and the after end is seized to the reef batten, so
that when toggled the parral binds the batten into the mast. The main
tack parral, c, is also flat sannit with an eye at each end, the fore end is
seized on to the boom about Sin. in from fore end of boom, and it then
passes on opposite side of mast to that on which the boom lies, and is rove
through a grommet or ring, which is seized C?n to the boom about 9in. from
fore end, to the after eye of the parrel the tack hauling part c 2 is toggled
and rove through the deok block R. The stay is snap-hooked or toggled to
the mast head strop at k, and its taokle is shown at l. The topping-lift-
without which no sail is either safe or handy-is. fitted .by toggling the
standing part to the masthead strop at b; then, passing down the star-
board side of the sail, it is rove through the main sheet thimble, where the
main sheet is spliced into a snap-hook, which hooks to the grommet at p on
the boom; it then leads up the port side of the sail, and is rove either
through a block toggled to a. fourth eye (not shown in the sketch) in the
mast strop, or through a. sheave in the mast head a.bove the halya.rds, and
down to a.nd through block R and into ha.nd.
The reefing gear is much the sa.me as that for the ct Na.utilus"
racing canoe; but the block g, Fig. 141, has been dispensed with by
doubling the parts of the ropes and making one end fast at d (Pla.te LX.).
Digitized by Coogle
PLATI LXI.
I
.'/
I
-- po.
Digitized by Coogle
u Nautilu8 II Canoe Sail8. 425
It has been used not only in canoes but in boats and is a
most successful and sure working plan. The reef-line, in the first
place, is woven cord (see page 421). The after part of the earing is
fastened to the boom by a It clench," or by forming an eye by sewing
the end back to the standing part, and then seizing the eye t.o the
boom. Then lead the reef earing up through brass rings, which are
firmly stitched on the sail on the patches (z in Plate LXI.), and through
the block J (Plate LX.) at after end of the batten d j then through a
thimble or ring stropped in above the next J block in on the batten i
then through the sister block g, and back to and through the last-
mentioned J block, and down through the rings e, and fa.'!ten to the
boom. When the sail is fully hoisted the sister block 9 should rest
nearly against J block, about an inch off. Next reeve the fore part of
the reef earing. Make the standing part, e 2, fast by clenching it through
the cringle or eyelet hole on the luff of the sail at d (as shown in the
rigging plan, Plate LXI.) i then take it away aft in line with the batten,
and reeve it through the block gilead forward again to and through f
at fore end of batten i then down through the rings to and through
block J at fore end of boom i then along the boom to and through
fair lead block J abaft the mast, and then through R and into hand.
The reef blocks for this rig should be not less than lin. blocks, and
should have brass sheaves. The blocks at R should be two double
blocks, liin. or l!in. blocks, with brass sheaves strongly stropped.
Copper wire grommets, if neatly made and seized, will be found to make
most durable strops for blocks j but where much twisting and working
occurs rope only should be used.
The hand reef line h is fast to the batten d, and leads down through
rings on the sail and a ring on the boom, and is finished off by 'having
a ring spliced into its own end. This line is used for snugging that
part of the sail where the reef gear does not come, and the ring at
the end of h is in such case taken hold of by means of a bOathook till
brought into hand, and is hitched to the cleat n on the boom (Plate LX.).
The hand reef line may also be used whEm the sail has to be shortened
quickly for a short passing squall, and then shaken out again.
The gear on the mizen is fitted in the same way, except as to the
topping-lift. It has been found in practice that a kind of crow's-foot
form of topping lift is best to keep the sail and reef gear clear of the
rudder yoke when the sail is lowered i but as the mizen lug is to be
shiftable, so as to set as a mainsail and give place to the storm mizen,
it is necessary to be able to detach the topping lift i thefefore the
standing part is fast to the masthead on the starboard side, and the
Digitized by Coogle
426
lift leads down that side of t h ~ Haoil, and at about two f ~ t above the
boom it divides into two parts by splioing a part to it. These two
branohes then go under the boom, reeving through two thimbles (seized
on to the boom in a fore-and-aft direotion), and then going up on the
port side of the sail to about two feet above the boom, and there ending
each in an eye splioe. The hauling part, which is rove through a sheave
or blook at the mast head, oomes down to and toggles into these two
eyes (11). The sheet is a' single line toggled to the boom at 8, and
reeving through an eye-bolt in the stempost head, leads in to hand.
When the lug mizen is used as a mainsail, the storm mizen is
rigged by gathering the lacing together in clear turn a, and dropping
them over the mizen mast head; then hitch the end of the tack below
the halyard block, leaving sut1icient play for gybing, &0.; then hitch
the head earing through the mast head sheave hole, and toggle the
sheet on to the strop. The brail is kept on the sail, as shown in the
drawing, a line fast to the clue then leading up to and through a ring
on the leeoh at 2ft. 4in. up, then to a block on the luff at Sft. Bin. up,
and down to a block at the tack. This sail should be roped aJl round,
and a light bamboo boom laced on foot.
The area. of mainsail, 32S square feet, and of mizen lug, 195--
520 square feet, will be found ample for travelling in moderate winds,
and then when it blows fresh the mizen lng is set forward, and the
storm mizen of 9S feet is set a.ft--eqna.l to 290 square feet-a. nice
snng suit.
The reef band ( ~ ) is made of wide tape, stitched on sla.ck-i.e., the
tape wIll not stretch, but the sail will when new, so the band has to be
put on sla.ok to avoid girting the sail. The batten bamboo (d) is passed
into this, pooket formed by the sail and tape band, and is seized to the
sail oringles at eaoh end. At the stations on the batten where the reef
blocks are to be lashed, the band is slit and button-hole stitched (y).
The slits must be long enough to a.llow the lashing of the blocks when
the sail has been sla.cked in along the batten.
The yard and boom should be of bamboo, which, if possible, should
have a II knot" at each end when cut to the right length. The mast
may be of yellow pine; ~ tc grown stick" is best, though apt to buckle
and kink.
With regard to the mainsail, where complete stowage is desired
the sail may be kept on the upper mast-that is, keeping the
halyards fast, let go the tack (c), and pnll close up on the topping lift
(b), and lower away the mast by sla.cking np l till the sail comes to
hand, then unhook main blocks R either by hand or by boat hook, and
...
Digitized by Coogle
The U Pearl JJ Canoe. 427
roll them and all rope bights and ends into the sail, keeping tack and
batten parrals on the mast above the mast joint. Then unclip the fore
stay at masthead, and the jaCk stay at lower end, and unship the upper
mast, hap the sheet round all, and stow below. Or, if only to be stowed
for a short time, when the sail is set, let go the tack, haul down the
reef, lowering halyards at the same time, tie the sail by gaskets (like
reef points on the yard), and pull the sail II up and down" by the
topping lift and halyard, and lower the mast half down. After a little
experience and practice, it will be found that there are many other modes
of dealing with this sail in setting, stowing, reefing, or shifting it.
THE U PEARL" CANOE.
Canoeists are by no means agreed as to the best form for canoes,
and Mr. E. B. Tredwen, one of the most successful canoe sailers of the
R. C. C: has taken a great deplSrture from the Nautilus and made a distinct
type known as the U Pearl" canoe. Mr. Tredwen contends that a Hat Hoor
rather than a rising Hoor is better for canoes. With a Hat Hoor the
canoeist sits lower, and can sit farther to windward when ~ h e canoe is
heeled, and consequently assist the stiffneBB of the canoe; and, more-
over, the Hat-Hoored canoe will draw less water, and so is to be preferred
for cruising in shallows. .A Hat-floored canoe having considerable initial
stability can be sailed without ballast, and, as in cruising the weight of
stores to be carried may preclude the carrying of much ballast, a Hat
Hoor is especially requisite in a canoe built for cruising and not for
racing. An illustration of the truth of this assertion may be seen in
the Thames sailing barges, which can carry very heavy cargoes on one
voyage, and then sail the return voyage entirely without ballast. Mr.
Tredwen has done a great deal of cruising in open water in the Pearl,
and no doubt the design shows a very buoyant a.nd good Hall-round"
canoe. Mr. Tredwen says, cc.As to the various modes of building, the
double skin is the least satisfactory, for the water gets between the planks,
and the boat soon rots out, while leaks are frequent and very difficult.
to stop. I prefer the ribband carvel, but use braSB screws throughout
instead of copper nails." The ductility of copper being very great, a
strong outward strain on a plank will sometimes cause a copper nail to
lengthen, so that there is a leak when the plank returns to its former
position. .A nail will sometimes bend in soft wood while being clinched
or rooved, and the first severe strain straightens the nail and causes a
leak. The cost of brass-screw fasteniugs is about 2l. more than copper
Digitized by Coogle
nails, and the extra. labour would probably be not less than 2l. more on
each canoe. The screws drive much easier if first dipped in grease.
The lines shown on Plate LXII. are those of a very successful
canoe Mr. Tredwen built in 1874, which are recommended 808 a good
form to be adopted for a strong, useful, cruising canoe, fitted both for
river and sea-going qualities. In order that it may not be supposed that
this design is a "theory" that has never been put to a practical trial,
it may be &8 well to preface the description of the design with a brief
history of the successive canoes of the "Pearl" type, their faults and
failings, and thus most powerfully to show the necessity for those details
of the design which crnisers who dislike weight and complications may
otherwise object to.
The first, inspired by Rob Roy's books, was 14ft. 6in. long by 26in.
beam, with considerable rise of floor like all the original Rob Roys, but
with a straight sternpost, so that she could carry a rudder without any
difficulty. She had the usual 2in. keel from end to end, and was intended
for use without any ballast. .
It W&8 BOon discovered that the 2in. keel and the rising floor were
great inconveniences. When the canoe ran aground, she layover at a
oonsiderable angle; and on one or two occasions, in such circumstances,
shifted from one bilge to the other so suddenly &8 to throw her sppper
over into the shallow water. The keel was fonnd objectionable in another
way; it prevented the possibility of turning the canoe in a short space,
and made her take very long sheers to either side when running on the
wave of passing steamers or crossing strong eddies. It gave BOme lateral
resistance, just sufficient to persuade her owner that his canoe could sail
(more especially when no other sailing craft were near), and there was
such pleasure in sailing as to deoide him that it was an indispensable
part of canoeing. The canoe being fitted with a rudder, foot steering
was adopted almost from the commencement; bnt the gear was primitive- .
a loop for the foot at the end of each rudder line. This answered fairly
well; but once when aground, on getting up in a hurry and making a
long spring to the shore, the rudder-line loop remained on the foot, and
the skipper found himself prone in the water instead of erect" on the
It was therefore decided to build the next canoe with a flat floor,
and without the 2in. keel, so 808 to insure her standing steady and upright
when aground. But the new canoe would be unable, except in running
off the wind, to utilise her sail-carrying power in the absence of any
keel to lateral resistance. It W8o8 therefore decided to give her a
centre-plate; and in order that this should not destroy all comfort when
the canoe was to be slept in, the centre-plate was divided, and the larger
Digitized by Coogle
.. Pearl " Cruising Canoe. 429
- ------------ -- --- ._._--
part put forward, the smaller &oft, leaving an uninterrupted run of 6ft.
- amidships for sleepiug in. This canoe was 14ft. 6in. by 30in., with side
deck ftaps, and after being used one season she was re-decked, raised
upon to give her a bolder sheer, and spread out amidships so as to
become 3llin. broad, and the side deck flaps were a.bolished. During
the following season she was found to be much improved by the increase
of sheer and beam, especially the latter, and she was tested on sea p.nd
river. In one trip she went round the Land's End. On her way back
to London, she was slept in one night at Caversham (Reading); and on
the following day, in a stark calm, with all her gear, stores, tent, &c.,
on board, was paddled from Reading to Hampton Court, a distance of
fifty-three miles, through seventeen locks. This was in July, 1872.
In 1873 the next Pearl was built, 15ft. by 30in., the beam being
reduced in order to come within the classification (as then constituted)
of the Royal C a n ~ Club. She had a fore centre-board of lin. sheet-
iron, about 301b. weight, 30in. by 14in., and an after centre-board of
about 100b., 18in. by 12in.; she raced with 161b. of iron ballast, and had
no flap side decks, but a wider hat-chway and narrower side decks. On
March 31, 1874, the R.C.C. classification rules were amended, and the
dimensions, which previously had been not exceeding 20ft. long and 30in.
wide, were altered to the present sliding scale, the extremes being 20ft.
by 2ft. to 12ft. by 3ft.; and Pearl No.3 was built 15ft. by 2ft. 7iin.
U PURL" CRUISING CANOE.
The design which is now presented is founded on that of ,Pearl No. 3,*
but with this alteration, that the depth amidships, gunwale to keel, is
increased 2in., and the bow sections are rather fuller aloft than was con-
sidered expedient in 1874. But these alterations are not H theoretical,"
for the canoes Anonyma and Gadfly were built very closely to this
design by Turk, of Kingston, and have both proved very good canoes.
In this design only one centre-plate is shown, as in the Gadfly, whereas
Pearl No.3 and A.nonyma each had two centre-boards. But Pearl No.3
was sailed and raced one season without the after centre-board, and she
answered very well.
As the great desire of cruisers appears to be the reduction of weight,
the design has no after centre-board, and no 'tween deck. The 'tween
deck has been found very convenient for the stowage of long spars;
and, in order that cruisers without 'tween decks may ~ v e sufficient
length of stowage, it is suggested that the bulkhead at Sft. 6in. from
WiDaer of B,C.C. Challenge Cup, 1878.
Digitized by Coogle
the bow should have 80 round hole (or two) near the deck. To the rim
of this hole is secured the neck of 80 long waterproof bag (into which
the spars can be thrust), which will prevent the compartment being
flooded in ca.se of 80 spill, and at the same time provide length for the
stowage of spars.
Bulkheads make 80 canoe much safer than air-bags can, because with
bulkheads the security is always present j but with air-bags there is
always the temptation to keep them collapsed for convenience of stowage,
and, 80S 80 capsize generally comes 80S 80 surprise, not 80S 80 part of the
programme, the canoeist is very likely to find the air-bags empty when
it is too late to inflate them. The bags, too, are always liable to be
pierced by nails, screws, or boathook ends, and rendered unserviceable.
Even when they are inflated and in Bitu, the water can run into the ends
of the boat nnder the air-bags and make her very unmanageable in aDY
sea. Some air-bags are made of such slight material that they would
infallibly burst under the strain of supporting the weight of canoe,
stores, and crew.
TABLE OF OFFSETS OF CRUISING CANOE, 115rr. BY Srr. 71lx., ON THE MODEL OF
II PEARL" No.8. PL.6.T. LXII

r 1
No. of SeotioD ........................
lSil4t
I I ' ::...s: : 1 =: -:1
-.-. '-a ,-.--.-'-.-. -.----
m. m.lln.:m.lln.! m. m.,m. m.lln., m. m. iDa .iD.1 in.
Height from leYel of rabbet-line
,. I" 113 I".!n :Inl ",In in Inhllllli
lit '18 114 amidBhipa to gunwale ............
Halfbreadths at gunwale ............
Bt 8f12 114 115 1st 1st 1st 1St 1St lSi lIt I 8 1 st
Halfbreadths at 9in.levellino .. , ...
2i 6 1
10
12i J5t:1st\lst 15 14 r2i
9il6 Bt
HalfbNadtba at 6iD.levelline ...... 11 Si 7.,.11 '18i 14t 15 i11it 16 1.t,t 18 lot
7i Sil1t
Halfbreadths on lIin.lovellino, ... " i 2t lit, 8t,l1l 13t H 1.t,t 14 13t llt 8t St il t
HalfbNadtbs on diagonal A ...... 2i 7 110H21!14!! 1St IlSi 11it 14t ,12t lot' 7 I it
Halfbreadths on diagonal. B ......
i Sf18t'1l i1stl 14t 1St lSI lISt 14t 1st 11 8t Sf'1I
Halfbreadths on diagonal. C ......
If 8f 7t, 91 lOt l0yotl9i 9 7l Sf 8t/1t
Bille of l'8obbet Iino .....................
lit It t -1- - -1- - - - - t It Bt
I I: :
The leYellinea are Bin. apart, &lid heights are meuured from leYel of rabbet-line amidahipe.
Tho lBOtions are 1ft. apart, &lid are numbered aooording to their diat&lloe from atam in feet
Noa. 6j &lid Bi do Dot appear on bod7 plan of deaign, tho aoaJe being too II1I1&ll to permit
being mown.
The halfbreadths OD the diagonala are _urad from the centre towards the Bide.
Sheer, forward, Sin. j aft, Sin.
TmI "PuRL" CABOI, 1880.
'So far 80S the shape of the water-lines go, both ends are very much
alike in the Pearl canoe for 1880* (Plate LXIII.). Mr. Tredwen says he
adopted this design in consequence of an experiment he made in building
WinDer of B.C.C. Challenge Cup, 1880, &lid of Thamea Vallq Ba.iIinr Club .. Silver
Burgee .. in 1881.
Digitized by Coogle
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PLATE' LIllI.

.... "IV "5<'\ 1 p/ :.7r(j' 1-
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Or
r:Flin...-..", i i
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/...... U.. /t, /"'l 0 ; I ,/
l.. ,/ ....-.. ! I"" I:JL ... etluw :, . :.. : I ..' .I .
-- -- - --- .---.-- ----::!I.----------- ------------- ------------- i----------- ---t- --.. ' .. -.- ......... ---.-....... ;,
,
' . I - - -- ..... -........ .. ... :.! :'
--- " . .... .. lJitdr "cf48 #" 1 .. / : Ii
f U ,'1 M '1/ II 8 7 '1/ . .. / z. 17 .
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,

If Pearl No. 5" Sailing Canoe. Designed and built by E. B. Tredwen, Esq.
1/

I

..tt.
"
n II
.
The If Pearl" Racing Canoe, 1882. 431
~ - - - - - - - - ---- ----- -----
two canoes on sections or moulds of the same shape, but differently placed,
so that one had a short bow and long stern, the other a long bow and
i3hort stern, the of both being ; in fact, the
lines in the okAe were nearlg those in the
body of the two canoes, ballasted alike,
been sailed enother in eveey nf weather, and
oesults obtainnb the long-bowed 1,nl'forms the bettnl'
.light winds, or when heavily loaded with ballast; but the short-bowed
canoe always comes to the fore in a strong wind, or when carrying only
a small quantity of ballast, or sailed entirely without ballast. Mr. Tredwen
says that the Pearl of 1880 is a "compromise between the two, and,
having a fair 'If the good both, made a
all-round .,.,.""'_",""",,
TABLE OF
No. of Seotion .... ,
Depths- ........... .
Half-bree.dths No.1
level line ....... .
Half-breadths No. 2
level line ........ .
HaIfbreadths No.
leTelline ....... "
Ra.lf-breadths No.
level line ........ .
Half-breadths
diagona.l i; m
Half-breadths a"
diagonal 0 q. ..... .
.. PEARL" CANFF (PLATB LXIIL)
:;
6 9 10 11
in. ft. in. ft. in. ft. in. ft. in. ft. in. ft. in. ft. in. ft. in. ft. in. ft. in. in. in.
2l 0 3 10 3 0 3 0 3 0 3 0 S 0 8 0 8 0 3 0 8 2t 2t
6 0 11 II lp 211 3tl 8U 4 1 311 3t 1 2i 1 Ii 11 6t
9i[1 Oil 2tl 8U 8tl 2 1 Ot 9t 't
l
zilu UtI lU 2i l 2fl
8tO lOtI 1 1
lOt 1 OU 1tl Itl
7 0 8 0 BtO 810 8 0 7
The level lines are 8in. apart.
The seotions are 1ft. apart.
The halfbrea.dtha on the diagonals are measured from m towardl! II, a.nd from 0 towa1'da q.
The base line g g, 1111, is 1ft. Olin. below No. 1 level line.
PEARL" RACIN,1 112.
The Pearl designed with
to sailing not 2'kIso in the
those other cluhs t.IAat atb,it canoes to race with time allowance for size,
but do not permit shifting ballast-for instance, the Thames Valley Sailing
Club at Hampton, and the Thames SailiBg Club at Surbiton. The floor,
instead of being flat, as in the preceding canoes of the series, has a rise
- The depths are measured from No. 4 level line to the under edge of rabbet line.
t Wmner of Cup, 1882, a.nd 1855 Valley Sa.iling CI,,5
Burgee, 1882.
of Hin.; the height of side is also lin. more than in the 1880 Pearl, the
depth amidships being 14in., an increase of 2in.
The fore centre-board is also brought further aft, and the size of
the after centre-board is increased so that she may carry more after
canvas.
This canoe is also built on the ribband-carvel system, and has a new
feature in the balla.st well, which extends from the aft end of fore centre-
'board for 18in. (to section No.6). In this space there are no ribbands ..
frames, keelson, or other projection on the inside surface of the planking;
but the skin is doubled diagonally by an internal planking of lin. oak,
which supplies the strength which would otherwise have been given by
keel, ribbands, and timbers. This enables the ballast, whether shot-bags
or solid lead, to be stowed to best advantage, and lessens the chance
of damage from the accidental dropping of a piece of lead on to the
plank. "
In such a small craft that may sometimes be capsized and almost
bottom up, it is very necessary that such "a weight of ballast, 170Ib
should be secured so that it cannot shift and drop through the side of
the boat, as once happened with a certain centre-board gig. To each
bilge is securely screweq a keelson (A, Fig. 142) running the whole
PIG. 142.
length of the ballast well. The floor boards are screwed to these keelsons
so as to project about lin. over t h ~ ballast well, and at the after end of
the well the projection of the floor board on one side is cut away for
4in., so that the lead castings (B) can one after the other be put under
the projection on the opposite side, dropped on to the planking, and then
slid forward into place, when the cover (D) is put on, the projecting
ledge (C) being slipped under the floor board on the side where the
space is cut out for fitting in the castings, and then the other side
dropped down into place; this fastens down the last piece of ballast.
In strong winds four other castings of 121b. each are stowed in the spaces
between the two floor timbers next abaft the ballast well, and, when
allowed, three or fOtll' shifting shot bags of 121b. each are also carried.
All the other fittings of the canoe are so similar to those already
described under Pearl (1880), or under the separate headings of the
If Centre-boards," &c., as not to require any further comment.
Digitized by Coogle

Digitized by Coogle
u
PLATE LXIV.
,
,
,
",
\
.. - - : : : : ~ - - - - - - - . - - - - . - - - - ~ - - - ~ " ---
...... ~ """
- ~ -
~ ~ -
~ - - ... ---..... --..... ----: ... ------..--... . - - - - - - . - ~ - - - - ~ ~ ~ ___ M __
..................................... -
-....... -
~ ... ~
~ - ....... _-...... _--......... _-... _- -
----- - - - ~ - ...
... ---
2
13 12 h
, ... "" 'J
Centre-board 01 "Pearl" Canoe. 488
TABLE OF OFFSETS OF 1882 .. PEARL," No. 8 (PLuB LXIV. AND FIG.
I 1'1'
No. of. BeoIdOIl ................... ,. ...... r 51 8 40 5 8 T"I 8 9 110 11 12 18
r---r-I --r--,----------r---
in. in. in. in. in. in. I in. in., in. ! in. in. in. in.
Height from level of. rabbet line amidebipa ,i i
to gunwale... ... ......... ...... ...... .. ... ...... 17 lS114ot114ot 140 140 '140 l' ,I' 140i 1st
Halfbreadth at ............. ......... 8tillt 13U5 15U6 16 ,16 !lst 15 13! llt 6i
Halfbreadth at 1.2m. levlll: line ... ... ..... ... 'i
l
9t 13 1401 1st 1st ,16 116 1151 l'l 13t 9t 51
HaJfbreadth at ......... 3 .. 7t.ll. 1st 15Pst lst ISH 151140t 12t 8t 4t
HaJfbreadth at .......... ...... 51!! 5t 9P2! l' lW 15tlst '141151t 91 6t 3
HalfbreadthatSm.levelline... ......... ...... It 3 st Sf 11 12 ,12t 121 12 I lit 6l st 11
..... ....... n ............ A .. A ...... <;1' 10'1" 1
1
<; - lSii - .. 'lSilli :t "
diagoualline B to B ...... 2! 40t 51 7 , 7-1 - ! 7t - 71 7!- 6 , 2t
Biaeofrabbetline .............................. 1 I 1 t -,- - :-1- -1- ! 1 1
The lectiona are 12m. apad in table, and numbered in feet from the litem. In the dralrin&'
NOB. 8 and 8 are omitted to avoid ozowcJ.iDr.
The halfbreadtha on the diagouall are meunred from the centre towarde the aide.
PIG.
Mr. Tredwen designed all the fittings for the Pearl, and some of
them are remarkable for ingenuity .of contrivance. Some of these fittings
are shown in the Plates and outs, but a more' detailed a.ocount of their
arrangement and uses will be neoessa.ry.
CDTBII BoABD.
The strength requisite to resist the strain of a heavy
.in luinpy water oa.n be given to the O8o8e without nruoh addition of weight.
The sides of the oa.se should be rabbeted into the keel, a.nd fastened by
long screws (a, Fig. 144) three inches apart. The fore bulkhead is stationed
so a.s to support the centre-board ca.se where there is the heaviest strain.
The sides of the ca.se may be tapered towards the ends a.nd towards the
deck, leaving the greatest thickneBB along the lower edge. .A piece of
wood about one inch square is then screwed with alternate vertical and
horizontal fastenings into the keel and into the side of the centre-board
ca.se (B, Fig. 144). The slot through the keel is out about two inches
longer than the inside dimensions of the O8o8e, so that the cross ends
, F
Digitized by Coogle
of the case (oak or ash) go down through the keel, and are through
fastened to the keel. Each side of the case is bound with a strip of
brass from the deck to the keel at the part where the greatest friction
takes place, in order to protect the wood. This brass is marked T in
Fig. 144, and is about lin. wide and -isin. thick.
The oentre-board of the 1882 Pearl is of yellow metal (ship sheathing
01' Muntz's fin. thick, weighing 681b. The material was chosen
in order to obtain the smoothest possible surface, and also because it will
not affect the compass to the same extent as an 'iron centre-plate.
In order that the canoe may be easily moved about in general cruising
and travelling, it is necessary that the ballast and centre-plate shall be
readily removable.i 60lb. is quite heavy enough for a plate to be con-
veniently handled, and three square feet of wrought iron plate, lin. thick,
gives about this weight. (866 U Weight of Boiler Plate" in the Appendix.)

T T

i

,
'
Co
I
::8
l
, , ,
1

T
T
FIG. 144.
The plate, after being cut into the shape and fitted to the case, should
be galvanised to prevent rust, and to preserve a smooth surface, so as to
offer less frictional resistance to the water. The cost of galvanising
should not exceed lid. per pound. The plate is slightly increased in
weight and thickness by galvanising, a fact which must not be lost sight
of in fitting the case.
A keavy centre-board plays an important part in making a caJ).oe
self righting, and a rough-water cruiser with a 601b. centre-board should
still have good righting power when she is heeled till the water flows in
over the lee coamings. The Pearl, in the Challenge Cup Race, 1879, was
thrown on her beam ends, and shipped a large quantity of water, but
aided by the weight of her centre-board she was righted as soon as the
pressure of wind was shaken out of her sails, and she was able to continue
Digitized by Coogle
Centre-board of H Pearl" Canoe. 435
the race.* In the event of a complete capsize, the weight of the centre-
board assists the canoe to right, steadieIP her while her skipper gets in
again, and when running in a cross sea prevents. her rolling gunwale
under, and shipping water faster than he can bale out.
The shape of the plate should be designed so as to place the weight
88 low as possible, and give a. large surface for lateral resistance, but at the
same time there should be plenty of grip in the trunk when the plate is
lowered to the full extent. The ordinary triangular sha.pe is not the best
for a heavy plate, the part left in the trunk being 80 narrow as to throw
an undlle amount of strain on the sides of the case. The annexed dia.gram
(Fig. 145) A, B, C, D, is a very good shape, its length being 2ft. 9in., and
breadth 1ft. 4in. The dotted outline shows the part of the plate remaining
in the case when it is lowered 18in. below the k e e ~ band, the limit of drop
allowed by the Bpyal Canoe Club rules.
The corners 4. and B are reduced in thickness about lin. on each side,
to allow room for the fittings, and a lin. hole is drilled. through each.
The projecting arm is of the full thickness, and has a hole through its
upper edge., D, which forms a handle by which to lift the plate in or out
of position, and a small hole at E ta.kes a pin above the deck, to support the
centre-board while the chain is being placed in position for hoisting or
lowering. The edges of the pla.te, from..A. to C a.nd C to B, are sharpened
to reduce resistance ~ the water, and the angle C is rounded off to prevent
its catching in the ground when the ca.noe is being hauled astern with the
centre-board not quite housed in the trunk. If a small area of canvas oDly
is carried, or if it is not intended to sail in strong winds, it may be
better to use a lighter centre-board, of say lin. plate, . a.nd then the pro-
jecting arm, D, is doubled or trebled by pieces riveted on, so as to make
it lin. thick, and prevent undue play in the trunk. The after-end of
the centre-board is raised or lowered by a ga.lvanised short ~ chain;
or, better still, by a copper sash chain formed of a number of plates
rivetted together in threes and pa.irs, which runs :more smoothly over the
sheaves than ordinary cha.in; the end link is longer than the others, a.nd
is shackled to the plate by two brass lugs (B) and two bolts, as represented
in Fig. 146.
If the centre-pla.te does not exceed 361b. (lin. iron), it ma.y be hung
on a rope instead of a chain, and the buffer may be dispensed with. The
rope should be the best cable-laid, about lin. diameter, with a.n eye-splice
The Lurime. iD one of the _ at Hendon. iD 1879. oapmecI and tllled with water when
UDder faR nGiDg ...n (120 square feet). but was. neverthel8lll. able to oontiDue the moe. and
oome in third iD a fleet of eleven. This element of ea.fet,' is far more important iD oruiBiDg. whare
the oanoelat's life often ~ e p e l l d l on the CIIollOB. unaided by any extraneous aaaiataDOB.
~ r 2
Digitized by Coogle
worked in one end, lined with a brass thimble, through which the rivet
passes to fasten it to the two brass lugs or plates on the centre-board, but
copper sash line or chain is much better, rope being 80 liable to rot end
break, thus causing great inconvenience and danger.
A light centre-board will not require the purchase tackle for hauling
up which is shown on the designs.
The fore-end, A, in the case of a fixed centre-board, is bolted to the
keel by a pin through the hole in the corner; but a rather more compli-
FVI..i. SIZE
SIO VIEW
FIG. 146.
ENO
VIEW
cated arrangement is necessary in order that the plate may be lifted out of
the ,canoe easily when afloat or aground. (See Fig. 147.)
L in Fig. 147 is the fore-end of the centre-board case sloping forward
in the arc of a circle, With centre at B, radius B A (Fig. 145). ,The pin,
FIG. l4t7.
H (Fig. 147), is bolted through the keel at three-quarters of an inch from
the fore-end of the slot. A brass-bound iron pipe,..]] (half-inch diameter
outside), in length equal to the depth from top of deck to bottom of keel,
Centre-board of U Pearl" Canoe. 487
is bound round, half an inch from. one end, by 80 piece of sheet brass, F,
Sin. by liin., which is seourely brazed on. Instead of the brass-bound
pipe, U bin-iron," in section like the letter U) may be employed, and the
p'late, F, may be of ' iron rivetted or forged on to the rod. The fore-end
of the centre-board, A, is bolted by the rivet, G, to both sides of the
plate, F. The other end of the rod, E, on deok is fitted with 80 ring to
serve 80S handle. The bolt, H, prevents the rod, E, from shifting aft, or
dropping below the level of the keel. The boffer, 0, Fig. 148, is an india.-
rubber cylinder, liin. diameter with iin. hole through it, brass
capped at each end. The chain runs through this boffer, whioh brings up
against the. pulley, N, and eases the shook when the centre-board is let
go by the run. Without this oheok the momentum ?f 60lb. dropping l8in.
might part the chain.
The pulley (H) at the after end of the slot, on deck, is arranged to
lift off, and the standing block of the purchase (P) is fixed to the top
of the rod at the fore end of centre-board, whence the line, P, leads to
"1'I6. us._
a oleat on the side deck on starboard side, so that the centre-board and
all its gear can be lifted out and oleared away at one operation. The
top of the rod is kept forward by two hooks fixed to the deck on each
side of the fore end of the slot, the ring at the top of the rod being
held by these hooks. The pulley, N, does not require to be fastened to
the deok, but fits down into a frame or rim of brass which is screwed
to the deck to prevent its shifting forward or aft.
This tackle is all on deok outside the well, so 80S to be available in
rough-water sailing, the hatches are battened down, and the well is
ina.ooessible except at the expense of 80 good drenohing.
It is easy enough to take out the oentre-board when the canoe is
lying on the shore; but on 80 cruise it is often neoeB8801'Y' to lighten the boat
while she lies afloat alongside a rook or jetty, over whioh she has to be
dragged. In this oa.se the oentre-board is hauled up by its tackle nearly
80S far 80S it will go. The skipper then goes forward and ties 80 loop in
the hauling line, P, olose to the blook on the top of the rod, E, so that
the centre-board cannot drop, and, with one foot on the fore-deck alongside
Digitized by Coogle
the centre-board trunk, la.ys hold of the hs.ndle or ring in the top of the
rod, E, and pnlls it up until its foot is clear of the trunk. It is then
swung forward a little, and a.llowed to rest on the deck at the fore-end
of the trunk. The centre-board can then be lifted ashore by a hand each
to the rod E and the chain. The after centre-board, being quite in the
stern, should not be too heavy, but must have weight enongh to insure its
dropping freely when let go. It is desirable to carry a stont rod with a
T handle as a persuader to force down the centre-boards in case they
get jammed.
W:lLL AllD lbcK FLAPS.
Mr. Tredwen says that deck flaps are of mnch use to insure safety
by allowing the canoe sailer to sit well to windwa.rd, but a contrivance is
necessary to keep seas out of the well in rough water The contrivance
consists of four weather-boards hinged to the deck (represented by A
in di1Ierent aspects in the dia.gra.ms 149, 150, 151), and of two fixed
HATCH
, 1.0CKER
FIG. 149.
coa.mings the full height of the main coamings where they butt, agaiD81i
them, and about lin. high at their outboard ends (0, Figs. 149 and 151).
These fixed coamings (0) are parallel, and close to the cuts across the deck,
and consequently at right angles with the ordinary well coamings, and
are screwed securely to the deck, and their inboard ends butt on to the
well coaming and are screwed to it. They entirely prevent any leakage
along the deck from forward into the opening of the flap side deck, and
support the fore and aft well coamings, which are weakened by the
Digitized by Google
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Well and Deck Flaps 0/ cc Pearl H Canoe. 439
'interruption of their continuity. The deck must be supported by a
strong knee, where the cut for the side deck flaps is made, from the
well coaming right down to the bilge. The second set of coamings, or
weat.her-boards (A), are placed transversely, hinged to the deck, and,
when raised, their inboard ends fit closely against the beading or coaming
of the hatch cover; and they are not intended to exclude leakage along
HATCH
,.. ------ --_ ... -_ ..... -- -.: ..... -- -_ .. _---_.-- .. -....
I'm. ISO.
the deck, but they serve &8 catches, around which the macintosh coat
fits, to prevent any sea breaking into the well. The inboard ends must
therefore project when they are raised about half an inch above the hatch
Cover. Many canoes have had these hinged coaminge fitted the
fixed coamings, and without suflicient width to project above the hatch
cover; and, &8 they neither exclude water running back along the deck,
nor provide a holdfaet for the macintosh, the whole contrivance is useless.
Fig. 149 is a bird's-eye view of the deck; Fig. 150 shows the canoe in
section, the port flap closed, the starboard open; the port weather-board
A 1 lying flat on deck, the starboard (A) standing up; Fig. 151 is a
view of the starboard side, the fore weather-board raised, the after one
folded down on deck.
____________ ___________ .. ___ ,
FIG. 151.
In rough water the skipper wears a macintosh coat, the body 'or
skirt of which is 2ft. long from under the arm, and 8ft. in circumference
at the bottom. In the seam around the bottom is an indiarubber cord,
which gathers it together and makes it fit tightly round the four
weather-boards and across the hatch and locker covers. A, small
beading across each of these prevents a.ny leakage under the macintosh,
80 that no water can find its way into the well. The fore-and-aft joint
by Coogle
of the flap deck and the gunwale can be made tight by a piece of sheet
rubber thick and aboat two inches wide, stretched as tightly as
possible over the hinges, and fastened. by two strips of brass, one screwed
to the guuwale, the other to the ftap deck, parallel to the jouit. The
O1"088-cnts in the deck can be made tight by pieces of soft com-
pressible rubber about tin. and lin. wide, each fastened. to the
ftap deck by a piece of flat brass of similar dimensions screwed on top
of it, the rubber and brass projecling lin. beyond the ftap" 80 that the
brass pre8898 the rubber on to the side deck when the ftap is closed.
Each deck ftap is provided with an indiarnbber spring, marked B in
Figs. 149 and 150 j this is made of flat indiarnbber cord about lin.
by fin. (obtainable at any waterproofer's), it;s ends fastened to the wood-
work of the bilge, and the flap by screw plates. When from frequent
use the rubber" gets slack, it can be shortened by loosening the screws
throagh one of these plates, drawing the rubber further under the plate,
and then screwing tight again. The springs keep the flaps closed tight,
and also keep them open when folded back to the full extent, but closet
the flaps when they are raised a little further than in Fig. 150.
The flaps can be opened or closed under the canoeist's macintosh
without any di1Ii.culty.* All the hinges to these fittings should have brass
otherwise they soon get broken or jammed, especia.lly in salt-water
cruising. The flaps should be of tin. mahogany, strengthened by a frame-
work of hard wood, or doubled transversely by a piece of lin. plank, as
they often get hard knocks j and they should be hang with the hinges
projecting -hths of an inch above the deck, 80 as to lie lin. above the
deck when open, otherwise they are liable to be wrenched off over the
cords leading from the mizen or the after centre-board. The hinges" must
not lie on the deck and be screwed down to the deck, bat must be
placed vertically in the fore and aft cut, and screwed into the side or
of the fla.p deck and the inwale.
In the event of a capsize, the macintosh coa.t fitted round the wea.ther-
boa.rds will at once become ree, 80S its Mldfast will yield to a strong
upward pnll .
.A canoe is 80 small, and the height of freeboard so little, that it is
impossible to keep the seas off the deck, when sa.iling in rough water.
It is therefore much better, for the sake of comfort, safety, and speed,
to recognise this fact, and fit the canoe to sail through, as well as over,
The ooat opens from the neak down the brMBt for only six inoheB, and ill fastenecl b7 a
double fold and two roWI buttons, so that no water oa.n bd its way throush. ezoept in
over the oollar. The ends of the sleeves have inner CUffB, gathareclround the wrist with india-
ubbar CI01'd, so .. to oIaap the wrist tightly and prevent aD.'1 water running up the arms.
Digitized by Coogle
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Digitized by Coogle
Spars and Sails of the U Pearl" Canoe. 441
the combers; and this is successfully accomplished by the macintosh fitting
around the weather-boards. There are many occasions when it would be
quite impoBSlole to lay a course across a tideway with a. beam wind and
lumpy sea without this ammgement, for the waves will break clean across
the canoe, which will lurch, occasionally coa.ming under, and would be
swamped in a very short time if the well were not completely battened down.
The hatch cover underneath is fitted round the sides with ledges
(0, Fig. 150), which fit outside the well-ooa.m.inge snug down to the
deck, and eo prevent any water getting into the fore part of the well.
BEFEBENCES TO .. PEARL' I'OB 1880.-PLATE LXV.
Ix SaDB Pulr.
II, Weather boards. (Bee Fig. 149.) 0, Bsmn.. (Bee Fig. 148.)
., Bod. (Bee me. 1'7.) ,. CeDtre-boud taok:Je. (Bee I'ig. 148.)
SPABS AND BAlLB o:r T1DII "PnBL."
Mr. Tredwen's mode of fitting a fixed or a lowering mast is to
have a trunk or case' (as shown by K, Fig. 152), m whioh the mast is
stepped. The trunk is lined with copper, to prevent any water finding
itS way into the canoe through this 'opening, and a brass pipe (0), from
the bottom of the case out through the keel, empties the water in the
same way as the valves in the bottom of a lifeboat. The mast is encir-
cled, at the level of the deck, with a square brass ferrule, to which the
pulleys for the halyards arid other running gear are fixed. The mast
can be raised and maintained in position by a forestay leading from the
masthead through a block at the stem head, or if 0 and B are both
double blocks, and the end of the rope D be made fast at 0 and then
led twice from 0 to B and back again, a sufficient purchase will be
obtained to raise the mast without' a mast-head stay. 0 is an ordinary
double block attached by a sister-hook to the ring in the litem head,
and B a eimila.r double block and sister-hook hooked to a thimble in a
grommet around the mast at B. When a forestay is employed the mast
must be well back in the boat, or else a bumpkin will be required to
take the stay clear of the 111ft of the sail, unless the latter is cut with a
great deal of peak, and a very small part of the ea.il on the foreside of
the mast. .A sa.il with a short yard, and slung 80 as to have a good breadth
top and bottom on the fore side of the mast, sits very well. The mast,
fitted with a heel rope, can be placed well forward in the canoe, and the
sail does not then interfere with the paddle, when both modes of propul-
sion are used simultaneously.
Digitized by Coogle
The mast tabernacle (Fig. 152) in length is about 17in., the depth
1ft., and the breadth 21in. at the deck, tapering to 2in. at the base. The
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FIG. lS:2L
case is linea and a pipe corner runs
water through the keel (0, Fig. 152). A piece of wood about 2in. shorter
than the tabernacle, dropped into it, serves as a chock to keep the heel of
the mast forward, when it is used as a lowering mast. The fore part
of the mast heel is rounded away, so that, as the mast is hauled up by
the tackle, ' slide down of the tabeLilLu}4j
front of the ehoek lying at the
When it to step the meLt Il4,&Sjering mast at th4;4
end of the wooden choch The m,eLY.
pivots on th4) which is held oeotehes or hooks sUS'sss",.'S;
to the deck at the after end of the tabernacle. On the aft side of the
mast (at D., Fig. 152) is a stout eye rivetted and brazed to the ferrnle.
To this is fastened a sister hook and about six inches of galvanised
chain, the other end of which hooks on to an eye on a brass plate
securely screwed to the deck at such a distance abaft the tabernacle that
end of oasu, to
a. piece of sheet
forward.
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Spars and Sails oJ the U Pearl II Canoe. 448
the chain is taut when the mast is hoisted and stepped by the (fore) stay.
The chain holds the mast against the aft side of the tabernacle when
hoisted, and aJIows its heel to rise ont of the tabernacle, and holds it
within 6in. of the lin8 of the deck l'hen lowered. This arrange-
ment is an improvement on the crossbar and hooks previously used.
The deck should be bound with brass along each side of the mast
tabernacle for the pulleys projecting on each side of the mast (E, Fig .
. 152) to slide on as the mast is being raised or lowered. The mast may
be stepped (but not as a lowering mast) m any part of the tabemacl8,
by means of two light wooden boxes (L L, Fig. 152), made to fit into
and fill the spaces on the fore side and the aft side of the mast. These
boxes, if placed both on the same side of the mast, will give it a fixed
step at either end of the tabemacle, or the mast may be stepped between
the two boxes. The facility with which the position of the mast can be
shifted is a great recommendation of the long tabemacle, as it enables
one to obtain a proper balance between the centre of effort of the sails .
and the lateral resistance of the canoe, whether a large or smaJI main-
sail is used. When the mast is not often required to be lowered, the
hoisting tackle and chock are unnecessary, and the mast can: be lowered
by merely lifting out the boxes and handing it
The sail (represented by Fig. 153, on iin. scale) is a cruising sail
with one reef hauled down, and the dotted outline shows the sail fully
set. The total area. of the sail is about 55 square feet, reducible by three
reefs, each reef containing 14ft., 13ft., and 12ft. respectively. The close-
reef, or third reef size of the sail, will therefore be 16 square feet.
The material of a canoe's sails should be as light as possible It washed
longcloth," one-yard widths joined together by seaming the selvages, or,
when obtainable, the same material in one width. This material is made
up to 10ft., but this width is not obtainable at any ordinary linen-
diaper's, it is made in about 60-yard pieces at Jl.bout 88. 6d. per yard.
The leach of the sail, from the peak (I) to the upper batten (J 1), is a
edge, to which the other seams run pa.rallel, the first seam taking
very nearly the line of the topping-lift. The sail is bound aJI round with
strong tape, the luff further strengthened by a piece of strong webbing,
about lin. wide. Tape and webbing are better than rope for the edges of
the sail because they do not smuk with wet like rope. There are three
(indicated by dotted lines) across the sail, one at each reef. The
easiest mode of applying the .battens is to have a piece of tape stitched along
both its edges to sail, thus making a pocket for the batten. Instead.
of the tape-seamed pockets; the Pearl has pockets made to fit the
battens loosely, and stitched to the sail across the side next the mast, so
Digitized by Coogle
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SINGLE REEFED MAINSAIL
DoUed, ~ ~ .-il. ~ Mil
Seed. Ire..
I'le. us.
Digitized by Coogle
Spars and Sails of the ~ I Pearl" Canoe. 445
that the whole thickness of the battens is interposed between the mast
and the sail so as to prevent the sail pressing ag8.inst the mast when
closehauled, with the mast to leeward; the 111ft of the sail therefore
never becomes a back sail, and the sail sets equally well on either tack.
The spaces between the battens are 2in. to 2jin. wider on the leach
than on the 111ft of the sail, so that the after end of the boom is topped
'higher as each reef is. taken in. Two openings are cut out of each
pocket, at K and L, in order to make fast blocks to the battens. These
blocks are made fast by grommets seized with fine waxed twine. At
each of the points J and M other blocks must be made fast. Across the
sail, up and down from K to K and L to L, strips of tape are stitched,
great care being taken to keep the tape slack and at a less tension than
Sa, i l
Sa-il Sail
PIG. 1M.
the sail, so as not to draw, or girt, the sail, and spoil its sit. Along
these tapes, and also on the luff and ;he leach, are rows of brass rings
(lin. outside diameter, obtainable at Nettlefold's, High Holborn, or at
W. Good -and Son, Arthur-street East), sewn on at intervals of 2in.
The rings for L L must be of larger size than the other rows, and of
stouter substance. All the rings must be made of rather stout wire, and
be smooth and ct clean" so as to caase very little friction on the running
gear. The running gear for each reef is in three parts. The first, of
No.1 flax sash line, which is plaited line (these lines must not be of laid
cord), is secured to the after end of the boom, and leads up through
the rings on the leech and the block at J, and along the batten to
).if, where it turns into a bight to form a strop round the block N, and
is securely seized, and then the line turns back through the block K,
Digitized by Coogle
Yacht ana Boat Sailing.
and forward along the batten, through the block M and the row of
rings on the luft, down to the boom, where it is made fast. The second
line is a short one; its end, B, is fastened to the strop of block N,
and it leads through block R clown the row of rings, and is made fast
to the boom. The third line, stouter than the others (No. 2 ftax sash
line), is made fast to the fore end of the batten at M, and, being rove
through the blocks N and L, down through the row of rings at L L,
through one of the parts the threefold block on the port side of the
mast, and back to the hand, becomes the tackle, by pulling which the
reef is gathered together at the leech, luft, and the points K K and
L L. All three reefs are fitted in the same manner, the ends of the
lines in the second and third reefs being attached to the battenB instead
of to the boom, as in the first reef. The arrangement of the ropes and
blocks will be more clearly understood by referring to diagram (Fig. 154).
The regular conventional reef points (:1:) are also tied to the battens at
intervals, as a reserve, in case of the reef tackle getting carried a ~ a y . *
It caunot be too strongly insisted that these running gears must be
made of plaited line, because if there is any twist or lay in the cords
they will twist up where the three parts join at N. Before being fitted,
the lines should be drawn through the hands several times to remove
any tendency to twist, well stretched, rubbed with boiled linseed oil,
and hung in a ourrent of air to dry for a fortnight, or if wanted in a
hurry they should be rubbed with beeswax, so that their smooth work-
ing may not be interfered with by wet.
The blocks required for each reef, of a sail about 60 to 80 square
feet, are four tin. at M J, and K K, and two 11in. blocks at N and L.
All these cords and blocks can be obtained of W. Good and Sons,
Arthur-street East, London Bridge.
The same reefing gear was applied during the spring of 1883 to a gig's
sail of 140 square feet, and was f011nd to work as easily ap.d smoothly as in
the smaller sails of a canoe. The blocks and cords were all of larger sizes
proportioned to the size of the sail. The sail was 12ft. wide on the foot.
A parrel of strong cord (varnished to prevent its shrinking with wet
or stretching with heat) leads from P to M on the yard, around the mast,
and a similar p&.Prel on each batten goes around the mast frOmM to K.
The weight of the sail is thus divided, and spread fairly over the length
of the mast when the sail is to leewaro, and a great amount of strain
is thus removed from the masthead.
There must be sma.ll wooden stops or cleats (P, Fig. 154), 'fastened
Clore must be ta.ken in cutting this gea.r, or there will be a. dillloulty in keeping the
Jlumeroua linea of the llDot lengtha required for ita BUflC!88aful working.
Spars ana Sails oJ the ~ c Pearl" Canoe. 447
----------'--------_._--- -.------
with small screws and seizings of thread to the battenS at K and L, to
prevent the grommets slipping along the battens out of place. The
parrels should be made with an eye-splice in each end, and one end
being passed around the batten at K, the other end is passed through
the eye and drawn taut so as to hold fast. (See Fig. 154, p. 445.) The
eye-splice in the other end is then looped over a hook screwed into the
f?re end of the batten at M, whence it can be unhooked in a moment,
and if the line becomes stretched and slack it can be shortened by laying
or twisting the end round, or by tying a shortening knot in it. In the
end of each batten there is ~ screw eye to which the blocks are grommeted,
and the ends of the reef-Hnes are led through these eyes and then knotted,
and the lines can be lengthened or shortened in a moment by shifting the
knot if it is found that either has stretched so that the reef does not haul
down snug aJl along, this is most easily done at the leach of the sail,
and it is very rarely necessary to alter more than one line at a time.
The downhaul is made fast to the yard at P, and leIWs through a
block fastened by a clip hook to an eye bolt on deck at R (Fig. 153).
The three reef tackles, and this downhaul, lead along the deck through
four eye-bolts (screwed into the deck) within easy reach of the hand, and
the ends.are knotted, so that they cannot go astray, buta.re always
at hand, when wanted. ThiS a.rra.ngement is convenient on a dark
night when everything is invisible, and prevents accidents. happening
from mistaken identity of the various cords. The downhaul is important
for g e t t ~ dbwn sails in sudden .emergency j also in case of an upset
the downhaul becomes essential to gather in the sail after the halyard
is let go, otherwise' the canoe cannot be righted without great difficulty.
As there is a great weight of water in the sa.il under these circum-
stances, the downhaul must be very strong, especially as the safety of
the canoeist may depend upon it. Some canoeists lead the end of the
halyard through a block on the aft side deck forward to the down-
haul block; and then up to the yard, so that the halyard and downhaul
are one, and by this plan they get rid of the sla.ck of the halyard when
the sail is hoisted, and of the downhaul when the sail is lowered.
The halyard is made fast to a hollow brass curtain ring running on
the mast, and then passed through a block stropped and seized to the
yard before passing through the masthead block. This arrangement
always keeps the yard well set up to the mast, and yet allows the yard
to lower down easily. (See Fig. 153, p. 4-44.)
The double topping-lift leads through two blocks, one on each side
of the masthead, just above the halyard block, and the ends are
knotted together and One line led down the mast through the second
Digitized by Coogle
sheave of -the pu11ey at the foot of the mast next -the halyard and along
the deck to a cleat, and by letting go from this cleat the sail, after
being lowered, can be dropped on deck. The topping-lift shonld always be
set up taut before reefing, in order to take off some of the strain from the
gathering reef line on the leach of the sail, and to prevent the boom
dropping into the water before the reefing gear has been hanled taut.
A line (8), which leads from the masthead through a block or thimble
on the boom, is fastened to a small cleat on the after end of tlie
boom, and this line prevents the fore end of the boom from dropping
when the halyard is let go while a reef is being hauled doWD, and is
essential to the proper working of this reefing gear. In large sails,
especially, it is better to have a purchase on this line by putting a block in
it about one foot above the deck, and making the part leading along the
FIG. 155.
boom a separate line, tied to the fore end
- - - ~ - - of the boom, led through the block in S,
and then through a block on the boom (at the
tack), and then to the cleat on the after end.
If S. is made a double line (like a topping lift)
it gathers up the luff sail (when lowered), and
this is perhaps the best mode of fitting it.
This jackstay or topping-lift at tlie fore end
of the boom prevents the boom from coming
doWD to the deck if the halyard is let go for a
gybe i without it the fore end of the boom
might catch against the stem head or the deck
and 80 pin the sail fore-and-aft, and cause a capsize.
The tack is made fast to an eye through a lug on the side of the
treble pnlley of the reef-lines (A, Fig. 155), or a block is grommeted
to A, and the tack being made fast to the boom leads through it,
and another block grommeted to the boom, and thence to a cleat at after
eud of the boom, or under one sheave of the pnlley to a cleat on' deck, thus
giving a purchase to the tack. The brass treble pulleys, ou the one
side for the reef tackles, and on the other for the main and spinnaker
halyards .and topping-lift, are rivetted to a square ferrule around the mast
at the deck.
The racing sail is represented on a smaller scale, lin. to the foot
(Fig. 156). Its area is about ninety square feet, and it is fitted with the
same gear as the cruising sail. .
Mr. Tredwen says It objection may be taken to the appearance of these
sails; that the foot is too narrow, the leech being rounded in too much:
but this much can be said in favour of a short boom and narrow sail i
Digitized by Coogle
Spar8 and Sails 0/ the "Pearl" Canoe. 44.9
the sail is less in the way of the paddle, and it is safer in squally weather
than a wide sail, as in a sudden puff a long boom dips into the water,
and acts as a paddle backing on the lee side to prevent the canoe lufting
up, while the water holds the sail aft like a belayed majnAAeet, and keeps
it full of wind. H the squa.ll lasts a minute, the canoe is almost certain
to upset under these conditions. A sma.ll sa.crifiaa of beauty is certa.inly
repaid by the safety acquired in a narrow sail." It Area for a.rea," a
low and wide sail imparts less heeling impulse than a high and narrow
one; but the results of the wide sails getting in the water are more to
I'm. 167.
ftACING MAINSAIL. (. '1fCiI . ~ I . .
I'm. 156.
be feared than the greater heeling impulse of the ta.ller, narrower sail,
which can be kept clear of the water, and a lofty sail is more useful than a
low broad sail in river cruising between high banks.
The spritsail mizen (Fig. 157) is :fitted with a brail, running from the
boom end through a row of rings up the leech, and through a block at
the sprit head (A), then down the sprit through a double block at the foot
of the mast at B, and then (leaving abont a foot or 80 of slack in a bight)
it passes around the other sheave of the double block (B), to the masthead,
G G
Digitized by Coogle
and along the top of the sa.il through a row of rings to the sprit end, where
it is made fast. A finger being put into the bight (D) of the bra.il, one
pull furls the whole sail (the sheet being let go); or, by pulling one line
only, the sail can be reefed into a jib-header. The sprit is run through
a tape pocket to insure a good sit of the sail when reefed to a jib-header.
If the sail is of size the one bra.il line along the head will not
be sufficient to make a neat stow of the reef. Two small blocks
(or thimbles) must be fixed to the mast about a foot below the head
of the sail, and a line- led through one of the blocks round the sprit,
through the sail (a hole being worked or eyeleted for the purpose one
foot below the sprit head), and through the other block on the mast.
The ends are then both made fast to the brail at a point so that the
bight gathers the sail tightly when the bra.il has hauled the sprit close
to the masthead block. The brails being fastened to the cleat on the
mast at V, the sheet can be untoggled and the sail stowed away, ready
to be re-set at a minute's notice, there being no halyards, tack, &c., to
adjust. This kind of sail ,has been found to work well up to 40 square
feet, and, although rather unsightly, it makea a handy mainsail for' a
Rob Roy, where the sail is set low. The canoeist can look under his
boom, by a pull on the brail, to see what is under his lee.
The Pearl is fitted with a U roller mizen," and Mr. Tredwen says
it bas these advantages: U It can be reefed down to any size required
to establish a balance of effort with the mainsail, and no sail can
be reefed so easily and rapidly, for there are no halyards and tacks to

be cast off or hauled in, and the operation can be performed
or without taking the skipper's eyes off his course ahead."
This sail has two booms; the upper one is round, on which
the sail is rolled; the lower one is so as to give great
FIo. 158. strength in the direction required, with a IJllllllD.um of weight.
A ferrule. J (Fig. 158). with an arm brazed on, is fitted to each end of
the oval boom, and in the top of each arm is a hole, in which the
spilea or axle pins of the upper
boom revolve. Riveted on the
ferrule at J 1 (Fig. 159) at the
fore of the boom, there is a

FIG. 159.
brass cheek block, through which
the cord A runs. The upper boom
or roller is of equal diameter
throughout its length. Two discs
of brass (A on the upper boom),
Sin. diameter, are brazed to a ferrule 1 lin. IonS', and make a reel, which
Digitized by Coogle
Spars and Sails 0/ the U Pearl II Canoe. 451
is driven on to one end of the roller, its other end being lightly ferruled;
two pins are screwed into these ends through the holes in J, and the
roller is. thus hung so as to revolve freely.
In cutting the sail, the angle of the luff and foot must be rather
less than a right angle, otherwise the sail in rolling down will wind
.'
..
.... - .. ----- - .. - ...... - ----- ----- .... _---_._----_ ..... .!;
_-=-=---
1'1&. 160.
over the reel and get jammed. The sail is bound round its edges with
strong thin tape, and two bags or pockets, closed at both ends, are
stitched across the sail, to hold bamboo* battens about lin. diameter.
These pockets are applied as in the cruising sail already described, so
that the whole thickness of the battens is interpos8d between the sail
Bambooe oan be obiained of C. J'arlow (lshIDg-rod maker). in the stn.nd, nllU' Temple Bu ;
or of WhitbJ. Baemett-Btreet, Linrpool.
G G 2
Digitized by Coogle
and the mast. The battens are of Cl Tonquin Cane," greenish-yellow
in colour, very light weight, and tapering very slightly. The ends of
these canes are ferrnled lightly and piugged with wood, and neatly
rounded off to prevent them outting holes through the ends of the
pockets, which are stitched up to keep the canes in place. The sail
being rolled down on the roller as far as it will go, and lashed round
by the tyers, P, on the yard, is snugly furled, and ready to be rigged.
The mast is first fitted with halyard blocks at its head and foot,
and a double topping lift, G (Fig. 160). The sail is then plac9d in the
bight of the topping-lift, and its fore end is supported by a line from
the mast head, made fast to the lower boom at K; the same line, con-
tinued down to an eye on the side of the mast just above deck, makes
the tack. A parral around the ma$f; is fixed to the yard from L to M,
and a similar one to theo boom from J 1 to N; and a block, B, is lashed to
the boom at K. Bome preparation must now be made for the halyard
and downhaul on deck. A screw eye-bolt must be fixed in the deck at
B II (Fig. 160), for a double block to hook on to; or, better still, a brass
double cheek block, delineated in the diagram. (Fig. 161), is slipped into
FIG. 161.
a couple of catches, C 1 and .C II, which are firmly screwed to the deck at
Bl and BI (Fig. 160). A screw eye-bolt E (Fig. 161) or catch is then
securely fixed in the side deck, about two or three feet forward of the
skipper's seat, to which a single block I (Fig. 161) is hooked. A
line (F) "is made fast to the tail of block I (Fig. 161) rove through
the brass eye of a very powerful indiarubber doorspring D, or a block
grommeted to the same back through the block "I," and then to a cleat
within easy reach of the skipper's hand. A single block (H) is seized
on to the other end of the spring, and everything is ready for the
ronning gear. The line A, which is halyard and downhaul in one (a
. piece of No. 1 i extra. super flax sash line), is made fast to the yard
near M (Fig. 160), and is led through the blocks at the head and heel
of the mast, around one sheave of B block, through the block H, and
then back around the other sheave of B, through". h ~ block B, along the
Digitized by Coogle
Spars and Sails 0/ the "Pearl" Canoe. 4153
boom, and through the cheek block at Jl up to the reel A. The
line A having been cut to the right length, the end is passed through
a hole in the disc which fornis the aft side of the reel, and tied in a
knot. The gear will act better if a square brass ferrole is put around
the mizenmast at the deck with an arm projecting one inch at right
angles on the starboard side, and a block grommeted to this arm. The
line A, after passing through the pulley B., should pass through this
block before leading through S, so that the line A may lead perpen-
dicularly from the block S, on the boom, to the block on the projecting
arm, otherwise the sail will always have an inclination to carry on the
starboard, hand-in light winds-because of strain_on the line from S to B.
The line from the mast head to the boom, and from the boom to the
mast at the deck, to serve as forward topping lift or jackBtay and
tack, to prevent the boom from dropping too low as the sail is being
reefed, or rising too high as it is being set must not be omitted.
For hoisting (having toggled on the sheet and cast off the tyers P),
a good pull on the line F will set the peak of the sail as shown by the
dotted diagonal lines in Fig. 160; the line F is then fastened to the cleat,
on deck. The line A now bears the same relation to the sail as the
cord to a window blind; pulling one side of the bight on deck hoists
the sail, and pulling the other side of the bight lowers it. The door-
spring, which must be a very powerful one, is necessary to keep the
tension right, for the bight of A A sometimes lengthens or shortens some-
what as the sail is hoisted or lowered. When the sail goes up, the
slack of the halyard A is rolled up on the reel, and is payed out again
as the sail comes down.
When it is necessary to take the sail off the boat entirely, it is
first rolled down as far as it will go, the peak remaining set (as shown
by the dotted outline in Fig. 160); the line F is then cast off from its
cleat, and the yard drops on to the boom in the bight of the topping
lift. The sail is then made up by being lashed round with the tyers P,
the tackle on deck is unhooked from the eye E, the block B is slid out
of its catches, the mast unshipped, sheet untoggled, and everything can
be stowed below, ready to be reset.
Mr. Tredwen says: It All this rigging may appear very complicated ;
but when it has once been fitted there is far less trouble in working the
sails than. when they are rigged in more primitive fashion."
The roller mizen is suited for sails of any size up to 40 square feet.
The Pearl and Lurline both raced with sails of this kind, 6ft. in the luff
and 6ft. in the foot, giving an area of about thirty-six square feet fully set.
A spinnaker ought to be set without the. canoeist leaving his seat,
Digitized by Coogle
and Mr. Tredwen's plan to achieve this is as follows: The material should
be fine in texture, so as to hold a minimum of water, dry rapidly, and
stowaway 4t a small compass when not set. The Pearl's cruising spin-
naker is as follows: foot, 6ft.; hoist, 7ft. by 9ft. Sin. The edges are
bound round with light tape, and all the corners doubled to give extra
strength where the strain is greatest. When the sail is not set the
spinnaker halyard is tied to the thimble on the main boom, through
which the topping lifts lead, and the hauling part is led through an
eye-bolt on deck within easy reach of the hand. The. tack leads
through a thimble on the fore end of the boom, and both ends are
me.d.e fast to an eye in the side deck within reach of the hand, or to the
same thimble on the boom where the halyard is made fast. The sail when
(}tzZ1uo 4 IIUUI".E1Ul4s
.JJPINNAKER SOOM"I
J'ICJ. 189.
stowed away is. rolled up, the three corners outside in readiness for the
halyard and tack to be hooked on. The spinnaker boom of the Pearl is
10ft. long, made with a fishing-rod joint in the centre for convenience
of stowage. The outer end has a hook (see Fig. 162), almost a com-
plete circle, which travels out along the sheet to the corner of the sa.il
as the sheet (or after guy) is hauled taut, or the hook ma.y pass through
cringle on the sail. The inner end of the boom is fitted with.a brass
boathook head, which hooks on to a loop of cord spliced to an eye on
deck at fore end of the well. If the ma.insail gybes over on to the
spinnaker, the inner end of the boom is unhooked from this loop, the
sheet is allowed to slip clear of the hook in the outer end, and is
passed around the mast by means of the boathook, and hauled in on
the other side. The sheet is then again slipped into the hook on the
Digitized by Coogle
Spars and Sails 0/ tke U Pearl" Canoe. 455
boom end, which is run forward till it reaches the corner of the sail.
The boathook end is then looped to the deck, and the sheet hauled
aft till the sail is set to the best advantage.
When the wind draws more abeam, the spinnaker can be made to sit
well by means of a guy made fast to the boom, and led through an eye on
the weather gunwale to a cleat aft, which, being bowsed down taut,
prevents the boom from lifting.
The standing lug is the sail generally adopted by beginners, because
it is that usually provided by the builder. There are a few details
whioh, if attended to by the canoeist himself in the rigging of the sail,
may make it much safer and more serviceable than is generally the
case. The angle of the luff with the foot of the sail should not be
greater than a right angle; 80 that there may be a good rise in the
boom, which makes it easier to paddle when the sail is set, and enables
the canoeist to see what is under his lee.
The masthead should be fitted with a halyard block in a long
seized ronnd the middle, 80 that it forms both the strop of
the block and the eye to fit round the masthead. A screw put into
the masthead just above the eye prevents it from slipping off; this
block is better than a sheave in the mast, because the halyard runs
freely and is less likely to get jammed. A toggle spliced to the end
of the halyard should fasten into the bight of a grommet on the
yard. Attached to the mast jnst above the deck is a double block.
The grommet around this block and around the mast must be short,
80 that the block sits close to the mast; this carries the halya.rd and
tack: Work an eye-splice in the end of the tack, and tie a knot over
the splice, which will prevent the eye running through the block and
going adrift. The mast being stepped, the halyard and tack should be
cut of sufJicient length to allow both ends of each be held in the
hand while sitting in the canoe. The hauling parts of tack and halyard
should then be led through two eyes screwed into the deck, within
reach of the hand, about a foot the fore side of each cleat, and the
. ends being knotted they cannot get out of reach.
When getting under way step the mast, and put the toggle of the
halyard (A) through the eye of the tack (B) (Fig. 168); haul taut both
lines on deck and cleat them. To set sail without quitting the seat cast
off the hauling parts of the halyard and tack from their respective
cleats, and with the boathook bring the other ends (which are toggled
together) to your hand. Loop these ends to the yard and boom, haul
taut the othe:c ends, and make fast. The sheet should lead through
an eye at the fore end of the well on deck, with a knot in its end
Digitized by Coogle
to prevent it from going adrift. To stow the sail let go halyard and
tack simultaneously, and haul in on the sheet.
To reef such a sail is easy, because it can be got into the well,
and the points tied down and the sail haoled out, and re-set very
quickly. It can also be very quickly shifted for a smaller sail of
similar shape. When the sail is taken oft' and stowed away, the tack
,
I
I
I
I
I
1
I
I
I

ill
\
\
\
\
\
,
\
\
\
\
\
\
\
\
\
\
\
\
\
\
\
\
\
1
t\
I \ \ \. \,
I'IG. 168.
and halyard should be toggled together, 80 as to be ready for use
again when required. It is very important that the sheet ahoold lead
through an eye on deck, and have its end knotted, o t h e ~ the
canoeist may find himself running before the wind, the sail flapping
about in front of the mast, and the canoe refusing to be brought head
to wind. A canoeist once found the situation still further complicated
by the boom, which was hooW to the mast (instead of tacked by a
Digitized by Coogle
Canoe Tent. 4157
line), becoming unhooked.; the halyard, which led through a sheave in
the masthead, was jammed, and the sail was skylarking about with an
apparent determination to capsize the canoe, whose skipper was
desperately lashing at the sail with his paddle. The screw-eyes, also
little brass washers to fit each size, can be obtained at Nettlefold and
Sons, High Holborn, or W. Good and Sons, Arthur Street East.
When designing a suit of lug sails, having made the largest and
planned a reef to reduce its area by, say, one-third, the second sail
should be cut 80 as to be a size smaller than the large one reefed.
So, when the canoe cannot carry No. 1 reefed, shift for No.2, whioh
should also have reef points, to still further reduce the sail area
when necessary. If the canoe carries a mizen-e.nd such a long craft
as a canoe cannot be properly handled, on a wind, without two sails,
besides which the carrying of a mizen allows the foremast to be
stepped well forward, so that the boom does not interfere with the
paddle-there shonld be a No. 8 lug (out a size smaller than the
reefed No.2) to serve as mizen. This can also be used as a storm
foresail on occasion. A stickler for symmetry of appearance would
insist on a lug mizen to match the lug mainsail in shape.; but if the
canoeist is willing to sacrifice appearances for the sake of convenience
it will be better to carry a sprit mizeu of the Pearl pattern, 88
descnDed on p. 449, Fig. 157. If symmetry of appearance be specially
desired, both main and miRn may be made on this pattern. The
largest sail of this kind that has been ~ e d on the Pearl was 40 square
feet, aud, if a larger sail is required, it will be better to adopt the
Ohina lug, with reefing gear, and the sail may be fitted with one, two,
or three reefs, as each canoeist may think fit.
CAKO. TKo.
When cruwng alone-and some of the most notable Canoe trips,
which have assisted 80 much to popularise the pastime, were 80litary
ones-it is too great a load for one canoe to carry a large tent, ground
sheet, and rugs. The labour, too, of dragging up the canoe, unloading
and carrying up the stores, becomes heavy and irksome when performed
single-handed. A good arrangement of tent, which can be set up on
the canoe afloat or ashore, is, therefore, necessary on many trips.; and a
description of one that has been in use on the Pearl during several
seasons may prove serviceable to canoeists.
There are several points to be studied. iu planning such a tent-
lightness of construction, head-room, snugness, and facility of erection
from within the canoe when afloat.
Digitized by Coogle
The lightest material lor the cover is fine cotton, oiled. Macintosh
is heavier, if of good quality, besides being more expensive. It is a
great convenience to have daylight to reaa.. by in wet weather, and to
be able to see what is passing around without having to disturb the
fastenings of the tent. Four rounds of glaas (about two inches diameter)
inserted in the cover confer these advantages. There should be two
holes drilled through each piece of glass close to the edge to insure their
being fixed securely.
Considerable head-room is required for cooking and' dressing; 'but
to ride safely at anchor while sleeping, it is necessary to have an
arrangement for diminishing the size of the tent before turning in.
The framework on which the tent is supported is of bamboo, which
gives great strength with a minimum of weight; it consists of a ridge-
pole; two uprights, one at each end of the well; two curved pieces of
bamboo, one a.t each end of the ridge-pole, to act as end frames; and
three slips of oak to spread. the roof between the end frames. The
ridge-pole is jointed for convenience of stowage. The uprights con-
sist each of two pieces of cane telescoped like a Japanese fishing

;
PIG. 1".
rod (Fig. 164). A brass pin (0) on a lanyard, when passed through the
hole in the middle of the larger cane, keeps tlie inside cane raised.
The ends of the canes are ferruled, and the top of the smaller cane is
fitted with a crutch to carry the ridge-pole. The aft upright is stepped
in the mizen-mast case, and the fore upright passes through a grommet
on the coaming at the fore end of the well, and a spike (D) in its foot
fits into a hole in bottom boards.
Each end of the ridge-pole is fitted with a square ferrule to fit the
crutches of the uprights, and to these ferrules -are fitted the curved
end (Fig. 165). Each end frame is surrounded' at the middle by
PIG. 165. PIG. 166.
a brass ferrule, to which is brazed a. square socket to fit the ferrole
on the end of the ridge-pole. On the reveNe side of the ferrule from
the socket is a screw hook (E), and a similar hook is screwed into
each end of the frame (F).
The three slips of oak (Fig. 166) are liiu. wide by -hiD. thick, thoir
Digitized by Coogle
I
J
Canoe Tent. 459
ends bent by steam, and they are not shipped until after the roof has
been put on.
The teut cover or roof is shaped as in the sketch (Fig. 167), and is
strongly taped along the ridge, and across each end at the dotted lines.
The uprights being erected at each end of the well, and the ridge-
pole, with its end frames fitted on, being laid in the crutches of the
uprights, the tent cover is brought out of the locker, the grommet at
the after end of the ridge-line (1) is fastened to the hook on the aft
side of the end-frame (E, Fig. 165), and the corresponding grommet is
looped on to the hook at the opposite end of the ridge-pole. The
,"H
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:
..
"

ii ii,'
" '
; ici
id .,
n 8 ::
:!
\;
:; !:
,
Pm. 1.7.
grommets at 2 and 8 are then looped on to the hooks at the ends of
the frames (F, Fig. 165), and the grommets at 4 and 5 are fastened to
catches (Fig. 168) on deck, constructed of a hook (passed through a brass
plate and bratled), which can be closed by a brass catch to the
plate, and turning rather sti1Hyon its pin (Fig. 168). The other side of
the tent is similarly fastened, and the corners (L L) tucked in and tied
together. The pieces of oak are then slipped between the ridge-pole
and the cover, an.d the roof is complete. A lacing to the lower edges
through eyelets or rings in the cover and eye-bolts on deck makes all
snug. It. will be' unneooSBarY to explain the detail of
the tent, beyond saying that the pins are drawn out of the' ''',
holes in the uprights, which .then telescope and a second . ,
set of grommets at proper mtervals on the 8ldes of the cover .
are hooked down to the catches on deck. The small sprit mizen FIG. 168.
is very handy for this' work, as it can be unshipped and stowed away
in a moment to make way for the upright of the tent, and can be shipped
again as quickly next day.
The gla.as windows (W) are very ad't'aDtageous, and enable one to
make sure, by observation, that the anchor is holding, or to see the
'Di9itized by Coogle
I
460
O&DBe of any unusual commotion, without having to get up and raise the
side or end of the cover.
If any canoeist should consider this mode of setting up a roof to
be elaborate, and should object to the necessity of carrying a spar on
purpose to serve as ridge-pole, a somewhat similar cover, but narrower
at the fore end, and both ends .pUt like the door of an Alpine tent,
can be arranged to fit over the mast as a ridge-pole, the mast being
lowered part way, and lashed to the mizen masthead, the Cover passed
over the mast, and spread by the bent pieces of oak lashed at intervals
to the mast. This shape is specially suitable for riding at anchor, 68
the fore part of the tent is low, and opposes a very small surface to
the direct action of the wind. When camping in the canoe, the hatch
covers, u.nshipped and laid upside down acro88 the coaminga, make a
v ~ r y convenient table, and a small fl Cyclops lamp II (from the Stella
Lamp Company's Depat, Oxford-street) at the fore end of the well
will illuminate the whole tent. This lamp is very convenient, being
collapsible, and can be hung from the top or the back. The stores and
cooking gear should be carried in one or two boxes. The Pearl has
two, &towed one each'side of the fore centre-board case, at the fore end of
the well, so as to be readily aooesaible. The sides of the boxes are fitted
with braBB trunk handles, and the tops covered with very tight-fitting lids.
Bedding: A down quilt, made to the shape of the canoe's floor, is
a comfortable thing to sleep on, and a large maud makes a nice
covering. The bedding can be stowed in a very small space if
carefully rolled up, fastened round and &er088 by leather straps, which
can be tightened up till the bundle is compressed into the smallest
possible compass. The clothes bag serves as pillow, and the .whole kit
is kept dry during the cruise by being tied up in a double-mouth
waterproof bag, made large enoogh to fill the whole of the after-locker.
It not only serves to keep its contents dry, but, in case of a spill,
:6lle the locker 80 completely that very little water can get into that
compartment, even if the slide bulkhead is not perfectly tight; and,
laid under the down quilt, it also helps to take off the hardness of the
bottom boards, and keeps down the damp when sleeping; and in a
very cold night the bag is a very warm berth to sleep in.
HUMBER CANOES.
Mr. G. F. HOLDS, of Hornsea, near Hull, thus describes a canoe he
designed and built for the neighbourhood (see Plate LXVI.):-
Since she was 1aunched; early in June, 1888, I have found her
to be a very capable little craft, both for rowing and sailing, and also good
Digitized by Coogle
'1
\
Humber Canoes. 461
at beaching. She sails well on a wind, and is quick and sure in stays.
She differs from most of the canoe-yawls which I have Been and have had
experience of, in the position of the well. I was at first afraid that it
would be too far aft, especially for rowing, but the boat has herself proved
that it is in the right place.
When there. is a passenger also he does not put the boat down
by the head, but is nearly at the centre of length of the boat. She
is not too heavy for one man to haul about on the beach with a
roller and without the centre-board. This latter weighs some 70lb.,
and is fitted, as is also the lowering mast trunk, on Mr. Tredwen's
plan, as already described.
For sailing with the oruising sail Mr. Holmes seldom uses any ballast,
the centre-board being snfticient i but, with the racing sa.i1, he generally
has somewhere about a hundredweight of gravel or sand in bags. For
1884 he intends having a larger cruising sail, as the present one is too
small. He tried a lug sail without battens, but greatly prefers the Ohina
sail.
The fonn.ro. seat can be put either about 6in. above the bottom of
the boat for sailing, or 2in. below gunwale for rowing. The
after seat is well down in the boat.
The connection between rudder and deck-yoke is made by a piece
of brass rod, lin. thick, bent into square hooks at the ends. The
outriggers are of wrought irori, lin. thick (a pair whioh I first had, lin.
thick, were not strong enough).
Mr. Holmes says his boat won four first prizes during the summer--
two sailing, one rowing and sailing, and one rowing, beating boats with
more beam, and also a longer boat without centre-board. She has thus
proved herself the best all-round boat of this olass in the neighbourhood.
Mr. Holmes says no better boat could be had for crnising single-handed, as
she is large enough for carrying stores and sleeping on board, and small
enough for easy transportation, and will just go into a railway van.
She was built by a 100aJ man, and the cost of ,building was moderate.
The leading measurements are as follows :-
Ialgth utreme .. , ..... 1'0 I ...................... , ......... I
Bea.m utreme . , '1' 1 11 , ........ 1 1.
Depth in bow ... ' .............................................. .
Depth in midship ... _., ...................................... .
Depth in sterD ., ............................................ ..
Bow to alt-end mast trunk ................................ .
Bow to fore-end oentre-boa.rd cue ....................... .
Bow to aft..end oentle-boald oaae ............... ; ...... ..
:BOw to aft.encl well ........................................ ..
Bow to rowlook .............................................. ..
14ft.
11ft. 4iD.
2ft. lim.
1ft. 4iD.
1ft.
Sft.
"t.
7ft.
llft.8in.
9ft. 8m.
Digitized by Coogle
Outside keel ........................ ........................ .. .bout liD,
Centre-board _. DUUosuY . ... ..... .... ... ... ...... tin.
Lowering _t tnmlt ....................... , .. , ......... 18iD. 10lIl'.
Budder .,. ... ... ... ... ... ......... ... ...... ......... ...... ...... 1ft. 6iD. wide.
Soulla ............................... .. ... .. . ... . .. .. .. 8ft. 10lIl'.
Area. raoing maiD...n . '" . .. .. . ....... 120 1Iq. ft.
Area. oruiaiDg CP-t) ... ... ... ............... ............ 58 1Iq. It.
Area. oruiaiDtr (propoeed) ..................... ...... ......... 70 1Iq. ft.
Are. mizen.................................. ........... ......... .oout 1511q. ft.
TABLE OJ' OJ'J'SETB OJ' CASSY (PLATE LXVL).
0 1 2 8 40 5 8 7 8 9 10 11 12 18 140
- - - -
in. In. Dr. In. in. in. in. in. in. In. in. in. in. in.
Half brea.dUla gan-.le -
61
111 15
~ ~
18t 19i 191
1 ~ ~
19
1st 17 14t
~ 12m. lenlliDe .........
-
40 81 18i 18 19 19i
l ~ t
1st 18 181 1st
8in.
... ..
......... ~
I
at 7t
12
1 ~ 1
~ ~
18 17 17 Iii 13
:t
40
8in.
.. .. -
8 11 15 1401 18t 11j
71 i
Height. .boTe level J
2ii 22t 20t 181 17t 161 16j
151 151
lS1i 18
16t 17i 19i 211-
liDe of ganwale ...
Undereide rabbet ......
Sf
40 8j 2i It 1j 1 1 It It It
2i
8
CLYDE CRUISING CANOES.
Prior to the esta.blishment of the Clyde Canoe Club in 1874, t ~ e r e
was no settled class of canoe on the northern waters, and Rob Roys were
the only craft in which any cruising was done. In 1874 the Rambler
was built from the drawings in Mr. Baden Powell's" Canoe Travelling,'
and Mopoon, Bothnia, and Wren succeeded. Unlike the Rob Roy or
Nautilus, she might be caJIed a cross between a birchbark and kaiak,
and, as will be seen from the drawing (plate LXVII.), she is built with
very hollow lines, a.nd the ends are too fine to accord with an English
canoeist's idea of a cruising canoe, and are, indeed, finer than the ends
of Clyde canoes, although many of them are 16ft. and 17ft. in length,
with 32in. beam. The Wren cannot, therefore, be taken as typical of
all Clyde canoes, but rather as one of many not very distinct types to
be met with on the Clyde.
One of the most important things in the build of a. canoe is to have her
built so as to keep the inside as dry as possible. For that purpose the idea.
of building canoes with sheer was adopted first in the Nautilus. The Clyde
canoes have a similar sheer, which commences from the bow, and rises in a
gentle curve to the requisite height necessary to keep her nose out of the
waves, and, with the assistance of a slight flam, the advancing waves are
gently thrown aside, when otherwise they might have been on deck.*
BuDders of Cl:yde cmwee E8 111'. W. Ogle md 111'. W.IIaoaJiater. D1unb.rton. the prioaa
vMJing from 121. to 151. The aaila E8 made b1 Hr. Maokenzie, Gre.ook. The LiV. one of the
beat cqde 0101108II ...... b1lilt by Mr. Ogle.
Digitized by Coogle
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Jig ~ e l ly J .1\ ~ '-
Digitized by Coogle
Clyde Cruising Canoes. 463
The principal dimensions of the Wren are: Length over all, 14ft. 6in.;
beam, 2ft. oiin.; depth, lOin., measured from under side of garboards to
top of sheer strake amidships. The planking (five planks on each side,
top strake being teak), is white pine, lin. thick, clincher-built. The
deck is, by preference, mahogany, lin. thick, and is put on in four pieces,
fastened with brass screws to strong deck beams, and carlines l'1lDlling
fore tmd aft on port and starboard side of canoe. By doing ifO, one
portion of the deck can be lifted for internal repairs without disturbing
the rest ot the deck work. Bow and stem posts are of mahogany, and
keel of American elm; water-tight bulkheads forward and aft, with one
sliding bulkhead at aft end of well. The mainmast is stepped 2ft. 6in.
from perpendicular of bow, and mizen 8ft. 6in. from perpendicula.r of
stem.
The greatest beam is parallel for 1 Bin. at centre of canoe, and the
after end of the well is 20in. aft of centre of canoe.
At aft end of well, behind sliding bulkhead, there is a hinged hatch
giving access when afloat to a commodious locker; and on aft watertight
compartment there is a small hatch, usually made from 7in. to Bin. square,
giving access to locker, where lamps and other such like articles can be
stowed when 6ofioat. From the foot steering gear to the mainmast step
there is also good stowage room for tent, meat tins, bread box, and
whatever else of that description may be required.
By keeping the mainmast well forward. the canoe is supposed to lie
better to the wind than if it were, say, 1ft. or 1ft. 6in. further aft. With a
keel of ltin. in depth, she goes well to windward, and, having 2in. rocker
fore and aft, caD be put about like a boat without using the paddle.
The masts are stepped into square sheet-brass sockets from 9in. to
lOin. in depth, liin. square at the deck, ana tapering to lin. square
at the bottom. These sockets are watertight, 80 no danger arises from
their being full of water. Watertight bulkheads are made a close and
tight fit to their respective sections, and are bedded down with red or
white lead. They are cut out of half-inch pine; if made much thinner,
they are liable to get stove in when spars are stowed below, or when
baggage is too energetically shoved fore and aft. The sliding bulkhead
is the width of the well, and made to slide into a tapered groove, and,
like the other bulkheads, is made of half-inch wood, but by preference
mahogany. The ribs (which are tin. by lin.) and timbers are spaced Bin.
apart, and, with the exception of those within the well, are made of
American elm steamed and bent to position. The tt well" timbers and
knees are clean grained oak bends, and cut to fit the cross sections. If cut
from natural bends they will be all the stronger. The coaming round
Digitized by Coogle
the well is ma.de of lin. elm. This wood is by far the best where the front
part of the well is curved, otherwise oak, n:m}iogany, or caw have been
used. On one side of the well, under the deck, is a chart locker about
2ft. long, and occupying the fnll Width from the roaming to the gunwale.
The forma.tiou of this locker tends to strengthen the well amidships, as
it is impracticable to have short beams joined to a carline. On the other
side (starboard) is fitted a slight shelf or open locker, likewise giving extra
strength to the deck. This is useful to hold pipe, handkerchief, and other
light and often-needed articles. .
BEFEBENCES TO PLATE LXVII., "WREN" CANOE.
PIG. I.--8BUB PLur. PIG. D.-B.aTlOB .6.T B. TO C.
II lI, JIIIIoiDmaat. T, timben In weD.
lI, miMnm.... H, top of hatah,
H H', hatah.. B to B,IIlidiDg bulkhead.
W T B, watertight bulJtheads. 9 G, 8tretoher and foot eteeriDB rear
S B, eIidiDg bldJrheada oomblDed.
S G, BteeriDg par.
lI'IG. m--cm: PLur.
H H', hatohee.
W T B, water.tlght 1m1lrheads.
B B, IIlidiDg bulkhead.
FIG. nn.-BoDY PLur.
B B B, ribe.
T T T, timbers In weD.
PIG. V.-BVDDmI PLur.
ft.1D.
I.aDgth over all ... ...... .. ..... ... ... ........... ............... ........ ............ 141 8
Beam ............................. ,...................................................... S Ii
Depth, centre of well deolt to garbo&rds...... ..................... .......... .... 0 10
Sheer fON from gunwale .t a.midahipe .. ....... .................. .. ....... ...... 0 8
Centre of ma.iDmaat to perpendicular of stem ................ ..... ...... ...... S 8
Centre of mlsenmMt; to perpendicular of &tern ... ..................... ... ...... 8 8
Aft end of well from oentre of oa.noe ............................................. 1 8
I.aDgth of oa.noe well ....................... , ...... ............... ... ...... .... ... 8 8
Width of well aft ..... , ... ... ... ... ...... ... ... ... ............ ......... ... ...... .... S 1
Diameter of oIrc1e of well .t ION-end .................................... ;.. . .... 0 9l
Width of hatch .t; alter-end of well ............ .. ........... ........ ............ 1 10
Width .t alter-end of hatoh......... ........................ ... ...... ......... ...... 0 11
Height .bove deolt of hatch......... ..................... ......... ......... ......... 0 Ii
Width of hatoh on e.fter..loolrer ...... ............ ...... ..... .............. ......... 0 7
I.eDgth of hatch on a.fter..l00kar ................................................... 0 7
Height of well -mp ....... ........ ...... ......... ........................ ...... 0 11
QLYDJII QaoJII FITTINGs.
The diagrams in Plate LXVII. to a great extent explain themselves.
Fig. 169 shows details of the rudder arrangement, half fnll me.
The rudder mountings are all brass. The rod C is lin. diameter,
and is shaped to the curve of the stern, and is ma.de fast to the stern-
post by means of the flat and tapered pin A and the clamp B.
Digitized by Coogle

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Digitized by Coogle
Clyde Canoe. Fittings.
465
----_._------------
Two clips similar to D are fastened on the rudder top and bottom.
The'se clips have a fin. hole bored in them, and a slot cut out to clear
the flat pin A when the rudder is being shipped. The pin A is lin. full
thick, and when shipped the clamp B keeps the rudder in the position
required. This is the simplest and neatest
way in which rudders can be fitted on
curved sternposts.
Figs. 170 and 171 show two very
common methods of rudder connections.
In Fig. 170, A is a brass rod, which is
dropped through the brass eyes B B, the
eyes on the rudder being at a shorter dis-
tance apart than those on the sternpost,
so as to prevent the rudder being lifted
out of position by the waves.
Fig. 171 shows the common pintle
arrangement.
Fig. 172 shows the Wren's stern
squared. The false sternpost is shown by
-
\
FIG. !69.
A, made fast to the stern by means of square pintles in square sockets
at B B. The rudder can then be fastened to A, either according to
Figs. 170 or 171. C and D are guards of sheEfti brass, placed so as to
keep weeds from catching the rudder or false sternpost.
The rudder is worked by the foot steering gear with brass chain,
copper wire and brass wire cord having been tried in succession between
the rudder and foot yoke. Brass chain answers well, never kinks, and
takes up little room wben gathered up. 'role chain leads to the foot
yoke nnder the deck, so as not to hamper the deck with gear lying
in the way of often-used ropes.
1111 . ..-
FIG. 171. FIG. 1711.
The hatch or well covering was originally of wood, similar to those
still in use on the Clyde. It was not fastened in any way to the WAll
11 B
Digitized by Coogle
,
,
---- -- --- - - ----------------
coaming, but had simply a counter coaming of elm, fitting over well
QO&IDing. This hatch is made in two pieces, w h i ~ h are joined by leather
hinges, so that the whole well need not be covered in. H wanted, the
whole hatch could be removed a.nd placed either forward of the well on
deck, or on top of locker aft. At present the hatch or apron......in use is
that used by the Mersey Canoe Club, and similar to that described on
page 395. It is of waterproof cloth. This cloth is fastened to battens,
in length equal to length of well; a.nd to keep the battens in position
a strip of mahogany is nailed to the deck along both sides of the well,
a.nd the battens are jammed between these strips a.nd the coaming. At
the fore- end of the well is a.n indiarubber C?0rd lin. to lin. thick, which
keeps the front portiou of the apron close to the coaming at deck.
CANOE PADDLB.
For the propulsion and guidance of canoes the use of the paddle
IS the primary method. Mr. King's paddle is 8ft. long, and can be divided
into two lengths at its centre by a brass ferrule socket. In putting together
the blades are placed at right angles. The supposed advantage gained by
one blade being feathered is that, in paddling against a head wind, one blade
cuts the wind while the other does the work. A slight movement of the
wrist is all that is necessary to perform the feathering operation; it does not
tire the arm, and, when once acquired, is ea.sily kept up all day. The
paddle shaft is 11in. in diameter, and the blades are 15in. long by 8in.
wide; an indiarubber ring close to each blade serves to keep off trickling
water.
CANOE CRUISING.
For clothes, the canoeist may be advised to take an every-day suit
for wearing ashore, as well as his usual knickerbockers, stockings, shoes,
jersey, and cap for wearing afloat. For provisions, should the cruise
be intended to extend over a couple of weeks, in localities where shops
are never heard of, an extra supply of everything should be takQn, but
not so much as to have a superfluity of anyone thing. Tea, coffee, or
cocoa, according to choice, can be taken; preserved milk,- bread, butter,
tins of meat, soup, and fruit; matches should be kept in a.n empty
pickle bottle; corkscrew, and many other little articles which !,uggest
themselves to the requirements of the would.be 'Voyageu'l'; but it is a
w.ell.known fact that the oftener one goes cruising, the fewer unneces-
saries are taken.
In almost every instance, each member while afloat is seated on a
cushion about 2in. thick, 20in. wide, and from 2ft. 6in. to 8ft. long.
These cushions are covered with American cloth (waterproof) and stuffed
Digitized by Coogle
i
I
PLATE ~
I
Digitized by Coogle
Canoe Cruising. 467
with hair, and in the evening, when the tent is pitched, make admirable
couches for repose.
Sleeping costume is perhaps the most variable of all oostumes, and
the novice to a great extent has to please himself. Some put on a
complete suit of clothes, roll a thick mu1ller round the throat, and put
on a double supply of stockings. Others, a.ga.in, envelope themselves in
. a Highland 'cloak, having on a. spare boating suit; others, who carry
railway rugs, Scotch plaids, or the common household blanket, don a
nightshirt; while some sleep in sacks, with only their heads visible.
The following is a description of a sleeping costume or pyjama
introduced by Mr. T. H. Holding:-
Fig. 173. This is the upper, or body part. The arrow line C is in reality
the It construction" line. Begin by drawing, at right angles, the top or
shoulder line, D. The 3in. back finds the side of neck; 18 is the full
width of the right half. The 4i back from line D is for starting shoulder
16Ut,.

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u 1,
L. ......... ... n ........
FIa. 178.
slope, which is continueci to Sin. down from D angle. From the Sin. down
mark 9in. down for armhole, to which a Hap, with a hole and button, must
be fixed. This is to allow the arm. to come through. These can be kept
buttoned for warmth or left open for ventilation, desired, and to suit the
night. The line C is the front edge, the dotted line the large hem or
facing piece to turn back from the buttons to be set on down the right
edge, and for working the holes in on the left edge. The full length
of the body part is 25iin. j the front of neck 8in. down from X. .All the
stuff between parts marked It 8in." and It "lin." on top line must be
pleated. on to shoulder strap, whilst the same between B and A on bottom
line must be pleated on to the top of the trousers marked B A. The back
part of body, in the same way, to be fulled on to the top of back part;
of tro.u.sers-A to E.
The back of body or upper part.-This is cut precisely the same as
the front, save that the neck part comes square 8Cl'Oas to X, and the
BB2
Digitized Coogle
468 Yacht antl Boat Sailing.
centre seam behind to dotted. lines, which allowance is liin. beyond line C.
This liin. allowed on the. back must be pleated on the shoulder strap
between F and G.
Fig. 174. Draw base line (arrow). Square up a.t F liin.; go outi
towards sharp end 4in., and at this place mark up 2lin. From latter
to the pointed. end intersect base line at l2in. from F.
Fig. 175. The hood is made of stont Saxony flannel or of the water-
proof or tweed mackintosh, same as the rest of the dress. Soft material
is to be preferred, for these reasons: The head and neck should not be
irritated by it, and then on oppressive nights, when even the whole
dress would be worn unbuttoned, the hood can be left loose oft the
head, and yet would not be felt as a lump or bundle at the back of the
neck. To get its shape, draw line C square at top, and then mark
out on this line 4lin.; go down 4lin., then 12in., then l8in. From 12in.
mark out towards you l8in., and fill in curved lines to shape of diagram.
The dotted lines are to indicate where hem or tape are to be placed. for the
1ZIn.
1JiIt,
FIll. 174..
FIG. 175.
cord or strings which tie it round face and under the chin. The lower
curve must be sewn up to point "18in."
Fig. 176. All parts of the pyjama are found from the centre line C.
The full length is 421in. from the square line, starting from the ring O. To
form the front part mark out forwards lOin. At the bottom forward mark
9in.; then draw a straight line from the points lOin. a.nd 9in.; mark down
from 0 21in. to find actual top, 'and l8in. down to find the fourth. On this,
the second oblique line, mark out 4in. from the line D, then put in curved
lines as shown. The back half of the trousers is formed in the same
manner. The bottom goes out 9in. and the top lOin.; a straight line is
drawn from the 9in. to the lOin. mark. Out from this straight line mark
6in. for lower point of seat, then fill in curves as shown.
The pocket hole should be liin. down from top and 6in. long. It
must have a flap, with holes and buttons, just as the coat. This is also to
serve a double purpose-that if one sleeps in trousers, the pockets can be
Digitized by Coogle
Canoe Cruising. 469
got at, and the :8ap may be left unbuttoned if desired, or needed for
ventilation. On to the front or fiy of trousers a piece must be sewn on for
the buttons, and another piece on the left side for the button holes, each iu
width to correspond with the pieces already mentioned as to be left on the
coat for a like purpose. Along the waistband a piece of broad tape must be
sewn on inside, and through it a waist string or cord rove, to hold the trousers
9zn..
8Ue,.
176.
secure to the waist. A small slat or hole should be left 2j-in. back from front
edge, through which the waist strings must pass out into.band, as shown.
Fig .. 177. To cut and fix Fig. S draw perpendicular line C square
from same at bottom; come forward 14m. +
At heel mark up 6in. and go in from
straight line fin. for actual pattern. From
this fin. mark still forward the width of half
the bottom of the trousers, 9in. Make the
height up 8in. from bottom line, and shape
88 indicated. The front or raised part of the
sock should be fixed to the centre of the front
side of the trousers at D, and sewn on all FIe. 177.
round. Perhaps it would be better to leave 'a few inches across the
instep (see shaded line) open permanently for ventilation.
This dress is designed for a man 38in. chest, 84in. waist, and Sft. 6in
high. Actually the body, both as to width and length, would suit a taller
and stouter man. In making alterations a simple plan would be, add on
to the length at bottom, raise the tapes, and throw all the needful extra
width in down the side, line E. If possible cut this from the double of
Digitized by Coogle
'470 Yacht and Boot Soiling.
the stuff, so as to avoid a seam at side of leg. In speaking of the con-
of this garment the word "sewn II is used. A mackintosh
maker would use the solution by which usually waterproof garments are
put together. Mackintosh paste is liable to perish, yet as a role 1aats
out the garment whose seams it joins. In this case, however, we do not
want absolutely water tightness nor air tightness, but proof against cold-
ness. As this is so, seams sewn by hand or machine would be more
durable, and would give a modicum of ventilation at the sa.me time. Mr.
Holding suggest to any boating mau who contempla.tes getting this dress
made, that he purchase about five yards of unbleached ca.lico at 2fd. or
so per yard, and, after working out the patterns from my figures, cut,
get tacked together, and try on' the whole thing, to make sure it comes
up to his expectations as to style, fit, and so forth; whilst the practical
experiment I here' recommend would give him a chance of adding any
improvement of his own. The cost of the dreBS may be as low as 258.,
or a guinea and a half, but to secure good stuff and work I should
venture the opinion that it could not be got under two guineas.
To CLYDE TBNT.
Some canoeists who indulge in river cruising prefer to sleep on
board their craft, sometimes afloat, and sometimes on -shore. Truly the
simplest style of camping out alone is sleeping in the canoe. SleepiDg
on board, adoat or on shore, is, however, a thankless job, and there is
not the comfort or satisfaction that arises from the use of a tent. The
canoe is, for sea cruising, too unstable for such use afloat, and is seldom
designed for such use ashore, although it may have the recommendation
that dryness of couch is thereby obtainable. For general comfort and
satisfaction, a tent on shore is truly the AM qua, non for sleeping in.
A tent must have many qualities; it must be light to carry, simple
in its erection, free from draughts, strong enough to stand up in a gale
of wind, and, above all, perfectly watertight. The members of the Clyde
Canoe Club cla.im that the Clyde tent combines these qualifications, and
no true canoeist who has once slept in a Clyde tent cares to try any
other design. Its most essential item is clryneBS interna.1ly, in the heavieS
rainfall. One great feature is the simplicity of its construction, in that
the floor, walls, and roof are in one length of cloth, sewn together ali
the floor edge.
The tent shown in the dr8.wing is made suitable for the accommodation
of two canoeists.
Fig. 178 is a drawing of the floor or ground sheet, walls, and roof,
extended 01' unrolled before setting up.
Digitized by Coogle
Tke Clyde Tent.
. Fig. 179 is a view in elevation of one side of tent.
Fig. 180 is a view in elevation of the back of tent.
Fig. 181 is a view in elevation of tent door, shown closed.
Fig. 182 is a. detail from Figs. 179 and ]80. .
Fig. 183 enlarged view of A, galva.nised tent pin, in Fig. 179.
FiIJo 184 an enlarged view of R, Fig. 179.
Fig. 185 is a detail of tent pole.
Fig. 186, canoe lamp.
471
These illustrations will now be considered in deta.il, so that the
construction may be better understood.
The comer letters in each view of tent are all intended to correspond
with each other. .
In Fig. 178 B to F, or the rectangular piece B F M Z, is the floor
or ground sheet; E F L M and L C B P, walls; LED K, and D K C L
the roof, K to D being the ridge; V is a. ventilator. The strip marked S
B _"111 ..
. .Lao. d .ZMr.......w. ,-r.f'-I:P
FIG. 178
. A1NI/Ufl''---.
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FIG. 180.
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FIG. 181.
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is for hemming or counter-hemming the back and front ends of tent to
floor, walls, and roof.
In Fig. 179 D K is the ridge; DEL K, one side of roof; E F N L,
wall; F N, edge of ground sheet; 0, ridge pole (horizontal); G, tent
. pole (perpendicular) and back of tent, placed close to the tent; H, tent pole
at door, sometimes 12in. or 18in. from front of tent, to allow free ingress or
egress to tent; V, ventila.tor; R R R, gay rings; S S S S and A, tent pins.
Fig. 180, D, ridge; C D and D E, roof; C Band E F, walls; B F,
ground sheet; I, gay ropes; P, tent pins; - V, ventilator shown open-
when required to be shut, a cord leading to the inside oloses it.
Digitized by Coogle
Fig. 181, D, ridge; C D and D E, roof; C B and E F, walls; B F,
'Boor; D G, door shown shut, with eyelets for lacing same; when open,
a space equal to a triangle B D F is formed by tying the two comen>
G to the angles C and E.
IAAJ
FIo. 182.
Fig. 182 shows the comer tent pin A in Fig. 179, or any other tent
pin full size.
Fig. 18S shows tent pin to scale of Sin. = 1ft.
Fig. 185, 0, ridge pole; G H, front and back tent poles; A and B,
iron or brass pins, B being thrust into the ground to steady the pole,
while A on each pole keeps the ridge pole 0 steady.
a
FIG. 183.
FlO. 185.
Fig. 184 is an enlarged view of R in Fig. 179, showing the ring R,
to which stout woven cord guy ropes, like I in Fig. 180 are fastened.
Digitized by Coogle
The Clyde Tent. 478
I.n the construction, having cut out in one length sufficient cloth to
make the floor, walls, and roof, and sewn the edges Z B and P B (Fig. 178)
together, the back end, Fig. 180, can now be sewn in, as also can the
door end, Fig. 181, care being taken that the corners B FED and C
take their right places. The door is sewn along aJl its outside edges,
except from B to F, and, after being laced, is kept close down by means
of the lacing cord being made fast to the tent pin at G.
Figs. 179 and 180 show outside finished dimensions, and the dotted
lines correspond to the strip S in Fig. 178, which, being a double seam,
gives extra. strength. Along aJl the edges, such as F M, E L, C L, B P
in Fig. 178, and BCD E F in Figs. 180 and 181, there is 80 stout cord
sewn, and on each edge F M, E L, C L, and B P, and B F front and back,
and at suitable intervals, there are brass rings sewn; those along the
ground lines, to receive the tent pins to hold ground sheet down;
and along ELand C L, are similar rings 80S R in Fig. 179 and R in
Fig. 184, to which guy ropes are attached, and at ground end of
gay rope is a loop which is clipped round the tent pin when same is
being driven home.
Those who object to the use of iron tent pins possibly do so because
they have always used wooden ones. The Clyde tent pin is of lin.
iron, lOin. long, with 80 ring at top end (A in Figs. 182 and
188) large enough to admit the finger, thus enabling them to be easily
withdrawn from the ground and fastened together in 80 bundle.
The inserting of a wooden peg necessitates the use of a maJlet or
any stone lying about handy; their wear and tear necessitates frequent
renewal, and their insertion is difficult in stony ground. The use of
iron obviates all difficulties of these kinds. The tent poles G and H
are each in one length, a.ooording to height of tent at ridge pole. They
are of 1iin. yellow pine. The ridge pole varies in length according to
length of tent. It is likewise of 1iin. pine, and is jointed like a fishing
rod at its centre, so as to be handily stowed below. This joint is made
of a strong brass tube lOin. long, one half of the ridge pole being
inserted for five inches, and fastened to the bra.ss tube by a couple of
screws, while the other haJf of the pole fits exactly into the remaining
five inches.
To erect the tent, stretch the ground sheet flat on the ground and
fasten it close down by means of the pins, and let them be angled inwards,
as in Fig. 180. The roof and walls will now be lying in a heap. Next
pass the ridge pole through the hole specially prepared for it at D in
Figs. 180 and 181, then insert tent-pole pins through the holes at each
end of ridge pole, and keep back end pole close to the end of tent,
Digitized by Coogle
47'
leaving front pole 12in. or 18in. clear from the door (see Fig. 179). Then
commence at either end, and stretch goy ropes, and press pins closely
down to the ground, the pins being angled inwards. If properly set
and strained, the roof and wall will sit as flat as a Mard. The material
used is either bleached or unbleached calico, and, to render it waterproof,
it should be coated over, when erected, with two coats of boiled oil and
terebin, one gill of the latter to two quarts of the former being a good
proportion of mixture." A waterproofed tent not only excludes all damp
when in use, but can be stowed away wet, and does not absorb moisture
and rot like an ordinary non-waterproof material. The tent as shown by
drawings was actually designed to accommodate two canoeists, and is of the
smallest suitable size which it is advisable to make. Similar though larger
ones are in use, in which four can sleep comfortably, with baggage inside.
The tent, with poles and pins, weighs about 18Ib.; it can be erected
in three minutes, by two canoeists, and, for a cost complete of 2Z. 2,.,
is within reach of all canoeists who care to order it from any sailmaker,
or cheaper still if they make it themselves.
Some tents are made with roof sloping down to where the ground -
sheeting should be, and have no walls, no floor beyond a separate water-
proof ground sheet. These tents are never dry, require fewer pegs, but
do not give so much room as those with side walls. Canoes are designed
to suit the waters they are intended to be used on, but the same can
never be said of tents, which are suitable anywhere.
One very good and general plan is, when several canoeists,are camping
together, to carry a small tent, like the one described, specially for holding
baggage, and to be used &8 the kitchen of the camp.
Novices in camping have often great di1ficnrty in selecting a suitable
and simple cuisine. The best known is the Russian lamp, or Rob ~ y
cuisine, obtainable at :Mr. Hepburn's, 98, Chancery-lane, London. In the
north it is accredited with the euphonious name of the (I Devil," on account
of the roaring- propensities of the blast when burning.* One simple
arrangement is to have a copper pot with frying-pan lid, which can hold
inside it a five-wick lamp, handle, and legs for pot to stand on. For cooking
purpoSes it is seldom used, except in wet weather, as there is always
sufficient dry drift wood to be found along the shores above high-water
mark to make a fire large enough to cook for the camp. A half-gallon
tin of methylated spirit is carried j and as such a commodity is seldom
procurable among the western isles, it is used as little as possible .
KiDB &Del Brown, 98, Wiamore-atreet, keep JIlOIIt ucell8llt aookiDg stone.
Digitized by Coogle
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Jtersey Sailing Canoes. 475
MERSEY SAILING CANOES.
A class of boat has grown into favour on the which, in
some respects, is better a.da.pted for the combined recreation of "pa.ddling
and sa.iling" in the open sea tha.n are any of the ca.noes hitherto described.
Plate LXVIII. represents one of the earliest of these ca.noes. as built for
Mr. C. Arthur Inman in 1877. Although these Mersey sa.iling boats are
termed "canoes" and "canoe yawls," they are a.s much I( sa.iling boats"
as the Surbiton gigs are. It is true that they have grown out of the
Rob Roy canoe; but a vessel 17ft. long, 4ft. 6in. broad, and 2ft. deep,
that ca.rries tt pa.ssengers," 1cwt. of ba.lla.st, ha.s a large sail area, and is,
moreover, rowed and not "paddled," is better described by the word
" boat" tha.n tt canoe."
The boats are usually about 17ft. long, with a breadth of 4ft. 6in.
and varying depth. They are decked all over, excepting the well, which
has a coa.ming all round, and is usually of the form shown in the drawing.
The well is carried so fa.r forward to enable the crew to rea.ch the mast,
or anything forwa.rd of it, without getting on the deck. The canoes
are clench built, of white or yellow pine usually tin. thickness when
worked up. The stem and sternpost are alike, 1 lin sided, with 2lin.
outside rabbet, and about Sin. inside, enough to take the pla.nk fa.stenings
and serve a.s apron.
The steering a.rra.ngement is very capitally contrived with yokes
coupled by rods or chains a.s a tiller, as shown. Strengthening pieces
. (running fore and a.ft) are worked above and below the deck, through
which a bolt with colla.r passes, and is secured with. nut a.nd wa.sher
underneath. On the upper part of the bolt, above the colla.r, the yoke
and tiller (all in one) are shipped on the bolt, and kept from unshipping
by a pin. In ca.se the tiller and yoke be of wood, a bra.ss socket is
fitted in the hole to prevent the collar of the boat wea.ring awa.y the wood.
Genera.lly about 1cwt. of ballast is carried, in fla.t lead or iron bricks.
The boats c.a.rry three passengers; two sitting a.ft on the stern sheets, and
one on the fore seat.
The rig, it will be seen, is the main and mizen i and in strong winds,
with sma.ll ma.insa.il and sma.ll storm mizen, they sa.il and are dry.
As they are decked in, these little boats ma.y be out in all weather,
a.nd are considered as dry a.nd sa.fe as the New Brighton boats i but, of
course, could not compete with them.
In form the boa.ts are compa.ra.tively full forwa.rd, and ha.ve a long
clean after-body i compared with the usual run of sailing boats, they a.re
Digitized by Coogle
longer in proportion to their breadth, but if cut off at No.7 section they
would not much differ from the ordinary sailing boat.
The fixed keel is found quite sufficient, in the way of dead wood, to
check lee-way; but, with a compa.ra.tively small sail area (only 100 square
feet), such boats could hardly be expected to compete with the beanty
Surbiton craft.
The main a.nd mizen rig is found to answer well, a.nd the boats stay
well under it in smooth water. In rough water they require to be ha.ndled
with more care in tacking; a.nd if a boat seems likely to miss stays,
the rowlock is close by the helmsma.n, a.nd he ca.n help her round with
a stroke of a.n oar. However, generaJly they are backed round by hauling
the foot of the mainsail to windward if they ha.ng in stays; but the oar.
if used, has this adva.nta.ge-it keeps the boat going.
FIG. 186.
It. in.
Mai1l8&il, foot............................................................... 10 0
Main...n. head ............................................................ 10 0
Ma.ineail. lull .................................. ,. ......... ...... ...... ...... 5 0
Main...n. leech ............................................................ 14 6
MaiDaall. tack to peak ea.ring...... ...... ...... ......... ...... ......... 14 8
Ma.iDaail. clew'to weather eariDg ..................................... 10 9
SmaJI mainaa.il. foot...................................................... 6 6
SmaJI mainaa.il. head...... .................................... ...... ...... 7 6
SmaJI ma.inaa.il. lull ...................................................... 2 6
Small ma.in...n. tack to peak eariDg .................................. 9 0
SmaJl mainsail. o1ew to weather ea.ring.............................. 7 0
Mizen, foot ....................................................... ;.......... 40 8
MiHn. head .................................... ... ...... ...... ...... ...... 2 6
MiHn.lull ..... :............................................................ 2 40
Mizen. leech ............................................................... 6 0
Mizen, taok to peak ea.ring .................................... : ....... , 5 9
Hizen. clew to weather .a.ring ... ...... ...... ... ... ... ... ............ 4 9
Digitized by Coogle
Digitized ~ y Coogle
l
L
Mersell Sailing Canoes. 477
It will be seen that the sails are not laced. The boom is fitted with
goose-neck or jaws to the mast, and the tack is bowsed down by a rope
which leads through a block on the aft side of mast on the deck.
On Plate LXIX. are the lines of a larger U canoe," named Vital Spark,
and very g o o ~ accounts have been given of her by the gentleman who had
her built ..
She is 1Bft. long by Sft. beam, a.nd her extreme draft is 2ft. 2in. j she
is carvel built of tin. planking, which is well-seasoned, and carefully
selected yellow pine j her timbers are of oak, fin., and are spaced 6in.
apart. The top strake is of teak, as also the deck, which is in three pieces
of lin., and is supported by thick beams of white pine. The coaming
round the cockpit is of American elm, lin. j the stem, steropost, and all
FIG. 187.
knees and breasthook are of oak; the bnlkheads are placed Sft. from either
end, and are made of teak, tin. j they are watertight as possible j lockers
ron fore and aft perpendicular with the coaming, they are also of teak and
are very neatly fitted; when not in use air bags can be inflated and put in
them, making the craft as safe as a lifeboat; the floor boards are of
pine, tin., and are laid on beams of oak, lin., 'sided and moulded j 'the keel
is of American elm, 31in. in the middle, tapering to 11in. j it is rockered
Bin., and has 4t cwt. of lead on it; the remainder of the ballast, 4l cwt.,
is cast to fit under the platform. The sa.il plan, as shown by Fig. 187 has an
area of 17B square feet, and is convenient for cruising, but for racing it
would most likely be about 800 square feet.
The builder of the Mersey canoes is Mr. Samuel Bond, Mersey-street,
Birkenhead. Sailmaker, Mr. J. E. Jarvis, 8, Tabley-street, Liverpool.
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A. good material for the sails would be II t Bleached Linen Drill,"
made by Messrs. Foster Connor, and Son, Linen Hall, Belfast. This
material has been used by Mr. Arthur Hill Coates, of Bangor, Belfast
Lough, for the ba.la.nce lug of a centre-board gig with excellent results.
The Meney tent is recommended for its lightness and portability. The
strength is adjusted to meet all strains, and in roughest weather, on
an exposed coast, they have been snug and safe. The material is not
waterproofed, as waterproofing adds considerably to the weight. On the
other hand, if the tent is not waterproofed, it takes a considerable time to
dry after rain or heavy dew if no opportunity exists for drying it. The
gable fonn of the roof has a. sufficient angle to shed the water j there is
never any drip; but then no seam in the roof is a.llowed, and this is an
important, point. When planning a. tent for extreme portability, floor space
is of more va.lue than standing height. These- gable tents are a.bout 7ft.
square, and 4ft. 6in. high to the ridge-am.ple height for sitting in i these
dimensions make a roomy tent for two men and their luggage, and the
space is not too small for three men. The weight of tent, with poles, pegs,
and ropes, is under 121b. i this does not include waterproof floor sheet,
which may be either of ma.cintosh or oiled grey sheeting i the latter is
less expensive, but is more difficult to procure in a short time, because
of the slow drying of the oil. Mr. Samuel Bond can give all further
particulars as to costs, &c., of the tent.
SLEEPING HAMMOCK.
The annexed sketch (Fig. 189) will show tlie method of providing
head and feet room in a hammock, invented by Mr. T. H. Holding, which
can be slung inside a Mt. tent.
The stiffener (A) is made of elm because of its toughness and proof
against splitting. The bottom is run down to rest a.ga.inst the rest
proper, which is planed fla.t on the inner side on purpose to fit close to
the stiffener. This takes a portion of the strain off the top eyes.
The eyes (B) are a.n inch inside their ring, and ha.ve seven holes
top and bottom. An important point in fitting these on is that the
screws should go clean through stiffener and spit elm, as well as the
meta.l itself.
The spreader, C, requires twelve holes, through which the cord-
a stout one, by the bye-is rove, to lace the canvas or hammock close
up. These cords should be either rove in a hem of the ha.:mmock or be
sewn atrongly to the hem of the same.
Digitized by Coogle
Sleeping Hammock. 479
The rests, or props, may be 28iu. or 30in., or even 33in. long. Their
length depends on taste purely.
The hammock (Fig. 190) should be cut much the shape of this
sketch. It will be observed that the ends are oval, and the sides
hollowed. If, by way of experiment, you hang up a straight-ended and
straight-sided sheet, and then get into it, you will observe that all your
weight is thrown on the middle of the canvaS, or lower eyelets, whilst
the sides will be quite loose. To obviate this is to lengthen the centre
or shorten the sides. This should be done in three ways: (a) Hollow
E
~
FIG. 188. FIG. 189. FIG. 190.
A. StUrener, tin. elm.
B B. Braes Blots, or eyes, for hea.d of rest. to It into.
C. Sprea.dera, tin. elm, Din. &01'018, &1ld lIin. deep.
D. Cozd l'1DIDiDg through eyelets in hloJDJDock sheet.
E. Hammock nata, from SSin. to SOin. long.
the sid.es, and put cords in tight; (b) shorten the ends at edges, and
(e) lengthen the centre. The dotted lines in side eyelets are supposed
to represent two plies or thicknesses of canvas, one reaching farther into
the piece than the other. .A hem must not be left, because, owing to
the shape of the ends when turned back, it would not fit, and would
not be so strong as pieces sewn on. The eyelets should be brass, lin.
or tin., the same as sailmakers use. The material does not need to be
so heavy as some might suppose. .A.ll linen is strong, and a good stout,
unbleached linen sheeting has held me many a . night, and, when testing
it, two children besides, without giving signs of collapsing.
Digitized by Coogle
480
Yackt and Boat Sailing.
The slinging process is &8 follows: In Fig. 188 is shown the foot
of rest. These rests are best turned in a lathe. The foot flanges out
broader to prevent sinking when the sleeper's weight is on it. Should
the rest girth, the consequences to the tent might be serious. Pre-
sumably you have fixed up your tent without a wrinkle. When it was
made you had two horizontal slits an inch and a half long cut through
the two edges they overlap at each end of the tent, stoutly bound
,nth linen tape, and a piece of canvas was sewn on at that particular
place to give greater strength. These slits are just &8 far from the
bottom as the hammock rests are long-82in. Take the head rest, and
place it close beside the tent pole; then press it well down so that B is
buried in the Slip the ring or thimble (of brass), round which the
guy lines are Permanently rove, the top of the rest, and then do
the foot rest the same. You drove in the four pegs when you :fixed up
the tent itself. Now go out and bind each cord or guy tight round its
respective peg; in fact, 80 tight that the rests cause the ends to
bulge outwards somewhat. Now you return inside and cook your tea-
supper, and have no absolute need to go out again. Bedtime comes.
You take the hammock in your hand, lift the brass thimble (i.8., double
end or angle of guy lines) off the top of rest, and slip the brass eyes
of stretchers over rest head, then place guy thimble over these. The
foot or outer end is done of course the same. Now test it by your full
weight; it gives a little. Test it aga.in; it is firm, and gives no more.
Go outside and brace up to tightest pitch.
For pillow, any spare dry garments rolled up will do quite well.
Your bed clothes, i.8., sleeping bag, is an important item.
If the rests sink much, the cord would press on the slits of the
tent ends, and, as something must give to your weight, an inconvenient
rent would result, either at ridge pole or down the ends.
A, Fig. 188, represents the foot of rest, .and B the blunt inverted
cone shape of the ends which go into the ground.
Why the spreader and stiffener are in two pieces is to give greater
strength and lightness. A piece of tubing planed the full size would
not stand the strain. The screws must go clean through both planks.
It will be seen that six stout screws in each end, or twelve in all, are
ample to bear the weight of any ordinary man without risk.
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American Canoes.
481
AMERICAN CANOES.
The first canoes need in the States were Rob Roys, and No. 8
Nantilus, imported from England, about 1B70, and from them many
others were built, differing more or less, but without any essential
modifications. The rigs used were either sliding Gunter, small standing
lug, or two leg-of-mutton sails (the sharpie rig), the areas being but
small. . Many still hold that no paddle should exceed 7ft. in length,
and that a beam of 2Bin. is all that can be paddled easily. Up to 18BO
many long voyages had been made by individuals; b u ~ only one or. two
clubs were in existence, and there was no union among canoeists, and
no attention had been given to the development of racing craft. In the
winter of 1B79-BO the establishment of the Canoe Association gave a
_.K;el
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FIG. 191.
new impetus to the sport, as ~ t brought new boats from all parts of the
country, and a general interchange of ideas being very noticeable at the
next meeting in 1BB1.
Centre-boards of vanOD8 styles are coming into vogue, some using
a dagger board (Fig. 191), some wood, and some of over 60lb. in iron.
The trunk is very small, and, if the board be not too heavy, it is easily
lifted out and laid in the boat. To accommodate these boards the A.C.A.
roles sa.y nothing about centre-boards being It completely housed within
the canoe."
The balance lug is very generally used for the larger boats, .and
the lateen for the smaller ones, as shown in Fig. 192. This sail only'
n
Digitized by Coogle
has one rope, the sheet, and is set as follows: A spike is fixed in the
top of the mast, and a ring is lashed to the yard. Holding OD to the
FIG. 192.
yard at the peak end, this ring is hooked on to the spike in the mast-
head, the end of the yard is let go, and the boom is drawn aft (which
JIu1liIwul IJoqr
Sta..1()
raises the peak), until the crutch or jaw, about one foat from its fore
end, can be inade to encircle the mast, the weight of the boom and the
pressure on the sheet keeping all in position.
Digitized by Coogle
American Canoes. 488
The paddling and sailing ca.noeJersey Blue (Plate LXX.) was designed
and built by Mr. W. P. Stephens, of New York, and fairly represents the
type of canoe popular in Amenekili 14ft.; beam,
depth amidshipf4, sheer forward, 4in.; mainmastj
bow, 2ft. 6in, bow, 11ft. nhen is only useh
the canoe is two lugs or sails,
with the lateen. Pulkhead, 3ft. hin.; I:ore end of well, 5ft.; slid.e
bulkhead, 8ft. 6in.; after end of well and bulkhead, lOft.; door in after
bulkhead, llin. by 81in. (Fig. 193). Stem, stern, and keel sided, tin. j keel,
llin. deep, tin. wide on lower edge j keelson, 2in. wide by lin. deep amid-
ships. Thickness of planking, tin.; .build, ribband-carvel j ribbands, llin.
wide, lin. thiyftlftp on inside to Timbers, sideYh,
moulded, tin, fin. at head, lin. j inwaJ/S4,
b . I .; ~ l i l
FIG. 194.
by tin. amidships, and lin. by tin. at ends. Deck beam, lin. by lin. j
knees, sided; ~ i n f i Inner coaming, llin, by thick. Stem
stern of ha.ckmetnfi4j crook j keel nhite oak.
white cedar, /Streak and cedar j ribbs,,id,j
ash or oak, /Screwed fast;
are spaced Fastenings on
and stern posts, tin. brass screws, along keel copper nails and burrs,
along other seams copper tacks through plank and ribband, with points
clinched, spaced four between each timber. Copper nails at each timber
through plank, ribband, and timber, at each edge of plank, and a nail
is driven throngh the centre of each plank at every timber.
The ruddee in brass tubes jjntering at
just below feot-steering gnee to slide
n2
'forth, ahd is secured by a short made fa.st to an eye-bolt. The circular
aperture in floor boards nea.r fore end of well is for the sponge.
TABLE OF OFFSETS FOR CRUISING CANOE, .. JERSEY BLUE." (Pun LXX.)
.. '-j q;1!
.............................. 0 I!. 8 , . '1
8
10 ",,,S ..
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. in. in. in. in. in. in. in. in. I In. in. in. in. in. in. in.
Dopth .......... . .. l'lj" "T 10; 10 110 '10 140;'111 II... ..
Halfbreadths at gunwale ......... . ... - 't 8 11 18 1't 1'1115 !1'11't,12t 8 I -
Halfbreadths at Bin. from line A B .. , - Sf II! 9. lit 1't 1'115 1't112j. 9i 6t1 It -
Halfbreadths at Gin. from line A B... - It 4t 8t 11llst 131.1tS 8t 5 2 -
Holf.h-'''' ........... lIDo A B... - 011 a; Of'to II '118I'",I'1I'O;!' 'Ii If-
Halfbreadthaat2iD. from line A B... - -lit ,IS Iti_'-
All heights are meaaured from line A B at bottom of garbo&rd8 amidships.
The leve1linea are 2iD. apart;.
The l8Cltiona are 1ft. apart, OO'IIDting from the Item.
The dimlIDBionI in layfng-oft table are aU to outside of akin; lor whioh tin. allowaD08 mll8t be
made in.cutting the moulds.
AMERICAN RIVER CANOE. (PLAn LXXI.)
This ca.noe wa.s designed by Mr. W. P. Stephens for use in narrow
a.nd shallow rivers, and among dams, rapids, log jams, &C.
As mauy canoeists who prefer a small boat, will at the same time,
carry a great weight of stores, &c., the displacement ha.s been made 88
large as consistent with the dimensions, viz., 14ft. by 27in., the full lines
FIG. 195.
resembling the model of open canoe so popular in Canada. To secure
control of the ca.noe under paddle only, the keel is well roekered and ends
cnt away. The outside keel is dispensed with, saving an inch in draft. .A
projecting keel is a disadvantage in running rapids, or in dragging over
obstacles, and the wide oak keel with bilge keels will fnlly protect the
bottom. The rig shown (Plate LXXII.) is known a.s the It Qincinnati Lateen,"
It came into favour lately for smaJI canoes, the chief advantage being its
Digitized by Coogle
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American River Canoe.
485
simplioity and freedom from extra. gear; but the long boom, together with
the neoessity of luffing to take in sail, and the impossibility of reefing
'quiokly, are disadvantages in most waters. For cruising, two
sails are' the mainsail being sometimes used alone in the seooud tube.
For racing; one large sail is preferred, running up as high as 60ft. area.
The centre-board' is known as a dagger board (Fig. 191), and may be of
FI 196.
wood or sheet iron.' When not in use it is shifted entirely out and 1a.id on
the floor. If sleeping room is required for 8. ta.ller man, the trunk may be
shifted forward. It is often desirable to oover the well entirely in shipping,
for whioh purpose, in this boa.t, a section of the floor boards is made So as
to be taken out and looked over the space between fore and aft ha.tohes.
The apron used is similar to tha.t described for Nautilus or Pearl. Paddle,
jointed in oentre, 8ft. long.
LAYING-OFF TABLE. (PLAn LXXL)
SeotioDs ..................... 1 2 8 40 5 6 7 8 9 10 11 12 18 140
-
Ina. Ina. Ina. Ina. ina. ips. ina. ina. ina. ina. ina. Ina. ins. ina.
Depth .t Gunwale ......... 12
11-h 10'1\ lot
9t 9t
9t 9t 9t 9l 9tt lot lOti 11t
Halfbreaths OD deck ......
8t 7i
!}!
11t 12t 12tt 12t 12t 121J 12 10'1\ 8
f-h
t
6in. ......
n
:r
9tt
1
11'1\ 121 12'1\ 12-(, 12-(,
sn
:r
Half.breadths, 4.in. ...... 5t
8-h
1
O-h 11t
12-(,
lIt

9t
:r
Halfbreadths, 2m. ......
2t 6-hSh 1O-h lOt lot 7i
Length, 14ft.; bea.m, 27in.; depth midships, 9iin.; sheer at bow 81in., stem 2tin.; rooke
01. keel, 1 tin.
Depths given are from upper edge of gunwale to base line, excluding iin. deok. .
HaJfbreadtha are from O8Iltre line to inside of plaDking.
Kidship mould ia made tin. unde width to allow for spreading.
Stem and stem sided tin. Keel Bided, mid. .t rabbet, 8in.; moulded, tin. Planking, be
BtreUs OD. Bide, iin. Bibbands, 1iin. by -hin. Timbers sided, tin.; moulded, lin. at heels, and
tin. (apa.oed 8in.) .t heads, all bent. Gunwalea, tin. by and tin. Deck, iin. thiok. Bulk
hea4s, tin.; bulkhea.d timbers, tin. by tin., bent. Side pieoes to well, tin. by lin. Sides of
trunk, jin. Floors, lin. deep at centre (spaced 8in.) by iin. thick; floor boa.rds, tin. thiok.
W.ter-lines, 2m. apart. SeotionB, 1ft. apart from fore Bide of stem.
G b ad c cI, buttock lines; J ad g:h, diatIoDaJ linea; "k, Bide kn_; Z Z Z, deck beams, 1iin.
111 tin.; '" "', Bide pieoee of weD, to whioh, with bi_ n ,., the ooaming is 8801lred; 0 0, head
ledgee 01. trunk; r r. bilp keels. (Plate LXXI. and Figs. 195 and 196.)
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486
ft.fn.
Foreaideof stem to maet tubes ....................................... { :
Foreaide of stem to after maet tubes ................................. 10 7i
Fore bulkhea.d............... ... ...... ... ............ ...... ... ...... ......... 8 6
Shifting bulkhead .J............. ........................... ......... ...... 9 0
After bulkhead ............................................................ 10 6
Fore aDd of well ................................................... ........ II 0
After end of well...... ............ ... ...... ............ ............ ......... 10 6.
Fore aDd of slot ................................... .......... ............... I; 11i
After end of slot .................................... ........................ 7 0
THE MANAGEMENT OF CANOES.
Sail can be carried in almost any breeze so long as the water
keeps moderately smooth, but bewa.re of sailing a light canoe in really
rough water. "Big seas" are not here to j these will be referred
to hereafter. Rough water throws a light canoe about in sudden and
jerks, and a puff into the sails at a wrong moment, or perhaps
a lump of water, may just give the canoe a finishing touch to a capsize j
at the best her pace will be slow, and her working uncertain under
sail, as soon as the water gets a rise of a couple of feet Qr more j then
out with the paddle and in with the mainsail; the mizen, however, may
be of use if paddling to windward.
With regard to heavy seas, the canoeist should. bear in mind that
there is a great difference between a "sea" and a C( swell." With a
fresh breeze fC white horses" begin to show on a comparatively smooth
sea, but if there is at the same time a steep swell on, then the ru1Bed
swells appear somewhat in the form of "huge seas." Canoes and boats
can easily, with fair management, live in such water, and have often
done so, hence the stories of sails being becalmed in the hollows between
the waves, &c. But a ".sea" is a vastly different thing to look at and
to put a boat at j a broken sea not only has way on, but generally has
weight on in its angry top, which, if not cleverly negotiated, would
orush a canoe up like a steam going over an egg shell. It is not
often that a canoe is worked in a "high" sea j but what is not uncommon
is for a canoe to be caught out away from port and get into a nasty
sea, a savage sea, before she can get into shelter. For an old hand to
work safely through it is merely a question of whether he- possesses
the requisite amount, in equal parts, of pluck and caution, and sum.
cient physical strength to avoid a collapse from exhaustion. He knows
from practice how best to handle his craft as the various forms of
water approach him j he knows, 'too, . when to carry on and when to
ease her, and how to put her art a hollow breaker. But to the man who is
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I
The Management of Canoes. 487
not an old band at the work, such work is no mere inconvenience; it
becomes a struggle for life, and a flurried twitching of the rudder
and a dip or two of the paddle the wrong way may end that struggle
in a few short
There a.re one or two short maxims on whioh the handling of a
canoe in a sea are founded, and, being very simple, they am easily be
called to mind by beginners when trying their craft against a ct steamer's
swell." Unless in a. well-ballasted sailing amoe, never keep sail on when
the seas begin to break: and oome aboard, bemuse by the time they get
to breaking aboar.d you will probably be unable to get the sails in, and
a sea into the sail might be a finisher; or, if you have to leave your
seat to get hold of the sail, a sea is pretty sure just to board. the
canoe, and, once waterlogged, it is hard work for even a praotised hand
to get rid of the water. Never allow the canoe for one moment, except
of course in the act of turning, to be broadside on to the sea; it
may be all very well in a little popple or tide overfall to treat the
orests with indifferenoe, and let them (t break across the deok;" but
if you intend a safe return to land don't try any suoh duok-pond
pranks with , heavy sea. To work safely through really heavy water
a zig-zag oourse must be steered; the seas should, when possible, be
dodged; but where it becomes neoessary to l( take" a sea, put her at
it nearly end on, with plenty of wayan (the weight in the boat rather
forward. than aft); then, as soon as she passes the head of the sea,
drop her down sideways on the back of it; if, on t:h.e oontrary, you
attempted to let it break athwartship over the deck, you would probably
find yourself suddenly caught up and hurled broadside along before t:tJ.e
sea for a few moments, then a thundering roar, a cold weight of water
all over you, crackling of planks, a greenish glimmer, and a want of air
would proclaim to you that somehow your canoe, or the wreok of it, was
above you instead of under you.
When about to reef in rough water do not put the amoe end of
to the sea; on the contrary, keep some wayan her; lower away the
halyards, and haul the boom in, and with the reefing gear little or no
d.iffi.oulty will be found; reef the mainsail first, then shift the mizen, and
so be prepared to shift ma.insail if necessary.
When running before a. sea keep the weight aft in the canoe by
removing the backboard. beam and lying down, haul down the mizen,
and when a breaker is coming along stop the canoe's way by back strokes
with the paddle, else she may be overended or broached to. H the
canoe runs her bow under a sea, iet go the halyards promptly, and ease
down the sail till the bow lifts again. In running for shore, before getting
Digitized by Coogle
,.
into the breakers, tum her. round head upon sea, and back in when in
the smooths, and paddle ahead to each heavy breaking Be&.
The paddle should always be ready for use in a sea way, and the
most useful mode is to have the. ordinary double-bladed paddle jointed
in the middle, and a piece of 8ft. long, brass tipped, fitted to
join into the ferrule, and so make a long-handled single paddle as a
help to steering and working in a sea way.
Never go to sea, even for an hour's sail, without a compass j fogs
turn up even in the summer. Before going on a long cruise test all
fittings and gear carefully, and certainly have an experimental capsize to
test, above mere calculation, that the air bag and compartment are
to support canoe and skipper when swamped; after the canoe is righted
practise getting on board by striding the bow or stem, or over her side
amidships j' fonalZy, have t.i liJe-belt on whenever there is 'l'iBk oj an tlpBet.
The following instructions for getting into a canoe after an upset
were written by Mr. Tredwen: (C In a paddling canoe with bulkheads
nothing is easier than to get in over the side. The canoe being righted,
the hands should be placed one on each gunwale or coaming; the elbow
-of the arm whose hand is on the offside should be throwtl. up j and the
vault is accomplished very much like a tyro at gymnastics rushes through
his C slow rise' on the horizontal bar. If the canoe has a great deal. of
water in her, and there is any popple on, the near-side hand should grasp
the paddle and hold it across the canoe (at right angles to the length
of the canoe), With blades flat on the surface of the water, the hand
being as close as possible to the nea.r=-side coaming. I have for several
years used a Rob Roy canoe, with side lockers to the well, and with
movable doors from the coamings to the bilge keels, so that the canoe
al.Ways empties herself in righting. When a sailing canoe capsizes, her
crew shoUld immediately endeavour to cIamber CYVB'f', instead of diving
under her, and thus avoiding the risk of getting C netted' by the loose
lines.' He should then hang on the canoe like a reefer on the topsail
yard, cast. off the haJyard, and get in on the downhaul, so as to gather
the sail in toward the deck. The canoe, then no longer pinned
down by the weight of water on the outspread sail, begins to right; he'
keeps on top of the revolving hull, and gets into the well when that
comes uppermost, and bales out. It is presupposed that the halyard and
doWnhaul are both led to eyebolts on deck, or that the fa.ll of the halyard
is made to serve as downhaul and placed within reach of amidships,
so that' the crew always knows where to get the ends, even when they
are under water, and the baler and sponge are secured by lanyards so
80S not to get lost overboa.rd."
Digitized bY'Gqogle
Digitized by Coogle
PLATE LXXIII.
R
1 If=
G
A
D
b
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D'""dbyGoogle ~
I
I
If
CHAPTER XXX.
AMATEUR CANOE BUILDING.
(IN AMERICA.)
. To first point in constructing a boat that must be at once very light
and strong, is the selection of proper woods for the different parts. Those
genera.11y employed (in America) are, for keel, kelson, and timbers, white
oak; bow and stern, hackmatack; knees ditto; ribbands of ash or oak ;
. planking of white cedar; upper streak and deok of Spanish cedar or
mahogany, teak being practically unknown. In seleotingthe oak for keel,
&0., the end grain of the wood should be examined, and each piece cut so
that the nails will paBs through the layers of growth (a, Fig. B. Plate
LXXIII.), instead of between them, as in b.
Figs. A. B. C. and E show the dimensions and the proper direotion
of the grain in the keel and kelson, ribs and ribbands. The grain in the
bow and stern pieoes should run about pa.ra.11el to the rabbet, as crosB-grain
~ l split in time. White cedar varies greatly in qusJity, that with many
knots usuaJly being harder and stronger than the clearer southern cedar.
To support the boat wm.1e building, a plank is fastened to trestles,
with its upper edge (whioh is out to the sa.me ourve as the rooker of
keel) about 2ft. from the floor, and on this the keel is placed. If many
boats are to be built, however, the following plan is muoh better, 80S the
keel is more a.ocessible j the moulds and frame may be set up muoh more
quiokly and a.opurately, with little ohance of shifting, ~ n d a convenient
place is always at hand for tools, &0.
A benoh or table (Figs. G. H. and K) is built, with the top, whioh
must be .perfectly level, about 27in:. from the floor for canoe work. The
length is 18ft.; width at oentre, 2ft. 6in. j at ends, 1ft. A oentre line is
drawn, and also transverse lines 2ft. apart, each representing the position
of a mould, of which there are six in a 14ft. canoe, while fewer are often
used; the work can be done more quiokly and acourately, and the labour of
making the extra. moulds is but little if the canoe is properly laid down.
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Strips of wood 1iin. by lin. are nailed across the table at each mark
Figs. G, H, and K), the moulds being fastened to them by screw bolts.
The dimensions and model being decided on, a drawing is made foIl Size of
the canoe, the common brown (( detail paper" being used, stretched on a
floor or wide board. This drawing should show the moulds, rabbet
bulkheads, &c., and shoul. be carefully faired. From it a "rabbet mould"
(Fig. D) is made for the stem, and, if necessary, one for the stern, fitting
the lines E F and D 0 (Figs. E and F); also the building moulds (Fig. G),
which are best cut out of one wide board, unless the boat is very largel.
when they may be bUilt up of several pieces. A line is drawn in the sheer
and body plans parallel to the base line, representing the height of the
building table, and consequently the straight edge of each mould, and
crossing the bow and stern at H I and J K (Figs. F, H, and K). As each
moold is cut out it is adjusted to this line, the height of the deck L M
(Fig. G) marked on it, and a centre line drawn; then, the notch at G for
the bIson being cut, and holes bored for the bolts, it is set in place.
The stem, sternpost, and keel are sided tin., tapering to fin. on fore
edge and tin. on bottom of keel, and the kelson, or II keel batten" is
1tin. by Scarphs are made at D 0 and F P (Figs. E and and all
are fastened together with copper nails and burrs, or brass the
latter being also used to fasten kelson to keel.
The rabbets of stem and stern are next marked out, using the rabbet
mould (Fig. D) and partly cut, leaving some wood for tri")ming down
after the ribbands are on and the exact bevel determined. The .rabbet
lines: must be in exactly the same positions on each side of the frame, or
the garboards will not fit both sides, and at least tin. of dead wood. should
be left inside of rabbet to screw the plank to. The frame is next laid in
place on the drawing, tested as to length and the positions of bulkheads,
timbers, moulds, mast steps, &c., marked both on top and bottom of keel,
also the lines H I and J K drawn on stem and stern, then it is placed on
the moulds, adjusted, and fastened temporarily.
No definite role can be given for the laying of the as the
number and widths vary with the form of the boat; for an ordinary canoe
five will answer if planked ribband carvel, or six if lapstreak (clincher), the
garboard. being about 5in. wide at midships for the former. The npper
streak will be about 11in. wide at bow, 2iin. at midships, and liin.
at stern, and its width will be laid down on the draft and transferred
to the moulds. To get the garboards, a ribband, shown in section in
Fig. C, liin. by lin., rounded on the back, and 14ft. long, the backs
being :flattened to lin. near the ends, where they enter the bow and
stern, is tacked to the midship mould, its centre being 5in. from keel j
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I
I
Amateur Canoe Building. 491
then the ends are clamped to stem and stern, and it is nailed lightly
to the other moulds, being shifted as required, until it bends in a fair
and regular curve, then, after marking where it crosses each mould as
well as stem and stern, it is removed. The distances between the nearest
edges of the garboard and upper streak on each mould, and bow and
stern, may now be divided into the same number of equal parts (probably
three), which will bring the planks as straight as possible; but if the
midship section has a flat floor and straight sides, the planks on the bilges
may be made narrower, and the broad and binding streaks proportionately
wider, the edges being run in with a ribband, as with the garboard. The
frame and moulds are taken down, the joggles cut in the stem and stern
to receive the ends of the ribbands, and also those in the moulds (R R,
Fig. G); and holes bored in the latter {at 8 8} for screws to hold the
ribbands and keel, then all are set in place again, the moulds bolted. fast,
the keel screwed fast to them from below (at T), the stem and stern
adjusted by the lines H I and J K, and shored from the floor. A batten
(U U, Fig. H) is tacked on each side at the height of the deck, and the
spacing of the is laid off on it as on the keel; then, as each ribband
is screwed on, the positions of the timbers are laid off on it on in and
out sides by a strip of wood bent through the marks on keel and batten,
so as to insure the nails all coming in vertical lines, and to aid in setting
the timbers. 80 much care in marking off is seldom taken by boat-
builders; but amateurs must expect to make up by slower working and
more careful measurements for that training of eye that only comes from
long practice. Before going farther the frame should be carefnlly tested,
a plumb-line being held on stem and and the keel carefnlly examined
as to the curve or rocker, as any error now cannot be remedied later,
but will probably increase. .
All being correct, a ribband is screwed on each side {a centre line
being first drawn on the flat side of the ribband}, the screws passing
through the slots in moulds {8} and into the round side of ribband, and the
ends are screwed to the stem and stern. A small piece of the planking
(lin.) is now applied to the face of the ribband and rabbet, and used
as a guide to trim the latter to the exact bflvel and depth. To get the shape
of the garboards, a "staff" (W W, Figs. H and I ) is used, of tin. board,
about 4in. wide and half the length of the boat. It is cut roughly to the
curve of the fore end and clamped inside the rabbet, then laid over the
moulds and tacked to them, and also clamped to the ribband. The staB
must be handled very carefully, and not forced or sprung in the direction
of its width (to or from the keel), but allowed to layover the mould freely
and eaSily, as the accuracy of the work depends on the way it is placed.
Digitized by Coogle
492
A similar piece is clamped to the stern, overlapping the first, and the two
are firmly screwed together. A single piece the length of the boat is
frequently used, but two are easier to handle. The staft being in position,
a line is.drawn on it (a b, Fig. H) at the height of garboard seam (centre of
first ribband), and a similar line at the stern, also lines over each mould,
which are numbered 2, 4, 6, &c., then the lines e d are drawn across staff
and rabbet about 2in. apart near the ends, and opposite each timber in the
middle of the boat. A pair of compasses are set to any distance from 1 in.
to Sin. and a circle struck with them on the staft to reset them in case the
distance is changed, then placing one point on the rabbet at a (Fig. H) a
mark is made on the line a b at h, the operation repeated on each of
the other lines, measuring in every case from the rabbet line, where the
outer surface of the garboards wi.ll intersect the keel or stem to a point
on the stafi on the same line e d. When each point on the rabbet is
marked, the staft may be removed and transfered, the board selected for the
garboards adjusted and tacked firmly in place (Fig. I). Before removing
from the moulds, one line on the stem is selected and marked thus as a
guide in placing the garboards. The lines on the staft are now produced
on the pla.nk, those over the moulds being again numbered, and the
compasses employed to set oft the same distance again on each lino from
the points d, d, d, until the outline of the garboard is marked by a liTI:> of
spots tI, e', c'. A batten is bent through these spots and aline drawn, the
rabbet moulds being used for marking the extreme ends.
The planking may be sawn and planed to thickness before marking
out; but the usual mode of working is to use tin. board, first sawing
and planing the edges to shape, and then slitting by hand into two
pieces, which will be lin. when planed. In this way both boards must
be alike in shape and quality. Now to lay oft the or upper edge
of the garboard (that edge nearest to gunwale is meant when upper edge
is mentioned), the distances on each mould from the rabbet line to the
centre of the ribband must be measured and laid oft on their respective
positions on the pla.nk, the rule being used, or, better still, a stick 6in.
long on which the breadths are marked from the moulds. A batten is
run through these spots, and the edge sawn and planed to them. It is
apparent that if the stafi moves at all, either on the boat or on the plank,
while the marking is going on, the garboa.rds when finished will not fit.
To make a perfect fit without afterwards trimming requires care and
practice, and will hardly be possible at first; but it can be done, and
an effort should always be made to accomplish it.
The garboards must be bevelled at the ends to fit the rabbet, then, *.
an assistant holding the middle, the end is adjusted by the mark. *"
Digitized by Coogle
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Amateur Canoe Builaing. 498
and held with a screw clamp, while the clamp is bent to place, clamped
to the ribbands, and pressed into the rabbet for about 2ft., or to the
first mould. A few holes are bored. on lower edge into the keel, and
nails (of copper) or screws inserted. to hold it in place; then the upper
edge is tacked to the ribband with' tin. copper tacks spaced four between
each pair of timbers, their points being turned into the oak. Now the
.. may be bored and seamed,slightly, and the screws (tin. brass) put
iiJ. rabbet, spaced 'about 2in. apart, copper nails being used where
they will pass through the kelson, so as to receive a burr or rove.
If the screws are put in the fore end first, in bending the plank
to place.a crack will probably follow, as the strain will all be on one
point of the plank; further, the plank should fit solidly in the rabbet
before the screws are put in, as any attempt to draw it close by the
screw would either split it or cause the head of the screw to draw
through the thin wood.
The end being fastened, the plank is laid in place for about 2ft.
more and nailed, then another 2ft., until all is finished by screwing the
after erid fast. There is one point (Z,' Fig. H) at each end where all
the ioDate. II of. the seems, to concentrate, and
where especial ca.rewill' be need,ed to make a tight joint.
The garboards being on,.a II spiling '.' is taken in the same manner
for the next streak' after .. the ribband .. is p'ut on, and the same
operations gone through with of setting the staff,' taking the It spiling,"
laying off on the board, .0utJ laying off. the: widths (at stem and
stern as weil 88 at moulds), planiIig"up The planks can be
put on in one length or may be the scarf. being 2in. long,
fastened with tacks. The It binding streak". must be lin. wider on its
upper edge, as it laps under the upper streak, no ribbon being needed.
In laying the planks delicacy of handling is neQessary and mere force
worse than useless. In boats with a very round bilge, the bilge streaks
are usually of lin. stuff, worked concave on the inside and con vex out-
side until lin. thick to fit the curve of the bilge. No steaming is
needed for any of the planks if shaped as directed. . In some models the
faces of the ribbands require to be bevelled slightly before the planks
are laid, and it sometimes happens that a ribband will spring between
the moulds, so as to lap more on one plank than on its neighbour, which
must be remedied before nailing.
After the planking is completed the bolts are taken from the moulds,
the stem and stern loosened, and the boat. turned over on trestles; the
stem and stern are then shored up .plumb, the mids\rip mould bevelled,
and several shores run from the floor to the sides. The ribs or timbers are
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sawn lin. wide, tin. thick at heels, and fin. at heads, long enough to
reach from the centre of keel to the gnnwale. They are steamed and bent
over a "timber block" of a little greater curve than the midship section,
some not being bent close to the block to fit the ends of the boat. A
timber is taken as near the required shape as possible, if a little too round
it may be straightened in a vice, and is sawed in two, making, when planed,
two fin. pieces; it is laid in place, the heel at centre of keel, or overlapping
an inch, and the position of the first ribband marked. It is then removed,
and a "joggle" cut of the shape of the ribband, using a small section as a
pattern, and, for cutting. a gauge of the required shape. The timber is
then replaced and the next joggle marked and cut, each one being cut
before the next one is marked, as the timber draws down in fitting. When
the timber is fayed closely to the skin and ribba.nds. and limber holes cut,
the keel is nailed, and then the remaining holes bored and nails put in,
those at the bottom being rivetted before boring for the upper ones. Two
nails are driven through each ribband near the edges of the adjoining
planks. and one through the centre of the plank, the nails being rivetted
over burrs. Should there be any "lumps" or unfair spoUt in the boat,
they can be removed in timbering by trimming down the timber or driving
a wedge under it before nailing. After part of the timbers are nailed in,
braces, or "cross spall" are put in at the ends at No. 2 and No. 12
stations, and at other points if necessary, the moulds being unscrewed and
removed, and the remaining timbers put in.
As the bulkhead timbers, which are square, lin. by lin., must be
fitted more accurately. a II spiling" is taken for each haJ.f timber, as
in Fig. J. A piece of thin board is fitted at the point where the
bulkhead is to go, and lines drawn and measurements taken as described
for the garboa.rds, then the board is laid on the timber and the marb
tmnsfered to it. The joint is left slightly open on the side towards
midships, for caulking if needed. The bulkhead, of fin. pine, is not
fitted closely to the planking, but is rivetted to the face of the timbers.
The heads 'of the timbers are next cot off about tin. below the gunwale,
and the upper streak, which is a little too high, having been made the full
height of deck, is planed down, using a concave mould of the proper curve
of deck, until the sheer is fair, and the height tin. less than before to allow
for deck. Notches are cot in the bulkheads to admit the gunwales, which
are lin. by lin. at centre and liu. by fin. at ends, and they are fitted and
bent into place, resting on the heads of the timbers. The positions of' the
latter are marked off, the gunwales removed and joggled to fit them,
rep1a.ced, nailed in, and planed down to the round of deck. The deck
beams are sided lin., lin. deep at ends, and llin. at centre, joggled
Digitized by Coogle
Amateur Canoe Building: . 495
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into gunwa.les and fastened by 2in. screws through plank and gunwales.
Ridge pieces thick, and wide enough to carry the mast tubes safely,
run down' the centre of the deck, and are joggled into dond screwed to the
deck, beams, and bulkheads. Three knees are placed on each side of well,
sided lin., and nailed through plank and ribbands, a screw running through
the gunwa.le into each.
The framework of the well consists of two fore and aft "side pieces,"
running from the main deck beam to the after bulkhead, and screwed
to both as well as to the knees. If the well is rounded at the corners,
knees are put in the angles between the bulkhead and side pieces. The
coa.ming is steamed, bent in, and rivetted to the knees and side pieces
before the decks are laid, the latter, of tin. Spanish cedar, being fitted to
it, making a better joint than if the coaming were bent in after the decks
were in place. Before laying the decks the boat is carefully tested and
any leak stopped. The decks are laid with fin. screws 21in. a.part. In
building a1a.pstreak boat no ribbands are needed, but the general method of
working is the same, except that each streak must be tin. wider for the
lap, which must be bevelled and tapered doWn at ea.cb. end until the lap is
smooth outside at rabbet. Nails are used for fastening the laps spaced
2Iin., eTery other one pa.ssing through a timber. The latter are -hin. by
tin., rounded on the inner edges, and are in one from gunwale to
gunwale. They are steamed, and taken from the steam box to the boat;
then, one person taking each side, the holes being previously bored and
nails inserted in the planking, the timber is bent into the boat, and the
nails driven, those through the keel first, and the others in succession
from keel to gunwales. The bulkheads are fitted as before described. In
both boats the floor boards, tin. thick, are carried on fI floors" tin. thick
and 2in. deep at centre, tapering to nothing where they meet the
and screwed to the planking from below, or, in the first described boat,
rivetted to the timbers, as in a yacht, and adding greatly to the stiffness
of the bottom. In building from stocks, the frame and moulds are made.
in the same manner, but set up on a plank, the keel being down; an!I all is
firmly shored from the ceiling, the subsequent operations being similar to
those described. Where many boats are built, the planking is done on a
table, as above, the boat turned over and placed on stocks where the inside
work and decking is done, and then moved ahead to a pair of trestles,
where the bra.sswork and fittings are put on, other boats taking her place
meanwhile on the stocks and table.
The scantling given has proved strong enough for craft 14ft. by SOin.,
carrying up to 70ft. of sail, but would need to be increased slightly for
racing craft.
Digitized by Coogle
Digitized by Coogle
APPENDIX\
DICTIONARY OF GENERAL INFORMATION.
A.
A.B.-Able _, who mUlt be able to ha.nd,
reef a.nd Bteer,lplioe, knot, tum in rigging,
&0. - able-bodied aeama.n, loll distingoiBhed
from a youth or ordinary _.
Abcd.-A sall is aaid to be aback when the wind
lJtrikee it from ahead a.nd tendB to force a
vee181 aatern; generally applied to square-
rigged shipl. In a fore-a.nd-aft veelel the
eaila would be aaid to be aback if their ole_
were hauled up to windward, Or if the veaw
came up head to wind, a.nd went olr on the
opposite tack without the head lheeti being
ha.nded over; or if the wind headed the veaeel
and struok her from the oPpolite aide to that
whioh it had been blowing so loll to oaUI8 the
eaila to lift. (See alao .. All Aback For'ard I")
Aba.jt.-A relative term UBed to denote the aitua.-
tion of a.n objeot or point that is aatern of
a.nother, a.nd begins from the Item head, or
from the fore part of a.ny Ip&r or other objeot ;
generally the term meana towardI the stern,
or in the direotion of the stern.
AbaMoB.-To leave a lhip a.nd take to the beata.
AbeGm.-At right augleB to a veaeel's broadlide
or keel; opposite to the veaeel's centre of
length.
AbOGt"d.-Inaide a ahip or ou the deolr: of a ahip.
"Come aboard, air," is a sailor'l way of re-
porting himBe1f on board after leave of
abeenoe. To run or fall aboard a v8lael is
for one veaeel to oome into ooUiaion with
another. A sail is said to fall aboard when,
from the lightnellll.of the wind or other oa_,
it O8&Iee to blowout. To haul the boom
aboard is to haul the boom.1n by the main-
eheet from off the lee quarter.
About.-Baving tacked. .. She'l about;" Ihe is
going to tack or baa tacked. .. Beady about"
is the BignaJ. given for the men to prepare to
tack the Bhip. .. About ahip" or "'Bout
ahip I" is the order given to tack, that is to
put the veeael on the oppOBite tack to the one
&he is on when the order is given to tack.
Alweast.-8ynonymoua with" Abeam." Side by
aide. To BmlBt.-To oome abre&Bt.
Auommodano,..-The oabinB of a veaeel.
.iG'ker.-A tjde coming on the top ofanother tide.
AGAr .. 8GGk-A gradua.ted time allowr.nae oom
puted by the late Mr. G. Bollaud Actera, DOW
BUperaeded by the Y.B.A. soale.
A Oae'" BiU.-An a.nohor hanging by ita riDg to
the oat head. The aitua.tion of ya.rda when
one _.is topped up.
Aero. Tid&-Oroesing the stream of the tide so
that it oomee broadside on. Il a veesel in
beating to windward orollea a tide fairly at
right auglea on one tack, &he will stem it on
the next, or have it stern on, aooording to
whether the tide be lee-going or weather
going. (See" Weather-tide.")
A ~ t . - A n old-flollhioned way of ex
preaaing the builder's tonnage of a ahip cal
oulated by length a.nd breadth.
Admimt-The higheet rank in the Navy. For-
merly there were admiralII of the red, white,
a.nd blue, with the intermediate ranks of vice
and rear of the red, white, a.nd blue. When
the white ensign WIoII taken exoluBI.ve1y for the
Boya.l Navy abont twenty y_ ago, the red,
white, a.nd blne divisionl were done away with.
A.dmirala now Iy a St. George'l Jack, which
is a white square tag with red St. Gaorre
oroBl in it at the main, fore or millen, aooord.
ing to their rank. A vioe-admiral baa a zed
ball in the upper (holst) oantOn of the tag; a
rear-admiral two ballI.
Admit'al of the 'pleat.-An honorary diatinotioD
beetowed on admiralII for long serrioe, &0.
Il a.n admiral of the leet baa a comma.nd, he
hoiste the II union" at the main.
AcitMt'Gl'v .PI4g.-A red tag with yellow fouled
a.nobor (horizontal) in it, lawn by the S0ve-
reign a.nd Lordi of the Admiralty.
Admit'al'v Wczmmt..-Warrantl,ranted to alube
a.nd the members thereof, granting permisaIon
to tlythewhite enIign, or the blue enafgn, or the
red 8IIIign with device on it. The Admiralty
warrant will only be,ranted to yachta whiob
are registered aooording to the proriaionll of
the Merchant Shipping Aot. The warrant
itae1f, &B delivered by the Admiralty to a
alub, is a very simple c1oonment, a.nd 1'1IlIII &B
followa: "Whereaa we deem it a:ped1eu.t
that the v_la belonging to the Boya.l.
Yacht Club ehall be permitted to w_ the
blue [or white, or red, &B the 010II8 may be] of
Ber Majeety'l leet on board theh- reepeqtive
l[ It
Digitized by Coogle

veeml with the distinctive marks of the club,
we do therefore, bl virtue of the power ad
.uthority vested in ua, hereby warrant ad
.uthoriBe the blue enaign of Her Majesty's
flest, with the diBtinctive marks of the club,
to be wom OD board the respective vesm.
belonging to the Doyal Yacht Club
acoordiIJgly."
The privilege bestowed bl thia dooumat
ia clearly aet forth, ad is Dothing more or
leu tha.n permiuioD to fly one of the
enBigna 1UI8d bl Her MajOBty'e fleet. The red
eneign, it _ be Btated, may, under the
Mercha.nt ShippiDg .A.ot of 18M, be flown OD
board aDJ' veeee1 without permiaBion of the
Admiralty, unless.device be put OD it; in the
latter _ warra.nt muat be obtained from
the Admiralty for permiBeion to 1UIe the device.
Thua it will be _ that 8.11 A.dmiralty
warra.nt confen only Bingle privilege, but
the Oovernmat aJIoWB la.cht ownera who
have club certitlcate of the Admiralty
warrant to .vail themaelv .. of CJ8lIIain exemp
tioua from Exoiae a.nd other dues. Theee
exemptione ere Dot importa.nt, ad ere briefly
.thQl8: Members of lacht clubl (poa888BiDg
the warra.nt) -1 remove their own furniture
or property from place to plaoe in the United
Kingdom in thBir yMbte (providing the funli.
tare il for their own 1UI8) without taking out
couting Iieence; members -1 deposit
win. or epirits, .to., .. 1_ stock in the
ClUItoms wareh01Ul88, OD arrival from forBign
porta, free of duty, ad re-llhip euch wines,
Ipirits, .to., for 8.11other vo18c8; membera
may enter harbours without paying duties,
8.11d -1 make lut ad lie to aDJ' Govern
ment mooring buoYB, wheD auch ere not
required bl 8.111 of H.M.'sllhipa; a.nd. yaoht
need not have her name painted OD her atern ;
the maeter or mate Deed not h.ve :Boa.rd
of Trade oertitlcatee, even for foreign orui ..
iDg; men or boye _ be llhipped or un
llhipped, or agreemata _ be made with
aea.men without reference to the Begiatnr.
General of Saa.men; GreW apace is under DO
limitatioua, ad ofllolal 10gB Deed Dot be kept
<_ the article "Bea.men" further OD); but
al yaoht ta.king OD board pUlenger.t a
foreip port, or leaving one .t a foreign port,
ia liable to du. .. packet boat. It will
thUB be seen that J'&Cht owner be the
privilege of conBiderable freedom in hill
avocatioD of pleaeure, but before he _
obtain the warra.nt which confers th8I8 privi.
legea hill yaoht muet, 108 before atated, be
regiBtered in acoorda.nce with the provJaione
of the Mercha.nt Shipping Aot, ad ifl ill com
pu1eory th.t '"f/1.7 Jaoht of ad above IIftBeD
tons internaJ. capaoity ahaJ1 be regietered.
YMbta amaJIer tha.n tlfteen tone requiring to
fly the blue, or white, or club red enBign
mllllt allO be regietered <_ the u:tiolB
.. Begietry ").
ExciBaa.ble soode ere only allowed to be
taka on board free of duty upon the yaoht
clearing for BOmB foreign port; ad, if a
7Mht owner purohaeeB wiDee, lIpirits, or other
Wammta-oontinued.
exoi8a.ble goode .t foreign pori;, he III&J
depoBit the aa.me in :British C1latomI _
h01l88 free of duty, ad take the _ em
board apin on hill aIea.riDc far a.noIher
foreign v018C8. Nothing ia Aid about
1Mbt being allowed in general sort of W&1
to buy goode out of bond free of duty; but.
great daa.l of luity DO doubt preniJa hi the
_tter, .. it ia Vf1f7 -1 thing far a J'IMlht
to be cleared for foreign port without tile
owner having al intention of to
the place mentioned in the cleara.nce. A
0nri01Ul inoidat oacurred in 001IJUI0ti0D with
thia m.tter in 1864. A J'&Cht oleued lor
oartain foreign port, a.nd took on board wiDea
ad lIpirits hom Customs warehoue free
01 duty, the muter giving the 1lII1lIIl bcmd rl
lOOt that the aa.me ahould not be Jaaded or
1UI8d ont of the 1Mbt. The yacht did _ go
foreign, ad coDII8Quentq did not oall at the
plaoe m8Iltioned in the oI.earaDce, ad Upoll
her return to the port of departure the
Curioma oflloers paid her a villit. .All the
wines ad spirits had be8Il 001UI1lIDed, but, u
the Jaoht had not be8Il to the p-' mea
tioned in her original oIean.noe, the ofIicen
proceeded to estreat the bond j ho_, OD.
. c1ecIa.ratien being made thr.t DOIl8 of the
Btorea had beeD taken out of the J'&Cht, &lid,
in fact, were coJl8Ulll8d on board, the bcmd
w.. not eatrer.ted, ad cmJ,r double dDiy
imposed OD the total quantity of euiaahIe
goodl which had be8Il taken on board the
yacht. The owner .t the time declared that
thiB euction bl the Cutoma 081.01IIII ...
owing to hill not h.ving .. tipped " them we.
they paid a viait to hill yacht. :Be that u it
may, there is little doubt that the o8Iem
were uot exoeeding thBir duty, altho'qh they
have be8Il ._ thr.t ma.nJ J&Chta whn
they take wines 8.11d spirits on board in the
lI1lIIlJDer months from bond cl-.r for pori
merely to comply with one part of the NpIa-
tiOD, whilst no intention exists of aetaaIl1
viaitiJIg the port. However, IIinee the ..
mat of the duties on loreign wm. and
epirits, ad tea, the practice of b1Qing IItoNI
out of bond be much dimiDiahed.
Exemptione from harbour d __ cml7 be
claimed in Government harbonn, nch u
Portland, Plymouth, Kingetown, or Holylad
new harbour; ad it ia doubtf1ll if the.Admi-
ralty _ give aemption from all n. for
moh nr.tural harbonn 108 Portamouth, N
mouth, Milford, Cork, or Dartmoda if the
local harbour board thiDk proper to impCIIII
dUell j indeed, at BOme of th_ duI
ere exacted. For instance, a 7MM uiDg tbe
C.twater at Plymouth be to pll.ll101118 trilIiIIe
tonnage due, ad .... have &Yen bald rl
yaohts beiDg .. ked for the .. Tinker" dDa
at Plymouth. HoW8Yer, theBe impoeitioaa
ere m:oeptional, a.nd beyond the home J..
bonn yaohta, by epecial requeet, are prin1epd
to enter all aimilar foreign harboun fzee rl
duel; but thia exemption, whether at home
or .broad, doeI1lOt appll to private harbmaI
or docb, mob .. Bamqate, TorqIlIIJ', DoN',
Digitized by Coogle
Dictionary 0/ GeneraZ In/ormation.
499
AdmiNUy
Hr.ne, Boulogne, o.tend, and n.oh plaoel.
For using Doh porta doob the duel! or
tolls must be paid. and they aN bed lot
much nte per ton than the hMbovor
towu dU811 Isvied at lOme porte.
Yach. holdiD&' _ts aN 1IS1I8llyaJIowed
to ma.ke lIIIe of Government buo,.., if the IBDl8
_ be not required for any of Be )I.jeaty'awpll.
When yacht chan,. handa the warrant
must be Ntumed throua'h the olub II8ONta.r,y
to the Ac1minJty; and if an owue leta
yacht on hire he mllllt mum the warrant.
The AdmireJ.ty warrant fa neve gnmted to
perIIOIll lUriDg yachts,. and they _ ouly
leplly Iy the uatiourJ. or m 8118igu; .w fa,
the warrant fa only granted to owueill aotuaJ]y
holdiq yacht'l Begiater.
The Ac1minJty wanant fa not granted to
foreignera who may be membftl of Britiah
yacht olnba un1811 they have been uatumliaed,
and can thllll lepJly hold. Britiah Begiater.
A foreigne obtammg 'British by
maldug falae repre_tation fa liable to have
the veueI made forfeit to the Crowu (l1li8
.. ED8ign" and" Yacht ").
Adrift.-l'loatiDg with the tide. Generally driv-
ing .bout without oontrol Also. vllllol fa
laid to be adrift when Ihe brea.b .w.y from
he mooriDge, W.rpII, &0. The tftm fa aJao
.pplied to loose Ipara .bout the deck;
Iheets or rop81 whioh aN not belayed, &0.
Afloat. - The ltate of being ".tftbome after
beiDg aground. To be on board ship.
.4/OH.-The ooutmry of abaft. Towvds the
forward end of anythiDg.
Aft.-AD. abbreviation of abaft. generaJly .pplied
to the litem. To go aft fa to walk towvds
the BtftD; to laUDch aft fa to move a apar
&DJthiug elBe towvds the atem. To haul aft
the aheetII fa to briDg the olew of the II&il
more .board by hallliDl on the Iheets.
Alter.-The- ltate of beiDg aft, ... alter-lail, after.
1eeoh, after..aide, &0.
.df"r Body.-The put of a veaael.baft he mid-
ahip leotion.
.4/"" HM.-The atem end of vea8ll or auythiDg
elBe, the end of auythiDar D8aNIt the Item
of .veueL
.4Jter GuMd.-)len ltatioued aft to aheets,
&0. In noiDg yachts, if there be auy am&-
teva on boIml, they aN generally made U8I
of ... an aftft-gnam. In marohaut ahipi the
cm1iDary 18&m8n or landamen enjoy the die-
tlnotiou.
.4Jter_olt.-A thiDg poJnt situated the moat
aftofaJI.
Watch.-The watch betw8IID DOOD and
fou o'o1ook.
4/fBr Parl.-The .tern eztremf.tiea 01. veaael
anything elae.
AJWr p.u.-The hold of veaael n8a.r the
A amaJl ouddy or loolr:er made in the of
boat aft.
AI"" BoU.--Ccmtrary to fore rake. The rake or
overbaur the atem poat baa abaft the heel of
the keel. To iuoliue atemwvds.
.4,f6tDMcI.-TcnrudI the .tern; ooutmry to for-
ward.
AgMut tM 8v.t&.-An expl'llllion uaed to ahow
how rope fa oolled I frc1m right to left fa
apiu.at the IUD, from left to right fa with the
II1In. TIle ad fa aaid to blow apiu.at the
IUD when it oomes from the waatward.
toUh er-.-Aform of arreement pm-
vided by the Board. of Tnde for yacht aailora
to .. aign artiolea" on. (Sea" Beaman.")
dooament exeouted, when
vea8Il fa built, by the b1lilcJ.ft and the perlOn
for whom the .... Ie beIDg built. The
following fa form of agreement which baa
been Uled:
..... If .... t between Heaare. ,
of , yacht buildara, hereiuaftft
oaJled the of the one part, and ,
of , Eequfre, hereiDaft.er oaJled
the of the othe part.
The build_ IhaJI build and equip
yacht aooordiug to the apeoiJl.catiou and
.dnwiuga marked A, B, C, and aigned by the
partiea heato. The yacht ahaJl be built and
oompleted in aJl partion1a!ll aooordiug to the
requirements 01. the laid apeoiB.oation, and
the whole at. the workmauhip and material.
lhaJl be auob ... ahaJl be required by Lloyd's
Rules, &lid auob ... will entitle the yacht to
be oluaed at Lloyd'a .... yacht Al for .term
at years. The whole of the work lhaJl
be ueouted UDde the apeoiaJ nney of Lloyd'i
amveyor, and to the aatiafaotiou of Lloyd'a
oommittee; and also to the aatlalaotion of
, marine a.rohiteot, hereafter oaJled
the a.rohitaot. The yacht .haJl be delivered to
the owue oomplete ... aforesaW., aafely moored
in In OOII8ideratlou of theae pre-
mJses, the b1lilcJ.ft ahaJl be entitled to be paid
by the owue ... followa :- pounda
on the IIigniDr of thia arreemeut; further
BUm of pounda when the aaid yacht
Ih..n be in frame, and the arohiteot ahaJl hayS -
given oertilloate in lRitiDg UDder Ilia hand
that the yacht; fa in frame, and aJl the work up
to that ltap baa been done to the aatiataotion
of Lloyd'a and to the aatiataotion of
the a.rohiteot I furlher BUm of
pounds when the yacht ahaJl be oompleteJy
timbered and p1a.ulr:ed, and the deolr: laid, the
ooaminga bed, and the a.rohiteot ahaJl have
given oertilloate in 1rl'itInr under Ilia hand
that the yacht fa oompleteq timbered and
planlr:ed, and the deck laid, and the ClO&IIIiuga
bed, and that aJl the up to that Btatre
baa been done to the aatiafaotion of Lloyd'i au-
veyor and to the aatlafaoticm of the arohiteofI
When the vea8ll ahaJl have been duly
launched and oluaed lot Lloyd's and
when the aaid arobiteot ahaJl have given
oertillcate UDde Ilia hand that the v_el baa -
been oompleted in all to hie aatisfao.
tion, to the aaid plana &lid apeoi-
80ati0u, and the vea8ll hAl been delivfted
a1I.oat, and oomplete in all reapaota for lea,
and moored in aafety in , the
OWDe ahaJl pay to the buildft the further
lum of po1IJ1dII.
The yacht from and aftft the payment of
Digitized by Coogle
Ag_t--eontiDuecL
the laid sum of pounds, to be
paid 011 the aigniDg of W. Bhall
be, and continue to be, the property of the
OWJler; and all the DIlIoteriall inteDded for, or
appropriated to the laid ya.oht, Bhall be deemed
to be the property of the OWJler.
If lot aD.J time the builder Bhall be guilty
of aD.J 1IlI%8&8OIIAbie dela.y in the _tioo of
the work agreed to be dOlle, then it Bhall be
lawful for the OWJl8r to enter UpOD. the
builder'a ;yard and take poueufon of the
Iaid)aoht, and to caUie the work inolu.ded in
this agreement to be oompleted by aD.J perIOD.
or perIOIII whom he Bhall _ At. .All dall1lP
tha.t Bhall ha.ppen to the elid JaCht agreed
to be built .. aforesaid, or to the DIlIoteriala
intended to be UIed in her ooDltraotion, by tlre
or otherwiIe, previous to her being delivered
to the OWJler oomplete .. aforeaaid, Bhall be
forthwith ma.de good by and at the UpenlJe
of the builder.
The arohiteot and the OWJler Bhall at all
timee be permitted to ha.ve _ to the
ll&id ya.oht during the progreea of the worb.
The bullder Bhall deliver the alid yaoht
oomplete for _, aooording to the alid plans
and apeoitloatiOD., doat at
and olaaled at Lloyd'a .. aforeeaid, 011 or
before the tlnt day of , 0118
thoUlaD.d eight hundred and eighty, and
in default he Bhall pay for ee.oh and every
day after the .. id tlrIt day of
during which the alid JaCht remainI u-
delivered or uo1aaaed .. aforeaaid, the sum
of pounds a day .. and for liquidated
and the alid sum of pounds
a day DIlIoy be deducted by the 0WJl8I' from
aD.J mOD.BY payable, or to beoome payable, by
him to the builder.
The builder Bhall not be entitled to makl
any olIIim or demand UpOD. the 0WJl8I' for work
dooe upon the alid JaCht. or in OODJl8Iltion
with the builcJing or equipment thereof, or for
any alteratioDl or extras beyond the remune-
ratiOD. hereinbefore mentiOl1ed, exoept in
reepeot of work for which written oerti1l.cates,
deaoribing the work .. extra work, sh..n be
give undsr the hand of the architeot and
oountaraigned by the OWJl8r.
No work dooe 011 the said yacht without a
written order signed by the architect, and
oountersigned by the OWJl8r, Bhall be deemed
to be extra work. The builder Bhall not be
entitled to an ext8IIaion of the laid time by
reMOn of tmy extra work or alteration being
ordered unleea a writtan order for such extra
work be signed by the architeot and counter-
signed by the OWJler, and unl_ the architeot
h..n think It at the time such written order
Is given by writtan oertitlc&te under his hand
to ext8IId the time fixed for oomp1etion, and
then the time Bhall be extended only 10 far
.. the a.rchiteot by the laid oertitlc&te Bhall
determine.
Any dispute arising between the builder
and the OWJler reapeoting aD.Jthing OOI1tllined
in this agreement, or in the Specitlcatioo
IIoJId plana above referred to, or in any way

relating to the buildinl', equipping, or delivery
of the JaCht. Bhall be referred to the ll&id
a.rchitect, whoae deoiaion sh..n be tlDal, or, him
flliling, to lOme other arbitrator to be agreed
upon between the partiea, or to be nominr.ted,
in OIIoIIe of differenoa, by the registrar of the
Admiralty DiviaiOD.. The -u. of any nch
referenoa to be in the diaontioo of the arbi-
trator. This apeement ma.;y be made a rule
of tha Hilrh Court of Juatioa if the oourt Bhall
eo think At.
. -
DIIBIGN .urn DIJIIIlfBIOlfl: The ya.oht to
be built acoording.to drawings and plana fur-
nished by , and to be of the following
dim.mlloM :-The length 011 daok from the fore
aide of the stem to the aft aids of the stern
post to be 50ft.; and the laqth between par-
pandioulara, DI8I8'IU8d along the rabbet of the
kaal from the after aide of the stern poet,. to a
parpendionlar dropped from the fore aide of
the stem at the daok to be 46ft.; and the
breadth, from outBide to outBids of the pla.Dk-
ing in the broadaat part of the ;yacht, to be
11ft.
KuL: The keel to be of lOnna English or
American elm, lOin. aided, and not lees tlum
8in. deep, to taper fore and aft to stem and
stern post. If the keel be in two piaoaa, the
aca.rph to be not leu than 6ft. long, buttad
and bolted with tin. metal bolta, lib: in number.
A solid iron keel to be oaat and Atted under-
neath the main keel amidships,.. BhoWJl in
plan, 26ft. in length; the builder to make the
moulds for I\Ild B.nd the iron.
BTIIx: To be a BOUIld piaoa of EngIiah eM,
with a groWJl crook, 5in., aided and 1&.
moulded, proparl1 butted and aca.rphed into
keel, and bolted with tin. oopper bolta.
8TJ:BN POST: The stern post to be of Eng-
liIh oak, 7in., aided at top, and Din. moulded.
XNIGBTHIIADI AlU) APBOH: The knight-
hea.dI and apron to be of EngUah oak.
DIIADWOODS: The upper deadwoods of
English oak, and of aullloient depth to rMeive
the timbers, and to be bolted with tin. mataI
bolta.
Ftrrrocxs AlU) TnmIlBS: The fnttoob
and timbers to be of English oak, with room
and spaoa oentre to oentre of 18in., and to
be .in. sided and &. moulded, eaoh to be
step-butted and bolted to the keel, deadwoods
or hogging piaoa. The haala of tlrIt fnttoob
to be _uraly faat8lled to keel with wrought-
iron baa Aoora, through.bolted to keel and
fnttooka with -lin. metal bolts. Iron tloor
plates nino thiok, to be fltted to
oounaot the haala of the fnttook frames
The double timbers to be bolted together
with lin. square iron, galvanlsed, and the
haala and hea.dl to At oloaal;y and nea.t1Jt.
GuBOABDB: The garboa.rd atrakee to be of
BOund Amerioan rook elm, not lees than Bin.
wide and Bin. thick.
1'LAHxI1IIG: Six strakee below the water line
to be of English oak, the sheer strake and Biz
topside strakee of teak, and the remainder of
the plaDb to 1w of pitch pine, the whole to be
Digitized by Coogle
501

wrought in para.llel mabB Sin. thick, and not
more than Sin. deep (the sheer strake to be
7in. wide), and in lcmg leDgths to have a -tin.
copper bolt olineW through every other frame,
and to have a cut metal 'lin. dump in the
remaining timbers. The butts of the planb to
be well 4tted and caulked, and to have not leel
than Sft. Bhift 1I111eel a whole atake intervenes
between two butts, and each butt to have
lin. wrought copper bolt through the centre
of the plank, and the timbernut thereto. All
faateninga to be p1l1lched home tin. deep to
nceive putty atop ..
8mn.Jr: The aheIf fi9 be of EngliBh oak,
Bided &ad moulded &I ahoWJl in the drawing 0,
showing the midahip Bection, through.faatened
to top and second IItmke with iin. metal bolta
at evarytimber, and to have a atroug galva.nised
iron breaat-hook forward, and galva.nised iron
lm_ aft. Beams to be dovetailed to the ahaIf,
and well bolted with metal boltB. The clamp
to be Btin. thick.
BILGJI 8TIu.Ds: Two bilge Itn.kee of Eng.
Ush oak 6in. by 2in., 1"I1DDiDg fore and aft to
be worked on each side, and to be through.
faatened with tin. copper bolta, and to have a .
galva.nised iron bresat-hook forward, and to
. be bolted into tranBom frame with metal bolta
aft.
DJIcx Btixs: The deck beams to be of
EngliBh oak, -. aided and 'in. moulded, and
to have about 'in. rise at centre; to have
galvam.ed iron Im_ where required, care-
fally fitted and bolted through the top timbers
and top atn.ke with -tin. metal bolta; the bitt
and m&lt beams, and the other beams, to have
a galva.nised iron hanging Imee t.t each end,
with three tin. metal bolta through each arm.
EngliBh oak lodgiug Imeee to be fitted between
the beams in wake of the mut, and where
nquired.
OoTJIBDrG BOARD : The covering board to
be of teak, 7tin. wide and Sin. thick, properly
II8CIIred to top make and clamp, and to
project about tin. outBide of the plank.
DlICX l'uNJ[: The deck plank to be of
picked, well_oned Quebec Je1low pine,
free from lmolB and defectB, in long lengthB,
tapered &I required; 110 f.ther edges to be
left at endinp of planks, f01'W8ord or aft, the
end! to butt tin. into covering board j the
plank to be Sin. thick, and to be dowelled
and nailed diagonally, with Je1low metal nails
at the Bidee, so that no nail headB show.
lh'LWABJt81 The bulwark Btanohi01lB to be
of oak, Bin. moulded and atin. Bided at deck.
The bulwark Bldrting to be of teak.
BAIL: The top rail to be of AmeriC&1l
elm, atin. by lin . free of defectB, and 4ttsd
fair.
BVDDBB I The main pi_ of rudder to be of
one solid P- of EugliBh oak, and to have
t. fitted watertight rudder tr1I1lk;
to have Itrong copper bracee, 4tted with a
rule joint, II1IDk Into BterD POlt; alao a atroug
braes or g1I1l metal bearing at hBel, to
have an iron strap ro1I1ld the rudder he&d,
and the rudder head to 4t, and work in a

metal oollar, B1I1lk into the deck with chock
of teak; to have a _t braaB cap, with name
of yaoht engraved thereon j to have two 118&t
carved oak or ma.hoga.Dr ti1leni, with braaa
4ttinga. t
OAULKING: The outside planldng to be
thoroughly and carefully caulked, &ad the
lI8&IIIII carefully payed and puttied, and the
deck to be very -tI:J and caNfully caulked
and payed with marine glue, the whole of the
88&l1lI of hull and deck planking to be made
tight; the outBid! plaaking to be painted
with three coata of paint; two coatB of com
position to be laid on the bottom, and at the
end of the 1_. or when nquired by the
OWDer, the hull to be aheathed with copper
lIheetH carefully laid 011, 1801. below the
waterline and 2001. at and the water-
line.
B.u.L.a.s'1' I The builder to supply and care-
fally Itow a lutB.cient qUaJltity of pig.iron
baJlaat (beBidee iron teel) to put the yacht
to the designed loadline; the ballaat to be
painted with one coat of red le&d paint. The
builder to supply lead baJlaet if 10 required
by the OWDer, allowing for the cillference
between the pri_ of pigiron baJlast and
le&d.
BI'l'TIl: The bowsprit bittB to be of sound
EngliBh oak 4tted and fut.ened In the uual
way, mut bitts of EngliBh oak to be 4tted 011
the fore-aide and aft.Bide of maat, with 11l1iiio1.
crou pieceB and all other 1l8OOIII&ry belaying
bittB, pin racb, olea.ta, cavela,le&ding lIh.vee,
eye boltB, and other Ullual deck 4ttinga to be
found a.nd 4tted &I required.
PmD': A. properly.coDlltructed lead pump
to be fitted, m. in diameter, with lead tail
pipe, and rOBe at bottom, and the diacbarp
pipe to le&d under the g1I1lwaJe. .
WATlIB-CLOSlCT: To have a pataDt water
oloBet of the moat approved OODItruaticm, with
mahogany at and ftttingB complete.
DlICX FrrrINGs: All the UBU&l hawae pipell
and chain pipell to be properly and carefally
4tted; channela and chain platee, boltB, and
dead eyea &I required ; boW'lprit gammon iron
at Item to be covered with leather.
BoBBTAY SHA(lJ[LII AIm DAB : To haveatJ:c)ng
bobztay Bhackle C&Bt in copper to 4t the stem,
and to let in 4111h with the wood so far &I may
be prudent, and riveted through, the bobatay
chain to be of galva.nised iron, and 4tted to
bobztay ahaolde.
DAVlTB I To have boat's daTita 4tted to ship
on ODe Bide, al.eo one IJIIall anchor davit to
ship on either bow.
BlDG. Bon STANCHIONS I To ht.ve six
brau lltaDohi01ll for ridge ropea on Bither Bide
of the lame, to be handburDillhed in the beet
manner and 4tted into &quare socketB In rail
and lower part of bulwarb ata.nOhi01lB.
OLJIATB: To have two wellburDiahed
braal clet.tB on tatrrail, and two galva.nised iron
oleatB on bow, and to have, if required, a neat
elm grating extending from taffrail to mizen
DI&I!t. To have iron roller in she&ve 4tted
for ht.wle pipe to take chain cable.
Digitized by Coogle

HATe .. : The oompaDion to be of teak
Itted with braes elidee ae required, ad to
aha in with IIhiftoiq peael or doore at after
aide, and eeoured with b_ hasp ad padiook.
The fore hatoh to be of teak, to be V8l'7 care-
fully Itted as required b;y owner. The sail
mom hatoh to be of teak of OOIlY8llient
diameter, to be eeouely fitted with ooa.miDgII
on deck, and futened with braBlllook on the
aft aide, and braBII hasp and pa.dlook on the
fore aide. ,
SXTL1GBTB I The main cabiD ad other ak;y.
lIBhte to be of teak, Atted on' teak
ad made to ahip aDd 1IDBbip in the new
'fIa7, and to have proper b_ faateDiDge
inIide, and to be fihDro1qrhly watertiaht in
flYfJr1 WIIo'I, ad the glau paee to be proteoted
by neat guards, 01' b;y gaJ.Ya.niaed iron
or teak bars, as required by the' ownere. A
ourtain eliding on brua rode to be itted to
the sk1l1Bht in the maiD and liter cabiDe.
SkyllBht ooatiDga to be provided.
_ CoKP.A.NlON LADD .. : Theoompanion ladder
to be fitted as required, with glau windows,
if required, at back of ladder, opelliDf into
after oabiD.
CuLlNG: The;yaohtto be oelled throqhout,
down to the ballut line, with 11m. pitCh pine,
oarefully planned and Itted on the timbere;
below ballut line to be ooated with red ltwd,
gaB tar, 01' yarnieh.
PL.&.TNa.: The platlorm and platform
beams to be of lIr, and laid as required; the
floor to be aeoured to beams with brue
1IOl'8WII. The floor at the foot of oompa.uion
to be formed of a neat Amerioen elm gratiq,
carefully 4tted.
II.A.IN CABIN J The maiD oebin to be 4tted
aooorcliDg to the piau mpplied by owner, with
hard wood panelled bulkheade, doon, eofaa or
bed bertha, with lee boarde. The cabin to be
Atfied with poliehed pitOh pine peaela, and
IIIIIohogaDy st,lee. One mahogany oupbcard 01'
sideboard to be fitted .t the after end or both
8IIde of each sofa., and mahogany ahelf with
emaJl open rail erlendiDa' the whole l.,.th of
the cabin to be Itted above eaoh sofa. A
emaJllllllohogaDy book_ to be Itted aga.inat
one of the bullrh8a1i8 All looks, bolt.,
hiDgee, hasps, or other faeteninga, and all
keys in the maiD oabin, and in every other
part of the vtweel to be made of bran.
&ron: : AD approved etoYe to be 4tted in
forward bulkhead of the main oabiD, with
fender and irons oomplete; brua IIOl'eW
ooa.miDgII for fmmel, and IBDgth of copper
ohimney to lead olear of raiL
Fouc.A.BTLII: The foreoutle to be bulk
headed, as required, and 4tted with looken,
ahe1Y8B, cupboards, locke, door, nolt, table,
_te with lookere underneath, ad to have the
ueua1 lockers, and the lockere for ohaiD ad
oob, oloaely oeiled to pl'8Yent dirt or duet from
the same gettinlr into the hold; aleo Bimilar
lookers to be 4tted below the patry, and
fore .tate room floor. To have a neat iron
ladder from floor to deck, itted to ahip and
unship; a portable commode to be 4tted, if
OOIltinued.
required, in the fONOMtle, and one in after
oabin.
SBlUIT L1uD eo .... BIXGS: The floor 1IJlder-
neath the oookiDg stoYe, and all the wood work
DIU the etoye, to be -t17 oovend with elaeA
lead, uailed with copper taob.
W Ana T.urx: A properly
plvaDiaed iron water tank, with manhole. to
be provided, and fltted below the floor with
pump ad supply pipe attaohed, with bn.a
deoJr: plate, ad eorew 00Y8l' for the _e.
CooXING &ron:: A pe.tent ooou.. appa-
raw (No.8), of Atkey's make, to be fltted
oomplete with AtkeTs p.teDt ventilatioD
ooamiDge; l.,.th of copper pipiJw to fmmeI.
eaiIlaiant to lead aleM of raiL
HAKKocxs: Tbne hammoob, with bedding
oomplete, to be fltted.
1I0PB, BROO.s, &C. : All the 1l8II8l DJOpII,
broome, braahee, bnoltete, squeegee, and.nher
fore.et1e r.rtiol. to be supplied.
PAlfTBT : The peafirJ to be fitted up ..
required, with dreeeer, ahelY8B, liquor holeB,
nolte, hoob, drawere, lockere, &0., &1ld
mahogany door opeJIiDg into mem cabin.
Fo .. STAn Boo.: The fore etate room
to be fltted with bed berth of mahogany, with
dra_ undemeath, mahopn,y waebstanc1,
ad foldiDg mabop.ny elab to form a
writiDg table; oupboard, UDdemer.th ehelYee,
nolte, &0., mahogany door, &0. The epeoe
on port side of oompanion WIIo'I to be atlled
with _te 01' loobre, ae required.
L.A.Dl.B' CABIN: The Iadiee' after cabin to be
atted with poliehed wood peaele, _e ae DIllin
oabin, with bed bertha and waIIh
eta.nde, cupboards and drawere, u required,
ad the eofu to be atted withlookere IIlIder-
neath, ad the dOOl'8 to be fitted ae required.
UVAToaT: The la'Rtoq to be A*tBd with
patent waehata.nd, with tap and water ; tuJr::
for water mpply, ad a patent water o1oeet
of the beat oon.etruotion, to be Itted with
mahogany ..t, the la'Rfi0r7 to be bulk
heeded or doored, ae required.
SP.A.BB: To be mpplied with. oomplete .-
of apartI, ae required for a ;yawl of 25 tou,
the whole to be carefully made, ad all tile
ironwork to be of the flnea1; qua.lit;y, ad
gaJ.ya.ni8ed, the dimensiona of the epan to be
aooorcliDg to plane supplied by the OWJl8l'.
1IAnnu.BT: The mainJDaat to be a picked
1Ipal', ae free from lmote u. mA'1 be, of Oregon
or Baltio red pine, fitted oomplete in flY8l'1
reepeot ae required.
M.urr &r.p: The maet to be stepped into a
solid iron maet step to be f1ll'Jliahed by the
.builder.
Hoops: The uanal maet hoopa properJ,J
riveted to be fitted to maet.
CBOIIII'l'BDII : The oroam- to be oanfaDJ
4tted u required.
BoWSPlUT: The bowsprit to have. plfto
niaed iron nolt plate on the upper side from the
heel to the stem, aDd a stout gaJ.vaniaed iron
piDion'where fltted to the bitfie, with handle
for the aame, and. lignumYite roller betweeD
the bitfie with a 100ft l'OIU1d ibe oentn to
Digitized by Coogle
Dictionary of General Information,
508

allow for the pIWI8affe of the ruk plate; also
a plain stout lignum-rite roller between the
bitta on the under aide of the heel of the bow-
IIpl'it. A lmall, square, iron fid as required,
sheaTe at outer end, traT8ller lea.ther OOTered.
" WBIIIKlIBS: GalYllDisad iron whiskers, Ilttad
with pl8Tenter rods and all the other 1I81I8l
IttiDp for the bowsprit .. required, to be
oanfully Ilttad.
llA.nI'-BOOJ[: The main-boom to be Ilttad to
mast with iron band and uniTersal jobLt, and
all other IlttiDgs, lDoludiDg reef oleate, to be
-t17 fittad .. required.
(hno: The pfr to be Ilttad with atroDr iron
jaws, and the other IlttiDgs as required.
TBYJWL GAJ'I': The tryaail pfr to be
similarly Ilttad 10 that the jaws may be 1UIIId
with either gaff.
ToPILUT: The topmast to be fittad with
galTaniaed iron aelf-actiug fid and a brass-
bound sheaTe in heel for mast rope; all the
other fittings to be oarefu11y made as required.
" ToPSAIL YAIm: The topsail yard to be
lupplied of suoh dim8U8ioDl as may be re-
quired.
SQUA1U8AIL YAIm AND BOOK: A square-
il yard and boom to be fitted iu the usual
way as required.
MJDN.JU.ST: The mizen-mast, boom, boom
kiD, yard, &0., to be fittad as required, and
the mast to be stepped 1I8C1ll"el;y.
RIGGING AND BLOCKS: The standing and
rumrlng riggiug of wir8, hemp, and manilla of
snitable sisea, to be moat carefull;y fittad, and
the patent blooks for the .me to be all of
the best make, the whole standing and running
riggiug, bloob, tackle, &0., to be fitted oom-
plete in eTery detall. The main and gaff
halyards to be of the best Russian hemp, the
"b halyards of ohain.
J1 SAILS: A oomplete "snit of aalla fit for a
yawl of 25 tou, to be found by the builder,
and made by Lapthom and Bataey., and to
oonaiat of maiDaail, two miz8U8, foresail, four
jl"ba, two topaalla, squaresa.i1, tryaail, and a Clam-
plete _ of sail ooTers, properly painted, to be
mpplied, and bags for the lmaller aalla.
ANCHOBS: One Trottman anohor of liGWt.,
ODe other anohor of llowli., and one kedge
anohor, to be mpplied. .
CBA.I:N COLlI: N'm&t;yfathOmsofD-16ohain
cable, galTaniBed, to be mpplied.
HA.WIIJUUI : Two hawsers of 60 fathoms each,
IIlitable for the yacht, to be mpplied.
WINDLASII: An improTed ratohet windlass
with double leTer to be llttad.
P A.INTIl(G: The outside of the T8IIII81 to be
made as smooth .. possible, and to haTe the
usual number of ooats of the best oil paint.
A gilt straka.
V.amnm: Bulwarb and all woodwork fit-
tings on deck to haTS three GOats of the best
Tarnish.
1N8ID1i PADI'T: The underside of the deck,
and luoh other parts of the T88Bel as may
require it, to haT8 three coats of the best .mo
white.
UnOL8TUY: The upholstary work to be .
OO11t1Dued.
oomplete, and to oonsiat of BrD8IIBls carpet for
the main cabin, ladies' cabin, and state room,
hard-seasoned oilcloth for the lavatory.
SoI'AS: The sofa. mattresses, baob, and
pillows to be of hair, and ooTered with rep,
Utrecht TBlTBt, or leather, as required.
Com TOLBS, CHAms, &0.: A mahogany
swing table to be llttad in maID cabin, with
oloth COTer oomplete, also three folding ohain,
Atkey'a Osbome swingla.mp, and the stoTe
before mentioned
. SUTlI RooK Bmla: The berths in the atate
room and ladies' cabin to be fitted with hair
mattreaeea, down fea.ther bolaters and pillowa
of the best quality, and three blankets of the
fln88t quality to be for each bed.
. TOILBT CunrA: The1l81l&l toilet china to be
aupplied to each berth, but to be leleoted by
owner.
LAlIPS : A snitable bronze swing la.mp to be
mpplied to each berth. .
STATB BoOK SoFAS: The sofas or aea.ta m
the after state room or ladies' cabin to be
fittad with hair mattreBBe8 OOTered in oretoune,
rep, or Utrecht T8lvet, as the owner may de-
cide .
BoATS: A Bnitable gig, to be mpplied with
O&rl, brasa rowloob and yoke, mahogany back
board, and elm grating, and boat hoob, com-
plete in every respeat; also a dinghe;y, with
brasl rowloob and o&r8.
BunucLB: A binnacle of teak, with brass
la.mp and fittings, and approTed compalll.
WINCH: A lever ratchet winoh to be fitted
on er:oh aide of the mainmast.
BmB LAlli'S, &c.: Side la.mps (diopterio)
to be supplied, together with I0r88D1 and
galTaniaed iron atanohiODl, made to ftt into
the rail or into stanchioDl fixed on the rail.
The lower part of the atanohiODl to be ma.de
to fit into the OOTeriDg board, or Into fasten-
ings on the lower part of the bulwark stan
ohions. The aide light soreen to be ma.de
with brass hinges, BO as to fall flat when ont
of nBe. An anohor la.mp (diopterio) to be
IUpplied. A rack: to be fitted in the foreoaatle
to reoeiTe the I_ and la.mps.
LEAD LImI: A hand lea.d and properly
marked line to be supplied.
BBLL: A ship's bell of the size required b
the Board of Trade to be mpplied, and to be
fittad on deck if required.
LKGII: GalTaniaed iron legs to be proTided;
with llttiDgs oomplete.
FINALLY: ThB whole of the workmanship
and materlala to be of the Tery best quality ;
..na Dotwithetanding a.ny omission from thia
speoiflcation, the builder is at his own upeD88
to oomplete the Teaeel in eT&r;y detail, in what
is understood as hull, masts, SPIlorll, ironwork,
and deck and cabin fittings as usual in first-
olaas ;yachts, with all joiner's, cabinet maker'a,
pa.inter's and plumber's, and upholeterer's
work a.pperta.ining thereto.
Agnnm,d.-A teaeel is said to be aground when
her keel or bottom reats on the ground.
A1&eGcl-ForwNd I in a.dTanOe of.
",Digitized by Google
ATIoy.-An interjection 1UI8d to attention
in hailing a veeae1, aa " Galatea Ahoy I "
AH.U.-A ship under bare poles, with her helm
laahed alee. An abandoned ship.
Air Tight OaIU for Small BOGu.- By airtight
ClUBB i.e meant ClUes that will keep out water.
The moat general form of ClUe i.e made of
sino, oopper, or Muntl metaL M.ointoah
bap bave been 1UI8d; they are put inlide
wood lookara. and then inlIated, the object
of inlIation being of oourae to lW the
lookerB, and thua praotioaJly making the
lookera imperrioua to the in1lu of water.
As any kind of bag i.e liable to be puno.
tured or otherwise damajred, metal oaaes
are to be preferred-they ahould be fitted
inlide wood lookers. To render a boat un
Bubmergeable ahe muat be provided with
ClUBB whioh will diaplaoa a quantity of water
equal to the weight of the boat. A ton of
uJ.t water i.e equal to 85 oubio feat of the
aame: now BUPpoaa a boat 16ft. long and
6ft. broad weighed 15owt. (iton) with all
pa8lBngera, IBU, air.tight ClUee, &0., on
board, than ahe would require airtight oaaea
equal in bulk to 2st oubic feat, aa thers are
2st oubic feat of water to tton weight. But
it may be taken that the wood material used
in the oonatruotion of the boat, the SP&rB, and
wood ClUBB, would be eelfsupporting. Bay
that thBBB weighed 5owt., than 100wt. (1 ton)
would remain to be supported; 1 a ton i.e
equal to 171 cubio feet. A looker 6ft. long,
2ft. broad, and 1ft. 6in. deep would oontain
18 oubio feet, and BO would support the boat
with her paaaangerB on board, or preveut her
BinkiDB if lWed to the gunwale with water.
01 oouree it would be rather awkward to have
such a large looker .. this in BO small ..
boat, and the air.tiBht apaoee are umally
contrived by having a number of lookera,
some under the thwarts, in the bow end and
stern and of the boat, and BOmatimea above
the thwarts under the gunWalBB.
Some boats are made unaubmergeable by a
cork belting bed outeide below the gunwale.
One ton of cork i.e equal to 150 cubio feet of
the same, and will IUpport 8t tons in water.
Thua, roughly, cork will IUpport three timBB
its own weight in water. Bupposing it i.e
BOught to support a boat equal to 10owt., aa
stated above; then a belting of cork will have
to be uaed equal to 171 cubio feet, plus a
quantity equal to the weight of the bulk of
the oork. Say the boat i.e 16ft. long, and the
meaaure!l1ent round the runwalBB will be'82ft.
A tube 82ft. long to contain 171 oubio feat
would require to be lOt inches in diameter.
[The contents of a tube are found by multi.
plying its length by the area of one end.
This area i.e found by the square of the
diametsr and multiplying it by '78 (see" Areas
of Cirolea ").] The 171 oubio feat of cork
would weigh (17'5 X 15) 26211b. equal to 4
cubio feat of salt water, and so an addition
would have to be made to the tubing to that
extent. Thus, in round numbers, 22 cubio
feat of oork would be required to support
100wt. net. A tube 82ft. long and 11in. in
diameter wauld oontain 22'0 cubio feet. The
tubea that oontain the oork are ueually made
of canv.. and painted. The weight of the
canvas tube would have to be added to the
general weight to be supported. Solid oorll:
ahould be used, and not cork ahavinge, for
fllling the tubes; oork shavings get more or
1888 saturated, and lose their buoyancy, and
generally have lesl buoyanoy than solid oork, in
couequenoe of the multitude of SpaC8B between
the ahavinge which would admit water.
The aooompanying sketch shows a small
boat with .. oork belting round under her
gunwales.
FIG. 1117.
ALea.-To leeward. The helm i.e .. lee when it
is put down to leeward. Hard .. lee means
that the helm must be put aa far to leeward
aa it can be frOt. (See" Helm's .. lee.")
AU.-A preb put to many worda to ahow that
the wbole is included, aa "all aback,"
meaning all the saile are .back; .. all ..
ta.unto," meaning that the ship i.e fully rigged
and fitted out, with everything in ita plaoe;
" all banda," the whole ship's oompany; "all
with everything in its
nothing being shifted, &0.
AU Aback POT'ard.-A cry raiaed when .. veuel
i.e Bailed BO near to wind that the head sa.ila
lift or shake.
AZley.-The ohannel made in the after part of a
steamship for the propeller ahaft i.e termed
the shaft alley. '
AZojt.-Up the mut; overhead. "Aloft therel"
i.e manner of hailing seamen who may be
aloft on the mut, tops, yarde, &0.
Along the Wind.-Sailing along the wind means
to sail with the wind from a point to four
points free, or with the wind .beam.
Dictionary 0/ General In/ormation. 505
..4Jong UWI LGIId.-To la;r Iolcmg the Janel ill when
a V8IIIIel aan hug keep oloH to the land
without taakiDg.
AIor&g to the ahore, b;r the shore,
OD the ahore.
AIor&gridI.-B7 the aide of the Bhip. II The N
ill alonpide, air," ill a 001llDlOD we.;r of in
formiDg the OW'D8l', 1IIIIIIter, other oflloera
that the boat ill manned ud b7 the gangwa7,
in readinees to take people off; also Did when
a boat ill brought to the pngwaJ' 10 that
p8IIII8IIg8rII aan embark.
A_tetw.-8. " Corinthian."
AtMdthtp -Tbe middle pad of a Bhip. The
middle pari of an;rthing. To put the helm
amidBhips ill to bring it in a line with the
keel. Generally the has referenoe to
the middle foreudaft line of the ship, Imd
to middle athwartabip part of a Bhip.
AftChor!or BmaU BOllt..-For small open boats
the ahould weigh lIb. for f1V8'f7 foot of
lqth up to. 20ft. lqth; but if the boat be
ballaated auother lIb. per foot of leDgth
ahould be added. Anchorll for IIIIIall boata
ahould be loDg in the: shImk, ud of the old
faBhiODed pattern.
AftChor II1t4cW6.-A Ihaokle which ClOIIJl8OtB the
chain with the uchor.
AaMor, B.-If an anchor ill let go on
ver;r lIrm. holdiDg.ground, OD gmund where
the anohor iIIlike1;r to get foul, trippiJIg line
ill made fut to the crown of the anchor; to
the other end of the line a buo;r ill made faat,
and when the anohor ill .. wnted" it oa.u
be b!Okeu. out of the gro)1l1d b;r hauliJlg OD
the trippiJIg line if it cannot be got b7 hauliJlg
on the cable.
Another plan ill to " _" the b;r
b8DdiJIg the end of the cable to the crown
inBtaad of to the riJIg or ahaolde. The cable
ill then II stopped" to the riJIg b;r ;ram.
When the cable ill hauled upon the stop
breaks, a.ud, of courae, the cable beiJIg fut
to the crown, the anohor ill rea.dil;r broken out
of the ground. A boat should uot be left
moored with her II _ed," III, if Im7
u1lll1l8l &train came upon the cable, the stop
would break, and the boat would p!Obab1;r go
adrift. The trip line ahonld be UIIed in noh
OIIHII. (See II BoowiJlg.")
AftChor 'W'/lteh.-A _tab kept OO11II1ant1;rOD c1eok
when a ship ill .t auchor, to be read;r to veer
out or take in ohain, or to slip, make Ba.il,
Rive W'ImIiDa' to the hImds below, &0., if
the ftIIBel be in danger of oollision or other
miBhapa. One bud III&J keep an uohor
watch, and oa.ll up the oflloera and orew if
Jl8OeI!Sal'7.
Aftchor, 'W'wh lor BGiAt&g /I Boat' -Ver;r neat
ud small winohee are now made for almOBt
Im7 sized boat that has a deck forward,
but a winoh ill not rea.dil;r Atted to u open
boat, Imd Aaherm.en have a V8'f7 simple
oontriVlmoe to obtain the neoessllol'1 poWer.
Oet; a short pieoe of hard wood about 4.in. in
diameter, and of a leDgth equal to the width
of the boat at the gunwale, where it ill to be
Atted to serve &I the barrel of a winoh
(termed a "wink"b;r the Ashermen). In
either end drive u iron pin to form an HIe,
and to keep the wood from opening fit u iron
band OD either end (all the iron ahould be
plVlmilled). On eaoh gunwale At an iron
bud on either end (all the iron ahould be
plvanilled). On eaoh gunwale itt an iron
plate-a lOud hole in one plate ud a hole
and Blot (opening aft) in the other. A hole
mUBt be bored through the wood to reoeive
short bar of tough wood or iron three or four
feet loDg, to aerve &I a lever, or three
four pep aan be inserted, &I ill shown in the
1'I&.188.
sketCh. The end of the cable will be lut
to the wink, ud &I the latter ill hove !OUnd
the cable will be woud up. If there be two
handa in the boat the cable need Dot be lut
to the wink, but ODe hand oa.u heave whilBt
the other holds OD to the cable aDd ooils awa7.
A ratabet ud pawl are sometimee fitted to
the wink. Keal'fB. PuoaJ Atke7 and Sou,
Cowea, manufacture suitable ratchet wind
lass for small yaohta.
.AftChor. (OoZe'.).-This ill an anOhor somethiDg
'like the .. old bay." It has a Ter;r Iona' shImk
od sharp cle&D itukes. The crown ill ittted
to the shank and kept in ita plaoe b7 a pin.
The advantage of this anohor ill ita great
holdiJIg power, and the quiokn_ with which
it pta a hold even in hard ground. In letting
go ver;r little chain ill required to briJIg a
veeael up, but if the veBBel hili muoh wa7 OD
a good soope ahould be Riven, &I anohor
ill a dangeronB one to
snub. The parts of
the anohor are very
light, and generall;r
the weight required ill
25 per cent. 1_ than
the weight of other
uohON.
.Anchors (LiMdef.).
-The peouliarit;r of
this anabor ill that the
stock ill p!OVided with
lukes the same &I the
arms. The &nIIII ud
stock are 10 ittted that
they oan move within
a range of 45. When FIe
stowed, the &nIIII and .
stock lie in aline with the shImk. There ill a
Ihaokle forthe cab1eandanother near;thecrown
for a buoy!Qpll. The arms are shown b;r /I /I
and the !lukes by b b (Figs. 199 and 200). The
Digitized Coogle
306
. arms aDd link. of the IIIiook are 1dmilar11
Ihown. The IIIIoD.Jl4R of II8OI1riJIg the anDII to
the ahank is ahoWD at II. We are wormed
that the P. and O. ColllpaDJ and 101118 other
lPIG. 200 .
oompauiel are uing the anchor. The _u-
IactIuen are H8IIft. Park.. and Rau, of
Tipton (Staftordshire) and Liverpool. Mr.
Andrew ThomplOD, of 5, Adelphi-termoe, is
the London agent.
AMMr. (Smith', Stocl:z",).-ThiB 01U\01ll
ano4or is rIOOIIIDlended by the patente81
the following _OUl: It tak.. immediate
hold; OIIo1lDot foul; requiml DO atook; ClaD be
20 pel' oent. ligh. than othft anahon;
lPIs. tol.
always oants proper17; gNat strength; easily
Ii.. Bat ou deck; BtowI in small
BpaOe; easily tripped. The anchor is shOWD
in the aDDexed out, Fig. 201 .
The ais8I rGOOllllllended yachts aN, for
SAUD'G 8T:uJr Y.lCll"l'L
2ro tcma 81 cw\. 2ro tons, 41 en
200"11,, 200,,"
140 ft 4l .. 140 .. 81 ..
1211 ft 8i ft 100 21
100 " 8 u 71 tt t
76 .. 21 .. .. lit ..
40 .. ' .. ..,
to .. lf.. U" t ..
80 ,,1 "
to " 1 "
10 tt I"
6.. ..
The anchon are made by WasteneyB
Smith, 58, Sandhill, Newcaatle-ou.Tyne.
AfU1DM'.-To repeat an OMft aftaJ.- an oftioer;
th1ll, if the order be to the helmlman, .. No:
IlION away," he wiD repeat, "No 1II0re away,
m I" or to the p.1Iaheetman, .. Check the jib.
sheet," he will aDlWft, "Cheok the pO-sheet,
m." Th1ll the orew Bhould always" _"
8VfIrJ oMft to show that they oompreheD4.
A,...".,. HM' Hel.m.-A veaeel is aaid to auwer
hft helm when she DlOTea in obedieDoe
to a mOT8Jllent of the nddR. Loutr, deep
Team aN Blow to _ their belm. A
Teaael OIIo1lDot .. aDlWft hft helm " if Ihe baa
Dot ataerage way.
A I.-The higheat c1aQ obt&inable at Lloyd'B.
FOrIDft17 (from about 1760) all new shipe ware
olaaaed "A" with term of yeara IIClOOrdhIg
to their pon of builclintr; after this term
ell:pired the ship W80II degraded to the E or I
olaaa, and 10 frequently it happaned that a
bad ship got a lcmg term and good one a
shon term I and pel'hapl the Bhort-termed
ship when repaired the claaa E W80II bet;ter
than the loug-termed one was when IlrBt built.
Suoh an absurd way of claaaing formed no
1III8fol guide for underwrit&n iDlun.noe
brokftl, and in 1824 the PreB8Dt well-known
committea of "Lloyd'B Regia." W80II eafa.
blished, by which Bhips are olaaaed and given a
term, according as they are built, in complianoe
with certain rules. A 1 is the highest olaaa.
.. A" deaotea that the hull is built of good
ma.w., in a.ooorda.noe with certain rules,
" 1" is the &ymbol that the rigging and genftal
equipment of the ship are in 8VfIrJ way pclect.
The numbft of yaam aasiped to a ship as
bft term depBDda Up01l the quality of the
1lIed and the lIIode of ClOII8tnIotiioD
aDd may 'Vary from eight to eighteen yeara.
A well.built ahip Up01l being reatored may be
retained in the A claaa. "A in red" aN
ships that have paased their term, or shipe
that were Dot olaaaed when built. C1aaa.ll
appli.. to shipe lit cmq for shon vay .....
Claaa E and I are IIimilH to lE, but denote
that the ships an DOt fit to carry periahab1e
gooda ou any voyage. It is aeldom t.bat any
numbft is IWI8iped but; I, aDd generaIq the
oIau8I will be found diainguiBhed by A 1
15 yeara, A 1 (in m) 7 yaam, & 1; the
oIau8I .Il, E and I, aN nbjeot to annul
inapeotiou (aee Lloyd'l Yacht Begiatft).
APeeTe Of' Pellk.-An anchor is said to be .. psak
when the cable baa been somuohhOTem .. to
form a line with the foreatay I .. hOTe shon"
10 that the v8Bael is 0Tft hft anabor. Yards
are .. peak wlum topped by opposite lift&.
ApostZu.-Bea_'s slang for bightheada, bolo
larda, &0., for belaying to.
Apnm.-A piece of timbft IItted at the fore
end of the keel at ita in-.otion with the
Btem.
Af'tih BoMd.-The formation of the 001lD. at
its 8J:treme aft end, beiDg a continuation of
the OOTfting boud, and OOTen the heads of
the co_. fmmea.
A,.deRt.-A V8Blel is aa.i.d to be ardent when abe
gripea shoWB a tendeD.., to come to apinat
a _thft helm.
A_ oJ <McZu.-The area of a oirole is found
by multiplying the equare of the diameter by
the fra.otiou 07854. The _ of lmall airolea
Digitized by Coogle
Dictionary of General Information. 507
JD deoimala of a foot 110ft siven in \he foDowinJ
tr.hle I
0'1
011
0'3
0'4.
0'5
0'8
0'7
0'8
0'9
1'0
8'91
7'4.8
U'S8
14.'91
181M
IIB'I'1
!III'S!
801IS
83'77
8'1'81/
-
The oontents of a 1;ube or O1linder can be
found by the above table.
Thus, _y a 1;ube 30ft. long be 31m. (eq1l8l
to 0'3 of a foot) in diameter, then tAe _ of
one end of the 1;ube will be '0706 eq. ft.
The oontenla of the 1;ube will be fomul by
ita length by the fraction '0706
(30 X '0706 = 2'118 oubio feet). If the
tube were 6in. in diameter, then ita oontenta
would be 30 X 0'1963 = 5'889 oubio feet.
.A""".-TheutremitiBBofa.n:ything, toII:yr.rd r.rms.
.A.hcwe.-A VBB8Bl is Stoid to be uhore when she
is aground. To go toahore is to letove the
ship for the IImd.
.A...tGy.-S:yn0Jl1lll0U8 with .. petok.
.Aatburv" T_itIg lor Bcli'-.-Thia is a oompo
Bition for tamrlng aa.iJa withOut altering their
oolour: it is uid to pl'BIIBlTB the CltoJIVtoll ud
lIIBJIder it wr.terproof. M8B8rB. Altbury'.
toddre. is 48, King.street, Mtonoheeter.
.A1tenl.-TOWtorda the stern. To move utem;
to ltounoh utem ; to drop a.atem. An object or
veeeel that is behind uother veuel or objeot.
.A."'_to.-With rJl the masta on end, ud rigging
completely fitted. (See" All.a-tr.unto. ")
.At7wlarl.-Tru.verae1y, at right a.nglBB to fore
ud aft; toOroBB the keel. Athwtort-ahip is
thus IIOroIIII the ship from one Bide to the
otIutr. AthWtort haw. is when one v_I
gate IIOroIIII the stem of uother.
.Atftp.-When the uohor is broken out of the
ground or is .. weigh. A topmut is laid to
be .. trip when it hu been ltounohed to11d un.
fldded.
.At1GIt.-8top, _, hold, diaoontillue. As aVtoBt
heaving (stop hetoving), avut hauliDa' (slop
hauling), &0.
.A_h.-Level with the surfa.oe of the Wtotar.
.AwGtI.-A general order to go, toll "aWtoy aloft,"
for men to go into the rigsing; .. aw..,. aft,"
for the men to move aft, &0. "G:ip aWtoy
there," or" outten awthere," or "dinghy.
aWtoy there," is the oommon way of siving
the order to get the boata rea.dJ ud muned.
" AWtoy with it," to run awa.:y with the fall of
a taokle when hauling upon it. .. Awa.:y she
goes," laid of a v.ael when flret she mOTell
in ltoUJlOhing. .. Awa.:y to leeWtord," "awr.y
to windWtord," .. awar on the pori bow " &0.
.A. lV.Gt7ww.-The si1iuation of the helm when it
is hauled to windwr.rd. To haul a lail
.. weather is to haul the sheet in to windWtol'd
instead of to leewa.rd, to form a btoOk sail, to
box a veuel's head of! the wind or put Item
Wtoy on her. GeneraJ1y to windwtord
.A. lVeigh.-Ba.id of the uohor when it is .. trip or
broken out of the ground. The uohor is
wais'hed when hove up to the hawse pipe.
bioma lor YIIChtamlm by em .AtIMriccm.-Don't
llfand up in a boat; don't Bit on the rail of a
boat; don't let your gr.rmenta trail overbotol'd;
don't step into a boat uoept in her middle;
don't IIfand up in a boat before you 110ft along.
Bide; don't pull under the boWl of a ship-it
looks green, and the OOJI8BqU0JlQ81 might be
faW; don't forget to "in fenders" every time
:you shove off; don't forget that a loaded boat
keepl headWtoylonger thana light one; don't
make fait with a hitoh that will jam; don't
lower awa.:y with the plug out; keep the plug
on hand by a Bma.ll 1ton:yr.rd to it, 10 that
it CltoJIJIOt be "led astray" and have to be
hunted up when needed. Do.-Do hoist your
flags ohook up-nothing betokenl the IImdB.
mE more than slovenly ooloura; do haul
taut all your ger.r; do see that no "Irish
P8llJl&D.ta" 110ft flying adrift aloft; do have a
long soope out in a gale; do 888 thtot your
orew keeps in ita p1tooe ud does not b08l the
qur.rter dilok; do keep your men tidy to11d
looking sailor.like; 'do keep to leewa.rd of
oompeting :yr.ohta when you 110ft not in the
match :youree1f. ,
.Ays .A,IS, Sifo.-The rBIpoue made by seamen
when an order or direotion is siva them, to
show that theymuleratand ud will obe:y
B.
baok a ...n, is f;o haul the sheet to
windwtord .
BtlClIIcmd JUl.-To luff up in the wind, aBd then
flU oil apiD.. Often a vBII1B1 is worked up a
JItol'rOW' ohannel with a w_ther tide by
btoOking to11d filling : thtot is, the helm is put
down slowly, and the v.ael kept moving
until she is netorq head to wind; the helm is
then put smartl7 uP. ud the veuel fllled
spin. CIIoft mut be alwa.:ys taken to flU
before tho VBBeel lOII8II wa.:y. Figuratively,
to baok ud flU is to blow hot ud cold, or
toIII8Dt and diaMnt, or to go. btoOkwtorda ud
forwtords with opinions.
B/Ukmg.-Timber fitted at the baok of other
timberll.
BIICbt4!I . -The atr.18 thtot IUpport the topmut
with a beam or stern wind. The topmast
Ihroude or rigging (Bee" Shiftinl Baokstay,
and Preventer.")
wr.ter thrown back when Wtovel
strike a wrJl or other solid obfeot;. The water
that appea.n to follow under the stern of a
ship. To baok Wtoter is to move the 0t0l'I of a
boat, so that the boat monl utern inatead
of ahead.
Digitized by COOS Ie
508
'BDIfNAg lV"W&d. - A wind that ia oontiDuall1
ehiftIDg ita direotioD, 10 that it ia diJIloult to
keep the ..n. full or eteedy.
Bag.-SaiIa are eaid to bag when theJ do Dot lit

bring the eheet of an a.fter...u,
mob ... the miBan, forward to the weather
rigging, so that the ..n forme a bag, or back
..n: ueef1ll to put stem ".,. on a v88Bel.
BGZa.t&ce Lug.-A lug Bail with a boom aDd yard.
About one-ahth of the aa.il ia on the fore aide
of the maet, aDd thus .. baJan08l II OD the
mast, requiring DO dipping when going about.
(See page 201.)
Ba.lGtace 1lMII.-In ptr ..u. a band with reef
pointa or eyelet holes fol' laoiDg, 88WD from
the thI'Oat to the olew. The reef ia taken in
by lowering the ja_ dOWD to the boom and
laoiDr the aa.il along the reef band to the
boom. Sometimes the grJr end ia lowered
down to the boom end ; in which _ the reef
band ia laoed along the pff.
Ba.Ze.-To thI'Ow _ter out of .. .,euel or boat by
buoketa or baIera.
heWD tree; a pieoe of timber for mute'
&0.
Ba.Uast.-A ahip ia &aid to be in baJJaat when Bhe
baa DO merohUld.iea OD board, but oDl1 BUd,
gravel, mud, or rubbieh ... baJ.laef;. A yacht
in marine pal'lanoe ie always" in ballaat."
To Keep akan or 8weeten..-The baJlaat
of an old V8aeel should be removed every
other 88IIoIIOD, aarubbed, and whitewaBhed with
hot lime, or _ted with blaok vamieh or red
lead. The hold of the ;raoht ehoDld at the
lIIIme time be thoroughl1 oleansed and blaok
vamiahed, diatempered, or red leaded. A
mixture of twothirds Stockholm _ and OD&-
third ooal _ boiled together wm: make a
good compoei.tioD for the ballaat and the
iDaide of a veuel below the Boor. Some
Y8IIIale are DOW hauled up every
J&a.r, and of 001lI'II8 their ballast ia taken out
and etored. (See" Diatamper," .. Laying up,"
and "Limber Boarda ").
Ba.Ua.st, Bun, .,do a. VeueZ. - Several ra.oiDg
;raohta have had ballaat I'UD into them, but
the plan baa falleD into diaue owing to the
great labour of cutting the lead out again in
- alteretiona beoame D8088I1Bo1')'; and more-
ovel' with a Httle trouble ballaat oan be
moulded to lit into every oavity, however
small, between the lIoors and keel Before
the lead ie rDD into a vesw the timbera and
plank should be oemented or amea.red with
wet alay; the veaaal should be oaulked before
the lead ia I'UD in.
Ba.Ua.st, To SMft from IMds to tM KI6Z.-
The quantity of ballast that 0a.D be re-
moved from iDei.de the hull whilet the same
etebility ie maintained by plaoiDg a oerta.iD
amonnt of metal on the keel, oan be aaoer.
tained ... follows: before the veaael ie hauled
up to have the metal keel bed, perform
the followiDg experiment I take a quantity
of baJlaat (RaJ 10owt. for a 20 tonner)
from the hull and p1aoe it on one aide of
the deok I mark OD the ftlllI8l's aide the line
to which ahe ia heeled; after the metal keel
baa been. bed and the veuel la1lJlOhed, put
euctly the l&JDe weight of ballast (taken from
the hull) ... before on the aide of the deck in
euctq the same plaoe; then remove baJJaaf;
from the iDaide nntil the _1 heels to the
line she did before the metal keel WB8 bed .
This experiment should always be made before
aa.iling a vesaal to a lighter loadliDe after
bing a metal keel or addiDg to one. The ex-
periment should be performed in perfeot;ly
smooth water. (The result 0a.D be arrived at
by oaloulaticm, ... uplaiDedin "YaohtDesigD-
bag," but the pl'OCl88ll requires too manyllruree
to introduce here.)
BaUMt, 8M./Ut&g.-To put ballast in the weather
aide of a v_I during &a.iling. Thia pftl9tioe
ia DOW atriotly forbidden in yacht racing, and
it a man were bOWD to praotiae it he would
be ehUDDed ... a thoroughly diahODllllt p8!IIOD.
BGUootl BIlli.Z,. - Balloon oanVlloll ia a term
applied to ..u. of large d.im8DllioDe, made of
light oanVlloll, and generally onq need in
1aoht matohea. A balloon jib flJls up the
whole epaoe from the bowsprit end, IJIIoIIt.

ia lw1ked to the foreata1, but the foot
reaches some cliatanoe abaft the maat I a
balloon topeail baa a 1ard ... long ...
the ;raoht ie Ionr over all, and the foot
extends beyond the grJr on a jack ;rard; a
balloon maintopmaat etayaail, baa an up ad
down weather leech extending below the lower
comer of the ..n, which is hUlked to the
maintopmaat ata.:r (_ Fig. 8, page 30). A
jib topu.ll ia sometimes termed a balloon
..n, but DOW it ie generally oonei.dered a
" working ea.iL" Balloon jibs are going out
of faahion, ... "bowsprit epinDakera" are
DOW more ued, and are more eaail7
hUldled. In outters, jack Jarda for balloon
top..u. are reneraJl1 diapeued with, but are
ati1l ued in Jawle and sohoonera; but the
latter ealdom DOW have a jack ;rard for
fore topeail.
Bare PoZu.-With DO ..n eat. With all the
..u. furled or .towed at sea fol' eouddiDg
before a heavy gale, or IOmetimes for lyiDg
to.
BMg/J6.-A seaman emploJed OD board a barge.
BM HMbour.-A harbour tbat baa a bank: or
bar of BUd or gravel at ita mouth, eo that it
.can onq be entered at oertaiD holll'll of the
tide.
.&rqu..-A ahip without Jarda on her mDen
maat. -i/. -'. 'TI'. 4A- L.
BMquentWwJ.-A vesaelaquare rigged. on her lore-
maat. and foreandaft rigged on her two
other ma.ate.
BCWf'a. Boa.ts.-V88aele oommOD to the Weetern
WeB of Sootland, with almost perfect V
aeotion.
part of a oapalaD., 'IfiDdlaae, or
wiDoh !'Onnd which the oable or rope ia woDDCl
whilet heaYiDg. Sometimes termed the dnm.
Digitized by Coogle
BaM 1MN.-In naval Io1'Ohiteoture a leTel liDe
11I11Iol' the keel, from which rJl heighte IIol'8
meu1ll'8d perpendioularly to it. Gen-ny in
yaoht dealgns the load waterline is made the
baae line, IoIId rJl deptha IoIId heighte are
meu1Il'8d perpendiOlllarly or at right IoIIgl_
to the load water.liDa, u Bhown in the Sheer
Plan,
BGtteR.-A long piece of wood 1IB8d to 1aah to
1IIol'Ch or booms to atreDgthen them. Thin
pieoee of hIIol'd wood fitted to IIparB to prevent
their being chafed or out. Thin IplineB of
.wood uaed by draughtemen to make OUl'1'ed
1iD88. GeDera.lq a thin strip of wood.
Bllt,.. DotIm.-Putting tarpaulins over hafloheB
or aqIighta, IoIId securing them by iron bani

BecIc:h.-A Shore. To baaoh is to lay uhore, to
1Itra.ud.
BtJllCh. BOIIta.-F1a.t floored boats that OIID be
readil,y beached. (Baa p&I8 229.)
BIII/lOn.-A atake, boom, or poat put on a 1IIoIId
bank or lIhoal u a waming for veasels.
Becuon Buoy.-A buoy with a kind of _ upon
top of it.
BeGilort.'s SaJefly Besl.-Uaed for belaying the
main Iheet. This ..... a OOUtriTlolloe invented
in 1833 deeoribed in .. Folb.rd'i Sailing Boat."
This reBl ia aid to have been contrived
without oop or catchea, IoIId releued the
main IIheet upon the boat being held to a
oedain angle (Baa" CruiobhaDk'a Patent
Oleata".)
BeGm.-A timber that 0!'011811 a T88I81 trIoIIa-
T8rII8ly to aupport the deck. The breadth of a
T881el. .. Before the beam" is forward of the
middle pIIol't of a &hip. The wind is uid to be
before the beam when the ahip mak88 a lell
angle the 90
0
with the wind. A beam wind
is a wind blowB at right angles. to a
T88Iel'a keel. .. Abaft the beam" is toWllol'da
the &tam.
t.md Lmlgth..-The proportion a T8II8I'1
beam beare to her length. A qllllol'ter of a
oentury ago, it wu oonaidered that this pro-
portion had a great deal to do with speed,
henoe JIIIoII)' builders Bet great atore on the
pIIol'ti01I1ar amount of beam to length thO)' PH
a V88lel. A yaoht ..... Ieldom made more
the four timel her beam in length, but now
a oommou proportion is five or BTen Biz tim81
the beam. It is oontended that the bulldera'
IoIId Tbam88 tonnage rule have a great deal to
do with the djminishing of breadth in ita pro
portion to length, IoIId 80 no doubt it hu,
inumuoh u loll owner flnda that, if he buildll,
say, a yaoht of 100ft. in leqth, he geta
pmatioally no more room in her, if he makee
her 22ft. in breadth, the he would if she
were ODly 21ft. It would of oourae be loll
adTlollta.ge to the builder to make the yaoht
22ft. in breadth, u her tonnage would be
189 tons, inateed of 185; 10 he would be paid
about 200'" more for the foot extra. beam,loIId
praotioally there would be nothing to show
for it. In sailing yachte it is found that for
cruising a rood proportion is four ud half
"
to five beams to length. A yaoht that hu a
beam of one-fourth her length need be rather
ahaJIow, or lhe would have a very large dis-
plaoement IoIId would be mow; IoIId ahaJIow
veelela IIol'8 not good lea beate. The oom
para.ti.vely deep IoIId long. bodied v88lela make
the beBt _ boata. They lIol'e of a good weight,
whiob tends to leeaen the influenoe of the
wavea on their motionl, IoIId they IIol'8 euler
with a beam _.
BIGm EW.-A veeael is uid to be on her beam
ends when she is hove down on her liim by
the wind or other foroe, 80 that the enda of
her deck beams IIol'8 on the water, or her dack
beams perpendi01l1ar to the water. However,
in _ pe.rllolloe, a &hip is uid to be on her
beam endII when knooked down to a IquaJI
to say 10 that when a lhip is deacribed
AI being on her .. beam ends" the mOlolling
need not be taken literally.
B_, To.-The direotion loll object takee from a
&hip expreeaed in oompua pointa or by pointe
in the V88lel; u in referenoe to 1oII0ther ve_
abe beare S.E. or W.S.W., &0., or on the port
bow, or weather bow, port beam or weather
beam, port qllllol'ter or weather quarter, &0.;
or two pointa on the weather bow or port
bow, &0.
B_ II Ht.md There I-h admonition to hurry.
Beas AtDGy, Of'.B_ Up.-To put the helm up
IoIId keep the ve88el more off the wind.
GeDera.lq uaed in olOie-hauled eailing when
a v_I beginl to alter her oourae by sailing
off the wind. (Baa" W8IIol'.")
BeMm!.-Irona fitted in between the framee for
brJlut to rut on, 10 that it does not reet on
the pIa.nk.
B6IIring -The direction between one object IoIId
loIIother ; generally the direction of loll object
on lIoIId to a lhip.-The widest pIIol't of
Vealel whiob may either be above or below
water. A veeael is laid to be on her bearings
when she is heeled over,80 that her greatest
breadth is in the water.
Bea.nng. by Oomp/JI . -h object is aa.id to bear
10 JIIIoII)' pointe on the port or starboard bow,
or port or I.board quarter, or port or star
board beam u the 0&18 may be; or loll object
may be uid to bear E.N.E. or E. orW., &0.,
from the point of observation. The UIUal
plloll of taking a bearing is to stud directly
over the binna.ole, IoIId notice whiob point on
the oompua card directly pointe to the
object. A more aoourate WI!o7 of taking
beIIol'inga may be followed thus: on each
qllllol'ter.ra.il abreut of the blnna.ole, have.
half oompull plate of brau bed, or _k
off oomPUI pointe on the ra.il, IoIId let two
opposite pointe (say north IoIId lOuth) be in
direot; liDa or parrJlel with the keel. A pointer
or bud, eight or nine inohel long, must be
fitted to the plate, to &hip IoIId unship on a
pivot; move the pointer UD,til it pointe directly
to the object, then read off the number of.
pointe it is from the direction of the shiP'1
head. Na1ioblervethedireotlonof the &hiP'1
head b1 the binuaole OOlllpua i if the shiP'1
Digitized by Google
heed poiDtB N., and the pointer mowed the
object; to be, -1, folll' pointa a..., we.terlJ
hom the cUreotioD of the ship's head, then
the objeot will bear N .W., ud eo on. U 1'81'1
great IIoOO1InC1 be required, and if the ship
be Jawing about, one hand ahould watch the
biJmacle oompua, whilat uotber malE. the
obaeryaldOJla with the pointer.
All objeot iI &aid to bMr .. on the bow" if
ita direotion in relation to the ship doea not
make a greatar angle with the keel of the
1' __ thau U the direotion of the
objeot malE. a INIoter u,le thau -that it
would be &aid to bear .. before the beam I "
nut on the __ , then aban the beam, on the
quarter, right &lltern.
B.at.-To beat to windward fa to make wa1
apinat the wind b;y a zIpag 001lr88, ud
frequent taokinr. (See" ThlaahiDr" ud
.. Turninr to Windward.")
Beating to WWI_rd.-(See" Bea .. ")
BlN:aZm.-To depri1'8 a 1'_1 of wind, &II b;y one
pauin, to windward of uother.
a oalm I without wind.
Bec1cet.-A pi_ of rope 1III8d to oonhe or
IIIIOIIr8 apara, ].'Opel, or tackle&. Generall;y 1.11
e;ye is at one end I eometimeB an e;ye at either
end; or a bot at one end ud an 8Je at the
other.
Be4f.---8trength; reneral11 the weight of the men
haulinr on a rope. .. More beef here" ia a
reqlUllt for help when haulinr.
Before the BeGm.-Towarda the bow or stem of
av_L
Before the JrCNt.-A term 1I.I8d to deaoribe the
station of seamen &II diatiDruiahed from
otBoera. Thul a man before the mut means
a oo_on _ilor, and not 1.11 otBoer. The
tarm 0_ it. origiD to the fact the
_men were berthed in the for_tie, whioh
Ia 1lB1IIIlly .. before the
Before the W.ftd.-R1UIJlinr with the wind
utam.
Be7wwi01W.-The performance of a 8hip in a _
..., or under canftl ia genera.lly termed b1
aailora her " behaviour."
BIIlAy TMt.-An order ginn whilst men are
haulinr on a rope, &0. .Alao alang for __
talking or fooling.
BeZGy, To.-To make faat a rope or fall of a
tao1de. In haulinr upon a rope the aipal to
- ia usually, ":BeIa;y I" or ":BeIa;y there I"
Be1a;y that, or" Avaet hauling I :BeIa;yl"
To bel..,. the mafnaheet in 8IIII.ll boat. where
the aheet traveia on a horae through a block.
The block will travel on the horae by a thimble
e;ye strop I the meet will be Bplioed to the
oIew oringle in the Iail and ro1'e throngh the
blook. Bring the fall of the aheet doWD to
the pin under the stern _t, round which pin
take alincle tDrn I'then take a bight ud jam
it between the aheet ud the _t, ud a alight
pull will releue the aheet. The sheet can be
belayed in the __ fuhion b;y a tDrn taken
under a thole pin in the gunwale lora bight
of the fall can be taken and made fa.at IOUDd
the meet abo1'e the bloak b1 a alipparJ' hitoh.
A plan for belaJiD a "le aheet Ia ahowD in
the aocompaDJiDg ebtoh. A pin ilitted into
the trauom &II moWD. The fall of the sheet
l'IQ.lIOt.
Is bronght round the pin ontaide the trauom,
then round the pin budde the traneom, and a
bight jammed in between the fn.IUIom. and
aheet.
Bela.yu., P',...-Pins in raob, in oaTela, lpidar
hoopa, &0., to make faat ropel to.
BlIlAyiflg the B'''tlllCZe.-A alang term appBed to
a greenhorn who _ unaeam lL1!1ike terms,
or who does not know the dutiee of a _,
&0.
Ben Buoy.-A b1lOJ' with an Iron 0818 upon top
of with a bell which is atruck b". a
hammer or b_ere m01'ed b;y the heave of
the_
BeZZ..-The maDDer of keeping time on board
lhip by atrikinr a bell 81'8I'J. half hour.
ThUl one bell ia half hour, &II half.put
twelYe; two bella one o olook I three bella
half.put one, ud eo on until eight bella are
atruok, which would be fOllr o'olook. One
bell would then be begun.,.m and proceed
up to eight o'oIock. ThUl triPt bella are
atruck eYerJ fOllr hOIlrB, the d1l1'l.tion of a
watch (eee .. Watoll."). (See JI8I8 1S0.)
lWotD.-A general term for the uncJer.deok 1IpI.08.
To go below ia to a-d hom the c1eok to
the cabin, or to under the deck. A_
alwaya goea "below," ud _ "dOWD'
ataira." It ia ooneidered 1'8I'J green and
laad_ .... like to hear a parson on board a
Y-.el speak 01 going .. downafain" for
below, or upataira for" on deck."
B.ZovI, or BeZ- TheN !-A mode of lIaillDg or
attmoting the attention of the orew below by
those on deck.
Beftd.-To futan a rope to another; to fa.aten a
rope to apar I to bend a .n to a;,aM, &0.
A bot, mode of faatanlnr a rope to
apar, &0.
B.w.-The wales of ahip. StoIlt planb on
the aide of a ship.
for want of water, owiJIa' to
neap tidee. The nee and fall of neap tidee
during quarter moona are 1_ thAn durinr the
full and ohanp I oanaequentl7, if veeael
got uhore during a high water apriq tide
. ahe might bve toremaln all thzongh thenea.p
period.
lUg.-The mast of a Bermuda rined
boat is 1'8I'J long, and is plaoecl far into the
hew, which ia uuaIly 1'8I'J bId. The mast
rakea aft, and the IailMlIponitia of the well
Digitized by Coogle
Dictionary of General 511
knOWD aliding pnter shape. The objection to
the rig i8 the long heavy maat plaoed in the
eY88 of the boat, and although the eail etuds
well when hauled in on a wind, yet off the
wind it oausee lOme trouble, as it is almoet
impoaaible - except iu very etrong breezee
-to keep the Bail from falling on board.
eituation of a &hip when at anohor.
A 'P1aoe to Bleep in ; a oabin. Employment.
Berthort.', Collapsible Boats.-Theee boats were
invented by the Rev. E. Berthon in 1851.
They are made upon longitudinal frames
with a double elrln of etout oanvas. When
collapeed the gunwales fold outwards, back
1'10.203.
i1at on the keel. (See Fig. 203.) A 7ft. dinghy
which might euit a 5-ton yacht, will have 8ft.
beam, and when folded 001, require ,pace of
7ft. X 2ft. x 6in. The weight of 8uoh a
boat is about
A small beat 10ft. long weighs, with all the
gear, about 801b. A ,acht', gig 26ft. long,
501ft. The price of a boat 10ft. long is
14 guineas. The preoedmg eketoh shows the
boats open and oollapsed. (See Water.
pr008ng.)
From experiments made by the Admiralty
(1878) with a 20ft. boat, intended for the 118e
of trooPShiPI, a Berthon is not adapted to
Garry a great weight (60 "blue jackets"
formed the weight), as after being rowed
lome di.tance the ehoree showed eigne of
atrainmg, and it was anticipated that in a
eeaway the boat would have oollapsed.
Berth.cm.', Log., or Speed Indicatorl.-Alog in
vented by the Rev. E. Berthon. A tube
paal8l1 through the keel, and the water risea
in thie tube in proportion to the speed of the
veeael through the water. A aimple me
chanical oontrivance of weight, line, and pulley
eerves to indicate the speed on a dial.
Bevel.-In ehipbuilding, the departure from the
square a timber is made to take to suit the
inolination of a plauk. An oblique edge of a
piece of timber or plauk.
B9tlelUftg Board. - A piece of wood need by
lhip buildare on whioh the angle of the
bevele Cor timbers are marked in linee.
Btb -Pieoee of timbers fastened to the hounds
of lhipe' maete to BDpport the treetle treee.
Bigh.t.-A loop or part of a rope doubled 80 as to
form a loop, thll8 n.-The deepest part of a
bay.
Bilge.-The round in a veeeel'e timbers where
the, begin to approach a vertical direction.
(See page 116.)
Bilged.-A veaeel is said to be bilged when her
framing is broken in, or damaged along her
bilge by grounding, or falling dOWD when
shored up by the aide of a wharf.
Bage K.Z..-Piecee of timberlltted longitudinally
on a Tell81'8 bottom, 80 that she may take
the ground readily and noli damage her bottom.
Bilge keele, however, now ful1ll different ollloee
and are Iltted to 1arge shipe to aaam in
oheoking their rolling. The Brighton beach
boats are Iltted with bilge keele, and it has
been argued that .they prevent a boat mumg
lee way; of oouree only the lee bilge keel oan
BO operate, and the elfeotiveneaa of thie one
would be interfered with b, the disturbed
state of the water near it. Bilge keels, if
very deep, would affeat very greatly a boat'e
handin88s in taokinr; aleo the lee one would
aseist in heeling the boat to an extent de.
pendent upon the force of the lee way, and
the area of the bilge keel; on the other hand,
bilge keels will tend to cheok the Budden
heeling of a boat, for the same reason that
they ca118e the process of rolllilg to be more
slowly performed.
Bilge K,I18OM.-Stout piecee of timber Iltted ineide
a v_el in a fore-and.aft direction along the
bilge to etrengthen her.
Bilge 8traku:-Thiok plauk worked longitudi.
nally in the ceiling of a v_I ineide along the
bilge to strengthen her-need inetead of bilge
bls0118, and through fastened.
Bilge Waw.-The water inude a veaael, whioh
in i1afi.lloored crafts may rest in the bilge.
Bilt-A point o( land; also the extreme poiuts
of the llultee of an anchor.
Bm Boarda.-Plecee of wood Iltted to the bow of
a veasel to Pl'Otect the plank from the luke
of the anohor.
BiU 01 Health..-A dooument wherein it i8 oerti1led
that the oondition of the orew is healthy or
otherwiee. Henoe a olean bill of health
meane that all the orew are free from dieor.
dare, and a foul bill of health the oontrary.
Bin oj Lading.-A dooument eetting forth the
oargo of a ahip, certi1led by the maater.
Bin oj 8ale.-A dooument by whioh a veeeel is
transferred from one OWDer to another. A
.. Bill of Sale" mnBt be produoed before a
regieter oan be transferred. Forme of Bill of
Sale oan be prooured from Waterlow and Bone,
printers and etationare, London.
BiUy Buoy.-A bId bowed v_I, oommOD in
the north, rigged with one mast, and
oommonly with a iquare topeail.
Bmoocle.-A _ wherein the oompaes i.
contained. (See" Compaaa" and .. Fluid
Compaaa.")
Digitized by Coogle
lS12 Yacht and Boat Sailing.
1Jtrd,', N.'.-(Bee II Crow'I Hen.)"
BwUn.-AzowiDg andar.iliDg boatolthe Bebridea.
lUffer HM.-The eJld of a oable inaide the bitta.
The extreme end of a rope.
Bitfa.-Stout pieoea of timber Btted in the deok
to reoeive the bowaprit; alao atout pieoea of
timber lI.tted in the deok by the aide of the
mut, to whiob the haqarda are 1I81IIIlq
bela;vecL
Black Book.-A book kept at the AdmirrJ.V, Ol'
Did to be, whsreiD. is 18001'ded the offen08ll of
_en. Several;yaoht o1uba haTe kept
"blaok boob," but the;y have been of little
use, .. 0'A'll8!ll ahowed a disiDoliDation to
inlist that no IIIIUl ahould be engaged in his
yacht who 1fU on the II blaok book."
BZclck PMftt.-A good mhture for the outaide of
a boat is thul made: to 61b. of beat blaok
paint add half pint of good va.rDiah and
lIb. of blue pa.int.
Or, Blaok 91b.; raw linaeed on 1 quart I
boiled linseed on 1 quart ; dr;yers lIb.
For an iron ;yacht: 101ft. of AstburTI
oxide of pa.int; 6 gallons of boiled linssed
oll; 1 gallon of turpentine; 8 gallons of
va.ruiah; 21lb. dryers. (MeBBrB Aat;b1U'J'I,
lUng.street, JrIa.noheater.)
BZaelWng Do1Im.-Pa.inting Ol' tu
ring the rigging, or aides of a
lhip.
BZclck.Tack.-Theblaok flag hoisted
by piratel.
Bla.c:lDtDGU Hitch.-A hitoh 11I8Cl to
jam the bight of a rope to a
hook, &0. (Fig. ,2040.)
BIGde. - The Bat part of an
oa.r.
I'IG. 2Oi. BZeachit&g.-An Amerioan plan fOl'
bleaohiD&t sails ia .. follows :-Bomb with
soap and freah _tar on both aides, rinse
well, then spriDlde with the following solution :
slacked lime, 2 bushels; draw off lime_tar
and mi% with 120 gallons watar and lIb. blue
vitriol. This alao pl'8ll8rVes the eai1a. (Bee
" MUdew.")
BUnd HMbour.-A harbour whoee entrance oa.n.
not readlly be made out from a distance.
BUater,.-Unsight1y bliBterson paint are feJleraJl;y
oa11l8Cl byputtillgnewpa.intupon the top of old,
or ueing very thick: pa.int. The old paint
ahould be bamt ol' _pad off.
BZock.-A pulle;y. A Bingle block has one aheave;
double, two I three-fold Ol'treble, three I and
so on. (Bee "Fiddle block.)"
Block and Bloc1c.--Chook: .. blook:. When the
blocks of a taokle are hauled o1ose together.
A veBB8l is laid to take her ma.in aheet block
and block, when the boom is ha.uled so muob
aboard that the two blooka oome o1ose ol'
nearly o1ole together.
B'Ww, A.-A. gale of wind.
Bme .Tacketa.-8ailorl.
Bme P"'.-A. blue flag with a white aquare in
the oentre I houted at the fore truok as a
Bignal that the V8lae1 is about to go to ...
Sometimes fOl' brevitJ ca.lled Peter.
Bme lVo"".-The open .. ol' ooea.n.
BltJ#.-A wall-lfke headla.ncl.
full bowed, thu
BOMd.-In beating to wiDcbn.rd a board fa u..
time a vesae1 is on one tack and the diafanoe
abe makes on iihat tack:. ThUl it DIA7 be ..
board ol' a short board. WorkiDg to
wiDcbn.rd by a board and a short boazd
is when a Teue1 oan more nea.rq lis her
00_ on one tack than on another. Thus.
appose the wind be B.W., and the TeBMIa".
00_ from headland to hea.dlud B.B.W., and
the veBBel oa.n lie four points fzom the wind ;
then on the starboard tack the Teue1 will
head B .. or two points off her _; on the
port tack aha will lie W., ol' aU painta oil
her 00_. The long board will be the ODe
on the starboard tack:. A. veeae1 fa Did to
make a good board when the wind '-her
on one tack: I a bad board when it heade her.
A steru board is to get ateru _yon whilat
tackiDg.-To board a ship is to eJltar upon
her deok:, genera1ly IUPposed to mean without
invitation.
.. By the board," To fall oloee by the deok.
A. mut is Did to go by the board wbeD it
breab by the deok and falls overboard.
BOGN lind Boari.-VeBB8ls are Did to work
board and board when the;y keep in 00lDpaD.7
and tack aimaltaneousq.
BOG' BuUditlg.-In the lI.rst place la1 of! the
_tiona, keel and aterupost, ud atem ..
deseribed page 181 (_ alao the ohapter
on Canoea). [If the keel has a straight
edge, top and bottom, it will not require
to be laid off.] When the seotionl are
laid off, pzoceed to make moulde to Bt the
O1I!'Ves; these moulds will be made of l inob
ol' t inob deal ol' elm, &IlJ odd of std
will do, and there oa.n be as 1JUm.,J joiDta in a
mould as _y be found oouV8llieut : (Bee
Fig. 205.) The 0l'0I1I piooe A ahould be stout
enough to keep the mould rJtid. The
diagonal bl'8C8l D need noli 'be Uled if the
mould oa.n be made rigid without them; in
nob _ the joints in the mould ahould be
aeoured by a doubling piece. The bar W.L.
MOULD
l'Ia. toll.
the loadwater-line. B is the part
that lI.ts on the keel and represents the
.. joggle It in the Boortimber. The oro8II
pi_ here ahoald be II801JI'8l)' atts.ohed and
lI.ud ao that the joggle fa of the proper depth.
A nail on eaob aide of the mould, or ..
Digitized by Coogle
Boat
oouple of pieoes of wood nailed to the
keel, willlr:eep the mould in position on the
keel.
The outer edges of the mould m118t be
plaued up to At the oune of the aection aa
drawn on the mould loft. When Aoora or
haye to be sawn Ollt, and not steamed,
the mould ia Ia.id over the timber and ita
shape marked on it by pencil or chalk.
The atem' and aternpoat are tenoned into
mortices in the keel; but if the keel be not
thiok enough to take a tenon, the keel and
stem, and keel and sternpost are box
aoarphed together by halvee I that ia, half the
thiokneaa of each ia out away.
In all the drawinga of amall boata riven in
the body of the book, the loadwaterline is
made the baae-line, and therefora everythiDg
muat be plumb to that.
Having got the atem, aternpost, and keel
shaped and put together, proceed to fix them
to the stoob. [A deal ftrmly fixed edgewa:ra
at a oonvenient distance from the Aoor-high
enough to enable the builder to drive the
nails up throUfl"h the bottom of the boat-will
make the stoolr:s.] A straight edge or line
m118t be Atted from stem to aternpost to
represent the loadwaterline aa shown on the
Sheer Plan: (See Plate n.)
Also a stout bar of wood m118t be nailed to
atemhead and atern.post.head, above the one
marking the L.W.L., to firmly OODIleot the
two j this bar will be found useful for nailing
the mould staJl to. . .
In fixing the keel stem and atern post frame
on the stocks it must be wedged up forward
until the line or straight edge repreeenting
the load-waterline ia perfectly level or hori
zontsJ.. A spirit level or plumb leYel oan be
118ed for this adjustment.
Fit the dead wood bee aft, and the stem
knee or apron forward. Bore the holea for
the through bolta with a long augur or gimlet.
The heads of the bolta will be inside, aDd
clenohed outside oYer a ring I (See.Plate n.)
Nen the tra1180m m118t be out out from a
mould and let into the sternpost and throUfl"h
bolted, aa shown Plates II. and m. The edges
of. ths transom will require to be beYelled to
auit the fore-and-aft ourve of the boat.
When the keel, stem and aternpost are on
the stocks and in position (the stem and
sternpon m118t be plumbed to see that they
neither oant to port nor starboard), they muat
be seoured by stays j the staJl will be bare
of wood and reach from the stemhead and
head of aternPOBt to the Aoor or oailinB of
the building.shed, and they must be aeourely
nailed. The keel oan be kept in its position
by similar stays j or if the keel be quite
straight on its underside it GaD be kept in its
position by thumb cleats nailed to the deal
formiUfl" the stocks.
The lower edge and upper edge of the
rabbet in the keel, stem, and stern dead woods
m118t be nen set off, and cut out with a
ohiael. The aft dead woOd will probably
Nquire lOme adzinr away hack to the rabbet.
BOI1.t BtHZding-oontinued,
The moulds m118t be aut put into their
proper plaoes. Care must be taken that they
are "squaze" to the keel (i.e., oro.. it at
ria'ht-anglea) that the;, are plumb (perpen.
dioular) to the load.water-line, and that the
bar W L 205) ia at the level of the line .
atretohed between stem and atern.post to re-
pressllt the loadwaterline. The moulde m118t
be kept in position by wood S_I. A tem.
porary gunwale oan &lao be fixed round the
moulchr to aaBiat in keeping them in positiOIl.
Sometimsa all the moulds are not fixed; but
if there are no more than shown in Plate IV.,
they .hould'be all fixed.
The planking will nerl be proceeded with.
The width of the strakes will be in the widest
part about 4t or 5 inoheB. Heaaure the balf.
rirth of the midship mould (Fig. 205) from B to
E by pauiD.g a tape or line round the outside
curved edge. Dinde this length into a
number of equal intervals to represent the
breadth of thestrakes aall II, &0. (see Fig. 205).
Allowance m118t be made for about tin. oyer
lap of each plank which forms the lands.
I'1a. 201.
Count the number of intervals or strakes of
plank, and set off the same number in equal
internla OIl the rabbet of the stem (Bee __ ,
Fig. 206) and on the transOm. These internla
will be m11Clh. closer topther than 011 tho
moulds, and will therefore show that the plank
m118t taper towards the ends. The same n11m'
ber of intervals can also be set off on the
intermediate moulds.
The garboard strake will be first Atted.
This will be a strake quite straight OIl its
upper edge before it is bent round the
moulds from Item to stern post. The under
edge will be cut to it the rabbet in keel,
and stem, and dead wood aft. Wh8ll this
plank baa beell Atted into the garboard and
nailed at intervals of two or three inehsa to
the keel, the nerl plank muat be 1I.tted. THe
the board (out of which the plank is to be
sawn) and hold it along aa olosel,y aa posaible
outside the upper edge of the garboard atraJr:e.
Mark a line along it to oorreBpond with the
top edge of the garboard. Remoye the board
and it will be found that the line ia more or
1_ ourved. Saw down this ouned line.
Then At the board to the garboard again,
making it oyerlap (by its ouned edge) the
garboard by about t of an inoh. Now mark
by .pate 011 the upper edge of the board the
nen interval, the breadth of tht
L t.
Digitized by Coogle
514
BOGt Building-oontinuecl.
plank (_ II II, Fig. 206) for MOh mould, in.
oludin. Item and dead wood or trauom aft.
BemOTe the boazd aud l1Ul a liBe in through
the apofa reprwatinar the blteraecti01lll II II
on with the moulds j WI willihow the ape,
or the OlUTe of the upper edara, aud the 01UT8
of the lower Idga of the next atmke. The
plank IIIIQ' pOllibly be aped like t.he _etch
(Fig. 207), but the .-taat cunature will be

PLA""
I'JG, 207.
found ... the bilara iI reaohed. It iI not abao.
lutal.;y n--.ry that the plank Bhould aooord
with the IIpOtI II II at every mould, ... the
intervala are more ... a pida to gat the bllrYe
of the atn.Ir:a than to DOW the shape of the
01UT8 arbitraril;y.
When the atmke baa b_ out out it will be
planed and than fltted to overlap the garboardj
whilat it iI baiuar nailed it will be held in
poIition by a number of clampa (at intarvala
of two or three feat.)
The clampa are made of two piaoaB of hard
wood looaal;y 00DlI80f;ad by a IICINW bolt (BaB
Fi 208) and baa a wedge. The bolt mat
PLANK
1'10. toll.
be rJlowed plent, of play, 10 that when the
clamp gripa the atraIr:aa it oan be wadarad up
tiarhiq ... shawn.
The plaDlr: will be Dfoi1ad together at
intervals of 3 inohaa. The Dalla will be of
ooppar, and will be room and olinohed inaida.
At the Item and tranBOm, the uppar part
of each atmke iI thinned away in order that
the hood anda may flt into the rabbet flush.
To &rat the atraIr:. round the bilara in a 1m
OlUTe the upper outer edge of eaoh atn.Ir:a iI
bevalled off (_ Fiar. 100, page 312), and lOme-
timaa the inner lower edara of the ovarlapPinar
atreIr:e iI alBo bavalled.
Holaa Ihould be bored for the ooppar IIfoila
by a IIharp bradawl a little smaller than the
Da.ila. The roov,e havinar put over the
nail, the latter' will be out off by a pair of
nippers, laavinar about I. of an inch projaot.
in. above the roova. A" holder on" will be
hald to the head of the Dail outsida the boat,
and the D&il will than be olinohed down over
the roove inaida the boat.
The boat beinar now planked up to the top
atreIr:e, the floora and timbem mat be put in.
If the boat iI a larp one, auoh ... the Briarhton
Baaoh boata (not the New Briarhton boata,
whioh are carvel built), the floors will be
sawn out of timber of a euitable lila (_
page 231) and jogarled (_ Fiar. 209) to flt in
the lands of the plank j but joarrlaa are objec-
tionable ... they waalr:an the floors. The
floors Bhould erleDd &CI'OII8 the keel and into
Boat Buildm,-.-eontinued.
the tum of the bilara j thq will be
throuarh the Ir:aal with a .un .. metal, or
oopper, or plvaniaad iron bolt, and, if thOlql'ht
neoeaaa.r:r, olanohed with rinar. A oopper D&il
will be driven throuarh the pla.nlr: (where two
1'10._
atreIr:aa overlap), and be clenched on the top
of the floor j roov. are not ued
for th_ futeDiDp. A faBteDinar is put
throup every overlap.
The timbers should be sawn out of a
piaoe of Amerioan elm, but
sometimes EDrJiah oak or aBh iI UBad j oak
iI reneral1;y preferred for the floors, and
.!.merioan aim for the timbers.
The timbers, haviDe bean sawn om, mun
be planed up, and will then require steaming
to &rat them into their plaoea. The timbers
should extend from one gunwale &cIOBII the
keel to the other gunwale, but frequent17,
where stout floors are inBartad, the tamb8l'll
are Dot worked aoroaa the keel, and do not
reaoh within 8in. of the keel; in auah_
the timbers are in " halvaa."
A steam ohest or Ir:ilD will have to be oon
struoted (_ Fig. 210). In leuarth it should
be afootor 10 lonJV than the lOUlr8at timber,
and be a foot d.p and a foot broad. It
ahould be made of ltin. deal. The end, II, fa
a door. lDaide on the bottom should be
Dailai three or four _ pieoaa of wood,
2m. deep, for the timbers to rest upon, form.
ing a kind of racIr:.
Steam oan be generated in a oommon three-
legged pot Bat up on briolr:B (_ 1). The pot
Bhould oontain three or four gallODS of water.
The OO'f'er will be made of wood, OBmated
round with olay or 1IIOl'tar. "is a steampipe
(made of inoh deal, inaide Bile 3tin. b;y atm.) ;
p fa a plug for the water aupply. The door, II,
ahould flt inaide the steam ohalt, and met.
1'rG. 110.
of inoh deal mat be Da.Iled iDaida for tile
door to rest aga.iDat. Before putting the door
in ita place, clay or mortar should be amearei
round the fillets to keep the door from lealr:
ing. The door nead not be hinged, but _
Digitized by Google
Diotionary 0/ General In/ormation. 515
BO/lt .B..aditlg-oontinued.
be kept in ite place by a __ bar of wood
working through two 8tapl. driven into the
ada of the ohen.
The timbers will require steaming thNe or
four hours before th81 are .umoientlJ pliable.
Th81 must be taken hom the .team ohllllfi
and fitted into the boat one by one i the lint;
fut.aDing to pnt in will be the one thMugh or
in the keel (I. Muntz.meta.l dump is belt
for this) .. Presll with the foot or hand. the
timber into the bilge, and put futeniDg
thl'Ough it- here (from the outaide). The
statiollll for the timbers should be previoualJ
marked aorou each plank lItrake, and the
holes through the OTBrlap8 ahould be bored
before putting the timber in.
If the timber hal to be joggled to receive
the inside edge!! of each make (1188 Fig.
2(9), the faatening. must not be clinched aa
the timber will have to be removed for the
jogglell to be out. The timbere, however,
ahould not be removed until thll)' are per
fectly cool and rigid i thll)' ahould be allowed
to stay in the bo.t day and night before
removing. (If II1ireDg1;h rather than neameg
be required, the timben Bhould not be
joggled.)
The gunwale must DOW be fitted (this is
more properlJ termed the .. in.wale," aa it is
the pieoe of timber whioh is fitted iuide the
top Btra.ke i it anlWen the purpoB8 of the
"clamp" UI8d in larger boatel. Baring
decided upon the me of the wale--ite depth
and thiolmellB-it mDBt be fitted. In the lint;
place, the timber hee.da are out down inside
the top lI1ira.ke to the depth of the wale (one
plan i. DOt to out the t.imbers so low aa this
by half an inoh, and make joggles in the wale
to receive the head of each timber i when
this is done, however, the wale or olamp
should be somewhat stouter, as it will be
weakened by the joggles]. UII1I8lly the wale
is fluah with the top lItrake i but better
plan is to out rabbet in the wale (_
Fig. 100, page 312) to fit over the top atra.ke.
A mill is put thl'Oqh the top lItrake and wale
(from the outaide), and rooved i or olinched
without roove, inside. A mill is put
tbough .bout every 4, 5, or 6 inohea. For.
ward, the wale top lItrake, atam, and IoprOD are
kept together by a breast-hook or >.ahl.ped
bee (see IIketoh A, Plate n., page 183).
Aft, the wale and top lItrake are secured to
the transom by. bee (see m, Halfbreadth
Plan, Plate n.). The thwart. will rest on
the 8tringerl (which are faatened through
timbers and plank), aa shown by II II and b b,
Sheer Plan, Plate n. The thwa.rte are
eeoured byb_, aa shown Fig. 100, page 312.
The bee is fastened through loud out the
wale and top atra.ke, and with lC),JIg fastening
through the overlap of 1Itrak .. , and clenched
witll ring on the bee i there will also be
futeninga thl'Ough the thwart and b
In buyiug copper nail. oare must be taken
th.t II land nails" lore obtained for the plank
faateu.iDga, and .. timber nailII" for the timber
faateniDgs. The roovea must match the nails.
Boot BIKZdit&g-oontinued.
A rooriug iron (which is aimplJ kind of
punGh with. hole in ite end) will be required
to drive the roovea on whilBt hammer is
held to the head of the mill. The mea of
the plank nailII will depend upon the double
thiob_ of the plank i .bout one-ahth of
the double thiolmMB should be added to the
length of the naila for rooriug and clench
ing.
U the boat is to be decked,. clamp or kind
of ahelf must be fitted to the timbers, and
thoroughlJ faataDed lot each timber. The
clamp Win be fitted low BJIOUgh for the beam.
to come fluah with the top make. The
IlfJmui will be arched aa required, and
faatened through the shelf. The top .tra.ke
.hould be of aulll.oiat thiobeal to take the
faatenings of the coTBriDg board. The cover
ing board ahould be of hard wood, such as
oak, and must be out to fit the ourve of the
deck, aa shown in tbe Halfbreadth Plan.
The deck plank will be nailed to the beama
by plvaniled Dai1a i not through the plank
from the top downwa.rda, but ~
through the side edges of the plank into
the bee.uuI.
The under eden of the plank will meet
oloaelJ on the bee.ma i but the upper edcea
will "gape," as .hown, in an naggera.ted
_y, by II II, Fig. 211 i this is for the caulking
.An eighth of an inoh will give a wide enough
1'10.111.
Beam. The oakum or cotton thread (a. couple
of threads will be enough for inoh plank)
must be driven in tightlJ by the oaulkiDg
oldael, and then paJed with ma.rine glue or
stopped with putty (188 a.rticl81 on these aub.
jeote). Geuera.llJ the a.roh of the bee.ma will
give the Beam opening 8IlO1I8h, aa lot II II ; but,
where it will not, the plank ahould be bevelled
to the extent of ahl.ving. The _ round
the covering board ahould be caulked and
paJed with extr. qa.re.
A hanging bee ahould be fitted on each.
aide under the beam abreast of the mast or
rigging. If the boat is whollJ decked,
thNe pa.ira of such lumginjr b_ .hould be
fitted.
If the boat is half.deck, _terwa1B should
be fltted. Short bee.ma will be worked for
th_, and their inner ends will be butted
into fore-and-aft beam termed a carlini,
whioh fore-and-aft piece will in tum be butted
into the full bee.ma lot either end. Two or
three pair. of hanging b_ (made of oak)
will aupport the waterways.
Chainplates for the rigging will be fltted
aa .hown by Fig. 99, page S10.
The foDowing are auitable size. of timber
or plank for. boat of these dimenaiODa ,-
Extreme length, 14ft. 2in. i beam, 5ft.1in. i
depth, 2ft. i elm .,lank, tin. 1;hiokueaa ;
Digitized by Coogle
516
Boot
.Amerioaa elm iimban, Ifamed, tiD. b7 fiD. ;
aDoopperfMtaed, with oopper Iltem.bIIDd,and
ndd81' haDtriDIa; fllDW'Ilee, Amerioan elm,
liiD. b7 liD.; keel, elm, 2tiD. wide, 4iD. deep
below the prboard make; fIlM keel, 4.iD. aft,
to am. fonrad; three thwart., the
1m from the stem aft., 88COIld Sft.11iD., third,
8ft. lObI.; _t. _d the eterD, width 1ft.,
thlcJmeas aD iD, liD.; baUut, when BiDgle-
lumded, three bare of bMoh rraY81, IeDgth,
1ft. 11iD., width, 1ft. SiD., -ijrhiDc each
abont a hundredweight; with three hauda on
board ODe oan be diapenaed wIth, with fOIlr
lumdll oDly one ill in ordinar;y weather
nquildte; .an., Iprit mizen, I,.. fo-u, and
jib. The following are the cllmeuionB of the
.n. :-Jib, on the 111ft, 10ft. 8iD.; hoist or
I.oh, 8ft. ; foot, 8ft. 6iD. ; standing I,...main-
-.il, Sft. m. on the 111ft; head Bft. 8iD., lesoh
14ft. 6iD., footBft. 4.iD.; a Ipnt; mizen, _1Ir-
iDa' on the 111ft Sft., on leach 8ft., on the foot
40ft.; length of sprit, 8ft. liD.; length of
boWlprit, 7ft. lOin.; dfametar at outer end,
Iin.; at heel, 2tiD. Mast as long as oan
oonnnientlT .tow inside the boat on the
thwa.rts; diameter at top, 2iiD. I at l81'el
of the thwart., SiD.; distaDoe of mut
from the stem, 1ft. DiD., and lltepped
th!oajrh a fore and aft thwart, tltted to
the front thwut and utendin&, forward until
it butts apluat the apMD pi_ at the back
of the Item. The lug has a little boom,
tin. diameter at the mut, and ItiD. at the
attar end. In lieu of jawl or fOOII8II8Ok a
ho1e iB bond through the and where the jawl
would be, to recelTe the IaOk of the Iupail,
whiob iB knotted belo1r the boom, and thua
keeps the boom iD it. plaoe 01088 to the
mast; a ho1e is bored allO through the thwart
to l808iTe the tack, one iDob abaft the mast
hole. The arranpment of the main .heet is
as folloWl.-On tbe foJ'8li.de of the alter
thwut two wedge.-baped oleata are nailt!d
amidship againBt the edge, whiob form a notob
an inch deep. The main8beet has a small
thimble iD it, 18iD. from one end, which is
I80IINd _d the thwut and iD the notch,
bence it cannot llide from ita position.
Another thimble is eebed by a grommet to tbe
boom. The mainabeef; is flnt rove through
the boom thimble, and then through the
flrBt.named thimble, just above the lft'el of
the aftertbwut. The mainaall thua worb
from Bide to side iD rom, about, without the
uaal trouble of shifting the abeet from
gunwale to gunwale. This arraDpment is
convenient for beating up ohannels, river
aailing, or at sea when tlabing, where a con
.tant ohange of ooune is De08Bll&l'1 every few
minutea. 1'01' a freabnter lake or river it
would be better to _ tlr or oak plank, as
elm decays at the watsrline iD about three
;yeare. Elm is eapeoialJy liable to decay,
"between wiDd and water," but if entirely
submerged will endue for ...
Boq,t or BWdr.-Pieoea of wood with a
IOOr8 in them to take the keel of boat. when
are lifted in upon deck.
Boti.t.' Btiquett6.-If the pel'IOII in ob&r11'8 of a
yacht's boat desinII to -.lute a pusiDa' boat
contaiDiDa' an admiral, oaptain, commodore,
or other perIOD of OOIIIIequenoe' he dinota the
_ to lie ou their 0&l'Il as the hmot p88II8B,
and to raiBe their bats or cap.. The OWDC'
on lea-ring his yacht with a pariJ is the last
in the hmot and the tlrBt out; and on leaving
the shore is last to ret into the hmot and the
tlrBt to board the yacht. ThiI is the CUBtom
in the Royal Navy (the eenior 08loer taking
the plaoe of the owner), in order that the
admiral, eaptaiD, or other pe!IIOn might not
be kept waiting alongside, whiob might be an
unpleasant situation in Hd wee.ther. ThUll
the -YiDr" the captain iI the last in the 1m
out of a hmot." (See" Salutee" and .. Ensip."
Boo' Hool:.-A. wood pole WIth a metal hook and
pron&' at one end; IOmetimee with two hooks.
A. ys,oht's &'if has two boat hoob-one for
the use of the bowman, &IIother for the stroke;
by these _ a boat is held alongside the
steps of a jetty or b7 the pDgW&1' of a
V8BBel, &0.
Boot Keeper.-The man left in obarge of A boat
when the other part of her CleW ro on shme.
BoGt'. Ct-eur.-Keu told off to alwa18 man a
pariicular boat, auoh as the N, outter, or
diDghy of a yacht.
otloer who takee ohup of a
yacht's rear, and it is his duty to nperintmul
aD work done upon the 1pKII, ririDg, or
aaile. He &leo takes obarge of aD lipan rear
and 1&ilB, and _ that everything on deck
and abcmi cIeok is neat, oleaD, ... d sbip.Bhape.
He must in every _. of the word be a
thorough _, and must know how aD
work upon nninr and saile should be done.
As he hall constantly to handle the sails and
rigging, lie --.ril7 has a knowledge of
their condition, and it iB his duty to report
all defeota in the ume.
Boawlli,,', oaU.-A. whistle consisting of a
hollow ball and a tube leading to a hole
in it. By- varying the lOunds the men are
" piped" to their work juat the same as
IOldierB are ordered by the sound of a
bugle. The pipe i. seldom met with iD
English yachta, not even in thOle of l&rIf8
size, and the boatIwaiD has little to do with
giving orders.
Bob.t4y.-The boWlprit stay. (See page 17.)
Body.-Part of a va_'s hull, as fore-body,
middle-body, and after-body. A. TeBBel is said
to be longbodied when the tapering of the
fore-and-aft linea are very gradual; short-
bodied when the fore-and-aCt linea taper T8r7
suddenly; a long-body thua meana a great;
parallel length of middle.body. (See" Straigbt
of Breadth.") . .
Body pz-.':-A. plan whioh _taiD. the 0f0BB
eeotions of a _81. The midship section or
laqeBt aeotion ill f8I18I'&l11 shown on the
right-hand side of the middle line of the body
plan ; sometimes on both aides.
BoUMd.-A .tout timber to fa.ten ropes aDd
warp. to.
Digitized by Coogle
BolZMd Timbet'8.-The bollard timbera of a veaael
are the same ae the lmightheads I origiDally
the bightheada were oarved Sguree of
knighte (fitted D8&r the foremast to
the windlaee), hence the name lmichtheada.
(See ..
BoZ,fsr,.-Pieoes of hard wood bolted to the yoke
01." lower oap on the mast for the rigging to
reet upon. They are sametimee oovered with
leather or Iheepskin with the hair on, or raw
hide, to prevent the rigspng ohaflng. (See
page 81.)
Boli.-A futemng of metal. An eye bolt il a
bolt with an eye in it used to hook blockB,
&e., to. A ring bolt is bolt with an eye and
ring in the eye. An ear bolt or lug bolt il
bolt with kind of Blot in it to receive
the part of IIoDOther bolt, pin keeping
the two together and forming. kind of joint
(lee C, Fig. 8, page 42). Bay bolte are
bolta with jagged edgel to prevent their
drawing.
Bolt Bope.-The rope lawn round the edgee of
aailB. It is made of the very beat Bjp Rhine
hemp, dressed with Stookholm tar. A fore
and-aft I&il iI roped on port aide, a square-
I&il on aft side. There is the weather
(luff) rope, leech rope, foot rope, and head
1."op8.
Boo'" Ha.tch.-A hatch on ooaminge used to
give greater height in the cabin of sma.1l
yaohte, and which can be removed.
Boom.-A Ip&r used to extend the foot of aailB.
To top the boom iB to mak:e sail and away.
To boom off il to shove off a wharf, bank,
&c., by the aid of spare. Stakes of wood
used to denote a cha.nnBl through shoal water
are termed booms.
Boom. If'OM.-Iron banda on booms, with eyea, to
which bloob or ropes may be hitched.
Boomkin.-A short boom of rreat atreDgth,
uauaUJ written .. bumpkin."
BlmftBt.-An addition to a sail by1aoiDg a short
piece to its foot I oommon in America., not
often leen in British yachts.
BOf'IJ.-A 811dden tide wave, which rolls along
rapidly.t certain timee on lOme riverl, and
ma.kea a great noise.
BOI"IM.-The north wind. An old Bailor's aa.ying
ii, .. ae oold ae Boreae with an iceberg in
each pocket." Popularly the god that rulea
the wind, ae Alolus is aupposed to do.
BOf'IJ .Awa.y.-Did bear ._1'. Said of a veaael
that altera her oourae in a leewardly direction
II ae lhe bore away."
BOf'IJ by the Head.-A veaael is said to bore by
the head when abe, whilat paesing through
the water, il depreaaed by the head.
Bo,.mg.-When a veaael by bearing away or
luftiDg foroea another veaael to bear away or
luff to avoid a oollision.
Boe . -A slang American term. for aailing master
or chief in command. '
Both Sheets AJt.-When a aquare.rigred ship
halt the wind dead ilt, 10 that the aheata lead
aft alike. -
BoUom.-UsuaJIy understood ae the part of a
v_el below the bilge.
Bottomry.-The hull or bottom of a ship pledged
ae leeurity for a loan. If the ship be lost the
money is lost unleaa the lender baa oovjlr8d
himself by other means.
Bound.-Enca.aed with metal banda. A.lao refer-
ring to the deatination of vell881. Wind-
bound meanl that a veeael iI in a port or at
an anchorage because the wind il unfavour-
able for her to proceed. Formerly square-
were everlaatingly wind-bound,
\.6., wlllting in port beoaUl8 the wind wa.a
adverse I now they go ont and look for a fair
wind, and generally can aaillO well on .. wind
that waiting for. fair wind would be oon-
sidered an unpardonable pi_ of folly.
B01D.-The fore part of .. veaaell forward of the
greatest trauaverae aeotion. In trJrlng bear-
inrs an object is laid to be" on the bow if ita
direction doea not make more than an angle
of 45 with the line of the keeL
Bow .At&ehor.-The anchor in oonstant uae.
Bow l'a.st.-A warp for holding the veuel bJ the
baw. -
BouMag the &a..-14eeting the sea bow on or end
on, or nearly end on, ae in oloee-hauled
aailing. When the ... run. true with the
wind.
BowUtIII Ha.ul.-The foremost man in on
.. bowline linge out, "One 1 two 1 i three 1 1 1
haul) ! ! I" the weight of a.ll the men being
thrown on the rope when the "haul" is shouted
out. This chant is sometimes n.ried, thus :
on the bowlin'
WbeD the ab1p's .. rolI1n'-
Onel twoll t.breelll Bull
The origin of this probably iI from the fact
that when the ship takea her weather roll the
BailB lift .nd so lOme of the bowlinea become
alaok and can be got in.
BowUM lmot.-Formedthua: (Fig.SU.)
BowUM . -Bopea made faet to oringlea
in the weather leech of aqua.reaai1ll,
to pull them taut and steady when
aailing on .. wind. The bowlinea
uauallylead into a bridle. Sailing
on a bawline meaua aailing on .. wind
when the bowlines would be hauled 1'Ia. IH.
taut I hence the phra.ee "aailing on
a taut bowline." Sa.iliJJ.g on an easy bow
line meaua aailing with the aaila well full,
and the bowlines ea.Bed up .. little, 80 that
the veaael iB not quite "on .. wind" or close
hauled.
Bow-Utlea.-Continuation of buttock linea, show.
ing the outline of vertical fo_d-aft 880-
tiona in the fore-bod,y. (See" Buttook-
linel.")
B01DB6.-:-Bauling with a will upon a rope.
Bowlprit.-A Ip&r projecting from the bow of ..
veaael. A running bowaprit iB one that can
ea.aily be reefed in like .. ontter'l. 80metimee
Digitized by Coogle
'518
when a bowaprit is reefed in by the ids it is
wrongly aa.id to be honeed; a bowsprit is
houeed wheD. l'1Dl oloae in to the cruse iron.
A at.r.nding bowsprit is one fitted in a bed a.nd
generally prolonged by a jibboom.
BotIItprit B'ttl.-Timbera 1ltted into earlinea on
the deok to take the bowsprit. (See page 80.)
BotIIlprit er-.-Tbe iron ca.p at the bowsprit
end, to which the gear i. hooked; in the _
of the T8II8l haTing a iibboom the cap is a
double one to take the jibboom.
.Bow.prit 81froud8.-The horizontal stay. of bow
.prita. (See pp. 27 and 80.)
BotIhAuUng.-In tacking a Ihip to make her till'll
on her heel by hauling the head shaete a.
weather, and getting stern.way on. Prr.otiaed
by squa.re.rigged ahips, lometimel in working
narrow cha.nnela.
Boeifl.g oJ'.-A.8aiating to pay a TeBlal'1 head off
the wind byhaulin&, the head Ihaetl .. weather.
Boz 8co.tph.-A method of joinin&' two of
timber by letting each into the other one-half
ita own thicknlBl; sometimea termed a butt
aoarph.
, Boz ths Oompu,.-To oall OTer all the pointa of
a oompBB8 in regul&r order. To underata.nd
the compus points and aubdiTiBionB. (See
II Compae . ")
Bf'GUa. - Copper, gunmetal, or bran Btrapa
fitted round the ma.in pi_ of rudder or
rudder.post a.nd faetened to the aternpoet.
strengthening pieoes of iron or wood to
bind together weak pla.ce. in a T8BIel.
Bopea med in working the yards of a ship.
Braced 8ha,rp Up.-Said of a Iquare-rigged ship
when the weather braces are slacked up a.nd
the lee onu hauled in taut 110 ae to trim the
aa.ila ae close to wind u pouible.
B_u.;p 11M HtWl a,/t! - The order to trim
Mile a.fter a T8B1el baa been hOTe to with sails
alack.
Bf'cHU.-Ropea faet to the leeches of fore-and.
aft Bails and leading through blOOD on the
mast hoopI; med to haul or truss the sail
up to the maet instead of lowering it and'
stowing it.
Bf'ea.eh.-A breaking in of the lea. A clean
breach is when a waTe boards a TeBlel in Iiolid
form, and IIOmetimea makes a clean IWeep of
the deck, taking crew, boata, a.nd nerything
elBe OTerboard. To make a clea.n brea.ch over
a TeBlal is when the .. entera one Bide and
P011l'll out the other.
Break .AboMd.-When the crest of a wave lalla
aboard on the deck of a Telsel.
foroonta.ining water. Also the
disturbed watar over reefs, rocks, Ihoala, &c.
Breaker. .Ahead I-The cry when breakers are
sighted close ahead.
Break Off.-h closehauled aa.iling, when the
wind oomea more from ahead so ae to ca.use
the T8Bsel's head to break: to leeward of
the'course Ihe had been Bailing. Not to be
confused with .. fall off," which mea.na that
the TeBsel's head goes.off farther away from
the wind.
Break tGclie.-When a TIBIal goes from one tack
to the other.
Bf'II4tMt&g.-C1ea.ning off a ship's bottom by burn-
ing the excrescences thereon. Sometimes
when a TIBIal is not coppered small WormB
will eat into the plank. It is usual then to
I_pe her bottom, ooa.1 tar her, and then
bream her off by fire in breaming ironB.
Bf'II48t Fut.-A warp faetened to a vessel &mid
shiPI to hold her.
Breuthoo -A Itrong >-Ihaped wood knee need
forward to bind the Item, lhelf, and frame of
a TIBIal together. BreaethooD arealao need
in other park of a veasel. The;y are noW'
made of wronght iron.
BnI6IIIl, .A.-In sailor'l parlance, a strong blow of
wind; but &'8nerally a wind of no partioular
strength, ae light breeze, gentle breese,
moderate breeze, strong breese, &0. (See
"Wind.")
B..-_up.-oThe wind is aa.id to II breese-up ..
when it increa.eeB fut in strength from alight
lrind.
Bf'fIUJJ 8tde.-The windward Bide of an object.
Bridlu.-The parte of mooringa to hold on b;y ;
many ropel gathered into one.
Brig.-A two-muted TeBlel, square-rigged on
botb maet..
BrigcmtiM.-A TlBlel, differing from
a brig by being only square-rigged forward.
In the Cotton HSS. is preserved, under date
Sept. 18 (18 Henry VIII.), a.n account of Ships
of the King'l Ma.jeaty between GraTesend and
Erith. "The Great Henry" is among the
number, and .. Brygandyn clerk of the ship
doth My that before the laid sbip be laid in
the dock that her maeta be taken down a.nd
a.nd beatowed in the great storehouse at
Erith," &0. It is anppoaed by Charnock
(Charnock, vol. ii. p. 106-117) that Brygan-
dyn invented the brigantine rig. In the Harl.
MSS. Edward VI. the two galli811 and brigano
dyne must be yea.r11 repaired.
Brifl.g To, Of' Brifl.g Hiif' To.-To 1ntr or to oome
o1ose to wind. 'To anchor. (Sse" Come To.' ')
Brifl.g to Wind.-To luff a Tenel olose to the
wind after she baa been aa.iling off the wind.
BMg Up.-To oome to anchor.
Bring Up aU 8tGndiflg.-To come to anohor, or
to a stop luddenly without notice, or without
any sail being lowered. To anchor without
lowering sail.
Bristol Fuhicm.-In the best manner poseible,
Bristol ahipbuilding and _en formerly
having a great reputation for ezcellence.
Broa.ch To.-To come to aga.inst the wind and
halm. (See page 108.)
Broad Plmncmt.-The lwallow-taiJ. _ of a com
modore. (See" Burgee.")
Broa.d.aide On.-When a Teasel mon_ Bidewa.;va.
or when she is approached by an objeot at
right anglee to her broadaide.
Broken. WlZter.-When waTea lose thBir form by
breaking over reefa, rooD, or shallows, or by
meeting waTea from another direction, termed
a Cl'OIIII'"
Digitized by Coogle
Dictionary oj General Information. 619
Btvom a.t tM JCcutheGd.-A aigDal that a boat or
veuel is for Bale. The oricin of the autom
appears be UDbown; but it II iD.geaiouely
argued that brooms were hoiBted .. a aigDal
that a maD wanted to make a oleau. neap of
his v_el; or the O1I8tom may have ariBm
from the oommon praotioe of eelliDg brooms
in the streeta.
Braught To.-After a vlIIIl baa bem aailiDg off a
wind whm she is brought to wind, or 01081 to
wind. Aaohored.
Bf'OIIght Up.-At anobor.
BnYught Up with G Ro!md Tum.-Figuratively,
81IddllDly stopped; .. for iDstaaoa, whm a
rope is being payed out rapidly, if a. tum or
bight oatohea roud lOme objeot 8111l obeob
the paying out of the rope.
Bud:Zers.-IDoob of wood lIIIed to stop the bawae
pipea.
.BtKZcLIr'. O.".tViMte.-A dOO1lmmt ,Ivm by the
builder of a veBsel to the owner whm abe is
banded over, setting forUl the builder'B nlme,
the name of the Bhip, plaoe of bllildiDr, lDBmIer
of buildin" rig, dimeDBiODB, tollDllofl, N.lI.,
and oonoludiag with the followin, declaration:
-" This is to oerti.fy that [I or we] have built
at , in the OO1Inty of , in the
JIR --, the VIIIIIel --. The m_
ment, tG1ID&fI, and dlBOription of wbioh are
givllll above.
As witn .. my band, tbfa day of --.
Signed,
This dooummt must be produoed when
applioation ill made for registration.
Builder's JC8CU1W6tIWmt, Of' B. JC.-(See "TOD'
nage.")
BuZk1I8ads.-Tbe 8thwartahip partitiODB wbioh
Beparate a veBBIl into oompartmente, oabiDB,
&0. Fore and aft partitioDB are also termed
bulkheads.
BuU', Jlve.-A blook without a sheave, and wiUl
one hole in it. They are lIIIually iron boud.
Bultmwk.-The Bide of a ve ... l above the deck.
BumboGt.-A boat ueed b7 Bhore people to oa,r-q
provisioDB OD B&le to ihips.
BumpkiA.-(See .. BoomItiD.")
Blmk.-A bed or plaoe to eleep in in a oabin.
Bw.-Tbe middle part of a Bail. To rather up
the but is tr.Ite hold of the middle part of a
Bail and rather it up.
BUAtmg.-Woollen stuff of whioh Bap are made.
B1mter.-A ItiDd 0' tao1de.
B_ Linu.-Bopea attaohed to eai1a to haul them
up by.
Buoy.-A tloating mark.
Buov/MICY.-Tbe quality 0' floating or being
BUPported or bome up by a bid. A VIIBel
fa buoyant in proportion .. Bhe is bulk for
bulk lighter than the liuid abe is 81Ipported
in.
B1WdeA Of' Burl1wm.--8uppoeeci to mean the
quantity in toDB of dead weight that a veeeel
will oa,r-q. The quantity would be Ule dif.
ferenoe between the weight or diBplaoemmt
of the Bhip whm light and the weight or
diaplaoemmt of the Bbip when abe waa laden
.. deeplJ .. p1"1ldent.
Bwrg88.-A triaugalaz Sag lown at the truoIt &II
a kiud of peDl1IIoIlt. A oommodore' B peIIIlIIDt
is a " swallowtail .. burgee. A vioe-OOID.lU
dore'B burgee baa ODe white ball in the
upper corner or oantOD of the hoist; a r.r
. oommodore's, two ballB.
BVII'gee, Etiquette o/.-It is OODBidered _ .. tte, if
a yaoht is OD a station where there is a o1ub
IltabliBhed, and her owner is a member of
the olub, that the lI.ag of that partioular club
abould be hoisted &II the JaOht arrIVIB OD the
statioD, althourh the owner may bathe oommo-
dore, o ~ vioa, or rear-oommodore of another
club. Frequently, however, in Bnob a _
the burgee is meral7 run up OD arrival and
then lowered and the oommodore's plDDant reo
hoisted. If the yacht is a aohooner, a flag-oftioer
oan 8y his peDl1IIoIlt at the main, and another
club burgee at the (ore. If Beveral 7aohta are
lying at an anohorage where there is no olub,
the yaohts will fty the burgee of the eemor lI.ag.
oftioer preeent I but if there be two lI.agoflloere
of'eqaal rank preeent, then thell.agof the ODe
whoee olub is Benior by virtue of the date of
its Admiralty warrant will be liown. In the
Royal Navy, if two or three ships are oruia-
ing in oompaD7, the title of oommodore is
givm by oourtasy to the senior captain
preaent; but the rank dOlI not Beem vll'1
well deflDed, .. , although an .. appointed ..
oommodore is said to rank next to a rear
admiral, 7et he oannot Iy his broad plDDaDt
in the preaenOl of a "81Iperlor oaptain"
without permiaaion. In theoaae of the Yaoht
Navy, the Benior oflloer would mean the one
of higheat rank; and where, in the _ of
clubs, the rank of the Sag-oflloera is eqaal,
lllllliority depends npon the date of the
Admiralty warrant of the club wbioh 0011'
ferred the rank, and not upon the length of
aervioe of the ofIloerj but a vioe-oommodore
of a senior club dOlI not take preoedenoe
of a oommodore of a junior club. B7 the
Bame rule, when eeveral J&ohta are preamt
belongin, to clubs that have no Admiralty
warrantB, the date of. the eetr.bliBhmmt of
the eeveral clubs would decide the MDioriV
of flacofIloers of equal rank, bnt clubs with
Admiralty warrants alwaJB rank before tboee
without. (See .. Saluting,.. " Beoogniaed
Clubs," .. Royal ClubB," .. Admiralty War-
rante," and .. Ensign .... )
When the BoJal Yaoht Squadron WM lirIIt
IBtabliabed, membere flew private IigDaJ. ftaQa,
ooataining their oreet or other devioe, at the
truok. Owners of aohooners in Amerioa fty
snob a lI.ag at the fore when the owner fa OD
board, club burgee alWBJI at the main.
During mea1l Amerioaa JaObtBmm 8OD1etimIB
hoist a "dinner napltiD," '.e., a square
white _ at the fore. The Cambria in the
Atlantio raoe liew her raoing lI.ag at the maiD,
and the BoJalllarwioh Yaoht Club burgee at
the fore.
BurlIm.-A taokle oompoeed of two aiD,le bloob I
a double Spaniah burton 00DBiata of two
Bingle and 0118 double blook.
Digitized by Coogle.
~ ' . m.a.wr Pl/Iw.-ThiI plate _ dnieed
to get " greater _ of board immened with
out UaoreuiDr ifill eDnme dim8llllioJll. -.ud
ibereby inoreaaiDg the lI1lrfaoe for lriotiou.
The plate had aD hon bar two or three feaf;
IoDB riveted thereou; and pivoted by the bar.
A is a portion of the keel.
B is the plate.
C is an hoD bar riveted to the plate at; D.
and pivoted in the keel at E. and lifted by a
jointed bar bolted at I.
It; baa been pointed out that the etrective
lataa.l reeiata.D.08 for...,. givID plane. would
be OODaiderabI,. iDoreued if one edge of the
p1ane made a 1a.rge ... Ie with the direction
of ita motion I aDd for this re&8OD a square
plate of 8 square feaf; _ would be DOt
much more etrective thaD a triaDgalar one
of It square feaf; area..
.hU.-The ioiDhqr or meetiDe of two pie- of
wood ead-1fIo1II. Buf;f; and buf;f; _ that two
pla.Db meaf; end to end, but do not OT8rlap.
Butt lDIId.-The biggeaf; end of a 1lW'.
lNttocJI.-The afterpart; of a _ veuel from _
ran upwarda.
.httock Lmu.-PlIIDee in a fore-and..,t c1ireo.
tiOD, lIhowiDB the outline of vertioal fore-a.nd
aft eeotioDa in the after-body.
B1/ t.md LMgfI.-BaokiDg and 1Illing, whioh _'.
(See a.1ao II Large. ")
By 1M HeGd.-When the veaeI is trimmed or
d a p ~ by the head 10 that her proper line
of flotatiou is departed from.
Bv 1M Lee.-To bring a Teael by the lee is when
-I,. before the wind aha falla otr 10 muoh
as to blling the wind ou the other quarter I or
the wind IDa7 abitt from ODe quarter of the
Teael to the other without the TeIIel altering
her ooune (" See Lee "). (See page 103.)
By 1M S""'.-The oontrarJ to being by the head.
By tM lVWl.-cIOI8 hauled ; hauled by the wind.
By 1M BOGI'cI.--GolDB or fa.DiDg OT8rboard.
C.
Cable.-A rope or ohaia by whioh a TaBlel is
held at anohor.
Cable'. Ltmgth.-A meaaure of one-tenth of a
_ mile, G08 feet, or 101 fathOml, or 208
JIord&
Caboote.-The oooking room or kitchen of a
marohantman. AJao the .. gaJle1 Sre" or
oookiDg stewe of a yacht or other veaeI.
CGg' Buoy.-A buoy with au ircm framework
upon the top. FormerI,. II oapa" were pat
on poles in intrioat8 ohannele, and for two
hours about the time of high water at; !light;
8ree were lighted in them.
ccaU.-(See "Boafillwain.")
CllUiper - An m.trument oonaistiDg of.
.. straight edge" beam with two 1ega, 1I.II8d
for meaauri:ng the breadth of yachta,
of mereha.ndiae, &0. Metal bow-legged com-
p&88M oallecl callipers are ueed for meaauriJlc
the diameter of apara.
CIItIIb_d.-Whea the keel of a TII88el has ita
enda lower thaD it. middle, thu ~ .
Oppolled to rookered.
C-.-A kind of boat uIIed in mIID1 parte of.
the world and dief;inof; from row boe.ta, as
they are propelled by pedcDee whioh ate
dipped in the water on alternate aidea.
Some OaDoea carry mIID1 oooupanta, lOme
only ODe. They are variously 1nWt and
uua.lI,. sharp ended.
0-0., - uuifll:able.-The followiJJB is a deaerip-
tiou of an unainkable oa.noe built by a pntle-
man in Wa.lea:
.. This OaDoe oould not, of oourae, oompete
in speed with an ordinary wooden ODe of itll
own weight in smooth water, but in a ohoppy
sea. baa the great advantage of being un
linkable. In order to prove her buoyUloy,
we ba.led water into the cookpit (the oat,.
way we oould flU it), till it would hold DO
more. the weight of water )Jeing about 8owt.
Then two men, about 11. each, got; on out-
aide, astride, one at each end, and the gunwale
of the 0II0D.08 and waterways were well out of
water; one of my OaDoea baa been CODeta.ntI,.
ued byladiea. often in rough water, and baa
been approved of as "feeq safe," and keep.
ing them dry. To insure the absolute Bafety
of ladlell canoeing, it is a good pllm to have
the back ouehion leparate from the seat,
made of a small air CllBhiOll, OOTered with
0aDT&B. and strapped to the aho1Ildera and
belt by' the oorners.
Deta.ila of oonsIiruotiion of zinc 0a.D08B,
11ft. 8in. long, 2ft. lOin. broad, 1ft. lin. deep
amidships, and 1ft. Slin. at enda. Take two
lIheeta of zino of the uaua.l lize, 8ft. by 8ft. ;
get one and a half soldered torether. ma.ldng
a lIheet 12ft. by 8ft.; oat two strips of
straight-grained deal, Jree from knots, 12ft. Gin.
long, lJiin. broad. tin. thiok, to form atrakea
outBide gunwale. Lay the siDe lIheet on a
lem floor, plaolng the edges of the long
aides on the strips of wood. care being taken
that the edges correspond. Nail the siDe on
the strip with halfinoh taob. put about tin.
apart (holes must be drilled in the siDe 8rat
with a pointed bradawl) in two rows, each
row tin. from the edge of the wooden strip,
... lIhown at II II II in No.1. ThiI doDe, out
the enda of the zinc, as lIhown by dott.ed
linea b. one of the edges thu cut being oal
ou1ated to 0T8r1ap the oorreapondiDg one
by lin. when they are brought topther
Next out the kelaOD oat of tin. pIaU,
10ft. SiD. loDB by Gin. broad, the enda heiDg
DigilizedbyGoogle
Dictionary oj General In!ormation. 521
----------- -- ---------------------
Co._, 1m utUtnTca.bZe - oontinued.
brought to a point, aa shown, and IOreW the
sino !rmly to it from tIuI outside. No. 1
shows this part of the COD,Btruotion oomplete.
Now ta.ke the end of the wooden stripe, a a.,
a CI, and join them together, lashing the over.
lapping ends firmly together with strong cord.
No. II (n n) represents this stage. Cut out
the bulkheads, aa shown in No.3, of strong
deal, fin. thick, and force them down at
dotted lines c c in No.2, and secure them
with a single acrew through each gunwale,
thus forming the shape of the canoe at the
gunwale. Next out the stem and stempoat,
aa shown in No.5, of fin. deal,
CaMe, em uMinWz...-eontinued.
aidee and foot, and 7in. at back. Screw back
and foot ooaminga on to bulkheads very
firmly, fit aide ooaminga inside, and BoreW to
parts already fixed from outside of the latter,
&nd faaten tbe waterway deob to aide ooa.m.
inga by the eeiges turned up for the purpoae.
If required to make the aides under the water-
ways air.tight, t&ke a piece of sine the emet
length of the cookpit, plus 2in., and broad
enough to reach from coaming to ooaming.
After forming & semi-circle to join the kelaon,
turn up lin. of each end, and cut small .lits
in the edge thus turned to enable it to bend,
bevelliDg the outer edge almost 1 It f t
sharp, and acrew them on top of
f
" IZFettb
f 1
,
f
the ends of the kelaon. Then
bring the edgea of the sino b b
together at bow end, No.1, and
acrew with iin. sorews to the
No. t.
stem j turn down the overlap. i
ping edge, and acrew firmly ; 6!
every lin. up the stem. Prooeed J"1
in the same way with the stem j ,
out off the overlapping end of ; 6\,.,!
the gunwale atrips, and 1101"811'
together with lIin. aorewB. The ...
whole akin of the oanoe will
take its shape with a little No. Z.
preaaing in under the ends, to ... give it a tolerably sharp en '" , ci C-.U IpOCe f
tra.noe whether the canoe be '
going ahead or &litem. Now
BOrew the bulkheads in their
p1aoe with lin. sorews, about
2in. apart, and atop the joint
round with white lead. To !live
strength to the bow or stern,
raiII8 oue end of the canoe tiD it
is at an angle of 45, and pour
.VD. oS.

No.1-.

-1 ...
.JtitUhiP Sectiort
NO.6.
ND.a.
a small quantity of boiling pitch
on the joint of .tem and kelaon j
allow it to set hard, and treat
the other end in the same way.
This will prevent the sino yield-
ing in oaae of a blow on the
part where it is moet liable to i
one. . pee PLQAV
.. Now out out roughly the ... .q. "o,i
deab for the oompartments No. 'I.
from bulkheads to bow and \ ,I
stem, and tack them ou to the " .---;;;>= /
gunwales and bulkheads, first
laying on atripe of flannel
soaked in white lead paint, a
. small support being nailed 1001'08II half.way
between bulkhead and end. Nail the aeck
with tacka lin. apart, and BOreW every 6in.,
and cut off the rough overlapping edges with
a ohiael, drawn sharply along the under aide,
guided by the gunwale strip.
" Cut the deob for the waterwa71 outside
the ooaminr, turning up the inner edge to join
the ooaming, and tack them on to the gun.
wa1ea and bulkbewJa TheBe waterway deob
must overlap the end oompartment deob by
liD. to form a etrong joint when aoldered..
Cut the ooamings of iin. deal, 5iD. deep at
FI&. !l14.
and sorew inside ooaminga to kelaon and
bulkheads, leaving the oookpit eemi-oiroular
in section .
.. To complete the e&noe, solder all joints
where zinc joins zinc, and white lead joints of
wood and zino. All aorew heads must also be
soldered over carefully. Paint first with two
ocate of white lead, and then a.ccordiug to
taste. In oaae of & leak from any cause, it is
the best plan to cut a plughole through the
wooden gunwale into each oompartment, and
lIt wooden plup in to allow the water to
drain out.
Digitized by Coogle
E
522
--------------------
0_, em UllftflJ:abZe-oontinued.
.. Screw paddle rests on top of bulkheada
outside ooaming, a.nd hiDge the catch to re-
tain paddle m Nat on aide of _mingo The
paddle is jointed m the middle with a.n ordi-
nary lOCket about 18m. long, 80 that the
blades may be turned at right a.ngles to ea.oh
other in paddling against the wind. 'The seat
is meNly a onahion in the bottom of the oock-
pit. The apron is buttoned on etuds outside
the ooaming; a strip of waterproofed O&DJU
6in. broad is taoked round inaid. the _ming
at the haolE, and about 18in. down each aide,
to be turned up when going befON a .. to
keep apray out.
.. The canoe, of whioh the daeoription ill
given, hr.a carried four peraona (nearly 6owt.)
with the oookpit full of water."
Oaft08 Hcz,fc:h.-The double linea c: are carlines,
auppoaed to be eaen throueh the hatch whiob
is screwed to the two dotted onea; the ends of
the latter are made to alide m a groove in the
ooamiDgs. The middle carline is faetened to
the deck a.nd prevents the latter eliding too
far, a.nd stopa the water getting into the well
Pro. 216.
shonId a.ny find its way under the hatch car-
line. A. olwmel shonId be made round the
rim of the well 80 that the pel'8OD sitting
therein oould 8t an apron or waterproof into
it after the fuhion of the Esquimaux.
A preferable pla.n is to have the hatch and
the frame on whiob it slides separate, 80 that
it will 8t over the rabbets round the OO&ID-
iDga; then if the canoe upsets, the hatch will
lIoat oft a.nd free the canoeist.
Ow Pramu. - The frame in the bow a.nd
quarter of a veaeel that are not square to the
keel.
Oanvcu.-The weight of canvu uaed by lIeesrl.
Lapthorn a.nd Batley for yachts' ...u. is as
followa :
No. or
eatl ... lI. can..... 60 ,aretl, aq. root In toni
,In Ilb ... ben
, Incbe&. I n I. made up.
-------'---"------
0 18 81 0-1170" 100 and upwardl
1 III liN 0-2l1li 40&080
2 111 Ii4 0'240 20
8 18 80'/1 0-'126 III
"
18 47 0'210 10
/I 18 48'/1 0-1911 7
8 18 40 0'182 /I
7- 18 8608 0-1811 8
1 1lI 40 0-2811 40&080
2 12 87"2 0'280 20
8 12 84-4 0'286 16
"
III 31-8 0'220 10
Tbliinoludal the _. and tabllnp, but not roplnB.
erInIrlea, reef poIDta, or 1&ctnp.
OafWaa Bac:l:.-A. term applied to boats ooverea
with canvu to keep ont the 88&8; a1ao applied
to yacht ..nor. who are fond of a u.ltiDg.
OatWCU-bac:k Duc:1c: - A. wild duok 00II1JII0Il in
America, a.nd htghq esteemed for the table.
Oemva. BOGta.-Theee are boatII macle of O&1lftll
a.nd uaed by the Galway par-
tioularly at Dingle. The ribs of the boata are
made of wood hoop, auch as may be got all
O&IkB; outaids the ribs battens are D&iled in
a fore-and.a.ft dhection; a keel to ... hich
ribs are &180 D&iled i, rounded up at the -.
to form stem a.nd stern poet. The _vu is
about two feet wide, a.nd rIIJUI
There ill a.n iDwale a.nd gunwale as uaaal at
the top of the rib., the oa.nvr.a going Wwea
the two. Theee boats are 118IIII1ly2Oft. 117 ,ft.
They are very light, one ma.n oarryiDg them
er.ai1y. They are !II8oIID8d by a crew of foar,
each ma.n UBin&" a pair of oare. A lue .ail is
carried off the wind. Th_ boMB get thrvagh
a great deal of rough water 117 aid of tile
eight oars they are propelled by.
The following direot;iona for makiDg 0&1lTU
boats appeared in the .PiaW 0-
.. For the keel get a pi_ of larch 15ft.
long, 2iin. wide. a.nd 2m. deep; the et.n I11III
stern poata, with rake aooordiDg to fucy,
may be mortiaed mto the keel; th.e II'-
muat be bevelled oft from the width of the
keel, 119 as to have a cutwater of abo1d h.Jf
an inoh, which will be sharp 8Dough. Nan
get three good heavy bloob of wood, ud lay
them four feet apart m the pIMa wIIere ;roa
are going to build your boat; then iake tile
keel with the stem ad stern poata a1read7 in,
a.nd Ix it perfeotly true OD the ..ad bloch,
uaing a spirit leYel for the TIle
auieat temporary W&J of faatenjng the bel
down is to nail short piaoea of ... ood 8na\J
to the blocks, just wide enough apart for tile
keel to jam betw_ th_, a.nd drive a IIII&ll
Dail through theee piaoea into the keel on
each Bide; thia will keep a1l1lrm, aDd prenIIi
the keel from moving or twisting u ;roa
prooeed with other work; it ill aD importut
point, a.nd muat not be omitted. This a-.
the nut thing ill to get a good stout apar,
about 2m. or 3in. square, and lonpr lhaD the
boat; tack thia on the top of the .. 111111
aterD poata; as it is n-.ry that this fon-
a.nd-aft pi_ should bs stayed ati8l.r in ita
position, this can er.ai1y be done 117 tactiDr
lome rough piecea to it here ad tiIeN, aDd
nailing the other ends to the rafters of J01If
ahed. The _ of this spar are III&IlJ UId
obno1l8. You will thu get ;,our .... ud
stern poeta true, and it will be uetul after-
wards to keep the mould, m their pt..,
a.nd for shoring out the timbers a.nd rihblllds
or battens so as to keep th_ ahapelJ to tbe
eye as the work prooeedL Your II8Itt b ......
ill to make what shipwrights oall .. till
moulds," whioh Ie to gift the ehape, beuI,
and depth. To mate the moulds, 1lrBt etrib
it out full me with a piece of ohaIk OD till
1I00r of lome room. For a boat l:A in
laqth, the width oqht to be at I.a a,
Digitized by Coogle
I
I
j
('lJfttHY BOGt.-continued.
the depth not leas than 11ft. Do DOt let the
ourre of the aidee be too sharp, but giTe her
a good round aide aud a bttiah bottom.
Ruing made your moulds to the ua.ot lhape
of the pattern cha.lked on the 1loor, na.il a thin
.trip of wood aoroaa -the upper (gunwale)
enda, whiah will keep them .wr aud true;
next take the moulds a.ud na.il them on the
keel in their proper piaoes, futeuiDg it above
to the fore-and-aft pi_. The moulda being
now llrmIy thed in their piaoea, you may
pl'OO8ljCi to what in other boata would be ealled
the plaukiDc. Saw ,out lOme thin atripa of
la.rob, about 20ft. long, lin. wide, a.ud a
quarter of au inob thiak. Six of theae on ea.oh
aide would be aufBoient. HaTiDc ohamfered
off a little from one of the ends to make it
flt the stem of the boat, fasten it with two
amall oopper nw; carry the ribbaud in your
hand, aud humour it gently round the moulde
tacking it slightly there, and bring it on to
the sternpoat. You will probably flnd your
~ too long j mlrk the I'8CpIi:red length, out,
a.ud na.il it in ita place. In 1a.yiDg on these
ribba.uda you must begin at the bottom of the
boat, aud work up. Having thad yourribbaud
both aides, get two long pieoes the same
width, only double the thiakn_, for gun.
wales, aud th them j flt a breast hook atem
and starn, and riyet the gunwalea _urely to
them. Saw out a lot of thin ltd for riba,
half au inch wide, aud about the eighth of au
inob thiok ; they will bend easily, aud will not
require sta&ming. Put these on about aix
inohea apart, aud rivet them to the batten..
Next put in your thwarts, tlxing them well
down-in the bottom of the boat, whioh will
make her I&fer, the weight being near the
keel Get some oopper, gal'f&lliaed iron, or
oak knees, with one leg long enough to reICh
from the gunwale down to the _t ; rint thia
well to the battens aud gunwale, aud nail the
other pert on the _t;. there should be four
to eaoh thwart, as they help to atreDgtben the
boat imm8lllely. You may now take your
boat off the atoob, aud abe will be ready for
the next operation. Get some good nsw aail
oauvu, not too .tout, and ooyer one aide at a
time; tack the edge of the oauna &ll along
the bottom of the keel a.ud pull it to the shape
of the boat, taoking it n_tly to the sides of
the stem and stern posta. Where you flnd it
dOlI not sU well, you may IOmetimes avoid
outting by folding the spare stuff, aud, with a
a&ilor's nesdle a.ud palm, ssw it to the main
body of the oauvu. Do this on a warm day,
&I the oauV&l will then be quite supple, and
more easy to ha.udle. Nail a strip of wood
half au inob thiok on the bottom of the keel
to keep &ll snug, aud &I au extra. seonrity
drive a row of tacks through the O&DV&I on
eIooh aide of the keel. You must be oareful
to nail over the O&DTas lOme narrow stripa of
wood, as bilge pieoee,' where you see she
would take the ground when lying OD her
eide, otherwise the pulling aud draggiug over
the saud in 1a.unobing, &0., lVOuld quickly
_ the oauvas through. With o&re, and
, Oa.,,1/tU BOGtB--oontinued.
with au extra. _t of paint now aud then,
a boat of We sort will 1a.st nine or ten
years.
II The fonowing auggeatioDB will be found
effective to prevsnt the puokering of the
O&DV&l skin of the proposed beat. A. frame-
work of 4ft. beam will require about three
breadths of oauV&l on ea.oh aida, and wasta
should be avoided by preparing paper patterns
by whiob to out out the O&DT&I. To do this
out lOme old newspapers to the width of the
O&DVU, aud paste sullioient pieoee together
end to end to give the required length of the
boat. Turn the frame of the bOAt upaide
down, a.ud stay it in a horiZontal position aud
upright. Lay the edge of the paper on the
flat keel aloug the middle, place weights upon
it, aud measure off the distauoea from the
middle Rna &OroIB the paper on the ribs, 10
&I to kesp the breadths horizontal from the
middle to the .tem aud bow of the boat.
Towards the bow aud stem the breadths will
be of oourse materi&ll1 reduced. Remove the
paper on to the floor, aud draw a Rna from
point to point m&rked on the paper at the
orossinga of the timbers. From this pattern
you oau ..ny out out the two oauvustrakea,
one for eaoh side of the boat ap.inst the keel,
whiob are o&lled the garboards. Replaoe the
pattern; but, before doing 80, mark the lower
edge for the aeoond br.dth of paper, aud,
setting off the distanoea aloug the ribs to the
width of the flret pattern, you will be able to
mark it out aud out it &I the previous one.
A. double eeam will be better tha.u a lingle, &I
it will gi'f8 great additioua.1 strength to the
OatlVU, aud the width of au inob aud au
eighth should be &l1owed for it. The lower
edge of the third breadth oau DOW be marked
and out out by the upper edge of the seoond,
aud if found to reach the gunwale, the top
edge m&J' be left unout until the O&DVU is
drawn over the framework. In applying the
oauy ... to the keel, put plenty of thiok paint
on the inside to half the breadth of the bel,
aud nail the selvedge with oopper tacks alODg
the middle line; then sorew on with br&BI
aorews, at 6-inoh intervals, a pieos of elm
plauk fths of au inoh thiak, aud euotly the
_me width IIoIld length &I the keel. :Between
the 6-inoh intervals drive oopper taoks. A.
small strip of oopper at the fore foot and heel
will prevent this shoeing, &I it is o&lled, from
o&tohing in auythin,. To maks a good flniah
at stem aud Item, out out the thiOknesl of
the stem aud stampost to the eighth of au
inch from top to bottom, &I in an ordinary
boat, whiob will form a groove or rabbet, aud
when you oome to this part fold the end of
the oauV&I back. This will gin additional
atr:ength for the naila, aud at the same time
make a TelY snug flniBh."
.. A. diagouaJ-framed OatlVU boat W&I built
&I long ago &I 1844., aud is still in axiatenoe.
The oanV&l W&I stout, aud it W&I very thiokly
p&iDted when dry, aud not wetted, &I is
frequently the oaee, to prevent the ablOrption
of paint. The boat W&I built on three moulds,
Digitized by Coogle
524
Caft1lM Boat.-oontinued. O/lftval CorocZe_tinued.
the transom or Item board (for ahe is not an inner oan.,.. boat. 8ft. loDar uul Sft. 1ride
oanoe-formed at the litem) bailie one mould, (baviBg a separate gunwale), m which the
the midship mould the lI8OOnd, and a third orew sit on the Boor.
eqai-diatant between it and the bow. An The deck 1.-. the ....".te ucl
inner keel or kelaon haviDg been 00IIJl80I;ed ooamil18' il IDtiIely oovered m b7 CIIIlnI,
with the stem and lItempoats by mortioes, IOpported on a stronr framework of WOIId
tbia ke1eon waa let mto the moulda its own and _e; and, being 11llder ordinaTy airoaJa.
thiokn888, lin., and seoured. The moulds etan_ quite I8ODr8 from wet, waa mt.u1ed
were steadied in their positions by the gun- by Capt. Bioharda for the atowace of beddiDr,
walea, of lin. by 2in. yellow pine, na.iJ.ed to olothea, and proviaiOllll of the orew.
the stem and traJlllODl. board. The frame of The ran-le and the -minr an *-gly
yellow pine, ..,in. b;y iin., was then nailed on braced toptber, and the eada of the gun __
diaronall;y, leaviDg Openiqll of 21in. wide I an additionaJq II8ODI8C1 to the ate. ucl
where crOllllil18' 880h other. The _VBII, put stempolt by strong iron platea, with .,.
on lengthways, waa out 10 aa to r11ll &10118' I ' bolta above, in which an ron IItont ropeI,
the framework parallel with the kelson on to moor the boat with whell aII.oat, or 8118-
880h side; and the _s were eewn double, aa pend her to tree. like a ha.mmook _han-
aa.iJ.e are ordinaril;y made by aailmakera., ever her orew ma)' desire to eleep in thai
There' is one bottom and two Bide breadths, position.
and, therefore, no join alol18' the kelaon. The I The ooraole is litted with a oonple of email
OIIlvas tuma in over the gunwale, and is Jight wheels and iron ule (weirhiDB cmly
eeoured b)' a strip of the a.me wood. The about 121b., and movable at; pleaaure ill
framework ill na.iJ.ed with oopper taoka. The about a oouple of minutae), 1rhioh "hea
oanV&ll, being 80 well supported, is perfeotlJ attaohed to her keel afford lIer the IDoomoIire
rigid, and the boat appears likely to last a advantapa of a porter's truck..
number of yl&1'll." The twelve-foot ooraole weighs about 9Olb.,
C/lft1lfU OomcZe.-8uoh a boat (Fig. 216) WIllI built and draws three inohea _tar when Jjpt;
b;y Capt. J. Rioharde, B.N., in 1878, for the but, with her orew of two m8ll and her ...
river Avon, 12ft. loag, 3ft. wide, and 15in. in on board, at her late trial she lhewlve inch.
depth. She haa a frame of Amerioan elm, forward uul &even 11ft. An inoh of thiI,
faatened with rove and olenoh oopper na.iJ.s and however, is due to her falae keel, whiob, with
wire; her B.oor is nearl:r ht, formed of tin. bilae pieoel, give ample lateral reBiataDce
white pine wood, lined inside with sheeta of when under sail in a _......,..

-- ., One of the prinoipal advantIcea
ID
. olaimed for this "donb1e-ahell boaf;"
oolUliats in the fllot that the 0IltB
boat; mall be stove iD without r8Jl-
I derfnr her 1I1III8rVi-.ble or waWBr
"f J , t f
__ .. _ ... _ without daDgeroulJ II4eotinr the
FIG. t18. atabilit)' of the v.-I; and IIaoa1d
oork to Iill ap the 1P808B between the timbers,
and form a level and aolid platform within.
Above the B.oor and oatside the timbers
(whioh are 6in. apart, and twent)'-three in
number), inetea.d of the planking of an
ordinar;y boat, thers an stoat fore-and-aft
stringers of Amerioan elm three inoh .. apart,
ontBide all of which is stretched the thiok
No.1 canV&8 akin of the outer boat. The
priaoipal materiaJs required are keel of lia.
square aah; gunwale, lin. square ash; I
cro6s-piOO8ll of lin. sqaare &IIh;
keel ohaliag pieoos, iin. by lin. &IIh; fore-
and-af't atriqera, lin. b)' iin. ; bilge etringera,
tin. b;y iin.; twent)'three timbers, tin.
square.
Within this atraotare IoIId 88OII1"8l:r attaohed
to it, r.lthoarh quite diatinoli from it, there is
both the onter and imler boat. be
s"amped with _ter, the oork Boor ad
oashiona will, neverthele_, II1;iJl .. ord her
the properties of a life bao;y l1III.oieat for her
orew. (See II Coraa1e Lifeboat.")
The builders of theae boa.I;a an __
Hill, Cmon's Marsh, Brinol Price 6i.. 101.
Carriage b7 ra.i11d. per mile.
Oa,p.-A B.gure of 8 iron band Itted to the malt-
head, bowsprit end, for jib-boom,.to. S0me-
times the ;yoke is termed the lower cap.
Oa,pfu1, of Witwl.-A poi! of wind ICICID pusiDr
away.
O.t/lft.-A meoh atrioa1 oontri"faDoe for miIiq
the anohor. Capetana ver:r oompact in form
an now made for )'aohts inatead of the eam
brous windlaae. The one JIIOIIt ..,.unlIJ ill
use is manufaotared b7 lIarIield IIIICI Co.,
Digitized by Coogle
Dictionary oJ General In/ormation. 525
HaD8ion House Buildinp, E.C. Cantelo, of
Southampton, manufaot1l1'8ll a oapstau. that
CIIloll be uaed without oa.petan barB.
Capt_ BM.-Bam of wood by whioh the oap-
etan is tnmed, and eo made to wind up the
anohor or raise any weight.
ClIjIst_lor a Tm1Dz.-A. oa.patan for a trawl for
a yacht of twenty or more tona ia mads at
the Hount'a Bay Foundry, CornwaJl.
Cant-The dial of a oompua upon which the
pointe are marked.
CariiftCIZ Pointa.-The oompaeB pointe, E., W.,
N.,andS.
C_.-To heel, to list, to leu. over.
CMliRat.-Pieoe. of timber iltted between the
deck beams in a fore-and-aft direotion.
Ca'If"IJ Away.-The breakap of a 1Ip&1', rope, &C.
CMT1I C-u.-A. v88ll8l is said to carry her
CIIlollVB8 well if ahe doea DOt heel muoh in
strong breezes.
C _ ~ BtHU.-Built with the plank iluah edre
to edge, and the seama oa.ulked
and payad.
Ccuf.-8aid of a ship when abe 8.lla
OD one tack or the other after
being head to wind. Used gene-
rally in getting under _y, AI out
to port, &C. The word is variously
11II8d, AI to out aDohor, to oaat oft
before an applioa.tion of the mixture; henoe
it is a good plan to apply it CD a dewy
morning. M:ahogany should be _ped, aDd
DOt oleaned with oa.uatio soda. A. mixture of
two parts soda aDd one part _p, simmered
together and applied hot, is aometimea used.
Carson'. .. Detergent" (La Belle Sauvage-
yard, London). is an exoellent BubBtitutil for
caustio soda, but oa.re should be taken' in
. using it for deeb, as it injuriously deets
marine giue. (See &lao .. 800jee Moojee.")
CIWfl (eomebel apelt .. bvel" or "kevel)."
-8tout pieces of timber hed horiaontally to
the BtanchiODB on bitta for belaying ropes to.
CeiZittg.-The inaide planking of a veaael.
Omtn!boMd (a Tempot'Gt'y).-M:ake a board of
the shape of either of those in the aketch
(Fig. 217) about one-third oj the length of the
boat. Three bolta will be on the upper edge
of the board; the oentre bolt will have a
thread longer thaD the other two, aDd pro-
trude through the keel. When the board iB
.... n ...........
a rope.
CatomMan. - A small raft oommoD
In the Eut IDdiea. A. double boat
In use in America. (See p. SlS6.)
Cat Blocl;.-The block uaed in oa.tting
~ '
----
the anchor.
Oat Boat.-A. boat with one aaiI, like a Una iltted under the keel, it will be held tight to
boat. the keel by a thumb DUt on the centre bolt.
a, tch m.._ ... _1.. A1.1_ To unahip the board when dcat 11D8OreW the
II 11.1. ........ -To ..... e a turn qUlV&&J with a thumb DUt, push the board down, aDd it will
rope round a belaying pin, or bitt, or oa.vel. ileat up alongaide. A. oork will be put into
Cath8Gd.-Timber or iroD projection from the the bolt hole. Of 0011rll8 the board CIIlollDot
bow of a veaBeI by which the anohor fa hoisted be shifted when the boat is ailoat. It would
up to the rail, after it baa been weighed to be unaafe to Bail. about in ah&llow water with
the hawse pipe. auch a oontrivance; Dor ahould the boat
Oat.pt.tID -tn oa1ma, wbeD the _ter is rippled under any oiroumataDcea be allowed to take
here and there with paeaing airs of wind, it the ground with the board fixed.
fa said to be BOratched by oa.tapaws. A. A.DOther form of temporary board (Fig. !U8)
.. oa.tepaw" is alao a bight double in a rope. baa beaD iltted to aD ordina:ry boat, 18ft. long.
CGulWag.-Driving oakum into the aeama of ~ EJ ~
a veaael. (See" M'arine Glue.") ~ ~ ' . ~ .
C_lJri'119 Iwm.-A. kind of blunt ohiae1 used
for driving oakum into the _B.
CavUe BotlG.-A. mixture of three-parte of
soda to two of unalaoked lime. The soda
is boiled in the _ter, and then the lime
added. The mixture should be applied hot,
and be of the oonaiatenoy of thiok whitewash. I
In applying it great care Bhould be exercised
eo AI DOt to allow it to touoh the handa. A.
brush of vegetable ilbre should be used. AI the I
oompoaition will deatroy hair. Caustio Boda is .
1l8ed for oIeaning oft old paint or varnish ; the
mixture should be put on nine or ten hours ,
before it is _pad elf if a verr 01_ job is I
deaired. If it is a deck that baa to be oleaned
it iB deairable to damp it with fresh water
FIG. 218.
It oo118iata of a board, to which are albed iron
clamps on either aide, whioh admit of the main
keel being inserted between them; through
these are pulled bolts with nuta, which firmly
hold the two keels together.
The dimenaiona of a board for an 18ft.
boat are 6ft. 10D(f, 1ft. lOin. deep, and 1iin.
thick. The board fa to be about 1ft. 6in.
ahorter on ite under aide than on itl top Bide,
the fore end sloping aft, aDd the aft end
Digitized by Coogle
CfIfttre.boCM'd (II
Ilopm. forward; but the mope at the fore
end fa Il8RIy double tbt a.1; the alt end.
P1aoe the oentre of the board a trille in rod
VMee of the oentre of the IIIIWl keel; it 0lo1I be
lb:ed in be miDutea .... hen the oo.t fa in the
uvite; only ODe WOrdof_UtioDfa D--.ry.
1;Ut ie. Dot to to .... her with the keel OD behind
the yacht .... hen aailiDg. or in an prob.bility
ahe will take a aheer ODt ad _paise.
Thia p1lo1l wu introduced by Mr. G. H.
--\,---- --- ---
---- ----------... ------
"'\
1'1&. 119.
BarrieOD. of the Siesta. lChoouer j but it fa Dot
quite 80 good .. the America p1lo1l OD the
other page. beo.U88 it ounot be unII.tW
or re1eaaed .... hilat the b_t is .11._10; Md.
moreover. a triugula.r supe ie to be pre-
ferred.
All boards of a lb:ed are more or
leu in the way. ad " the Amerioen Goodrich
delleotiDg oentrebOlord," ...... invented to do
CentTe-lIoa.rcl (II
away with all iDboaord 0II0IIiDg. Md make a
board of I ... dr.ught IIoOOOIDplieh .. muoh ..
deep ODe oould.
The "board" oonaiata of thin sheet of
Bti1r metal, 8WUDg to the keel by along hinge,
ad oen be rotated .10 will by applying force
to a lever at the after end. The metal blade
ie 80iD. long and 9in. deep for oenoee. and
86in. long with lOin. depth .a.pted for ro ...
bo.te ad general U88. The eDd of the abaft
lhips into a amall lug IOOket OD the keeL It
ie held in place by tumiDg up a eore .... in the
back: of the after box. driving forward end
home into the lug. To remove or UDehip. it;
ie only Il8C8III&rJ' to baoJr: out the eorew. dra ...
back the board until the lhaft drops out of
the forwe.rd lug. then pull forward un1i1 olear
of the box alao. To oontrol the ugula.r posi.
tiOD of the blr.de. a lever ie introddoed budde
the oenoe. The top of the alter box hal an
opening with a forked Ilide IlippiDg over the
slot. Thil Ilide ie pushed clear. the lever
then slipped into the middle hole of three in
the shalt IDd. If the board ie to be kept
plumb. draw to the forked Ilide. 80 1;Ut the
prouga grasp ad hold the lever up ad down.
Leakage ie preveDted by havm. the abaft
oloaely lit in the box. When 80 Dipped, the
blr.de ie vertioal. the _e .. fa the 0&18 with
an ordiDar;y OIDtreboard. and in this oODdition
the oenoe ie prepared to B&il i. light airs. or
before the .... ind ... it ie impoauble to trioe up
the blr.de. :Being amall. T&r'f thin. ad with
aides .. smooth .. yon wish to II.Dieh them, DO
appreciable reaiata.Dee .... ill be experienced.
When heeliDg to a Pr&ll.!l of B&il. or in beat-
m. up against the wind. the angle of the
blr.de may be ohr.uged quioldy to suit the
damuda of each taoJr:. This fa elfeoted by
shoving baoJr: the forked Ilide. and then pub.
m. the lever up to windward, retaiDiDg it there
by a small hook ad 8J8 supplied for the pur.
pose. When going about, throw oft the hook
.while in wind. push lever over to oppoaite
aide. and hook again. UDtil WIll B&ttled
down to the .... ork. it ie beat to keep the lever
approximately .. desired by bearilIg ap.iDa1;
it with the bee of the foot. Should b&lf the
angle be mftl.oient, the lever may be allowed
to oome back: till it takes aga.iDat the outer
edge of the little sliding cap. When the boa.rd
is to be got rid of temporarily for proddliug
or to olear a ahoal. it is turned.olear up under
the bottom ... eown by the dotted line in
ODe of the oute. by taJtm. hold with the leTer
in ODe of the outer ho1ea of the three in the
shaft. (See alao "Butchers Cleaver II ad
" Lea Board.")
CMit!. Locker.-The oompartment in the .hold
of a veasel .... herein the mooriDg chain ie
Bto .... ed.
Chain Pipe.-IroD pipe OD the deok through .... hich
the _bles pMB into the lookers.
Chain Pla.tu.-Ircm br&cea OD the aide of ship
to .... hioh 10Dg linked ohaiDa are att.a.ohed with
the der.d eyes for the lu;ya.rda of the riqiDg
aboye.
Digitized by Coogle
Dictionary o! General In!ormation. 527
C7&atHIIIl Deep.-8aid of a yacht when she ill
, heeled over UDtil her lee ohaDnela are under
water.
01wmnel PZa.t.I.-Braoes 880Ured to the eidell of
veaala and extended by pieoes of timber
termed ohaIInels. The lower dead 8Jea are
bolted to the ohaDnel plat8ll.
CMnt&ela.-Strong pieoes of timber hed on the
Bide of a abip inside the ohain plat811 to giye
greater apread to the rigging.
Of late yea.ra the ohaDnela of yachts have
been mueh inoreased in width in order-to rive
the U808IIII&rY spread to the riggilllf in con
Seq1l8llC8 of the narrowneaa of the hull oom-
pared with the hlight of the mast. But even
with this extra. spread it is found diffioult to
keep the mast in its place; and in fact it
eould not be done, bnt for the steel wire rope
shrouds. These are set up bar taut and the
drift of lanya.rd between the dead 8Jea ill yory
short compared with what it used to be a few
years ago.
OMc1c, To.-To oheok a sheet ill to ease it a little.
To check a Teasel', way as by a warp, or by
baok:ing a sail. To check a tide is to keep a
yeasel from her course, in order to allow for
the inB.uenee or drift of a tide. A veesel is
said to eheck the tide when it throws her til
windward. To check a veBael with the helm
is to prevent her altering her courae. (See
"To Heet.")
CMik Blocke.-A sheave iltted on a spar inaide
a aorI; of oleat, aa the eheek blook for top
sail sheet on the end of a raft.
(JhBe'kB of tM MeIIt.-The hounds.
OMmng.-The loud, deep. and IOnoroUB " hip,
hip, hurrahs!" which the crew of a 'RIl-
quished yacht greet the victrix with. A
OUBtom mueh honoured. The crew of the
vanquished yacht line the bulwarks and give
three couaeoutive .. kip, hip, hurrahs! .. the
winning crew then does the same; the yan-
quished crew then give a single "hip, hip,
hurrah!" to .. come up with," or 8.niah ofr.
(See .. Han Ship.")
CMU.-In very light winds, if a oloud paaBea
overhead and a puff comea out of it, it u
oaJled a chill-probably on acoount of it,
ooldneaa.
CMme.-The part of a waterwa1 on the deok of
a ship which joins the apirketting.
CM7I6IIB Lv.g.-A llllf sail with battens.
CMp -A. nickname for a abip', carpenter.
Ch.ock.-A blook or wedge of wood.
Chock II Block.-8aid of two bloob when, in
hoisting or hauling, the two bloob of a tackle
are brolllfht cloae together. Genera.lly when
two thingl are brolllfht so oloae together that
th8J _ot be got oloaer.
Chock JluU.-Ful1 to the brim. Frequently used
in closehauled sailing to let the helmsman
bow that the aaila are full enough, and he
:aeed keep her no more oft the wind.
Chock HotIIB.-Close up.
(JMp:ping &a..-A short, steep aea, whioh makell a
veasel oontinuoualy pitch and 'acend.
ChucklB-hBa.ded.-Full or bluff in the bow ;
thickheaded.
Chuck to Wiftdwa.rd.-A weather-going tide u
said to chuck a vessel to windward, and
the contrary a lee-going tide.
CircumltwenCB oj a. OWcu.-The a.u..ueter multi-
plied by stnoo ; in algebra denoted by the
Greek: letter fI'.
thick atrake of wood worked inside a
vesael under the shelf.
CZa.mp -A kind of wedge vioe, used in boat-
building to hold the plank together. (See
"Boat Building.")
. -Varioua contriyanoea of wood or metal
uaBd in iltting up a vessel or in &xing parts in
her construction.
C/.af1<m Ccmllu.-To put on more canVBI. "Clap
on here" is a requeet frequently made to idlers
to aaaist in hauling on a rope.
OZGw.-To hang well to windward, aa to .. claw
oft a lee shore."
0ZGw to beat to wiBdward under
dilJlcultiea. To claw off a lee shore is to beat
oft and aYom getting Itranded.
0ZBcm hU.-BarelT oIoae-hauled; when all the
sails are full.
CleM Jor Going About.-A qu8lltion often aaked
when work u baing done on deck, and the
T8IIlel baa to be put about: .. Are ye all olear
there for ,going about P "
CZBa.ts.-Pieoes of wood with one or more arms
fastened to apara, &c., for belaying to, or to
prevent ropel Blipping, &0. (See" Thumb
Cleats.. and Cruicbhanka' Patent Safety
Cleats.")
CZBnch Work (spelt also .. cleneher," "olincher,"
and aometimea .. clinker.")-In boat building
when the edges of the plank overlap, forming
lands. .
ClN.-The lower ooruera of a square sail; in
fore-and-aft sails 01111 the lower after corner
is oaJled the olew.
ClBw lMIBs.-Clew garnets. Ropes used for
hauling up the olen of aaila. (I!ee page 27.)
ClBw Up.-To haul up a sail by the clew linea for
furling, &0. AlBo used lIB a a1aq term for
ahut up or osaae.
CUnch.-'lo faaten a rope by a half hitch, and
seize the end back to the other part; a method
adopted with very large ropes or hawaers a.fter
they have to be bent to ringe, &0., in a hurry.
To clinch is a.lao to beat the end of a bolt or
rivet until it forms a head; or to turn the end
of a nail in 80 that it wi1l not draw.
CUnomet."..-An instrument for meaauring the
angle of inolination or the extent of heel a
lhip hIM undet oanvaa or wbilit rolliDf.
Digitized by Coogle
OUJI Hod.-A double hook (hinged to the eye)
whoee parte overlap when attaohed to a ring,
I'IG. HD.
&a. A hook not muoh in favour, .. it 80
frequently breab or rete half detaohed.
(JU,ppR.-A Ine ahip; 1Il'IIt applied to the &harp.
bowed 1hip8 that ailed out of Baltimore, U.S.

CZock OGm..--80 oa1m ad still that the tioking
. of a olock oou1d be heaM.
OUlM AboGf'cI.-Near to, .. the land is said to be
01088 aboard when a veuel has approached it
very oloeely.
OZo.ehauW.-With all the sheets trimmed Sat
aft, and every rope that help. extend the
sail8 hauled taut. Hauled.. olose to the
wind as the sails will admit without 8hakintr
their luffs. When a sqaare-rined ship is
olose-hauled lhe is about from 4ve to Bix
point. off the wind. A fore-and-aft aohooDer,
with everything nicely trimmed for raoinar,
will lie within f01l1' and a half point. of the
wind; a outter within four and a quarter
poiata. This, of oourIe, nppOl8l the water
to be Bmooth and the wind of what iI known
as "wholeuil BtreDgth." In rough water
a v-.l oannot be sailed 80 oloBe; in the
Atlantio :raoe between the Cambria and Daunt-
leu, the former, although abe had head winds
for a large part of the time, for two __
wu never hauled up olOBer than Bix point. :
generally there wu too muoh .. to admit of
it without being half hove to, and in luoh long
p8IIIIIIg8I it wu thought better to B&il her along
hard on the ohance of the wind freeing; or
if it headed her she oould have been put on
the other tack. (See" W'md.")
OZol6 the l&It reef is taken in,
generally the fourth reef; but 80me modern
IOhoonera with laoed mainsails have only
three reef banda, and it iI thought that when
the f01l1'th reef is wanted that it iI time to
Bet the tr:YB&il.
0Z0I6 to W'mcI.---<llOl8 hauled. AI oloee to the
wind as the aan. will bear without lifting.
OZothes.-The outllt given to a. yacht'l orew by
the owner, oonBilting of troUlerB, froob,
cape, shoes, and neckerchief. When the
yacht is paid off the men take the clothes
with them, but if a man is disoharged for mia
oonduot, he il made to leave his clothes behind.
Under any oiroumstan08l the men have no
lepl right to the clothes if the owner ohose to
retain them, as it .. only a kind of livery.
OZothes Linu.-A sail is said to be aol"OBS a
clothes line8 when it is girted by a rope.
Lines used on board menof.war for drying
the B&ilon' olothes on washing days.
OZoth m the W'mcI, A.-When the foremo8t oloth
or luff of a sail is 8haking through the vessel
being brought too near the wind. A man is said
to be tJuee oloths in the wind when intoJicated.
0Z0w HItch.-(See "BoowiDg an .bchor.")
CZub HGUUtIg.-(See page 87.)
OOld, OOflftmptioft. of.-With engines of the old
type a 8teamer oonnmed from 41b. to 61b. of
ooal per indioated horee-power per ho1l1'. W'lth
oompound engines the oonaumption is from
mb. to 31b. per horee-power per hour.
OOGming -A raised frame 4tted to and above
the .deck for the hatohel. skylight&, &0., to
reatupon.
OOGts.-Painted oanvu used to GOVer u.ila when
they are stowed.
atowedand covered up by the coata.
CobZe.-A boat oommon on the YorkBhire ooe.at.
Said to run over a .. very dry. The peG1l.
1'10. ftL
liar deep rudder makes them steer well iD a
sea. (See page 834.)
a man-of.war, part of the ship below
water where the middila were berthed, and
where the wounded were attended in time of
action. A kind of well in the deck aft, oom
mon in American yacht. and in some small
ones in this oonntry.
Ooil.-Ropes packed up in riDp one ever the
other. To ooil away.
OoZZM.-An eye or bight of a shroud, .y or
rope to go over the masthead .. the ooDar of
the forestay. AlIO a rim on. bolt.
OoZUer.-A vessel employed to carry ooal.
CoUiricm.-When oue V8I88l 00_ into oontaot
with another.
Oolouf' -F!aga denoting nationality, ownenhip,
or other identity.
Oomb.-The _t part of a wave.
Oomber.-A big nrflike wave.
Oombing -(See "Coamings. ")
Oome flO N_.-An order to the helmsman not
to bring the vessel nearer the wind.
Oome on Boaf'!!, BW.-A _'8 laoouio apeeoh
when he report. his arrival on board to an
ofBoer in oharge after leave.
Come To.-To 4y up in the wind; to oome nearer
or oloaer to the wind; to luff. Generally need
when a V88Bel oomes nearer the wind after
having falling oir the wind.
Oome Up.--Generally to elaok up. Whilst haul
ing on the fall of a tacJde and the order
comes, " Avast hauling there," the hand that;
has to belay singa out, "Come up behind ;"
all hand, instantly release the fall, 80 that
the one who has to belay may catch the turn
round the belaying pin or cavel without
" losing any." (See" Hold on the Pore Side"
and "Belay.") In alang an admonition to
cease fooling.
Digitized by Coogle
Dictionary 0/ General In/ormation. lS29
Come Up, To.-A: vesBel is B&id to OOII1e up when
the wind fN88 her 10 that ahe can head 11_
her coune, or look, or point her C01lrH. In
beatmg, a helmalllall in reportiDg the prom-
made by the vesBel may .y, .. She hu come
lip two pointa this tack, air," aooordiDg to the
utent of the wiDd freeillg; if the wiIld _e
more ahead, he might I&J Bhe hu brok8D. off
or fa1l8D. of! two point.. &0.
Coma v,p Wit"--To overtake; alIo to biah off.
.. to .. come up with a ro1llld tum," III8&IIiDg
.. the orew left of! hauliDg one had to take a
auddeD. tum of the rope ro1llld the oavel, &0.,
to bela,..
rank conferred by olubll upon
m_ben; aDd there are Commodores, Vioe-
Commodores, aDd Rear-Commodores. Their
duties are to _ that the laws of the olub,
eapecially ihoH that apply to matters doat,
are properly oarried out. Commodores ft7
the broad p8D.II&IIt or swallow-tail burgee.
(See .. B1IrJ98.")
COfIIt'CM'w,..-The entranee from the deok to the
below oabiDa.
CorJl:P- BOlDt-The bowl witbfD the bbmaole
OOIIlaiJdJag the compus.
Compau CMIl.-A oirole dinded into 82 parts,
oa11ed point.; aDd NOh part is again dinded
into parts, aDd the whole is dinded into
860 derrees.
eoar... DetrreM.
PoInta. Back B.rIDp.
o , II
::tf"
OOOOpolDt s.
14845 I "
S.tW.
11. Jil.
I 8'1 80 "
S'V'
N. E.
81811 pol;.
8. W.
11. E. 111101 t S. W.
N. JIt E. t]l.
a 845'1
B. bJ' w. t w.
N. bYE.tE.
lSlIII80 "
B. b7" w. t w.
B. " B.:\.W. W.
N.N.E. II 80 0 I poI;.ta B.B .
N.E.b7 N.(N
111845 , " 8.w.bJ'BIB.
N.lil. b7"N. N. 18 780 .. S.W. b7 B. B.
N.lil.b7N. N. 8015811 B.W.1I7B. B.
N.lil.&N. 88 45 0 S poI;.ta B.W. b,. B.
N.El
888845 t "
B'WiS.
N.E. N.
8UlIO t If
B.W. S.
II.E. N.
ti 1111 ':
S.W. B.
N.lil. 4500 po B.W.
II.E. tB.
4114865 1 If B.W. tw.
N U'. 110 S7 80 "
B.W. W.
N E.
ID
B.W. W.
N.E. E. 158 15 0 po ta B.W. 7W.
N.lil. b7B.tB.
&9 845 1 II
B.W. b7 w., W.
N.E. b7" B . E. 81l1li80 "
S.W. bJ' w. W.
N.Il.!It E. E.
& 15 poiBte
W
E.N.E. 878006
E. b7 N.!N.
701845 I If
W. 117 B., II.
E.btN. N. 7S 730 .. W.btll. B
.E. b7 N. N.
75 116 111 "
W. b7B. B.
.E.&N.
7S 45 0 7 poIDta W. b7B.
E.,
818845 t "
Wi
B

E. N.
861180 t ..
W. B.
E. N.
8'1 11 15 "1Lt.
W. B.
E. 90008pom W.
E. b7 B.,
914865 t "
w. bJ' N.
IIDdlOoa.
It III 01ISt0Dw7 ill tbe BC7&l NaY)' to eaU tbU
N.N.E. l E., N.N".E. t E.; N.N.E. IE., tb8ll N.E.
b7 N. III corraot. 8ometim .. &lao E.
b7N. I N. III eaUed E.N.E.l E.: or N.E. bJ'Jil. I E.
iii eaUed for uort_ B.N.E. tN. The table, how.
_ pve. tbe more corraot WII7. Ia aalliDlr all tbe
J)OiD\,i 1lYQ1d .lIch "lllbberlam&" u N .E. b7 E. tN. for
E. t E., or B. OJ w. t B. for B. t W., &0.
It is commonly believed that the mariner's
comp&IIB _ introduoed into Europe in the
fifteenth 08D.tury, but it _me to have beell
well Do1l'D in a primitive form in the twelfth
aDd thirteenth centuries. lu 0118 of the
popular IIOJIIII writteD. in the time of Ki.ng
John, it is related that the sailors who W8D.t
onlong voyages to FrieelaDd ud the East, bew
their way by obaerviDg the polar star, but.
when the u,. waa oovend With olouda, aDd
they oould 110 longer 888 the stars of heaV8D.,
they had a OIIl1triVaD08 whioh oonsisted of a
needle of iron put through a piece of OIIrk 80
that 0llB 8D.d remained out. This they rubbed
with the loe.datone, and th8D. plaoed it in a
vessel of water, ud the1l8lldle withont
error to the polar star. This formed a primi.
tive but fairq perfeot mariner'. compaaa. U
aD ordinary lleedle be rubbed on a magnet
aDd gently dropped into a glass of water
it will float aDd point to the 1I0rth. (See
"Fluid Compass.") .
COmpGII plliftt.-The 82nd part of 860 degrees,
or praatioall,11i degrees.
CorJl:PZemerl.t.-The fullll1lD;lher ; the whole ship's
orew.
ComporitioA lor II BOGt'. Botton..-Da,... com.
position hu been muoh 1I8ed for -tiDr the
bottom of boats. It is said to prev8D.t the
growth of weeds, bamaolea, &0. The boat;
ahould have a coat of commoll varnish flnt,
aDd the compositioll ahould be applied before
the vamiah is quite dry. OIIly a part of the
boat ahould be vanished at a time, or the
varnish will dry before the composition can
be Pllt on. One pJlcm oa.refullJ put on will
oover about .00 Iq1l&re feet or the immersed
lI1l1'faoeof a IO-tOllller. Thacomposition should
be kept well stirred whilst beiDtr uaed, as the
ingredieD.ts are heavy, aDd 80011 settle to the
bottom. Day'. addreu is Forest Bill, Londoll,
(See" Jesty'. Composition.")
PNOock'. composition has been 1I8ed on
iroll ships with good .!feot. The OIImposition
ou be obtained of H888I'8. Paaoook aDd
BuchazaaD, Southampton. This oomposition
ahould be applied in the same lD&IIIler ..
Jesty's. Two, three, or four coats of blaok
vamiah, or coal tar, Bhould be flnt put 011.
The plates of aD iron yaoht should be tho-
ro'OIrhly oleaDed of nst, &0., before app9iDc
the vamish. (See" Coal Tar or Blaok
Vamish.")
The Proteotor Fluid Company, 8,LeadIDlhall.
1Itreet, E.C., han a. poiaOIlOua oomposition,
said to V8l')' effeotually prev8D.t the growth of
bamaoles.
The following OIImposition _ patented b1
Hr. A. C. A. Holzapfel, 15th Haroh, 1879.
The OIImposition 00IIIIiat. of .-(1) 5 parts
coal tar. or blaok V&rDiah; (2) 25 parts methy.
lated spirit; (8) 10 parts roaiD; (4) 5 parts
Ihell&o j (5) 8 parts pille oil; (6) 82 parts
colourinr matter, umber, broW'll, aDd oDele
of iroll; (7) II parts ohloride or onde of
meroury; (8) 12 parts II1Ilphide of aDtimOllJ;
(9) 6 parts _Die. SubataDoee 8 aDd 4 are
dissolved in 2; th8D. 1, 5, ud 6 added, aDd
XX
. Digitized by Coogle
aftenrarda 7, 8, and 9, the mid1lN being
aUoweel to etaIld twentyfour hours before
1llling into -U. We have not heard of
this oompoeition having been u.aed, and unl_
anyone daaired to make experiments, either
Jest7's or Peeoook'. oompoeitiona oan be
reoommendecl as fairly a.nawering the pvpoae
for whiob they IoN used.
OODtriva.noe to prevent the ohain
cable beinc veerecl too quickly. or to atop its
veeriDg altogether.
00Muct lCOR8fI.-ODeJ kept bIOk from" __
man'. 19'IIgeB, but riven up in whole .t the end
of an enp.gement if the .-an'1 OO1lduct baa
been tiood; I8JI81'a1ly the lUIlOat kept back
ia.. per week, and a he to that lUIlOat is
levied for an ofrenoe.
OOfttrary W"md.-A. wind that blowB adftrBelJ
down a v888el'. ooures.
Oon' Bottomed.-The bottom of aehip aheathecl
with oopper. (See" Sheathing.")
Oon' PcuteJwG.-Faetened with oopper boIta
and nails.
OoracLl.-A. ema1l boat used b,. the a.naJent
Britons. (See " Canvu Boats.")
OoracLl Lifeb04t.-The following ia a deeoription
of lifeboat (Plate LXXIV.) built by Capt.
John BiohardB, B.N., of oA, Cotham-grove,
Bristol:
.. Several have been built at Briatol and
elsewhere, OOlt abou* U. per foot for build
lng, and perhap. about 10.. additional for
Itting out. She is 18ft. long, 4Oin. beam, and
l7iin. daap. She lV8igh. lS5lb., but when
oomplete for sea, with aU her per on board,
856lb. She is propelled b,. oars or aaila.
00nIcJ.
the crew to Bit. A. IItroq wooden gamnJe
and ooammr boada thia apM8, and a lfIOOTe
ru.nniug rou.Dd the iDaida of it ill formeel to
reoeive the gunwale of the inner boat, Beau.red
by "- buttoDa. The outer and inner gun-
wa1ea IoN Jrmly etru.tted ad bnoed t.cJpUler.
The inner boat 11 an oblonr oanvu box, 7ft.
long by 2ft. wide, the upper edge of which
is _u.zed to a braa-boad wooden batteD of
the _e ahaps as the inner gu.nwale. The
lower edges of thia oanvu bOJ: IoN boad with
rope, and 1aoed to battens IIIICI'IUecl to the &oar
of the veaae1. The entire apa.oe of the
JDa7 be u.ti1iaed at pI_lIN for aleepiDg ...,.
oommodation. To add to the aeou.rity of the
coraole, one half of the IIJI- inoloeed
the outer and inner boats is OOO1Ipieel by three
Iightly-oonef;ru.oted box floats. One of til-.
_pie. the entire forepart; of the veael, and
the two others m up the vaoant on
eaoh aide of the aftsr part. These leats would
keep the 00rac1e aloat with her orew on board.
in the event of the veasel beinc IIWIIo1D.ped 117
a.... The loats IoN removable at pleaau.re.
The iron keel is II1I8p8Dded to an iron keel
band by olips and readily removable. The
keel band is a thin plate of galvaniaeel iron,
ltin. wide, and it ill _eel on to the keel of
the ooraole. A. 1lyiDg deck, oonetru.ot.ed of
pieoes of bamboo, ru.nniug _ the inner
gunwale and stnmg together, and oovered
with oiloloth, having two manholes in it, en-
ables the crew of the coraole to shut out the
rain or _ from the interior. A. rain awning.
oonatruotecl of stout oloth, with oanes sewn
into it, and fltted somathiDg like the oover of
a waggon, baa been foud to be
a capital OODtrivanoe for uolud
inr rain when at anchor. (Bee
.. Canvu Coracle.")
OordtuJe.-A general term uaed to de-
note the rope u.aed in the riainr
of a ship.
Ooritatm-.-A term in ,.cht par.
la.noe 1IfJIOIl1IIlO1I8 with amateur.
The term Corinthian half a __
tu.ry ago WIllI oo_only appliad to
the ariatooratio patrons of 1IpOl"ts,
lOme of which, .u.oh as pugiliam,
IoN not now the fashion. No
doubt the DaIII8 originated with
the suppoeed IIimilarity
the fast Y01lDlf men of the Greek
Empize who emulated the feats
of athletes, &0., and their JIlOdam
prototypes.

The qualliloationa ofa .. 00riD-
thian" sailor IoN varioualT de-
1lned.. The Bo7al .Alfred Yacht
'----------:::n-------- Club enjoins that in aU matohea
II. m. the amateur element ahall oem-
Her frame is similar to that of an ordinary eiat of "members of the club, their _, 02
boat, but muob lighter. LJBht buket ..ta members of a royal, foreign, or reoopiaed
IoN ueeel instead of thwarts; and, as the floor ,.cht club, or naval olBoera." Anyone not
of the ooracle is oonatruot.ed eolid and even, being a meohnio or menial is generaIq re-
bottom boa.rda IoN not required. The oorac1e gardeel as a qualliled amateur. Some alu.
is partiaJly deoked with wood. A. spM8 or well only aUow yaohte of 15 tone and ader one
ia left in the middle, 7ft. lon" bJ 2ft. wide, for paid hand, who ia not permitted to tollOh the
Digitized by Coogle

PLATE Lxm.
i
L ~ -
Lifeboat Co:
litized ,00

Digitized by Coogle
Dictionary of General In/ormation. 531
tiller. A. later and more IUitable plan is to
have paid hands in the proportion'" forth in
. the table, page 133. In all_ an _tev
mm steer.
OoriAth-Wm Rule of fiomIap
measurement adopted by the Corinthian
Ya.oht; Club. It is limply the &hipbuilder's
rule for 811timating the regisf;er ton-
LxBxD
JI8I8 of vesBel, thus -200-' where L
1eDath. B breadth, and D depth, .mcIships
from deok to undendcle of keel. This rule
..... .Iso adopted by the New Thames Yacht
Club in 1875,- but.rter trial of two ya.rs
it _ .bandoned, y the geneml opinion
ppeEed to be thet the rule would have an
iDjurious mAuenoe on yacht clesipiDg.
Oot.-{See .. Wexford FIa.t-bottomed Boats.")
O-w.-The projecting pa.rt of vessel .bs.ft
the sternpoet.
ODIWN.-Direction; the direotion in which
veasel mOT8B; the ctireotion from one point; to
another point which. vetsel by to rea.oh.
The distanoe yachts haTe to ail in.
.reptla.
Oot&f'Ml.-The lower squa.resaUa of &hip.
OOHriflg BOMII. - The outside deck plaul::
Itted over t;he timber heads. See" Plank
sheer."
_ who steers and by oharge
of. bo.t a.nd her orew. Pronounoed" oox'n,"
ONbbtRg.-When T88sel tumbles down under
hea.vy preas of OIIo1lTU, or when IIha IIIP to
1eewrri badly.
0racWtag 1m. -CuryiDg Is.rge quantity of
1Iail.
0rcIdIs ,. II Mad or otMr Span, To BtojI.-When
the ape is quite dry run in marine glue;
when the glue is hard, lampe out IIOJD8 of it,
and stop with JJUtfi7, oolouted to bDitats the
oolov of the wood.
0HIt.-A. v..t; also used in the pluml, thus
Dumber of ara.ft, or 1011 of onft, means
_ number of vessels.
er-I:.-Not stiff under OIIo1lTU; boa.t thet 0II01l
be heeled or listed very eaaily; generally
dangerous bo.t.
Ora.Ate.-Au iron hoop band, with eyea Itted to
bowsprit ends or the ends of other &pUll. (See
pages 55 and 803.)
ONM.-AD inlet of the -.
erm..-The top edges of _ves.
ONID.-A. &hip's oomplement, and including every
_ employed on boa.rd in UJ o.pMity what-
--..er, distinct from pa.IIII8JIg8rIt
forengagiDg __
not in high repute.
Ofttag".-A. metal thimble worked into the
oorners .ud leeobes of 1Iails.
Orin,., A.-A. v.eel thet does not oa.rrJ
OIIo1lTU stiJBy.
ero.. Ohoeb.-Pieoes of wood used for Illing in
betw_ lower futtockB where their heels
do not meet on the top of the keel.
Oroa-iacl:.--Cross-jaok.ya.rd is the lowest ya.rd
on the mizen m.at. Pronounoed" erG'-
jack."
ero.. 8 . -W.vea thet oome from divers ctireo-
tiODS, usually _used by sudden ahifts of wind
when it is blowing hea.vily.
Ot'Oa-w-.-8ee p. 28, &0.
Orow-/oot.-A. number of lines .ttaohed to one
line, and spreading out something like bhd's
oIa.w.
Of'OlDft oj tin AftCMr.-The pa.rt of an anchor
_ where the _ a.re joined to the shank
Crow', Nat.-A. plaoe of shelter.t the top.pl1ant
mut-head for look out mu, used by whalers
in Northern latitudes
OruieuhGM' .P"Wn.C OLIcItw.-ThiIis.oontriYlUlOe
for januning the -.iDaheet without UJ turns
or bights, 80 thet when oertsin presnre fa
put on the ..n the sheet IIlI1'88V.. The oleat
_ invented with. view of preventing bo.ta
being o.paized when atruok by BuddeD squaJIa.
The objection to moh oleata is thet they
poIIIIibly foul, and moreover the preaaure which
if .pplied Bteadily would jut a.use the sheet
to unreeve, might if applied suddenly a.paize
the b_t long .before the sheet would run
through the jamlmen. (See page 110.) With
"breeze of wind" there is generaJly some
aea, .ud then it is not 80 frequently
ludden aooeaaion of wind or squall thet
__ the b_t to oe.paiBe y her position
among the _vel. H she gets 80 plaoed
.. to luroh or roll to leewrri from the
effect of _ve orest ps.saing underneath
her, IIha upset without UJ more..e in
the preslure of wind; thet is to lay, if her
_e BDlrle of heel under OIIo1lTU is 20 degrees,
and she be permr.zumtly heeled by the wind
p1'8B8Ur8 to th.t .. le, then, if the &of!on of
fIbe _". _ued her to heal fIIrih&r--s7 10
would C!IqIIIiJe unleq Ikilfully
handled by the ateerama.D, As there Deed be
no inoreue of wind p1'8B81lM to briDe r.bout
s1lch oa.tastrophe, the ""'ety oleat .. would
be of no aftil under suoh airoumatanoes. III
lDlooth _ter it would never be prudent or
"'e to wr.it for aquaJl to strike bo.t, Y, if
the aqu..u were heavy enough to a.use the
bo.t to heel to the _psizing point, the Mfety
oIer.t oould not relieve the Bheet fut enough
to prevent moh heeling. The squall mm be
"met," the boa.t thrown head to wind, .ud
the sheet relsued, before the squall 1Itrikea.
Sometimes in amall bo.ta, with the wind
.bemn or .b.tt tlae beam, it m.y be more
prudent to run them off the wind; but
IICm'08ly in UJ _, either in _ or in
emooth _ter, oould the safety olAt .. ve
bo.t from being o.paized if the helmsman
or Drew a.re18Blly handled her when Bhe is
in danger of such a.tutrophe. Mr. Cruiok-
shank's oleat iB provided with releuing
line, which is to be held in the hand,.ud if
the break does Dot allow the Bhect to be
re1eued fut enough, the line is to be pulled.
Kanifeatly it would be Mfer ad gift 1esa
trouble to hold the sheet itself in the hand.
(See .. Beadou's Safety Beel.")
][][2
Digitized by Coogle
532
C"dch.-AD iron npport for a boom when tile
..n is atowed somethiDg in this form y; the
upright pIU't B+. into a aooket OD the 1affrail.
Crutches are sometim811 made of two _s
pieces of wood, thus X; iD IIChoonera the
crutch for the fore boom is geuemlly so
formed; aJao a eimi1ar orutch is used to put
tile tiller iD when the veuel is moored to keep
it from llyiDg about, &Del and when by luhiDg
the tiller liD811 IoOrOIIII the vllllHl to either rail
the JIM8III8 fore ad aft would be iDooD-
V8IIiently obetruoted. AD X crutch is used
to support the middle of the boom when the
...n is atowed and not mUD by the peak
ha1:rarde. A. match is a1ao the metal fork
UIed iDetead of thol811 iD a row boat..
0I&Wc: JI __ oJ Water.--One pl10n OODfiaiDe I
277'274 oubio iDoh8ll, or 0'16 of a oubio foot. 'I
ODe oubio foot oontaiDe 1728 oubio iDoh8II, or
6'288 gaJlona. ODe ton of ealt water oontaiDe I
85 oubio feet. ODe taD of fresh water OOD-
taine 85'9 oubio feet. A. tau weight is equal
to 22401b. See .. DeoimaJ.Equinlent.... (See
"Water.")
Cudcly.-A. BJDal1 cabin, a deck house, the 1pM8
under the half deck of a boat..
OuRe.UM.-The .pace between tour cub when
. they are atowed bilge to bilge.
0tdUr.-A. boat heavier than a gig, and ueed in
bad weather whOD the lighter boat might ret
s_peel.
Outtw.-A. veue1 with ODe maat rigged with
mainIIail, foreeail, jib &Del topeail, .. shown iD
the aooompau:riDg Iketoh, known AI the
national rig.
A. outter' ...n. are termed "fore..auc1..tt ..
...u., because they are tacked aud Iheet.ed in
--
FIG. m.
a fore-and-aft direction in OODtractiatinotiOD
to ...n. whioh are tacked and &heeted ..
lquareu.ilB are.
Formerly outterl carried a large equa.re
..u and BqU&ore top..u or rdee r but th8IIe
are now almOBt obsolete eJ:ooPtiDa' in rove-
nue aruilBrl, having been IUpereeded bJ the
epinnalter and jib top..u. The latter is
banked to the topmast .y.
D.
Da.ggw JIMe.-A. pi_ of timber 0!'0IIIiDg the
frames diagonally.
outter riaed vllllHl with lq miHn
aft let on a jigger-malt..
Doming tM Watet-.-When a veuel bepII aailiDg
backwards and forward.. AI before a bar
harbour or pier, waitiDl' for water or Olden,
.to.
DaNit Quy . -The .,.. or rop8II uecl to keep
the davitll
DIWiU.-StroJw iron armI used for hoiatiJqr
boatl, .to.
IJa,y', PGwt.-(See " Composition.")
DI4d. CaUn..-Without a breath of wincL
DIICId8n..1Ier-wGf.-To .top a veuel'. way 117
baokiDg and filling, or by hauling a ..u
aback, or by yawing her about with the
helm, .to.
.Dead Eyll.-A. oirouIar block, with three holeII in
it (crow-foot fashion) without sheaves, ued
to reeve the Ianyardl through for aettiDa' up
the riggiDg. (See page 40.)
DI4d. PZGt.-The midship HotiOD. The t;erm Ia
applied to the middle lat of a ship, where she
rete no broader and no narrower I that is,
whln the croll Hotiolll for 10_ m.-..
amidIhipII are of the _e IIise and f_,
th1l8 the Iide will preH!lt a " dead lat" b
some cti8tanoe. (See" Stn.icht of breadth.")
DI4d. Ltghta.-StroDg ahutterl made to It tile
. outlide of cabin windoWl-01oeed in 11K
weather. In yacht. small oiroular light. are
senera1l7 fitted, and without tile &hattorl.
DI4d. on erw1.-Said of the wind, whOD it blowe
down the 001lrIe a vIIIIHl wieheI
to make. (See" Nos_dar," .. Kuuler.")
DI4d. BedotriRg.-The oaloulation of a lhip'l
poeition by the log, the 00'IlrIeI Ihe hal made,
lee wa7, set of OURtIDtI, &e., without an
ObaervatiOD
.D.GII BWe.-The approach the 400r timbers of a
v8llsel makeI to a perpendioular. In the _
of ships, the &am811 in the after bod7 are
oalled the dead-risings, beoa_ they cmq
rile from the keel at a Iharp aur1e, all tile
middle &am .. nearJ,y horiaontalJ,y
from the keel A.;racht Ia Mid to have oem-
liderable dead rile OD a "f117 riaiDg floor, wh-.
&he ill moro or _ of the V form, but reaIJ,y
veaele of the T form have the greaten dead
rille, .. the heela of the loors formiD the
framing to take the prboe.rde, do rile D8al'IJ'
perpendiouIarl7 to the bel.
water in a veMel'. wake, at-
to her rudder, that does not appear to move
with noh rapidity .. the water a10Dc allaip'l
Bide.
DIItId weJchi in a vauel'l
bottom, euoh AI a heaVJ OUJO of ON or
baJlut.
D/lGd tIIOOcl.-Tlle solid wood worked OD top of the
keel forward and aft (See pep 27).
Digitized by Coogle
Dictionary 0/ General Information. 583
JD.
-
t
I
Owt. TOIL. OwL TOIL.
0
1-000
.0tJ.
1 -G6
In
66
1 -oaa lM 126 ' 14. I 10 11 "80
I 187 187 "208 "229 8 16 18 "/II
8 1160 "271 "292 811

1lO If -70

1138 -au
1176 ._
6 "26 16 76
II -f17 om
0418 "79

-80 1. "80
8 600 621 644 681
7 116 17 811
7
.-
"8Of "fi6 ....
8 '40 18
_iIO
8 "fI67 of!87 -708 ""I. e of6 19 -til
9 -760 "771 ""In 812 10 "'I) 20 1110
10 1138
.8M
1176 -886
11 -91. -987 -us -979
12 1"000 1'021 1-0&1 1-081
D1.-The platfOl'llll supported OD the "-a of
. shipa. The old three deokenl had llpper deok,
main deok, middle deok, lower deok, and
orlop deok, DO g1IDB being oa.rried OD the
latter. :Below the or10p deok were the hold
platforma, or deoka. Yaohte us1l&lq are &aid
to haTe DDlT ODe deok, '.6. the upper deok
open to the Bky; lOme large 1aohta, however,
haTe a lower deok,laid and c.ullted. Smaller
JllQhta haTe platform. beams UPOD. whioh the
platform reata. The platform. is the oabin
&or.
.Dee. OlllllllMg GAd .. lIariue
Glue.")
Dd, to WMt..-Hake a mirlue of llb. oxaJio
acid to 1 pllon of water. Damp the deok
with this and wash off
.D6ep'M ZeGd(pron01llloed "dipll8Y 1ead").-A.1ead
of 28Th. weight attached to a line of 200
fathoms. Now, automatioaJl1 reoolding
ma.chiDeB &1'8 seneraD7 used for deap _
BOllIldiDga. (See" Lead.")
DeUvery.-The quarter wash of a TeBBel. A. JllQht
is said to haTe a good deliTery if OD paBB-
iDa' through the water no waV88 &1'8 ra.iaed at
. and about the qua.rten; ahe is then &aid to
leave the water olean, to haTe a olean wake,
olean deliY8Z'1. or to l'1lJl the _ter Y8Z'1 olean
11ft.
.DeImmGg .. -Compeuation paid to the 0WD81" of
a ahip when ahe has been detained loqer than
ftIMODI,ble by a fnichter at a port.
.Dc!PtlI. 01 G YGCAt, to _.-Very frequent1;J
it Is D808M&ry to know aoouratelT the u.
teruJ. depth of a 1Mht from rrJl to keel,
or her dra .... ht from load line to keel.
The followiDg simple plan is a m_
of obtr.fning Doh depth and dra .... ht: To
obtain the depth take a atmight-edpl bar
of wood (_ ct ct, Fig. 2240) will be p1aoed
&Ol"OBB the rail, at right ..... le. to tlae keel. A.
IIDIAll ohain, II, will be paued under the
bottom of the 1Mht, and ODe end will be
made faat on the bar at g, 10 that the ohain
Just touohe. the bilge; the chain will be
drawn filBht, and the other end made faat to
bar at h. The diataDoe -g ,. must be aoourately
-una on the bar, aa aIao, when removed,
must the Jeqth of the ohain whioh paued
from 9 under the JllQht to ). (To obta.in the
pointe for the lIlIIIIII1IZ8Dlant of the ohain, it
wooJ.d be found OODveniaD.t to faaten a Bmall
Depth 01 (I,
pieoe of oord or yarn at the pointa 9 and 11.,
immecJiateQ' under the bar, before the ohai.in
is oMt off.)
HaTing obtained these __ ta, it
will be an 8&B1 matter to Ind the depth 'i.
The dieta.noe g h can be laid off to 1IClBle,
divided in the oentre by a perpendioular, ii:
M/J the 1eqth of the ohain will than be laid
off from g and h to inteneot the perpen.
diaalar, .. at i; the diatanoe from , to i on
the bar, meaaured by the aoa1e. will be the
depth required.
The dra .... ht of water at. the;yacht will of
oourae be found by aubtraoting her heirht
Ollt of _ter, from load line to rail, at the
pointa where the depth 1t"&I taken.
If DO aoale be at hand, the depth can -mIy
be found by calou1atiOD. Take half the leqth
9 11., whioh' oall '(Fir. 2240), and half the
leugth of the ohain, whioh oall m; sub
1not , from m; multiplJ the zemainder by
.'! ........... _ .......... i: ...... ____

... , .,f
;-=- -=-=-
.----
C
........ ____ -;:Z-....... _ .... ,
/ ..
..
..-
,.
.... //
l'Ja.2M.
the sum of m and. t added together; the
Iqur.re root of the proaaot will be the re-
quired depth. .,NIIBed in aJaebmlo lan
guage:
..!(llll + ll) X (Em::otl)
Say. m Is 10ft., added to Z '1ft., make
1 '1ft.; nut 'I BUbtraoted from. 10 aTe 8,
a.nd 8 multiplied by 1'1 make 61. The Bqur.re
root of 51 is '11, whioh would be the
required depth.
The mean dra .... ht would be f01llld by tak.
iDIr the actual dra .... ht at IBveraJ (8&y40) equi
diataut intervals, oommanomg at the heel
of the atempoet and ending at the Item; add
thelle dra .... hta together, and divide the anm
by the number of me&B1lrlllDenta ta.ken, in
otuding thoae at litem and aterDpoat. If the
fore foot Is very m.oh roUllded a_y, the
meaeuremant at the litem will be 0, but in
oountiDjr the nnmber of __ anta, that
for the stem must be inoluded.
Digitized by Coogle
.D.ptA oj II Y Clcht----ilOntinued.
The Barrow Corinthian Yacht Club formerly
inoluded meIIJI depth in their ton1l8g8 rule, IIJId
adopted, 011 the ngeation of JIr. B. 8. White,
the following plllD for obtaining depth at IID1
point withOllt oalculation. (See Fig. 2lI5.)
A ill the keel batten, grad_ted from centre,
in feet IIDd tentha, with alota marked C, a1l each
end, to alide the Bide or depth batteDa to the
euot beam of yacht.
BB. Side or depth batteDa, graduated at
upper pan in feet IIDd tentha from top of
keel batten. IIDd II8OI1rIId to bel batten with
thumboeaNwl marked D.
.ociIu 0JI-.cU: Bavintr obtained aaaf;
beam of yaoht, .. the depth batteDI DB at;
W. diatiIonoe apart 011 bel batten A., by
mee.JIII of thllmb1G!8Wll D tirhtily -..red ap.
Dip the bel batteD IIIIc1e bel1Dltil oppIIIIite
marb 011 pnwale. wbare c1epth Ia required to
be tUen; then bring it o1oae ap to be1. a.nd
take ftIIIdiDra otr depth batteu BB. until th8J'
oorrIIIIpOad 011 each Iide-thiI beiDg depth of
yaoht, be1 to gunwale. in vertioal line, aa
shown in aketah.
If the JD88I1I!8IIUIDtB have to be taken in a
tideway. the batten A mnat be kept o1oae up
to keel to preyent itB driving aft.
.D.pth oj HoZd.-In a Binr1e-deok veuel, the
height between the kelaon IIJId deck.
DMeUct.-A veeael alllIDdOIIed at.... It is laid
that a.n owner'a rightB are not alao abandoned
if IIDY Hve IIDimal be left a.nd fOllDd 011
board. .
Demd;.-A kind of _e.
DeviCltion.-A movement of the oompM. needle
due to looa1 attraction. principally met with
in irOII or compoaite ahipa, IIDd dlatinet from
variatiOll.
Dlww. - A Iarse Arab v .... l. uua1ly lateen.
rigged.
DlGgOfl41 B..-.-streDrthening strapa !'f irOII
that oroaa the framee of a veeael c1iagcmaJly.
LiMs.-Linea W'hichoroaa the aeotiona of
a veeael MOwn in the body plllD. in a diaconaJ.
direction with the middle vertioalline.
DiaMet.r oj <Mcz..-Cizvamf_oe m1lltip1ied
by 0'81831
.l>MMtKI1Kftg Bw4l:ar.-The Btrakee immediatie17
abo" IIDd below wa1ee being the thiob_ of
the wale 011 OIIe edge, IIJId djmjnjMmr to the
Wolmee. of the pla.nk on the other.
Dingh.y.-A amall boat of Bomb.,-, with a
aettee u.il. A.1ao a .maIl 1IIdfl, or punt,
oarried by J'IIChtB. (See" Portable Dinghy.'")
DmgAv---The _ who baa chaqre of the
dinghy ef a yaoht, W'hose dut,r it ill to go OIl
ahore 011 erranda, &0.
Di;p.-The inoliDation the _puall8ed18 IIUIb8
towudII the eerih in high latitoudee.
Di:P 1M lb.-To lower the enIIip aa a
alute, or tobIl of (See" Dipliq
t.he EDaip.")
.IHfIpit&g 1Mg IWl-A IIil hoUted by a hIQud
and JIII.d hoop traveller. The IIil ill ... to
leeward of the mut, aDd the tack ill UIIIIIIl7
faat to the litem or 011 the weather bow. ID
t.oking or gbing the aail baa to be lowered
IIJId the yard ahifted to the other aide of the
11118t. A plan baa been proposed to pedoaa
thiI dipping by the aid of a toppiDr IIld
tripping line inatead of by lowering the
IIil (_ the aketoh. Fig. 2lI6); but the
balIIJIoe lug. which requiree no dipping what-
aoever in tac1tiD. ill to be preferred to the
beat dipping arra.nrement. (See" Pensuoe
Luggera" IIDd " &pHt Lug.")
t7wr Euign.-The enIIip Ia lcnmed or
dipped aa a mea.na of wuting a oomm.odcmt,
&0 . or member of a club. The junior member
Ihould be the &rat to dip. Sometimes, if DO
enaign ill flying, the burgee Ia dipped. It; ia
1lI1IIl to "dip" 011 paaaing a _.of.war 01'
royal yacht. A royal yacht never __
the aalute by dipping her enIIip. strictly it
fa etiquette for the blue enaign to dip tIS the
white; IIDd red to the blue IIDd white.
TicW.-A formal dooumeat riv- to
a.mea whea the;y are cliaoharpd.
withOllt aai1a or IPML
DiMnuted.-When a v88l81loaea her JIII.d 117
TiDlen"., or aooideat.
Digitized by Coogle
Dictionarg of General Information. 535
DUpZacement.-The quantity of water a veasel
displaces, whioh, in weight, is always equal
to her own weight.
DUpZtJCem6nt p6'l' inch oJ'mmeraion.-It is often
DeOIIB8&r,Y to know how muoh weight weuld
have to be put into a yaoht to sink her IIoIl
inob or more deeper in the water or lightan
her to a IIimi1ar extent. Roughly, thia 0II0Il
be uoertained by the following rule:-
11 ultiply the leDgth 011 the load liIIe by the
breadth 011 the load liIIe alld divide the
produot by 600. ( L B.) The quotiellt
will be the weight in toll8 or fraotiOIl8 of
a toll. This rule would IIOt hold good
if the ;yacht were lightelled more thall
three or four mohes or deepelled to that
erlellt. The rule is baaed 011 the a88ump
tiOIl that the area of the load liIIe is . 7 of
the oiroumeoribillg para.llelogram. That is
to say, the leDgth aIId breadth multiplied
together aIId again multiplied by '7 will
(approximately) give the area of load liIIe.
Divide this produot by 12, aIId the area is
reduced to oubio feet, aIId divide again by
35 aIId the IIoIlswer will be giV811 in toll8 or
fraOtiOIl8 of a teD. By this rough rule the
displaoem8llt per moh at aIIJ part of the
hull of the vessel (if the meaeurem8llts are
tak811 at the part) 0&11 be fOUlld approximately
B.)
or white lead powder mixed in
strollg glue size and applied hot. Sometimes
the part to be covered is first ooated with
lime whitewash. A yellow distemper for
fUllIle1a is thua made: 61b. glue made into
size, aIId whilet hot added to i owt. yellow
ochre, * owt. whiting, reduoeii to proper
coll8iatellOy b,. warm water.
portiOIl8 of a fleet; as the star
board, port, aIId oelltre diviaiOll8, the admir&!.
in commalld always occupying the oootre
diviaioll. Prior to 1856, there were red,
white aIId blue diviaiOllS, but 11011', as ollly
the white or St. George's ell8igll is reoogDised,
the diviaioll8 by oolour have beeII dOlle awa,.
with. (See" Admiral.")
Dock.-A basin into whioh a ship is floated and
the gates oloBed UPOIl her; the water is thell
pumped out aIId the ship left dr,., supported
all a framework aIId by shores. These are
o&I.led dry docka.-A g8IIeralll&me for a place
to receive ships for repair or oleanillg. A
ship is said to dock herself whoo placed in a
80ft tidal bed of mud she buries heree1f in it
more or less.
DockyMdI.-Places where ships are built; uau
ally, however, oollfilled to gOVerDmoot ,.ards.
Dog Bhoru.-Piooes of timber uaed in laUIIOhing
ships.
Dog atWI.-A light Valle made of bUlltillg or
feathers, to show the direotiOIl of the wind,
aIId sometimes put all the weather rail.
Dog Watchu.-The divided watoh betw8811 four
aIId eight in the evelli.llg; thua the first dog
watoh is from four to six; and the I800lId from
ailt to eight. (Bee" Watohea.")
DoUrums.-The state of being becalmed. Parte
of the ocean where calms are preval8llt.
DolpMns.-Stout timbers or stolle pillare placed
all wharfs to make fast warps to,
Dolphin Btrik6'l'.-The petpelldioular spar UIIder
the bowaprit 8IId by whioh more spread ia
givell to the stay of the jib-boom.
Dot-y.-A flat-bottomed deep boat much uBed by
AmeriOlloll flahiIIg schoollers.
. jl
The dory (see Fig. 227) is all awkward..
lookillg flatbottomed boat, aIId some of the .
8OnOOll1r8 carry aa m8oll7 aa a dozell of them.
Digitized by Coogle
They an of the proportioDa of an EDgliah
diDglo', and of different BiBM, so that 88Verai
stow OIle within the oIiher. They an of
light OOJI8trucmoD, and are .mq lifted by a
rope becket at bow and stern. The akrD.-
moat becket is shown in the eJlBfttvinB, also
the BOOI8 for eoalliDc the boat.
men ail; 011. the _e
thwart to row oars from ditraNDt; aides
of a boat. Double-banked friptee were
two deokers, with the upper daolt porte
aieguiaed.
Dot6bls BIod:.-A blook with two __ 1'88.
Doubls 6MnbllZl.--See II GimbaJa."
Dot6bUftg PIaM.-To put 0118 thiolm .. of plank
over the other.
DouN Of' D01II ... -To lower away nddeDly, to
tab in a BIoil sudd8Jlly. .. Do,ne the gUm itt
to put out alight.
Dow-tCltl PIczteI.-Platee ill form like a d01'8's1ail.
DotHU.-A hard wood or metal pin uaed for oon-
necting timber or the edges of plank.
rope 1lI8d for ha.uIing aa.i1a doWD.
D01Im Helm.-An order to put the helm to lee-
ward and __ the veeeel to hdr.
D01Im Oan.-The order given for the crew of a
boat to let fall their oars after ha.ving them
on end in the boat.
D01Im WtruI.-8e.i1ing in the direotion of or with
the wind; before the wind; with the wind
1IIIIlern.
D01Im WWI, D01Im &G.-The _ will nbBide
when the wind does.
Drag.-The inareaaed dra.ught of _ter aft oom-
pared with the dra.ught forward.
Drag, To.-To aon.pe the bottom to _h the
bottom with grapnelB.
Drought oj WGter.-The depth of a veuel to the
enreme underside of the bel m .... 1I1'tId from
the load _ter line.
DrIlM.-A BIoil is _d to dra.w when it is filled by
the wind. To let dra.w is to _ up the
weather Iheet of a BIoil after it ha.a been ha.uled
windward, and trim the lee Iheet aft.
DrIIM HI!If' to.-An order to bring a 1'8SW oloeer
to wind.
DruI.-To c1reu ship is to hoist ftap from deok
to truok; or from bowsprit end to truok and
t.affraiL
To chels oopper is to lay or smootJa UoWD
wrinkles by going over it with a flat of
hard wood and a hammer.
Dti/I.-To &at about with the tide or ourrent.
diatanoe between two bloob of a
taokle; or the two pa.rta of one thiDg.
Driw.-To move to leeward by the foroe of the
wind, or drive without ooatroL
Drv-,.ot.-The d_y timber is aubjeat to, often
through imperfect ventilation.
Duck.-Light oan1'&l of whioh boat aa.i1a and
balloon aa.i1a an made. To duck is to dive
under water.
l>uckB.-A a.ilor's white nit of duck.
bvI.-A a.ilor's faoetI01II _yof pronounam,
dough, hence plum dd for plum puddiDg.
Duft is aometimea applied to soft taok or fresh
bread ... diatiDat from biaouita.
Dutnb cz.t.-A thumb oleat.
l>vmt1.-A nail uBed in futeniDg p1aDk to the
timbers, ... diatiDguiahed from a through-
bolt.
.DImg_ Of' DotIgmw.-A blue u- or ootton
oloth in use in India, now muob uaed for the
rough or workintr anita given to yacht a.ilora.
Dutl_gll.-Looae material nob ... cork, hllmboo.
aha.1'ings, fem., ooir, .to., uaed to jam in
batween a hea1'1 08.rJ0 suob ... auks, iron, .t.c.
inBtrumentto_foroee.
II.
BGriRg -Ropea 11184 to futeD the oornera of
the heads of aa.i1a to the yarda, by the orIDclea.
The upper comer. of aa.i1a an
termed earingB. (See" Beef EKiDp.")
BMI 01 G BoZt.-The lugB or upper projeotiona
of a bolt with a _ in it, into which another
part is itted and held b, a through pin 10
... to form a joint like that of a gooseneck.
E/JIIIl Awtlfl.-The order to Blacken a rope, &c.;
to ..... off a lIbeet, to ..... up a 1Iheet, are
Q1IOIl1JDOUB terms, and _ to alaolreD.
- (See" Chaok.")
E_ the Helm.-The order given when -.Ding
apinst a head aea to ..... the weather helm,
and byldlllg meet the _ bow on. and at
the _e time deaden the ehip'. way 110 that
the _ and ehip meet less "rioleDt17. Gene-
mI1T to put the helm r.midahip, or more amid-
&hip after it hu been put to port or .. board.
BIlWAg G V"'& 0IIt o/-the WiM.-When two
1'881_ an I&iling in oompauy, and if one
soaJr:. or eett1ea out to windward of the other
ahe is ll&id to .t her out of the wind. ID
reality, to make leea leeway.
EGWAg to Wiftdwtwd.-A vuael is B&id to eat to
windward when lShe apparentIJ Boab ont to
windward of her wake.
Ebb.-The reoediJJa of the tide.
Eddr.-Water or 01l1'l"8llta air appareniq
movinB in oiralea.
Bdg. A..,.,.-To gndual1J keep a nuelmore 011
a wind .tt.er II&iliug olose hauled.
Bdgll DotIm OR G V_I.-To bear.."., tawarda ..
vesael to leeward, so ... to approach her in all
oblique direction.
Bnd lor Eftd.-To IIhift a Bpa.r, rope, &c., 17
renrBing the dizeotion of the end&.
Bnd Ofi.--Sa.id of 1'81881 when lIbe ha.a u. object
bearing in a line with the keel, diNGI;lJ ahead
of the bow. On approaohing a mark or bua,'
it is IBid to be end on if it ill direotIT ahead
of the Teeeel, the bowaprit will point to
the object. hence it is aometime8 aaid that all
objeet is .. right an far 1IowBpBt; ..a."
EMitI...-A s.. .own &I a mark
Digitized by Coogle
Dictionary of General-In/ormation. 68'7

of n.tiOlllllitJ. Tbs red 8DBip, with .. Union
Jack" in the upper oomer of the hoi8t, is the
English national flag; but the 8DBip of the
Royal N.vy il white with red St. George'l
oroaa in it besidel the Jack in the oomer:
this il oalled .. St. George's enaign." Prior
to 1856 the red (bigheat in rank) white and
blue eDBigne were uaed in the Royal N.vy.
and there were Admirals of the Bed, AdmimlII
of the White, and Admirals of the mue; and
there were Vice and Bear A.dmirala of the
red, white, and blue. A fleet wu divided
into red, white, and blue iiviBioDl, aooording
to the rank of the AdmimlII who ooIDllllUlded.
In 1855 the red enaign was allotted to the
Briti.h lIeroantile Marine, the blue enaign to
the Boyal N.val BeeerYe, and the white 8DBip
to the Boyal N.vy. However, the white and
blue eIllign had alw.ye been reeerved for the
exolusive DIe of H.lI.'l navy, and other
v .. ela oould not U88 either without an Admi-
n.1tJ warrant.
In the Boyal N.,.,. it wu etiquette, wbsn
an Admiral wu on board hie ship, to fly the
white eIIIign from the main truck, Viae-
Admiral from the fore truck, and Bear-Admiral
mizen traok. Admirals now fly St. George'l
Jack (whioheee) from the main,fore, or miaen,
aoocmHng to rank. A Union Jack is carried
at the stem. head or bowsprit end (all shipe
of the Royal N.vy now 80 carry Jack).
When oounoil of WBor is being held on board
a flag.ship, the white enaign is displayed in
the main, fore, or mizen Ihrouds, aooording to
the rank of the Admiral. If there is to be an
ueoution after Court lIartial, the white
eIIIign is hoisted on the main, fore, or miaen
Jard arm. Shipe of the Royal N.vy.t the
.pproach of BoyaltJ, or whilet aaJuting,
.. dree ... ship, by hoisting St. George'B 8DBip
at the fore, main, and mizen truob.
If an 8DBip other than the red be &wn
by any veaael without wa.rrant from the
Admin.1ty, penalty of soot may be iDflioted,
and tmy Cu.stom Houee or Connlar ofllcer or
other oflloerin H.lI.S. on full pay may board
the 'nBael and seize the flag. Although the
red enBip baa been aaaigned to the mercantile
marine, no devioe oan be put in it other than
the JaoJr: without the permiaaion of the Admi.
n.1tJ
PM jtwWdIimoa oj the AdmWcUtrf 0Rlf
to fta,g. ftovm. aJI-t, aM cmv .u"..
CGn be hoieW em fta,grio#l 1m .7r.ore.
When a warrant is granted to olub to fly
the white, blue, or the red 8DBip with .. de-
vice, this wa.rrant doea not of itaelf entitle a
member of the olub to fly either 8DBip on bor.rd
hie yacht; before he can legally do 10 he must
aleo obtain wa.rrant from the AdmiraltJ
through the olub seoretary. As muy WBor.
ranta must be obtained IWI he belonga to olubB
if he dean to Iy the ., of each olub.
When the yacht is diapol8d of, the wa.rrante
m'Ut be returned through the olub .....,.
to the Admin.1tJ. and if the 0W1UIr obtaina
a new yacht h. m'Ut get&.h
Prior to 1858 the Boyal Weatar.D. Yacht
Btuigft-oontinued.
Club of Ireland flew the .... hite enaign with
wreath of ahamrook in it. In 18407, the
privilege of flying the white 8DBip WIWI ac
oorded to the Royal at. George'B Yacht Club,
Kingatown, but ....... afterwards reaoinded
upon a representation by the Royal Yacht
Sqnadron that that olub by ita wa.rrant of
1829-(prior to 1829, the B.Y.8. flew the red
enaign)-had the exolusive privilese of flying
the white eneign. In 1858 an .pplication
....... made in ParliamenL to know if the R.Y.S.
had that exolusive privilege. The lrat Lord
of the Admiralty said iii had not, inaamuch IWI
the pritilege had aleo been utended to the
BoyaJ. Weatern 01. Ireland in 18811, and .......
.till. enjoyed by that club. (Buli iii doee not
'appear that the BOlal Western ever applied
for aeparate warrant for a yacht to fly
the white 8DBip.) In 1858 the Royal St.
George'. Yacht Club (also the Holyhead)
again .pplied for permiaaion to fly the .... hite
enaign ; the permiaaion ....... not granted, and
the Admiralt, informed the BoyaJ. Western
that they were no longer to U88 it; on JD&kiJqr
BMrOh .t the Admiralty, it ....... found that in
18402 a deoiaion was come to reatrioting the
white enaigu to the Royal Yacht Squadron;
and the olubB aireoted by Iihe deoiBion were
informed of it acicordingly, but the Royal
Weatem of Ireland was not interfered with,
b_use up to that time no application for
aeparaw warranta from the olub for yachts to
fly the ensign had beau received; and further
in 1853, the BoyaJ. Weatern obtained per-
miaaion to continue to U88 the emdgu. How
ever, in 1858, the AdmiraltJ revoked that
permiaaicm, and ainoe that date no olub ex
aepting the B.Y.S. baa beau permitted to
fly the 8t.George'B ensign. Itwoald be much
betlier if the AdmiraltJ only iaaned wa.rrana to
fly the Nd enaigu with club devioe or bac1p
if deeired. (See".Admin.1ty Warrants,"
" Boyal and Beoogniaed ClubB," "BUlJIIII.")
EMgn 1M Hired 2't'CIM,IIOI'fB.-The blue 8DBip
with admiraltJ BoDOhor (yellow) in the fly.
lmeign, HoVti"{/ oJ.-Ensigna and bUrgB8B are
hoisted everymoming.t eight o'olook (9 a.m.
from September 80 to Karch 81), and hauled
down.t Bunaet. It is. Blovenly habit to hoist
and haul down oolours at imIgular hours. At
_ iii is only 1lBUal to hoist oolours wbsn
pa.aaiug another veaaeL
.Btw\p oJ tlae OoloMa.-Tbe blue emdgu with
arma or t.dp of oolony in it.
of the a--.-Tbe blue euaign.
.Btw\p oJ B_1 BuarDe.-Tbe blue 8DBip.
fore part of a veaael, the bow.
A good entranoe into the water meane long
well formed bow.
Efl.tmnu MOII61I.-The money demanded byolub.
from yacht owners, who enter their veeeela
for match Bailing at regattas.
record that yachli is 8IIIIII8d for a

oomplete outAt Of a 1'8II8lln
aludi. 81'erythiDa' used in her handling,
Digitized by Coogle
li88
.... orJdDg. and aooommodation. The inventor;y
oomprt.. the equipment.
.I'wn Keel.--Sr.id of a veasel when she is not
heeled eithar to port or atarboard. alao when
har keel is horizontal. that is .... hen .he is 10
trimmed that har draught forward is the lI&IIIe
.. aft.
.E'I1f1t'tJ St\tch 0/ 0_ S.t.-When all available
canv .. that will draw is set.
.li:Irir8me BreG/Uh.-The greatest breadth of a
v88B8l from the outlide of the plank ou oue
lide to the ontlide of the plank on the other
aide. walea and doubIiDr planb beiug in-
oluded and 1118&1Urad in the breadth.
:BytJ Bolt.-(8ee "Bolta.")
:By.ltJt RolBl.-8mall hole. worked in .. ill for
laoiDp. &0 to be rove through.
:Byee oJ RtJr.-The enreme fore end of the ship
near the ha_ pipea. which are the .. 87" of
her."
:By .. 0/ tM lUgging.-The loop! Iplioed into the
enda of ahrouda to 10 over the JIUI8t, and dead
ByeI.
:BytJ SjlUctJ.-The 8Dd of a rope turned in so .. to
forman 878. .
1'.
Fag BtwI. When there fa .. nothing left of the
rope but the ena." The fra7ed-out end of a
rope.
PaWmg " .l>rGtDing.-A prooeIl b7 which the
lnteraeotioDlJ of ClIII'Ved liD.. with other lineII
in the bod7 plan. halfbreadth plan. and shear
plan lore made to oorreaponc1. A fair oun'8 is
a CI1I1"V8d line .... hich baa DO abrupt or unfair
fn8uiona in it.
,aM- LeGd.-When the fall of a rope leada
without obatruotion. from the aheave hole.
.A.lao a "lead" made for a rope through a
sheave hole or through &n7 other hole.
,aM- LeGdtJn.-Holes in plank. &0 for ropea to
lead through. 10 that they lead fairl, and lore
not Dipped or formed into .. bight.
shipe' 001I1'1III in a ohannel. The
Davigabla ohannel of a harbour .. diatiDot
from an anohol'Btr8 in a harbour. A harbour
master's duV il to aeethat the fairwaJ
is kept olear. and that DO _ala impm-
parq anchor in it. A fair _, is geDenJq
buo,ed.
.PcKr WWId.-A wind b, whioh a 1' .. 1181 can
proOII8d on her oourae without taoldng; it
DI&J rauge from oloae-hauled point to dead
aft.
PGU. A.-One of the riDra formed in ooiliDg a
rope. The fold. of a cable when ranged on
deok. To fake is to arrange in folds.
J'GU.-The lOOBe end of the rope of a taolde. the
hauliDg part of a taokle; alao appUed gene-
nJq to the taolde of the bobeta, and the
topmast baolrat.a7s.
PGll AbOMd.-One ship I&iliDg or driving into
another. A..n is laid to fall aboard when
the wind is 10 light that it will not Bta.7
blown ont.
l'oU ""'---TIle lI&IIIe .. drop aatenL. Whe
twoTeuela lore 8IIlliDg toptber. if OIIfIWla to
keep oompaD, with the oUlar b7 am .nm,
10 fast.
PaU Off.-To drop a-., from the wiDd; .....
a vH8el is hove to Bhe is aid to fall oil if
her head falla to leeward, in oppoIIitiall to
oomiJag to; also whaa a veaal :ya.... to
windward of her 001I1'1III and tJum faDII oil to
her 001lft8 or to leeward of it. Not..t ill
the B81188 of b!8U:iDg off .... hich _ .....
the wind 00ID8B more ahead and __ ..
alteration in the direotion of a veaal'a he.a
to leeward of a ooane Bhe had prenoulJ
been 8IIlliDg.
PIIZI To.-To join in haullDg. to 00IIIJI18JlCl8 wvrk.
J'GZUftg 7'ide.-'l'he ebbm, tide.
Pa1M KeeJ.-A pieoe of timber fltted anc1er tIIa
main keel to deepen it or pzoteoi it ...-
taIdDg the ground.
PGUt Tac . -A trick IIOIII8timeB pra.aI;iaad in JMId
noiDg ... hen two v... an wor1dDg m-
hauled together. and ODe baa baa "weak
bowinw" the other 8VfIrT time the7 .... ,
about. To be rid of this atteIltiml Uae _
of the veue1 under the lee quarier of the
other maltes a 81Idden move .. if aboat to
taok; the halm is put down and the ftIIIl
shot up in wind; the other ,.... &. tIIa
lI&IIIe and goes on the opposite tuk;
if she does so the former Teue1 flDa oil em
har original taok. and the two put 00DllIII'1.
To shoot up in the wind and flll oil GIl the
same taok &pin.
PUMoA fimbert.-The timben which fl1i'il till
ahape or fashion of the narn.
.Put.-llade fast b, belayiDjr. (See .. -It
Fast," .. Bow Faa1;." "Quart;ar Paat.")
-The bolt., D&ila. &0 b7 whiah the
f!amiDa' and planldDg of a IIl'8 IIaId
togethar.
P,,'hom.-A __ of m feet. To""
a thiDg is to arrive at the bottom of it, to
understand it.
P"Y. To.-To join pieoea of timber t;osef;her,..,
Plank is a&id to ,.., the timbera
when it flt. oloeel, to it.
J'eGt1wlr Bdg -When a plank or timbar .....
to a TBrJ thin edce. "taperiDg to noUWtr"
.r.,MritIf.-TuruiDg an OR over on iia b1Ide II
it oomea out of the _tar.
l'I81MIg her W"Y.-l'rooeediq b7 rih
the hand lead.
Peel tM Relm.-In 010118 hauled .umr ...- s
1' .. 1181 begins to gripe or oarq weather belli.
Alao. ..... hen a"'" begiDate pk
head _,. so that Bhe can be &tea!ec1, or .. fell
her helm."
PeW.-To preIiImd to tack. (See .. Faile Taak. ")
PeRder.-A aort of buffar made of rope. wooa.
mattiDa". or other material to hanB over till
aide of a ,.... when she is aboat fD .-
into oontaot with another TeIB8l or objd.
Fend Off.-To ward off the effect. of a ooDiaiGD
Digitized by Coogle
by pJaoiDg a fender betwea the veuel and
the.objeo1; which ia going to be atruok.
I'efM Awoy.-To Blip or IDOT8 without inten
tion. To fetoh ai.ernwa,. or her.d-.,. is when
a veaae1. begiDa to move ahead or astern.
1'efc1I..-In cloea hauled aa.iliDg when a veaae1.
arrives at or to windwa.rd of IIDJ point or
objeo1;... "abe 'Iri1l fetoh that buo,. in two
more boards." or "abe 'Iri1l fetoh the mark
this tack." &0.
.N.-A bar of wood or iron ued to keep top-
maata and bowsprit. in their pm-. (Bee
pp. 81 and 409.)
A plan of lid is ahown by Fig. 22s--. top.
JIIII8t.; "" ,.oke; an iron lid; ... and " are
alota out in the topmast. 1c is a amall line
in the heel of the topmast. To unfld the
topmast haul up the topmast b,. the heel
rope until. b,. 1'ulJinr on the line 1c the lid
I'm. H8.
is broaght into an oblique position in the
alota ... and ,,; the topmast ean then be
lowered. If IIDJthiDg happened to this line
1c "some oue would have to go aloft to unfld.
As the advantage of noh eontriva.noea de-
penda a.J.mo.t entirely on being able to
t6f\iW without roiDg aloft, the plan referred
to ou pIII8 51 is to be reoommendad in pre-
ference to the one here given.
.Pidded.-When the ftd baa -..red tbe topmast
or bowaprit in ita proper plaoa.
.Piddle BIocIl-A loq blook with oue u-ve above
another
.PiddU Heall.-rhe Cl1U'Ved part of the knee at
the upper fore part of the stem in lohooners.
turned upwa.rda aft like the ourly part of a
liddle head. A ICl!OU head turns downwa.rda.
.Pm, To.-When a veaae1. baa been aailed 10 cloaa
to wind that the u.ile have shaken. and the
helm being put up the u.ile are "Iilled " with
wind. In getting UDder-.,. after being hove
to a veuel is laid to liD. or to have been
"1iUed upon."
.PmMIg. or JliZUng 'lUnben.-Pieoea of wood or
timbere ued to liD varioua apaoea that _,.
ooour in ahip buildiDg.
...... -To aail a veuel "Ina" is to keep her 10
clOIO to tha wind that her u.ile are ou the
point of aWing; OOJ1IideredlOmetimel rood
aailing if dODe with great watohf1ilileaa. Too
ba _ too near the wind.
.fioe .BaeGpe.-A term applied to chaplain. by
aailora. (See" Sky Pilot.")
""". To.-To IIfireDBthen or repair a damaged
IIJIIIor by lashing a battan or another apar to it.
Benci.-(Bee "XDota.")
JVMrmGn', WtJl1c.-When there is Tf1r1 little
deck room. .. Three stePI and overboard."
JVIKng TIIC1clB.-The linea, hoob. linkers. &0.,
uaed by flshennen. Meeare. Hea.rder and
Sou. of 195. UDionBtreet. PlJm.outh, pubUlh.
a book giving a full deaoription of all the
liDea. Data. &0.. D8OIIIIiIiaI'J for a yaoht. with
inatruotiona for uaiDg the BaIlla. The book
ClIl11 be had OD applioataon to Meaars. Hearder.
PUt;.ng a Ihip'l rigging. aaila. &0.
into plaoe after lhe baa been c1inumtled.
:rltted Out.-When a veaael is "all ... tr.unto ...
whioh aee. A veeae1. ready to prooeed to _.
Flag OJc8r.-h Admiral, Viae-Admiral, or
Bear-Admiral; alao the Commodore, Viae-
Commodore. or BearCommodore of a olub;
J'lag -Pieoea of. bunting of varioua forma,
ooloura. and devioee. IUoh .. 8IIIipa, jaob,
burgeea, &0.
11I4g 'hi n. of.-The lise of the naiDg lap
1II1Iall,. oarried is .. under :
TOIIL tL In. tL In. I TCIIIIL ft. In. ft. ID
1 ...... 80 ...... 8011111
10 ...... 1 9byl 1 100 ....... 'bJllI
1O .. _ .. l6O_ ..
to ...... 2OO ......
and above 200 toni the BaIll8.
Tha burgee of .. JIMlht 405ft. lODg over aU
would be 2ft. 6in. in the iIJ. and tin. for fNfIr1
foot of length of the ,.acht up to 180ft. over
all. The ensign would be 6ft. for .. 405ft.
,.aoht. and lin. for eTf1r1 additional foot of
length of the ,.aoht up to 180ft. over all.
.i'JMe.-To projeotoutwa.rda.
home.
J'ZG' AblJC1c.-In aquare rin'ed lhipa when aU the
Ja.rda are trimmed aoroBII the lhip. rib the
wind ahead 10 .. to produoa aternwa,..
::riot .4,ft.-When aheeta are trimmed in .. cloae
.. the veeael 'Iri1l bear for oloee haulecl
aaiJing.
1'ZGt .FZoOf'fd.-When the bottom timberl or flocn
of a veaae1. projeot from. tha bal in a more or
le.1 horizoDtal cHreotiOD.
J'ZGHBn '" BIwfI.-To haul in tha aheeta.
P1.eBt. To.-To overhaul a taokle or aaparate the
block. after they hava been hauled cloea to-
gether
.FZoa.t;.ng Anc1w>r.-Although ftoatiDg anohora are
eontinuallJ referred to in old writinga .. a
means whereby manJ lhip. haTe been _bled
to ride out very heaVJ galea in oomparative
..... we leldom hear of their being ued DOW.
No doubt III80DJ a lhip baa been loat throagh
getting broadaide on to the IIIIIl, wh_ thl1'
might have kept bowing the lea b,. such a
aimple OODtrivanoa .. a ftoatiDg
However, masters. it would _. prefer to
heave-to. .. th8J Uke to keep their veeaele
under command. In a vlrJ heaVJ _ and gale
a ftoating anohor _,. be of VIrJ great aerrioe,
and no doubt if a veeael ean be kept bow to
tha... abe 'Iri1l feel the violenoe of it in a
muoh le .. depee than aha would if hove-to
Digitized by Coogle
I'IoAtM&g
whaD .be qht be
api1l81; the _ lifter faJliDg off_
Many planll for floating uohora have been
ull8d, the Bimplest being thUII made; three
Ip&rll, in length about two-t.hirde the b8&lll of
B
o
FIG. 2:19.
the ve8lel, were lubed together by their enda
in the form of a triangle; oyer tbill triangle a
jib made of stout canva.a was Jr,abed. Tba
to ea.oh oamer of the triaqle a rope was
made fast; the ada of th_ rop811 were then
bent to hawser, and th1lll formed a kind of
bridle. A weight wal atta.ohed to one comer
of the to keep it in vertioal
pgtlition; veer out the hawser md ride to 30,
60, or 70 fathoms, a.coording to the sea..
I'IoaMg
ThIi moat approved plan of JIIAIciD float-
ing anohor ill IIhowu by the diIJcram; li:, "', ..
0, are the ada of two irou b&rII formed into a
Ol'OIII, and OODDeOted by a Btout bolt, I1Ut, md
pin at their interaeotioD.B'. At each end of the
b&rII is a hole through whioh a atrong rope ill
rove, hauled tAut, md welllleoured. ThUB
aquare ill fonued, and over the square. pieoe
of Btout oanvas ill laced to the roping. Four
stout ropes are made fast to the irou b&rII,
md make IOn of bridle or orow foot, the
other ada being bent to a ring . The endll
Bl\ould be well Beized or .. olinched." The
hawser is bent to thill ring to ride by. To
prevent the mohor sinking buoy, B, ill
made fast attached to one oorner with 6 or 7
fathoms of drift; this buoy will a1ao prevent;
the mohOl' .. diving" (as it would, like a
kite fl.i811 into the air) wha strain ill
brought upon it. The buoy rope II should
lead on board; h is the hawser to whioh the
V8IIe8l ill riding, A ill the mohor, and B the
buoy.
To get the anohOl' on board haul in on the
line 11 ; this will bring the mohor edgeways,
and it can then be readily hauled in.
Floating Dock.-Upon lak8ll, where there are no
tide., md no oonvenienoe for hauling yacht
up,. floating doak may be of sernoe to get
.t a yacbt's bottom. The dook would be
reotangular in form, of which L--I might be
a trr.naverae aeotion, and ita me would
depend upon the wBigbt; of the yacht that had
to be dooked. The wBight of the yaoht can
roughly be arrived .t thua: length on load
line, multiplied by be&m 011 load line, multi-
plied by draught of water to rabbet of keel ;
the produot in tum being multiplied by the
fraction OS. The deoimal S ill 1lIIed, &8 that;
fairly alloWII for the qur.ntity out .W&T from
the oube in modelling. Say the yaoht ill 40ft.
long, 8ft. broad, IIDd 6ft. d88p to the IIIbbet
in the keel, then X 8 X 6, equal to
oubic feet. 1920 multiplied by 0"3 is equal
Digitized by Goog I e
Dictionary oJ General Information. 1S41
to 576 oubio feet. There are 35 O1lbio feet of
lIalt water to one ton, and 576 divided by 35
ill equal to 16'40 tons. (There are 86 O1lbio
feet of freeh water to one ton.) A dock 50ft.
10111', 16ft. broad, and immened 2ft., would
(omittiq of coune the reduction by the faotor
'3, &8 the dock would be a O1lbe) be equal
to 405 toDII; the weight of the dock made of
4o.inch deal, would be, if the &idee were lOft.
deep, about 20 toDII; thiII would 1.1'8 a
m&rgin of 25 tons for floating at 2ft. draught.
A falae bottom and aideB 2ft. deep would have
to be m&de in the dock; also a door at one
end hinged from ita lower edge, level with the
top of the faJ.ee bottom, and rabbeted at the
llidee. To get the yacht in the dock lower
the door and lIll the faJ.ae bottom and llidee
with water Ulltil the dock 8&Dk low enough
to be hauled Ullder the keel of the yacht;
then 01018 the valve which leta the water in,
ahut the door and pump the water out of
the faJ.ae bottom and &idee (a hOl8 for the
pump IIhould be Dll8d in 0&118 the dock 1IaDk).
The yaoht should be ahored up from the llidee
of the dock before ahe took any list. With
o&ution suoh a contril'aD08 could be 1UIed
for floating a deep draught yaoht over
IlhallowlI from one lake to another, or through
oanaJ.a; in II11Clb 0&1188, if the draught of water
for going over the lIhallows were not limited
to 2ft., it would be well to keep the falae
bottom full or partiaJ.ly full of water.
F'1.ood 7'ide.-The rilling tide, contrary to ebb.
F'1.oOt'll.-The bottom timbers of a 1'88881.
I'lou-.-The Cl&I'gO of a wreak that III&)' be
lioating about or liberated from the wreak.
Plowmg ,lMet.-In I&iling free, when the aheets
are _ed up or Blaokened oft.
Plowi'l11 hM.-The rilling tide, the flood tide.
PMd cotI\fcu,.-A comp&811 card in a b&ein of
lIuid, UBDIIolly spirit, uaed in rough w.ther
the card mould not jump about. In
a BDl&ll yaoht a good and steady 1lOmp&88 is
an eeeentiaJ. pan of the O1lttlt, and if there be
PIe. 281.
any ie& on the uaual comp&88 C!&l'd and bowl
are perfectly UIIelee8 to steer by. The fluid
comp&IIB then beoomee neoees&ry, and fre-
quently a "life boat" comp&llB, which oosta
about st, is uaed. A more yaoht-like looking
liquid COmp&llB, however, is <me lIold by Mr.
C. Wiieon, 157, Leedenhall'8treet, price 6t 6,.,
IIhown by Fig. 190. The extreme height is
only 1ft. 2m., and the oard rem&ine steady
under the most trying oirou:mstanoes of pitch.
ing and rolliq. (See" Binn&ole and Com.
pUll.")
Pluku.-(ProDOunoed "flues" by_). The
barb.llb&ped extremitiea of the &rmII of. an
anchor.
cWck.-When the deck baa no raJ.eed or
sunken part.
l'Zy.-The part of a flag which blows out; the
oppoalte aide to the hoist; the haJ.yard8 are
bent to the hoist.
l'lymg jib.-A jib eet in veeeele on the flying jib-
boom. There is then the jib, the outer jib
and flying jib or inner jib, jib and flJilll' jib;
probably oalled flying jib beoauae unlike the
others it is not set on a stay.
Plying tight.-Said of a veesel when abe haa been
lightened in b&ll&IIt BO &8 to float with her
proper loadline out of water.
.tMt.-In match salling a Btart m&de
underway. (See page 1401.) .
l'Zying to.-When a veesel in I&iling free,lu"
suddenly, or comes to luddenly I also after
t&oking, if a l'88sel' a head is kept much off
the wind, and the helm be put amidehipI, the
veeeel will fly to, i .6. fly to the wind quiokly.
A veBee1 that oarriee a hard w.ther Uelm
will fly to direotly the tiller is reI_ed.
l'Zyvp",the WiM.-When a veeeel is allowed
to come head to wind Buddenly.
Foot.-The lower edge of a 1I&il.
Pore.-Front; the contrary of aft; the forward
part.
from. forward aft, in a
line with the keel.
l'o,...1JMd.6,ft rig.-Like a outter or schooner;
without yards, with &ll the I&ile taoked and
aheeted in a line with the keel. .
J'ore.body.-The fore part of a llhip which 11 for-
ward of the greatest tranavene I8Otion.
Por_tte.-The spa.ae under deck before the
maet allotted to the _men .
.Pore Decll.-The deck before the III&IIt.
l'or. l'oot.-The foremost part of the keel at it.
intereeotion with the Item under water.
l'0t'lI Guy.-The It&7 of a equareea.il boom or
8pinnaker boom whioh l.de forward.
l'ot'fmCUt.-The mast whioh oooupiee the moat
forward pollition in a veBsel.
l'or. Peall.-The foreoaatle, a Bp&08 decked over
forward in a amaJ.l boat to ltow I9&r in
.Pore-t'Gl:e.-The rake the Item haa forward beyond
a perpendioul&r dropped to the fore end of the
keel.
l'oref'6(JCh.-When one veesel re&ohee put or
B&ile put another; generr.Iq applied in o1oae-
hauled I&iling. ThUll it is frequentlJ eaLd that
one vealel "fore-re&ohes but doee not hold 10
good a wind .. the other;" Di-mng that abe
p&8BG8 throllJh the water faater but doeB not
Digitized by Coogle
M2 Yacht and Boat Sailing.
01' aunot keep 10 eloee 1;0 the willeL A. 'l'euel
ill II.id to forer-.oh or headr-.oh faIIt that
ill noted for great llpeed when niliBg b,. the
willeL (See" Head Beach. ")
111_ rigged shiPI the large lower-
.u lilt; on the forernaet; in cutteN the trio
augu.lar .il or jib foreaail lilt on the fore.
..,.; in f01'll-6lld-aft IIChoonerII the pff .u
... abaft the foremaIIt.
.J'ore..riGy.w.-The jib for.ai1 I8f; on the fore-
..,. 0I.1ICh00ll8rll; properq" lltayforeaaiL"
"-hM.-The Iheet of the foNl&il.
"-hM Mtw.-An iron bar for the foreeheet
to work upon.
- In a aohooner yacht a man
nationed aloft 1;0 work tJae fore-toplloll taok
aDd sheet in going about.
.J'orw.fo.pMcIat.-The top1ll&lt emil" the foremad.
J'orerGt"d.-The yard on the foremut for II8ttiDg
the f01'lll&il in III-rined ships.
hge G1&eGcI.-When a 'l'8IIsel that iI hon to
pthen wa,.; treJleralt,. when a 'l'euel monl
PMfi another.
7otIl-Enfugled, not clear.
701&1 AU1lor.-When au auohor get. a tam 01.
the cable round its &I'11III or Itock; when
imbedded amcmgrocb, &c., IOthat it Cl&JIIlOt
be readily raccmtred. AlIIo a piotorial auahor
With a cable round the shank, &c.
J'ouI .BIIrth.-When two 'l'eseels that are auchorad
or moored ha'l'e not room 1;0 Iwillg without
fouliDg each other. If a 'l'1II1el iI properly
moored aud another foula her berth she iI
held liable for any c1aIaap which m&18Jl1u.e.
701&1 bottom.-A rookJ bottom; alIO the bottom
01. a ahip when it iI CO'I'III'8d with weeds, &0.
.rr-.-The timbers or riba of a'l'euel.
rope put round the parts 01. a
t.ok:le or other ropIII which are 1I0me dilltance
apari, to draw them together &lid
their t8JlIion or pr8'l'ent them oYerhauling.
I'requentlJ' a frappiDg is put on the parts of
the head IIheets, IIIpeCially on the jib topsail
IIheet;, 1;0 draw them down to the rail, aud thu.e
bring a strain on the leech and foot.
a chain cable or haWler
round the hull of a llhip to blip her from
falliDg to pieces when she is BtraiDiDg in a
-'1'1 - Common with timber llhips.
""'.-Not oloIIe hauled. When a 'l'8lSel iI sailing
with a point or two to come and go upon.
The willd ill laid to free a 'l'euel when it
_bl811 her to check sheets 10 &8 to ba no
loDger oloIe hauled. AlIIo when it _bllll a
'I'II8IIel that is cloae hauled to lie nearer her
co-, &8 .. the willd frees her."
J'IreeboGrd.-The aide of a 'l'euel which is aboYe
water.
1'reMh Terme-
KeeI ..... H...................... QaI1Ie.
Btem.. _...................... Etn.,...
Bteftlpon ..................... Etambot.
Baddir ..... N................. GouvemaIL
lIalwarka ..................... PaToII..
lPAM.
IrIAIamu& ................... ..
TopIIIM& ....................... .
Bowaprl& ....................... .
JllzeD mu&... _ ..... _ ...
KaID boom ................... ..
Gaffpeak .................... .
JIaIn:rald H ...... ..
BampldD M ................ .
TopIUJ:raId ................ .
8pIDDaker boom ......... _
B1!IflnKII BJ88nra.
BIIom 1Opp\Dg I1ft8 ........ .
Sheete ..... _ ............. _ .... .
JIaIn orthroa& haI,ardL ..
Peal< halprd8 .............. .
SDlnDaker boom ImIce
Ifplmla.ker boom ga,. ......
BplDD&ker boom IOppIq
l1Ita .......................... .
Dante _ ............... _
LULl.
................ -... ..
................. .
Jib topaaIl or llyiDg jib
Jlb ....................... _ ....... .
....................... .
KbeD ......................... ..
1UlB1I.UL.
IiI&IDmae& .................... .
Gaff ............................. .
Boom ......................... ..
LIllI or _ther leach .... ..
Bead. .......................... .
Leach or attar leach ..... .
1'00& or ro.oh of..n ..... .
TacII: .................... _
OIew or clue ................. .
'l"hroa& .......................... .
Pe.k et.rtDc ................ ..
FIn&, .ooDd, tJaIrd, &lid
e10118 reet orlDgl8II ..... .
Beet kD1&11ea or paID_ .. .
IU.n TOPIIAlL.
Leach ........................... .
B&1,.arda ...................... ..
Gaff topMIl bOom. .......... .
Olew ............................ ..
TacII: .......................... .
Tra8II .......................... .
W.therleach .............. .
Yr.rd. ...................... M""
Backat&y M M ............. .
1'00& ............................ ..
1IQ1UBli TOPIIAlL.
Yard &lid head ............. .
Leach ..... H.M .............. ...
Lair ........... M ................ .
Foot ............................. .
Tack .......................... .
Olew ......................... ..
Haad .......................... .
TacII: peDdaD& .............. .
.............. .
O1ew-llM. ...................... .
................ _.M ..
BowllDe bri4Ie .............. .
Bo1rllDe ...................... .
BULL.
Keel ................... _
Kee1IIOIl _ _ .... _
Btem. ....... H .................. .
Forefoo& ....................... .
Btenapoet .................... .
4J"Cb, 'board. ................... .
Digitized by Coogle
I
Dictionary o! GeTJeral In!ormation.
1548
J'toenM NI""tC4d Tema.t-oontinued.
{
Al10DpI de 1'oIIte.
LoDe Item UlQberll......... " de tebJeaa.
Baddar........................... Du g<I1l1'll'll.
A.tterDleee.. It BafraD.
,. BDIIulle ............... It ...
!!!..Im .................. 'I. 1I&rre.
......w-pon ..................... Trou ae jt.llllllMe.
:Beam M........... Barrote OIl bau.
Deck ........................... POIIt.
BltU .............................. Blttee.
WIDdlaeI ..................... Gulndeau.
Parmera ........................ Etambftl.
S&rep ........................... Emplanmre.
I'raDIe ........................... Del mambrel.
.. I'1oor Umberll ...... VaftZIUI.
.. Tlmblrll .M............ Geaou.
.... .. ............ J._ .. 1l.. AlIODp.
St&IIUIUUUII ..................... .............
Batl .............................. LIMe.
X- ........................... Oourbe.
Gunwale ............. ;.......... PIa"-bord.

Walee or beDda ............ Pn!ceInte ou carrw.a.
Oh&anel ........................ 'l'orte-haubaa,
0haIn platee .................. Oadlme de haubaD.
Garboard straka ............ Gabord.
Babbet ........................ Bablure.
Inboard plank ............... Vt.Igrage.
Oiamp .......................... 11&uqu1l!re.
Balwa.ru ..................... Pa1'oIa.
I'loorlng ........................ PIanoher.
Beudlng IIb'aIre ............... HUoIre.
8kyUgIl' ........................ OlaJr&.1'ote.
nBS.
Jib ............................. .
l'oreeaIl ...................... ..
I'lJbig jib or WpIrJl jib .. .

Head ......................... ..
OIew or clue ................ ..
Taok. ............................ .
Sheet p8IIDIIoIIt &lid bklcke
Jib pa!Ilhue ................. .
I'l,mg jib teak ........ M ... ..
Bheeta .......................... .
Jf&I:D lte)' &114 haDka ..... .
!oPmutate)' ................ ..
l'oreeaIl bowllDe .......... ..
IDhaul of the W1'I11er .. .
l'oreaaU doWDhaul ....... ..
]lobate)' &lid I8ckle ....... ..
Bo1l'lPrit ahrouda .......... ..
I'oreaall teak I8ckle "M ..
lIl.UIIlU8'l.
............... M_
Top rope shea1'l ........... .
....................... .
Jib ha1;rard clamp ......... .
GaU01I'I bl" ................ ..
Yoke ................ _ ...... ..
Oroaatrees ................... ..
Treule -. ........... _ .... .
0beeklI ....................... .
e
llRclamp ........ .
oop ................ ..
ooat. ................ _ ... ..
JI.ahMd. ........... --. .... .
BOOK.
Boom ........ _ ............... ..
BoomIroD ................... ..
Jf&I:D teak .................... .
IfaIn teak oleat. ............ ..
Beef I8ckle oIeat .......... ..
IfaIn sheet 8Vop .......... ..
.. :::
OIew tr111'8IlerOD the boom
XaIn aheetclamp._ ........
VOClB.
I'oe.
ou too en
rail'.

PoInIll dB drIaae.
PoInts d4!ooate.
Points d'lIoD!IOdr.
Pantolre e' po1IlIea
d'lIooute.
Eterqua de too.
Amore de too 1'oJant.
Eooutea.
GTand lenat de
draI1le, et baguee.
Ete1 du mat de &che

JWe.-bu de trlnquette.
Boua-barbe at 8011 paJan.
Hauban.l de beaulJ1od.
Palan d'amUl'l WI um-
quette.
BUn.
Olan de guInde_.
Pltoua de poullea (]lie).
LatU de drI8ae de 100.
Potence.
Ohoaque.
11&1'8 de hune.
Elougla.
Jottereau.
Galoobe de baI&DcIne.
Oeraledumk
Brafe.
Ton.
BOD OU QUI.
Beme.
l'errure.
Amure de grad'-1'oIle.
T.4uet d'amure de grad
1'Ol1e.
d'Itapee dB ria.
EItroue de grande lIooute,
ou a'lIooute de p),.
Ea&rope de baI&noIne8
VioioaB de ria.
Booambeaa d'l!ooute,
Olan d'tIeoute de graIIIl'-
1'Ol1e.
TOPIUft.
Heel _ ...................... .
I'Id ............................ ..
Top rope ahea,.. .......... ..
Tl'iwUer ...
HrJ:rard shea1'88 .. _ ... ..
Top rIggiBg ................ ..
Pole
Truok ......................... ..
BOWBPIUT.
.............. .
1'Idd ............................ ..
Tr111'Iller ................... ..
Ironwork .. _ ................ .
Jlbteak ...................... ..
QAYIr OB PIIAX.
Throat .......................... .
Truss ......................... ..
Sheet ,..,.. ................ ..
Peak hal)'&rd strop ........ .
JUT DJI n.JIOIDI.
0aIaM.
Clet.

0Jana de 1lriMM.
Oapelagea.
Faio6e.
PODlIDe.
BOlJTDIIHOBSOUBIlAUPBI.
Ta.loa.
Clet.
Booambeau
I'rette.
Olan d'amure de toe.
OOBJIII OU PIO.
IOehoire.
Oo11Ier de rIIC&gII.
0Jan d'l!ooute de &che.
Eatropee de driaI8 de plo.
1iIIBOIILLAlOoUB.
I'onnrd .. _ ... _ ....... De \'aftDt.
Aft. .... ................ ..... De l'arrim'e.
Pore and aft .................. De l'aftDt IIl'arrQre
Athwart ........................ Par Ie W1'Ir8.
Stertloald .... ......... ........ Tribord.
Port ..... ......... ................ Babord.
Below........ ..... .............. En baa.
AlofL............................. En hant.
A_ ........................... Tea ... bon.
OI'81l' .. .... _.................... EquiP"&".
Boatswain ................ ..... Hai&re d'equlpage.
BaIImaker ..................... Voiller.
O&rpe:nter ..................... Charpentier.
Steward ................. _..... OoJDJDIB BU vhrea.
Oook. ......................... Oulalnler.
Beam&II ....... ....... ..... ..... llate1ot.
Boy .............................. JlOU818.
BeIa)'1 .. ......................... AD1&1'1'8S I
Letgol........................... Largutlll
Hols' a1l'8)' I .................. HIaaez I
Lower awe)'I .............. _.. Ameoezl
Haull ........................... Hal ... I
Haudaomal)' ...... ........... lloucemeIn
Holdon ........................ Tenez.
Hea1'e awe)' .. VIrez.
Blaok .... ....................... 1'Ues.
lIeaI' a hand .......... ........ Vlte.
I'oul ..................... on...... Embroul1lt!.
Weather gage .... _........ Deaaoa Ie 1'IDL
Windward ........... ......... Au 1'8Dt.
Leaward .. ........ .............. Boua Ie 1'IDt.
Oatoh hold ..................... AHrappez.
Look out........................ tv. en VtsIe-
All right ........................ Tout droit.
about .................. Pare 1I1'1rer.
Bard up the helm I ......... La. barre au _t.
Stead)' the beIm I ....... ..... Oomme cela I
Let go the &lloIIor............ JlouIlIu.
fa)' out the cable ............ FIles de 1& ohaIne.
BlBht the helm ....... ........ Drea.s 1& barre.
huh B_e.-(See " Wind.")
.Fnrs1wm.-To alter the etrain upon rope.
Ina.",.,. H_.-To veer out or heave aa.b1e, 80
tba.t different pa.rt; will take the ohafe of the
haWllllpipe.
the Ntj).-To aldft a rope, &0" 80 tba.t
ita Dip, or sbm tam, or bight, III&7 come in
amotber part. In BlaDg, to quench desire
for drink.
"'",-When all the IIIIoils are 1l1led with the wiIld
ad quite steady.
hU .A,ft.-When .,eael is aa.id _ to taper "
aufBoientI, aft.
hU a.nd B,I -BailiDg by tlm wiIld or oloaa
hauled, yet at the IllUDe time keeping all the
IIIIoila full 80 tba.t they do not shake through
being too oloae to wind, GenerallJ a .,easel does
better to windward wben kept." good full a.nc1
ble" thau when Dipped or starved of wind,
Digitized by Coogle
.ruu cmd OhGftg8.-(Bee .. High Water.")
hU botHd.-The same as bluff bowed.
.Prwl.-To roll a sail up on . y ~ , &0.
PuttoCM.-The timbers whioh abut .bove the
floorB oaI1ed flrat, B8OOI1d, and third futtoob.
This should properly be written foothoob.
G.
Ga6.-The yard to which the head at a fore-and
aft sail ia bent. (Bee IC J'a1l'8.")
Ga.ff f'opBGil.-The topsail set over a ga.ff a.il,
such u the topa.il set over. cutter's main.
aail. 8ometi.mea the aail hu a head yard, IIoDd
eometi.me. not. But it was origina.lly set with
gaff on the head, hence the term gaff topa.il.
GGlWy.-A long narrow rowiDjr boat propelled by
six or eight earL A boat a little longer and
_vier than yaoht'. gig.
Gu.Uev Of' GGZWy Fir6.-The caboose, or kitchen
of a VIIBBel.
GGmmoMng.-The lashings which aeoure the
b01l'8prit to the stem pieee, and are ~
backward and forward. in the form of an X,
ovarthe bowsprit. Now,generallyohainia 1UIed.
In yaohts, an iron band or hoop, oaIled the
gammoning iron or IIp&no11haokle, ia fltted to
the atom, through whioh the bowlprit .
G_ Inm.-AD iron hoop fitted to the !Side
of the litem, or on top of tbe stem, &II a span.
ehaokle, to receive and hold the bowlprit.
GG'ng1DGI/.-The opening in the bulwarks, or Bide,
through which pBrlODllenter or leave.veasel.
Generally a pusage, or thoroughfare of any
kind. "Don't blook up the gangway," ia
oommon admonition to thought1eaa people
who atand .bout in PI88&g8II or thoroughfaree,
to the impediment of p88I81'II.
Galngwa.y Ladder.-The atepa hung from the
gangway outBide the veaael. 80metimaa there
ia also a board, or kind of platform, oa1led the
.. GanrW&7 Board."
GalnC-Uns.-A whip purohaae j a Bingle block with
a rope rove through it. A Gant-line ia used
to hoiat the rigging 1;0 the masthead on
begimdng to flt out.
GMboMtl.-The stralr:e 01. plank nut .bove the
keel into which it is rabbeted and bolted.
GcwZt.md.-A ,trop put round span when they
are hoisted on board.
OGmet.-A ldnd of teokle need for hoiating
things out of the hold of veuela; also used
for olueing up sqna.reaaila.
GuJrets.-Pi808l of rope, 8Ometi.m. plaited, by
which ..u. when furled are kept to the yards.
The pieoee of rope by which sails are II801I1'8d
when furled, auoo as the tyers of the mainaail,
by whioh that a.il when rolled up on the boom,
ia seoured. (Bee" Tyers.") _
Gother Wa.y.-When veese1 begina to move
. through the water, under the influence 01.
the wind on her sails, or under the influenoo
of Iteam. (Bee" Steerage Way.")
6/1U1Z1w.-An open boat which oan either be rowed
OJ' sailed, oommon to Pon-mouth watermen.
They are very U:ilfu1ly Iumc1led by the __
men, and 10 baokwarda and fonrarda to
Spithead and ellewhare in allldnda at w_Uaer,
and aeldom meet with mishapll. They.,.
&harp sterned, like the bow, and are rined
with Iprit, main, and mizell, and jib-fonaail.
They have DO boom to the maiDa&iL
Get G PuU.-To haul on a Ueet; or teak or faD
at a tackle.
Get&g BouttdMtg .AbOGl"d.-llGDniDg ..,nnmd.
Gig.-A 10Jllf boat of four or ax oars kepUortbe
owner 01. a yacht. In gig _ a boat lIhould
not be oonBidered a gig if ahe hu .. than 1ft.
of breadth for every 7ft. of IBD.gth, and fm.
depth amidehiPl for eveTJ foot of leqth. At
the regatta hald at Itchen.ferry by ,..ut.
m,.sters .. "gig must not uoeed 28ft. m
length, and be in the proportions at SSft.
long, 4ft. broad, and 1ft. 8in. deep." A boat
oould be ahorter if then proportioDa were
maintained.
GiUMIg.-To gill a vlllllllll alOJllf ia to...n her T8l7
near the wind, 80 that very little of the weirht
of the wind ia felt on the ...n. wJUch are kept
lifting, and ouly bare steerare "&J' bp' on
the VIIBBal. A VlIIIBel ia pnerally .. gilled ..
(pronounced .. jilled") through -17 aqulls
or very broken _ter.
GWMGZa.-The crose arlee by which com .....
lampe, &0., are SW1lllg on board 0
ship. Generally oalled "double
gimbala." In Fig. 21111 G G are
the a.xlee of the outer ring X,
and II II of the inner ring )[.
GWt.-To moor a vaaae1 80 that ahe
_ot awing by tide or wind..
To draw a aail into puokere j to
divide the ~ of a ..u into 1'10.'"
bap u by. rope.
GWt-Une.-(Bee .. Gant-Hne.")
awe Hn.-A pneralprelx to an order,u"Gm
her sheet j" .. Give her the jl'b-headed topaailj"
" Give her ohain," &0.
OWe her the tDftgM oj ".-AD ac1monitokm to
he1maman to nil a vaaeel a good hea1'1 faD
when oloM-hauled.
OWe Wa.y.-The order to a boat'l _ to
oommenll8 rowiDjr or to puD. with _ fane
or more quiokly.
GWmg the Kul.-Hea1ing 0't1Ir euddaDl.r IDd
briDging the keel near the eurfaM; Y..ta
that are not very stiff under oanvu are ..
to " give the keel."
GlGaB.-The term by which a eeDor bowl tile
barometer. Alao a teleaoope, and the_
glau uaed to denote halfhours on board
ship, or the halfminute or q11Bder..mmate
glass ueed when heaving the log.
GlGs. OcUm.-When it ia eo cabo. that; the_
loob like a sheet qf glasa.
GZw Jrw Paper.-For joining ppar, CIIZdboa!d,
or model work, or aimilar artiolea, ROod glue
O&D be made thus: dieeolve loa. of the bali
transparent glue in tpt. 01 strong cider 'riD&-
gar. Let it aimmer slowly by pJaciJII tile
dish oontaininJ it in a dish of boiliDf water.
Digitized by Coogle
Dictionarv 0/ General In/ormation. 545
When it 11M beoome liquid, add los. of higheet
proof alcohol, aDd keep it; tighUy corked. If
eold, heat in hot; water when II88ded for 1118.
Go Abotit.-To tack.
Go .AMGd I-The order to the 8JIIineer of a Iteam
Y8III8l. AlIIo" Go utern;" II Eaey ahead ;"
.. Eaey ae1Iern;" II Stop her I"
Go IIiDk. To go down below.
Gt>i7l{/ IiIlf'!16.-The l&IIIe ae aailiDgwith the wind
free. (See "1Arge.")
Gt>i7I{I Through H",. LM.-Wlum oneT8H8lO1'er-
takel aDd pae.- aDother veaeel to leeward;
OODBidered to be a very emart tb:i.ng for a
v-.l to do if theJ an 01088 together aDd of
equalaiH.
Good Oond1lCt .lCOMy.-A d01lOlU of one shilliDg
or more a week given to men at the end of a
II8MOD for good behaviour, aDd withheld for
the week in whioh oftenoe or oft8D08l
(See" Oonduot lIouey.")
Good hZI.--8ameae "Olea.nFull,"orlittlefullar
thaD II Fall aDd By."
a-l.-An iron jointed bolt ued to 8x the
end of bOom. to the maet, &0. (See FIg. 97,
p.77.) .
. 60HtJ Wiftg.-A 8Ohooner II goose win .. " when
dead before the wind by boomiDg out; the ...
fOl8ll&il on the opposite Bide to the ma.inBaiL
A. praotioe not now in much uee in raoJDg, ae
ilie introduotion of large IIq1I&l'88&i18 aDd
IUbeequentb' of apbmaken haye made it un-
but in Amerioa "gooee..wfnring"
illlI1iill reeorted to. To gooee-wiDa' is tot' ,be
the ... of a BOhooner to the oppo-
lite Bide to tli8 mam.n. (See II Win. aDd
Wiq ... )
GNIhoW SoU.-A .0 wboll8 olotha taper
fIo1raNe the head hom the fool; upward! ; 80
that a whole a10th forma the hdr u well
ae the leeoh. :Maa1lfaotmed b, Gozdon, of
Southampton, aDd Bummers aDd Hewitt, of
Cow ..
KftDt.-An inIeoure- knot; which a I8&III8D
. _rtiel, but whioh a landamaD is 80metimee
eeen to do when his hand at net botI.
(8ee II Xnota.")
G-ro,pMI.-A graplinw bon with four alan ueed
to moor Imall boa. by or to drag the bed of
the lea..
GnUtIg -Open woodwork put in the bottom of
boa., in p.DgWa,I, &0.
GnwitIg.---Cleaniug a veaeel'l bottom.
Doc1l.-A dook whioh oau be emptied of
water b, openiq the ptea ae the tide fa.lla,
aDd ifill return pr8Tented ae the tide rile. b,
oloaing the ptes. UII8d for oleariDg the
bottoms of v8ll88la, repairing the aame, &0.
The centre of grant, is the
oommon oentre of a weight or weiahte.
Grtat Gtma.-A h8&V7 wind is laid to II blow
great guDB."
ar- Hcmd.-A landemu abipped on board a
veeael, aDd who baa ,et to learn hie dutiBe.
GrwrI. Hom.-A oonoeited aimpleton, inoapable of
1e&l'llm, the dutiel of a 18&111&11.
Qre.R 8ea.-The unbroken mua of water that
will 10metimea break on board a V8IBel u
dietinot; hom the mere buokete full of water
or BPS, that _, fI7 over her. Such bodies
of water alw&JII have a green appearanoe,
while IJJII8ller quautitiea look grfIJ, henoe we
IUPpoae the term.
GricRron.-A large oroee framiq over whioh a
veaeel is pJaced at high water in order that
her bottom. _, be examined ae the tide fa.lla.
Grin.-A Y818el is &aid to grin when aha div81
head and ahoulden into a 18& aDd oom88 up
streaming with water.
Gripe.-The forepart of the dead wood of a
1'81181; the fore foot.
Gripe, 2b.-A veaeel is laid to gripe when ahe
hae a tend8DOJ to fl, up in the wind, and
requirea weather helm to check or .. pa, oft ..
(See "Weather 0
or (hum.met.-A riq
formed of a aiqle strand of
rope laid over three times.
UII8d for atropa, &0. .
ChouftdWg.-The aot of rettinlr
aground or takinw the ground' I'rIL _
ae the tide fa.lla
Gt-oamd 8ea, Gt-oamd BweU.-Theawallthatma,
be I88D along ahore 8Ometim.ee, whilet in the
ollng the 18& is oalm.
Gt-otmd Taekle.-The moorinp, a.nohon, ohaina,
&0., ueed in aeoaring a yeaael.
Gt'OImCI WGfI -The bloob on "hioh Y8II8l ill
supported whilst aha is being bullt.
Guclgeona.-Metal e,e bolta fltted to the etena
pMt to reoeiye the pintlee of the rudder.
(See .. :Oraoea.")
l'Ie. lIM.
Gtmter mg.-A eliding gunter rig with batten.
hu been in uee Binoe 1876, as ahown in
Fig. 285. A fa the maet; :0, to.,_t or JUdi
Digitized by Coogle
1
C and D, irolUI with a ahAve at C; E,
oonneotiDg rod; F. halyard lui; to B. aud
roTe through a Ih_vem the JDMthMd; G. a
PIe. tal.
aoobt and pivot for the heel of the yard to
allow the per.k of the ..u to be lowered.
IDIall boate the timber which ate
over the timber heada, and ia faatened to the
top BtrUe. (See" InwrJe.")
Qun-u until the lee runwllle
ia in the water.
au".-A rope lIIIed to steady or IUpport a spar.
GylMg (Illao lpelt jibing and jib.bing).-To keep
a velsel 80 much off the wind that at laef; it
biowl ou the opposite quarter and _ the
aailB to shift over. The oppoaite of tacking,
which is to oome to the wind until it blows
on the opposite bow of the vlllel to the one
on which it has been blowing.
H.
BAit-To speak to a Bhip at _ by aignrJa or
otherwise. To attract the attention of a ship
by linging out .. Ship ahoy I" or "Neptune
ahoy." To" hail from" a looality ia to
belOJlf to a partionlar place by birthright.
BGVbrea.dth PZcm. - A drawing showiJlf the
horisontll aeotio1lll or waterlinea of a veseel
by halves.
HaVbrea.dtM.-The width of sectiOllll
at partionlar pointe,
BaVmut Htgh.-Hoiating a burgee or enaip
only halfway up u a mark of reepeot to &
person who has _ntly died.
HCI/vardl or BalKardl, or HCluiyClrdl.-Bope.
for hauling up ..ua, yards, &0. , by.
canvu bed swung to the deck
beams.
Bond.-To hand a Iail ia to stow, furl, or take
in ; henoe a u.il is said to be .. handed .. when
either of th_ operatiOllll has been performed.
BGAd.-A l1l&I1. A member of a ahip'. oraw.
BGM LeCld.-(See .. Lead.")
BGM Jrcut..-Certain apara of Biga ar the girth
of which ia exprMeed in handa of till. Thnl
a mast whioh was 61 handa, or 61 "-'in.,"
in circumference would be 26in. in girth, or
about 81in. in diameter. (The oiroumferenoe
ia the diameter multiplied by SaI6.)
BIJIIIdU Her.-An admonition to the craw to be
smart in working the sheets in tacking or
gybing. Alao a et.mboat muter is said to
" handle" biB veaae1 in bringing her along.
side a wharf, pier, &0.
BGM O1Ier BGAd.-Bauling on a rope by one
hand at a time and paaIiJ1f one hand rapidly
over the other to haul. A '11 rapid way of
hauliDg, henoe anJthing done rapidly is said
to be done" hand over hand."
BCIftd 01/8r Ptlt.-(See .. Baud oTir Hanel")
BaM 8C1.- (See .. SailiDg on Skates.")
BClftdIomeZy.-steadily; with oars. NoUoofaat
nor yet too Blow, bot with great oars ;
As" Lower awa, handsomely." In-ang up
a sheet, if the man is to let it !y, the
muter or mate will ling out, .. Bandsomely
there I " meaning that the l1l&I1 is to _ up
the sheet carefully, not letting too much run
out nor yet letting it oome up with a jerk nor
yet allowing it to run away with him.
Bafldlpike.-A bar of wood, used &8 a lever.
BGAd Taut.-AI tight or taut &8 a rope caD be
got by the hand without swigging upon it.
Bcmdy.-Aveaae1 is said to be handy when she
IoUwere her helm quiok1y, and will turn in a
small oirole, or go from one tack to the other
quickly.
BClfldy BUZy.-A watch tackle kept on deck for
general lIIIe to get a pull on whatever is
required, such &8 aheeta, taob, or hal,yarda.
Bcmg.-To lean toward.. To hang to windward
ia to make but little leeway. II Bang on
here I " an order for men to &lliIt in hauling.
OompM . -A oompaal lUapended under
the beams with the faoe of the card down
Wardl; termed IIlao a "Tell tIle CompaBl."
KtIU.-Knlll that help keep the beama
and frame together ; one arm is bolted to the
under aide of a beam, the other to the frame.
BClfli: for Bcm1:.-8lang for" tack for tack."
BClflb.-Ringa or hooks made of rope, wood, or
iron for fastening the luff of aailB to .y .
Iron rings are 1lBU&lq 1IIIed for the etay fora-
sail; iron hooks for the balloon foreu.il and
jib topsail.
Varioaa inpDiollll oontrivanoes have been
Digitized by Coogle
---------.--
B4"b-oontinued.
invented for aeouriDr I!&ile to stays, &0., and
Ba.m8a.,.'. patent keys are much 1UIed. Mr.
Delap baa adapted thllle for yacht purpoaee,
PIe
and the ~ ahown (Fig. 286) is for the fore
etaysail, the oiroular part tranlling on the
eta,.. Figs. 237 and i8S are for mut hoop
a.ttaohmenta. The luff of the aai.J. would be
p88IIed into the jaws, a.nd then the key
pUlhed through an eyelet hole and turned ...
Fro. 2!9.
shown in Fig. 287. Fig. 289 is a aheet sba.okle
to 8uperaede the Ulual qgle. The form of the
Bonb-oontinued.
head of the key preoludee the poeaibiIity of
ita fouling &lI:J' gear.
Mr. J. W. Collina, writing on the rig of
PIO. 219.
Ilahing bor.ta, _ys that a method adopted by
the American fishermen for bending and
unbending their riding II&ilIJ would, doubtleu,
PIG. i40.
be well suited for the foreand
aft.rigged English drift net boa.ta.
The .. riding aa.il" referred to is
a 8maJl tbrae-oornered aa.il, which
is bent to the mainmaat when a
aohooner is riding at anchor, to
keep her llteady and head to the
wind. The aai.J. is Bet temporw.riq
. and it is therefore desirable that the arrange-
menta may be 8 U ~ ~ t it C&lI ~ b ~ t Qf
Digitized by Coogle
HcmM-CIODtinued.
unbent with l1li little delay l1li pGIIible. J'or
this p1I1'pClM oMhulry malt hoopa are uaed;
but about one.quarter of their leuath (where
they are joined toptber) U AWed out,leaYiDg
aquue enda, to ea.oh 01. which U faatened III
iron hook.
Fie. 2.0 thowa how the hoopa are 8ttec1,
IIld Fig. 2401 shoWl how the thimble tonlee
are atta.ohed to the 1d of the IIil at regular
J're. HI.
internl8. The tbimblee are alipped OYer the
hoob on the enda of the hoope. The Bail
0II0D be bent a.1moat l1li fast; .. it 0II0D be
hoiated.
HGf'601w lCuter.-An otloer whoae 4uV it U to
_ that yMHla are proper]y berthed IIld
moored in hRboun. Ilia authorit,. 0&UD0t be
disputed with imp1lDity, .. , in Dine _ out
of ten, if dUpute with harbour ma.ater
ret. into oout the deoiaicm will be for the
harbour muter.
HMboiw WAec7l.-The watch kept on board a
1''' at Di&'ht when ahe u riding to 1m
IIoIIOhor in harbour; the a.uohor watch.
HMd.-Al&1IdiDtr plaoe uaulq made of grayel,
pilee, .to., &OroIII mud, l1li the .. Common
Hard," Portee&, where the IIJII&ll boata land
and take in PIIIII8IIa9ft.
HMd DotDIl.-The order to put the helm hard ....
lee. .A1ao the tiller may be put hard ..... port I
hard .... atarboRd I hard ... weather I hard up.
HMd Up.-The tiller l1li far to windward .. it
0II0D be rot for bearing away.
HMd I",-8haete are Aid to be hard in when
neael is OIoBe-hauled.
HIIIpi . -Pieoel of timber or battena that are
8ttad around the framee of a 1'-.1 in an
unbroken line to keep the framea in their
p1aoea before the plllllk u put OJI.
llGf'JHlOft.-A weapon lilte a epear with a !at,
barbed, .harp head; the other end hili! a
IOObt into whioh the wooden part is 8tted,
the whole making lour apea.r. The line
is attaohed to the iron and the wooden
part of the Bhr.nk. The ooil of rope is 180
f.thollLl.
HIIt:pOOMf'.-The bowman of a whale boat, who
throWl the harpoon.
H ~ . l o g . - Thia is generally ]mown l1li
.. Walker'I" log, and is cillrerent from
JIaeaey'II, inIIIImuoh l1li the bladee whioh ahe
the rotaticm are atta0he4 to the part whioh
holda the wheel work. In JI-r'. lotr t;be
rotaticm u attaehed to the part ocmtaiDin,
the works by a pieoe of oord a yard or 10
lcmg I the cord of oourea rno1vee with the
I ~ of the !y, and imparta motion to
the wheel work.
lltt.rpOOn BolMIiIMt.g Jr/ICMu.-A oontriyanoe OIl
the priuoiple of the patent log auoh ..
Walker'., uae4 for taking deep lOundinga.
AI the maohine IiDka the 81' or fan bladea
rotate, IIld rerister by the aid of wheel work
the distanOl 1IlDIk.
HGtaw. or HI&tc1MDGy -openmp in the c1eok,
IIld where the hatch is termed tbe ha.tohway.
In a 7-' there is uBuaDy the fore hatch uaecl
by the GreW, and the aa.il room hatch aft.
GenanIllir the OOyerinp for hatohwa71 1ft
termed ha.tohea, but; atriotly thiIJ is iDaoourate,
and the oorreot term would be hatch ooyen.
llllldwlGtl C-"",.-The raiae4 frame ahoY.
the daok upon whioh the hatohea I'8IIt.
HIMII.-To pull CIl a rope.
HIMII 1M Boom AboMd I-An order to Jet the
main boom hauled in OIl the quarter for o1oM-
hauled aa.iliDg.
HAUl .4Jt tM BMeta.-The order to haul fD the
lheetII for aloae.hauled 1IIoiIiDg.
HAUl Ht1f' WWi.-To beoome ala_hauled after
aa.iling free. 0euerall7 to aa.il oloaer to the
wind when IIilinr free. Haul to the wind.
Haul on the wind.
BGul Botmd G lCMlI, Point, fc.-When a yeaeJ.
in aa.iling free baa to oome oloaer to the wind
l1li her oourae altera _d .. point, bUOJ', .to.
B,. hauling in the aheeta the yeeael will
aometimel 1utr IIUJIloientl,. without lIllY help
from the helm.
HGul Up.-To hoist a aa.il. A Teuel fa laid to
"haul up" when aha oomee, or u brought;
nearer the wind or Dearer her oourea if aha
hili! been aa.iling to ~ of it. Haul
up a point, haul up to windward of that;
buo,., &0.
HAW" J>i:pe.-The pipes in the hawaeholee fD
the bow through whioh the cablee pM
Biohard Faloouer, ill his Diotiouary pub-
lilhed at the end of the 1Mt oentur;r aaya,
there are IOm8 terma in the _ laDguace
whioh baye &lao immecUate relation to the
haWl8ll, l1li:
.. A bold hawae," Iigui4ee the holee are hiIh
aboYe the water. [ThiB would be equivalent;
to aaying that the ahip WIllI high at the boWl.]
.. Veer out mora cable" is the order when
a part of the cable whioh liee in the hawse u
fretted or ohafed, aad by yeering out more
cable another part reata in the hawae.
" Freeh the hawae" is an order to la.y JUIW
pi_ upcm the oable in the ha_ to pre.
lene it from fretting. [The aboYe two
terma are applied to hemp cablee.]
.. BurJIinr in the hawaee" is when the oab1ee
endure a Yio1ent atreea .
.. Clearing the haws." u the &at of cJ1a.
Digitized by Coogle
1
Dictionary 0/ General In/ormation.
6'9
enta.Dc1iDB two _blea that oome tmough
cWr_tha-.
.. To ride haWIII tun" ia when in litre.
of weather a lhip falls with her head deep in
the Be&, 10 that the water r1ID8 in at the
haw...
.. Athwart haWIII" is when a.uythiDg _
the hawse of a lhip cloee ahead. or a.ot1IaJly
lUlder and touClbina the bo1l'll; ... .. aha fell
athwart our haWIII. and her aide WB8 ataY. in."
.. Crou haWH," when the cabl. out of
cWr_t holee 0l'0II1 OD the Item ... an X.
Diatinot from .. olear haWIII." whioh ia when
ea.oh _ble leadI direot to the anohor from its
haWIII hole.
.. Foul haWH," when the _blee are orOIIII8d
in Im7 wa., b., the lhip lwinging rolUld.
HGUI .. Bcag -Canvu bap Illed with 0IIkum.
1IIed in a heaY7 _ to atop the ha1l'l8 hoI.,
and preTent the admiBlion of water. Wooden
ha_ pIlip are seneralq ued in a J8oOht.
H_ fimlHmt.-The la.rre timben in the bow
of lhipe in which the haWllholeB are nt.
H __ .-A Jarre rope laid up with the I1Ul or
right-handed.
HeGeI.-The fore part of a Y8IIM1. The UPP81
part of a ...n. .. B.,the head" _ preued
ortrimmed d01i'D b., the head. in ooDtradiatino-
tioD of "b., the litem." To head ia to pull
ahead of another ... 8III8l.
H_iL BMMig -Th. earinp of the Upp8l' part
of a aquareBail .to.
H/JIJdiAg.-The dinotiOD of a ... euel1 head when
Milinr aeneran., 1IIed when Milinr 01018
hauled .... "&he headed S.E. OD port tack, and
N.E. OD starboard taok,.. In IUch _. it ill
DeTer I80id aha .. Bteered S.E.... .to.. ... prao-
tiOllly the nuel fa Dot lteared. but her _
-.iterB with the wind. A ... 8III8l II IteerB ..
IUch and BUoh a ooum when ehe fa II80iliDf
la.rre.
H-u-d.-A Jdch oliff or point.
HlGdmori.-The tnt in cder.
HeGel BeGc,.,-In ...ninr b., the wind when a
... l1li1 puI8II another either to windward or to
leeward. A veesel ia eaid to II headreaoh ..
when ahe ill hOT. to. but forges ahead a bot
or two an hour. (See" Pore-reaoh.")
HeGel Bo,pe.-The rope to which the head of a
...n ill 181I'D.
H.CICI BMlI.-A sener-.l _ for -.ll ...u. lilt
forward of the foremotlt mut-
HeGel &G.-The _ met when ...ninr 01_
hauled. In the _ of a lteamlhip &he ma.,
meet the _ Item OD.
HeGel B7Mttt.-The Iheeta of the head ...u..
HeGel to WW.-When a T8IIIel il 10 aituated
that the wind blo1l'll DO more 011 ODe bow than
the other 1 when her head ill ~ pointed
to the wind.
HtCICI W"".-When a Ve88el mo .... ahead through
the water.
HeGel Wwt-A wind that bloWI ~ dOWD
the ooum a ....... 1 ia d8llired to ...n. A foul
wind. To be headed by the wind fa when
. the wind ahiftllO that a ... l1li1 0I0DJl0t lie h8l'
00-. or put. her head off to leeward of the
ooum ahe had been headiJIc
Heart.-A aort of dead..,. made of lipum m.
with ODe large hole in it to PUI a laJ17ard
through turn after turn inItea.d of through
three hoI., ... in an ordillary dead..,..
The., are IOmething lilt. a heart in lhape. and
the lower ODe ia iron bo1U1d; the Ita., goal
ro1U1d the upper ODe either b., a IPlioed ..,.
or an 81e HisiJag.
H.n TMtIIbIe.-A thimble lhaped lilte a heart
put in the IJe Ipli_ of ropee.
H_ -To briDg altraiD or dngUpoD a _pBtu
bar. p111'Ollale,.to. To throw .... " h ..... OTII"
board."
H_. About.-To go into ..,. to taok.
H_A7IeCICI.-To draw aveeeel ahead b.,heaTinr
OD her cabl warp .to.
H_ 11M PGUlI.-In heaTing OD the windlue or
_petan to gi ... e a aort of jerking hea ..... 10
that the pawl ma., be put in, and 10 prevent
.. coming UP." or the _bI. fI.Jinr out ap.iD.
AlIO, in heaTing OD the mut winohee .. hea ... e
and pawl" ia renerall1111ed in the _ of
II bela., ;" that ia atop heaTblg at the IIo8d
f-.ll of the pawL
H __ GIId- Weig,.,-The lut hea ... e of the _pAm
that breab the anchor out.
H_VI DotDR.-To careen a T8II8l b1 puttinr
taold. OD her mutheadl from a hulk or
wharf, and heeling her 10 ... to ret at her lide
wllioh 1I'U UDder water for repa.ire. &0. A
.... eel ia laid to be hove dewn b., a aquall
when.he dOlI DOt right immediately.
Hecwe '" BfGY . -The _ .... hea .... about.
H'G'" 81lort.-To hea .... on the oable lUltil the
... __ ia o ... er the anohor. or the cable taut in
aline with the foreetaJ. 10 that with another
hea ..... or 1>1 the actioD of the ...n., the anohor
wiU be broken out of the grolUld.
H_ 11M BGUy.-An order to enoourare the
men to hea ... e with en8l'll'1 when there fa a
dUlloulty in b ~ the anchor out of the
rrolUld
H_. 11M Bw,M to V01W BanI-An order gi ... en
after heaTing UDtil the ...... e} ia o ... er the
anchor to gi ... e another hea ....... the bow de
_de with the Be&, ... in -.ll probabilitJ the
Dut tim he -de, or lifte. her head with
the _ ah. will briug the anchor with .. or
break it out of the grolUld.
H __ iL 8i.ght.-A oa1l giTeD after the anohor ia
off the rrolUld, and when it fa lmOWD to be
_th. BUrfaoe OD aooolUlt ofthemudcJT COD'
diticm of the water it u making in 00_
qu_ of the mud 011 the fluk.. Liter-.llJ
it mllml 011. more hea .... and 10U will _ the
anchor aboTe water.
H_ To.-To 10 trim a Teuel ...u. abao1
that ahe doea Dot mo .... ahead. The ume ...
" u. to" or "1a7 to" ... Dilore oa1l it. If
the r-.le be a fair OIle the ehip UIU-.llJ eouu
before it; if a foul ODe aha hea .... to.
Hlaw the LeCICI.-Th. order to out the lead for
-ding.
Digitized by Coogle
He_ the Log.-The order to throw the lor lhip
overboard to teet the rate ofllll.iliDc.
Heel.-The lower alter end of anythiDlr," heel
of the keel, heal9f the III8If; (the fore part of
the lower end of III8If; iI oaUed the toe), heal
of yard, heal of the bowsprit. The amount
of lilt 'Y8IHl bu.
HHIfIr.-A heaY7 puff that Jllakee boat heel..
Heel .Rope.-The rope bJ whioh bow-
sprit illaunohed out.
Hm, To.-To inoline, to oarllD, to liet oYer, to
depart from the upright.
Heigh.t.-A dietance IIIIIBiI1IrIId in vertioal direo-
tion, .. height of freeboard, &0.
HeIm.-The .pparatus for lteerm. 'Yllee1,
unaDyapplied only to the tiller. The word
is deri'Y8d from 1IeZmG or 1IeGZmG,. rudder;
GerIll801L heWn, .lumdle end. rudder.
Helm', ,AIee.-The usual aall made in taokiDg
or in goiDg .bout, ... IIignal for the orew to
work the 1IheetI, &0. The helm. iI .. lee when
the tiller iI " put down" or to leeward. (See
"Lee Helm .. IUld .. Weather Helm.")
Helm Port.-The rudder fnDk in the ooun_.
Helm, to Port the.-To put the helm or tiller to
the port lide, IUld thereby briq the 'YIII81'1
head round to starboard. U. wheal is ueed
beeic1ee tiller the action of turniDg the wheal
to port brm.e the 'Y8Iee1' I head round to port,
.. the tiller iI mewed by the oha.ina to star-
board. Thu with wheal, when the order is
giY8ll to port the wheel is turned to starboard.
The raIe 0beer'Y8d in Frenoh war &hips IUld
merohant &hips, lince 1876, is this: The
order to "port;" mllUll to turn the 'Yeeeel'.
heed to port; IUld the order to " ltarboard ..
to turn the 'YII .. l'l head to starboard.
H_, to Put DOtDI& the.-To put the tiller to
leeward, and thereby briDa the 'Yeeeel to the
wind, or luff; the oontrary action to putIiiDg
up the helm.
H_, to ht Up the.-To briDe the tiller to
windward, 10 that the rudder iI turned to lee-
ward, and OODI8quently the head of the 'Yeuel
f08II off to leeward or " off the wind."
HeWn, to StMboMd the.-To put the tiller the
WAJ oppoIite to port.
HeWn, to Steady t1le.-To briDa the helm or
tiller amidehipi after it bu been mewed to
port or starboard. .. the aue _y be.
HeZmema.n.-The III801L who .teem 'Yeeeel. U.
III801L AIIUl Ball Yeeeel well on wind he is
pnera1].y termed good "helm.eman," and
not lteerBIII801L.
HM'IIIIlf'MocHte Brig. - A two-JDMted 'Y .. ee1,
ICI-rigged forward, and fore-and-aft_VIoI
only on maimnaIt.
High. a.M Dfov.-The situation of veaeel that
is uhore when the ebb tide leavlI her dry.
High. WClter, Pull Clnd (Jh.a,nge.-On all oout
ohartI the time of high water lot the full moon
IUld DlW moon il IIIIf; down, the time of high
water lot the full moon and DlW moon at-1I
oaaurring lot the _e hour throughout the
year; therefore, if the time of high __ at
.
full and 0hAnt!e (new moon) is lmown, IUld
the age of the moon, the time of high --
for IUlJ partioular da.y 0IUl be oa.1ou-
la.ted, .bout twenty-be min.1 blling allowed
for each tide..
Hi:PJMg.-To make Yeeeel broader on the ber.Ia
.bout the __ -line. It is IUl Amerioaa
term, IUld became generall,y lmown in Eng1a.zul
in oonneotion with the oel.ebrated AmerilllUl
yacht Sa.ppho. After her defeat by the
Englilh yacht Cambria, in the _tch 1'01Dld
the Iele of Wight in 1868, ahe W'U taken to
New York IUld hipped; that ii, her planking
W'U stripped off amidshipl, IUld each frame
hacked with timber, 10 that the 'Yllee1 might
be made to have more beam .bout the _ter-
line. The baokiDg iI .. fa.ired" to the &am ..
and then pJa.nlr::ed over. if it iI
not lOught to give the v8lll8l more than lve
or six inches more beam, the hipping iI
aooompliahed bJ. doubling of pJ,ank: ; in luoh
_I rabbet is out for the edges of the DlW
pJa.nlr:: in the old plank; the .- is then
oaulked IUld payed. U the new planb were
worked to feather edge _ter would get
underneath, IUld it migh. lOOn bring about
decay. .
Hire oj CI YlICht.-The hire r4 yaohte vuieI from
SO.. per ton per month to 40.. per ton.
UBUally the owner pa.JII all warea, ucepting
those of the steward IUld oook; aleo often
provid .. for the mill of the _ter and mate.
The crew atWAJS provilion themeel'YII; the
clotheB the crew. The hirer pIo1II
insurance, and oontriblltes to laJing-up u.
penIII. The ua.ot detailB of are
1I8UIJly matter of epeoial a.rraugeDlent.
Bometimee lot the end of 881.1011, if yaoht
is already Itted out, lhe mlloJ be hired for
le .. price per month. When. JIoOht is W'IUlted
on hire, the beet pllUl iI to adnrtile.
H'tch..-A mode of fastening rope. There are
mIUlJ kind of .. hitch .. ," IUch .. Bla.okwall
hitch, timber hitch, clove hitoh, rolling hitch,
&0. A hitch is aleo short ta.oJr: or board
made in oloee-hauled 1III.iliDc.
Hogged.-The situation r4 'Yeeeel when ahe
riBeB higher in the middle part than.t the
ends; the opposite of eagred.
BoggWlg Pld.-A piece of timber worked upon
top of the k .. l to preY8llt ite honing or
riling in the middle.
HoWt.-The length of the luff r4 fore_d...,t
Ball, or the apa.oe it requireB for hoisting.
The hoilt of lag is the edge to whioh the
roping is stitched.
HoiIt, To.-To raise IUlJthing by ha.qa.rde or
taoklll, .to.
HoUtim.g the PermGftt.-A oommodore is aa.id
to hoist hie peIDIIUlt when he goes on
board the flret time, 88 hie peIIDIUlt is then
hoiBted.
Hold.-The interior of &hip; generally under-
IItood to mean the epa.oe in whioh 01lIII'0, &0.,
is stowed .1'/a7.
HoIdoCl-wiftd.-To Ball oloBe to the wind.
Digitized by Googlt:
551
--- -----------------------
Hold 1wr Head Up.-A yee181 is II&id to II hold heels over being lower than the teeL How
her head up" well that doN not .how a tea . _, if a YRy deep teel is n-.-r,y to
denoy to falloff. make the horizontal plate etrective, it may be
Holding OR.-To oontinue I&iliDg without alter. .. well to have another inch or eo, and dis
big a oouree or ehifting aail. penee with the plate altogether. The plan
HoW:mlg OR to the Ltmd.-To teep the land abol.rd doN not appear to have met with mllOh favour.
in aailiDg; not departing from the land. Homa.-The projectiona whioh form the ja_ of
HolAUJag Wcam.-Beating with the bladee of the gaffa or boome The outer enda of the.oroae
oare in water to oheok a boat'. way or atop her. tree. are eometimee termed horne.
Hold OR.-The order given after hauliDg on a I HtwN.-A bar of iron or wood, or a rope for
rope not to e1aok any up, .. II Hold on all 'I lome part of a't'8l88l'. riggiDao to traftlupon.
that.'" Hmmda.-The projeotione on a mut whioh I1lP-
Bol4 OR the Fore BtdB.-If, when hauliDg on port the lower oap and riggiDg. (Bee papa
the fall of a taokle, eome of the hand. have 97 and 99.)
hold of it on the taokle aida of the belayiDg Houac.-To lower a topmaet down within the oap.
pin, the hand that baa to belay .iDp out, A mug bonae ia when YRy liWe of the top
.. Hold on the fore aide" to thoee in front maet abo". above the upper oap. Sometimea
of him, and II Come up behind" to thOle in a raoiDr yaoht a topmut ia fltted with one
behind. The hand. on the fore aide th1ll hold reef to ahorten it about 8 feet, the aame .. a
the fall and keep it from l'IUlIIiDIr bowlPrit. ThiI plan baa been adopted to be
the bloot. whilat it is being belayed. (See I able to.et a YRy luge balloon topu.il, but
II Come Up."). i baa TRy little to reoommend 1'-
BoUo1D LMIu.-The horizontal lin. of a veuel Houm.,g oj II Mul.-The part under the deok.
that haye infleotiona. How Dovm.-Baid of a ve8Bel that ia TRy muoh
HoUo1D 8eG."':"When the _yea have a .bort, 0&I'88IftId or heeled by the wind or other
ateep. and deep trough. CIa1lI8.
HotIW.-Any operation that ia oompletely per- How 1wr K .. Out.-Baid of a Yeaeel that heelII
formed, .. "eheeted home" when the olew oyer, ao .. to ahow her teel. (Genera1l7uaecl
of a aail ia hauled out to the last inoh, &0. only .. a flrure of apeeoh )
Ananohorisea.idtooomehomewhenitbreaka How MI. Big1t.t.-To Come into TiBw; eaid of a
out of the ground. aail that appear. above the horiaon or round
Hood.-A OOYeriDg for ekylighte, aaila, .to. a headland; alao of the anohor when it _.
Hood Btwb.-The enda of the plant whioh are above water.
fltted into the rabbet of the Item or &tern How MI. BtGf/" - Said of a veuel when ahe
poet; termed alao the hooded enda, meaning taotB, often meaning that a ve8Bel taoke
that they are "ho1lll8d" or OOYered InddeoJ.y.
In by the rabbet. Hou. Bhort.-When the oable is hoye in BO that
HooUr.-A lmall oouting oralt. there is but little more length out than the
HOOJI.-(8ee "Mast Hoop" and "Spider Hoop.") depth of water.
HoNOtI.tGZ Li .... -The ourved lin. on the Half. How-to.-The oondition of a yeaeel with her head
breadth Plan whioh .how the _ter eeotione, aaila abaok, BO .. to deprive her of way.
the plane of eaoh eeotion being parallel to V 8IIele hoTe-to on port taot ahould flll or
the horizon. ret -1 on, if approeohed by a Y8llel on the
HIWi_tal KIfi.-A plate of iron fitted to the ltarboard but if the.Yeuel on port taok
n.ndereide of a boat'l keel a fore..r.nd-aft 'riew oan, by hailiDg or otherwise, make the other
ahowiDg thlll 1. The pb.te ahould be made Y8IIel underltand the aituetion, the latter
of iron plate oTfrom lin. to tin. in thiokn... IhonId giye -,; thie fa the of the
For a boat 19ft. long the plate Bhould be 8in. ... there !' no ... tutory regulationa eon-
wide at the middle (BG .. to projeot about Bin. oernmr the pomt.
on either aide of the teel), and 8ft. long, Ho,. - A IIJIIa11 't'8I88l. An abbre'riatlon of
taperiDg eaoh end to the width of thurood II Ahoy."
keel, to the n.ndereide of "hioh it is lICINWed. Hug the Lt.md.-To aan along .. o1oee to a weather
The wood teel ahould extend at leaat Bin. ahore .. poaeible.
below the garboarda to render the plate MI_
dectiYe. It ie n80llllary that the plate Hug the WWl.-To teep Yflr1 oloIIe, or too UlUBI
shonId be tapt horizontal. or in other worde, to the wind.
in the _e plane .. the horilon; m..mllOh Hul.'k.-.A whoee II8&IOing
da
ll are oyer,
.. if the keel dipe forward or aft the tendeuoy but JI 1Itill1Jl8ful .. a .tore ship, &0.
of the plate will be to draw the boat either by H,",:-?-'h- lhip, .. diatinot from her maata and
the head or.tern. A horiaontal keel will rJl'rmI'.
inoreue a boat'. ".tberlineea, but not to the HuU, To.-To etrite the hull with ahot, &0.
utent of a oentre board. The deeper the HuU D_.-On the _ when only a v8lll8l'II
"ood keel of the boat is the more deotive the &pari appear above the horizon.
horizontal plate will be, .. it will olear the HUu-to, OJ' A1Mdt-With allaaill furled and the
edc17 water along the garboarde, and prnent helm laahed to leeward, leaTiDg the wayea to
the poaeibilit, of the bUI8 of the boat .. IIhe do their worat.
Digitized by Coogle
552
I.
It YachU.-A deeoriptiouof the ioe yacht. 1I8ed
by the Americana is gi'Ven in the bod,y of the
book, and the following aooouut of .1Iimi1r.r
craft to be met with in R1l88ia hM been np.
plied by Mr. John Team., of Tap.mog. Mr.
Yeam. thinb that the American ioe boat.
are Dot built eu!loient1yltroDg for the rougb
I I 'J j 4- t f ., 8 "
,
,
,
.'
,;
.
.
,
.
"
FIG. S42.
ioe of the of Azotr, when ioe-yacht ealling
is praotiaed. He lIaye :
"The Azotr S. naturally hae Dot nob ..
IImooth frozeD .mace .... river, for, until
the ioe is of great thiob_, it is oontinually
.plit into big flO8ll by the n.riatione in the
level of the _t8r, _need by ohangee of wind..
There is no tide in the Azotrrbut N. a.nd S.
.
,
Iu
10
winds __ the _ter to riM with a S. wind
and fall with a N., with a dier8Doe of 12ft.
to 15ft. between the two extremes. The floes
get booked together, and the broken ioe of
the edges is foroed dOWll to the bottom of the
_whioh is Dot 'Very deep-and pi_ piled
Dpoll pi_ DUtil the pile ri_ to about 1ft. to
8ft. abon the level of the floee, which then
II f:t(CCr
-+
1'1 HI.
J'xG. 248.
freeze to theee pil., whiob etretoh for great
diatanoee, and, in fact, form a Detwork in all
di.reotione. They are moet Dumerone iu
.hallow _ter, when the riM and fall of the
_ter hM the greateR etreot. In parte when
great force. han been at work the ioe is
piled in berp of 30ft. to 60ft. in height.
.. With my present yacht we charge o'Ver
Digitized by Coogle
Digitized by Coogle
PLATE LXXV.
Ice Boat of the Sea of Azov.
Digitized by Coogle
-;::
I
<
Dictionarv oJ General Information. 553
Ice YacAta-ntinued.
broken ice which is not bJgher than 18in.,
ad of oourae the breadth whioh we can 1"11Bh
a.t depends upon the foroe of the wind. Above
18in. ad up to 8ft. we dare oha.rse a. D&lTOW
line, but a.bove that "ht we are ob]jged to
oiroumveJlt it. However, I do not think a.D1
boat oould oha.rse a. greater height than ODe
built OD the p1a.u of my present ODe.
.. Fig. W. Genera.l bird'.-e1e new of JIIoOht.
The three main bea.1DI are of oU, ad the
remainder of the framework of .. h. The
lattice work is of dea.l, ma.de much lighter in -
the &tern than fonra.rda.
GIIDUL DDmnIon. .
Beam l-BowaprIt, 8ft.; man to nuldar, 10ft.; rudder
to 1IIenI, 4ft. -leDA 1Ofi.; breAdth, 10l1n.; \h1akaee.,
"In.
Beam 2-LeD&th, ll1ft.; breadth, 1011n.; thlekDeu, &lin.,
WokeDlDg to 71n. ID _tie.
Beam 8-LaDgth, 8ft.; breAdth, GilD. _t thlcbee8. SlIn.
TIle I'8III&IDlDc beamlI &J"I! a11-brilad.... aID.; $Idem ...
Slln.; baS &be two IISIm _ mlgln be made uptar.
J!:noI.U'.a._ .
Dol. wftb. 1'IDflII for rIaIDI:.
" lIoll with riDIrI tor maliiallllhee&.
c bolts futeDIDg IroD npporI8 of malt.
.. Two maID akataL
Badder bole.
f tor 1t&erIIIIIaII'. beDch, aboa' 1ft. abaft deck.
(/ Ikd.
A Dol. to futaD IroD binds.
0baIDI to lItIIfan bowIprIt.
"Fig. MIl is a. frontnew,Bho....m.thepoaitiOD
of the _tes, whioh are dra.wn a.t rather too
great a ugle, the bridge ad mut supports ;
4, block of wood ad two iron buds, which
keep the bowsprit down; 11, the bridge.
.. Fig.lla, the rudder. This has been dra.wn
rather too Wok; but it is a error OD the
right Bide,... the extra. weigkt would help to
keep the rudder flrm.er on the ioe. At present
we a.1Wa.1. have a. oouple of men Bitting OD
the &tern in order to keep it down when
oha.rging
.. Fig. 11M. Side new of front IIbte.
" DimenBiODB: LeDgth above, Slim. ; length
below, 114in.; breadth OD top, 7in.; breadth
of luted part, tin. ; height of _te from ice,
1ft. Sin.
" Bhd'S8J8 new of front _te ;
4, two mong holc1futs going right through
beam II, with rings for -11 to mute
" As will be seen from the pla.ns, both the
sbtes ad the rudder supports, .. well ...
those of the mut, have been trmq fasteDed
with iron buds ad bolts, ad a.11 mom_
ad joints have been streurf;hened in the sa.me
maner. A.:D.1 boat built a.ooording to tlIis
plan ought to stand &1I1f;hing; but she weighe
proba.bl1 more than a. ton herself, ad when
sa.ilbJg, what with the of the wind
ad the weight of teD or twelYe persons-
which is our usna.1 number-her weight will
be great17 inorea.sed. We have found that,
... a. rule, snen inch. of ioe are smBoient.
The rudder must be entire11 of iron, edged
with steel, ad fluted. The fore IIbtes should
a.lso be of iron, if oha.rgIng ha.s to be resorted
to. I have a."erJ fine pa.ir of wrought-iron
ODes, luted a.nd edged with steel. The
greatest diftlculty' wu that the ma.in beam
Ice YacAta-ntinued.
split from the stra.in of the mut when
oba.rging; but the p1a.u of stepping the mast
upon a ... h bridge 11 a. perfect n__ This
is well.hown in Fig. 246. Of oouree ahe oould
be oonstruoted much lighter, if not required
for .,er'1 ro'IIBh ice.
"She is outter rig, ad the followinl are
the length of her Spa.r8: Height of mut to
gall, 16ft. 6in. ; length of booDl, 20ft.; leugth
of gall, 18ft. Gin.; length of jibboom, 16ft.
The boom swings 3ft. a.bon the deck, to give
room to move; but perha.ps it oould be
lowered. (See Plate LXXV.) She III quite
open a.11 round, not pla.aked round the
stern, .. the Amerioa.u ones are. We
generaJl1 II&il with teD to twelye perBODB,
with a.11 but ODe or two on the windwa.rd
side, 10 ... to keep the boat ... leyel ..
potIIIlole.
" With rega.rd to the speed OD good smooth
ice, with onlJ m or snen perIOD. for ballut,
the Buuia.n ioe boat is not fa.r behind the
A.merioa.u, ad on rough ice would take a. lot
of besting, for the1 ha.,e run a.oroes snera.l
lines of broken ice; a. diata.noe of twenq-e1ght
to thirt1 miles, in forty minutes."
I_ed.-Under _ter. The opposite of
emllrlled, which mea.na ta.ken out of wa.ter.
The "wedge of immereiOD" is the part of a.
.,essel put into the _ter when she heels over.
The wedge of emersion is the pa.rf; tabu out
of the _ter. Sometimes termed the "in"
ad" out" wedges.
I .... -The prefix to a. onrt order to take in a. 1I&il,
... "In spinna.ker," "In aqua.re_il," or "In
boats," &0.
I ... aII&d Out BoU..-Bolts that pus thro'IIBh the
Blr:in ad frame of a. "f888e1 through ad
through.
1ft Bocwll.-Inside a. "f8III8l'. bulwarks,.b" the
oppoaite to outboa.rd.
1ft B01D.-1n rowing, the order to the bow man to
throw up his oa.r a.nd be with the boat
hook, to help bring the boat a.lODgside.
IftCUtlGUotl.-Heeling from a upright position.
SJI1OD1lDOUS with ClIIol'88IIing ad listing.
1_ Jib.-The jib nut the foresta.1 sa.Il In
schooners where two jibs are oerriecL
1_ Po.t.-A piece of timber sometimes worbel
inside the stsrnpost.
IftHaw.-A rope nsed. to haul sa.ils on board, ..
the inha.ul of a. jib or spinna.ker.
1ft lrotII.-A. ....... 1 is sud to be in irons when she
ia brought head to wind, and, ha"ring lost her
WIoJ, will not f&U otr OD one tack or the other.
IMtiGl resista.Doe a. "f888e1 a.t the
flrBt moment offers to being heeled from the
upright position, ... diatinot from the resJat.
aoe she ma1 otrer to being further heeled
when inclined to oonsidera.ble angles. Thus
bea.my boats are sa.id to have great initia.1
sta.biliq, beoa.nse the1 resist powerfully, being
heeled to sma.1l a.'"nglel; narrow .,easels, OD
the other hand, are rea.dilJ heeled a.t flrst,
but- ID&1 oller grea.ter reeiata.noe, ... thq
Digitized by Coogle
are fariher hee1ecl, wh_. a beam)' boat'.
reeietanoe may rapidly eleoreaee aI .he ....
oyer to Jarp auglee of -l' 30. I
IAld.-A oreek. A pipe to admit water to the I
hold.
.. to the .hare. I
If!. tM WitWI.-When aailiDr oloee hauled, if a
veeeel oomee to nearly head to wind she it
said to be .. aD in the wind."
If!. wGU.-Th.oJamp orstrake of timber ineidll the
top strake of a amaU boat, generally termed
the gunwale.
give the V-W ODe or two __ of a.1 tar
tbilmed with turpentine; wha this hae clriea
OB apply a ooup1e of _. of the oompoaition ;
a primiDg of black 'Y&1'IIiah made by 1Ir.
Jee. is lOIDIItimee uec1 Dmead of a.1 tar
The oompoeition should not be put on emir
paiDt. It must be kept welllltirrecl in the pW
wbilet it is beiDc applied, as eome of ita
iDgrediata an Y8r1 b.Y:y. The Jeet:y manu
f&oWry is at Goeport, Han.. (See" Com
pollition. ")
J.c-. - Goods thrown O"ferboard in -Y)'
weather to lighta the ship. (See" Fl*
INh ad. of rop81, &0., ha.u.r- Bam.")
ing about a v .... l'. rin'inIr or 1Ifoil1. JilI.-The outer tri&ngular IIfoil Bet on the bow.
It"Ofl Mouldl.-Diluted ouJio acid will remove, aprit. A outter 1I.I1IIIlll' oarriee m jibe-
iron mouldll from 1IfoilI; but the ineaDt the I balloon jib, No. I, 2, 3,40, and :; jib, the latter
iron moulel iI removed the part should be: being the storm or spitfire jib.
well rinsed or aoakecl in fresh water, or it will Jibb or JilIf.-(See .. Gl'be. ")
be rendered rotteD. JilI.boom. _ The spar beyond the bowaprit in
z.
Ja.ck.-The Uniau Jack. The typioa1 British Bag
that hu .. braYed a thollland y_, the battle
and the breeIe." It originally ou1y had the
red St. Georp's OrOll on a white Belcl. Upon
the a.oceuion of the Sootoh King Jamee to
the Englilh throne, St. hebew'. oroBI au a
blue ground WM added, ancl the Bag W'M
thereupon termed tile .. Union Jack" anel
National Flag, .. For the Proteetant religion
and liberty." The red OrOll of at. Patrick
W'M adeled (over the white St. Andrew'. orOll)
upon the union with Ireland 1801. (See" St.
Georp's Jaok.")
Ja.ck ill. tM BIII""t. - A boom or pole with
.. cap OD the top 1lIeci to _k a .hoal or
bank.
achoonere upon whioh the auter jib is set.
Jill .ron...M1. -In eohoODera the afay.forelllil.
(See .. Fore-afal'lail.")
Jth Btov.-In eohoonera the stay to which jibe
anhankecl.
Jth triangular Mil made of eluok
ut upon the topmast afay.
Jth TrCIWZZer. - The iron hook.hoop on the
boWlprit to whioh the jib ta.ok oring1e iI
hooked.
J"g.,. Mlllt.-The miaen _t of )'awl or dandT.
JogglM.-Notoheli out in timber.
Jo'. BIIN,.-To oome on board a T8I88l, or to
euter as a _ on board.
JoUy Boa.t.-A boat larger than a diqhl', anel
not eo Jar .. as a outter.
JtVItIIptff" -A short frock macle of eluck worn by
Ja.ck 8/Jf'fJV1.-A powerful ._ 1lI8d for moving 1IfoilorI. The triatio etaye of echooD81'S when
hee.Y)' weigh.. they are double.
JGC7r. 8w.y.-A rocl of iron, or rope, 1II1UID,y wire JutIk.-Olel rope. Aleo olel salt beef M toap
rope, for IIfoils or ya.rda to travel on. Aleo the anel hard M olcl rope. Aleo a Chineee
wire rope eta:y au the boom of Jaoeel aaihI, ship
rounel whioh the lacing is pMIed. I,,. __ '-__ u'" te L,!,
' .. .",.-................ _or mporaryOODtonvan08,aI
JGC7r. ym. - amaU :yarcl on the foot of j1ll")"DlMf;, jury n.dcier, jury boWIprit, &0.,
balloon topuila to extend them beyond the whioh mal' be Btted when either hae beea
Termed a1ao j8llJl)' :yarcle and foot loot or oarried away. '
belaying or making fast a rope to 01018
up or jam the tum. topther. To o1inoh the
hitoh of a rope by puling the end throqh a
bight.
JtWJ. 0/11 Ga,I.-The hom. at the end of the
gaff whioh half aoirole the mast. A rope
oaUed a .. faw rope," or faw parrel, is Bttecl to
the euda of the hom., and, pUling round the
_t, keepa the gaff in ita plaoe. Wood
beadII are rem! on the rope to make it elide
easily on the mast.
J",,'M,/ YClf"II.-(8ee .. Jaok Yarcl.")
J.dll', Oompolitioa.-Thia iI a oompoeitiOl1 in
JtN&t req1l8lt for _ting the bottoms of
iron and woodeu ,hipa. Before applying it
I.
KCItIUi.n.-A eouthwesterly wincl whioh iI MId
to blow OD the Nile for 8ft:y clap during
March and April. The limoom.
Kedge. - The tmaDeet anchor a :yacht oa.rriH.
uaeci for anchoring temporarily by .. haW'l8r
or warp. To keclp is to anahor by the 1r:edp.
or to oarr:y the kedge anohor aut in a boat
and warp aheacl by it.
Ktg.-A amaU auk, or breaker.
KIIfi. - The fore-anclr.It timber in a Y88181 to
whioh the frames and garboard strake lIoN
faatenecl.
Digitized by Coogle
.665
Keel-An awkwa.rcl.lookiq north-oountrr boat
with one lupail fonranl.
Keel HGul-A mode of p1lDishment formarq in
ue in the Royal Na"1. A rope, palllI8d
underneath the bottom of the ehip, wu made
f to 8IIOh yard.arm. A man with a wefaht
fMt to hiI feet wu made faet to ODe part of
the rope and hauled from one JIIrd-arm to
the other, PUling underneath the bottom of
llhip. KBel. hauling now. in plUlJliDg Ian.
P .... meanl .. undergoinr a great bardahip"
of lOme kind.
KeeZ.oa or K.ZIIm.-An inaide kBel. tlttecl OTer the
throet. of the ftoora.
Keep 7Nr ",,".-Who o1oae hauled. an admoni-
tion not; to bep too 01018 to the wind.
Keep her OI.-An ordarto aall more off the wind l
to put the helm up. To k.., off ill to k..,
away from the wind.
Keep your IN.I.-An admonitioD to bep olOI8
to the wind. In mat.oh 1I&iliDr, an order
riTo when a ftIII8l ill beinr OTertakO by
one oolDinB up from utlrn not to rin way
and allow the venal to pUB to windward.
It ill an old muim in olOI8-hauled 1I&ilinr,
.. k8Ip you luff and DeTer look UterD,"
meaninr that if you aall U olOI8 to the wind
U poaible the OTertakinr 1'_1 muBt take
her pueare to leeward or risk a ooDillion b1
trying to foroe a pueare to windward.
K",fledg -Pir iron 1I88d U baJIut.
Ketch.-A two-mutId 1'.II8l, IOmethinr like a
yawl, but with the mise III;epped ahead of
the litem poat, and not abaft it u a yawl baa
it. Katohee 1r81'8 formerq OOmDlOn in the
Boyal Na1'1 for ;yacht. and bomb boats. A
rig now Beldom 1II8d exoept by ooutera l it
baa all the dilladTantar- of the lOhooner or
yawl rig. and none of thead1'antapB.
K.m or C_l.-I.arge of timber 1II8d for
belaying ropee to noh u the horilOntal piece
which i. bolted to the Itanohiou aft to belay
the main aheet to.
K", Jrodel.-A model made by horizontallayen
or 1'8rtioal hloob, Ihowinr either the water
Un. or vertioalnotiou of a 1'enal.
Ktt.-A oilor'. belonginp in the wa1 of 1 ~ ,
&0., which he oarriee in hiI bar or keepll in
hia looker.
KtttilllGlGI.-A kind of II8IItrUlL
K_.-Pieoea of timber or iron lhapad thu L
1II8d to IItreJurthen partioula:r part. of a llhip.
A hanrinr bee i. the one flttecl under the
beam. (_" in Fig. illS. pap lOS) l alodrinr
bee iI a bee flttecl horiIIODtaIly to the beam.
and ahelf, or to the mut partnere or deck
beam.. Floor kn_ lore V .ehapad.like breaet-
hooke.
K"ight HeGd..--8tronr piece. of timber tlttecl
inside and olOI8 to the litem to bear the atrain
of the bowlprit. Called alIO "bollard tim
bare." The name ill &aid to be deri1'ed from
the windlUI bitt., the heade of which formerlJ
ware carved to repreeent the heade of knight..
J(tlot.-A reotrnphioal mUe, or eirlieth part of
a decree, termed alIO a _ mne or nantioal
Knot. Cl"cI BJlUea.-A Short Splice: Unla, the
atrands to an equal distance from 8IIOh end of
the rope. Intertwine the 8llde .. shown in
Fir. 247, and draw all olOI8 up together.
~
1'I8. "7.
Take one end of the rope in the left hand
olOI8 up to the unlaid etrand., and with it
the UDlaid .trands of the otller end of the
rope' rruP t1tue flrmq, or, if more oon
1'.w:n'. atop them with a pi_ of yarn.
Take one of the .trands (whioh lore free),
pUB it OTer the mand (belonging to the
other end of the rope) next to it, under the
Den Btraud and out, and haul taut. Pus
each of the three strands in the same way.
and then the three other atrandl, and the
aplioe will be made U ahowu in Fir. MS. The
I'le. MIl. I'le. 2110.
operation can be repeated. or the ends can be
eeill8d with &pun yarn round the rope. If
the ende lore atuok &pin. it ill UBUal to taper
each .trand 10 U to make a neater job
of it.
An Eye Splice: Unlay the e1nnd. of the
rope and bring part of the rope betwe8II
the Btrauds 10 U to form an ere (_ Fig. ill'S).
Put one end through the un1aid .tsrand of the
rope nut to it; the luooeeding end p..- in
Digitized by Coogle
556
Knofl aM Bplicu-ooutinued.
a.n oppoeito direction oYer the strand and
through under the next etr&nd. The remain
ing end goea under the etr&nd on the other
ade. Taper the ends a.nd work them through
the str&nds aga,in, a.nd 88rve.
Single Wall Knot (Fig. 250) I Unla,the end
of a rope, hold it in the left hand, tHe a atra.nd
A, a.nd form into a bight, holding it tight
in the left hand to the ltanding part; of the
rope. Pua B round At C round B, a.nd up
through the bight of A; haul taut. To
crown, la, one end over the top of the knot,
la, the 8800nd over that, the third over the
eeoond, and then under the bight of the fint.
8heatBend, or Common Bend (_ Fig. 251) I
UHful for bendin4r two ropel together, or
FIG. 261.
bending" rope to a oringle (_ alec Fig. 25,
page 78).
Bend for Hawser (Fig. 252).
FIG. 26:1.
MagnUI Bitch (_ Fig. 258).-UMfal for
bendiDg ropell to llpare, .to.
FIe. m .
Bowline Knot (Fig. 2M): Takeaoonvenient
part of the end of a rope a.nd form the bight A,
then the large bight B; PUB the end through
E
B
FIe 264.
A
the bight J.., theu round the et;&nding part E,
a.nd down thl'OlIirh the bight A., and haul taut.
Knofl CIftd Bpncu-oontillued.
B1lIIDiDg Bowline KDOt (Fig. 255) : .After the
bight A ia made, tab the bight B rolUld B
(whioh ia the standiDg part), then up UIIoaCh
FIe. til.
A, round the ltandiDg part;, and down ~
A 101 before (_alllo "Clove Bitcb," .. Fieh-
_'I Bend," "Timber Bitoh," aDd "Blaok
wall Hitch ").
L.
Lobour.-A ahip is said to labour wbal .-
pitch. and ron. heavily, causing her rz-
to work.
LGu.-To pau a rope in a.nd out.
LcMd.-The makll of a rope, 101 cable laid. ha_
laid, single laid, laid with the 1I1Ul, &0.
LCIftd.-To go from" veael to the ehore; .ao
to plaoe anJthing. The outer edp of the
plank of a o1inoherbuilt ~ The teaa
"land" ia 1UIed to mean the -.t.
LCIftd BOGU-CarrIapI propeDed b, er.ila on 1ucL
The following aooount of land bo&tB appeuacl
" 1
1'10 -8.f.tLJlIf 0HaI0!.
in the 8 ~ .A_rice",: ... The '-01
wind in the motion of eailII 111"7 be applied
Digitized by Coogle
Dictionary oJ General Information. 557
lAM Boau-oontinued.
aIao to the driying of the ohariot, by which a
man may Ail on the land, 88 well 88 by a ship
ou the water,' remarks Bishop Wi1kine, in the
IIeOOnd book of his 'Mathematioal JIarick,'
printed III London in 1648. Suoh oha.rloa, he
10&1 on to explain, have been 1III&Cl bom time
immemorial on the plains of China and aIao
iu Spain. but their m.ost remarkable auooeel
baa, 1118 the learued author, beeu aohined
in Bolland, where 'it did far aoeed the
apeed of any ship, though _ abou1cl IUppose
it to be carried in the open _ with never BO
proaparoua wind; and that in. BOme few hours
apace it would OOUVlY sis or ten penon.
twenty or thirty Garman mU .. , and all this
with very little labour of him that eitteth at
the Item, who may easIq guide the oonrae of
it u he pleueth.'
" The aatoniahment of the sood biahop and
his ooutemporari .. at the epeed attained may
well be realieed whln it app_ that Dutoh
MlIing oonnruoted u abown in
256, pap 556, aooompliahed a diatanoe of
1'18. t47.-BlDop WILltlK8'
forty-two mil.. in two hours. Thie 11'88 an
unheard of apeed in thoee _ye for any meanl
of looomotion. 'Men ran before it 88IIIIing
to 10 baokwarda, thinge whioh _ at a
great diatanoe being pre_tly overtaken and
left behind.' Until railroad8 _re invented,
without doubt the wind carriage ontetripped
all other meaua of travelling; and it is
perhapa a little anomaloua that more efforts
11'_ not made towarde iill improvement.
Bishop WUkina himeeU made an dort in
that direotion by rigging a windmill in the
vehiole, whereby' the aaila are BO oontrivecl,
that the wind from any ooaat will have a
force upon them to turD them about,' and he
Land Boau-oontinued.
propoeed to gear thisoontriyanoe with his
wheele, and 'oouequently carry on the
ohariot iteelf to any plaoe (uough folly
apinat the wind) whither it 8baIl be directed:
This lime thing 11'88 reinvented a oouple of
y_ Il1O in this ooantr" 88 we noted at the
time, and perhape it might be unoharitably
inferred that if, after the labour of two and a
quarter oantnrl .. , our inventor. could do no
better than reproduce the venerable bishop'e
notion, the ultima Thule of originality in
wind oarriagel mDlt be oloee at hand. yat in
reality the ioe boat ie probably the offspring
of the wind-impelled land vehiole; and the
little oarri&gea to be drawn along by huge
kit.., IUoh 88 many an ingenioul BOhool boy
baa oonetruoted, are allied to it.
" It is ourioua to note, however, that while
to the railroad is owing the abandonment of
the wind carriage, to the lime agenoy it now
_ like1y that ita rejuvenation will be due.
Wind vehiolea are already in 1lI8 on the
long et:retoh.. of tracb which extend over
the w .. tarn prairiea, and the epeed attained
is I&id to rival that of the faat expreae
train.
The engraving (Fig. 258) of a Ailing oar
11'88 devieed by Mr. C. J. Baeoom, of. the
Kanau Paoi1lo Bailroad. The vehiole is llid
to average a apeed of thirty mil .. par hour.
and, with a etrong b_, to travel at the
rate of forty miles in the _ panod. Thie
laat speed 11'88 reached with the wind right
abeam. A. diatanoe of eighty-four mil .. baa
been paued over in four hours, the oar Ailing
part of this time o1oee hauled and over a
disadvantageoualy onrved track.
" The vehiole baa four wheals, eaoh 80m. in
diameter, it 6ft. in leDgth, and weighe 6oolb.
The sail 11'88 two boome, reapaotively IMt.
and 15ft. in leDgth, and an area of about 18
equare feet. The maat is 11ft. high, tapering
from m. equare at the heel to 2in. at the
truck. It will be obvioua that many of the
laws applying to the ioe boat apply equally
well to the Ailing oar. A little OOIlBideration
will abow that when the latter it Ailing at
forty mil.. per hour it is travellliag faatar
than the wind that impele it, aDd this is
oonstantly the 088e in ioe boat IIiling. On
the other hand, ice boat. ahraye sail belt
oloee hauled, in fact the sheet is almost
oonetantly kept fiat aft; the aailing oar, 88
.tated aoo.e, goee f&&teet with the wind
directly on the beam or side. Of oourae the
difference is due to the greater _iatance
offered by the larger and more elevated
surfaoea of the oar body and ita
and to the friotiou of the we journa1s, whioh
probably, under ordinaryoondition, is sufficient
to preYlnt the Ailing oar ever attaining the
ioe boat's lpeed.
"Mr. B88com .tat.. that his oar baa
been in actin operation on the Kaneu
Paoi1lo &ilway for the paat three y_.
being employed to oonvey repairing parti_
to pumps, tel8lfr&ph linea, &0., along the
routa. It is of oouree exceedingly oheap to
Digitized by Coogle
Land
construct and maintain, IIoI1d .. Tee the labour
involnd in running a band oar."
Land Boate are to be met with on the Bat
andl of the Lanoaebire ooaete, and were thUi
deeoribed by Mr. B. W. Hancock, of Leeds, in
the Mechanics' Magaltme: "A A, Fig. 259, is
the deck, B B B B B are eeate with cuabiou,
C C are boards for the feet, D D is an iron
rail round the seata, E is tbe steering wbeel,
F a seat for the man wbo attends to the
.beet, &0.,' G the hole where the mast is
stepped, H H are Bteps with hIIoIldrail, I I I I
are the wbeelB, J is tbe nut which 88CureB the
pivot of front wbeels. The dotted lines K on
Land Boat.-oontinued.
after bim, forming a..t. H is the IIide IItep
with hIIoIldrail, I I are the wheels, L L is the
rail round deck, Q is a belaying pin. al8o)(
at back of carriatre. 0 at front is the hook
for jib sail, P is the end of iron bar for rinr
on jib &ail to .up. R R are the ropM for
eteerinl!', S S are BUpporli for the azIe of
steering wheel, on which there is a peat
.train, T T is perforated aiDe, U is iron riDg
to IUpport bcom.
"The deck, &0., Ihould be made of 1icht
but etrong wood, well put together, ... it hal
to atand a deal of shamg and jerking. The
wbeels are alao made of wood, they should be
FlO. 268. (See page M7.)
deck Bbow the course of tbe steering gear and
me of front wheels, L L L iB a rail about 1ft.
high, just to keep auything from shaking off,
M M M M are belaying piu, alao }I M at
back of oarriage; N in the centre of middle
eeat is made of wrought iron, to give tbe mast
a good bold, 0 at front of carriatre a book to
secure jib Bail, P P is an iron bar for the ring
of jib Bail to wde on.
U In Fig. 260, A A is the edge of deck, B B
Bides of eeate, D D tbe iron ra.il round the
seate, E steering wbeel, F tbe seat for man.
In ite pOBition &8 a step, it works on binges;
the man can thuB get up and pull the step up
about 3ft. diameter, 1ft. wide. Narrow wbeeIa
would sink in the sand and impede the pr0-
gress of the carriage. The axles are wood
caBed with iron on the bearing partI; it is
allO adviBable to put iron round the .. heeb.
The steering gear will be beat understood by
referring to Fig. 259, wbere the dotted. lin.
sbow the course of the rope or chain from 0Il8
end of tbe a:de to the steering wbeel, where it
is wrapped two or three timee MUnd the a:de
sbown at S, and then back to the other end of
front axle, in this way you bave complete COlI-
trol over the oarriage. The mast GOwn at I
Bhould be carried throurh the deck _
/ cObyGOOgie
Dictionary of General" Information.
559
.a.nd Boaft-oontinued.
_ured UIldemeath, othenriIe the deok will
probably be tom up in a ,trong wind. The
height of ..u. should be about moe the
length of carriage, but Bp&OB will not permit
FIG. 280.
of their being ehown here. The ordinary lng
and jib ,ail, 88 ehown, are b,. far the moat
IIl&Il&gB&ble. As the wind ohangee the,. C&Il be
turued from Bide to aide without diffioulty."
A railwa,. IIAil oar W88 in uae lOme ,.eare
&go on Heme Ba,. Pier.
Lcmd FcIlL-The point or part of a ooaat a Teasel
Srat eight. after beiDg at _ . To make a
good IandfaIl ia to Bight the land at the
point oaloulated.
Lcmd Lubber.-A per80n unaoquainted with the
dutiea of a aeaman, &lid one neTer likely to
leam them.
.LGncUmcm.-Men who haTe jut joined a ehip to
train88_.
LGM.-Alane of wind ia a ourrent of air that
traT8la in a narrow spaoe and doea not spread.
On board ship the order to "Make a lane
there," when a lot of men are &tanding
together, ia for them to stand on ene side 80
that othere Cl&II pass. 8teamehip lane ia a
track uuall,. taken b,. steamships in croB8ing
&II ooe&D.
LcmyMcU or Lcmia,.cU. - Ropes roTe throngh
dead e,.es, &0., b,. whioh shrouds and sta,.
are aet up.
Lc:wboa,.d.-The left side. In OODBeqnenoe of
frequent blunde1'8 ooourriJIr throngh "lar
board" being mi8UIlderstood for" starboard"
or 'IIic6 ven4, "port," 88 a diatinotiTe 8Ound,
was introduoed instead of larboard.
LGrbolim.-The men composing the port watch.
(See "Starbolina.")
Lc:wge.- With the wind abeam or abaft the beam.
.. She ia IIAilinr along large " m8&118 that the
ahip has the wind abeam or between the beam
and the CJuartar.
LGlh.-To 1aoe, to bind together with a rope .
LGlMftg.-A laaing or rope to bind two span to.
ptber, &0.
&t1.-Alarge triangular 1IAil, with the
luft bent to a ,.ard. It reall;y has no head.
RuiafatlU. - The reaiatanoe a Te'sel
offers to being preseed broadside on through
the water. This resiatance is aaaumed to be
goTemed b,. the area of the plane bounded
by the stem, keel, and rudder.
LaWACh.-The la.rgeet boat carried by a ship.
To launoh ia to moTe &II object, as "laUIloh
a spar forward," to launch a ship.
LaVftChing a Boat AC1'OI' a 871Me.-In
making a truok to laUIlch or beach a boat on
a sandy or 10018 graTell7 shore, the trucli:
should rUII on rollere in preferenoe to wheels,
88 the latter will sink into the 8&Dd or graTet,
and render the tranrrit Tery laboureome.
La_.-An ob80lete _ term DIed to denote
beating to windward.
Lay.-Uied byllAilore i:netead of the neuter Terb
"to lie:" 88 "lay to" for lie to, "la,. her
oouree" for lie her oouree, "lay up" for lie
up, &0., or" ehe la18 S.W." for li. S.W. This
use of the actin TBrb ia 8Ometime. justifted
by an appeal to the wellknown naT&l,ong--
'Twu In Trafalpr'1 Bay
We _w the I'ninobmen 1&7.
But, whether right or wrong, a aaIlor willneTer
be brought to _y, "there she li." for
"there ahe laya, or "she'a goiDg to lie up"
for" ehe'. going to lay up."
Lay aZcntg thf Lcmd.-When a Tluet Cl&II ju.t
keep along a weather shore olo88-hauled.
Lay Mf" Ocnw3e.-A .... aael ia said to lay her
oouree when _iling olo88-hauled, if her head
points nothing to leeward of it.
Lay in Oa,.,.-An order given to a boat', crew to
toea their oare aboard; generally ourtly spoken
.. Oars." To" lay on your oare" ia an order
for the m8l1 to oeaae rowing, but not to tou
their oars up; to rest on their oara.
Lay 01 a Rope.-The _y the strande of a rope
are laid up.
Lay Off.-To tra.nefer the de.ign of a ...... el to
the monId loft full aiae. This ia never written
or spokeu "lie off."
Lay mOTe, 88 to layout on a yard.arm.
Laying Up.-Diamantliug a yacht after a cruise
baa been brought to a termination. It ia
alwa,., muoh the beat plan to ha .... a mud
dock dng for the ;raoht to lie in, 88 then the
bottom will not foul, and if the Te. be
ooppered, ahe will haul out quite olean; on
the other h&IId, if ahe liae alleat, weeda and
bamaole. will acoumulate on the bottom. It
ia much the praotioe now to haul Tauela up
high and dry duriDg the winter month,; thi,
ia an exoelleut plan, and greatly aaaiate in
preserTiDg the hull. The ballaat ia remoTed,
&lid the inside of the hull below the platform
ooated with red lead, black T&miah, or a
mixture of two-third. Stockholm tar to one
third of coal tar; black varniah or red lead
Digitized by Coogle
u, however, to be pNferrecL The mut
ahould be taken out before tbe v-.1 i8
hauled up, &Dd with the other spare houed.
In _ the IDIIIIf; be DOt; reJllOYed, all the
riniug ahould be lifted OYer the IIIII8t, and
the yoke taken off M well, 10 that DO _
oumulation of damp may 1'Ot the muthead.
The oopper should be IOrIlbbed and _ted
with a mineral oil such M paraffin. (Bee
II Limber Boards.")
Leur au,.-The gIlT used to prennt the main
boom falling aboard when a veasel is 1'OlliDa',
Leur Tw.-A. numing bight put on the tack
oriDgle of a ..n, and round a ltay to keep the
...n f1'Om blowing away whilst it is holated.
Lead.-A. long weight or "linker," of 7lb.,
141b., or 281b. The line is II marked" thu:
I'a ....
II 10..- of lather In two
I "leather three nnpiI.
5 to white calIoo.
7 .. rea buDtotM.
10 .. leather. wtilla hole In It.
18 .. hluell8l'll8.
15 .. white .noo.
::
There are u.na1l.J 5 fathoma beyond thia un
marked. In heating the lead, if the v-.1
has headway, the lead mUlt be out ahead, 10
that when it touohes the bottom the ve_ u
c1ireotl7 over it. If the 8rat white mark is
jUlt awash when the lead ia OD the bottom,
the lead_an ainp out, II By the mark Ive."
If it; u leaa than flTe, 8Ioy 't, he ainp out
II Quarter leal lYe," ADd Dot 'I. If tori
more thaD I .. , h. IiDgI out" and q1llol'tiR
Ive," &0. There are DO marb for 1, 6,
S, 8, 11, 12, 14, 16, 18, and 19 fathoms, and
theBe DUJIlbere are called II deepa;" in _d.
bIr, the leadaman has to eatimate the depth,
M, for inatlmoe, between II and 7 mara, and
will IIiDjr out, "By the deep 6." The deep.
.... lead, p1'ODOIIDoed II dip187 lead," weiPa
from 281b. to 85tb., and has a much lODger
line. Up to SO fathoms it is marked the
_ M the hand lead-at 80 fathoma 8
bots, at fathoma , lmota, and BO on;
the intermediate "flTea" being marked by a
pi_ of leather or a IIDIBll atra.ud with a kDOt;
iD it; 100 fathoma III marked by a i_ of
bunting, and then OOIDDl8D.oe the bots ap.iD
-1 bot 10 fathome, and 10 on. In BOundiDr
with the deep-aea lead the .-- is 1IIIaalq
hoYe to.
Lead BGUtut.-Briob of lead out from moulds
to It iDlide the framea of a vea. without
reatiDg on the plank. Sometima lead has
been run iDto a vea. hot. When thia has
been done, the frame and plank haYe been
8rat lmeared with wet olay iD order that the
wood might not be injured. The objection to
runnm, lead into a veaeel III the a:treme
difIloulty of getting it out apin. The"-
should be well caulked before the lead i8
run m.. In oaatInr a lead or iron keel, liD.
per loot i8 allowed each way for shriDldDg.
Lea.-The oppolite lide to that from which the
wind bloWl.
Lee Board.-A Vert oldflUlhiODea 00Jltrh'aDee to
check leeway. The baud III U'IIAl17 tra-
pesiform. and hung from the pmra1e OIl
either aide. The board in laDgt;h aboald be
aboDt one-tfth the laDgt;h of t;he boat, ud at
its broadest part two-thilds ita own leqt;h in
breadth, and its DaftOw88t o_tbhd it.e owa
length. If the board is Iud to _ op8Il
boat, t;he gunwale should be IItreDgtIumed at
t;he point of att.ohmcmt by a of timber
worked _de at the back of the baat'l
timbers. For a boat 17IL laag t;JDa
strengt1:um:iJI should be at leaG 5IL
'in Jangth by Sin. m depth, and be of Ifill..
thiobeu. The board will be piTotecl at it
Dar1'OW end by an inch bolt; the neck of the
bolt lrhioh paeaeII throuch the bM.rd ahoald
be square, a square i1'On plate IIhould be
fitted each lide of the board, t;hrough wJdcIa
plateR the bolt will pau. The 1'01Uld part; of
the bolt will puB through the gunwale and
strengtbeniBg the bolt will be titrlateaed
up b,. a thumb nut, and, to p1'8VeDt the lat.tsr
working into the ItrengthaaiDg piece, it will
be best to ha .. an iron plate inIide the
hole in the pnwale. The board should be
made of inch stmr, with two tIuoqh boHs
of tin. galvani8ed iron rod.
A. Ve'q ROOd plan for a lee board .....
recommended in the .Pield lI01IIe time ago.
If; CIOJlIIist8 of a board about 1Sin. by a,
su.spanded over the side of the boat (the flop
J
of the board being 1enl with the keel) by two
i1'ODI, wbloh reach up the side Ofti' t;he ...
wale, and are turned up aloq the midship
thwart, to wbloh they are fuf;ened by _
I'N. 1ft.
of two t;humb 1ICr8W8; at the lower _a two
screw bolts 00IID8CIt the irons with t;he board;
if one micht be Itted em eMh side
of t;he boat.
The advants.geB over the ordinary lee-
board are that it is not 1ID8ight17, i8 alwafl
held paralle1 to the keel without Itza.i.ning the
aide, and two tams of.. the thumb __ will
diaooJIDeot it in a moment from tile boIL
By unaorewing the irons, they, with the
board, take up DO 1'OOm in the botiom of
boat. If these irons be Iud to dHf..t
thwarts, a long board migbt be Itted ba
the sam. W&J I but JIIOQ mall W01Il4
Digitized by Coogle
:,

Dictionary 0/ General In/ormation. _
561
prefer a deep to a Joq one for sohag to
windward.
'H, By t1N.-In 1'1UIJ1ing nearly before the wind,
when a veaael runs off her helm 80 muoh ...
to bring-the wind on the quarter over which
the boom is; a V8r1 dangero1lll prooeediDg, ...
if there be uo booin guy a sudden gybe, or a
gybe .. all standing," ma;y be the reau1t.
For _ety, the helm Bhould be put down the
instant a veBBe! begins to run off. In mat;oh
sailing, in numiDg for a mark, ;yachts are
often brought b;y the lee through a shift
of wind, and frequently tohey are kept 80, if a
apimuU:er or &qU6reBal1 be Bet, and jf near the
mark, to BaTe a Cbe, ffYer;y preoaution being
of oourse taken to prevent the main boom
coming over, by hauling on the gu;y or preaBing
againat the boom; this risk, hOW8Yer, Bhould
onl;y be run in v8r1light winds.
Lee-going Tide.-The tide that is 1'1UIJ1ing to 1118-
ward in the direction of the wind. The
opposite to weather-going tide, which see.
Lee HBlm.-The helm put to leeward to keep a
Tessel to or b;y the wind. S;ynon;ym01lll with
slaok helm. If the centre of effort of
the B&ils is much forward of the osntre of
lateral resistance, the vessel will have a ten
denc;y to fall off, and will reqoire the helm to
be put to leeward to keep her close to wind.
The tendenc;y can be oheoked b;y reducing the
head sail, or b;y hardening in the sheets of the
after sail and eaBing the sheets of the head
sail. A. veBBel that requires lee helm 1'till be
an awkward oue, and in a heav;y sea a dan-
gerous oue to work to windward. The con.
trar;y to .. weather helm," which see.
Lee 8cv.ppet".-Inside the lee bulwarks b;y the
scupper holBB. To be alwa;ys in the lee
eouppers is to be alwa;ys in disgraos.
Lend G HGfId HfIftI.-An order to a peraon to
aaBist.
Let go cmd HG1U.-In tacking a square rigged
Teasel the order given to let go the lee b_
and haul in on the others.
Let Hw "HZ the Wlright 01 It.-An order to
keep a veBBel more off the wind, and not
allow her aaila to shake.
Lile BBZt -Applianoss for support in the water.
The cork life belts of the National Lifeboat
IDstitution (8 each), John-street, Adelphi,
are the moat highly recommended.
lAghtB.-The lights whioh all vessels must exhibit
between sundown and eunrise. (See" Side
Light.")
LimbBt- BOGrds.-Plank covering the floors of a
TeBBel near the keeleon. These should be
removed when a ;yacht is laid up, eo that the
hold ma;y be thoroughly cleansed of all bilge
water aooumulations. In ;yachts built with iron
knee floors it is a oommon praotios to fill up
all cavities along the keel or hogging piece,
fore dead-wood and apron, and deadwood aft,
with oement, first oarefully coating the wood
with Stockholm tar.
LimbtJto OZe/ll/'er.-A. small chain whioh is kept
rove through the limber holes in the floors at
the side of the keelson, to allow the bilge
water to flow freel,. to the pumps; oooaaiona1ly
the chain is worked ba.okwa.rds and forwards
to clear the hoIee. This contriT&Il.08 is eeldom
met with in ;yachts.
Line.-A general name for a rope, or cordage.
LtnBr.-A. line-of.battle ship.. An old name for
ships of the flrst and second rate, ... three
deckers and two deckerB. We belieTe the
term is not applied to fighting ships of the
present da.,..
LiMB.-A general term applied to the drawing or
design of a velsel ... depicted b,. fore-and-aft
lines. A. vessel is said to have "fine lines"
. when she is V8r1 sharp fore-andaft.
List.-A. veaael is sa.id to list when from lOme
eauBe--llhiftiDB of balla.st or cargo or weights
-she heels over.
ListWig.-A. narrow strip of plank, usuall;y 4oin.
in width, out out of the plank in ship through.
out her whole length, in order that the oon
dition of het frames or timbers may be
eumined.
LU/II/'d.-A. pieos of rope with a thimble eye
spliced ur one end, ueed in Betting squaresaile ;
sdmetimes the lisard is of two or more parte
with a thimble in each, the whole being
spliced into one tail.
LZoyd', &giBter.-The oommittee appointed in
18240 b;y .. Llo;yd's Sooiet;y of Underwriters for
the insuranos of shipe," to olaesify and regu.
late the building of, and keep a registrJ of all
ships. (See" Underwriter.")
LZoyd', YGCht Begi8ter.-A register of ;yachts
founded b;y Lloyd'B, 1878, in whioh the balld,
are, conditiOD, &0., of each ;yacht is eet forth.
The published register also CODtains rules
and tables of eoantling for the building of
;yachts. The 01B088 are W1Qte Lion Court,
Comhill. (See "Yacht Register."
Load-1AIGterUne.-The line of flotation when
Teaael is properly laden or ballasted.
Load-watet' .ection.-The horizontal plane at the
line of flotation.
Lob Bided.-I.e.rger or hei.vier on one aide than
ou the other.
Locw.-A. emall oabin, or cupboard, or eaTit;y
to stow articlee in.
Log BO/ll/'d or Log BlGte.-The slate on which the
hourly ocourrences in navigating a lhip-her
Bpeed, canvaa, oourses, the strength of wind,
direction of wind, and general condition of
weather-are aet down.
Log LiM cmd HIWp.-Au ancient oontriT&Il.08 for
testing the speed of a ship b;y throwing a line
overboard with a pieos of board oalled " the
ship," at one end, and then b;y noting the
time (usually done b,. a sand glass) it takes
to run BO muoh line ont. Maase;y's or
Walker', log are now oonstantl;y towed, but
the log line and ship are regularly used on
board large ateamers. (See" Harpoon Log.")
Log OfficiaZ.-see" OIBoial Log."
Long BOGt.-A. ahip'. launch l UBuallJ oa.rnl
built.
Q Q
Digitized by Coogle
562
Loag lAg t.md a 8horl batiDg to wind-
waM, when a veuel _ ..n _
iDtended _ on ODe tack thaD anothR.
Thu, say hn 00_ is E. aDd the wind
CGIIRBE
FIG. 26:1.
:>
8. E. by E. ahe would lie E. by N. OIUI tack,
which would be the long leg, and S. by E.
on the otIun-, which would be the Ihort lejr.
Loftg BMre.-A oontraet.ion of along ahore.
Long TCJelck BZocb.-A double blook with one
sheave. above the aAddle block,
which_.
Looi-out, 2'1Ie.-The men stationed on the bow,
.to., to wa.tch the appl"Oaeh of oth. shipe
to II88k the land, .to.
L0088.-Adrift; to 1IJI1ooee to unful; to 100M
tyera at a sail, &0.
L088 her of a TOssel when ahe loses
motion gradually comel to a stop.
LON Hi. N1fI7Iber at ll ... -(See Numbft.)
LotDer.-To cause thing to d_d_ to
"lown the topsail,".to. AD giYeD to
eaaeup halyarda, as" lown,"
LovIer llut..-The masts that are nut the deck.
Lubber', HoZe.-The opening in a masthead cap,
by which seamen get into the top instead of
by the luttock Imonda.
Lubber', Point.-The black line Itrob in the
front part of a oompul basin, by which the
dirlCtion of a v8l88l'I head it told. The
lubber I point is alwa.ys In a direot line with
the yelleI'I keel, stem and atftDpost.
LucJ,y PuJl.-A puff that .. heee" a TOssel in
olole hauled sailing.
LuJl.-To come the wind.
yom luff" il to luff all the ship is capable of,
without making hft aaila lhake.
1N.Jf t.md Touch Her.-To bring the T08IeliO near
the wind that the head aa.ils begin to shake a
little.
Luff 01 a BCliJ.-The weathn oloth In a ..n.
(See "W eathn Cloth.")
1N.Jf TCJek14.-A tackle oomposed of a single and
double block, the atandillg part of the rope
being fast to the single block.
LuJl upon. LuJl.-One luff tackle hitched to the
fall of aDOthn 80 as to make a double pu-
chase. .
Luggllr.-A nlael rigged with lug sails like the
Ilahing boats of this oountry and France.
Lug-BaM.-A sail let on a yard. (See" Dipping
Lug.") .
Ltwch.-WheD a 't'88I81 ill left 1lDIUpporied at
the bow, &tem, or amidahiPI, 10 that Ihe
makes a sudden dive forward, by the atam,
a heavy weathn or lee roll. .
tar,.to.
Beam! and joma in planb, .to.
.zivWg To.-The OODditioDof a ship whaD hoYe t;o.
K.
llcderel SIIr.-A sky ItraKed with he o1oada,
IIODl8thiDg in the _ of the IIhipee OIl the
back of a maokeral.
llczckerel TcKZed.-A boat with a Yft1 or
tIDe after body. "Cod'i head and maokerel'.
tail" .. full forward and 1118 aft," 0JI08
supposed to rapr8ll8llt the aoHd of least Jeo
aiatanoe l now the ordn is ravened.
JrGCU.-Built, as built mast, .to., JIIIIa1Iing that
the maat is not made of ODe of timbE,
but b,l8Veral P-bound
JroiA.-The opeD 0Cl8aJl. The priDaipal, as maiD
mast, maiD boom, maiD maiD aail, .to.
JramBftlJdtI6.-The em.ae bJ'eadth of a ftIIII81.
Jram CDK,..-The maiD sa.i1 of a IICJ1Iar& rlned
ship.
llClin K'ul.-The keelpropn, and not the keelaoD
false keel.
lllritaaMet.-The rope tackle which holda the
aft clew of the mainaail. A good
of maiJllheet a small boa' with boom to
the sa.i1 is to make fast one end of the IIheR
to one end of the thwan. near thaNto
(80 that the aheet ill olear of the helmsman)
take the end through a thimble eye in
a atMp MUDd the boom and down tmough
anoth. thimble OJe Itrap at the othR end of
the thwart; the hauling part _ be made fast
by a tum and bight aboye the latter thimbll.
This arra.ngement would do a 10ft. 12ft.
bcat, but in one of l&1'ger size a block should
be atMpped to the boom and thwari iutead
oltha thimblea. (See" Belay.")
JrCliuheet HarN.-A maiDaheet horae ill fze.
q1l8Dtly UIed in amall boata, and In Amari-.
In large yacht. as well. Leas m..maheat ill
required on a wind wh8D. the 10_ block
travels on a horae, and therefore the boom
_not lift 80 much and auiIIt; In tImnriDg
the sa.i1 in a batr. In'" -way, hcnnmIr,
there is lOme advantage in having more drift
between the bloob thaD wosld be Vft1like11'
giVeD 1f a wera ued. Far amall boats
to obviate the lhiftiDg of the maiDaheet from
aide to aide in tacking the ill of ad_
tags. The foraaheet 0aJl alao be made to travel
on a horae if the boat be decked half
decked.
man whose duty it is to go to
the mainmast head of a sehoonft to pasI the
lacing of a topsail, keep the topsail :rud olear.
.to.
Jr. Put.-To aeouraly bela, a rope join two
ropes.
Jru. B6Gdy TlwN.-AD order IIOJD8timeII giftD
to prepare to tack lower .. aail, as .. JIab
ready going about theN," the .. thaN JJ
referring to the orew.
Digitized by Coogle
811til.-To set sails. To add to Bails a.head7 lieroaa fire itwill be Bpoilt. Alitt.le of the liquid
set. To shake out reef.a. glue can be 1l8efull;y mixed with the other as it
.0" 8tem W/J!f.-To drive aatem as a v_el &BBiata in keeping it diaaolved. Tbe glue that
Bometimes will in. tacking b7 getting in ho1I8 l'1ID8 over the aidee of the seams shonId be
or through the head sails being thrown olea.ned off with a broad sharp ohisel and
abi.ck. remelted. It ia not advisable to IOr&pe the
Mo" the .Lm&d.-After losin, sight of the lBIld surp11l8 glue off the seams, aa it cannot be so
. to ""'proach and sight it. removed without leaving a ragged 1lJ18ichtl;y
.... surfa.oe. Tbe manufacturer of this marine
Malring A v888!ll is said to glue is Mr. Jeffry, Limeh01l88.
make no water if she is 80 tight that none Another marine glue, not easil7 spoilt in
ever gets through her seams, &0., into the Iaold. melting, and muoh oheaper, is made b7 the
MCln.-To appl;y manual power to &1I1thing, aa Waterproof Glue Company, Lapdport, Hanta.
" Man the capstan," .. Man the boat," &0. Mcwm.r.-A ...nor. Two hundred 1ears ago it
Man OwrlIoMd.-A ahout of alarm made on 'WaIf &pelt "maryner," and appeara to have
board ship when a man gets overboard b7 onl;y been applied to men who were perfect as
accident. In IUch O&8ee it is not uaual to _men. TbuS, from a muster roll made in
wait for orders, but ever;yone joins in if he the seventeenth oentur;y, we lind 80 man;y men
a_ he can be of Bemoa In throWing a life. aet down as .. maryners" and 10 man7 as
buoy, helping to a boat, jumping over. " aeafaring men."
board, &0. MCIt'b.-Tbe pieces of leather, &0., on a lead-Hne
M_ni. - An American term for a b00b7 (see "Lead.") In 80unding it is _I to
hatch. 1&7, .. By the mark," &0., if the depth. of
Man B'Mp.-An oldfashioned ouatom in the NaVy water IIOOOrds to a mark; if there be no
of m1l8tering the orew along the bnIwarks to "lDIIork," aa three a:nd live fathoms,
oheer upon parting oompan7 or meeting the leadsman 8&78, ":By the deep four," &0.
another ship. Losing ;yachts generaJl;y man (See "Lead.")
the bnIwarks and oheer a viotori01l8 yacht, Mar16.-To hitch spun yarn round a rope to
a custom prob .. bl;y derived from the praotioe aeoure ita parts, or round a hank of yarn to
in " lighting days" of one war lhip cheering secure it. (See" Selvages.")
another thatwaa an enemy. (See "Cheering.") MCIriiM 8:P'ks.-An hon implement tapering to
Marine GZue.-This oomposition is said to be oom a sharp point 1l8ed 14 open the atrands of
posed of 1 part india-rubber, 12 mineral rolK'for splicing, to tQrn eye-bolts, &0.
napthaorooaltarheatedgently,and20partsof MMHngal6.-A stay apread by a "dolphin
ahellac, mixed with it. The composition is now Btriker " to help secure the jibboom, the same
1l8ually employed to stop the seams of decks as a bobatay does the bowaprit.
after they are caulked. Tbeoldfaahionedplan Maat OarUM' or OM"--,.-Piocea of timber
waa to use white lead putty for the stopping vo,,"
and indeed it is at this preeent time oooaaion. fitted fore and aft between the beams to
. all;y 1l88d ; the objection to it is that it dries aa support the mast.
hard as a oement and cracks, the reanIt being Maater.-The chief'oftloer of a ship. (See" Sea-
that water gets into the canlking, rots it, and man.")
then laaky decka are the oonaequenoa. Mastllf' Mcwm.r.-A. master of a ... easel who has
Moreo ... er, hard putty is very difIlcult to get a master's oertiftoateof oompetency. Anold-
out of the without damaging the edges faahioned term. A" master mariner" is
of the plank, and then in re-nopping ragged popularly known aa a .. captain" among
ugl;y seama are the reanIt. Marine glue, on yacht sailors j but a _ter is only a self
the other hand, if it does dry and oraok can dubbed captain. Master is the correct term,
eaaIly be renewed, and the edges of the plank and the onl;y recognised one in law. A few
remain uninjured. yacht _tars have obtained the Board of
In 1l8ing marine glue the following practioe Trade certi1ioa.te of oompetenoy, and are
shonId be observed: In driving the oakum or skilled navigators; the majorit7, however,
cotton thread (the latter is lometimee preferred barel;y understand the use of oharts and the
aa it can be laid in liner strands, a of methods of keeping a dead reckoning.
oonsideration if the plank is cloee1;r laid) into JCasthBad.-The part of a mast above the hounds.
the' seams, the canlking hon shonId be
dipped in naptha, and not in oil, aa, if the Masthead. Light.-The white light which ateam
sidee of the plank are touched with the latter vesaela are required to exhibit at the ma.sthea.d
the glue will not adhere; naptha OD the other when under W&y'. (See" Side Lights.")
hand dissolves the glue and aasiats in closely Maathead Man.-In yacht parlanoe, the man who
cementing the _me. Tbe plank shonId be goea aloft to lace a topsail, &0.
quite dry when the glue is applied, or it will Masthead PendantB.-Tbe pendants and runners
not adhere to the sides of the seams. The
glue should be dia.eclved in a pot, and applied whioh help support the mast.
by lip ladles used for paying, two being kept Mast HOopl.-Tbe hoops to whioh the luff of
going; or the glue can be melted in the fore and aft sails are Bsized to keep the sail
lip ladleB. Great care must be taken that the to the maat. .
glue is melted slowl;y, 8S if it be melted over too Mast Bope.-Tbe heel rope by whioh a toPJll&!lt
002
. DigilizedbyGoogle
is sent up and lowered; not, however, termed
heel rope.
JCatck.-In competition ... yacht. In a moe.
Formerly all conteste between yacht.
termed matches. Of late years the term raoe
h... been more generally applied to BUch
encounters.
JCate.-An offioer nut In oommand to a master.
JCaul.-A heavy hammer used by ahipwrighte.
JCeakifIJI Inm.-An implement used to erlraot
old oaulking from .eams.
JCea8Uf'_t.-Generally written adm_
ment. The oomputation of a vessel'. tonnage
by certain rule.. (See" Tonnage.")
Meet Her.-Whenavessel begin. to fly to or rim
off the wind, to step her doing BO by the helm.
Generally to oheck a vessel's tendenoy to
yaw b,. aid of the helm.
Ieet, To.-To meet a vessel with the helm ill after
the helm baa been put one way to alter her
course to put it the other way to step the
oourse being altered &n7 further. ThiI ill also
called "cheoking with the helm."
Me ... -The number of offiOirs or men who er.t
together. Disorder; entanglement.
Middle Body.-The middle third of a vessel'.
length.
Watch.-The watch between midnight
and 4 a.m. (See page 120.)
Mildeto.-SailB if rolled up when they are damp
frequentl,. mildew, and it ill almost impoBBible
to get the etaina out entirel,.. Net sails
suffer mOlt in this respect, aa the " dressing"
not being entirely waahed or worked out of
them will ferment and eauee the mildew.
The stains can be partl,. sorubbing
the sail with fresh water and soap; then rub
the sail with BOap and sprinkle or rub w'biting
over it ; leave the sail to dry and bleach in the
sun, and repeat the proceSI more than once if
necessary. Both aides of the sail should be
sorubbed. Chloride of lime and other caUBtiOll
and acids would remove mildew, but would
almost certainly make the canvas rotten.
If ohloride of lime be used only the olear
liquor should be allowed to touoh the sail,
and the latter should be well rinsed in fresh
water afterwards (see "Bleaching "). If
sails are stowed whilst damp or wet, they
should be hoisted "Pin as SOOD as posaible
for drying or airing.
Mile.-(See "Knot.")
MisrifIJI BtaYB.-To fail in an attempt to tack.
(See page 85.)
Ili.en Bwmpkin.-A short spar that erlands from
the taffrail aft for the lower blook of the
mizen sheet to be hooked to. East oountry
yachte have this bumpkin generally orooked
downwards, the reason given being that the
downward orook shows up the sheer of the
yacht. A more practical reason, however,
oo.n be given, and that is, if a bobstay
is used, a more effective purohaae ill ob.
tained for it.
Miunmast.-In a ship the after mast. So alao
in flo yawl or ketch.
Mi.en Btay,ail. - A sail set "flying" from a
yawl'. mill8DDl&8t head to an eye bolt on
deck forward of the mizenmast. Generally
let with a quarterly wind.
Moment.-A weight or force multiplied by the
length of the lever upon whioh it aote. Sail
moment generally meana the area of uila
and the pressure of wind upon them multi
plied by the distanOi the centre of effort is
above the oentre of lateral resistanOl, which
represente the length of lever.
Momentum.-A forae represented _ by a lI'eijrht
and the velooity with which it is moved.
Moon.-Sailors ""'y there will be a moon at suoh
and suoh a date, meaning that there will be a
new moon or full moon, from whioh the time
of high water is oaloulated.
.MOOf'.-To anohor by two cablea.
Mooring Rmg . -The ringe by which the chain
is attached to large atonel used for moorings.
Sometimea the bolte that hold these rings
p&II8 olean through the stene, and are II801U'Od
undemeath, but a more IOODr8 plan than thia
is that known as a " Lewis." In the engrav
ing a is the ring or lhaekle, b a bolt with a
PIG. 2M.
aorew nut and lineh pin; c e movable pRts of
the bolt; d the key or wedge. When the key
is in its place the cavities, if any, can be
filled with lead or aulphur.
McwnifIJI Watck.-The watch from 40 a.m. to
8 a.m.
Moulded.-The depth a timber is made between
ite curved surfaOlB ... diatinot from it. aiding,
w hioh is the thiokness between ite flat
surfaces.
.Moulded Brea.dth.-The greatest breadth of a
vessel without the plank.
MouldB.---{lurvea used by dranghtemen. The
skeleton frames made by shipwright. to out
the frames by.
MoumifIJI Eibbon.-A blue ribbon or stripe run
round a yacht's side, inatead of a gold or
white one, to denote mourning. Mourning is
also denoted by flying an elllJign or bmgee
balf-mast.
Jl'ouri1!gs.-Yarns wound round hoob to pn-
vent them becoming detached. India.rnbber
ringe were in use a few years ago ...
mousinga for oliphoob, but IU'O Ilever met
with now.
Dictionar1l of General Information.
560
'JrudiGft mg.-A of II Bermuc1ia1l
Iitr"
"""Un.-A alang term ginn to the aaila I
renerallJ applied to ballooD Baila.
I_Zer. - A Btrong wind that -biowl direotly
down a V.sel'l intended 00VIIe. S;ynoIlJDlOUS
with "DOH-eDC1er."
lI.
NcHZ-NII cz.ncA.bvMt Bollt.-This iB when the
DBil faIrteDingB have beoome looBe in a hoat
BO that ahe leab. Kr. J. C. Wiloocks
reoommendB that the boat Bhould have the
whole of her beJlaBt taken out; let her thaD
be thoroughly o1eaned out 80Dd laid on her
Bidel, with auilloient weight to keep her BO
until the water begiJ:uI to oome over the gaD'
wale. A m80D Bhould be inBide with aome
ohalJr: or white paint, 80Dd IIIAl'k every leak
which beoomea viBible, lint OD ODe aide, then
on the other; or the boat CloD be ha1lled up
80Dd Oed with water 80Dd IIIAl'ked outside. If
the boat be decked, 80Dy behind bulk
heada or in the oounter must be oarefulq
uamiDed, 80Dd "lIIAl'ked in the aame IIIaDlIAIr.
After all the leaks have been diBOovered, let
her be dried, and every DBil emmined; the
landl or joiDinga of the pl80Db ahould alIo be
tried with the blade of a very thiIt. bife.
Any riveta which have worked very loose
must be out out, 80Dd replaced with na.Ila 80Dd
rooves of a larger Bi.ae, 80Dd through the chief
parts of the bottom it will probably be D_
eary to put 80D additional Da.il between every
two origiDally driven. Many of the old na.Ila
which are ODly a little .lack Bhould ap.ia be
hardened by a few tap. on the iDlide, a boy
holding on against the head of the nail on
the outaide. After this work has been thus
gone through, melt a pound of pitch in a
pllon of boiling Stockholm tar, 80Dd give her
a good GOat inBide up to the level of the
inaide of the look81'l-that ia to .y, aa high
aa it CloD be done not to interfere with the
paint. The garboard strake fastenings, 80Dd
alIo thOle of the hood ondl, must alIo be
uamined, and will be certain to requim
careful oaulking. In tarriDa' the boat inBide,
the ledgea or l80DdB should be quite Oed up
with the boiling std.
NeGpBd.-The Bitua.tioD of a v..I that gets
aBhore during high water at spring tides,
80Dd aa the tides get ahorter every day
towarda the neap tides she O8oDJIOt be ftoated
of! till the nen spring tides. GenerallJ
termed be-Deaped.
NetI1' Ttdu.-The tid. which ooour between
new and full moon; spring tides being at or
near the new 80Dd full moon.
NIGr.-Very oloae to the wind, 10 that the ...ul
lhake or lift.
N_ tM WWI.-Cloae to wind; generally used
in a 88D88 to oonvay the meauing that the
ftIael ia too near the wind, as" She's Dear
forward," meaning that the head ...u. are
or lifting. (See" Nip.")
NettIu.-8mall linea or 1I8ed to support
hammockl when they are slung under the
beamI. A.lao reef pointe are _.tim.
termed nettles.
NIIID -The iDtimatiOD oonveyed lternly to the
watch below to tum up when they do not
obey the flrat SUIUlUODll, aa "Do yon hear the
news there, sleeperl P"
NiggUftg.-8ailing oloae to the wind or too 01088.
Bhort bight in a rope, suoh aa the part
that goes round a &heave, .to. To nip a
v...I is to aa.il her very olOI8, or too oloae,
to the wind.
a rope by orGIll turns.
No N...,.,.-An order given to a ateerlllllAit not
to luff 8oD1 more, or not to bring the ve8881
80Dy 010181' to wind. When aailiD.g free a oourae
ia frequently given to the stesram80D thUSt
W.B.W. 80Dd no nearer, or S.E. and no nearer,
which may be varied .. Nothing to windward
of W.S.W.," or whatever the oompaas oourle
mal be.
NOMJbag.-A name given to a jib, generally m88oD
ing a jib that ia too big for fihe after eai1; or
a jib that belliea out into a bag.
on end. A wind whioh blowl-
direotly down a .,...el'a intended OOUIe, in
volving a dead beat. (See" MUHler.")
N_.-A alip bot or running bight in a rope.
Number.-The number of a ahip in the registry
kept by the of Bhipping;
hence when a ship .. makes her number" Bhe
hoists the signal flag denoting her number BO
that her name may be read. A.lBO the Dumber
of a _ on a lhip'l book. .. To 1088 the
Dumber of the meu "ia to fail to appear
at through drowning or Budden death.
O.
OMI I-An order given to _e rowing 80Dd to ..
up the oars. (See" Lay in Oarl.;" 80Dd
Pll"e 116.)
OI.-The opposite to near (which _), as .. Of!
the wind." "Nothing of!" ia 80D order given
to a helmlm80D to steer nothing to leeward of
a particular oourae, or to aa.il nothing off the
wind, but to kesp the veaael fnU. 80Dd bye.
(See .. No Nearer.")
01 cmd On.-Beatiur along a shore by a board
of! and then a board on.
0Ji.c'a.l. Log.-The reoord of a voyage oontaining
aJl matters relating to the crew, &0., whioh
the law requires to be kept.
OJi,ng.-Awayfrom the land, Beaward. To mr.ke
80D olBng ia to aa.il away clear of the l8oDd,
.. 01 She GOtJB I"-The Ihout raiaed when a
vealel begins to move at launohiDr.
On.-In the direotiOD of, as .. on the bow," .. on
the beam," "on the quarter," .. on for that
buoy," &0.
On II BOUIlWIB.-Cloae-ha1lled. GenerallJ applied
to the square rig when a ship baa her
- bowliD. hauled tautto keep the leech. of
the Baila from shaking when Ihe ia o1oae-
hauled.
Digitized by Coogle
On End.-A mast ia aa.id to be on end when in
ita place ; literal1y, ltanding on ia end.
Generally applied -to topmaata.
On II not off the wind.
On an Etuy B_HN.-Not quite oloe .. haulea;
a good full.
OM, Two, 2'1Mw, Hcwl/-A 01'1 raised by the
foremost hand in hauling on a tackle. All
handl throw their whole weight and atreDrth
on the rope or fall at the word" Baull"
Op..-Upon aa.iliDg round a point; or headland
when an objeot _ into view.
OppoA" TIICb.-When of two v-w One is on
the port tack and tile other on ._board taok.
Orosi taob.
S-. - On boud a lII&1lof.war
a 701U1&r ar.i1or not yet eftloieD.t in his
duties 10 aa to entitle him to the rank
of A.B.
<NIer cmd I_ Tume.-In bending a sail to a
yard, the outer turu haul the ...n out taut
along the yard, the mar turns leoUr& the
u.il.
Out1wwl.-A rope or tackle by whioh a lail is
hauled out on a Ipar, aa diatinot from an
iDhaul b7 whioh it is hauled inboazd.
Outrig,fW'. - A oontrinnoe of &Ome Bart for
extending a ...n or stay outbolrd. A name
for. ktndof rowboatwhioh has the rowloob
extended beyoud the boat'l aide.
Owr.C_llUed.-Too muoh o&1lvaa.
Owf'/tillB. - The I'OIII'h watler oaueed by the
tide POlllina' 0Y8l' a rough or preoipitou
bottom.
OII""hmag.-The II bee of the head" or the
curved pieoe of wood Btted to the Item to
form ..- graceful or ornamental ourve. Also
the inolination the .tem has outwards from
the end of the watarline forward also the
overhanging part of the oountar A:IJ3.
thing that projeota beyond the baae.
DvlH'hauZ.-To overtake anothar venal ; to looeeu.
the parts of a tackle; to ease up, to alaoken,
or free the fall of a taokle; to Ilaoken or
"lighten up" a rope.
/HIV part, lpara and ...u. in
oluded, of one veBBel ooverB or overlape IHIf
plln of another veaae1. GenInlq when &D.J.
thing partly cover. aaother thing.
OwrmoU"d.-Maata that are too 1aqre or 10nr
for a velnl.
o.,,,,,.rigged.-Generall,y more riBrinIr, I5p6r8, and
oanvaa than a v8lll81 will properJ;y bear.
Owr-uf.-To oaue a oapeile.
Ovenhoot II go up to a mark with
too muoh wa7 on 10 that the v .... lhoots
past it.
Ov6t'-t'eClCh.-To stand 10 lome CJJl a reaoh that
upon taoking the V8BBel 0IIa fetoh muoh
farther to windward of a mark than was
neoe8aary or deeirable.
Over,tand.-In beating to windward to ltand
on a board 10 lome that the yaoht is able to
olear a III&1'k farther to windward than
de.iredj ovoratood. (See" Over-reach.")
OwrtaU.-To approaeh a veaael tIIat ill -.iJbIc
. ahead. The" rule of the road" ia ibat all
ovartakiDB V8II81 must keep olear of tile
veenl ahe overtakee; the V8BI8l 10 0't'IIriakIm
must, however, keep her 001lrll8 8teeclil7. In
oompetitive yacht aailiDg thU rule ill _
what different, aa it aJlowl the that is
overtaken to alter her 00UrI8 to windward to
prevent the other paaaing har to windward ;
ahe must not, ho_, altar bar __ to
leeward to prevent the overtaking nual
puejDg.
P.
PIIIint.-(See .. Blaok Pt.iD.")
PtMtfW'.-A rope spliced to a ring bolt in the bow
of a boat to make fast by. "To let go tile
paintar " is ftguratively to depllri.
PtJ&m.-The guard and thimble ueed by .n
makera. Also the BIIke of an aDohor.
P"'tf'v.-A wind iI to be paltry thai iB Jirht
and inflermittent, or varying a great; cJeIIl in
direotion; batIling.
PCMWclGZ6.-To roll a apart oaak, &0., by p1MiDg
it in the bight of a rope, one end of wlPch iB
fait, the other hauled upon. (See pIII8 lHo)
Parcet-To oover a rope wWa ekipe of o&1lftl
painted or otherwiee. The oanvu iB WOIDId
round the rope and ltitched or .. BIInId"
lrith spun yam.
PlJrreZ Of' PII",IIt.-Bopea or irona ueed to I8D1D'8
yards at the alinga to the mast ; rope parrelI
are oommonly rove through la1la of wood, 10
that the7 hoist eaai1y on the mast. l"aIreIa
are ulled on the jaW'll of a gaff. An.,. iI
UI1I&l1y spliced in either IIDd of a p.ueL
PannerB.-A etroD&' frame of timber bed ],.
tween the deok beama to receive and auppod
the mast.
P __ To reeve. Aleo to bancl tbiDg one fIom
_other'.
PtlMage-A. v018l8. To oarq a.-- from 0118
place to another ia to give a pueap.
PcwI Of' P_I.-An iron bar ueed to pl'ImIIt
the bIWlk reooD of the barrel of wbad
laaa, &0.
Pa",' Bitt.-A ron. timber from the deok to ..
keelson forming one of the bowaprit bittII.
Pa.y.-.To run hot pitoh and tar, or marine rJue,
&0., into I8&IDII after the7 are oanlbd..
Pa.y Off.-When a v8ll8l'I heed I08B 0 to ..
ward by virtue of the head I&ile put
aback or the helm being put up.
Pa.y Out-To veer or alaok out; ahaiD. or rope.
p.u.-The upper after oorner of pff aaile,,.,,
topu.ile, lagaila, &0. A eai1 is aid to hava
a great deal of peak wheD tile ... or yard
mUM ".ma1l angle witll a vertia.t. A low
peak meanl a !at-headed aail.
P6Clil .DotIm1wwL-A rope rove thro1Ieh a .mp
blook at the pff end to haul .pon whlll
lowering the mainr";).
Pea.1I HlIZyardB.-The JaaJ.yude by yhiaJa the
pea.k of a B&il is hoieted.
Digitized by Coogle
Dictionary of GeneraZ Information. 567
PNlc Ptwc1&tal .. -A teokle attached to one 8IId of
the peak haIJarda.
atout rope to which tacldea are
attaohed.
Pmtwmt 0'1' Pmcicmt.-AloDg white lItreamer with
a St. George'. erG .. at the hoist, 1IB8d OJIly1lJ
shipl! of the Boyal NaY1. It is aa.id to owe
ita ol'igiD to the following incident, a Dutch
A.c1miral hoiated a broom at hia mr.athead ... a
II1IDbol that he would aweep the EDgliah from
the _; the EDgliah A.clminl retorted by
. hoiatIDg a long *-mer to d8llOte that he
would whip the Dutch off the ... ; the
EDgliah .A.dminl more nearly suooeeded in
hia objeot tban the Dutohman did. A Com.
modore baa a broad P8DD8Dt Gr lIW8l1ow tan
Bag. (Bee II Burpo," II HoiaIiing Penna.nt,"
and .. IriBh P8DD8Dts.")
Pder.-(Bee .. Blue Peter.")
p,t/w Bot1.t.-A amaJl Bahing boat, sharp at both
enda, 00IIlDl0D at the mouth of the Tham81
UId lIedway.
PetUcoat 2Toue.".-An anoient prD1ent worn
by aa.ilon, DOW oDly ueed by "herman; a
Idud of kilt. .
Pig.-A hea"1 _I of Iron or lead.
Piz. Dftvtng.-Pitohing hea'rily and fnquentq
in a abort ateep -.
P'Iof.-A person who takel oharge of a ahip in
DaftOW or daDgeroua ohauuela, and, who from
hia looal bowled .. of the lI&IIIe _, or oaght
to avoid the of IIfftDding.
PmtZlll.-The metal hoob by which rudder. are
attached to the gudg80D8.
PijIe.-To B1IDIJIIOJI8 men to duty by a whistle
from the boatswain'l Qall.
UfI.-The wind is laid to pipe up when it
in_ in Itrength suddenly.
P,fclMg.-The plungiDg motion o! a v8ll8l when
abe divea by the head; the opposite .. otion
to '108IlcliDg, whioh is riaing by the head and
BinkiDg b1 the &tern.
PZmalMIg.-The outside akinofa TIIBBl; plankl&id
on the framea or beama of. v811181 whether
inside or outaide.
PZa.M BheBr.-The outside plank at the deck
edge which oovera in the timber heads, and
abowa the sheer of the T8laeL The lI&IIIe ...
covering board.
PZGiform.-The floor of a cabin. (Bee II Deck.")
PZy to - Plying to windward is
Iynonymoua with beating to windward.
Pomt..-(See "Beef Points.")
Pole.-The part ofa topmast.bout the &houldera.
Pole JrGd-A long mast without a topmaat, but
with II long II pole" or piece above the h01lll.da.
POOJl.-The raiaed part of a Tllael at her extreme
after end. To be pooped is when numiDg
before the wind a _ brea.b in over the &tern.
POO'I' .Tok-Dried hake, a _Bah caUBht on
the wen cout.
Port.-The left hand Bide, the opposite to ate.r-
board. l'olBl.ly termed larboard, which aee.
To porf; the helm iB to put the tiller to
port 10 that the veaae}'. head goes to atar-
board.
Portable DttIgm..-Numeroua plana have been
auggeated for the oonatrnotion of portable
cliDghiea for IIDI8Jl ;yachts, the beet bown
perhapl being one adopted by Bi1ren, the well-
mwn boat builder, in 1858. . The boat wal
divided longitudinally into halvea, ea.oh half
being a oompleta boat, longit1ldinal bulk
hea.dItoommg aa high ... tTie thwarts; three iron
olampl! were fitted to we half of the keel, into
which the other half of the keel WM fitted. The
top part of the bulk:heade were kept together
by thumbollOl8Wll ineert;ed above the water
line. The boat WM 9ft. long, and 4ft. brCBd;
in ahape ahe did not difter from an ordinary
dinghy when put together. She WM used in
a 8 tonner, and when not in uae one half WM
.towed on either Bide of the cabin below. It
wu laid that thie boat oould be put topther
in half a minute. In 1862 Biften built a
aimil&r boat which waa not 10 well recom-
mended, on aocount of the multiplicity of
faateningB. The obvious objection to IUch
oontrivan_ is of oonrae the trouble of putting
the partB togetherwhen the boat haa to be ueed.
(Bee "Berthon'l Collapaible Roata.")
Port. cmd PorlhoZu.-8qua.re holea in the Bide of
a ahip for the guDI, &0.
Port SUz,.-The bottom framing of port hole to
which the lower half-port or shutter iB hinpd,
also the frame to which the upper half-porf; is
attached.
II BOllt.-.A.ll small boats, if poIIible,
.hould be hauled out of water or beached
when not in UI8. Va.rniah prel8rTea the wood
from water abBorption better tban paint.
Wh_er the 1'&I'IIiBh beoomea worn, the boat
Ihould be re-ooated.
P"" oj the eail a veaeel dare oarry.
Pr_ter . -Additional rop81, .11, tacld8l, &0
used to prevent aparl being oarried awa-y if
their proper .11 give out, .. preventer
baokata.ye for the topmast (aee page 27),
preventer bobetay, &0. A preventer is also
any rope or laahing uaed to prevent lOme-
thing giving wa-y.
P..-t"" lC-.-An old fuhioned name for a
00Mttraa.rd man. whOle duty it iB to prevent
or deteot the lancliDg of Imuggled goode.
Privateer, FlAg.-The Union Jaok with. red
border.
Prowt.-A deolaration that a ;yacht hal not
conformed to Bailing rulea.
Pu,I.-A gut of wind. A free puff is when it
anablea a T81eel to luff; a foul puff when it
breakl her oft.
P_t.-A amall boat or dinghy.
Plmt B1Kldmg.-The following direotioDl for
builcliDg a flahing punt were given in the lWld
lome time moe :-Take for the aidea two lin.
planka 16in. wide and 14ft. long ; for the endl
uae 2in. plank. Out the atern-pieee SOin.
long at bottom, and 4Oin. at top ; out the bow
piece 121n. long at bottom, and toin. at top J
Digitized by Coogle
then emf; a oenu.pieoe 12m. wide, 4OiD. long
at bottom, and 50in. loW at top I put theee
p ~ in position, and lI80urely nail the Bid ..
to them I this can be readily done bJ bringing
the pIanka into plaoe bJ _ of a rope,
twieted bJ a short lever. After the Bidea are
thua aeoured true up the bottom edpB, and
plank orGI8'It'i88 with thne-quarter Inoh plank
one-elghth of an inch apart; caulk theee
1811mB with oakum or ootton, and pitch the
whole'bottom, and Bin. or Sin. up the Bide
A. keel lin., 2in., or Sin. d .. p can then be
nailed on, depending on the depth of the
water where the boat is to be uaed. For _t.
nail a plank a.oroII eaoh end, and one for the
rower cmtr the middle pieoe; two rowloob,
3.
4. 5.
I'IG.266.
about 8m. above the Bidea of the boat,
oomplete the job. Theee can be made of
plank, set up on end, and faatened to the
inside of the boat. A. oommon carpenter can
make sUoh a boat m about two days, and, if
planed and painted, it loob well. The ende
ought to mcline outwa.rdB about Sin. to the
foot. No. 1 ShoWI the skiff oompleted, but
with a stern pieoe a.da.pted for ltearing with
an oar; No.5 is a diagram of the ltern pieoe ;
No. 40 the bow pieoe; No.2 the midtUe piece,
and No. S the rowlook. By putting m two
pieoea in the middle the required diBtanoe
apart, and perforating the oross Plankin
between them, a well would be readily formed.
Purc:ha.ae.-A. tackle; any oontriYaJloe for in.
CD'8II.8ing meahanioal power.
Put Ab6ut.-To tack ..
Put In.-To oall at a port or harbour.
Put OI.-To leave, u to leal'e a ship's Bide or
the more.
PyW.-An ancient Eng1ieh boat uaed for !shing.
Q.
QuMter Dec&-The deok abaft the main _t
where the crew are Del'er 8een unleae duty
eaJle them there.
QuMter PIUt.-A. warp or rope made fast to the
quartBr; a quarter .pring.
Qv.Mter lClIfier.-An oilloer who _ that the
ord8l'8 of the mate or muter are properq
executed, &0.
Qv.Mter fimb"...-Large pieoee of timber II8Cl1ll'IId
to the transom frame, which support the
oounter.
Qv.Mter Wcitch.-When the two watoh .. are IUb
dirided into four watchee, so that onl7 one
quarter of the crew is on deak at one time ;
IOmetimes obterved m light weather.
Qv.MUr Wind-The wind that blows on the
quarter, or four or more ,point. abaft the
beam, but not dead aft. (Bee " Compa.aa.")
QucwterI.-That part of a yacht or ship DeareR
the stern.
B.
BGbbd or BebGU.-An angular ehannel or groGl'e
out in the keel, stem, or sternpost, &0., to
reoeil'8 the edges or ends of the planlr:.
Bac6-A. oompetition between yaellta. A. strong
oummt or tide running Ol'er a pit-like bottom
producing Ol'erfallI. (Bee" ()yerfallI.")
&ciag 1'lag . -The Bile of raoing Sap will be
found under the head of .. Flap."
Ba.c:Wtag.-A. rope or aeiIing uaed to laah the parta
of a tao1tle together, bJ taking Bel'eral tuma.
80 u to keep them from running through the
blooka, whil8t the faIJ. is cut off for some
purpoee, or whilst one hand belays the fall
made fa.at to lOme dxture by one end and
then puled round and round a rope to hold
the latter by. (See pp. 401 and 69.)
Bcl/ee.-The square topsail aet 8ying on the fore-
topmut of sohooners, and formerly often set
On outtera and ketches abol'e the a q ~
Sometimes this topsail is triangular in abape,
like a aoraper.
RcRZ.-The timber tltted on to the 'heads of the
bulwark BtanOhiOUB. Called alao .. top ran."
RaMtng A BOAt', Anchor.-(Bee .. Anchor.")
BGiling lrlln.-A. sort of ohisel for relllCl't'iq the
paying and caulking from _
Ba.i8ing TIICA:. and 8heetB.-To lift the olewa
of lower aqa.a.reea.ila prerioua to tacldIIs or
w8lring.
BGke.'-:To lean forward or aft from the l'ertical,
u raking maets, raJdng sternpolte, nkiDa'
etem, &0.
Bllkiah.-A. l ' ~ that has a look of speed
about her, probably originating from the fast
..hoonera of former days that'had raJdng
ma.ats.
BGmp.-In closehauled aa.iling, to aail .. l'easel
alone a heal'1 full withont easing up the
sheets.
BAm.ping hU.-Ba.rely oIoae-hauled.
Baillge.-Boope. To range is to arrange I to ranp
the cable, to place a lot on deck in faltea read7
for veering out.-To give a range of cable is
to l'eer out enough in letting go the anchor to
bring the l'eseel up without or.usina' muob
Digitized by Coogle

.
strain to oome on the bitt.. - To aa.il
near to, ae to range up to windward, to
range up alongeide, to range aJoug the
ooaet,&o.
BGp FuU.-The aame as rampiug fulL By no
meanl near the wind.
Bats oj G 07r.nm0meter. - The daily lola or
gain of a chronometer in relation to mean
time.
BatZiRU.-The IJDIIlllinell whioh croll the shroudl
horizontally, and form the mnp of a ladder.
Not generally UI8d in yacht. of ~ tons and
under.
BGttZe Doum.-:-To b ratlin81 to the ahroBdB.
BeaeMrtg.--Bailing by the wind. ... II reach" iB
the diBta.noe Bailed between tacks, and meaDI
the I&me as board. To" reach" another
'YOIBel iI to pasB her. In reaching a BOhooner
of 150 tona, I&Y, will p&IB a outtsr of J.OO
tons; t1Iat iI, will .. fore-reaoh " her, but the
cutter holding- a better wind will generaJly
keep the weather gauge. A" reach" iI a
diBtanoe a yacht can Bail from point to 'POint
without tackiug, and often auch a reach d08B
not require the yacht to be quite oloee.hauled.
A reaoh is also the dilta.Uoefrom bend to bend
in a river or olwme1. (See" Bead Reaoh,"
and .. Fore .Beaoh.")
.IteGdy. About I-The order given to prepare for
taokiug.
&My, AU.-Everybody llUlke ready.
Betw Oommodonl.-Thethird fiagoftloer Ofa.yaoht
olub, who baa no dutieB in the prel8BOB of
the Commodore or Vioe-Commodore. Be baa
. two white balla in the upper corner of biB
pennant.
Bear Guard.-(See " After Guaord.") .
Recognised Yacht Olub.-A term very frequently
used in yacht rules ; formerly it was a. genera.1
oondition that .. a. member of a. Roya.l yacht
olub Bha.ll be on board " each ya.oht oompetiug
in a. ma.toh, who iI rOIponsible for the due
obeervanoe of the Bailiug rulOB. Often the
rule required that a. member of the particula.r
olub under whoBo a.ulIPiceB the ma.toh was
being Bailed should be on board. All clubB,
however, have not the right to be styled
.. royaJ," and the word .. reooguiaed" yacht
club beoa.me introduoed as an equiva.1ent for
.. royal." Since the eata.bliahment of the
Yaoht Ba.oing AaBooiBotion the term .. reoog-
niIed" iI a.lone contained in the rule. No one
li88liiii to know exaotly what .. recoguiaed "
mea.ne; strictly it should mean a olub with an
Admiralty warrant, but any .. ya.oht club" is
oousidered .. reoognised" whioh iB orga.niBed
by yaoht owners for the promotion of properly
oonducted yacht ma.tohes. (See II Admiralty
WlIol'l'ant," .. Royal Yaoht Club," .. Burgee "
and .. Enaign.") ,
BH/.-To Bhorten Bail by reelng. AlBo to
shorten a Bpar, as to ta.ke a. raef in the bow
sprit. The topmasts of lOme ya.ohta are
ma.de with one reef in them. In BUob _ a
thimble eye ileeized to the baobtaYII for the
blooka of the fa.Ils to be hooked to when the
reef iI ta.ken in. The depth of auch a. reef is
UB1lIIlly about one-sixth the length of topmut
from first lid to sheave hole. When the toP
mast iI lowered to aeoond lid it is oaJIed
reellug, not hoUIIiDg.
Ba/ BGfId.-A Btrip of canYIWI sewn &crOIIB the
Bail in whioh the eyelet holeB are worked to
receive the reef points. Not a.1w&ys met with
in ya.oht Baile.
Ba/ OritlgZeB.-The large oriugles in the leeoheB
of sa.ile through which the reef pendants
are rove and tacks or sbeets hooked. (See
p.27.)
Ba/ HMiftg.-(See "Reef Pendant.")
Beef KfIOt.-(See Fig. 22, p. 69.)
.Beel PmdGnt (oa.lled also .. reef earing").-A
short a.nd strong rope (with a. Matthew Walker
knot in one end). ODe end of the pendant iI
P&IBed up through a hole in the olea.t on one
side of the boom and stopped by the knot in
the end. The other end is then passed
through the raef oriugle in the Bail and down
through the shea.ve hole on the other side of
the boom. (See pa.gei 26 and 69.) Beef
pendants are rove on opposite &idee.
BM/ Poinu.-&ort pieoes of rope a.tta.ohed to
aa.ile to aeoure the foldl rolled up when reeJID.
(See page ae.)
BM/ TGCli:I6.-The ta.okle hooked to the reef
pendant..
BBgilter.-A oertilioste of a VeBsel's register
granted by the RegiBtrar-General of Shipping.
It iI not a document of title.
BBgWtry.-A register of all British ships kept by
the BegiBtrar.Genera.1 of Shipping. When a
ship iI regiltered, ~ following doouments
must be produoed: (1) Oertilloate of CUItom
Bouse meaauriug officer. (2) CertiIloa.ts of
Board of Trade Surveyor; in the _ of
yaohtB this oertilioate iB not reqn1red. "(3)
Builder's oertilioa.te, or if the builder's oerti1l.
oa.te cannot be obtained, a document aetting
forth all that is known of vell88l. (4) Deola..
ration of ownership. .All V8leelB, yachts, or
otherwise of 15 tons N.H. and over must be
ragiBtsred. Yaohta, howev.er, of 1_ than 15
tons can be registered, and iii iI a.dviBa.ble to
have them 110 registered for the lI&ke of hold
iug the register, obtaining the .AdmiraJ.ty
wa.rra.nt, and beiug able to prove nationality
when 't'iIiting foreign parle. The name of
a veBsel onoe regiatsred oa.nnat be altered
exoept with the sanction of the Board of
Trade. A quantity of uaeful information
on the registry of shiPII will be found in a
little book by Hr. HilOB Stapylton, published
by Oliver, St. DuData.n'1I Bill, E.C., and oalled
the "Imperial Guide to Registry of British
Shipping." (See a.lao "Yaohts" a.t the end
of the Appendix.)
RfmdBr.-To llla.oken or e&I8 up. A rope ill
aa.id to nnder whan it ala.okena without
warniug.
BBews.-To put. rope through a hole of &n7
kind.
Digitized by Coogle
6'10 Yacht ana Boat Sailing.
to BeaufOJ, .. plJm8
mond II011IIIl1J at a rats of 10ft. per aeooud
meets with a nlilta.uoe of UI5lb. per equare
foot. The zeeiatance variee &I the 111_ of
thevelocit,y. GeneraIq.unc1eretood to mean.
the reeistaDoe a veasel meets with from the
friotion of the water on her oopper and the
waVetl Bhe ma.a.. (See II Salt and l!'reah
Water.")
of plank 01' timber,
ueUr.1l7 thnwided, and aometimea called
harpfDcs, I8C!Ur8d to the fram81 of a v8llle1
iD- a forHlolld-aft direatioD, when Ihe is build-
Ing, and npr8ll8DQq the 4iriam. linea or
geodetio liDeI..
BIn . ....:. The fr&IIIIII or timben of a lhip or
boat.
BW.-To net at anoh01', or to be held by an
anchor.
Bidg. - The 1'OpeII rove thro1qrh the
8J8I of metal staDobione Itted in the top
rail
lUdWIg D_-When men go aloft and hIIIg on
the hal1U'd1 and &IIiat b1 their weight in
hoisting -.ils.
lUdWIg Light.-The whits globular lantarn hung
on the forena,. of v8llle1e whell riding at
anohor_
Big.-The arrangement of a v8l8e1'a span,
rigfDg, IIId aailI, &I aohoouer rig, outter rig,
l1lllf8l' rig, &0. To rig is to at the IpanI with
riging, &0. To rig out is to It out.
Bigh' ..4.WIl1l.-111 the c1ireotioll of. An Ameri-
Cl&II. term for quiokly ont of land, or move
ahead.
Bight HIIftd Bo,pe.-Bope laid up or twisted with
the 1I1ID.
lUtsg Bolt.-A bolt with aD..,. and a riqthrough
the eye.
IUfIg TIHt-The atudam. sail of a gaIf sail.
. (Sea page 79.)
Bing . -Boov81 for bolt or Dail ollnohillg.
BiMg PZoor.-Diatinot from IIat aoared, lat
bottomed; Sharp bottomed. (See II Dead
Biee.")
BiMg Itted inaide emall boatII to
etnqtbeu them and apport the thwute.
Boach.-The ourved part of the foot of a
aa.iL
BoGcIIteod.-An op8D anohorage.
.BoUered .reel-A keel whose eudI oune upwardl
thu'-". (See" Cambered.")
BoZUng.-The tranavene motione of a ship when
aJllOIIget waVIII.
BoUing Hite'la..-A W&J' of faat.aDfllg a rope to a
spar, &0. (See II Strop.")
.Boom IIftd distance from. the O8Iltre
of one frame to the O8Iltre of another.
BootuJ.-(See Ruff.")
Bo,pe.-Ropee are of three kindl; thlee-atrand,
four-Itrand, and cable-laid. A lIumber of
1arJI8 twisted topUler forme a IfiraIId.
Three-atrand rope (see Fig. 266) ;1 laid right-
handed, 01' with the 11m (lODl8timea tanned
hawser-laid)_ Four-Itrand rope (see Fitr.167)
is alao laid with the iun (1IOIIUItimeI termed
Itrand-laid). Four-Itrand rope is usualJ7
1IIIId f01' Iheets and Ihroudl, pemI&1Its, and
I're 288. I'IG. 287.
genen.lq for ltanding riggiIqr. All rope
oomea under the general term of ocm1ap.
Cable-laid rope (see Fig. 268) ___ of three
II three-Itrand" right-hand laid ropea laid
IIp together Into O1Ie; th_ 1'OpII an laid
left-handed agaillat the 1llJI. Right-hand laid
rope must be ooiled with the IUD; oab1e-laid
rope is ooiled apiDn the IUD.
Bough-ttw BIHI.-The top rail Itted to the
staDohious.
Botmd IfL.-To haul in on a rope.
Bound To.-To bring by the wiIId. To oome lIP
head to wind. A v8Ble1 is aaid to II go roUDd ..
",hen Ihe goea about.
Bo1IIId 2Vm.-To paaa a rope twice round
a pill or o1eet 10 &I to make a oompI ...
oiro1e.
.Rove.-The conditioll of a rope that hu beea
pused through a abean hole or through IIIl1
aperture.
Bowlockl.-The 8.ttinga 011 the lfllllwale to reoein
the tholea or orutohea for the oara
.&yGt - The sail nan above the toppUant
. aail.
.&ylll 8tM&dMd.-The 8.ag of the Sovereip and
Royal family. It is alwa711 8.0WII at the maiD.
When the Sovereiga is 011 board, the lfalldud
is flown at the maiD, and the A.dminlt,y 8.ag
(a red ground with foaled anohor) at the fon,
IIId Ullioa Jack at the miI8D.
Bovill YGCht mub.-A club that has obWDed
permiaaiOIi from the Home Oftlce to _
the prefbr: .. royaL" An Admiralty "wa"rraIIt
obtained from the Admiralt,y doeI IIOt OOIIfer
the title; but a rOJal yacht club that has DOt
alao the A.dmiralt,y warrant Cl&II. oaq the
red 8DBigII, and this 0&11 have 110 device. A
club with an Admiralty warrant 1a1I:ea
precedence of a olub that hu oaq aRoyal
W&rrIIIt. (See .. Reoogaiaed Club.")
Budd6r Boaf"d, ..4..--<la.pt. Lowther, R.N., mtzo.
duced the following plan for inoreaaiDg the
ana of ruddera of ahaJlow boats. This i_
is 1I0t a new 0118. III 1780 Capt. Sobank
proposed a aimilar contrivance, &lid the plan
is illaatra.ted in Clwmook'. co HiatoQ of
Digitized by Coogle
Marine Architeotme," 1'01. iii, p. _. The
rudder w .. invented to use in oonjanotion
with the oentre.board ahaIlow oraft which
FIG. 289.
Capt. Schank built for the navy. In January,
1880, Hr. Charles Stewart proposed a alide
for ruddera in the 8hippiflg GalIettB and If'On.
lhdcWr Trvnk.-The trunk flttad in the oounw
to ~ v e f;he rudder post into which thetiller
is fltted.
Buff (JIf' Boove.-A IID1&ll ring or aquare plata
placed over oopp naila before olinohing in
boat buildiDg.
BuJu 01 the Boad.-Certain rulea framed under
the pro"IiBiona of the Merohant Shipping ..lot.
On Sept. 1,1880, the followiDg Steering and
Bailing Rnlea (b7 Order in Council, held at
Osborne, Aug. 14" 1879), came into force:
Art. 140. When two aailing ships are ap
~ one another 80 .. to involve risk of
oolliaion, one of them ahall keep Out r:4. the
way r:4. the other .. follow8, vie. :-
(eL) A ahip whiah is running tree ahaIl keep
out r:4. the .".., of a ahip whiah is
CJ1oae..hauled.
(b.) A ship whiob is alose-lJauled on the
port taok ehall keep out of the ."..,
of a ship whioh is alose-hauled on the
atarboazd taok.
(c.) When both are runniug tree with the
wind on dif!_t 8ides, the ship whioh
has the wind on the port aide ahaIl
keep oui of the -7 of the other .
(d.) When both a.re ruuniDg free with the
wind on the same aide, the ship whiob
is to windward 8h&ll keep out of the
.".., of the ahip whiah ia to leeward.
(e.) A ahip whioh baa the wiDd aft ehall
keep onirof the wa7 r:4. the other ship.
Art. 15. If two ahips undern- are
meeting end on, or _ly end on, 80 .. to
BuJu oj tM Bocad-mtinuec1.
in1'OlTtl riek r:4. oolliaion, each ahall alter h
oourse to starboazd, 80 that each may pus on
the port side of the other.
This Artiole only applies to _ where
Ihipa are meeting end on, or nearly end
on, in auoh a manner as to in1'ol1'e risk
of ooDiaion, and doea not apply to two
ships whiob must, if both keep on their
reapeoti1'8 ooun., pII88 a1ar of each
other.
The only _ to which if; 4088 apply are,
when each r:4. the two ships ia end on,
or ne&rly end on, to the othar; in other
words, the _ in whiob, by day,
each ship 8888 the mute of the othar
in a line, or nearly in'a line, with _
own; and by night, to _ in which
each ship is in anob a position .. to
lee both the side lights r:4. the othar.
It d088 not apply by day to _ in
whiob a ship 8888 another aheaa __
ing h own 1lO1IrII8; or by night, to
088811 wllere the red light r:4. one ship
is opposed to the red upt of the
other, or where the green light r:4. one
ship is opposed to the p.- light r:4.
the other, or where a red Iight.withont
a green light, or a green lighf; without
a red light, ia seen ahead, or where
both green and red light. are _ any.
where but ahead.
Art. 16. If two ships under steam are
aroaaing so .. to involve riek of oolliaicm, the
ship whiob baa the other on her own starboazd
side ahall keep out of the way of the other.
Art. 17. If two shipa, one of whioh is a
aailing ship and the other a ateamahip, are
prooeeding in suob direotiona .. to in1'OlTtl
riek of oollision, the It.eamahip ahaIl keep ont
of the way of the aailing ship
Art. 18. Ev8l'J ateamahip, when approach .
ing another ship 80 .. to involTtl risk r:4.
oolliaion, ahall lIlaoken her speed or atop and
reTtlrae if JUIOeuary.
Art. 19. In taking any oouree authoriaed
or required by theBe regulatioIlll, a ateamahip .
undezway may indicata that oouree to any .
other ship whioh IIhe baa in Bight by the foI
lowing aignaJa on her ataam whietle, vie. :-
One abort; blast to mean "I am direotiDg
my oourse to starboard."
Two abort; b1aeta to mean .. I am direotiDg
my oourse to pozt."
Three abort; bluta to mean .. I am goiDg
fnll apeed aatern."
The ule r:4. these aignals is opticmaI.; but if
they are uaed, the IlO1IrII8 r:4. the ship must
be in aooordanoe with the aignal made.
Art. 20. Notwitbltanding an1lihing aca
. tamed in a preceding Article, 8V8l'J lhip,
whether a Bailing ship or a ataamahip, over
taking any other ehall keep out r:4. the W&y of
the overtaken ship. .
Art. 21. In narrow ohannela eveq ateamahip
ahaIl, when it is we and praotioa.ble, keep to
f;hat aide r:4. the fa.irwaJ or midchannel which
lies on the starboard aide r:4. such ship.
Digitized by Coogle
572 Yacht antl Boat Sailing.
BWe. oJ thtJ ~ u e c L
Art. 99. Where b1 the aboTe rules one or
two Bhipi is to keep out of the wa1, the other
BhaIl keep her 001lrB8.
Art. 23. In obeJing and oonstruing these
rulee due regard ahall be had to all dalIgera
of navigation; and to an1 special oircum-
atanoea whioh ma1 render a departure from
the above rules Il808IIII&rJ' in order to avoid
immediate ~ .
A BlnP,l1'1m.B AlfY CIBC11KBT.A.NC.S, NOT TO
NHLBCT PBoPliB PucA11TION8.
Art. 114. NotbiDg in these rules BhaIl ex0ne-
rate a ship, or the owner, or master, or _
thereof, from the oonse-
quenoea of an1 neglect to
oaFr1 lighte or 1IigDalB, or
of an1 neglect to keep a
proper look-out, or of the
neglect of anI precaution
whioh ma1 be required b1
the ordinary praotioa of
_, or b1 the speoial
airau.mstanoaa of the oaae.
Bl:DBVATION OJ' BULIIIJ
J'OB lIABuoUBII .urn IN-
LAJn) NAVIGATION.
Art. 95. NotbiDg in th ..
rules BhaIl interfere with
the operation of a apeoia1
rule, duly made b1 100al
authority, relative to the navigation of an1
harbour, river, or in1and navigation.
B_.-The under part of a veasel.tt delned b1
the buttock lines and _ter linea.
Bun.-To aai1 before the wind. To oome down
b1 the run is to lower or overhaul withont
'WIIol'IIing, or B1Iddenl,. To run a_, with ..
rope is to talte hold of a fall and haul on it
b1 running along the deok.
kun Doum.-To foul a vessel or other object
wrongfull1 or b1 aooident.
Bun Foul Ol.-To get into oollision with a veasel
or other object.
Bun Out.-To veer out a warp or cable.
Bun Over.--The _me .. run down. GeneraIq
denoting oareleallDesS in bringing about a
ooUiaion.
Butmer . -A rope passed through a aingle blook
. on a pendant with a purohaae at one end.
BuMMag BowBprit.-A bowsprit that is fitted to
run in and out and .. reef" like a outter'a.
Sinoa 1856 moat 8Ohoonera have their bow-
sprite fitted in this -1.
BtmtmIg by the lM.-To run with the boom on
ODe quarter when the wind is blowing on the
other quarter. A dangero1l8 prooeeding.
(See .. B1 the Lee.")
Btmniftg Off Mr HeZm.-Baid of a vessel if,
when sailing, her stern flies up to windward
(her head apparentl, going oft to leeward)
and giving her lee helm does not readily bring
her to.
S.
Sa.tJdls.-A proJection on a spar to IUPpon
another spar, .. the saddle on the mast for
the JaWl of the boom to reet upon.
Safety OZedI.-(See .. Cruiobhank'i Clea.te.")
BGggiftg.-Banding or curved down'WUda; the
opposite of honiDS'. Banin8' to leeward ia
to make a great deal. of lee-J.
8cHI.-{)ften appliad to a ship, or an &II88Dlblap
of ships, .. "we _w 10 Bail off UahaDt."
(See .. Sa.ils.")
Sail, COGtI.-COVera for sails, nauaJ1, made of
painted oanvu. A yaoht muter named
Carq introduoad the following plan, but it
has not been adopted I The sail oovers fit tight
round the block., and by' the parts overlapping
one another at G a (Fig. 970) it is quite im.
poaBible that any wet ahonld ever touoh the
sail; b ahows the opening for the tbror.f;
halyard blook overlapped and laoad.
Bail, H6f". ALmg.-In oloa .. lIauled aailing, all
order given to the he1maman when he is keep-
ing the v ... el too o1oas to wind, DI8IIoIling that;
he is to keep her a little off ; .U her fuller or
harder or "give her the whole weight of it,"
meaning the wind, and keep her purinjr
through the water as fast .. poaaib1e.
SaM. H8I'.-When lying to if -1 has to be got
on again, the order is to "Sail her;" or, "Let
the head sheet. draw and Bail her I " Also
" Sail her" is .. general admonition to a helms-
man to be very ca.reful in his steering.
Sa.\Ung Directicnu.-Bookl of pUoliap ""hioh
aooomP&Il1 oharta.
Sa.iUng on BkGt68.-In 1879 a gentleman, under
the signature of "Glaciana.nt," publilhed In
T1wJ .Fi6Zd a deaoription of a Bail he had oon-
trived for Bailing on skates on ioa. The sail
is made of a pieoa of unblee.ohed oa.lioo, with
slightly rounded enda; each end is attaohed
(either b1 alaoing, .. in the oaae of .. outter'.
topsail, or b1 a wide hem, suoh as is oommon
in window blinda) to alight atiok or yard, of
autll.oient length to atretoh the enda of the
sail. The aail is apread by' a oentral main-
yard, long enough to projeot 9in. be)'ond the
sail at each end; this m1lBt be etrong, stUf,
and light, and m1lBt be fitted at each extremiV
with two stout eyea, smooth on the inIide. A
Digitized by Coogle
L-______ _
Dictionary of GeneraZ In/ormation. 573
Ba.-iUng on Bkafu_tinued.
piece of stoat line u a "lanyard" is made
fast to the centre of each of the smaJl yards,
and roYe t1Jrough the eyea at the ends of the
maiJIyard, then round the small yard, and
through the 8J8 again, ftnishing up with a
" Jgure of eight seizing .. round the main and
small yards at the points where thll1 oroB8
one another. One la.nyard is flrat rove and
made fast, the other is then used u a pur
ohue to strain the sail taut. The 1188 of
the rounded ends to the sail is now seen, U
the smaJl yards buokle when the strain of the
purohaae oomes on them. To prevent the
leaches of the aa.il from tlapping, and to
relieve the small yards, a light stay is led
from eaoh end of them to the extremity of
the mainyarci, and made fut to the seoond
pair of eyes aJready mentioned. The lise of
aa.il for a gale is 6ft. by 3ft., 9ft. by 6ft. for
light wind; 7ft. 6in. by Sft. is a good eize
for one skater to handle in ordinary wind.
Two people oan manage a aa.il together with
great oomfort. The 9ft. by 6ft. sail is none
too large, and tall men oould mr.nase a larger
one. Two rows of reaf points would be a
Fro. 271.
great addition, and might vffrY euily be
arra.nged. The aa.il mlllt ata.nd perfeotly tlat,
and the yards and gear must be ltout enough
to bear the strain of aetting everything up
taut. In sailing alone, the skater should keep
the greater part of his sail behind him; other-
wise he will infallibly be taken aba.ok if the
wind is before the beam. Running before the
wind needs no oomment, but to work to wind-
ward satiafaotorily and tack smoothq requirea
lome practice.
When two go together, the aa.il is under
perfeot oontroL The front lkater steers, and
the hinder one, who is in oommand, trims the
ea.nvu correctly by the wind. It is equally
euy to gybe or ta.ok, and one oan always
atop immediataly by coming head to wind.
Ta.oking may be acoompliahed in two
di1rerent ways :-When cloee hauled, say, on
the starboard tack, the sail being on the
I_de of the man, the right or weather foot
will be in front, the other in a line behind it,
the left hand will be fonr&!d, and the right
(whioh _era to main sheet) holding the
;yard behind his ba.ok. When it beoomea
8a.iUng on Bkatu-oontinued.
necessary to go about, by a alight inclina.tion
of his skates the skater luffa sharply, the aa.il
ahakea, the feet are ohanged, the hands
remaining in the same position &8 before; the
aa.il rapidly filla on the other Bide, and the
skater shoots away smoothly on the port ta.ok
with his aa.il to windward of him. In mode.
rate weather, the more smartly this is done
the better. When blowing hard, it is D808I-
aary to take a wide sweep and shoot farther
to windward in stays, running a little off the
wind for a moment after tllling aw8.J on the
freah tack. When ta.oking in this manner
the yard will be alternately to windward and
to leBward of the sail. In the former of theae
poeitiona, the strain on it beOOmeB very great;
and for this, &8 well u other r8U0na, it m8.J
be deairable to tack in the other 1I'8.J, u
fol101l'8 :
When clo88 hauled with the aa.il to windward
of the man, and deeiring to go about without
bringing the wind on the other aide of the
aa.il, the skater, instead of luftlng, turns his
skates to leBward, keeping the aa.il apread
behind his ba.ok, and 1'1IlUIing for a moment
right before the wind. While in this poeitiOD.
he rapidly shifts his hands along the yard
until he reaohea 'the point at whioh the
balance of his head ad after oa.nvu becomes
correot (this is a moat important considera-
tion). What was the alter hand on the other
tack beoomes the fore hand DOW, and what
wu the leaoh now beoomea the luff of the sail.
With a slight turning of his skates to wind.
ward, and trimming his oanvu acoordingl1,
the skater hauls his wind in a moment, and
shoots away OD the freah ta.ok with unhin
dered velocity, and, if the manamvre baa been
akilfully performed, with a lou of only a yard
or two to leeward. This plan is reoommended
for aa.iling lingle-handed, and the former when
two people are going together.
Changing feet i. perfeotlj- eaay; one foot
oan be slid in front of the other at any time.
Any lIkatea that are sure not to oome off
(u Acme often do) will &DIwer equally well.
When close hauled, the skater, keeps by
far the greater portion of the aa.il behind
him; when reaobing, he puahea it more for-
ward. This _era to setting a big jib; and
when 1'1IlUIing, he stands right in the middle.
The following deaoription of a hand sail for
aa.iling on ice appeared in the New York Spirit
0/ the TUnu, Feb. 21, 1880 :
.. The flrat thing to be done after obtainina'
the aa.il, apars, &0., is to procure a atrap about
liin. wide, with a loop to act u a Btap for the
mast; leoure it round the ankle of the left
foot, then step the mut, alter whioh puI the
left arm &round the mast at A (Fig. 272) and
hold it tlrmly to the body, then hold the yard
with the right hand at B. This is done for fihe
purpose of handling the aa.il, instead of sheet
ropes at C, whioh could not be used. The
boom a.nd yard do not need to be oonneotecl
at D, bufi merely held together by m8&D8 of
the Itopa OD. the aa.il. The boom and yard
may be eeoured to thl maat with amall pi8088
Di9-ilized by Coogle
&iWng 07& smtea oontinued.
of cord, or ay other way the operator may
think It, for oonT8lliently ltowing hU miDi&-
. ture I&il "hile in fnDlit. The 8p&rI lhould
be of pine, thus making them much lighter
to oarrr. The aail may be made of atrong
faotorJ or twill cotton, ad o&D. be bent on the
1
\Q
\
i
.Ii (j :....:.-----.... __ -.. \
1'18. 271.
IparII m the ordinarrlDloJUl8r, with atopa. It
ill not neoeaary to oha.nge the aail from one
aide of the body to the other when eailiDg on
the port; or tdarboard taGb, as the operator
o&D. more .my hudle the yard with the
right bud .
.. It ill iasual when sailing to put ODe foot
m flout of the other, but the mle is not abao-
lately_-.ry. The strap around the ankle
IIhould be placed about one foot above the ice,
or wherever the operator Iuds it more con-
ven1enUor hU height."
Ba.a..-SailI In thia country are u.auaJq made
of lax m the form of o&D.TU. In America
nothing but cotton o&D.TU baa been uaed I but
thiI ywr, 1882, several auits of lax o&D.TU
have been IMIIlt to America by ](8IIara. Lap.
thorn. This is a onriOUl incident. In 1851
the JllCht America came here, and the
BUperiority of the out, make, ad sit of her
o&D.T&II reTolutioDiaed aail making in Engla.nd.
In 1881 the ontter ](adge visited America,
ad her aaila were couaidered 110 aupeaior to
those of American yachts, that her IIUOOBBll
was _partly ascribed to her English snit of
Lapthom nilI. It was Hen said that BBoil
making had become a lost art in America.
Cotton stret.ohee 18811 tha.n lax; but the objeo-
tiOD to it il that in _ of rain it tak81 up ao
mnoh water as to become exceedingly hea"Y
ad 80 hard as to be almoet unDlllo1lllge&ble with
the haJu1L Information OD the outting oat
ad ~ of JllCht a.nd hoM aaila will be
found in Kippiug'B treatise on "Sail KaldDg."
2,. 6d., Wea1e'1 SerieB.
St .AndretII', FI.4g.-A blue tag with white
m..roD&l oroBB, thua X
St. Q6Of'tJ.', :TaAJ'i.-A "hite aquare tag with red
St. George'. _ (right a.ngled,
thua +), uaed by admirala in the
BoyaJ. Na"Y. A. "f'ioe.admirrJ's
tag baa one' red ball, ad rear-
admfn,l's two. .An admiral Siee
hU tag from the maiD, nee from
the fON, rear from miaeu. Bt.
Georp's J_ waa the EaPah
tag WON the union with Boot-
la.nd ad Irela.nd. (Bee "1_.")
st. Pa.tTic'i', Croa.-A red c1fagcmal
oroBS, X.
SIIU Gt&d PTu1t. Wllter. - A. cubio
foot of aalt water wela'lu!. Mlb.;
a ton contaiua 35 cubic feet. A.
onbic foot of freah water weighs
62" 5lb.; a ton ocmtaiuB 36 cnbic
feet: hence salt water bulk for
bulk will suataiu a greater "qU.
When a veBBel goea from aalt
"ater to freah she is aometam.
lightened in baUaat, in order that
IIhe ma.y present the same surface
for friction. There will be a lOBI
of atability, ad on the "hole the
practice is of doubtful utility.
Begr.rdiug the _ inverael7, if
a veaael be loaded down in salt
water to the same depth that
she baa been loating at in freah water,
ad driven at the same speed, the resis-
tance will increase isl ratio to the superior
denllity of salt water. No _t experiments
have been made to ascertain "hether a T ~ ,
by loating BOmewhat lighter in aalt thaD. in
fzeah _ter, meets with a deareue of re-
ai8taD.oe. The comparison 'tfOD.ld be alwaJa
attended with diIloulty, as, if there were a
dierence in the reaiata.nce; it "ould be a Vf1r7
oomplicated matter UDraTelliag it, as it 'tf01Ild
be neoeaaary to blo" how much of the reo
aiatanoe depended on akin friatiou, ad how
much on wave making. We are moIiued to
think that the reaiata.noe (taking weijrht for
weight) is a trile leu in aalt water the in
fzeah. By remOTing weight, 10 as to loat at
the same load line as in salt water, the reaia
tanos in fresh water would be leu, but the
queation of diminished atability, which reo
moving weight involves, is luch a I8rioua
matter that remoTing weight for river sailing
_ot be adTiaed. (See "Yacht DeaipiDg,"
page 93.)
Saluu.-A aalvo of _on Ired as a mark of
relpeot ad honour to a roJal peraonap,
commodore, vice or rear oommod.-e, tag, .to.
A BoyaJ. Balute is twentyOD.O 1r1IDII; admirU
of the Ieet. aeTenteen I admiral, fifteen; Tioe-
admiral, thirteen; rear-admiral, e1enn; 00II1-
modON (no lenior captain beiIIar preIIeIlt.
See II Buqee."), nine I oaptaiua or ~
Digitized by Coogle
Dictionary of General Information.
575
Salut ..:..aontinued.
oilloers ue not lIaluted. A captain or other
ofllcera' salute is returned with Beven guns.
Among yacht clubs it is UII1Ial to salute
lag olIloer on hill 1lrIt hoisting hill Sag
(awaIlow.tai1 burgee) on a club station at the
beginDing of a 18&Ion, on hill shifting hill Sag
or on hill promotion, aud when he hauls it
down.t the end of 18&Ion, by eleven guns
for oommodon, nine for vioe-oommodon,
&lid seven for a rear-oommodore respectively.
The club ensign is hoisted on the club Sag.
ata.ff during the salute. It is unulial to salute
a vioe or rear oommoclore. in the p_
of a oommodon, and if the oommodore
&lid viae or rear arrive togel;b,er, neither of
the latter is lIaluted. The Royal Cork Yaoht
Club has, however, rule that a.. viae or
rear can be saluted after a oommodon has
returned hill salute. A oommodore replies to
a club lIalute, or to a salute by a Bqua.dron,
with one aalute of the number of guns he is
entitled to. He returns a vioe or rear oom
modon's salute with the guns ea.oh is entitled
to, unless he reoeives a salute from both, then
he retums with the number of guns he him
&elf is entitled to. Strictly, however, the
rear should not salute the commodon in the
pre&enoe of the vice unless he obtains per.
mission from the vice to do 10. The regulation
of the Boyal NaV7 is that no salute is to be
hed without permiBeion of the senior oilloer
present, exoept aalutes to the senior ollloer
himself; &lid further, if a salute ha.s to be
fired, only the senior oilloer of two or mon
yaohte in oompany is to Ire the aalute. It is
etiquette for a Sag-olloer of a club to return
a -.lute, but royal personage doe. not do
so. The practioe uBed to be for a yacht to
"salute the Sag" on arriving at a Btation;
this praotioe is still in vogue in America, a
junior alwa71 saluting flrat. If a winning
yacht is saluted, it should be with lve guns.
A duke is saluted with Ifteen gunB, &lid &IIy
other nobleman thirteen. :Meroha.nt ships ue
I1lPpoaed to salute H.J(.S. by striking topsaIla
or any upper sail, snob a.s a royal or top-
gaJlant sail; but the praotioe is now little
obeerved 8lI:oept by oldfuhioned 1I8&IIUIJl, the
dipping of an ensign being all that is done.
In the old Queen's repla.tiona for lIalutes we
Iud the following obsolete inat.ruotiona: .
" If any of Her :Majesty's Bubjeote lhall so
fa.r forlfl'* their duty &I to attempt to pa.sa
any of Her MajeBv's lhipawithout striking
their topsaila, thf namea of the ship &lid the
muter, the port to which they belong, the
p1a.oe from whioh they came, &lid that to
which they ue bound, together with atBdavita
of the faot, ue to be sent to the aeoreta.ry of
the Admiralty, in order to their being pro-
oeeded a.gainat in the Admiralty Court."
If a merohant ahip salutes a. naval oilloer
with the guns he is entitled to, the naval oilloer
responds with Ive guns I or seven if there
ue l8Veral meroha.nt shipl. A merchant lhip
DOW UI1lally salutes a. man-ofwar by dipping
the ensign; the enaign is dipped (almost
hauled down) &lid kept d01nl until the man
BGtute-oontinned.
of.war respondl. This is repeated three
times; but lOme meroha.nt ship. only
trouble to dip onoe, &lid then of oouree
the ma.n-of.war only re&pOnda onoe. (See
"Dipping the Ensign;" 188 also the
.. Queen's Regulationa for the Royal Navy,"
to be obtained of :Meaam. Ha.rriaon &lid Sona,
St. :Ma.rtin'Blane.)
&.11111 Alt.-A _ter sail; a sail set nndernea.th
boomB in light weather.
8c:GRt.-When tile wind is very bue; when the
wind GOmel 80 that a. Teasel will barely lie
heroonrae.
BcGRtUng -The dimeneiona of all kinda of
timber U8ed in the oonatruotion of a veBBol.
BClVIp7t. Of' Bco;rJ, Of' 8cM1HI.-A method of joining
pieoelof wood by tapering their enda. A box
. aoarph ia.when the ends ue BOt tapered, but
a half thicknesl out out of ea.oh p.n 80 t1&a.t
when put together the pa.rtB form only one
thiclmeaa.
&:7WJOfI8r.-A fon-a.nd....tt rigged veasel A top.
sail B!lhooner hu ya.rda on her fonmut,
&lid sometimes on her ma.Inmaat, but no
conraea.
Bcope.-Length or drift of rope or cable.
B ~ . - A groove to reoeive a rope or Btrop, &0.
SC01lIing 1m A'Mhor.-When amal1 boats have to
anchor on ground kn01nl or IUepeoted to be
foul, it will alwaya be prudent to 800W the
&IIchor. Unbend the cable from the ring, &lid
ma.ke the end fa.st round the Qro1nl, Bhank, &lid
lukea with a olove hitch, &lid bring the end G
back to " &lid atop it round the cable with
apun yarn or hitches; take the cable back to
the Bhackle &lid step it a.s at b; when the
cable is hauled upon by the part 0 the stop at
b will break, and the luke of the anchor CJ80Il
be read.ily lifted out of ita bed. Sometimes,
FIG. 278.
fnatea.cl of aoowing the &IIohor a trip line is
bent to the Qro1nl &lid buoyed. (Bee
" Anchor.")
BCf'eeM.-The wood aholvea &lid aoreenB painted
red for port Bide, and green for Bta.rboard, in
which a vessel's Bide light. are oa.rried.. (Bee
" Side lighfiB. ")
Sorou Hm.-The ontwa.rd onrved part of the
knee a.t the upper fon pa.rt of the stem,
oalled volnte.
&ud:-To run Won a gale of wind with 'fery
little O&IIV&l set, or " UDder bare poles."
Digitized by Coogle
BcuU.-A.n 0&1'. To sou1l is to propel a boat by
working an oar over the oentre of the transom
on the principle of the lOrew.
BCUjIpBI" -Aperturea cut in the bulwarks or
waterW&)'B to clear the deok of water.
Bea, A.-A wave. A heavyaea is wheu the waves
are large and ateep. When a quantity of
water falla aboard a vessel it is said that " she
shipped a _.n
Bea. BoGt.-A veaael !it to go to sea. A good
lea boat ia a relative term, and me&Jl8 a veBlel
that doea not pitch badly in a _,
or does not ship muoh water, and is, above all
thiDp, in a aea.
SeIJ, Depth o/.-The soundings taken during the
voyage of the " Challenger" added greatly to
our knowledge of the lea depth. The follow-
ing conolusiona are stated in MOIeley's Notes
by a N aturaJist ou the .. ChalleDger .. :
We are apt to form an erroneous impres-
sion as to the actual shapes and diatribution.
of the alevatious and depreasious on the
earth'B surface, b_uae ouly the Tery tops of
the elevation Btand aboTe water. The out-
lines of the Y&rious continents and islanda
with which we are familiar on mapa are
merely lines marking the height to which the
water reaches up. A very amall proportion
of the elevated masaeB projeote aboTe Water,
hence from au ordinary map WI gain no truer
impreaaion of the form of the Boulpturing of
the aurface of the earth itself than we should
of a range of mountaiDB if we viewed it when
all but its .ummits were hidden by a !iood.
So Bmall a proportion does the mass of dry
land ele.,.ted above the _ level bea.r to the
hollows on the earth'l aurface beneath this
level, that the cavitiea now occupied by tile
... would contain thres times the volume of
the earth ezisting above the aea surface.
If the surface of the land and the aea bottom
were brought to Ii. complete level, the watierl
of the ... covering its even face would still
have a depth of 1700 fathoms, being reduced
in depth b, the ouly about 800
fathoms.
Although the depth of the 008&Jl is 10 small
in propOrtiOll to the vaatueaa of its 8%p&DIB,
the depth is, neverthelesa, BO great as to be
dilBoult of adequate realiBo.tiOll. The greatest
depth as yet ascertained by lounding oooura
in the North-west Paciflo Ocean; it amounts
to about be miles and a quarter.
The average depth of the 008an betwaen
60" N. and 60 S. is about three miles, or
2500 fathoms. The great depth of live miles
oooure onl7 exoeptionally over Tery amaJl
areas.
No Bunlight penetrates the deep sea; pro-
bably all is dark below 200 fathoms, at least
excepting in 10 far as light is given out by
pholphoreloent animala.
At depths of 2000 fathoml and upward the
temperature of the water is never many de-
greea above the freeaing point. The oonditious
under which life exists in the deep _ are
very remarkable. The preeaure exerted by
the water at great depth. is enOrJllou.a,
amounting roughl, to a ton weight 011 the
square inch for eV6rf 1500 fathoms of depth.
Sir C. Wyville ThomplOn ("Voyage of the
Challenger," voL ii, p. 852, London, 1877)
gives, among the conclusiOllS arrived at, after
the ftrat general Bun., of the deep 88& oolleo-
tious of the expedition, that animal life ia
preaent 011 the bottom of the ooe&1l Bot all
depths, but is not nearly 10 abunc1aDt at
extreme as at more moderate depths. Koeelsy
mentiolll the dredging of a fIah from 2500
fathoms, which had a deep .... shrimp in ita
atomaoh.
Bea.m.-The line formed by the meeting of two
planks; overlapping parts of _nil in Bo ..a
BearMfI.-A man trained in the art of 1l&iliDg,
rigging, and general manageDlBllt of .. ahip.
To make a good _ a man mot haft
praotiaed the multitudinoul details of his a.rt
with great diligenoe, and is then deacribecl &8
an .. able seaman .. or A.B; To 8&J a man fa a
"_ " me&D8 that he il thomughq oon-
versant with 8V8l"1 duty of a aailor'l life, aDd
can not only "hand, reef, and steer," but _
do every kind of work upon rigging. and
even uae the needle and palm.
The statutee relating to _men are Tery
numerous, and m&n1 of them affect, or CIQl
be made to affect, yacht aailors; however,
many of the proviaioDB of the Merclumt Ship-
ping Acta are rendered inoperative 80 far &I
yacht aaIlors go, beoauae the signing of articlea
is not imperative.
BAlLING :MA.8'nB8.
The master, mate, or engineer of a yacht.
!I.eed not p08ael. a Board of Trade certiAoate,
as leat. 186 of the Aot of IBM and I; of
the Act of 1862, which, in effect, provides
that no home-trade paaaenger ship or foreign-
going ahip, ahall proceed to _ without haYiDg
certiioated master and mates, doea not in
&Jl1 way apply to pleasure yacht.. The
Board of Trade have, however, iDstitated
voluntary examinatiOUB for pereonl who oom-
mand their own pleasure yaohts, not, be it
obaerved, for thOle who are not yacht OW118111
but who m&1 be desirous of taking charge
of a ,acht. A yacht owner, paIIIiDg a
aatisfaotol"1 examination in nan-gation aDd
_ship, will be presented by the Board
of Trade with a oertifloate entitling him to
command his own yaoht, which fa a u.aeI.-
privilege, &8 he _ take command of hia
yacht with or without the eumination or
oertiflcate. The praotica1 Y&lue aet upon
these very DlalesB oertilloate. b, the Board of
Trade may be gathered from OIIe of the COlI-
ditious: "The certificate will not entitle the
holder to command any veaael except the
pleasure yacht of .which he m&1 at the
time, owner."
If no artiol .. are signed, the rights, reme-
dies, and duties of the owner of a yacht. his
sailing master, and _, are goTemed by
ordin&r7 master and IIIIl'V&Jlt law. When a
man baa onoe engaged to I8r"f8 011 boaM a
yaoht, &I sailing master or in any other
oapacity. he wi1l render himIIelf liable to NI
Digitized by Coogle
l
Dictionary o! General In!ormation. 577
&aflWm-OODtinued.
action for breach of contnd if, without a
luSloient reMOn, he aliould refIUIe to enter
upon his duty. ThUB, a person agreed with a
firm of shipowners to go m their ship lUI
81Il'I8OD, but aubaequently reflUled to go, the
shipowners BUOO88ded m an action against
him, -reoovering lUI damages the dilreranoe
betwaen the BUm they would haTe paid the
defendant and the aum they had to pay
auother Burgeon: (" Riohlm1a fl. Hayward," 2
lIannblg '" Granger, 574.) So, too, Bhould
the owner of a yacht refuse to reoeiTe a man
mto his I8rYioe after haTblg promised to do
80, the owner will be liable to an action at
the Bait of the man: (" Clarke fl. AlIatt,"
, C.B. 885).
So long as aD70ne employed on board a
yacht retains his situation, he is bound to
obey the lawful ocmmanda of his employer,
and to act in aooordance with the terDUI of the
conhaot of hiring; but oiroumstan_ may
often arise which may render a diecharge
Jl808III&r7, although nothblg may haTe been
don& wbioh would warrant a aummary ctia-
misaal. Under auch oiroumstancell. the ques.
tion ariaea, what notice must be giyen P The
answer must dep8Dd upon the position held by
the persons to be diBmissed, for the same rule
would not neceaaarily hold good in the _
of the aai1ing master and a seaman. The
law nowhere 8&yB what notice is to be giT8D
or required to put an end to a ocntraot of
hiring and Berrioe, for it aBl1lD18ll, lUI m aJl
other contractB, that both partiea will fultU the
terDUI of the ooutraot mto which they haTe
entered, and that the aerrice will endure
for the time agreed upon; or, if no time has
been IpeoiBed, then the hiring is general and
in contemplation of law one for a year, wbioh
can only be terminated by reasonable notice
expiring at the end of Bome completed year's
lerrice: (" Forgan tI. Burke," 4 Ir. Q. '" B.
fell.) It is the duty of a jury to decide what
is reaaou.ble notice m each particular _
.As a matter of fact, however, the OIUItom of
dilreront oallblga eo far controls the strict
law, that there are now but few tradel or pro-
fesBioUB in which a oontraot cannot be termi
nated by giyblg that notice wbioh from oon
tinual adoption has grown to be the "outom
of the trade." It is well that it mould be 10,
for, lUI Chief Justice ErIe has said (" Niooll 11.
GraTes," 88 L. J" O. P. 259), .. Where the
dutiea of the BerYant are IUch that he is re-
quired to befrequently near hisemployer, if any
illfeelblg ,hould arise between them, the pre-
lence of that ,ervant would be a constant
eouroeof irritation to the employer; and, on the
other hand, it may happen that a wellmten
tloned ,ervant may haTe a disaa.tidedemployer
constantly finding fault with him, and the
aooner he is free from IUch aerrioe the
greater will be his happmeaB." With reprd
to domestio or menial BerYaDts, it is a well.
eatabliahed custom that their contraot of aer-
Tioe may be determined cd GAy tUn. by giTblg
a month's warning or paying a month',
wapa; and then haTe been I8Teral caaoe in I
88C1m11n-oontinued.
wbioh the oonnl haft t&ken judicial notice of
ouatoDlll held to be proyed in dilrerent oall.
inII, and subject to which the parties are
taken to haye oontmoted. So far lUI is
known, it has neY8l' yet baeu decided in a
BUperior oonn what is the outolll&r7 notice
in the yachting world in the oaae of a master
of a yacht I but, lUI he is pnemlly a yearly
88JlYaDt, it is probable that the oourta would
hold a three months' notice au1II.oient in
any _. But IOmetldng might turn upon
the time of year at which the Jlotice expired;
for if the three months ended in the middle of
the yachting leason, it might be diIloult for
a JIIMtAR to obtain another berth before the
oommenoement of the nut aeaaon. But this
remark only holds good in the abaenoe of aD7
expreu stipulation or uaage. If either side
can bring BYidence of a outom-wbioh m1l8t
be proftd to be generally known and aoted
upon-the decision would be in aooordance
with that outom.
All yacht aerYanta, from the master to the
boy, may be ctiamiaaed without wages for:
1. WiVtI.l duobed.iBnce of anY lawful oom.
mand of the owner--" an oft8Dce," said Sir
William 800f;t, "of the groeaeat kind: The
Court whould be partioularly attentiye to
preaerY8 that auborctination and dillOipline on
board of ship which is 80 indisp8Daably n8088.
IU'7 for the preaerYation of the whole serrioe,
and of every person m it. It would not,
therefore, be a peremptory or harah tone.
that will ever be held by the Court to j1lBtify
reaiatanoe." In"Bpaintl.Arnott" (2 Btarkie,
256), a farm senant; was diamiaaed because
he refused to go to a plaoe a mile oft before
dinner, dinner being then read7. Lord Ellen.
borourh said: "If the 88JlYaDt peraiated m
refuBinB to obey his employer's OJdera, I thiDk
he was warranted m tunrlDg him aW'a7
It woald be exoeedingly moonTenient if the
aemmt were to be permitted to set himaelf
up to oontrol hiB employer In his domestio
regulations. After a refuaa.I on the part of
the servant to perform his work, the employer
is not bound to keep him on lUI a burdensome
and uaeleea 88JlYaDt." So, too, a regimental
meeaman, haTing once refused to aerye up
ctinner until threatened with arrest, was held
to haTe baen rirht}y dismisBed, although he
offered an apolol'7 next mornblg: (" Church.
ward 11. Chambers," 2 F. '" F. 229.) Again,
where a man agreed (under I) '" 6 Will.',
o. 19) to aerY8 lUI carpenter's mate of a
T888el during a South Sea TO;yage, but refused
to work except to an English port, the oonn
held him to haTe been rightly discharged:
(" Renno tI. :Beunett," 8 Q. B. 768.) And,
1aatly, it has been decided that an employer
was warranted in dismissing a s8rYant who per.
aiated, ooutrary to the employer's orders, m
goblg to Tiait a relation believed by her to
be in a dying state: (" Turner fl. Maaou," 14
]( '" W. 112.) In the 0&18 of a master
of a yacht, it may be doubted whether the
refuaal to obey an order iUTOlTing unn8088lU'7
danger would be a good rround of d.iso\wP;
P P
Digitized by Coogle

86Gf114ft-ClODtinued.
nor, it is apprehaaded, wo1lld the failme to
oomply atriotly with a command warrant a
IUmmary oourae of prooedme; ai, for.
iDataDce, if au owner ordered the maater to
make faat to oue buoy, aud he, perhapa for
what he ooDBidered a good reaaou, made fast
- to another near at baud.
2. (hoa fIIOf'GZ aI robbery,
Yio1ence, continued ineolaaoe, or drunk_ :
(U CmmiDgham tI. Foublanque," 8 C " P.
49; "Speak tI. Phillipa," 5 M. " W. 279;
U Wire tI. WDaou," 1 C. "B. 862.) On theae
mattera Sir W. Scott laid: "Dnmk_,
negleot of duty, aud diaobediaaoe an offaaoea
of a biBh nature, fully auSioieD.t to jumty
diacharge without not1oe. Drunk8DD888 is
au offenoe partiou1arly obnonoua on board
ahip, where the IOber vigilaut attaation of
fiery maD is required. At the _e time the
Court _ot aatire1y forget that in a mode of
1ife peouliarly upoaed to IIvere peril aud
uertiou, &lid therefore admitting in H88OJI8
of repoae aomathiDg of indulgence aud
refreBhmaat, that indulgence aud refreeh
meat are naturaJly aaough aought for by
wob per80JIlI in groI88l' pleaa1l!8II of that
kind; aud therefore proof of a lingle act of
intemperauce, oommitted in port, ill no oon
oluaive proof of dillability for general mario
time employment:" (U The Exeter," 2 C.
Bobinson, 268.)
8. a maD ahipl on
board a yacht, there is ou hie part au implied
warranty that he pae_ auSiaient aldll for
the work he 1Dlclertakea. No 8Zpreee promiae
that he baa the requilite W1l is
aud Ihould he be f01Dld inoompetent he may
be diaoharged without notice: (U Harmer tI.
Corne1iua," 28 L. J., C. P. 85.) But the
inoompetenoe muat be o1ol81y 00JIJUI0ted with
the work he 1DldertKea; for _pie, a
maater employed to tab charge of a Bailing
yacht oo1lld not be 11IIIIJIIari1y diaoharged
beoauae he happaaed to be 11!I8oClqV.8ointed with
the 1II&1IaPJI18I1t of a Iteam yacht, or trice
Wft4; or b_uII he did not know how.to
IIl801Iag8 a trawl, &0.
40. PermczM'I1l mn.. ii, aooordiDg to the
beat authority, a gro1Dld of diamiasal, U for
there iI no difference between a aervant who
will not, and a aervautwho oaunot, perform the
duty for whiob he,.... hired" (" Harmer v.
Corne1iua," _te; U Cuokaon v. Stan8ll," 28
L . .T., Q.B. 25), but mere temporary indis
poaitiou will not juatify disoharge. If a
_ter receivell injury in the performauce of
hie dutiee, he, like the crew, oau o1aim
medical attaadauce 1Dltil he ill oued or di8II,
and no deduction oau be made from wages.
Should the _ter be rightfully diaoharged
for milloonduot while the yacht is away
oruieing, the owner is 1Dlder no liability to
pay hill PaBBag8 either to hie home or to the
plaoe at which he ,.... engaged; for the diB-
misaa1...... brought about by the maD'l own
miaoonduot, which is not to be a ta.J: on the
employer: (U TVner v. Bobin_," 5 B. aud
Adolphua 789.) Should the offender refuae

to leave the V81881, he may be removed 117
foroe, but the eervi08ll of a polioemau IIhould
be 101ll'ht for, aB, if unn808IIsary 'riolaaoe be
employed, it willllll101Dlt to au _ult on the
maD_
On the wbjeot of olothea the law is that the
property in them ill in the yacht owner; when,
therefore, the aervant is diamiaBed for mieoon.
duct, he _ot o1aim to take hie clothea. If,
h01l'8Ter, he be hired expneely for the _,
or for a year, at lltated wagee aud hie olothea,
he then beoomea entitled to them at the api.
ratiou of the II8a8CIIl, or of the year, aI the 0&118
may be: (U Crooker v. Molyneux," 8 C. " P.
4070.) Sh01lld a eervaut be guilty of return.
ing the elothea lupplied to him to the
tailor or draper in uohange for m0U87
or private olothea, a yacht owner ill only
liable to pay for the prmaate aotaal17
IUPplied, aud not for thoae given in ex.
ohange, aud is entitled to lit off acainat a
eubllequent &0001Dlt for o1othea, the price of
thOl8 supplied aud paid for, but nbaequaatly
taken back by the trad8llmau.: (Co H1Dlter v.
:&meloy," 7 C. "P. 4018.) See _ tried in
Co1Dlty Courte--Dublin, Auguat, 187.; Tor.
quay, Nov. 17, 1877; Newport, Iale of Wight,
Aug. 6, 1878; Southampton, Deo. 10, 1878.
The Itriotly lepI. lide of the qU8lltiou only
baa been dealt with; the qU8lltioua of 81[.
pedienoy aud bo1Ulty an left to individual
taate.
Agreement.-A form of agreement auitab1e
for au owner and maeter to eater into iI
herewith appended.
iii 3gtUlltCltt entered into
this daJ of , oue thoueaud
eight hUDCked , between
of , and hereinafter termed the
owner, on the one part. aud ,
mariner of , aud hereinafter termed
the muter, on the other part.
The owner agreea to enpge the muter
to aerve in that oapaaity ou board the yacht
, and to 11&7 him aI 1I'ageI the BUm
of per , the Baid wagee to be
paid [here inaert "weekly," .. monthly,"
.. quarterly," aI the OaBe may he]; aud the
owner agreee to BUpPly the IIIIIoIR.. each year
the yacht is in oommiaeion during this agree-
maat with lluite of olothee oom.
plete, aI uauaJly found for the muter of a
yacht; and the owner agreee that the laid
o1othell Bhall be the property of the maBter,
uuleaa the _ter ill discharged for miaoon-
duct, or diaohargee himself during auy period
that the owner' 8 yacht is in oommiaBiou; [aud
the owner agreee to lind tho IIIIoiliug muter in
food aud a _ble quautity of beer or
other drink, or the equivalent in m0U87 of
lIuob food aud driDk, for the period the
owner'lI yacht is in oommiaaiou during this
agreement;] aud the laid IIIIoiliug _tar, on
hie pari;, agreee to enter aud abide in the
aervice of the owner for the wapB &lid other
OODBideratioua aforeaaid, aud to the beat of
hie abilitJ' to maintain diaoipline, IIIf;rW
Bobriety, oleanlinelll, aud pnera1 Jood ,COIl-
Digitized by Coogle
&cuM7l-OOntinued.
dllOt in the crew on board the OWDer'S
7&Oht, a.nd to keep the owner's yacht in a
1IIIIart, tidy, el8llo1l, a.nd yacht-like condition,
a.nd to incur no 8Xp8IIIe for the ma.intena.noe
of the hull or equipment of the owner's yaoht
further tha.n lawfulJ,y authoriBed bJ the
owner, a.nd to willingly, ca.refully, a.nd skil-
fully take the owner's yaoht to suoh pla.oea ...
the owner may desire her to be taken, either
on the ooa.ata of the British Isles or the ooa.ata
of. , between a.nd I
a.nd when the yacht is put out of oommission
during thia"&jfreement the master, .... iated by
the _, agrees to diama.ntle her a.nd care-
fu1ly store a.ll her equipment ... directed and
to frequently yiajt the owner's yaoht for the
purpose of T8llti1a.ting, pumping, a.nd gener-
a.lly preeaniDg a.nd taking oare of her a.nd
her equipment in the period she is out of
oommiasion during this agreement; a.nd it
hi further jointly agreed betW88D the owner
a.nd _ter that the '\fa.geB aha.ll commence to
be earned a.nd oontinue to be paid. as afore-
said, on a.nd after the day
of ,one thoUBllo1ld sight hundred
and ; a.nd it is further jointly
agreed between the owner a.nd master that
this agreement sha.ll terminate upon either
the owner or _ter ginng DOtice
thereof, but the owner may summa.rily _eel
the agreement a.nd dismiss the master 8hould
the _tar wilfully disregard a.ny of tIut
owner's rea.aonable oommands, or he guilty
of a.ny misconduct, suoh as c'lrunkeunell,
qua.rrelaomeneu,"rio1ence of oonduct, smug-
gling, oontinued absence, or negleot of duty,
breaches of Ws agreement, grOll8 oa.re1eslDeBB,
utraya.ga.noe, or inoompetence.
(Biped) Owner.
Sailing JIa.eter.
Witn8ll,
CooKS .A.1m BTKw.A.BDS.
A onrioua point might arise with rep.rd to
ooob a.nd atewa.rda. On 8hore, both these
functionaries would moat oerta.iDly fa.ll within
the ca.tegory of domestic serva.nte, a.nd would,
therefore, be entitled to a month's warning,
or payment of a month's W8g8II; but where
the duration of the oontra.ot _ only be in-
ferred from the fact that the wages are paid
weekly, it would be taken to be a weekly
-hiring, in which O&Ie a week's notice would
su&l.ce; or, again, owing to the fact that
they OIIo1lDot obta.iD situatiOUB ... readily as
shore Berva.nte, it is jut possible that they
might be held entitled to the aa.me notice
... the _ter, if they were hired on the
IIIIo1ll8 terms by the year a.nd paid at the _e
intervals.
What has bam,said only applies when there
has bam no apeoial stipulation at the oom-
menoement of the service, or 11.0 proof of
onatom. If an agreement has bam made, the
parties are bound by it; as there are no
reported O&Ies deciding what the onatom
is, the question is still in abey&1108. Every
J&oh.t owner knows what he believes to
&GmG7l-OOntinueil.
be the oustom, but until his idea has been
supported in a oout of law it is only a
lurmiae.
CB11W8 171m ... TBJI !lJ:BCJL\RT SJUPPIl!I'G
AOTB.
lrI81'CIIIo1ltile marine 0&1._ (formerly knOWD
... ahipping 0&1.081), under the o&re of superin-
tendents &Dd depUty-luperintendent8, have
bam established for the purpose of aftoriling
fa.oilitiea for engaging _en by keeping
registries of their Jl&JDee &Dd oha.ra.otera, &Dd
for 8801I1'iDg the preeenoe on board at the
proper time of the _en engaged (eeot. 1240
of Act 18540). TheIe 0&1._ are' estab-
lished at .... ery seaport in the United Kingdom
in whioh there is a looa.l marille board, a.nd
the Board of Trade leonreS premises a.nd
a.rr&Dgea for the oa.rrying 011 of the gelUllal
buaiDeal. In the ab_ of other premises,
the buin_ of the o&l.ces may be tra.naa.oted
at Ouatom HoUBel (seat. 128), aDd meroa.ntile
marine om.- may be established ill London
at aa.ilora' homes (seat. 129). As these
sections are not among the excepted ouae,
they appq to pI_UN yaohte; but obviouBq
they are more adapted to the requiremente of
merchant shipping th&J1 to yachting.
By 88Ot. 272 of the Act of 18540' the
Registrar-General of Bhippillg &Dd IIe&D18D is
to keep a ~ of a.ll persoua who lerve in
ahipa .. lubject to the provisioJ1a of this Aet."
That eeotion applies to yachte, &Dd therefore
every yaoht owner should comply with the
terms of Beat. 278, a.niI make out &Dd aigJ1 a
list in a form BIIo1lotiOlled by the :8oa.rd of
Trade, stating, amongst other information,
(1) the numher &Dd date of the yaoht'.
register, &Dd her registered tonna.ge I (2) the
length &Dd genera.l nature of the voyage; (8)
the Jl&JDee, &gel, ad pla.oea of birth of the
crew, including the master, a.ni their 00CIUp&-
pation on board; (40) the _ of a.ny
memberl of the crew who have died or other-
wise oea.aed to belong to the ahip, with the
times, pla.oee, ca._, &Dd oiroumat&D08l
thereof I (5) the names- of a.ny membera of
the orew who haft bam maimed or hurt, with
the times, pla.oea, ca._, &Dd oiroumata.n_
thereof, &Dd lome other matters ShOWD in the
form, but with which ya.ohtamen will not
often be COlloerned.
By the Merchant Shipping Act, 1867
(80 '" 81 Viet. 0. 1240), seat. 40, the 01fJ1er
of 8't'Bry ship-in which, it mUlt be remem-
bered, ploa.aure yaohte are ineluded-naviga.-
ting between the United Kingdom &Dd a.ny
pla.oe out of the _e aha.ll, UJ1lesl emmpted
by the Board of Trade, provide, &Dd keep on
the ahip, a supply of medicines a.nd medioa.l
storea, in a.ooord&Doe with the IO&le appro-
priate to the ship. Lime or. lemon juice,
obtained from a bonded WI!oNhoue, &Dd
oOllta.ining 15 per cent. proof spirit, is a.lao to
be kept on board. Tbe lime or lemon juice
is to served out to the orew, ... eoon as they
have been at lea ten days (except during the
time the ship is in harbour a.niI the orew
supplied with fresh proMoua), at the rate of
p P 2
Digitized by Coogle
r
.
8eaman----oontinued.
an ounce per man per day. By the fth BUb-
aection lime juice need not be oarried on
IhiPB bound to European ports, or to ports
in the Mediterranean Sea, or to porta on the
Eastem coaat of America north of the S5th
degree of north latitude. and to ialands or
places in the Atlantio narth of the lI&IIIe limit.
With regard to the Up8I1B88 attendant on
illnees and death, lI8Ot. 228 of the Aot of
18M, whiOh fa one of the aections of the
third part of the Act to whioh pi_me
,acht. are ma.de lubjeet by the Act of 1862,
providel (1) that the upenIIe of providing
the neoeesary surgical and medioal advice,
with attendance and medioiDe, for any
member of the orew, inoludiDg the muter,
reoeiYing any hurt or injury in the serrice of
the lhip, and the exp8D88 of hill burI&1, lhall
be bome by the owner of the lhip, without
any deduction from the man'l WageB. (2)
If a man fa, on aooount of any illness,
f;empora.rily rlllllOY8d from. the lhip to preyent
infection, or otherwise for the oonYBnience of
the lhip, and BUbeequently retuma to tie
lhip, the upen888 sh&ll be defrayed by the
owner of the Y8I8eL (S) The owner of the
nesel fa to pay for all medioines and advice.
(4) In all other _II any re&Bon&ble upenae
incurred by the owner for any _ in
rellPeot of illneell shaJI, if duq PraYed, be
deducted from the seaman's wages. By
lI8Ot. 8 of the Merohant Shipping Aot, 1867,
where a _ fa by re&Bon of illness
incapable of performiDg his duty, and it fa
proYed that his illnesl, and ClOnII8quent
inoe.p&Clity to work, &ri8eI through his own
fault, then he fa not entitled to his W&geB for

Having noticed how far what may be
called the general provisions of the Merohr.ut
Shipping AotB deet yachtllmen; ,... mUBt
now direct attention to BUoh of the provisions
of thOll8 AotB .. bear more partioul&rly on the
relatioDlhip between the yacht owner and his
orew, and the maintenanoe of on
board; and for that reuon are of importa.noe
in every _ where a J&Cht is Itted out, for
however lIhort a time.
II. of dUci:PUne ..,1wwe ftC)
written MticZu or 4f'W'1'61't iI rigned.-The
common and statute law, having regard to the
innumerable di1Iloultlell that might &rise on
board a lhip unless the goyernment were, so
to 8&Y, despotic, hu c10tned the m&Bter of a
llhip with a very wide authority; and even if
his oonduct should, in exceptional 0&888, have
been h&raher than oironmst&noes abllolutely
required, oourt. of law having Jurisdiction in
the ma.tter will require very strong proof that
the master hu abused his authority, before
they will allow that his conduct fa any jUBtiI.
cation for a _'I mfaoonduot. AI we
have &lre&dy stated, lleet. IS of the Merchant
Shipping Act of 1862 extends the operation
of the third part of the Act of IBM to yachtl,
110 far &8 the provilions &re applicable, and
with the exception of oert&in Motions.
Amo. the 8II&oIiment. so rendered &po
Beaman-oontinued.
plio&ble to yacht. &re thoae oont&ined in the
third part of the Merchant Shipping Act,
18M, for the maintenance of dfaoipline,
&lthoUKh no IIt'r88ment lh&B been 1rigDed. ID
IlpeeJdng of a m&Bter's anthority oyer the
otIIW, the author of Boyd'i .. Merchant Ship-
ping Lan" laya: .. The mle of law fa that
a authority OYer the crew fa,
in the atriot _e of the word, unde4ned; or,
.. it hu been termed, despotic. He may,
in short, inIiot any puniahment il
re&BOuable; that fa, any punillhment which ia
J1808I8a1ry to insure obedience to his 00IIIIIl&nCl
in all lawful matten relating to the nan.
fltion of the ship, and the preaenation of
good order The question muat be one
of f&ot, via., whether the hu uaed
his power immoderately. The law fa very
favourable for oe.ptaiDs, their power fa moat
extenBi.ve, and they &re ouq w.t>le to p1Dliah.
ment if they uerofae it wrongly."
The fonowing &re IIOm8 of the more im,.
portaat provisionl of the Act of IBM for
mainWning dilloipline: by muter, aeaman,
or apprenta-whioh, by virtu.e of the inter
pretation olauae of the Aot of 18M, u.d II8oIi.
IS of the Act of 1862, inoludes every peraon
(except mutera, pilot., or duly indentured
apprenticel emploJ8d in any cap&oity on
board any _going pl8&1Ur8 yacht)-wbo
" by wilful breach of duty, or by neglect of
duty, or by reuon of dmnbnnell8," d08ll any
&ot tendiDg to the immediate lOllI, destruc-
tion, or aerious damage of noh lhip, or tend.
ing immediately to endanger the life or limb
of any perIIOn on board, or, by neglect of
duty or drunkennesl, refuaee or omit. 110 do
any lawful act proper or requisite to be done
by him for preaerring the ship from imme-
diate 10118, destruction, or damage, lbaD be
guilty of a misdemeanor, and fa in oonse-
quonce liable to be prooeeded agaiDat in a
oriminal court (lI8Ot. 289 of the Aot of 18M).
ID the words of Lord Stowell, dnmkenn818 ia
.. an offence peoulia.rly noxiona on board ahip,
where the IIOber and vigilant attention. of
every man, and partioul&rly of olloera, fa re-
quired. At the &&me time the Court oe.maot
entirely forget that, in a mode of life partion.
larly upoaed to levere peril and exertion,
and therefore admitting, in _ of repoae,
lomething of indulgence and refreahment;
that indulgence and refreshment is nafm&ll7
enough sOUKht by IIUoh pereons in groIII8r
ple&Bures of that kind, and therefore that fibe
proof of a single &ot of int.mpenmce, com
mitted in port, fa no oonol118ive proof of dis.
ability for general maritime employmet."
(The Exeter, 2 Bobinaon'l :Rep., p. 2&4.) So,
too, in another _ (wherein it W&8 proved
that a atew&rd had been drunk once or twice
during a nine monthe' voyage), the &&me
judge laid thai the court would not .. 001Ul-
tenance any criminal ex08l8 of that kind; yet
it o&1Illot 110 far blind itself to the ordinary
habit. of men, living for noh a lqth of
time in a frequen' condition of extreme peril
u.d fatigue, &II to feel much II1U'priIIe that a
Digitized by Coogle
581
&cstncm-ecm.tlnued.
IIaDlaJl ahould have been betra7ed into
two aota of indulgenoe of that Datura; nor
O&D it coDSider them .. IiDkiDg him below the
oommon average of a seaman's momlity,"
(The Lady Campbell, 2 Han. 5.) Thele two
arlraota, it not over-oomp1imentary to a_
men, Ihow at any rate that they will not be
judpl too hardly. Th1l8 it h.. been held
that ocoaaional drunk8D1l8llll, in 0&881 where
DD damaee baa SDlued to the shipowner, is no
Gause of forfeiture of waps. :But in the case
of the Maoleod (L. B. 5 Probate Division, p.
254), Sir Bobert Phillimore, after quoting
with approval the above erlraota, held -that
the master of a Dip, who had beeD habitually
clnmk during hili employment, could Dot maiD-
ta.iD. an aotion for wages.
When a yaoht owner takea or 88Dda his
yaoht into foreign waters, one of the inOOD-
TeDi8D08l he i4 open to is the desertion of one
or more membera of his orew; and this and
other off8D08l are dealt with in aeot. 248 of
the Merchant Shipping Act, 1854, which, DOt
being one of the excepted aeotioDl, applies
to aeagoing pI_me yaohta, whether ariiolea
are ligned or not. The Aot of 1854
authorised imprilODment for d-.rtion and
kindred otreD_, but by the Merchant
Seaman Aot of 1880 (48 '" 44 Vict. o. 16)
impriaODment baa beeD abolished for deaer-
tiOD, for neglect or refueal to join ship after,
and absence without, leaTe; and the worst
that oan DOW}IefaJl a yacht IIIoilor daaertiDg,
in addition to the liability to forfeit his
olothea, effects, and wagea, is that, lubjeot to
any pzooeediDga which may be taken ..,..m.t
him to recoTer damages at common law, or
under the EmploYerB and Workmen Act, 1875
-which indeed would probably haTe DD
effective result-he may be OODTeyed on board
again; while, if a yacht .nor giT8I forty-
eight houra' DDtioe of his intention to leaTe
his lhip, or to abeent himself from duty. any
court before whom he may be taken will DDt
be juatiled in treating him .. a deaerter or
abaent without leaTe. In order to be guilty
of deaertion, a man must quit his ship with
the intention of not ret111'lling. As, for
Instance, when a man leaT81 a yaoht, and
Dipll on board lOme other Teuel other than a
Queen'a ship, or where, haTing obtained per-
miaaion to go aahore, he refuaea to return.
Where a man IJ08I on ahore, geta drunk, and
is left behind tIIroagh being drunk, or through
being looked up, he will not be held to have
been guilty of deHrtion. If a b0r&4 flU
deserter can be Gaugh1o, and is brought before
"any court," the court may, it the muter
requires, cause him to be OODTeyed on board,
and any COlts and exp8DI88 inourred by the
owner or _ter of the yaoht by reason of the
deaRtion are to be paid by the oflender, and,
if n8088lllo17, deducted from. any wages due or
to beoome due to him.
For neglecting or r e f ~ without 1'8aIIOIl-
able oause to join his Dip, or to proceed to
- in his Dip, or for abaence withont leaTe
at any time within twentyfour houn of the
S __ tt-OODtinued.
lhip sailing from any port, either at the oom-
mencement or during the progress of any
1'oyage, or for abl8Dce without leaTe at any
time not amounting to deaertion, and not
treated .. such by the master, a seaman
(which term, .. we have 888D above, inoludea
every perIOD other than a muter, pilot, or
indentured apprentice employed in any ca-
pacity on board any _going yacht) is, if he
baa been lawfully engaged, liable to forfeit out
of his wages a sum DDt exceeding the amount of
two days' pay, and, in addition, for every. twenty
hours of abl8Dce eithdr a Bum not ex_ding
six days' pay, or any expens88 whioh haTe been
properly inourl'ed in hiring a lubatitute.
A yaohtman who leaT81 any _going
yaoht on whioh he is employed, for the
purpose of entering on board a Quen's ship;
d_ not commit any offence.
For wilful. disobedience to any lawful
command, a seaman ahall be liable to im-
prilODment for any term not exceeding four
weeks, with or without hard labour, anJi also,
at the diaoretion of the court, to forfeit out of
his wages a sum not exceeding two days' pay.
For OODtinned wilful. disobedience to lawful
OODlJD&D.da, or continued wilful neglect of du.ty,
he shall be liable to impriaODment for any
period not exceeding twelTe weeks, with or
without hard _ labour; and alao, at the
diaoretion of the court to forfeit for 8T8l'1
twentyfour hours' OODtinDall08 of IUch dis
obedience or negleot. either a lum not exceed-
ing six days' pay, or any expenaea properly
Incurred in hiring a substitute.
The powere of a master of a lhip are 80
rrea1o, that any roughn8IB in giTing an order,
or the giTing of an unneoeBl&ry order, will
not j11lltify a seaman, whether he is one of the
crew of a yaoht or of a trading veeael, iurefuamg
f;o execute it. ""80 too, in alloting work
..mo. the crew, although matters requiring
the neatest work are in ordinary 0.0- giTBD
to the moat experienced hands, yet no seaman
may reful8 to do even bo11' work, if it Ihould
_m fit to the master 80 to order.
It is a f8Ileral rule that any member of. the
crew of a Dip is obliged to obey the order of
the master or his superior oBloer, asking no
queatiODl, and makiDg no objection, whether
the duty to which he is ordered be that
whioh properly belongs to an able eeaman or
not: (sea Dana'a :Manual, 14th ed., pp.
158-158.) :But, of oourae, a muter ought
not to order a man to exeroiae akill in some
line in which he profeaaed DO skill at the
time of ahipping. For example, if a oar-
penter doel not Dip as seaman as well ...
oarpenter, no Dautioal akillcan be required of
him; although he would have, when all hands
are oalled, or if ordered by the ma.eter, to do
any ordinary work, suoh .. tailing on to a
hal;yard (Dana'i Manual, p. 149), or any one
shipping as a aeaman he need not be expected
to underatand the repairing of fI.ahing nets.
I< Disobedience to lawful CODlJD&D.d," eaid
Lord Stowell (The Exeter, 2 Robinson, p.
264), I< is an otrenoeof thegrolllllllt kind; the
.
Digitized by Coogle
582
Yacht and,. Boat Sailing.
S-fIIIm-OOJltinued.
oourt would be putioalar17 attentive to pre.
88rYe that IllbordiJlation and cJiIIoipline on
board of ahip, which ill 10 inclllpeuab17
2lII08IIar7 for the Prllll8n&tion of the whole
IMlnioe, and of flV8r1 penon conoernecl in it.
It would DOt, therefON, be a penmptGrJ or
har8h tone, or an 0Y8l'0harsed manner in the
exeroiH of aut.bol'ity, that will fIVer be held
by thiB oourt to juatIfy reaiatanoe.
The natare of the _enioe requiNe that thOle
peraona who IIJIPI8In it should aooommodate
themIelV81 to the oiro1Imatan08l attendiJqr it ;
and thoae moumatan08l are not unheqll8D.tly
1Irg8Dt, and ONate atrong HJIIIationa, which
naturaUy hd their way in ttrong upreaaiona
and riolmt demeanonr. The p8rIOIIII subjeot
to this apeoiea of authority are not to be
oaptioua, or to take uoeption to the want of
a formal and oeremoniona obaenanoe of
behariom." ,
It is further plOVided by the l l ~ aeotion
of the Merohan1; Shipping Act, 18M, that for
aaaaultmg any muter or mate, a " _an "
ahau be liable to impri80nment for any period
not 1Ilr:Cl88diDg twelye weeki, with or without
liard labour. The laDle aeotion provides that
for combiaiDg with allY other or otherl of the
orew to disobey lawful commands, or to Jl8II'leot
duty, or to impede the navigation of the lhip,
or progresa of the Yoyare, a " aeaman .. ahall
be liable to impri80nmmt for allY period not
IIlr:Cl88diDg twelve weeks, with or without hard
labour.
For wilfully c1amagiDg the ahip, or em
beDliDg or wilfully damaging any of her BtoreB
or oargo, he ahall be liable to forfeit ont of hill
wagn a 81IlD equal in amount to the 10ea aua-
talned, and alao, at the direotion of the court,
to impri80nmmt for allY period not IIlr:088ding
twelve weeb, with or withont hard labour.
For any act of IID111IIfling, of which he ill
oonnoted, and whereby lou or damage ill
-maned to the master or 0W'Iler, the sea-
man ahall be liable to pay to such muter or
owner auoh a 81IlD aa is autloient to reim.
b1UBe them for IUch lou or damage; and the
whole, or a proportionate part of the man'a
Wage&, may be zetained in _tiafaetion or on
aooount of such liability, without prejudice to
allY further remedy. It will thus be II88Jl
that, irreapeoti.ve .f allY oontraot or agree-
ment with the aeaman, the statnte law of this
country baa entrnated the owner and muter
of a sea-going yacht with important powera
for the p%9I8lTation of cJiIIoipline amonpt the
ONW on board.
haamuch aa the " maatar t' ill the person
by whom the provieiOUB of the above aeetiou
are usually put in force; and aa, moreover,
the common law baa veated, aa we have
already noticed, in him IUOh lIlr:tenaiye
powers over all on board hill ship, it ill im.
portant that yacht OWDers lhould DOt, aa a
general rule, mter into allY arrangemmt
whereby the legal statna of the master is con
ferred on any person other thaD themaelY8I.
The wOM .. muter" ill de1lnecl in the Mer.
chant Shipping Aot, 18M, aa iao1lldiJqr 8V8r1
S-_n-oontinued.
penon (exeept a pilot) haviDg 00DIJIIf0JU1 or
charge of allY ahip; whilBt, in yachting pM-
lanoe, the muter ill underatood to be the
perIOn IIJIPI8d to navigate and III&1I8P the
yacht under the 01'd.era and aa required by
the yacht owner.
It may be a queatioD. of donbt in _
_81 whether, Dotwit.bata.DdiDr that a IIIoiling .
muter may be employed, the OWDer of allY
1l1I1'OIriIIter yat may not, when he is on
board hill yacht, be her" muter .. within the
above dehition in the Merchant Shipping
Act, 18M, more eapeoia.Iq if, aa is genera.1q
the oaae, he take_ allY part in the worJdDg of
the yacht; but with reapeot to British reP-
tered yachta DO such queetion of doubt GaD
arise, for the 4tih aeotion of the Merohani
Shipping Act, 18M, requirea that; there Bhall
be inBerted in the lhip'l oerti!oate of
registry, amonpt other detail8, the name of
her .. muter J" under the provisions of the
46th BeetioD of the _ Aot nfemJC1 to on a
prfJ'Vioua OOOIIoIion. Wlumever the master of
a British reriatered V8II8l is changed, the
name of the new master must be indoreed on
the lhip'B oertiIoate of registry; and all
olll.oera of customa within the QuMD'a domi
Diona may refuse to reooguiae any person aa
" muter" whose name ill Dot 10 inaerted in or
indoraedon the oerWloateof registry. BaviDg
regard to the pro-riaiona of tb.eae two laIt-
mmtioned aeotiona, the owner of a BritUh
registered yacht should have hIa own name
inaerted in or Indoraecl OD the yacht'a oerWl
oate of registry aa .. master," DOt that; oflUa
oaptaln or sailing muter.
To _y nothing of lhe 1epl proof f;hu
afforded for all olll.oIal purpoaee aa to the
person entitled to the status of .. master" on
board, or the upreu proviaiona of the
46th eeotion of the Aot of IBM with refe.
r8Ilce to matters ariaing with the Cutoma.
or queationa affecting the rfJ'V8IlUO or quanD'
tine, in all _01 where the Ownar'l name
appean on the oertiIoate of regi8trJ aa
master, the orew are, of OO1UBe, preo1udecl
from denying hill authority aa .. maater,"
whilat at the _ time they oannot refuae to
obey the ordBra of the IIfJling maater, who
baa the aame power under the control of the
master aa the o8loera of a trading v8lHl.
Whenever any of the of!m08l enuIDeratecl
above are committed, an entry should be
made in the form of log book approved by
the Boa1'd of Trade, whioh on board fonip
oruiaiDg yachts should alwaya be oarefaD;r
kept, and the e.otry ahonld be Biped by the
muter and alao by the sailing muter, the
mate, or one of the orew; and tile otreDaer.
if eti1l in the yacht, abould, before the Jaoht
arrivea at the nut port,'either have a oop;y
of the mtry or have it read over to him;
and, in any sub88qUeDt legal p1"OOlllCliDc the
mtrieB ahaJl, if praotioab1e, be produoecl or
proved, and, in default of such procluotidl
or proof, the court may, at ita diBaratioD,
refuae to receive fJ'Vid8Doe of the otreaoe I '
(Seat. 2" of the Aat 18M.)
Digitized by Coogle
Dicti.onary of General Information.
588
B8GIIIIm-OOIltinued.
The crew being I18r'faDts paid weekly, 0I.n
be diaoharged .. any ordiJlary lenant upon.
giliDg a week'. notioe, and 0I.n ola.im their
dDoha.rge upon giliDg aimila.r notioe. When
.. member of a crew ill diaoha.rged for 110
de8nits offence, he 0a.D o1a.im. hill P .......
mcmey to the port of .hipment, but not if he
diaoha.rgea himBelf.
B7 the Merchant Beamen Aot, 1880, addi-
tional fa.oility ill giveD for the utt1ement of
dispute. .. to wage" &0., by erlenc1iDg the
operation of the Emplo;yem and Workmen
Aot, 1875, 10 .. to iDolude II8IUD8I1. Under
the Wt-named .&.at, in any prooIIIIdiDg before
a County Court in zela.ti.on to any c1isputa
bBtween an employer and a __ , arisiD.g
out of or incidental to their relation .. such,
the County Court may (1) adjuBt and lit off
one ap.iDat the other aJ1 c1a.imB found by the
oourt to be IUbliatiDg between the parties;
(9) may reBoiDd any oontraot between the
employer and ua.man; (8) take l80urity from
a delenda.Dt for the due performaDOO of a
oontraot, iDBtaa.d of awa.rdiD.g da.ma.gu for a
breach thereof.
SIGIIIXG .!JrrJ:CLE.
We now oome to the third part of our
IUbjeot, namely, the poaition of _ter and
crew and the ma.iD.teIumoe of c1isoipliD.e when
articles UDder the Merchant Shipping A.ota
an signed; or, in other warde, when :ma.ater
and crew 8ign an agreement drawn up in a
form 1J8oDOti0Ded by the Board of Trade.
Section ~ of the Merc!ha.ut Shipping Aot
of 18M, taken by iteelf, provide8 in effect;
that the JIIBIIter of eTerl &hip (except ooa.atiDg
"Veuela of leas than 80 toDI) IhaJl entsr into
an agreement with eTerl one of the crew in
the form lJ8oDOtiODed by the Board of Trade,
and the agreement must be BigDed by the
maatsr and aJ1 handa-whenClO the phrase
aigDing artiolea. Thill I8OtiOD ill one of the
excepted aeotioJuI of the third part of the
Merchant Shippmc Aot, 18M, whioh does not
apply to pleasure yaohta, and therefore a
yacht OWDOl' is not bound to enter into suoh
an agreement with hill crew. But if he likes
to iD.aiBt on a Board of Trade a.greem8nt, he
0I.n do 10, although of oouree he must be
prepared to ftDd lOme yaoht la.i1ora refusing
to ship with him on thoee torma. So loug ..
a yacht cm1y oruia81 in the home _tara,
Board of Trade agreements are DOt of much
uae, and it is only when lhe beoomea a
.. foreigD-going &hip" that they are of 8nob.
importance. By the interprBta.tion ola.uae of
the Meroha.Dt Shipping Aot, 1864, a foreign-
IOiDg &hip is interprBtad .. including anyone
that prooeeda between lome pla.oe or pla.oaa in
the Unitad Kingdom, and lome pla.oe or pIao.
llitua.te beyond the ooaats of the United
Kingdom, the ChaDDel Iahmde, and the oon-
tinent of Europe, between the riyor Elbe and
Brest, iDoluilive. When, therefore, a yacht'l
"Voyage uoeeda the abon limits, the agree-
ment ahould, with any DOoeII8ol7 alteratiODa,
follow the form lJ8oDOtioned by the Board of
Trade for foreip.goiDc shipB. If a Board of
s-n--ontinued.
Trado agreement ill agreed to an4 adopted
without; alteration, it must oonta.iD. the toJ,.
lowing pa.rtioula.re .. to torma :
1. The nature, and .. far .. praotioable,
the duration of the intended "Voyage. Or by
a later atatute (86 & 87 V ~ o t . o. 85, I. 7) it
may atate the lllUimum period of the yoya.ge
or engagement; and the pla.oea (if any) to whiah
thevoyage or engagement ill notto extend. The
.. tament under this head must be 81I1Ioientq
pla.iD. to eDable a man to unclerIItand the
nature of the work for whioh he oontempla.tee
an engagement.
2. The number and description of the crew,
apeoilying how Dl801Iy are engaged .. ...nor..
8. The time at which ea.oh __ ill to be
on board or to begin work.
4. The oapa.oity in whioh ea.oh II8IIoDI8oD Ie to
aene.
Ii. The amount of wagee whioh ea.oh aea.ma.n
ill to reoej"Ve.
6. A loa.1e of the proriaiona whioh are to
be furnished to ea.oh ua.man.
7. Any regula.tiODa .. to oonduot on board,
and .. to bel, abort a.1lowanoe of provisiona.
or other lawful puniahmenta for miaoonduot.
whioh have been IJ8oDOtioDed by the Board of
Trade .. regula.tiODa proper to be adopted,
and which the partiea IIjp'ee to adopt I and
the IIjp'eement BhaJl be 10 framed .. to admit
of stipula.tiODa on the part of the employer and
the employed whioh are not oontrary to law.
Theae IIjp'eement fOrml oa.n be obta.iD.ed at
the Meroantile Ma.riD.e ofB.oea, and from the
Board of Trade; they are printed, and apa.oeI
are left for filling in the aignaturel of the
difrerent stipula.tiODa.
Of oouree yaoht owners may make any
epeoia.l written agreements which their oren
wi11 sign; but the Board of Trade form.
h&liDg oftloia.1 sa.ncition given to it, Bhould be
adhered to .. much ... poIIBib1e. In the
interprBta.tion ola.uae of the Merchant BhippiDg
Aot, 1854, the word II _," ill to include
"every pereOD (except mutsra, pilota, and
apprenticel duly indentured and regiatered)
employed or engaged in any oapaoity on board
any &hip." In steam ;vaohts, therefore, the
engineers and 8remen would be l88omen; ..
a.l.ao would be on 8TerJ yaoht the oook and
IIiewa.rd. It may be observed that a yacht
owner, though he should adopt the forma of
agreement aigned by the Board of Trade, or a
modiIoation of them, ill not oompelled to
reqnire that aJ1 the persons enga.ged on board
hill yaoht should aigD them. Be may, for
IData.nce, engage hill oook and steward on the
lame term. ... would be the _ if their
aenioewould be performed on 1Ih0re. Still, itwill
be found adYillable that the Rathcmty of the
JIIBIIter should be aeoured over aJ1 on board
alike, by the medium of a written agree-
ment.
The agreement ill to lie aigned by aJ1
parties to it, the ma.ater aigniD.g 8ret; and
the dooument date. from the time of hill
aigDature.
In ozder to avoid any teohnioa.l clliII.oultiel
Digitized by Coogle
,
..

that may arise, the ;yaoht oWIUlr Ihould lip
81 mUter, and the regular aailiDg ID8Iter 81
mate. The ID8Iter to whom the men aip
hu BOle control of eyerybody on board, and
lIVen in the movements of the vall8l, and
there iB a ItoI'1 that a _tar of a ;yaoht up
the Mediterranean 0_ threatened to put an
owner in irolll. Suoh POll behaviour, how-
eyer, oould not ro IGng unrawardad.
In order to auabla the craw to refer to the
arraament, the _tar should at the oommanoa-
ment of the voyage bave a legible oopy
(omitting the signatures) plaoad in lOme part
of the vaual to which the man have lo0088I.
In the agreement to be Biped, the orew
oontraot 81 follows :
The several parIIOIIB whose I1&1II8I are
hereto subll8ribad, ap.d whose dasoriptions
are contained below, and of whom [here
fnBart number] are anpgad 81 u.Ilors, hereby
agree to serve on board the said ;yaoht in the
lI81'aral expressed apiDst their
names until the laid yacht shall be paid off
[here inIart thnoyaca or oruiBa to be made],
and to oonduofi themselves in an orderIt,
faithful, honest, and IOber manner, and to be
at all timas diligent in their respective duties,
and to be obedient to the lawful oommands of
the said _tar or of any paraon who shall
lawfully IUOCI88Cl him, and of their snparior
ofllcera in everything relating to the -.id yacht
whether on board, in boats, or on shore.
In oonaideration of whioh Iarvi_ to be duly
performed, the B&id muter hereby agraaa
to pay the -.id craw 81 wares the 8UD1B set
apinet their names raspactivaly expressed.
And it iB hereby agreed that any embaalao
mant or wilful or n81tUgant dsstmotion of
any part of the ;yaoht's &tor .. shall be made
BOOd to the owner ont of the ".... of the
penon railt7 of the lImne. And if any par-
Ion enters himself 81 quaJifled for a duty
which he proves inoompetent to perform, hill
.1fIII8B shall be reduced in proportion to biB
inoompetency. AnJi it iB rJao agreed that the
regulations authoriBad by the Board of Trade,
which in the paper hereto a.nnuad are num-
bered [here in.Iart the numbers of the regula-
tions], are adopted b, the parties hereto, and
shall be oonaiderad 81 embodied in thiB agree-
ment. And it iB rJao agraad that if 'an7
member of the orew oonaidara himself to be
argriavad by any breach of the agreement or
othanriaa, he shall repl'8B8Jlt the _e to the
muter or ollioer in charge of the ship in a
quiet and orderIt manner, who shall tharenpon
taka Doh eteps 81 the 0818 may require. And
it iB rJao agraad that any man guilty of miII-
oonduot shall be Hable to be diIohargad by
the maatar at any port in Gras.t :Britain 01'
Ireland. That the voyage shall be oonlidered
81 terminated when the ;yaoht iB paid off.
Every A.:B. who conducts himself to the
satisfaction of the master shall receive
Ihillings per week oonduct money when dill-
charged. [Here insert any other stipula-
tions which may be agreed upon, and which
are not oontraq to law.] In witn ... whereof
&cImcm-oontinuad.
the said partias have BUbIlOribad their names,
Signed mastar, and the
da;r of 18 ."
Thill PUIlfoll8 gives a V8I'1 fair idea of a
_'s dnty, and the only cWIloulty iB in
deciding when a man _ to be hoIlast,
ordarIt, faithful, or sober. The due per-
formanoe of duty antitlee the man to F.OP8r
aooommodation, food, treatment, &0.
The following regulations for the
tien of dJIoipliJle are dietinat from and in
addition to the statutable ofr_ p1Vt'iouelt
Bet out.
1. Not being on board at the time had b:r
the arreemant-two days' pay.
2. Not returning on board at the apiration
of laa'V8-OJl8 day's pay.
8. Insolanoe or oontsmptuOl1l laniuaIre 01'
behaviour towards the _tar or 8IIoJ mate
-one day's pay.
f. 8trikingor _ulting any parson on board
CIt belonging to the lhip-two daya' pay.
5. Qua.rralling or provoking to quarral-
one day's pay.
6. Swas.ring or using improper 1anpap-
one da:r'1 pay.
7. :Bringin, or having on board IlPiritu01l8
liquon-thrae daYI' pa:r.
8. Carrying a lheath knif_ da7's pay.
9. Drunkenllllll, 8rst ofranoa-two and a
half days' proviBions I II8OOJ1d otranoa-f,wo
days' pay.
10. Neg1aot on part of otBoat of watch to
plaoa the look-out proparIt-two days' pay.
11. Sleeping or I1'08Il nagliganoe while on
the look out-two da,l' pa,.
Ill. Not atingnishing lights at the timaa
ordarad-one day's pay.
18. SmokiDg below-one daTs pay.
14. Neglecting to bring up, open out, and
ail' bedding, when ordered-half day's pay.
Iii. (For the COOL) Not having any masl of
the orew r.dy at appointed time-oue da;r'a
pay.
18. Not attending Divine aarvioa on
Sunda;r, unIeas prevented b7 Bioknees or duty
-one daTs pay.
17. Intarrnpting Divine II4I1"rioa b:r inda-
001'0118 oonduot-one day'_ pay.
18. Not being cleaned, _haved, and WIIIIhad
on Sundays-one day's pay.
19. Washing cloth .. ou SuDdaJa-one
da;r's pay.
so. Saoratlng oontraband goods ou board
with intent to smuggla-one month'l paJ'.
Ill. Destroying 01' defacing the OOP)' of the
agreement which iB made aooaesible to the
orew-one day's pay.
22. OtJloars guilty of above otranca shall
be Hable to be of moe the number of days'
pay which would be 8DOI;ad from a a.maD
for like ofrenoa.
It doel not, however, follow that the above
tableiB to beadoptediA toto. TheraiBa blank
spaoalaftin the agreement form,wherainilto be
inaartad the numbeN of the above raga1ationa
which are mutuaIq -.rread npoD. For aumple.
amokina' below iB 18th on the lilt, and jf the
Digitized by Coogle
Dictionary of General Information, 585
B _____ tln1Uld.
yacht OW1l8r wiahed to make amokiDg below a
breaoh of discipline he would put 18 in the
blauk spaoe In the agreement form, and 10
on.
For the purpoae of legalJ.y eDforoiDg any of
the foregoing flnee, the same ooune must be
adopted as in the enforcement of the
stawtable p8D&lti8B; that is to BaY, as lOon
as the otrenOB is oommitted a memorandum
of it should be in&erted in the ofticial log.
book which ahould always be kept whBn the
yacht is on a foreign omiBe. The entry in the
Iog.book muet be signed by the muter, matB,
or one of the C!NW, and a oopyof the entry
must be read over to the off8llder before the
Bhip reaches pQrt, or departB from port, and
If the offender is discharged before a mercan
tile marine superintendent the entry Bhould be
shown. and the he, If any, should be de-
duotBd from the wagel and paid over to the
superintendent. .
The following are the Queen's Begulaticma
for the BoyaJ Na.,.,. as to amokmg:
.. The houri when smoking is to be per-
mitted. providing it doeII not Interfere with
the carrying on of duty, are as follom: .
I. During the meal houre of the lhip'l
oompany. and after quarters to 8 p.m.
at _ and 9 p.m. in harbour.
U. On BUDda,... and aJao on Thurada,...
whBn it d08l not Interfere with the
duti8B of the Bhip, in the afternOODB
until the pipe "olear up deckl,"
m. The oaptain may alBo permit (If he 1_
lit) 1JD0kiDg during the night watoheB
for a lhort period, not uOBediDg ODe
hour in each watch.
IV. Smoking in the boats iI prohibitBd whBn
on duty. unl_ the boats are detaohed
for any length of time on lerrioe, in
which _ amoking may be allo .... ed
within the houre preaoribed on board
_ lhip."
'WAG.S.
A. _'a right to wares and proviaiona
begins either at the time at which he oom
_ work, or at the time apeoiIied in
the agreement for his arrival on l!oard. whioh-
ever &ret happen., 10 that If a _ goea
on board and worb sooner than he need have
done, his right to wages dOli not neoeau.riq
date from the time he went on board.
When a _ ill desirous of having not
more than half his wagee paid to his wife
and family or plaoed in a BavbJga bank, the
atipulation may be in&erted in the agreement
Iig1UId by the master and crew; but it will In
that _ be Jl808B1I8or1 for the yacht owner to
make proviBion for the amounte allowed being
regularly paid on ahore. In the _ of
merchant Bhipping. thiI ill done by the owners
or owners' agents. As aclvanOB noteB are
DOW illegal. the payments to the _'a
relaticma, under anallotmentnote, will not begin
1IDtil the expiration of one month, or. If the
money is to be plaDed in a Bamp baDk, at
the upiration of three months from the date
B8GfII(Ift-OODtinuea.
of the agreement. ~ u a e the paJ1ll8llta are
OD1y to be made out of WllIf8II already earned.
Bpeaking genenilly, 10 long as a seaman
only does his du1i1, although he may throw
Into the performanOB of it an utraordiDar,y
amount of zeal, he oaDDot maintain any claim
for extra remuneration; and any promiae bl
the aaater to pay IOmething additional under
ordiDar,y oiroumatanoea ill void; just as In
hiring cab. liOBDBed by the oommiaBionera of
police in London, a cabman can ouq claim
his legaJ fare, although the hirer may have
promiaea .. larger sum for the journey. But
If the oiroumatanoea are suob that the men
would be justilled in refusing to proOBell to
lea-tIII for iDBtance, If the v8IIHI were 1IDIea.-
worthy, or dImgeroualy ahortbanded-then.
In the words of Lord Campbell, the Bailora
would be in the ooDdition of f_en, and free
to make a ne .... oontract and in that CaB8 they
would be entitled to oIaim whatever extra
sum the muter might agree to give.
As regards the payment of .... agee. the ....
man is entitled, at the time of leaving the ahip
to 2'-, or quarter of the sum due to him,
which ever ill the least. and the baJanoe must
be paid by the muter within two olear da1ll
(uolnaive of Bunday and Bank Holidaya)
after the _leave the Bhip; but thiI pro-
viaion ill aoaroely in praoti08 applioab1e to
_en on boud yachts.
AI we have already stated, the EmplO1eN
and Workmen Act, 1875. now applies to ....
men. and gives County Courta an extended
jurisdiction In proceedings between a yacht
owner and a member of the GreW. The A.ot
provides aJeo that a diaputB may be heard and
determined before justi08B, but they may
ueroize juriadiotion where the amount olaimea
emeeds 10Z.; nor can they make an order far
the paJm8Dt of any sum uOBeding 10L. ex
clusive of 00Bts; nor can they require I801I1'ity
for more than 10Z. from a defendant or his
auret.i8B. Should a yacht Bailor lind it neoea
Bar,y to aue for his wares, he will do either
before justiOBl in a County Court having
Admiralty juriadiotion, or under the Em
ployera and Workmen Act.
&0. MiZll.-(Bee .. Knot. ")
S- Pie.-A dish made up of aJllOrts In layera.
BtIG WIIY.-Genera.Ily used in the II8DB8 of waV8B
in an open _. meaning a distarbea _
BtaMortMj.-Inevery reepeot lit to go to_ In
chartering a Bhip it is iDaiated thM ahe must
be "tight, ataunoh and strong, and well
equipped. manned with an adequate crew.
proviBiona, &0."
&eorwl To.pBlliZ.-A gal! topaail between the
largest (the latter not being a ballooner) and
the jib-headea topaaiL .
&iIImg.-A way of aeouriDg a bight of a rope
by a laahing 10 as to form an eya, or of
aeouring any parte of ropes together. A.
niziDg i. thna passed: an eye is aplioea in
a piece of.mall cordage whiob is to form the
seizing (Fig. 1174), and the aeiaiDg ill thaD
puaed throqh its eye and round the rope as
Digitized by Coogle
Digitized by Coogle
shown; the end is brought down throllBh the
tams and through the eye splice (or not, &II
preferred). It is then brollBht over at a
(Fig. 274, which is the back view of Fig. 275),
round and oyer again at b; the end is then
paaaed under a .t c (by aid of marling
spike), out at., and hitohed under b .t d &II
shown. Sometimes the oroaa turns are not
tuen, but the end of the seizing made f.
to a part of the la.rge rope; in BUoh OMe
riding tams are 1lIIlI8lly taken; that is, the
aeizing is pall8ed twioe round-ol1oe oyer itself.
8swagee 8t'l"Op.-A.trap made of spun yarn iaid
up in coila and marled ; board hM two pegs,
a a (Fig. 276), inserted at intervals suitable to
the required leqth of the strop. Layers of
spun yarn are put round these pegs, and when
enough turns have been taken the marling is
Pall8ed by Bingle hitches as shown in Fig. 277.
(See " Strop.")
8IJf"1Js.-To cover a. rope with BPun yarn oeJ1ed
,. eerrioe.'J
8mMig Mallet.-The mallet which riggers llBe to
wind aernce round ropeB and bind it up
tightly together.
8et.-To hoist or make aa.il. This word is some-
timBB improperly confused with "Bit" in
referenoe to the way a aa.il Btands.
lkt FZymg.-Not eet on stay or bent by
la.cing; a. jib in a. cutter is set liying.
8et oj t1uJ Tide.-Direotion of the ourrent.
8etttng Up.-PurohMing up rining taut.
&wed M' 81Uld.-The condition of a. YeBsel that
grounds and on the return of the tide is not
floated. If the tide does not lift her by
2ft. she is Baid to be "sewed" 2ft. If the
tide on fa.lling doeB not leave her quite dry,
she is Baid to "sew" 1ft., 2ft., 8ft., or more,
&B the C&IIe may be.
8hMkle.-A U-aha.ped orcok with an eye in each
end, throllBh wbich a Icrew bolt iB passed.
VeouBly used, and are often preferred to hoob.
(Fig. 278.) There is. sha.cklea.t every lifteen
fathoms of cable, 110 that by imsha.cklin, it
FIG. 278.
the cable can be divided into man7 pa.rta.
Useful if the cable h&ll to be Blipped.
81r.a.dow 8aM.-Thia waa. contrivanoe patented
by Mesllrll. Harvey and Pryer, of WivenhoG,
in 1874, aa an improY8lDent on the spinnaker.
It consisted of a. gaff, goose-nooked to the fore
side of the DIIWIthea.d, and a. boom to the fore
Bide of the mMt .t deck. When the spars
were in their pla.cell (the gaff being set up by
halyards .imilar to the peak halyards of the
mainsail), the aa.il 11'&11 hoisted by its peak
ea.ring and thro.t, and hauled out by ite clew
to the boom end. AboTe ~ pff a. jib-headed
topaa.il WM hoisted. There yt'an after-bra.oe
for the gaff, an aft and " fore f1I1 and toppm,
lift for the boom. The aai.ls were nearly of
the dimensions of the main ea.i1a. (See Fig.
279.) PraoticaJly it was found that there 11'&11
too much gear for the aa.il to be got out in ..
FIG. 279.
hurry, and in a. strong wind the apa.rII and gear
would not haye borne the strain of such la.rge
aa.ilB; and 80 the spinnaker remains in UIl8.
We believe Mell8l'8. Harvey aadPr,yer'1 patent
F,G. 280.
has only been litted to one Y888el, the B __
belle, and abe only tried it onoe in match.
The plan appears to haye been inyented by
Mr. N. M. Cummins, as that gentleman had a.
.. shadow" iltted to his yacht Electra. in 1869.
Fig. 280 is a. _etch of the Electra. under
the ahadow or .. cloud," ... Mr. Cummina
termed it.
lSSS Yacht and Boat Sailing.
Bho.7te, To.-To sail a Tl!1I8l80 olose to wind that
the weather oloths of the sa.il8 Bha.ke ; the head
Ia.ila renemll7 are the flrIt to sha.ke, ed if the
helmame does not notice it 8Omeone who d08ll
IIinp out, .. Alllha.k:ing forward ;" 01" .. N8801"
forward."
B1wf."k. Out II BMJ.-To untie the nef points ed
nnl"OU a 1"88f.
Bha.Uow BodWd.-With a T8r1 limited depth of
hold.
B. II Cour.,.-To IItee1' a pa.ri;iou1a1" 001l1"8e.
Bho.f.p Bottomed or ShIMp J!loorfId.-A V8IIIel
with V 08ha.ped lIeoti.ons.
Bho.f.p BotHd.-With a VerJ be entl"lUlce 01" a
bow whole two Ilid811 fann a VerJlII01lte egle.
Bho.f.p Bf6rMd..-A stem Bhaped IOmethiDir like
the fon end Ol' bow, thus <.
BMatMtlg.-The COppel" sheets put on the bottom
of a v_el. 160 and 200z. ooppel" ie gene-
nJly used fOl' yachts. Bometim811 200 COpp81"
at the load nne, ed 160 below. The IIi.zM
and weight of sheathing 801"8 usuaJIy aB fol-
10Wi :---'Bin. by 20in., ed mo1"8 commonly
fOI" yachts by 14m. The weight pel"
aheet of the by 20in. ie 7Slb., th81"8
being 18oz. to the aqua1"8 foot. The weight
pel" sheet of the 4.8in. by 1m is aB unde!" :
160z. 4671b. I 280.. 1l.671b.
20 .. 5'83 " 82 .. 12'88"
160 na.ila to a sheet, 01" 10ft. na.ila to everJ
100 sheets. The allowance made fOl' old 0Gppel"
ie gen81"all;y one-eighth 1_ the price paid fOl'
new. That ie, if the price of new ooPJl81" be
pel" ton, the prioe of old will be 70Z. pel"
ton. This price ie subject to eoth81" deduo-
tion of SIb. pel" owt. fOl' d1"088, &0. COppel"
ie usually put on 80 that the edges OT81"la.p,
but in the oaae of a few yachts the edges of
the OOppft have been butted: that ie, the edges
W81"8 laid edge to edge and the na.ila W81"8
oount81" sUlIk ed 8OOU1"8d down. Of coune
thie pllUl entails enOl'moUS tl"Ouble, but the
superiol" sunaoe it Pl"esente CD be oonaide1"ed
aB a oompensation. MIUl:J yacht builders
obtaiD the OOppel" lhea.thing of M_m. Nerille,
Dl"uce, ed 00., 18, Sh81"bome-lane, E.O.
B1NIwe.-The wheel within a block 01" in the
aheave hole of a sptlol' 0T81" whioh 1"Op8B paBl.
Sheep'ham:k.-A pllUl of sh01"teniDg a 1"Ope by
ta.kiDr up a pm ed 101clliJg. it into two loopi
J'rQ, !I8l.
01" bights, ed then putting a half hitch of
ea.oh lfanding pr.l't OV81" a bight.
B1Ner.-The lore-uc1-a.ft O1l1"Te of a TIIIIIel'I deck
01' bulW801"b.
To ahe81" is to put the mddel" ovel" when a
ves .. l is at eohol", 80 aB to oa.use h81" to mOTl!
la.t81"aU:r ed ride olea.1" of h81" anolaol". A
vell8l is said to b1"Ba.k h81" ahe81" when aha
c1aparia &om the ehetI' that bu b_ liven
h81".
87wwr Hul1c.-An old v88 .. 1 Itted with 1Iheers.
wh81"eby maata 801"8 lifted into oth81" ...-lL
Sometimes used in the sanae that but
the hulk 1"8DI8oinI.
B1rMr Maat.-Two mute Itted in the form of
triangle, t81"med ahe81"a.
8,*" PZcm or 8MM DrGught.-A dmwiDg
showing a lonptudina.l vriCllll aeoti.on or
pmllle of a veue1. (See Plate IIL)
Blwrt.-Two spam 81"8Oted ill the fann of a
tria.Dgle (apelt uppel"moat), to mise or lift
hea.v:r I5pe.rI by.
1!h.B7J.-A Itl"Ong piece of timb81" 1""IIJUling the
whole length of the velBel inlide the timber
hea.dl, binding the timbeN togeth81"; the
deck beamII Eel' on ed 801"8 fastened to the
lhalf.
B1NBt.-A 1"Ope 01" ohain by which the low81" after
com81"B of Ia.ila 801"8 1I8Cl1U8d.
BMet BMIdB.-Fig. 282 is a IliDgle sheet bend,
and Fig. 283 a double Iheet bend.
1'111.182.
BMet Home.-To 1t1"ain 01" haul on a aheet unti1
the foot of a aail ie aB atl"aight 01" tau' aB it
0IUl be got. When the olewof a gaJI topsail ie
hauled ol011 out to the oheck block on the gaJI.
In pmotice, a gall topsail sheet, however, ie
Beldom Iheeted homa, aB when once home DO
f1l1"the1" at1"ain could be bl"ought on it;
few inches drift ie th81"8fOl"e uluaJIy allowed.
In square-rigged vessell a aail ie laid to be
llheeted home when the after oleWI 801"8 hauled
oloae out to the Iheet bloeb 01" aheave holes ill
the yvd. This DO doubt ie the origin. of the
t81"m.
BMIti'Afl BClCUta.y -The bllotlbta;ya that 801"8 cmq
set up ed ahifted 8TerJ time a
veesel ie put about 01" gybed. (See" Pre-
vent81".")
B'Mft''AfI ca1"1"ied 101" ahHting to
windW801"d to add to 1Itiflnesa. .A p1"IICItioe
.. TII1"ely oondemned ill ;yacht noing.
IIIti.ftNn,g 11M BIII'tIl.-When a TII8Iel1"8movea fzom
a.tL echonge, &0.
8Mft 01 PZcmI;.-The diIta.noe one pla.Dk 0T81"la.pa
anoth81".
8Mft Porta, To.-To p1"OOe8d I1"om one p01't to
eother.
8Mft TCICkI, To.-To go fl"om one tack to the
oth81".
8Mft the H __ -To move the til181" f1"o.m one
Bide to the other ; thus, if it ie put to pori, lID
oM81" to ahift the lwJ.m. maIIII p1lti it to nu.
board.
Digitized by Coogle
1589
/11r.iIf 01 WiAll.- A ohange of wind.
SMa Up.-To olimb up the shrouda by the handa
and shins, when they are not rattled down.
BMp, To.-To put a.nytbiDgin position. To engage
aI one of the crew of a venal. To 'ship a
_, to ship a orutoh, to ship a -an, &0.
BMp ShGpe.-Done in a proper and unimpeach.
able manner.
f/MpB' PapllI'I.-These inolude builders' oertifl
cate, register (in _ of not being an original
owner, bill of sale aI well), bill of lading, bill
of health, &0. AlIa in the 0&118 of a yacht
her Admiralty warrant.
B1rIWe1.-To Id up and cause the lailII to shiTer
or lift.
IIMwr tM JCu.n.-To Id up until the mizen
lifta or shiTerB.
81I.H or Bhod.-Iron platell riTOtted to the endll
of wire rigging to receiTO shackle bolt..
.87I;oN.-The land. A support of wood or bon, a
prop.
8Mrt ToeA or BMri BOGI'dB.-Beating or working
to windward by frequent tacking.
87wwteft.-The wind il aaid to shorten when it
00_ more ahead. To aborten sail, to take in
sail.
Shoot.-To move throuarh the _ter after the
means of propulsion is withdrawn.
Bhy.-The wind is &aid to shy when it 00_
from ahead or breaks a Teaael ofr.
tude KeZaoRl.-8tout pieool of timber lI.tted fore
and aft on either lide of ~ bel.
tude Light..-The red (port) and green (1Itar
board) light. carried by TMBelB when under
way. Small yachts during ba.d weather are
not required to have their Bide light. bed,
but mut al_YI have them ready on deck on
their proper Bidea ready to show. Open boats
mut carry lights, and if the usual Bide light.
are not used they mut haTe lanterns lI.tted
with green and red slides, to abow when
required. Steam yachts and steam launohes,
In addition to the UIUIJ' Bide light., mut oarry
a white light at the muthead. Steam T8I8ela
when -towing mut carry two white lights
(Tertioa1ly) at the maathead. .All Teaaela when
at anchor are required to exhibit after sundown
a white light at a height not exceeding 20ft.
above the hull. This light mut be Tilible
one mile, and Ihow all round the horizon. It
iI usual to put thia light on the forestay.
Pilot TOIIBelB oarry a whits maathead light, ad
exhibit a "1Iare up" every 1I.fteen minutes.
Fishing Teaaela and open boats, when riding to
neta, oarry a white light and lIh:ow a IIare up
-uonally. If drift netting, a fI.IIhing boat
must oarry two red lights Tertioally. A
ship whioh iI being overtaken by another
ship must show a white light or IIare
up over her stern. Prev:ioul to 1847 there
had been no regulation aI to the carrying
of lighta; the OUBtom being for shipa to
exhibit a light over their Bides when ap
proaching each other at night; but in 1847
the Admiralty were empowered. to make
replatious respecting lights, and steamers
were ordered to exhibit a white light at the
maathead, a green light to starboard, and a
red light to port, and Teaaela at anchor a bright
light. And aailing ahipe were ordered to
show, when required, a green light on the
lltarboard Bide and a red to port. As between
ateamshipe and sai1ing TeBBelB, the latter were
required to present alight to the former where
there was any danger of oolliBion. The Ad
miralty Court acted upon the Admiralty Rules.
The Order in Counoil issued in PurBlWlce of
the Act, a.nd dated June 99, 1848, and the Act
1852, re-aftIrmed the former regulatious aI to
steamers, and recommended all aailing Teaaela
to be provided with red and green shaded
lanterns, and light. to be ahown on the port or
lltarboard bow, aooording to the aide a Te&Bel
might be approaching. Section 295 of the
Merchant Shipping Aot, 18M, oon1I.rmed the
powers of the Admiralty to the same extant
aI before. The Merchant Shipping Act, 1862,
did not alter the law with relpeot to steamers,
but made it oompulsory on Bailing shipe to
keep their Bide lights bed instead of dis-
playing red or green light. by hand lampa.
(See" Light..")
Bit1Mlg or 8ided.-The size of a timber, &0.,
between its two-plane aidea. (See" MouId.
ing.")
Bight tM Anchor.-To heaTe up the a.nohor.
BiIf1l4l. 01 DiatfolJu.-An enlign hoisted jack down-
warda. .
Bit.-8aila are said to " lit" well when 1;hey do
not girt, p1lOker, belly, or ahake. This wold
il eometimea wrongly written " BOt."
BJreet.-AninBtrament (usually a horn on a mk)
for wetting sails. In old yacht olub rules
IIkeeting to windward only Was allowed, aI it
was thouarht the sbet might be 1lIIed aI a
means of propulsion. "Fire enginea" were
ooouionally used for Ikeating, but the prac-
tice baa gone out of fashion.
BWda.-Pieoea of timbar put under a boat'. bottom
for resting her on deok, or when launohintr
ofr.
81riff.-A amall boat used by OOalt watermen tor
the conTeyance of paaaengere.
BTrin.-Th,e outside or inlide planking of a Teeael.
B7ritming.-In .towing a ma.inaaiJ. lifting the out-
aide pari up time after time, the bunt forming
a kind of bag.
81riR. Bai8t_.-The reailtance a Teasel meets
with owing to the friotion of the _ter on her
plank or ahea.thing. (See "Beailtanoe.")
81cipper.-A Blang term for the muter of a yacht
or other TeBBel.
8lPy.aa.-A square sail BOt above the royals.
B"v BC'rlllper.-A tria.ngv.lar aail BOt above the
Ikysail. Sometimea the sail next aboTe the
akyaail iI a square sail; then it iI termed ..
moonaail, and the aail above that a 1Itar.
gazer.
8lPy Pilat.-A term appHed by aailora to chaplains.
(Sea" FIre ElO&pe.")
8I4b rAM.-A rope used to brail up the foot of
ooureea.
Digitized by Coogle
8Iab BMJ.-A kind of ha.1f-reef In a maiDsail
helow the Srat reef, it takea up the foot or
Db of the sail.
aut . To alack up a lOpe or fall of
a taoIr::le is to _ it.
Slack Het",.-WheD a v_I carrieII very little, if
auy, weather helm.
Slack fidB.-The tide between the two streams
'When it runs neither one way nor the other.
There is highwater slack, and lowwater slaok.
Black '" 8tG!/"-Sl.ow in ooming head to 'Wind,
and still slower in paying off.
m-t of JFind.-A favouring 'Wind. A wind that
tre. a veaeel when oloae-ha.uled.
BIMp, or.AU .A.l66p-When the aaila are full and
do not 1lap or shiver.
BUiUfag lCad.-(See page 173.)
BUng . -BopeB or strops used to support or sling
yarda, &0.
BUp.-To let go, as to slip the oable.
Bloop.-A fore.and-6ft rigged TeBsel IOmething
like a cutter, but 1l8I18lly has a standing bow
sprit. Small sloops have only one head sail
set on a stay. tsee pp. 176 and 252.)
Blot.-An aperture generally for a pin or bolt to
travel in.
Btrt.a;e'k.-A BJDall trading T8sll8l usually cutter'
rigged. A 1lahing outter.
8mGU H.Zm.-8aid of a veasel when she carries
weather helm.
8ntHc'h. BIock.-A blook with an apening in the
FIG. 2M.
sheD 10 that a tope can be put over the sheave
without reeving it. (See Fig. 284.)
StaeGlG Boa.t.-A shallow and beamy boat in use
on the Ohio and Misaiaaippi.
SRotter.-An eye IItrop used to support the heel
of a sprit.
BHb.-To brintr a veall8l up suddenly when she
has way on and only a short range of oable
to veer out. Sometimes neceaaary if the V8118el
must be stopped at all oosta, but a praotioe
likeq to break the lluke of an anchor if it is
a good and quiok holder.
BRug.-COmfortablycanva8sed to auittheweather.
Anything made neat, or stowed oompaotly.
80 I-An order to _, often given instead of
"belay" when men are ha.uling on a rope.
8oZil.tAln' Wtnd.-A wind so that Bo veasel can lie
her oourse aJl thI'Ough to her deatinBotion with.
out ta.oking or auy display of seamanship.
BooJea JLooj ... -A oauatio oompoaition sold b1
yacht llttera for oleaning off old paint.. var
nish, &e.
8oundiflg.-(8ee .. Lead.")
801M1iUfI{/ -To be near enough to land for the
deap sea lead to 1lnd Bo bottom.
8palu.--Croas shores used to keep the frame of Bo
veuel in position whilst building.
8pa/n.-A lOpe ma.de fast by either end to a spar
or stay, usually for the purpose of hooking Bo
ta.okle to. Spans are now oommon1y fltted
to gaffs to hook the peak: haqards to. (See
pa.ge 57.)
Spcmis'h. BurlIm.-A purohaae oompoaed of three '
single blOOD. A double Spanish :Bu:rtoD
oonaistII of one double and two single bloob.
BpGnis'h. ReaJ.-A knot tied in the hea.d of Bo jib.
headed sail to shorten the hoist lIr reduoe the
Borello of the sail.
Spanker.-The fore-andaft; sail set with boom .
and pff on the mizen of a sq-rined
ship j termed also the driver.
Spcm 8Mc1cte.-A bolt with Bo triangula.r aha.okle.
'l'lie ga;mmon iron that enoiroles the bowsprit
Bot the litem. When it is over the
stem the forestay is ahaolded to it.
Span.-The ma.atII, booms, gaffs, yards, bowsprit.
&c., of a vessel.
SpaT', JC6IIBUrGtion of.--{:ubioal oontents of a
_par can thus be found. Find the a.raa of
eaoh end (888 "Area of Ciroles) j" add the areas
of the oircles together and halve the II1IJIL.
Multiply the half by the length of the spar.
If the spar tapers towards each end, the a.raa
of each end and the middle Borello should be
taken, added together and divided by S.
And. the plan is as follows: take the girth
(888 oiromnferenoe .. Areas of Ciroles") of
the apar Bot each end and halve it. FiBd the
square of the half, and multiply it by the
length of the spar. If the apar tapera at
both ends,1lnd the girths at three plaoea, halve
and divide by 3 j 1lnd the square of the
quotient, and multipq it by the length of the
spar. The weight of span can be found by
multiplying their solid oontents by the weight
in pounds of Bo cubic foot the wood the spar
is ma.de of. Thus Bo cubio foot of red pine
will weigh fI'Om 32 to and Bo cubio foot
of oak from 53 to 601b. (See " Weight and
:BnIIr:: of Substanoes.")
Spud IncUcatont. - The logline, log.ship, and
sandglaes have done serrioe to teat the rate of
speed for more than two hundred yean j but .
they make at the beat a olumsy oontrivanoe,and
it is not surprising that many attempts ha.ve
been made to supersede it. Of these perha.pI
Massey's and WaJlr:er's logs are the best
1r::n0000, aDd, with certain limitatious, the moat
re1ia.ble j but one objecition to thees has been
that they do not show at a glanoe the rate of
sailing, and, if auything foule the log, the
record of the distance sailed thI'Ough the
water is imperfect. Another dilla.dTa.ntatre--
although, it must be oonf88aed, it is a small
one-is thBot, before the distanoe run can be
aaoertaine4, the log has to be ha.uled in.
Some eifht y- aso we reoolleot witneainr
Digitized by Coogle
Dictionary of General In/ormation.
1)91
Speed IflCHcaton-oontinued.
lOIII8 experiment. in Amerioa with a fanta.il
log attached to a Bmall wire, whioh neoeaaarily
tnmed with thB log. The wire wu attached
to lOme olock-like ma.cbinery on the poop, and
a dial reoorded the number of milea aailed.
This instrument wu aud to have kept a true
NCOrd of diBta.noea in a voyage to the Weat
Indies and back; but, as it doea not appear
'to have come into general use, it may be
preaumed that it wu sl1bjeot to mishapa.
Reynolds'a .. pendeut log" is Bimila.r to the
Amerioan contrivanoe, inasmuch as it registers
OIl board the milea run.
The apeed indicators whioh moat resemble
,the line and log-ahip in it, reBUlt. are those
whioh only show the rate of Ba.iling per hour,
and do not record the diBta.nce traversed. Of
these perhaps Berthon's log, or adaptation of
it, is the moat in favour, and if properly
adjusted, mara 1'01')' aconrately the Bpeed per
hour at any moment. Berthon'lJ log oonaiBta
01. a tube, whioh paaaes through the keel, or
any immersed part of the hull, and, as the
water will rise in this tube in accordanoe with
the Bpeed through the water, it waa not a
di1Iloult matter to adjust a Bpeed indicator in
ocmneotion with the tube. Another kind 01.
log, on the dynamio prinoiple, is one invented
by the late Mr. Joseph Maudalay. This wall
a very simple oontrivanoe, and oonaiated 01. an
ordinary Balter', spriDg balance, a line, md
Bmall weight.
The line wu 25 fathoms long, and 1 inoh
in oiroumference. The lead weight wu
8 'inohea long, It inohes in diameter, and
weighed about 2ilb. The endB 01. the lead
were ronnded off. A hole wu made, through
the lead from end to end, through whioh the
line wu paBBBd and eaonred by a knot. With
12 fathoma of this line and lead immersed
the reaiatanoe at two knots per hour was
found to be lIb., and for other speeds the
reaiatanos inoreaaed nearly as the square of
the Bpeed; thus at two knota the reaiBt&noe
is lIb.; at ten knote, or five timeB great.r
speed, the reaiBtanoe is 25lb., as 5 X 5=25.
We some yeara ago tested this log with
Berthon'B, and on cillrerent oooaaions on the
measured mile, and fonnd the speed pretty
aoonrately indicated 10 long as tho water was
IIIIlOOth; but when it oame to rough water,
the lead jumped about 10 that it wall imPOB-
sible to arrive at the uaot Bpeed.
The lead weight oan be dispensed with;
without it the line will not jump out of the
water, and BO a oonatant or steady pull oan
be obtained. We tried an experiment by
towing a rope astern of a ateam lannoh, and
fonnd the reaiBtauce at varions speeds as set
forth in the middle oolumn. The rope forming
the "lor" was 13 fathoms long, the whole of
whioh wall permanently immersed. The rope
wall four stranded, .. water-laid," and one inoh
and a quarter (Ii inoh) in oiroumfersnoe. A
IIII&Iler line wall Bpliced to the other as a tow
line, as much 01. this being payed out as'wu
au1Boient to keep the larger rope immersed, or
to prev,ent aD.'f ~ of the thirteen fatholllB
BpHd IflCHcaton-oontinued.
beiDg towed out 01. water. At the splioe, and
on the larger piece of rope, was a piece of
lead pipe about a foot long (with an inside
,diameter liqual to the diameter of the rope).
This aerved the double purpOBe of showing at
a glanoe if the whole of the larger rope wu
not immersed, and helped to maintain the
immersion. The after end of the larger rope
should be whipped. The log patented by Mr.
Clark Bwell iB Bimila.r to this arrangement.
On the faoe of the apnn, balanoe the
numberB of the knote Bhonld be engraved
opposite the reaiatanoe in pounds as set forth
in the table.
Inalloaaeaspeedindioatoraorlogaonlyshow
the speed through the water; and to calon1ato
the distauce made to the rood over the ground
the tide must be eliminated.
lUaota. I Bemtance I Beelatan08
of Pro of )laudBlq".
~ b ~ Log In In.
z
a
1
8
iii
" "
15
gt
6 11
7 15 126
8 at 18.2os.
9
;& ~ 10
11 fI1
~ U,
'" 18
Mi :t
16
15 69
56t
8p66d 01 Yac1t.t8.-No doubt 1'01')' exaggerated
opinions prevail as to the Bpeed an English
yacht is capable 01.. VOl')' frequently there is
a mistake made about the distance aa.i1ed in
certain time; no allowanoe has been made
for tide, or the speed has been inaconrately
judged, So far as our experienoe Il08l, the
following table gives the extreme speed
aailing yachts 01. certain length and tonnage
have attained :
LeDgtb.
~ = t
KDotaper
hour.
TIme per mile.
ft. lIfIn . .eo.
9
n
8'76 18 0
18 IHIO III 0
26 8"16 II 86
88 8 7"110 8 0
41 10 8 7 80
G 20 8-76 8 61
84 40 1D- 8 0
81 100 11'26 6 20
100 180 12'110
" 4ll
111 820 18-76
" 1I1
144 400 11H1O
"
0
These observed Bpeeds correspond with the
theory that apeed varies as the square roots
01. the length on load water-line. Bnt there
are lOme apparently well-authenticated re-
porta that yacht. of 121ft. on the load-line
have reached a apeed 01. 18 knots per hour.
The American yacht, Bappho, is said to have
made BUch a speed; and as doubt. have at
various times been thrown upon the I1;a.te-
Digitized by Coogle
8pHd oJ Yacht.t--continued. .
ment, it will be well to re-publiah the fol-
lowing extraot from her log, taken whilat
orouing the Atlantio in 1869. The S.ppho
left Sandy Hook Lightship 7 a.m. July 28,
and arrived Queenstown Harbour 9 p.m.
Aug. 9, Queenstown time, maJdng the run in
12 days 9 hOUri! 36 min. (two hours 1_ to
the Old Head of KiuIale).
It"will be seen that the atroug wind 11'&1 on
the quarter the whole way, and 88 the _11'&1
exoeptionally smooth, more favourable con-
ditioua for attaining high lpeed could not
have been had. As a rule, with .. strong
wind, there il a great deal of _, and this,
of oourao, is an UDfavourableoondition for the

LAT. N. LollG. W.
n.KB.1
COUUII.
D. II. B. D II. S.
.July 18 40 29 82 78 21 00 27 E. t 8.
..
29 40 82 88 87 27 0 279 E. t 8.
..
80 41 18 88 81 82 0 273 E. tB.
..
81 48 82 00 118 116 0 229 E.
Aug. 44 41 89 M 28 16 112 E.by8.tS.
..
I 411 20 18 61 18 l1l 184 E. by 8.
"
8 46 U 17 47 10 l1l 192 E. bJ8.
..
4 47 88 49 41 112 411 288 E. bJ8.
n
II 49 81
:1:
21 16 816" EbJ8.
..
a 110 83 III 244 E.B.E.
"
7 110 118
49 r'
14 80 192 8.E. 'iE.
"
8 III 07 80 17 06 00 271 B.E. by t E.
II 110 U U 10 12 III 2IlIl B,E. bJ E. t E.
n
116 E.bJNtN.
ToI&l mIlea ......... '2867'
Spen.-The term of work allotted to UlJ' of the
men in a watoh. Thus there is the Q8ll a&
the helm termed "trick ;" apell at the JII8A.
head to look out, &0. When .. man's iime
oomes to be relieved and the one who baa to
take his place lags, the former siDp ont
" Spell 0 I" (See" Triok.")
Bp_.-A fore-and-aft sail ret with ga4s ill
Bquare-riUed ships, 88 trJaaila on the fon
and main mast.
Spider Hoop or 8p\det' BCH&d.-Au iron band
enciroliug the mast with iron. belaying pia
in it.
BpiUng.-:Ma.rkinw'on .. bar of wood the
that .. ourved line (11&1 thU of .. fzame) is
from .. atraight line.
WIND. Bmu..au.
8.W. PlDeb_
8.
{Freeh breeze, maIdDg 9 to H tIddt
fog; ...... 47 mila". 3 Aown
B.bJW. Ma.tIng16.hwt1, wlDddledOllttocalm,foa:J'.
W.B.W.
lIolagHmJ*!of ...
or latitude.
W.N.W. Llghtbreell8; denaetog8t:;tnearfy ealm..
W. bJ 8.
{NearJ)'caIm,oaIY IOfDgI -simes;
denali fog
W.8.W.
{Dense fog; moderale tog 1IhIId
8p.m.
8. FIDII breeze. clear _Cher.
8.B.W. rresh breese; ""' MIDOIA, _'Ik ,.,
S.W. rog and rain; moderate bree_
W.B.W. Fresh breeae, with nreII.
N.W.hyN. F1nebreue.
N.W.byN.
{Overcaat; freah hreae, iuereulJla to fNIII
gale; Blghsed laIId U6 p.m.
N. bJE.
'lbe run of 816 mIlea on Aug, II wu an anrap of 18'l ImoIa an hour.
It is equally well authenticated that the
Amerior.n yacht Meteor (whioh 11'&1 loet in the
lIectiterranean in 1869), in .. p&BUge from
Cowes to Lisbon,logged 319 miles in 24 houra,
with .. strong quarterly donble-reef wind.
During lOme portion of the 24 houra the
:Meteor loned 16 knots. The Cambria, in the
Atlantio yacht race 1870 ouly attained a
speed of 11 t knots, but there was a heav,-
quarter _ whenever abe had a .atrong fair
wind. ne greatest sustained speed that we
have ever been witneaae8 to in a match 11'&8
ill a race between the Livonia (106ft.) and
Columbia (98ft.) in Ameriea. The Livonia
did the distanoe between the S.W. Spit buoy
and Sandy Hook Lightahip, 8i nautioal miles,
ill 40 minutes, or at the r.te of 13 knots an
hour; and no doubt that 80me part of the
time abe was going 13' knota. The tide was
not strong, and abeam. We do not think
this speed has been muoh exceeded by Engliah
yaohts, but Mr. ThellUBBOD states that the
Guinevere has logged 14 knots. It is reoorded
that the Amerioan olipper ship Sovereign of
the Seaa in 1852 averaged 300 miles a day
for eleven oonseoutive days, and 333 miles for
four OODIBOUtive days. Her greatest diatanoe
any day, noon to noon, 11'&1 362 miles. Ev817
one will agree that thil 11'88 moat extraordinary
(See" Tima Allowanoe by Length.")
8pifMlGker.-A jib-headed sail reaohing from the
topmast head to the deek, flrBt introduMd in
;yr.oht raoiug in 1865 by lIIr. William Gcm1cm
in the Niobe, and henoe for lOme time tenaed
.. .. Niobe." The term .. spbmaker It a.p.,-
to have been applied to it &8 a kind of Dick-
Da1D8, without .. rhyme or reaaon." In 1866
Mr. Herbert Maudala,. had a simD&r ..n
made for his yacht Sphim:, and it 11'&8 am
Uled in .. match of the Bopl V1Otoria YacId
Club at Byde. The men oalled the J8Oh'
.. Spinks," and henoe it ill aid that the .0
beoame known 88 a spinker, the spimdker, or,
&8 DOW written, "spinnaker." lIIr. JIaoJI1Illen
in his "Down Ch&DIl8l." ...,.. that he had ..
aimi.la.r sail in 1852.
8pWlie lCodeZ--A Da1D8 given to a
model tapering at the endR.
8pirlGettitag.-Timber1l'Orked inaide aveeae1 'DIII1a
the abelf in a fore-and-aft direotion.
8pi9W.-The sma.lle.t storm jib.
SpZice.-To join the ends of rope topther by
interweaving the untwisted Btlands. An 8J8
splioe is formed by interweaving the unm.ted
end of a rope in the lay of the strands.
Split Lug.-A 1upail in two pa.rla (Fig_ 269);
the fore part is aheeted like .. forel&il, ad. ill
going about the tack is never eaat off, nor ia
the tack of the after put of the aaiL 'DMt up
Digitized by Coogle
593
and down line. on the aail show where it is
divided and where the mast oomea. To
hean to, the oIew (after oringle) of the fore
part of the lug would be hauled up to the
mast or to windward of it, easing the main-
sheet &8 required. The split lug is not in
muoh favour. The standing lug (or even
balance lug) and foresail, rig hal all the
advantages of the split lug withont 80 mueh
10.
yard forward of the mast and without the
disadvantage of not being able to lower the
fore part or foreBail. The moat that cau be
aaid in favour of the split lug iB that it pointa
out the advantageB of ,. main and foreaail in
prefersnce to one saX.
SpokBn.-8aid when one ship has spoken to
another by signal.
Bpolcu.-The barB of the wheel of a ahip
radiating from the boa. .. To give her a
spoke" is to move the wheel to the extent
of the dilltance betwesn spoke and Bpoke.
8poMIm.-The platform ahead and abaft paddle
wheela, uauall7 outside the bulwarks, but
sometimeB inolosed.
Bpolm Dri,ft.-8pray blown from the oreata of
wavea.
.... warp or hawBer or rope.
&prifl.g a lCIIBt.-To orack or splintar a mast.
Spring hBf' Luff.-To ease the weather tiller linea
so that a VOSBel will luft to a free puft.
Bprit Ba-'t.-A four - Bided aail
stretohed by a pole termed a
sprit (Fig. 286). This is a time-
hononred oontrivanoe for setting
a aail that h&8 no boom, but a
gaff is preferred if the aail has
a boom. (See page 216.)
Bprtmg.-Damaged by oraoking or
Bplinterillg. (See" Spring a
Mast.")
Bp"" Ya.m.-8mall rope or' oord
used for serving, &0.
Bquore.-8aid of aails when they
are trimmed at right angles to
the keel. A ship iB Baid to
haveaquareyarda when there is littledifrersnce
betwesn the lengths of upper and lower, or
when her yardB are very long.
Bpatre tM YardB.---1fo brace them aorOBB at
anwlel to the keel. Square the boom
iB to haul iii out at right aDgleB to tha
keel.
BqU86H.-A nael is said to be Bqueezed when
she is aailed very olose to the wind in order
that she may weather Bome point or objeot.
BtMM 1m Deck.-Iron moulds, &0., can be
removed from a deck by a Bolution of one part
muriatic acid, three parte waw. ..
Btamd.-A term variouBly employed; &I to Btand
on the shore, to atand E.S.E., and BO on, to
lltand on without taoking. A aail is said to
stand when ita does not lift or shake.
Bta"dord.-(See "Royal Standard.")
Btand By.-The order to make readJ; &I
"Stand by to lower the topsa.i1." .
BtMt.iWn.g Part.-The part permanently made fut
to something, and not hauled upon.
StMUl.tng Bigging.-The rigging that is kept per-
manently in ita place. (See pageB 89 and 4011.)
Btamcl Up.-A veuel is said to stand up well that
oarriea her oanV&l without heeling muoh.
BfMboard.-The right hand Bide. The oppoBite
to port.
BfMboUM.-The men and " Watchea" who oom-
pose the starboard watoh. (See" Larbolins.")
Btart, To.-To move, &8 to alaoken a sheet or tack.
To start a butt is to ca1188 a plank to shift at
ita butt or end.
Btarted neithe7- Tack nor Bhe6t.-8aid whBD a
vea881 aails a long oourse without a shift of
wind, so that there is no oooaBion for her to
alter the trim of her sails.
Btwrwed oJ Wind.-When a vessel is sailed so
near the wind that Bhe does not han enough
of it, or feel the wBight of it.
Btay, To.-To tack.
Btay BojIe.-The luff or weather bolt rope of a
jib or other Bail.
J't8.288.
BtGy,.-Ropea for supporting mast. and other
spara. A voBIel is said to be in staYB
when she is going through the operation of
tacking. To atay is to tack. (See" MiaBing
Staya.")
Q Q
Digitized by Coogle
'.
Steculy !-An order to put the helm amidehips,
or not to move it about.
8teerage.-m a yacht the space between the after
athwartship bulkhead of the main cabin and
the athwartship bulkhead of the after oabin.
(The latter is generally Imown as the ladieI!'
cabin.) U8U&lly the term steerage is limited
to the fore and aft puaage w bertha therein.
8teerage Way.-When a venel moves through the
water so that she ClaD be steered. m simply
drifting or moving with the tide a vessel has
no steerage way on, and OIIoDDOt be .teered ;
therefore steerage way means that a naael
relatively to the water moves ahead and p&88eS
the water.
8teersman.-A helmsman.
S/eeve.-The upward ino1ination or rake whioh a
bowsprit has, or whioh the plank sheer has
forward. The running bowsprit has u8U&lly
a steeve corresponding with the sheer forward;
a standing bowsprit has generally conaider.
ably more.
Stern.-The timber at the fere end of a Tessel
into whioh the ends of the plank are butted.
To stem is to make headway, as apiDat a
onrrent.
8tem80'A.-A piooe of timber worked ineide the
stem.
8tep.-A piece of timber or metal to receive a
vessel's mast, &0. To step is to put a thing
into its step.
Stem-board. - The name given to the three
cornered board aft in an open boat. (See
" Stern Sheets." )
8tem BOMdr-A movement of a vessel litem.
wards.
Stem Way.-Hoving astern: to make a stem
board.
8tem Post.-The stroug timber to whiol!. the
rudder is hung.
8tem 8heets.-The _t in the aft end of a boat.
Sometimes the three.comered bottom board is
termed the stern sheet. This board in a
yacht's gig is usually a wcod grating. In
smaJI fishing boats the stem sheet is the
platform on whioh the Asherman coils away
his nets, lines, &0.
SUff.-Not easily heeled; having great stability.
8tockol anAnchor.-Theorosabarnearthe shackle.
StockB;-The framework upon whiob a vessel
rests whilst she is being built.
Stopfl6T.-A rope or lashing used to prevent a
rope or ohain 81lrging or slipping, as cable
stopper, rigging stoppers, &0. The latter is
usually a short piece of rope put on as a kind
of racking to prevent the rigging or its tackles
rendering. A stopper is sometimes put on
with a hitch, as shown by Fig. 292. (See
.. Racking.")
8tops.-Yarns or short pieces of rope by whioh
sails are sooured when rolled up or stowed.
Also the short lines by whioh sails are tied to
yards when they are not laced.
8to"" SailB.-The storm trysail and storm jib set
in bad weather.
St01l6 in.-Broken in.
Stow.-To roll up. To pack away.
Straight 01 Buadth..-The distaDoe where the
breadth of a ship is equal amidehips; noW'
generally termed parallel length of middle
body, because the two sides of a ship may be
for lome distance parallel to each other. A
straight of breadth is seldom found in a yacht
excepting in some long steam yachts; theBe
frequently are of the lI&IDe breadth for some
distance amidehips. (See" Body" and
.. Dead Flat.")
Str47ce or Strtak.-A breadth of plank.
Strand.-Yame twisted together and they then
make, the parts or strands of a rope.
Stranded.-8aid of a rope when one or more of
its strands have burst. Cast ashore.
Strands.- Y &rDB when tmlaid and used as "stops "
are IOmetimea oalled strands.
Strap.-(See " Strop." )
Stream.-The direction of the 1l00d tide and ebb
tide. The tides in the ChaDDel are usua.Iq
referred to as the eastern stream for the 1lood
and Wistern stream for the ebb.
Stretch..-A coarse Bailed. Alao the elasticity of
ClaDvas or rope.
Strike.-To lower, &8 to atrike the topmast, &0.
.A.1IO to strike the bottom, &0.
Striking Top.ailB.-(See " Saluting.")
8tring6r,.-Strengthening etrakee of plank or iron
inside a vessel'. frame.
Strop or Strap.-A sort of hcop made of rope
yarn, wire, or iron, used to put round spars,
rigring, &0., to hook t.aoIdes to.
Fig. 287 shows a ee1ft108 etrop.
(See also " Selvagee.")
(
,.
FIG. 287.
A selvagee strop is put on to a rope
to hook a block or tackle to, as shown in
Fig. '288, the whole of the strop being
used up in the orosi turnI.
FIG. 289.
Another way of putting a strop on ..
FIG. 288. blook is shown in Fig. 289. The birhta
Digitized by Coogle
Dictionary of GeneraZ Information.
595
are p81!sed through and througb, round the
rope until used up; the tackle is then hooked.
to the bights &II in Fig. 288. A strop is
usually put on a wire rope in this way, &II it
is les8 likely to lllip.
Studding Bails.--Sails let outside the courses,
topaail, &c., in square.rigged ships; oalled by
Bailors" stu'n's'Is."
Btuff.--8lang for sails, &II, "Give her the stuff,"
meaning more sail. Also small rope, and
picked hemp or ootton waste.
Bu,.ge.-When a rope renders round a belaying
pin, &c.
BWCllnaea, Pilot Boa,ts.-A very mugly rigged
kind of schooner met with in the Bristol
channel. The rig comprises mainmut, fore
mut, and running bowsprit; the mainmut is
etepped exactly in the middle of the boat, and
h&II a great rake aft, 80 that the head of the
mast plumbs over the after part of the cookpit,
two sheaves are cut in it, through which the
halyards are rove. The foremast is upright,
with sheaves like the mainmast, and a block
on the fore part under the sheave holes for
the jib halyards. These m&Bts require no
rigPng or stays, and are pole maete without
either way, and with only the foreBail and jib
a boat can be Bailed on a wind.
Swell.-Long waves with unbroken crests, usually
met with after heavy winds have subsided.
BW6ffJJ.-A long bend. To swoop is to impel by
sweeps or large oars; formerly, veBBeIs as
large as 300 tons used sweeps, and by hard
work could make three bots an hour. Sweeps
are not permitted in ya.oht racing.
8weep'.-La.rire oaR.
Bwig, To.-The fall of a tackle is put under a oleat
or pin, and is held flrmly by one or more of the
crew; a.nother man (or men) then takes hold
of the part of the fall between the cleat and
the blook and throw I his whole weight on it ;
U he oomes up the other hand takes in the
slack. By swia'ging on a tackle a oouple of
hands can often get in all that is required,
where by steady hauling they might not have
moved the blocks an inoh.-To drink.
Bwimming.-If a person who oannot swim falls
overboard, he should turn his face towards
the Iky, and prell his chelt forward; he
oaunot then sink. He should keep the lege
doWn as muoh as possible. He should keep
oomposed, and strike out Ilowly with the
hands. A person oould soon learn to swim
by walking into the water breast high, and
then striking out, holding the face well up
towarda the sky. It should be always borne
in mind that the human body is somewhat
lighter bulk for bulk than water; conse.
quently a piece will appear above water until
lOme of the !laid is swallowed. The proper
thing to do is, therefore, to see that the piece
of the body which !loats out of the water is
the face part, so that breathing 0&Il take
p1aoe.
StoWe, Hook.-A hook that revolves by. pivot
inserted in .. socket and olinohed.
T.
any topma.sts. . The gaffs are short, being for Tabemacle.-A strong trunk used in barges to
a boat of 25 to 30 tons only about 6ft. long, atsp the mast in on deck 80 that the mast can
and only require one halyard. One end of the be lowered for goiDg under bridges. It is in
halyard is spliced to a siDgle block; the other fact a lengthening of the mast, the trunk
end being passed over the first sheave in the being the hOUBed part with a hinge or joint
mast, then through a single block, which is on deck. In small boats that have no deck
hooked on to the gaff, and tlnaJly through the the mast is generally stepped at the bottom
upper sheave in the mast. This end is belayed. of the tabernacle, and not on the top. (See
Apurobaseisforl,1led by aropepassedthrough pagel 210,390,437, &0.)
the blook on the halyard and through a blook '1'abUng.-The strengthening pieces of O&DVU
on deck. The fore halyards are rigged the
Bame way, and the jib halyards are of the sewn to the edgeB of aaila where the roping
ordina.ry kind. The Bails oonsist of mainBail, goes on.
foreaail, and jib; the two former being laced Tack.-The lower fore corner of a llail. To tack
round the mut. Theae aails can be taken in is to go about or shift from one tack to
in about one minuts and a half, and set in another. The side on whioh the wind blows
about two and a half. The outhaul of the jib on the Bails, as starboard tack or port tack.
is passed under a sheave on the stsm, and acts This term probably originated wit. the aquare
&II a bobsta.y; there are no shrouds to bow. rig, as "port tacks .. aboard meana that the
IIprit. The advantages of this rig are laid to lower port oorners of the sail are DOW hauled
be that one man can handle a boat of 25 tons in.board, whereas when the wind was on the
himself, and the boats are equally &!I handy other side thelle corners had been hauled o u ~
with the foresail as without it, likewise the board by the sheets.
mainsail. They will stay or do anything Tackle.-An arrangement of ropes and pulleys
Q Q 2
Digitized by Google
596
for inCrea.eiDg power; a purcha.ae. (Pro-
nounced II tay.kle" by nilore.)
Tackle.JalZ.-The hauling part of the rope of a
tackle. .
Tack Tacklu.-Theta.eklea employed to letdown
the tacks of saila.
Ta8rcHl.-Tae continuation of the top lIil round
the aft Bide of the counter.
Tail BZock.-A block with a tail. or pieoe of
rope stropped to it for making fa.at the block
inatea.d of a hook.
A tail block is put on to a rope by a rolling
hitch, 101 ahown in Fig. 291. The hitches are
j&mllled up close together. The end of the
tail oa.n be aeized ba.ck to the rope if required.
1'I8. 291. FIG.m.
Often when in a hurry only one hitch is taken
(Fig. 292), the tail being gripped round the
rope with the hand. A tail tackle is put on
to a rope in the eame manner a.a a tail block.
Tail on.-An order to take hold of a rope and
help hanl.
Tail Tackle.-A watch tackle; that is, a double
and single block. The single block ha.a a
hook; the double blook a rope tail, which oan
be hitched to ropes or parts of rigging, &0.
Take In or Take Ojf.-To hand or furl a sail.
Take, To.-A jib is sa.id to take when a veasel has
been head to wind and the jib fills on one side
or the other.
Take Up.-To shrink; to tighten up.
Tanning a Sait-No ta.uning will entirely prevent
mildew, if the O8oDVa.a is left unopened and
unaired an unlimited time. For a 20ft. boat
boil in a furnace of 15 281b. of
catechu, until thoroughly diBBolved; put in
suoh Bails a.a convenient, and let them soak
a night; then spread and mop them over both
sides with the mixture. If required very
dark indeed, double the amount of catechu.
Sa.ila too large for a fuma.ce or vat are
mopped only on a tioor of 8.IIpba.lte, or cement
with the mixture. Sails are sometimes
II tanned " in a ta.n yard.
Taunt.-Ta.ll, high, towering. (See" Ataunto.")
Taut.-Tight; stretched as tightly as possible.
Taut BowZiM.-A ship is Baid to be on a.
taut bowline when the bowlineB on the
leeohes of the sail are hanled a.a taut
as poesible for sa.iling near the wind.
With everything stretched a.a ht ...
possible for close-hanled sa.iling.
Tend.-To attend to a sheet and watch it to see
if it requires hanling in or s1a.oking out;
generally to attend to any work on board ship.
Tenon.-A sort of tongue cut at the end of a.
piece of timber to tit into a mortise.
Thick 8tuff.-Timber above 4-in. thiok.
Thimb16.-A ring, pear shaped or oircu1a.r, with a
groove outside for ropes to fit in. When the
thimble is pear.shaped it is usually termed a
"heart thimble or thimble heart." Th_
thimbles are used for the eye splices in ropes,
whilst circular thimbles are mostly need for
the oringlea of aa.ila, &0.
Thimble Eyea.-Eyea spliced in rigging round a.
thimble. A thimble seized in a strop.
Tholu.-PinB fltted into the holea in rowlooks
for oare to work in.
TMead.-A veasel il aa.id to thread her way
when she wll&ves in and out among other
vessels, or through a narrow ohannel.
T1woat.-The . deepest part of the hollow of the
jaws of a gaff, or the hollow of a V shaped
knee, or the hollow of a floor. The throat
ba.lyarda are those whioh are attached to the
throat of a gaff. The upper weather oomar
of a gaff.sa.il is often ca.lled the throat, heoa.ll88
it is attached to the throat of the gaff.
Through Bolt, or Through Pastening.-A bolt
that p&88es through timber and plank.
Thumb OZeat.-Pieoea of wood pot on SPIorl, &0.,
to prevent ropes or strops from slippina'.
ThwarU.-The tra.nsveree seata in a boat. (Bee
" Athwarta.hips.")
Tidal Harbouf'.-A harbour that oan only be
entared on oertain stages of the tide.
the rise and fa.ll or flow and ebb
of the sea around the coast. The highes1;
tides ocour at the new moon and fnll moon.
Tides in estuaries, harbours, and bays V&r1
a gres.t dea.!.
Tight.-Impervious to water; well oanlked; not
leaky. Never applied to the tension of ropee,
&0., whioh are a.!ways "taut." (See" Taut.")
Tiller.-The pieoe of timber inserted in the rudder
head for steering; osua.lly termed the helm.
Tiller Linea.-The lines attached to the tiller to
move it by. (See" Tiller Ropes," whiob are a
Digitized by Coogle
Dictionary oj General In/ormation.
597
di1ferent WDg. Generally in YMh- of 40 tons
&oDd ewer, a taokle is uaed. In large yachta
a aeoond taokle is eometimea uud if the
yacht oarriee much weather helm or i.. hard
to ateer: theee aeoond taoklea are naually
termed relieving taoklee.
NZBr Bope..-The TOpeB attached to the ahoTt
tiller when a wheel. is used lor ateering. The
ropea pa8II round the drum on the ... me axis
as the wheel. In large veeaels the tiller ropel
are frequently made of raw hide.
2'lmb ... head -The heads or upper ends 01. the
frameB.
Timb ... Hitch.-A quick way
of bendin a rope to a spar
A loop or bight is formed
by twisting the end of a
rope round ita Btanding
pari, thUB : I'IG. 298.
The end of the rope is ahown on the right,
and the Btandin pari palsin through the
biBht on the left.
2'lmber,.-The fram8B or riba 01. avenel.
2'lme .AU01lIlMlce. - In Bmall boat Bailing, an
01. 1_. per inch for every excel.
moh of length for every mile sailed, is a good
allowanoe. Where length and, breadth are
multiplied together, 1_. per square foot for
every mile mak8B a good allowanoe. Where
lsngth and breadth are added together, the
allowance qht be It a800nd per inoh per mile.
Th8Be allowan08a are only adapted for boata
that do not differ muoh in lsngth. Where
the dilferenoe in length muoh exoeeda a loot
the boata mould be olaased as a 21ft. olaaB'
25ft. ou, &0., unleas the Y.R.A. graduated
table of allowanoe for length or that given on
page 600 be UBed.-The allowanoe made by
one yacht to another in oompetitive aailin,
propoTtional to the size of the yachta and the
diatanoe sailed. The Y.R.A.. Scale founded on
that of the Royal Alfred Club, whioh in turn
_ adapted from a. scale prepared for the
Royal Yaoht Squadron, is the one in U88 ill
match aailing.
The principle _ed in the Y.R.A. time
tabl8B is that if a. larger Dan allow a sma.ller
V8BaeI one minute on a. parlioular lsngth of
oourae, ahe Dan allow her two minutes on a.
oourae of moe the length.
And with reapeot to the element of me
the asaumption is that if a vonel, of ... y 50
tona, Dan allow a ama.lleT one any given time
per ton of ditrerenoe, a V8BBel of moe the
Biae, or 100 tons, Dan only allow half the time
or the same for two tona that the venel of sO
tons allows for one ton.
The allowanoe of time for each ton will
oonaequantIy be obtained from the relation
t = ;t where t is the allowanoe of time per
ton in Beoonds, II a number, whoae valUB in
the table is taken ... 80, on the BUpposition
that a v_el of 80 tons Dan allow one of 29
tou one aeoond per mile, l the length of the
00_ in mil_, and T the toDJ11C8 of the
,...01.
TMM
For a OODrBe of 50 miles the formula there-
fore is t = 80 ; 110
but the Connoil of the Y.R.A. are about to
alter the graduation ao as to make the allow-
anoe greater between Bma.ll boate, and l8Bs
between great and small.
The Y.R.A. time aealeB have been oom
pnted for OODrB8B of 50, 10, and 8 1l&utieal
mil_. For 50 miles, the time per ton is
801(50
31 = -69 aeoonds, and between 81 tou
and S2 tons 80 = 47 seconde, which,
added together, is equal to 96 seconds, the
time 82 tou alloWB 80 tons. The formula
only gives the til:ne per ton between any two
V8BB8la whioh are of one ton ditrerenoe for
Ifty miles; the time allowed between any
two, ... y between a yacht of 40 tons and 80
tons, is the BUm of the time the intermediate
yachts would allow ea.oh other in regular
BUooeasion, or 110) + eo 50) + (80 :a 110)
(
80 I( 110) (30 I( 60)
+ -34""" + ar- ,and eo on.
[The NeW' ThameB Yacht Club soa1e ,.....
ealoulated on the assumption that on a Ifty
miles OODrBe a yaoht should reoeive fifteen
minutes from one of double tounage, and 80
the allowanoe per ton is always the ratio 1.2
where the tonnage is in that ratio, and the
allowanoe per ton for other tollDllg8ll is in
proportion.]
The T.R.A.. seale for ten mil_ is given
on the nen page.
To 1I.8e the table, take the times pla.oed
opposite to the tonnages of any two vesaels ;
the differenoe between tbeee tim8B will be the
time the larger v_el is to allow the amaller
one oveT a OODrBe of ten milel.
If the OODrBe be twenty miles, the time
allowanoe would be double; if thirty miles,
treble, &oDd 10 on.
If the oonrBO be an odd number of mile.,
like twenty-aeven, the time Dan be found
b;etween any two yachts by a simple propor-
tion aum.
Thna, it Dan be a&sumed that one yacht is
78 tons, and the other 411 tons. The time
opposite these toJlJl8tr8B are
m ...
:::::::::::::::::::::::::::
ADowance for teD mIlea .. ....... "'"iI""1
K1I111p1y by .. .................. ....... 27 mIlea.
Divide by 10 mllea......
-ali'8
That is, if the time between the two yachta
were 8 min. 4 8801. for ten miles, it would be
8 min. 16 8808. (or taking in the fra.otion '8
it would be more oorreetly 8 mill. 17 B80B.)
for twenty'loven mileB.
If the Y.R.A.. soale is required to ba used
for tbe length OlasseB it oan readily be done
by 01lbin the length &oDd diliding by 6000
thul J!....
8000
Digitized by Coogle
I
1
I
i
TDllI A OOUBn OF TBN NAUTICAL JIILJIs.
fIln. .iliA. &e. fIln. Nin. &co ftm. .Ilia. &e.
II ...... 0 0 114 ...... 14 12'81188 ...... 17 81'8
8 ...... 0 6011 H ...... 14 J6'8 II 184 ...... 17 88 ..
7 ...... 1 82'8 98 ...... U 1911 186 ...... 17 8511
8 ...... 2 11)04 97 ...... 14 22-21 188 ...... 17 86-8
9 ...... 2 46'8 98 ...... 14 26-2 187 ...... 17 88-2
10 ...... II 18-8 99 ...... U 28'2 1 188 .... 17 89'8
11 ...... 8 no() 100 ...... 14 81-2 1811 ...... 17 41'4
12 ...... 4 80() 1101 ...... J4 34'21190 ...... 17 480()
18 ...... 4 :119'0 1O'J ...... 14 87'2 J91 ...... 17 "iI
14 ...... 4 60'4 108 ...... 14 400() 192 ...... 17 48'2
J6 ...... 6 11)04 104 ...... U 48'0 ,198 ...... J7 47'8
J8 ...... II 29'21106 ...... l' 11K ....... 17 48'2
17 ...... 6 46'8 108 ...... 14 48'6 186 ...... 17 60'8
18 ...... II 8i1 107 ...... l' 6J-4 198 ...... 17 112-4
19 ...... 8 19-4 108 ...... 14 64-2 197 ...... 17 68'8
20 ...... 6 8404 109 ...... 14 1170() 11118 ...... 17 66-4
21 ...... 8 48-6 no ...... 14 119'6 199 ...... 17 66'8
ft ...... 7 2'2 Ul ...... 111 H 200 ...... 17 18-4
18 ...... 7 11'2 UI ...... J6 110() 201 ...... 17 69'8
IN ...... 7 27'8 U8 ...... 16 7-6 202 ...... IS l-4
26 ...... 7 811'8 114 ...... III JO'4 208 ...... J8 2i1
2G ...... 7 IN 116.. .... 16 J30() 1204 ...... J8 4-4
1I7 ...... 8 2-4 U8...... 16 111'8 206...... 18 1'8
1I8 ...... 8 18'. 117 ...... 111 180() 1 206 ...... 18 7'2
:119 ...... 8 28'4 11S. ..... 16 20-6 207 ...... 18 8'8
30 ...... 8 33-4 U9 ...... J6 23'2 208 ...... 18 10'2
81 ...... 8 "'2 120 ...... 111 26'6 209 ...... 18 U-8
82 ...... 8 62'8 121 ...... J6 :118'2 210 ...... J8 J8'0
88 ...... 9 1'6 122 ...... 16 30-8 211 ...... 18 14-4
34 ...... 9 10'4 123 ...... 16 88'0 212 ...... J8 16-8
86 ...... 9 J911 124 ...... 16 811'4 218 ...... 18 17-2
86 ...... 9 27'. 12.'l ...... 111 87'8 214 ...... J8 J8i1
87 ...... II 86-4 128 ...... 16 40'2 2111 ...... J8 200()
88 ...... 9 .. -4 127 ...... JII 42'6 216 ...... 18 21-4
811 ...... 9 111'0 128 ...... 111 217 ...... 18 22'8
40 ...... 8 66'8 129 ...... 16 47'2 218 ...... J8 2"'2
41 ...... 10 6'8 180 ...... 16 49'6 219 ...... 18 26-8
42 ...... 10 18'0 131 ...... 16 61'8 220 ...... 18 270()
48 ...... 10 20'0 182 ...... 16 64'2 221 ...... 18 lIS'2
" ...... JO lIS'8 188...... III 116-4 222...... 18 :119'8
...... 10 88'4 1M ...... III 66-8 228 ...... IS 8111
46 ...... 10 400() 186...... 18 0'8 2lM ...... 18 82-4
47 ...... JO 46-4 186 ...... 18 80() 22Il...... 18 88'6
48 ...... JO 112'6 187...... 18 6'2 228. ..... 18 8611
49 ...... 10 66'8 138 ...... 18 7-4 :m ...... 18 86'2
60 ...... 11 4'8 189 ...... 18 9'6 228 ...... 18 87'8
III ...... Jl 10-8 HO ...... J8 11'8 229 ...... 18 89'0
62 ...... Jl 18'4 141 ...... 18 18'8 280 ...... 18 i01I
III ...... 11 22'0 loW ...... 18 180() 23J ...... J8 4J-8
Moo .... 11 27'6 148 ...... J8 1811 1232 ...... IS 42i1
66 ...... 11 88'0 I" ...... 18 20'2 238 ...... 18 "11
116 ...... 11 38-4 146 ...... 16 29'21 234 ...... IS
67 ...... U 43'8 146 ...... 18 U"J 236 ...... 18 46'8
as ...... 11 48'8 147 ...... J8 28'2 I 238 ...... IS 48'0
119 ...... 11 64'0 148 ...... 18 28'4
1
1 m ...... 18 49'2
80 ...... 11 119'0 149 ...... 18 80'4 238 ...... IS 60-4
81 .. .... J2 8'8 160.. .... 18 82'4 239 ...... 18 111'8
82 ...... J2 8'6 161 ...... 16 8&-4 240 ...... 18 aso()
:: :::::: I
86 ...... 12 22'8 164 ...... J8 40'2 i 243 ...... 18 116-8
88 ...... 12 27'4 166 ...... J8 42'2 '" ...... 18 aso()
87 ...... 12 81'8 1116 ...... 18 "'0 1 ...... 18 69'2
88 ...... 12 86'2 167. ..... J8 460() I lM8 ...... 19 I)oi
89 ...... 12 401\ 168 ...... 18 47'8
1
147 ...... 19 1-8
70 ...... J2 44'8 169 ...... J8 49'8 248 ...... 19 lJo8
71 ...... 12 490() 180 ...... J8 111111 249 ...... 19 4'0
72 ...... 12 as'2 161 ...... 16 68-4 260 ...... 19 1111
78 ...... 1lI 61'4 162 ...... 18 66-41' 211 ...... 111 H
74 ...... 18 N 183 .. .. 18 117'2 262 ...... 19 7-8
711 ...... 18 6-4 164 ...... 18 690() 263 ...... 19 B'B
78 ...... 18 11-4 186 ...... 17 0'8, 2M ...... 19 1011
77 ...... J8 18'2 188 ...... 17 2i1 I 266 ...... 19 1111
78 ...... J8 17'0 187 ...... 17 4-4 I 2116 ...... 19 12"
79 ...... 18 20'8 188 ...... J7 6'2 267 ...... 19 18-4
80 ...... 18 IN'8 189 ...... 17 80() 2as ...... 111 14-8
81 ...... 18 lIS'4 170 ...... 17 911 2611 ..... 111 16i1
81 ...... J8 820() 171 ...... 17 11-6 280 ...... 111 1711
88 ...... 18 86'6 172 ...... 17 J8'2 281 ...... 19 180()
84 ...... 18 39'2 178 ...... 17 J60() 282 ...... 19 J9'2
86 ...... 18 42'8 174 _ .... J7 18'8 288 ...... 19 20'4
88 ...... 18 46'2 1711 ...... 17 IS-4 284 ...... 19 21'"
97 ...... 18 49'8 178 ...... 17 lID'2 2811 ...... J9 :112-8
88 ...... 13 680() 177 ...... 17 21i1 288 ...... 19 .S
89 ...... 13 68'4 178 ...... 17 .'6 287 ...... 19 14'8
80 ...... 18 611'8 179 ...... 17 26-2 288 ...... 19 180()
91 ...... 14 80() J80 ...... 17 I8'S 289 ...... 19 2111
IIlI ...... 14 8-4 lSJ ...... 17 :118'8 270 ...... 111 28'1
81 ...... 14 ... 181 ...... 17 80" 271 ...... 18 ."
TIIIII WOB To
fIln. Nin. &c. I' ftm, Nia. &co '171>11. NiA. &e.
272 19 80'4 1316 ...... 20 U'4 1 858 20 IIiJ"8
278 . 19 81'6. 818 ...... 20 16'4 11869 ...... to 5811
274 ...... 111 82'6 :1317 : ..... 20 16-2 380 ...... to M'e
276 ...... 111 88'8 31S ...... 20 17'2 361 ...... to iii"
278 ...... 111 M'8
1
8111 ...... 20 18'2
1
882 ...... to N'O
277 ...... 111 86'8 1320 ...... 20 19-1I 368 ...... to 1611
278 ...... 19 370() 821 ...... 20 200() IJ84, ...... 20 6700&
279 ...... 19 8S'0 1
1
329 ...... 20 1366 ...... 20 ...
lI80 ...... 19 39-2 323 ...... 20 21'81366 ",,00 20 ,.,.
281 ...... 111 40-2
1
' 324 ...... 20 29'8 ,367 ...... 21 H
282 ...... 19 el:21386 ...... 20 28:8 I! 368 ...... 21 1:'
233 ...... 19 424,328 ...... 20 lN6 3611 ...... 21 IS
2M ...... 111 43'4 i 327 00"" 20 26'6 1170 00"" 21 "
236 ...... 19 4N ,1828 ...... 20 26'4 '18n ...... 21 ...
288 ...... 111 .. 'I 829 ...... 20 27" 37:11 ...... 21 411
237 .. _ .. 111 J6'61330 ...... 20 28 .. : 873 ...... 21 611
288 ...... 19 47'61 331 ...... 20 29'1 1374 ...... III
:1189 ...... 111 48'8 382 ...... 20 80'1 ,875 ...... 21 H
290 ...... 19 49'8 133 ...... 20 810() 876 .... " 21 7 ..
:1191 ...... 111 IO'6ISM ...... 20 8211 1 371 ...... !l 811
282 ...... 19 61'61886 ...... 20 82'8 1878 ...... fl 1111
291 ...... 19 6211 886 ...... 20 88'S 8711 ...... fl H
2M ...... 19 68'8 I 837 ...... 20 34-8:,380 .... " 21 1&'1
:1196 ...... 19 64'8 3&8 ...... 20 860411381 ...... 21 11-4
298 ...... 19 6/1'8, 389 ...... 20 8S.. 382 ...... 21 1"
237 ...... 19 116'81'1340 ...... 20 87'1" 883 ...... !l 1111
298 19 67'8, 341 ...... 20 88'1 11384 ...... !l 11'8
:1199 ...... 19 68'8: 342 ...... 20 81H1 386 ...... 21 14'1
800 ...... 19 69'8 1 348 ...... to 89-S ,: 888 ...... 21 1611
801 ...... 20 1)08 344 ..... 20 40'811887 ...... lJ1 18'0
302 ...... to 1-8 i' 346 ...... to 41'8 888 ...... n 1"
308 ...... 20 2i1 1846 ...... 20 4:11-6 389 ...... t1 17'1
804 ...... 20 8'S :' 347 ...... 20 43-4 i 890 ...... 21 1IH
806 ...... 20 4'8 ...... to "-2118111 ...... !1 IH
808 ...... 20 11-8 MIl ...... 20 'm ...... n J"
807 ...... 20 8'6, 3iO ...... 20 460() 898 ...... n :ntf
808 ...... 20 7'6 '1861 ..... 20 46'81'1 3M ...... n 21 ..
809 ...... 20 S'6, 862 ...... 20 47-8 '1l1li 00"" fl ft't
810 ...... 20 11'8 11868 ..... 20 48'6 '8116 ...... 21 ta'O
811 ...... 20 10'8 1 8M ...... 20 411'4 18117 ......:11 ...
812 .. .... 20 U'8 186Ii ...... 20 6D-2 ,3118...... t1 "'"
8J8 ...... 20 1lI-4 3116 ...... 20 6J .. 0 I_ ...... fl tH
814 ...... 20 18-41 1.'i7 ...... 20 6J'S iOO ...... :111 ,.-0
NOTB.-By the role pueed in 1882 time in
the olaaaea of 10 tone a.nd under baa in all
oaseB to be caloulated 117 tou a.nd tenthe of
.. ton; but, of C01lrll8, if .. 10tonner ware
Bailing aga.i.nBt 78.Chte above 10 toM this
would not a.pply.
The ThameB Salling Club, to meet; the
conditione of up-river DiJiDg, makee the
aJlowa.noe per mile /lve 8800nde inIItead ol
one Beoond between a.ny two v8laels, one of
.... hioh iB _thirtieth tbaD ihe other,
a.nd further appliel the role to statute inIteed
of to N a.utioal milea.
The table iB conetrnoted 117 BapuatelJ
oaloula.ting the aJlowa.nce which' each me of
boat should give to the lise immediately
below it, the atoPI being by tone a.nd teuthI
of tone.
For the purpoee of the ThameI Bailin&'
Club Table, , WIllI left out of the formllla,
being 1 (the table appli81 to 0ftII mile cml1),
a.nd the l'88ult was multiplied b7 5; the
formula will then be t = x 5, wben T ill
the tonnage in tenthe of tone.
AB a.n eumple, .. boat m I tone (20-tenthe)
aJlowe .. boat of 1'9 tou (l9.tentba) N
IOOonde per mile, beoaU18
80 80
t = ,. x 5 = iii x 5 = 7'5
_ appeare by the Table.
Digitized by Coogle
..
T.un.. 1lI0000G, IN B.ooJlll8, 'lBB M.LOW JJllOII PI.
BUTUTI MILa 0. 'lBB oOUU" TO .D IUDD BY
Bo.f.1'S O. ALL IIIZB8 UP TO 6 TOIIIII, TO A BoAT
IlBA8UBII!I& ItlLP-A-TOIf
=J--
11
A.Ilowanoe per
Blam&e IIIle of , B&amte III1e of
TOIIJIIII8. lbe COIIJ'II8, to & TOIIJIIII8.
lbe COIU'Ie, to &
boa'meuurIDg boa' meuurIDg
6-1001a of & ton. 6-1001a of & ton.
, BecoDda. I
BecoDda.,
'6 I 0 "
"8
146'8
"8 16 '
t"9 161"7
"7 48'4 I 3
'G8"7
'8 86"2 8"1' lI8l ..
"9 81'8 3"2
.8,a
1 98'8 11"3 17011
... 110-6 8"4 176"
1" 128 .6 17&-6
1-3 134'6 3"8 lI88-7
1 .. 146" a"7 !187'7
1'6 166" 8'8 191-7
1"8 1M ..
,
8'9 .'6
1-7 178'4 4 199'8
1"8 181'8 4'1 801'8
111 188"7 4'. 8C)806
II 1117" 4'8 810
"I
lO4'a 4'4 11 ...
1-, 111-1 4'6 816'7
1-. 1l7'S 4"8 no
H 11911 4"7 ."2
1-6 lII81I 4-8 8.8"8
"8
186-7 4'8 ...
1-7 141"1 I 881-4
The .:nowanoe to be made by any boat to
a amaJler boat. JWI' .ate ""Ie 01 the COWN.
is uoertained by deduotiDg the allowanoe
given in the above table opposite to the
tmmage of the boat, hom that placed
opposite to the tmmage of the larger boat.
The nmainder is the requind .:nowanoe.
Tum ALLOWAJrCII BY LmiGTB.
Bating ,.obte by laDgth. in competitive
1IIoiliDg. hu been praotiaed moe the early
daya of ,.obt noing. 10 far at; least Ie amall
,.obte are oonoarned; but; the praotioe hu
not become pneral. for the priDoipal reaeOD
that one ,.acht, lay of 4.Oft;. laDgth. owing to
,reater beam, might; be oapable of oarrying a
larger quautity of ...n than another yaobt of
40ft. leagth. and 80 have mater speed. If
...u. were not the m_ of propul8ion this
woald be of little ocmaequenoe, .... leagth for
!qUI, T8B181s of varied pMpOrtiona of beam
might. if well modelled. be of equal speed;
and the speed of veuela of different lengths
will be fOlllld to vt.r1 nearly ... the aquare
of their lqtba. 1lIl1_ thare be lOme
v&riaDae In their I8IJ.8Nl fonn.
It is not, therefore, nrprlaing to 8nd that;
the lOOts of the linear dimenaiODI of ,..ahte
ave been many times I1Inuted ... a proper
buia for a time allowanoe I and, Indeed. the
Boston Yacht (U.S.) Club. lOme twelve ,._
1IIfO. bad a time BCale founded OD the ... sump-
tiOD that the greatest apeed of a,.obt is equal
to lit times the oube root of her leagth;
thu lit (:L )_(B;;) where S is the num
ber (8600) of II8OOl1da in an hour. and L the
1eugtb on the load _ter-line. 8800 a_da
multiplied b,. '40 )'ield 1440 18OO1lda. and 10
the formula oan be aimpWled 110 and
2'Wn8 AUo1Dance-oontinued,
the time per mile allowed b,. ODe ,-aoht to
lOme other would be HpreIsed in 1I8OOl1ds-
( ) minu (;'7. ) CLs of oourae m_
,lOme other ,-aoht): or ,. the length
of one yacht is 27ft and that of the other
6fft. The cube root of 117 is 8. and the oube
root of 641 is 41; the time per mile between
these two woald be -1201lllClll.
The aUowanoe would be 711 aeoondB per mile
under the Y.R.A. time BOale between ,-aohte
of the lengths given. And it would be difti.
oult to B"7whicb would be the fairer allowanoe,
taking into conaideratiOD the T8rJ' different
airolUllltanoes under which matcbea are sailed.
But the apeed of yachts varies more nearly
... the equare roote of their leagth than ...
the oube roots. other things being equal. On
this &IIII1UIlptiOD. &Dd, in order that a properly
graduated BCale abould be available instead of
the clumsy ocmtrivanoe of "80 muoh a foot."
we have oompnted a IIOIIle for ,..ahte of all
l8IIgtha hom 9ft, to 200ft.
A OOmmOD praotioe for allowing time over
0011rII8I of any given diatanoe is to make the
.:nowanoe 1 min, per foot, This works very
well 10 10Dg ... the boats are a.rra.nged in
olaases of lay hom 110ft. to 1I11ft.. IIl1ft, to
20ft . and 80 OD; but the rule would be mis-
leading if there was ... muoh differenoe of .y
oft. in the length of the boats,
So far ... our uperienoe f08II. the apeed of
,-aohte of differen' m. aooordII with thole
set out in the table below; and these apeeda
also agree with the &llBUmption that the speed
varies ... the square root of the length.
Lqth.

XIlOtII per
hoaZ.
TIme per mOe.
ft. lIDn.18Oo
9
9
8"'15 18 0
18 11'00 11 0
15 8'15 9 88
88 8 7'110 8 0
Q
10 8' 7 80
4B lID 8'75 8 111
M 'f)
I
10' 8 0
81 100 11'15 II 10
100 180 lI'liO
,
48
m 8110 18'75
,
11
W'
'f)O
16"110
,
0
Thu. In the table it baa been &Illumed that
.. ,..aht 6fft. long oan sail one mile in six
minutes; and that the time of other ,-aohte
per mile will vt.r1 ... the square root of their
reapeotive lengtha. Therefore. on this &IIIumpo
tion, .. ,.aoht 9ft. long will sail .. mile in six-
teen minutes (or 960 eeoonda). and the time
betwaen .. ,-aoht 9ft. long &Dd any other larger
,.obt will. therefore be found by the equation
960 _ ( 980;:8 )
The letter L in the equation is an,. other ,-aoht.
This allowanoe IoIII1lmeB that the full Bpeed
of the ,-aohte would be maintained; but in
,..aht noing we know that full speed is
seldom kept up I and praotioe teaohea u
that; an .:nowanoe baaed on the ueumption
Digitized by Coogle
600
TifIIB .AUowame-oontinued.
that full apeed would be maintained from
atart to 8Diah, would be nearly a.lwaya double
what the larger yacht is or.pable of giving
the amaller. Cona8quBUtly, in the table
whioh follows, only ha.lf the full.speed allow.
loJloe has been given.
In the Y.R.A. Boa.le givBU for the lBDgth
claaaea (see "Yacht Ba.oiDg Aaaooiatiou"
further on) only 0'415 of the full Bpeed is
taken for the a.llowauoe.
The table below baa been oomputed for a
oourae of liva miles, but the time 0I0Jl be found
for any number of milea by a simple propor
tion sum. Bay one yacht is 49ft. long IoJld the
other 64ft. The times opposite theea lengths
are as under:
IIID. BIIO.
MR. ............... 116 0
49R. ............... lIlI 61
II 9 = TIme for liva mIleL
That is, MIt. a.llowB 49ft. 2min. 9aeo. (or
129 aeoonda) for live mil... The time for lollY
other length, of oourae (161 twBDtJthree-
miles), 0I0Jl be found thu:
1lI9 ... _dL
lI3 ... mIleL
887
2458
6)tH7
688 '" 8m. 68aecL = &\me for lI3 mIlee.
N OTB.-When the rating i. to be b,.lBDgth
on load water line, the length ill obtained in
this 1I1IU1D8Z', the yacht beiq &li08t in er.iling
trim: the mea.aurement over all is lint ob
tained on deck from atem to tatrrr.il. A heavy
plumb is then dropped over the atern in the
oentre of the taifrail; a rod ill then Aoated
from the plumb line in to the Item end of the
load line (not inoluding rudder post, unle.s
the &&me be inside the Item end of load line
-in other wOrds, not weaB a portion of the
oounter is immersed). The dillta.uoe from the
plumb line measured along the rod to the
Btem BUd of load line is Bubtracted from the
length over all; if there is &D overhang of stem
forward the operation baa to be repeated at that
end of the vesael. The overhang of oounter
and stem (if lollY) deduoted from the length
over all giV81 the length on load water line.
Tnn: BcALJI Lluf&TH FOB A OOUBS. Fn1I
MILlis.
't. - It. iD. miD. _.\1 ft. iD.

100 1111198 11 SO 1190174&
108 IIIiS 1100181011981757
110 388 110818119 SOO 18 8
118 4088 11101848 S08 1818
110 11110'218140 7 31018118
12 8 8 3 iii 0 140 111 31 8 18 38
180 8.0 iii 8 u.4oIl SlIO 1848
18 8 7 III lIS 0 140 liS SlI 8 1'1 liS
1400 71i1i lIS 8 16140 38019 7
14088811 2400 15 SO 3881918
150 9 I 2408154011 840019111
158 981 1110180 840819840
180100111818140 8501948
1881018 18018118 858 191i8
170101140 8881841 880110 0
178 U19 1701855 885110 8
18 0 11 40Il 17 8 17 8 '81 0 10 18
fL In.! min. IBC. '
878110240
380111081
fL !D. mID. _. i f&. In. miD. __
81 6 88 4040 Il15 8 I 211 18
811 0 I 88 407 128 0 I 211 140
8881
10
.0
89 0 110 48
898,1Il1iIi
.00'11 I
.0811119
401 0 III 18
401 8 111 IS
401 0 III SO
4oIl811l87
48011148
48 8 III 48
4040 Ii 11 IiIi
4040 8 iii 1
4011 0 II 7
4011 8 8 18
480819
488 iii III
4070 iii 81
4078 iii 88
480 iii 401
488 iii 48
82 8 118 110 118 8 119 115
88 0 lIS 52 117 0' 119 118
88 6 18 M 1117 8 119 17
:3,:: 1:3::
85 0 17 0 1119 0 l!8 80
85 8 117 II II 1119 8 l!8 81
86 0 17 , ,I 180 0 l!8 SI
1!6 6 '81 6 ' 180 8 119 sa
87017 811310119340
87 8 17 10 181 8 119 15
88 0 17 11 lSI 0 l!8 88
88 6 17 140 lSI 8 119 '81
89 0 17 16 I' 188 0 119 88
89 6 17 18 '183 8 119 119
90 0 17 110 1 1840 0 l!8.o
90 6 17 8 l840 8 l!8 401
91017240 1360119.
91 8 '81 116 136 8 29 ..
911 0 17 118 186 0 119 4040
91161780 1866294011
:: 3 ==: 1
98 0 17 81 187 0 211 48
98 8 '81 840 187 8 119 407
SOOlSl
SO 8 18 8
510 IS 11
518 IS 18
III 0 IS 20
III 8 lIS lIS
118 0 18 81
118 8 18 88
11400 IS 401
1140 8 18 4011
1ili0 1S48
M 8 18 118
1180 IS 57
118 8 240 1
57 0 240 II
57 8 240 9
liS 0 24018
sa 8 240 17
liB 0 240 III
liB 8 240 III
800240119
80824038
81024087
818240401
82 0 240 4011
88824048
88 0 Ii' 118
88824057
840 0 lIS 0
840 6 lIS 8
85 0 lIS-6
858 III 9
86 0 lIS 111
66 6 III 15
87 0 lIS 18
87 6 l1li 111
680 l1li240
68 8 lIS 17
811 0 211 SO
811 6 l1li 88
70 0 211 86
70 6 15 89
710 l1li40\1
71 6 l1li 4Ii
711 0 lIS 48
711 6 l1li 51
780151140
78 8 l1li 117
7400880
7' 6 88 8
71101118 6
758889
76 0 88 11
76811815
77 0 118 18
77 6 lIS 111
78 0 18 140
78 8 118 17
7901 118 SO
79 8 lIS 38
8001888
80611838
81018401
940 0 17 88 ' 188 0 119 48
940 8 17 38 188 8 119 48
115 0 17.0 189 0 l!8 SO
115 8 17 411 1189 8 119 51
98 0 117 4040 0 119 III
98 8 17 48 1.0 8 l!8 55
97 0 17 48 1401 0 l!8 S40
'I 97 8 17 110 1
1401
8 119 16 980 171!1!'1401l0 119118
98817114011411811957
99 0 17 Ii6 148 0 119 liS
99 6 17 sa ,148 8 119 liB
'1000118 0 , 140400 SO 0
'100811811 140408110 1
101018' 14&0 SO I
1018118614&8 SO 8
101101881480 SO,
1011 6 118 10 148 8 SO :;
IOJ 0 18 11 1407 0 110 8
IOJ 8 118 140 U7 8 SO 7
t:3:::
1
105 0 118 10 148 0 80 10
105 8 18 III 148 8 SO 11
1108 0 118 Il40 1SO 0 SOli
1
108 8 118 116 1SO 8 80 11
107 0 118 18 151 0 SO l40
107 8 118 SO 151 6 80 15
108 0 18 8B 151 0 III 18
I 108 6 118 840 1511 8 SO 17
108 0 118 88 153 0 SO 18
108 6 118 38 ISS 8 110 19
110018.0 lII400 SOlO
110818401 lII406 SOil
11101184040 lliliO SO l1li
111811848 l1i1i8 SO 118
111 0 118 48 1118 0 SO 240
H:g
I
llS 6 18 1140 '111I!I1 8 SO 17
1140 0 118 118 158 0 110 18
1140 6 118 sa ,158 8 110 119
l1II 0 119 0 ,1S8 0 SO 80
l1II 6 119 II 1S8 8 SO 81
1160 211 , 1180 0 SO 81
;! 116 8 119 5 180 8 80 88
'11117 0 119 8 1 181 0 80 S40
117 8 119 7 II 181 6 SO M
I, 118 0 119 8 1. 0 110 88
, 118 6 119 II 188 8 SO 87
'119 0 211 10 188 0 SO 38
d 119 6 119 11 188 8 110 119
I
1110 0 119 11 1840 0 SO.o
1
1110 8 119 IS , 1840 8 SO 401
1
1111 0 119 140 1 1611 0 110"
111 8 119 111 1611 8 20 48
1
1IB0 2816 '1880804040
,1IB8 11917 '1888804011
I
liS 0 11918 , 18708048
'I 118 8 119 19 187 8 SO 407
11lI4o 0 119 110 168 0 80 48"
,1140 8 119 11 188 8 II) 48
111111 0 119 l1li 1 189 II) 10
Digitized by CooS.Ie
TDn 8cAL. PO. J. COllBll. OJ' FIvII MIL:l8--<:IIIIHtItMII.
I
It. ID.. mID. 180.. It. ID.I mID. -'1 n. ID. mID. -.
1688180611178081518808119
170 0 80 118 176 8 81 8 188 0 SI 10
1708806811770181 71900 81 III
171080156'177881 8'191081111
17188068,1780818181081BS
178 0180 571178 0 8110 11Jl8 OSlIN
178 6 80 118 180 0 81 11 IN 0 81 lIS
178 01 80 119 '181 0181 12 185 0 81 18
178 6 81 0 1 1811 0 81 18 198 0 81 lI7
17,oISI1.1880 81U,1970 81.
17'6 81 I 'l84t01 SI1& 11880 8118
175081 S'I850:8116,1880 8180
175681' 1860IS117 20008181
I 1870 SI18
TDnI ALLoWANCII BY SAIL ABu AND LDGTH.
In 1880 Mr. Dixon Xemp devised a rule
baaed on eail area and lengt.h of water-line ae
follows ,
L x S
6000 ... Sail tons.
The .. TODB" are equiValllllt to Y.:R.A. toDB.
In 1882 the rule wae adopted by the Sea-
wanhaka. Yaoht Club in America, and wae BO
much approved of that the New York Yacht
Club in 1883 took the matter up, mainly be-
oause they deeired to try the effeot of a rule
on American yacht building, which would
have a tendency to produce a longer and
deeper type of model.
In formulating the rule, Mr. Xemp had
pointed out that the sail area in yaohta of
eimilar typea is equal to their lengt.h Bquared;
and, inverting this, the New York Yacht Club
treated the length ae equal to the square root
of the aail area, and took the Bum of the
length and square root added together ae
the ba.aie for a time a.Uowanoe; but in order,
it can be preaumed, to diaooarage uoeuive
length in relation to breadth, theaotua.l formula
"'S + L2
adopted wae . 8 - , and the Seawan
hab Yacht Club, .vS
2
+ L. The latter in
effect is praotioa.Uy the _me ae the English
formula, but the formula of the New York
Yaoht Club hae a varying effect. The 0pera-
tion of the two rulea on some wellknown
184hta is here ahown ,
Achlal New S-_
L.W.L. York. baka.
ft. Ft. n.
LyrA (BChooner) ......... 1266 1288 11"
J'ulIan&r ()'&wl) ......... 89"1 864 n/I
J'lorlnda (1881, )'&wl) 868 80-2 888
Sam_ (cutter)......... 8011 81-4 8111
Gr&ele (1100:1') .......... 881) 71-41 6811
Sleuthl!OUD (cutter)... 6411 88-4. 876
NOrm&ll (cutter) ......... l1li"6 81-4. 81-4
Bcbemer (8100p) ..... 3ea 8H 4tIa
Neptune (cutter) ......... 886 412 48AJ
Boiilna (catter) ......... 8011 ad 8811
Tara (cutter) ............ 880 88AJ 88iI
The effect of the New York Yaoht Club
rule is that, whllll the length of water.line
exceeds the square root of the saillpread, the
ex_s in the fOl'lllllr quantity is doubled; but
this condition does not very frequently 0CI0ur,
except in _ like Lyra, or in such extreme
IIDIDplea ae JullaDa.r. On the other hand,
whllll the square root of the sail spread ex.
ceeds the lIIIIcth on the water-line, the opera-
fim6 .AUotDGnce-oontinued.
tion of the Seawanhaka. rule becomes ver,
oppressive on veasels with comparatively
short length of load.line. An e:ra.mination of
the fable juat given will show this.
In the _me year the Yacht Baaing AIIaooia
tion adopted ae an alternative rule
with Mr . Xemp's plan for oomputing the sail
area. (Bee" Y aoht Baaing AallOOiation.")
Ano1oher .. workable" rule, propoeed by Mr.
Xemp in 18BS, wae baaed on the principle
that the largest bulk moved at ImJ given
speed by the ama.Uest area should be the tea1;
of merit. The rule is ae followa ,

T'iOO
Where S the eailarea IIoIld T registered toD-
nage (with the proviso that a correction ahould
be made for wcodframed v_la.) The effect
of suoh a rule would be to produce yaohta of
the Buttercup. Tara, or Jullana.r type.
fitMtig.-In timing veaela :pGUi.r&g marks to
1lni8h a race or otherwise, the fa.ireat plan is
to take the time ae each VeaMl'B stem reao1Iea
the mark. In timing yaohte that have to gybe
or taok _II marks, time muat be taken when
in the opinion of the timekeeper the yaoht is
fairly at or round the mark; this eapeoiaJly
in the _ of gybing.
'l'ogg16.-A abort rope with an fIle at one end
and a ema.U piece of wood at the other, to
insert in the eye and form a kind of strop or
becket.
Toft.. - A wm,ht of 224,0lb. avoirdupois. Ih
hydraulics 85 aubio feet of sea water, reo
preeent a ton or 86ft. of fresh water.
f'cmftllge.-The nominal alae or capacity of a
ship, varioualy eatimated.
Since the early days when" tons burden"
meant the actual toDB wm,ht of ooa.l a veaeel
Buoh ae the north oountrJ bela would 0IlI'rJ.
the word .. tonnare" hae OODvfIled no fixed
idea of bulk or weight. The nominal tonnage
hae been variouBly oomputed and the earliest
record (Bee Arch.aJologia., Vol. XI.) is that the
.. tons burdllll" of the shipe of the RoyaJ.
Navy in the 17th oentury wae oa.loulated by
L x B x D. L length on keel, B extreme
96
breadth, and D depth of hold. It wae
probably found that a ship wae oapable of
filling up with ooa.l to just half her cubioa.l
oapaoity, taking 4.8 cubio feet to the ton,
hence came the division 96. s.., a veaMl wae
80 x 24, x 12 _ 1!4.0 tons which would be
96 '
about the amount of ooal or other dead
wm,ht ahe would carry.
Owing probably to the inoonvenience of
a.rriving at the depth of laden V8IIela enter
Lx B x iB
ing porta, the rule wae altered to 94
and tnally, in 1719, an act wae paeaed en
joining that the rule just stated ahould be
law, but to allow for rake of Btem t of the
Digitized by Coogle

bretMlth _ ordered to be IUbtraotec1 hom
the hmgth.
In this rule it will be _ there weN two
aaaumptions. Firat, that the v_I WIUI a.
reota.ngular 19ue, ud, _d, tha.t her depth
WIUI equal to her brea.dth. The reauit _
that ships W8M built under it aa much like
boX811 M possible, IIoIId deep in to
brea.dth, beca.use depth waa untu8d IIoIId beam
hea.'ril7 ta.xed. However, in lIPite of lea.rned
arguments a.nd much a.buse (the rule of
meanrement waa commonly referred to ...
the "iniquitous toJmage la.ws"), the rule reo
ma.ined in force aa the la.w of the la.nd until
the paaBing of the Mercha.nt Shipping Act in
18540. Under tha.t a.ct the toDDag8 beca.me
one of cubic ca.pa.cit;y (100 cubic fset to the
ton), ud for roughly BBtima.ti.Dg the tons of a.
la.den ship the following rule wu a.llowed to
be used under the Act :
(
Girth + Br.dUl)1 lC Leasth lC
:I 10000
In the O8oIe of iron ships 18 WIUI IUhBtituted
for 17 in the fra.ctioual fa.ctor. This rule baa
now faJlen into diaUB8, aa, pra.ctica.lly, a.ll
.. tiODB a.dopted the British rule, IIoIId the
certifl.ca.te of regiBtery of course conta.inB the
toJmage. This rule baa been B8veral times put
forwa.rd aa one a.da.pted for ya.cht meuure-
ment for ra.oiDg P1U]lOB8B, but UDBupported
by a.ny intelligible a.rga.ments.
The builders' rough rule for eatima.tiDr
registered toJmage WIUI for ships
L lC B lC D lC '7
100
for yachts
L lC B lC D lC '5
100
The la.tter rule WIUI used by the New Tha.mes
a.1ld Corinthia.n Ya.cht Club (eee .. Corinthia.n ")
in the following form :
LlCBlCD
200
L lC B lC D lC '5
100
The toDDag8 rule of 1719 is atill in use
BoIDong builders for eatima.tiDr the size of
ships or yaohts, a.nd is termed Builders'
Meuurement (B.M.), or Old Meunrement
(O.M.).
Acoording to builders' meaaurement length
fa ta.ken a.l01l8' the keel from the Bternpoat to a.
perpBndioula.r or plumb line dropped from the
stem-hea.d on deck. When this rule _ used
for ya.cht ra.ti.Dg ft _ found tha.fI by ra.kiDg
the atempoat the length of keel _ ahortened,
a.nd in order to prevent enBioDB in this _y,
the Roya.l Mersey a.nd London Ya.cht Clubs in
18540 paased a rule that the length .hould be
ta.ken on deck instead of a.long the keel. The
toJmage of the VBBaela with very ra.kiDg &tern.
posta _, of course, much iDcreaaed, a.nd in
order to lat them off a. little more er.aily,
the whole beam _ ordered to be IUbtraoted
Tonnage-oontinued.
from the length inatea.d of Jtha of the beam.
The rule then rea.d
(L - B) X (B X tB)
940
(Multiplying by bea.m, then by ha.lf beam,
fa the aa.me aa multiplying by the ha.lf aqua.re
of the beam.)
This is the rule known aa the co Tha.meII
Rule," adopted by the Y.R.A.. in 1875. .
In 1879 the Y JU.. a.ltered the rule to
length on loa.d line.
In 1881 the Y.R.A.. a.dopted a. new rule,
which _e into operation in the follewing
year (1882). The rule ia (L + B; that
is, a.dd the brea.dth to the length, a.nd mule
tiply the sum thua obta.ined by itself, a.nd
then by the brea.dth. The prod11ot is divided
by 1730.
Top.-In aqua.re rigged ships, the stage at the
lower ma.at hus to give a.dditioualllPrea.d to
the topmaat rigging, IIoIId to form a. kind of
ga.llery for riftemen in wa.r ships. There
are fore top, ma.in top, a.nd mizen top. To
top is to ra.iae one end of a. boom or ya.rd
by the topping lifts. (See Plate I., a.nd
P88 115.) The co top" of a' v_I is the
pa.rt a.have wa.ter.
To,pga.Uant Butula.rb. - Bulwaorka iltted above
the rail to afford additiona.l shelter on deck.
TopgGUtmt MIIIt.-The maat nut above the top.
maat in aqUlore-rigged ships. .
Top Ha.mper.-Any rea.l or auppoaed 1IJID8088-
II&orJ' weirllt oa.rried on deck or on the
DlIIoIItB.
ToptnGIt Hoops.-Occa.aiona.1l7 hoopa are used
for jib-hea.ded topsails. The hoops when Dot
in use re.t on the ma.athea.d. In hoisting the
topaa.il the la.ciDg is paaaed through a.n eyelet
hole in the luff of the .il and through a
hoop, ud so on. When the ail is hoiated
ohook-a.-block the la.cing is .ha.uled iaut; in
lowering the la.cing is ala.ckened. Hoopa
fa.cilitate the hoiatiDr ud lowering of the sail,
a.nd a.dmit of ita being lowered a.nd hoiated
without a ma.n going a.loft.
Topping L\ft . -Rcpes or tackles DBed to ra.iae
or support booms or ya.rda. (See pages 81
IIoIId 118.)
Top BI:HZ.-The rail iltted on the sta.nchiODS as .
a. flDiah to the bulwa.rb.
Top.a.iZB.-Raoing yachts are suppHed
with va.riou. topsails, viz., ballOOD topsail,
No.1 topsail, No.2 top.iI, jib-hea.ded topsa.il.
a.nd jib topsail. Formerly a. aqua.re topsail
WIUI oa.rried aa well, but spinnakers ha.ve super-
seded aqareaa.ils. A cruiaiDg yacht
ca.rriB8 one aqua.re.hea.ded topaa.il and one jib.
hea.ded topsail. AmeriOloD ya.cbts carry
one ba.lloon topsail (ca.lled a. club topaa.il __
:rig. 48, pa.ge 1711) IIoIId one jib-hea.ded topsail,
ca.lled a. working topsail, a.nd a jib topsail.
Schooners, British a.nd American, ca.rq
aa well a. ma.in topmaat ataysail.
Digitiied by Coogle

'.
Dictionary of General In!ormation. 603
TopWI 8choOflM'. - (See "Bquan Topsail
Bohooner.")
To,pride.-That part of a vessel abon the walea;
now in yachts IOmetimea underatood as the
. part between the waterline and deok, or the
freeboard.
Top fimhllf'l.-The upper parte of the framing
of a T8II88l.
Top Your Boom dAd &:Kl LMg -To lean in a
hurry.
To.. the OMs.-To throw them out of the row
loob and reet them perpenc1ioularly, bladea
uppermost.
7'01, the Boom.-To raise the boom by the
lifts.
Touching the Wind.-Lullng into the wind 80
thM the ....u. Bhakt. (See" Luff and Touch
Her.")
To Whip.-To bmd the ends of rope with twine
to prenmt their frayinc.
Tow Bope Of' Tow LiM.-The rope or haWier
need in towing.
Tracl:.-The oourae or wake of a ehip.
Trade Wind.-Winds that blow in one direotion
a OOUBiderable time, admitting of traders
making expeditious vo)'&8'8ll.
TNiI boards formerlJ!tted on
the bow and litem of sohooners.
2'mmom.-The frame at the sternpoet of a
veaMl. In boats the traneverse board at the
litem, which gives ape to the quarters and
forme the stern end of the boat.
... -Athwartahipe. At rlghtanrles to
the line of the keel.
2'rcapMum.-A four-eided,igu!e with two aides
parallel, as aship'llICluare...n.
T1-CIjI6IIOid.-A fourBided !rure whose sides do
not form paraJle1 linea, BDOh as a OUtter'1
m.aineaiL
TrGWu.".. -An iron ring, thimble, or atrop
whioh trave1e on a apar, bar, or rope.
Traveller, .Tointed.-The 1lehermen on the S.W.
ooaet uee a jointed mast traveller. The iron
hoop ia in two half moone, each end has an
eye turned in ; the two halvea are oonneoted b7
1'Ja. 294.
theee eyes. The object in having a jointed
ia to faoilitate lowering. (See" Pen
.anoe Lunare.")
TtwncriZr.-Bolts or plugs of wood need to fasten
plank to the timbers of veue1e. Origi.nally
spelt treenail. Pronounoed" trenne1."
TtWiZr Tr .... -In Bhipi long pi808l of timber
!tted at the masthead in a fore.aud-aft
direction to IUpport the _ trees.
TriGttc 8tay.-(See pare 80 and 511.)
Trtcs.-The time a man il stationed at the helm.
(See " Spell.")
2'riM.-The position of a ship in the "..ter in a
fore-andaft direction. To trim a veBBel ia to
eet her in a partioular position, by the head or
stern. The term il IOmetimee erroneously
need to repreeent the lhiftinr of ballut
To trim the sails ia to sheet
. and tack them 80 that they are diaposed in
the beat manner 1'00000bl., in relation to the
force of the wind.
Trip.-A pasure. Sometimes uad to denote a
board made in beatinr to windward. To trip
a Bpar ia to oant it. To trip an anchor is to
break it out of the ground; an anchor ia ... trip
when one of its !ukel ia on, but not in, the
ground. (See" Anchor" and " Soowing.")
Trip Of' Tripping Li7l.8.-A rope 1lB8Cl to oant a
apar, as trip for a topsail, or the line
bent to the crown of an anohor to trip it or
break it out of the ground.
Trough.-The hollow between wave-oreat and
wave-crest.
2'rud:I.-The' woodea caPI !ttod on the upper
mastheads to reeT8 the 1ignaJ.
through.
Tnce Wind..-A wind that does not vary; the
pren.iling wind in oontradiatinotion to eddies
or ba1Binr puffe.
TryWig.-To "try" ia when a T8I88l ia hove to,
if her II&ilB are 80 trimmed that she may
gather headway and make aomethiDg to the
good.
TryBGil.-A IIDI8ll sort of gaff sail set in hea"7
weather. The sail set on the fore and main
ma.et of aquan rigged ehipa IIimilar to the
apanker on the mizen. The meaning of try.
sail il thatunder it in hea"7 weather
a vessel oan try to sail.
2'ucs.-The form of the hollow in the quarter b,.
the transom or etern.poet.
Tug.-A towing boat. To tug ia to tow.
Twnble In Of' TumbZr Home.-When the Bides of
a ship near the deok inoline inwarde; the
oppoaite to 1Iaring.
Tumbler.-A pieoeof wood pivoted in the ja,...
of a gall whioh ia alw&yl in the plane of the
mast.
TumbZer-fid.-(See papa 419 and 51.)
Tu"Tc',heGd.-A knot made to blah off the end
of a rope.
Ptml.-A oirole made by a rope round a pin, &0.
"Turn 0 I" ia an order to belay. To catch a
turn ia to put the fall of a tackle or part of
any rope round a belayinr pin, stanchion, &0.
21u.m 'n.-To aeoure the end of a rope by Baising.
TurJmag to WiRdwMd.-Working or beatinr for
a point or object by short boards. GeneralJ,7
beating to windward. To turn ia to tack. .
21u.m oJ the Tide.-When the tide changes from
flood to ebb, or the oontrarJ.
Digitized by Coogle
'210_
!f'lO\u LIMd BopI.-Rope remade from old rope.
TJJNld7i:Jffig e7i:tiJ7i:.-'i'he tillJJJ, hJJJJOO
lines" &nl'the tiller linea.
T'Wo.h&ocks.-&ld when a ta.okle haii been 1UII!Cl
80 that its tWJJ bloJJQ J,ffJmJJ WOJ,ff T'JJ,ffetlsl".
(Sea Chook ..... blook.) "
'l's!e.-he l'JJnnttK to JJJhich a ?Jtteekl,ff is nJJ1Ci
for hoisting lug.BailIJ and squareu.i1s.
or T1WIlJttte to the
, mainsail of a fore..lIoIldaft TeB8e1 when furled
OJ :;:towed thK OOJJm. TlJ" tyJJJ th,fft t&lJea
up the middle of the sail is termed the bunt
ty,ffJ. (Sa,," <i'lJttltJJl ant BUliltlinJJ!')
u.
17_ BO<lt,-Tbis a bewt w1th JJne
IIIiill inheoduced from America, where they are
Itn'Jwn as .. cat hoat,." Th" lDlIIeJ4J is Jte,ff,ffeed
clUiiB LJJ ehe iltem (sometimeswitha rake aft): and
tba 1Il'H is to a DeJlOJJJ IIoIld g&ff. The
name Una was given them the Brat
"';;iili,t btrod,J,ced at fJJJm Ameriew, was
80 named. Th_ boats vary from twice to
thJ98 timeJJ their in 11llll5l:h, and hre
wry Bhallow. If handled with care, they are
lIfJfe eJJJ,ugh, V"'h f,ffJt, ,ffJJd SJJJOoth
very weatherly and handy. In squalls they
,h",uhl alWJJYs be lnffe'Jl goJJJl time,
or they might be blown over.
U?lh6KJi-'YL'0 JJlJst k4HIG sa.L from it,ff p.iI, 1Kd,
&0. The opposite of bend.
Bcwilng Eke Lea.-When a v8llll8l is cloee-
hAuled Bamng oro" 1i'"3, JJJd LJtB the
wotBt of it on l,he lee bow.
l[Yn,d<JJ OJJOllaB,-U'OOEJJdino bh m",l1S 'Jel ELeW.
With sail set.
DJJJl.-,leebJJ.
17fUier Hatches,-Below deck.
R"il.-'%'O follow up a rope, obain hawser,
OJJ cable, !}L hanliDj it Ie uf,m bfwt WEich
moves in the direction that the cable, &C., is
l;;id oet.
8ait-(8ee "Under Ca.nvas.")
heMee tlef fJJJm lJhe Jri.nJl by the
sails of lIoIlother vessel. Under the lee of the
Ihnd, JheltJJreJl hew flee of the
wind by the la.nd.
iindJlJ.waj.- MO'iing through the water under
the influanoe f,f the wI"nd, &t47;;m, or ;;YS.
oom&i.imes written unJ%er.weigh. It is said
a vef,ei may be -r,udw"iohfJhe. shJf is
gettUig her Boiiohor; but even then it would
be th IIollJ,hor, 1?Ild lJhehttSBJJL tlmt w"uld
be lIllder.weigh. '
In hedmiJal Rmyth's .. Sailer's W ocJ BhJfk,"
by SirE. Beloher,
'JJ67&, IS the JOllmJ'lDR J-" UIJJlBBmAy,-A
to under ,canvas after
oor JfJfchJJJJ IJ 1It/JJlJ'e.ed seme JJavo written
this und6nDeigh, but improperly. A ship is
11Jhde:eweiELle fJhee Sleh kJ"s meihhed heJJ
lIoIlohor; she may be with or without canvas,
hCJ,ffe 1IJJn Shh wah .hI!

is underway. This is a moot point with old
Jfomen.
The obvious objections to using tmderweigh
in this seJfJfe thJft a JJJIIoIl mig?Jt fuJJiL
saying.
JfUJf W(jJO mJt 1lIJru JffJO Jfou".fJEI
later. oJ The fact is, underweigh is never
wrlt!JJn ley JfJJamen eJfoept thrcJugh
_; bU,t the odd is
take to 5he word mOKo kmdly JllIIoIl JJJey do w
proba,bly b_use thJJL have enouLh
lmewledge t,J Imew thAt get, unJ1hrway
anchor must be weighecl The best naval
writars ,JeveJ de<6ribe the operatiO"Il of gettillir
thJJ !MlchJfr feJ getting ond."l:!"IDeiiih; but al_15
writ" she weighed," or "she weighed
Mlfehor," orJJJe whighJJJl," &0. To Ret 1!lDdm-
way is by them used in the sense of maJrlng
pre;;.a.rafJion to h,,,t _y "n; and wh50 thh
anchor is aweigh the ship may have way ou
or JJot, DhJl& (whJf m.O,ff t" tsJJJJn
unimpeachable authority) does not admit the
wood IW"derJJ8igi'e in hiJJ SaJfma!'J'Jf J;?[aDfJJfl
(revised edition by the Registrar.General
Bcitish Ship1,inh); hut the hfetro"tioru
for ill
USJJJf thru: fmm JIlDPJO
IIoIlchor," "getting underway, riding head to
wiJJJI," ,Jl,c. So JfIsJf un'Jle1'WJfh i" the tee"l
used in the Merchant Shipping Act.
"\Villi!J'm }j'dOOJJhr'" M"Vne heioV01IEJJJj'
(published more thlloIl one hundred years 1IffO)
1I/l1IhJlrWoigh JfJft be !oUJJd, bJft WJJ come
upon the following sections :
"Ul<m,BBmAy,-1f it lett in tid" W'h1 &JJd
with .. leading windJ 80 that the ship C&Il.
mm tide, let jt 1;", a lEme whJm tZ.Je
tide _s to get underway and I!Nl
th" flood., JJiJieh gio"" time oIGar sthp
of her moori"ngs, IIoIld affords a more power.
ful elf",,! td" htlm to J,leaJ of
abitS, &C.
,J WiJ,p.-The COlUDe or progre811 a ship
m!tkes th" wJJter =d" lll'it whml
she begins her motion she is llaid to be Under-
W&37,
William Falconer, besides being a distIn
gcl;;he.i author, _ th"rOtIdh ,,,,am,,Il, IJnd
after long service in H.M.'s Navy, was lost
in the WJt'e(lh of tlee henroIm, 1 tJl9, JJged h9.
Hutohinaon (master mariner), in his "Prac-
ti"JJI S"omoJfBhip," iJUTJiish",s in
the term "underway," IIoIld u.nd6rw6igh is not
to he fJJ1lDd in his h<lO!L li, H, GJJffer, in
his .. Seamanship/, pu,?lished
unhel"1I;;Y. AdJJJual Sll' JJeoJhe JJareJJ lD lliII
" Seamanship" (6th edition, published 1882),
alJJ"YJ Und"fWJJY, eed dfJJJII hcdmiLil
De Horeey in his writin(l'S.
he,,<leJ'J4JritJJJ.-A ptteJJOe wh" atIJJChIJJ hi" nlJme
to a polioy ?f by the side of
a.meunt he lJJill J4JarCJ of J,JJe I4JJk. Th" UDJ4er
part of eame policies may have two or three
hVJJJdrw? nJfmes as the T>rmdplJJ of
underwriting is to have very little at stake on
1I.I1,ff onJ shin. 'l'o t'il{lOW &iii und"rwrlteJJ at
LlOyd'. a deposit of 50OOZ. cash is rJJut-:l,
fOh literJJJJt pe.iJ1. '1'ae ;jjltr'..noe ,ee
I ':'t n II
Dictionarg 0/ General In/ormation. 601S
is lOot, and the aubBCription is 1Sl. 121. per
Jear, together with 5. 5.9. for a _t in the
rooma.
UM<m D_-An lID8ign with the jack down.
wr.rda, hoisted .. a sigDal of distress.
UM<m Jack.-A flag compoaed of St. George's,
at. Andrew's, and St. Patrick'i oroP8II. (Sea
"Jack.")
U7Imoored.-Withanchora .. weigh. A.. V8llselisalBo
laid to be II numoored" when Bhe is riding to'
a aiDgle anchor, .. to be moored, two a.nchors
mUBt be down.
U7Ireew.-To haul out a rope from a hole, &0.
UMig.-To diBma.Jltle a ship or a.nJ part of her,
.. to nurig a topmut or bowsprit.
UuM,l.-To remove a thiDg from ita lodgment.
The oppOBite of "to ahip."
Up G7Id dc1Im.-Vertically. The wind is loma
times said to be up a.nd down the _t,
when there is none at all, like PaddJ'a
hurrica.ns.
UJIJI6f' MtUt - UJIJI6f' 8tic7c. - A topmut, a
topgalla.nt mut, &0.
UJIJI6f' Strake.-The top strake ruJlJIiDg ronud a
Teaaal at ths deck edga nuder the coTeriDg
board, uau.u., ltouter than the general
pla.nking, a.nd almost al_.,. of hard wood
to bstter hold futeniDga.
U'fIg" of the &a,.-Cuatoma of the lea iD relation
to commercial pursuita, which are hald in
law to be biDdinr.
v.
VD.-The adTa.Jlced pari; of a leat.
V/1,7II.-(See .. Dor Vane.")
Vcmg.-A rope uead to keap in the gaff of a
IOhooner's foreBail. The foreBa.il of alObooner
hu uauallJ Ter., little peak, and conaequentlJ
the halJa,rds will not keap it from roing off to
leaward. A.. block is luhed to the maiDmaat
head, through which the Tang is roTe a.nd made
rut to the fore gaff end j the fall of the rope
leads to the deck. In square.rigged ships
TaDgI are pnerallJ used on the spanker gaff.
Sprit saU ba1'J8ll alac use Taup.
VMiI&Hcm of the Compu,.-The departure the
oompua needle shOWl from true North at
oertain parte of the rlobe. The difference
between magnetio and true North uanally
upreaeed in derr_ on oharta. The Taria-
\ion widelJ differs, thna: in the English
Cha.nnel it ia abont 28, at New York on1;y 5.
The deTiation of the oompua is dne to local
attraction. A ohart called a .. Variation
Chart," shoWI by ClUrTed liD811 the ohanging
TariatiOU of the compue _dIe for different
parts of the globe. Variation mUBt not be
oonfuaed with the deTiation due to local
attraotion iD iron and compOBite ships.
ya,milh.-Black Japa.n: 10z. lamp black, 20B.
bitumen, toz. acetate lead, joB. TurbJ
umber, *OB. Venice t1l1'p8Dtine, 120z. boiled
oil DiseoITe the on iD t1I1'p8DtiDe j powder
the other ingredienta, a.nd stir iD graduallJ.
Simmer on Blow lire ten miDut8ll.
Vamilh-contl.nued.
Copal Varnish, Copal 800B., drJiDg 1inaeed
oil 180B., Ipinta of turpentine 5!loB. BriBklJ
fuse the copal j heat the oil to cIole on boil
ing point, and pour it hot on the oopal j mil:
thoroughlJ; allow the mixture to cool a little
and add the t1I1'p8Dtine, mil: thoroughlJ.
When cool .train for use.
A Quiok-drJiug Varnish: 7lb. oopal (fueed) ,
hot liDeead igall., hot tu"fpGntine 1 irall. Care-
fullJ Btir and boil together.
Oak Varnish: 7lb. pale ream dizaolved in
2pll. on of turpentine.
Varniah for :HetalB: Powder lIb. of oopal
and diuolT9 in 2lb. of atronreet alcohol. A
T9rJ quiok-drJing n.rniBh.
Varnish for Iron, :Hastio (clear gn,iDe)
101b., camphor 51b., aandaraoh 151b., elemi
51b. DiaaolT9 iD luftloient alcohol.
Black Varnish or Polish for Iron: BeBiD
~ . , lamp black SoB., bMewu b., shellao
20B., liDeead on 1qt. Boil topther one hour,
and then atir in ipt. turpentine.
Tar Varnish for Iron: Coal tar 1pt., lamp
black 10L, hfl9l ball ioz., Ipirita turpentine
bt, beeswax lOB. Diseolve the heel ball aDd
beaewu in the t1I1'p8Dtine, add the lamp
black and tar, warm and mix it thoroughlJ.
This mixture ehculd be applied hot.
Tar Varnish for Wood or Iron: 19a1l. ooa1
tar, 2OB. oil of Titriol; mix thoroughq, and
add ipt. of t1I1'p8Dtine; mix, and applJ
immediateI.,. This dries quioklJ, a.nd onlJ
quantitiee auftlcient for use should be made.
Va,m"m71g a, bright Boa,t.-Oil the planb, &0.,
a.nd when the on is dried in put OD two coate
of copal Tarnish. If Bize is llIed instead of on,
the Tarnish will peel off. To clean off
Tarnish: take a mixture of eoda (21b.).1OIlP
(lIb.), boiled together, it will re!JlOT9 n.rnish
from SparB, &0. It should be applied hot.
(Sea alao .. CaUBtic Soda.")
Veer.-To paJout chain. Veer is alBo used iD the
_e of wearing or gJbing. The wind is laid
to Tear when it changeB iD direotion with the
lnu; to back when it changea against the 1lUl.
the wind is Eoid to Tear when it draWl more
aft. To haul when it oomee more aheac1.
V_ Q,7Id Hcwl.-To llacken up a rope, a.nd then
haul on it luddenlJ, in order that; thoae who
are hauling on it maJ acquire a momentum.
Pulling bJ jerks.
V_ (ltD'"'!! the Oablt.-The order to paJ ont or.
slaok a_J cable.
Veering (l BUOV '" a, VIII"'" WAke.-ThrowiDc
overboard a buOJ in the wake of a ship when
a man haa fallen overboard, iD the hope that
he maJ get to it, and pick it up.
Vert,",.-At right angl8ll to the horizon, or
perpendiCllllar to the horizon.
v_t-A.. nama for all kinds of craft, from a
ca.n09 to a three-deoker.
VictutU. - To suppIJ with provisiona for a
TOJ&g9, &0.
VOYflg6.-The p..,eage of a T8II88l bJ I.. A
short T07age is called a trip or a cut.
Digitized by Coogle
w.
WNt.-The midcUe part of a 'Yesll81'. deeb.
Wat.Ur,.-Green handa, or old deorepid .-en,
who are .tationed about in the waiat of a
'Y88Mi to haul upon ropeI, &C.
WaiB.-The peculiar eddying water that appelo1'8
after a ship hal paBIIed. Vesl8l. are aid to
leave a olean wake that do not 0801118 waves
to form aatern.
Walu.-Tbiclr: atmkea of plank.
WGZI: AIM!I with 11.-(B .. "Run Awa,. ... )
Wall KfIOt.-A knot formed at the end of a rope
b,. unlaying and inter-weaving the atrandB.
Wall Sided.-Up and down aidea of a 'Y888el
that DBither tumble home nor 1lare out.
WaUotD.-To lie in the troqh of a _ and roll
heavil,.; to roll under the -.
WatTcmtl.-(See" Admiralt,. Warrants.")
Wlllh Btf'Q.1ce.-A strake, !xed or movable, of
plank fitted to the gunwale of an open boat
to increue her height out of water.
Wldeh and Watch.-The arrangement whereb,.
one half of the ONW ia on deck for four houra,
then the other half for four hourB.
Watch.-Ananohor buoy or mooring buoy ia Hid
to watch when it keepI &bove water.
Watchee.-The diviaiona of time for work on
board a 'YeBMl. The crew of a ship ia divided
for thia work into two watohea, port and
ata.rboard, each watch being alternately on
deck, excepting in emergenciea, when both
watch .. Dl8.J' be oalled on deck. Watohea are
thua divided: From 8 p.m. to midnight ia the
"Firat Watoh." From midnight to" a.m. is
the "Hiddle Watoh." From" a.m. to 8 a.m.
ia the " Horning Watch." From 8 a.m. to
noon is the "Fore noon Watch." From noon
to 4. p.m. the "Afternoon Watch." From
" p.m. to 8 p.m. the two "Dog Watchea."
WateMng Jor a Bmooth.-Jn a _ .....,. looking
ont for a time when the wav .. are smaller to
tack in, &c. .
Watch. TaclcU.-A tackle conaiating of single and
double block; the lingle block baa a hook,
the double a tail.
WatBr.-Oue cubic foot fresh water -0279 ton
or 6239IbB.; one pJIcu '0045 tcn. A ton
fresh water equal to 223'76 pJIona. One-
cubio foot aalt water '0286 ton or MOSlbl. ;
one pJIon '0()406 ton; ton 217'95 pJIona.
A ton of fresh water ia naually taken as
36 cubio feet; a ton of lalt water as 35 cubio
feet. (See" Cubic Heasure of Water.")
Water BaZZaat.-Water O8orried in tanka or
breakers aa ballaat. The tanka or breakera
ahould be either full or empt,..
Water Bome.-Not resting on the ground, but
being in the condition of toating.
Water LWl.-A horizontal plane puling through
a 'YeaeellongitudiDally. Length on load water.
line meana the length in a straight line from
the fore aide of the stem to the aft aide of the
stern.post at the water level.
Water Logged.-Tbe condition of a v88Ml, that
althouSh her hold is full of water, ahe doel
not sink, owins to the buo;yant nature of her
cargo, or from other Oa11l88.
WaI6rproofing.-Boil 1201. of beeawax in 19a.ll.
of linaeed oil for two hoara; paiJat the cloth
with this mirlure twice or thrice. Colour ..
required.
Waterproofing Bail Cloth.-The recipe uaed h7
Hr. Berthon to render the O&DVaI of his 001.
lapsing boats waterproof, and aimi1ar to that
used in H.H. doolqards for hammock clothe,
is aa followa: To 60.. of har4 yellow aoap
add Ii pint of water, and when boiling, add
SIb. of groUIld spruce ochre, ilb. patent drien,
and Sib. of boiled linseed oil. For water
proollng sheets, the ochre ahould be omitted,
aa it adds to the weight, lell8D8 the ftuibilit,y,
and ia 1Il1Il808881ry. EDatins ooveriDp are
made waterproof by preparationa of india.-
rubber, oil, paint, &C. Fabrioa _ted with
indiarubber are not proof againn the e1reotl
of climate or rough usage, are not eaally re-
paired, and, compared with thoa ooated with
the Chinel8 and other preparations, are 'Yf117
heavy, and, if the aame dimensiona, upenai.ve.
The recipe for "waterproo8ng" calico DIed
by the Chineae, is aid to be efficient, alike in
the hotteat and colden olimatea, iI believed to
be compoeed of boiled oil one quart, soft soap
10 . , and beeawu 10 ; the whole boiled
until red1lOed to three-qnarters of ita previous
quantity; but experiments are required to
teet the a.bove proportiona.
To waterproof cotton drilling boil a mixtme
of 60s. hard ,.ellow aoap, Ii pint water, ilb.
patent chien, SIb. boiled linseed oil.
Wa_.-The formation of waves is a aubjeot
whioh hal received mnoh attaDtion of late, but
no completely aatiafaotory theor7 aa to their
geneai8 baa ,.et been evolved. The general
theor7 ii, that the amooth aea is aoted upon by
the impact and friction of the moving air or
wind, and that the waves mer- in aiae and
lpeed, until the wind force is in080pable 01.
further developing them. Deep lea wavel
vary muoh in length, even under Iimilar
inluenoea of wind preaanre, and ita oontinna-
tion. Captain Hotter of the Frenoh Navy,
meaaured a wave in the North Atlantic.
272Oft., or half a mile from oreat to 0l'8IIt,
and Sir James Rosa, one 192Oft.Ioug. Such
wa'Y88 however, are seldom met with, and
Dr. Scoresby, observed that Atlantio storm
wavel ha4 lengths of from 500ft. to 600ft.
Heaauring the heights of wavel is a more
clliII.oult matter than m88luring their lengtha,
and there hal been muoh euggeration under
this head. The lats Sir E. Beloher, at the
Instituta of Naval .Architects in 1862,
mentioned a wave he had obaerved riae to
100ft. Profe8lOr Rankine in hia work on
Naval Arohiteotura, speake of wav.. on
rook,- ooaatI rising to 150ft., and wa'Yea have
been known to fI.y over the Edd,..tone
Lilrhthonae. However, the greateat heights
of deep _ waves aa meaaured b,. Dr.
Scoresby, and other aoourate observers, have
been 48ft., but it il rare to meet with wa'Y88
exceeding 30fl in height. Ordiuary atorm
wavea nob ... m e ~ with in the Atlantio of
Digitized by Coogle
1
I
1

WaVll8-ClOntinued.
about 200ft. in length, have a height of about
onetwentieth of their length, but the ratio
becomes lower a.s the length of the waves
in_e, and waves of 1000ft. in length have
bean observed with but a height of 10ft. On
the other hand, waves of 600ft. in length have
bean observed of unusual Bteepness, and with
heights one-eighth of their lengtha. A. long
aeries of observations made by M. Bertin on
the heights and lengths of wavea, would seem
to prove that the average height of deep sea
waves is a.s 1 to 25 of their length. This of
co1ll'86is applied to single waves oDly. In what
is termed a .. oonfused _," where along wave
may overtake and pa.Ba throngh a abort one,
the general height &comes inoreased, almost
to the extant of the combined heights of both
waves, and the wave form. under such
oiroumstanoes, is more or les8 "confused."
In the English channel, superposed wavea are
common, and the wavea genemlly being short
and steep, heights are met with of about'
one eighth the length of the waves. (A. wave
length is the length from crest to orest, and
wave height, the height from hollow to oreet.)
The speed of wavea are generally propor.
tional to their length. Thu a wave 20ft.
long, will travel 6 miles an hour, and one
50ft. long, 9 mi1ea; 120ft., 15 miles; 200ft.,
19 mi1ea; 400ft., 27 miles; 600ft., 32 milea ;
100Oft., 42 miles. It must be underatood
that it ia only the IDa1Hl motiotl., and not the
water that travela, and no aubstance resting
on the water is carried forward by the advance
of wavel further than the force of gravity
may give a aubstance an alternate forward
and backward motion, a.s it became differently
aituated on the aides of waves. Thus a ship
will aimply rise and fall with the waves and
not be carried forward by them, and an
unbroken wave would do a ship no harm in
the sense of an impact due to the wave
striking her. The danger from waTes arises
when they break over a ship, or when a ship
by intercepting a wave causes it to break..
(The best artiele in a popular form. on Wavea,
and oaoilla.tions of ships among them is in Mr.
W. H. White's .. Manual of Naval Architec
ture.")
Way.-Motion through the water, as underway,
head way, stern way, ateerage way,lee way, &0.
W/Itf -Balbof timbera.rranged in a kind of ahute
to haul veuela upon or to launch them off.
Wear.-To bring the wind on the other side of
a veuel by putting the helm up 80 that the
vessel's head goes round away from the wind
instead of towards the wind as in tacking.
(See .. Gybe. ")
WeGthefo.-The windward or "breezy" aide of
an object. The Bide on whioh the "weather"
is felt j not to leeward. To weather is to
paBs on the windward aide of an object.
In oroBa tacking the vessel "weathers"
another that oroBBes ahead of her. To
weather on another vessel is to gain on her in
a windward direction by holding a better wind
than ahe doell-to eat her out of the wind.
Wea.ther Board.-On the weather side of a vessel.
Sometimes in working to windward by a loug
board and a short one the short one'is oal1ed
.. weather board."
Weather BoardB.-Pieoee of boards fltted over
open porte to tum water or rain off.
Weather CIoth.-The cloth in a u.il next the luff.
The" weather" of a u.il is the ld.
Weczthefo OlQthB.-Pieoea of canvas fltted on ridge
ropes and stanchions of yachts above the
bulwarb; also the tarpaulins used to cover
the ba.mmooka when stowed in the nettings.
Weather Qcwge.-The condition of' a veasel that
is to windward of another one. In slang, to
po_ an advantage.
Weather HeZm.-The helm or tiller hauled to
windward when a vessel owing to too much
after u.il has an inolina.tion to 1Iy up in
the wind. If the centre of effort of the u.ils
ill muoh abaft the centre of lateral re&iB.
tance, a vessel will require weather lrelm to
keep her out of the wind. The tendency to
fly up in the wind can be remedied by reducing
the after aa.i1, or Betting more head u.il, or by
easing the main ahest. However, all v8llllela
should carry a little weather helm. (The
oontrary to "Lee Helm," whioh see.) It has
bean frequently argued that the effect of the
water preBsure on the rudder when the helm
is to windward (that ill the rudder to lee-
ward), is to preaa the vessel bodily to wind.
ward, and no doubt there iB lOme truth in
this, although the influence of the rudder
in this respect could be only small.
Wea.thering.-A. relative term used in u.iling to
define the aetion of one vessel that ill eating
to windward of another, thus, if a veuel ill
said to be weatherm, on another ahe is
eating her out of the wind, or olosing up to
her from the leeward, or departiug from her
in a windward direction. Weathering an
object is paaaing on its windward Bide.
Weather Lurch.-A. weather roll or a roll to
windward. In running with the main boom
well off, it ahould be always secured with a
guy, or it may fall to the oppoeite aide during
a waather roll, and oause Bome damage.
Wea.ther Tide, or Weathergoing Tide.-The tide
that makeB to windward or a.ga.inat the wind.
(See " Lee-going tide.")
Wedge. o/Immerricm and Emerrion.-(See " Im.
mersed.")
Wedging Up.-Lifting a veasel by drivine' wedges
under her keel to take her weight off the
building blOOD before launching.
Weeping . -The exudations of damp or water
through the seams or cracks of pianb, &0.
Weigh.-To raise a thing, as weighing the anchor.
Weight (0/ Wire Bope).-The weight, elasticity,
and strength of iron and steel wire rops and
hemp rope vary very considerably, aooording
to the quality of the iron, steel, or hemp
used in its manufacture. The following table
of the weight of different sizes rope of iron,
hemp, &0., was compiled by the well known
civil enginecr Mr. G. L. Molesworth
Digitized by Coogle
Hemp. Iron Wire.
Steel Wire. I
,aJftlen&
CNIIjItb.
I Ii
j
1I
J
1I 11 I t
'I I r
J
.;r:
J
!1
11
t" S .s
01 0
c

110
- ------
tt
,
1 1 8 I
It
'4
it
11 1 1 9 8
I
Ii
"il
12 4
..

111 II
it
18 8
II
II
:'
t III 7
7
I
II lI4 8
'8
:' if
t7

II 8 30 10
's.
io
IIi

88 11
S
,
88 II
U :t
89 18
7
'I 4'
14
'7'
i"4
8

ij

4/1 III
:t
48 IS
s
i. zt
!t

III 17

M 18
"s.
is
10 80 20
11
81
88 n

It
&1
's
71 U
ft 18 78 lIS
III 4 u
jii '9
84 18

a
III 90 80
11 18
ij
Be H
88
a
18 10
I
108 88
12 to It Ito 40
Kauilla rope, if Dot dried np and chafed,
ill llightly Itronger Biae for Bize than hemp.
WlII&1It' 01' A BUPllBrlCUL I'OOT 01' PuT" 01'
DIl'I'BRIIBT lIBT.u.a, 1111 LBS.
lroD. Steel Brua.
J
Lsd. ZIDe.
lb. lb. lb. Ib. Ib. lb.
ll'll lI1I 2'7 2-9 3'7 lI'8
II ll'lI 11'11 II'll
7"
4'7
7'Il 7'11 8" 8'7 11'1 7-0
10 10-4 1l0() 1111 14'11 9"
12'6 18 18'7 14'1\ 18'11 11'7
III 10'S 18,. 17'lI n-ll 14'0
,
17'11 18'1 19'1 lIOo() III .. 18,.
I
to to'8 lIl .. n .. lIll'll 18'7
n'6 28'4 U'8 111'8 88'1 21'1
III 28 27'4 1811 88 .. 28,.
: 27'11 lI81I 80'1 81-4 40'8 111'7
80
I
81-2 3l1'9 84'8 4611 18'1
8l1'l1 88'8 811'8 87., 480() 80-4
811 88'4 88'3
400()
I
61'7 32'1
87'11 89 41t '2-9
66-4,
811'1
40
I
41'8 4/1'9 4/1'8 1\9'1 87'11
WlIIQIIt' 01' 0!Lu1II8.
0haInL CbaID C&bletl.
DIameter WeI&btper
IDlnohea. I'aI.hom In lbe. In Inches.
J
:'
t
181
n
14 80
1IlI
I'
4lI
811 66
48
il
88
118 84
U
71 102
I
87
I
Ito
108
/1
HR
:i 180
WlII&1It' AIQI BULl: 01' SUIIIIUlllou,
Namea of Bubstr.neea.

!i

as

Caetlron .................................. .. 4110'0 4'97
Wrongh& 11'OIl ............................. .
Bteel ......................................... .
48811
,-eo
48911 4'67

W 4.
7117'7 8'18
BruII ....................................... .. 687'7 "18
TIn .......................................... .. 4118
' .. I
Gold ........................................ .. 1018 Ml
BUver ........................................ .. 661 4'1Y7
c.:.t ........... _ .............................. . 68 4t
PI: ..

.. :, ...
29'118 711'8
88'81 88'2
40 66
88 80
811 84
4/1 60
60 44
................................... .
Oak, Bve -CAmerlcan) .................... .
ft wblte " .................... .
_J' _ ... (EngHeh) ...................... ..
.IUI'IIle, commoo ........................ ..
1D1Ia&one ................................ ..
88,. 88-8
70 810()
4/1., 48-11
68 42
141'0 16"
180 1711
Olay ......................................... .
8&nd ........................................ ..
101'8 n'l
M"
28'7
Granite ................................... " .. 186 18'6
Eanh, looee ........ "." ................... . 7811 18'6
Water.l&1t C-) ................ "." .... .
..... ... :::::::::::::::::::::::::::
84'1 U-8
8:1'6 811 ..
68-08 88'18
W.u.-A. .11Dken part of the deck aft, tennad
oookpit BOmetimes. In 1IJII8l1 there fa
1II1IA11y a well in whioh th& IIteerIman ats J
the cabin of a amall bo&t ill 11IIUIlly entered
from the well. The cabin of D10It Amerioa.D
yachts, la.rge 01' lma.1l, ill usualq entered from
the cockpit aft.
WeU T1u&t I WeU T1wJre I-Au. cmler to oeue
hauling and belay.
W-.ronl I'ZGt Bottom. BoGW.-These boats lIoN
built for the herring ftahery, and lIoN gener.
all7 tennad " oots... The Sahing _ 1asta
from about the middle of Ootober to Chziat.
JDa.II, and very often the bcau. lIoN Dot put
into the water for the nat of the yes.r.
They 101'8 wtr.ble to any oouf; without
qua.1I or Bhelter, and where there ill often a
heavy Burf, ma.king it -.a.l7 to haul boa.tI
above high-water mark every time they lIoN
UIed. Thus dlllOribed in the FWU :
The beam of the boat, that ill of the Ia.rser
lort, ill about ODe fourth of its length, -7
6ft. beam to 24ft. in length, built of the
1Illdermentioned woods, m. I the bottom a.nd
the bea.mII of either white or yellow pine, the
stra.kes of yellow pine, and the Item a.nd
.tern poets, a.nd the timbers of elm grown in
the OO1Illtry.
J'IG. t9II.
The a.ooompa.1l1iDg sketoh IhOWB a boat
turned over on its lide ahibiting the bottom.
The bottom boarda 101'8 of wood, Dot
UIIoD an inch a.nd a half Wok; the, are laid
Digitized by Coogle
Dictionary of General In/ormation. 609
Weaiford Boat.-oontinued.
down on heavy pieeee of Bquared wood, &Ild
the elm timberB, which are Bawn out of wood
ha'tiDg the neoeaa.ry bend, so as to reach
from a few incheB beyond the oentre of the
bottom to the top of the gunwale, are about
two incheB square-they _ one &IlOther;
the bottom boards are then pened to theee
timbers by driving pep thre&-quartera of an
inch thiok &nd some eight in length through
the timbers and boards; the endB are left to
be out oft after the boat has been ftniBhed
&Ild turned over. TheBe pep are aeoured by
outting out a wedge from the lower end with
a chisel, and then driving the wedge into the
place from which it has been out, thus 1Illing
the peg.hole more tightly. No nails are uaed
for the bottom except to attach the short
piece of keel at the stem, say four feet; and
the heads of theee Daile are II1IlIk in' the keel.
Theee wooden pep never move, and wear
even With the bottom; breadth at bottom,
'lft. The atem &Ild atern are alike, no
transom bein, required. The end of a
Bhort keel extends some two inch.. beyond
the bottom of the stempoat to protect the
rudder. The stem &Ild stem posts are then
morticed for the ends of the bottom boardB,
&Ild, as it is well to have them strong, there
is a good lot of dead wood.
The first strake is three-quartera of loll inoh
thick, &Ild often loll inch; but before fastening
this on the beam of wood lUIder the oentre of
the boat; is either removed or sunk in the
gronnd, say, three inohee, and hsavy weights
of stonee usually are placed on the bottom,
near the oentre, to bend the bottom boards,
as it is oonBidered that they do not; row or
sail so well on quite an even bottom.
The -.t of the strakes are half an inch
thiok, and fastened on both to the timbers
&nd thelllB8lv8B with iron Daile, galvanised if
proourable. Twelve-penni8B are used to b
to the bottom boards and timbers, and six
peJID7 nails to the strak... Of oourse theae
boats are all olincher built, and are rather
heavy, weigbiDg three and a half or four
hundredweight. They require four men
generally to run them down and haul them
up upon rollers. Theee are some 8in. in
diameter if the B&nd is heavy. They plaoe
long boards or the sprite under the rollen.
The sails are usually two or three sprit sails
(Bee sketoh), and sometimel a foresail. No
~
~ - ~ ~
-- . .'-
. ' - ~ -
I'IG. 296.
keel boats are ever used, owing to the great
advantage of a flat bottom when they ground.
Aooidents seldom take plaoe with th8Be
boats, but, like all lhaJlow boats, they reo
quire very skilful handling.
Weaiford Boau-continued.
The oentreboard now remains to be de-
8Oribed. It runs in a frame or sheath formed
for it in the oentre of the boat. Theee,
when let down, draw about 8ft. below
the bottom of the boat, and are about
2ft. broad. The board is about lin. thick;
no iron is uaed for thea. When they near
the ahore they are hauled up. Thll)' are not
required when the sails are not UBed. The
depth of th_ boats is about 2ft. to the top
of the gunwale, &Ild they genera1l;y pull four
oars. They are too broad for one _ to
soull. Of oourse thll)' will not oarr;y so muoh
sail as a keeled boat, nor will they sail eo
near the wind.
The ballast used oonBists of ta.rre Bton8B.
The fishermen hereabouts are & bold &nd
hardy race, aDd they need be, for herring
8.shinc on a December night is desperately
oold work; but it is their harveat of the aea,
and when four men oan take from twelve to
twenty mace of herringa in the night (the
maoe is 500, &Ild worth from 15.. to 20 . ). it
paJl them well It is a pr&tt7 sight to _
forty or efty boats out of & night; but it is
very oold work, &Ild none but those brought
up to it oould at&nd it.
Wheel.-Ueed to give motion to the rudder by
ahains which pass over a barrel &nd lead
through blocks to the tiller. When the tiller
points /orwMd the ohain is put over the
barrel &rlt; when the tiller points a,ft the
ohain is put under the barrellrst.
WhIr. AtDIJf P-When loll objeot is sighted, a
question as to its bearing.
W'1Ierrr.-A small boat for rowing &Ild sailing,
UBUa1 rig a spritsail, main, &nd miun, and
foresail. (Frenoh" Bouari.")
'WMp.-A purohase oonaisting of one lingle
blook. A peDD&Ilt vane.
WMp, To.- To bind the ends of rope with twine
to prevent their fraying.
WMabr -(See page SO.)
WMatUng /0'1' Wind.-In oalmB or light winds
sailors sometim8B amuae thelllB8lV8B by whist-
ling in the hope that it will bring a breeH.
They also soratoh the boom for a breese. or
to make the v8B8el go faster. During heavy
weather the superstition is all the other _y,
aud no wbiatliDg or boom IIOratohing is per.
mitted.
Whole 8a.iZ 8tun.gth.-A wind of IUoh strength SO
that a yacht oan just oarr;y all her O&IlTU,
inoluding her .. best OJ (not ballooner) ptr
topsail, to windward.
WillM.-A drum with oraU: handles, pawl, &0.,
lI.tted to the mast to getin the topsaillheet,&o.
Wind.-(See " Winds.")
Wind BowwI.-(See .. Bound.")
WincVlIZt-An unexpeoted advaute,e or aoquisi.
tion of treasure.
WtJtdZGBt.-A horizontal barrel revolved bJ oraU:s
or handspikes, used for getting the anchor.
In yaohts a lmall neat oapatau is now generally
uaed.
R R
Digitized by Coogle
Wind..-Winda have been arranged aoeording to
tile following table.
I

j5, 0'"
:!! Iri
L LIght IIIr ............ .lI1 balloon can-
8. .;mJ vu.
:: } Light wiD4 ........ .
} 8. Light brMze ..... .
"
:. :::x } 4. Kocl .. te breeze. Whole ..n. m-
10: 'tMrI } lint
n. '8lY1
12. '980 5. Presh breeze ...... Jib Il8I4ed top-
18. l'l3 ..n.
14. 1'31
rft } .............................. Lo_ aIL
6. 8troDg breeze ... 0118 reel.
.............................. Two raef
2'1. 8'23} 7. Moderate pie ... Three reefal or
lU. 8'86 cloIe -.
18. 4'51 1
28. 5'23 8. Preah ple ......... TrJaaIl.
30. 6'00_
:: ::W} 9. Strong pie ......... Beeled trJail.
36. 8'64
:l: ::: } 10. Ber.VJ' ple ......... Storm. trJaIl.
50. ... 16'7 } 11. Storm. ............... Whatever II1II&11
60. '" 11&-0 aaIl eould be
!lOt.! hold
70. '" 82'7 J tiOgeUlC'.
80
90
, ... 12. BarrI_ ......... No canvu made
- IItroDg eDODgh
100. .. 418'7 to stand IIUCh
.f_.
WindBail.-A. aanvaa abaft or tube for oonveying
air to or from below deck.
Wing and Wing.-A schooner before the wind
. with the maiD sail off the lee quarter, and
the foresail boomed out to windward. Some-
times termed goole winged. (See" GOOI8
Wing.")
Wings 0/ a 8hip.-That part of ship below
water near the load line.
Wink.-A. west oountry term for a kind of winch
used in the bow of boat b7 &h'3l'll1en to nise
the anobor. (See" Anohor.")
Winning I'lag Of' Crowing I'lag.-The racing flag
which is hoisted after. nee to denote that.
;yacht has won a prise. It is hoisted imme-
diatel7 below and on the same halyards aa
the burgee. When a regatia is conoluded
yacht hoiBts nnder her burgee aa man7 zaoing
flags aa abe has won priaes .t the regatta.
On arriving at a port, fraeh from regatta
where abe has been suooeesful, she, in a like
manner, hoists aa man7 zaoing flags aa abe
baa won prizel; and if ahe ca.lla at her own
port abe hoists &8 man7 flags &8 she has won
prizes up to date. When ahe has sailed her
last matoh abe hoists as many zacing ftaga aa
she has won prizes during the -..on. TheBe
are also hoisted when abe returns to her own
port. If a ;yacht haa won more prizeB than
she has zacing flngs. it is usual to make up the
deficiency with code signal flags or burgees.
Wiring.-A. stringer or ledge rIlDDiDg fore and
aft in a boat to support the thwarts. (See
" Cl7de SaiIing Boats. ")
Wiaby code of maritime laws which.
with the rules of Oleron, for -7 centuries
formed the buia of all regnla.tiona relating
to _en and ships. Wisb;y is aeaport of
Gothland in the Baltic, and a port famons 80
long back aa the 18th oentur;r.
Woo/.-The threads or texture of an1 kind of
cloth or canvu, &0.
Wor7c.-A ve8lel is said to work when the different
parts of her fmme, planking, &0., are not
securely bound together 10 that the va;rioll8
parts relatin to each other alter their
pOBitions.
WOf'ldng t-o Wittdtoo.rd.-ProceediDg b;y short
tacks. Beating to windward. To work up
to a vesael is to get nearer to her or catch her
whilst beating to windward.
Wftnkle.-Something worth knowing;
valuable exparienoe.
Wrinkles in copper are genera1lJ.1ign of
levere atra.ins in vessels, or that the vessel
" works," or that her fmme and plank IIhifts
when abe is underwa;y in _.
Y.
an7 kind of vessel which is
permanentl7 fitted out and used b;y her
owner for pleasure. This is word Mid
to be of Dutoh origin. In the time of
Elizabeth a " ;raoht" waa kept for the use of
the Sovereign, and llinoe that date ever;r
aucceeding monarch baa had more than one
J6Cht. The" Rat of Wight" waa built at
Cowes in 1588, and Cowes appears from that
early date to have been the headqua.rtere
of yachting. But the Thames waa early
usooia.ted with yachting ; in 1661, Charles U.
sailed in a yacht on the Thames from Green
wich to (haveaend against a ;yacht in which
Iailed his brother the Duke of York. Pep;ys
I&7S " the Xing lost it going, the wind being
oontra.r;y, but .. ved atakea in retnmhlg, his
majest,. IOmetimea steering himself." This
probabl7 is the ftrst record of a yacht matoh,
and likewise the ftrst record of an amateur
helmsman. Various yachts wore built at
Cowes during the eighteenth oentur;r, but to
Cork apparently belonge the honour of origi-
nating yachtiPg &8 a national paatime. In 1720
the "Cork Harbour Water Club" waa 8IIta.-
b1iehed; but the yachts were small; and not
until about 1783 did &D7 private person build
a yaohtof an7considezableaize. This yacht,...
built at Itohen for the Duke of Riohmond, and
between that date and 1812 various yachts
were built at Cowes,' Fiahboume, and South
ampton. In 1810 a club waa started at Co_
(the olub II8IIJ of the Royal Yacht Squadron
bears date 1812), and thenoeforward yachting
made ver;y npid strides. In 1812 there _re
probably 1lfty yachts aftoat, and these be-
longed exclusively to noblemen or to country
gentlemen. In 1850 the number of J6Chts
reaohod 500, and the pastime of aruiIIing &lid
Digitized by Coogle
. :
I.
Dictionary of General In/ormation.
611
YIICht-oontinued.
raoing had taken 80 arm hold of aJl branches
of the oommunity. From this time forward
the growth in the number of yachts booame
very rapid, 801 will be gleaned from the table
whioh lollowa. The riga are separated, and
it will be BIen that yawls have only beoome an
important ola.aa ainoe 18640. This ha.a not
been at the expense of cutters, 801 the numbers
in that rig have inorea.aed in 80 Btea.ily ratio.
The schoonera have been the aulferera ; ud,
801 the labour of ra.oing 80 schooner is BO very
much greater a.iul BO much more e:qJenaive
than racing 80 cutter or yawl, there is amaJ1
hope of the schoo.era ooming into favour
again.
NUMBEB OF YACHTS.
181lO. 18M. 1878-
Under II tons ". ..... ...... 160
II tons, ana not 9 tons 60 ...... 117 ...... 800
10 II .. 19" ..... 207 ...... 403
10 29 86 ..... 113 ...... 180
90 39 .. liD ...... 89 ...... 98
40 60 .. 41 ...... 44 ...... 89
liO 60 '11 ...... 47 ...... liO
60 80 .. 40 ...... 69 ...... 88
80 100 .. 111...... 88 ...... 80
100" .. 11lO.. 88...... 113 ...... 17
lllO.. .. YOO" 9 ...... 80 ...... 48
Above .... ................. 200 o. 10 ...... 111...... 40
Steam Yachta ........................ 8 ...... 88 ...... 282
Tol&I .............................. IlO8 8N 1888
BIGS.
181lO. 1884. 1878.
Outten ................................ 872 ...... 674 ...... 7114
SOhoonera._......................... 78 ...... 207 ...... 828
Yawls ................................. 46 ...... 114 ...... 828
Other Bigs ........................... 7 ...... '11 ......
Steamers ........... ................... 8...... 88 ...... 282
TONNAGE.
1860. 1884. 1178.
AT81'III9TOIIDIIp .................. 44 ...... 44 ...... 47
G1'OIIII TOIlII8gI!. ............. .22.141 89.486 89.410
Between 1878 ud 1882 the number of
Btea.m ya.ohta largely inore88ld, 801 the fol.
lowing table will show :
No. To-....
Not 1IlI:0IIIIIin 100 tons... ...... 7.800
... 40 ...... ',tOO
Not 800 toDa... It ...... 11,200
Not ezoeeclIni 400 tons... 28 ...... 7,aoo
Noc I!lI:ceedIni 600 tone ... 12 ...... 11,000
Jb:ceedfDjf 600 toDa......... Ill...... 7,000
ToIal.... ........ 884 ...... 87,000
It m118t be notioed that in the Acta of Parlia.-
ment relating to maritime da.ira, yachts are
not generaJly referred to 801 80 special ola.aa.
The ena.ofments refer to .. every ship," " every
British ship," .. every _," 801 the ca.ae
may be, ud only oooa.aioDally to " plaa.aure
yachts,"ud wheretheae e:qJreBBionl are used
ya.ohts ud yacht sailors are inoluded, unleas
they are uoepted in e:qJreBI terms. More-
over, it will be found in BOmB 088BII that the
Legisla.ture baa, by an e:qJresl proviso,
rendered pleasure yachts subject to the
liabilities, and entitled to the privileges of
trading TBlsela.
In 18M, the Meroha.nt Shipping Aot of
that year (17 &I 18 Viot. o. 104) repealed
Yw:ht-oontinued.
IIoDd OODIOlidated into one Aot, with amend
ments, very many previous ena.ofments
relating to the subject of British shipping.
This Act oa.me into force in 1855, IIoDd ha.a in
lucceeding 7BII.rB been r.DUIIlded by later Acta
which have repealed. or moctiiecl oerta.in
seotiona of the principal A.ot; and th_ nsw
provisions, whioh, in the oa.ae of nearly 8'1ery
Act, are to be read with the A.ot of 18M, will
be noticed in theil' proper plaoe.
The MerohIIoDt Shipping Act, IBM oonaists
of M8 seotiona, and is divided in eleven parts.
The llrat treats of the Board. of Trade and its
genera.l. funotions; the aeoond of British ships,
their ownership, measurement, and regIatry ;
the third of ma.atars and seamen; the fifth
part to pilota.se ; the ninth 1jo the liability of
shipownera l the tenth to the procedure under
the Act, IIoDd the remaining parts to matters
beyond the IOOpe of theae remarks.
1. With respect to the llrat "and aeoond
parts of the Meroha.nt Shipping Act, 185" the
proviaiona in them, lpeaking generally, apply
to pleasure ya.ohts, except where such veaeela
are expreuly excepted by the terms of ea.oh
pa.rtioula.r aeotion. Byaeot. 19 of the A.ot of
1854 every British owner of 80 yacht, whether
used for plea.aure (801 ya.ohts belonging to
yacht olubs) or otherwise (801 the yachts
belonging to the Trinity Boull ud the light-
house boards), m118t register his yacht, unleu
she wa.a registered before the provisions of
the A.ot of IBM _ into operation l or
unleBII she be of leu burden thIIoD 15 tons
register, and be used BOlely for navigation on
the rivera or ooa.ata of the United Kbigdom.
U a yacht beloDging to a British owner is
under 15 toDS register, and is aubeta.ntiaJly
used for oruiaing or ra.oing in foreign waters,
abe comes within the ena.otmat, ud must be
registered; but if she never venturea beyond
ooa.ating voya.gBII, registration under the Act
is, in her oa.ae, optional. It aeama that, on
the question whether 80 ooa.ating pleaaure
yacht under IS tons oould be refuaed registra.-
tion, there wa.a iIo uniformity of pra.otioa at
the Custom Bouse at the outporta; ud
a.ooordingly, by 80 general order islued by the
Board of Cuatoma in 1880 to the regiatra.ra of
British ships, it wa.a directed in elfeot that
any yacht wa.a to be a.clmitted to regiatrati.on
on the application of the owner, without
requiring uy statement that the veuel 11'801 to
be employed for oruiaing in foreign waters.
The ya.oht, if the owner resides in the United
Kingdom, should be registered at the Custom
Bouse in London, or at one of the outports,
ud the owner's name Ihould be indorsed 801
ma.ater on the oarti1lcate of registry, for the
rea.aons siven later on. U 80 yacht required
to be registered under the A.ot is not regia.
tered, she will not be reoogniaecl 801 a British
ship, ud will not be entitled to any benefits,
pri'rilegea, advanta.ses, or protaotion uauaJly
ajoyed by British ships, nor to use the Bri
tish flag; but, ao far 801 raga.rds the payment
of dues, the liability to pains ud penalties,
ud the puuishment of OlfeDOBB oommitted on
B B 2
Digitized by Coogle
,
,
612
Yacht-oontinued.
board the ship, or by IoDJ perllOllll beloqing
to her, ahe will be dealt with as though ahe
were a reoopiaed British ship. In other
words, an unregistered 1acht of more than 15
tons has none of the advantages, and all the
liabilities, of a reriatered ahip (aeot. 106).
Further, by 8801;. II' of the Act of 18540, when
ever any registered ship ill so altered as not
to ooneapond with the partioulars relating to
her tomaage or deBCription oontained in -the
register book, thaD, if the alteration ill made
at a port where there ill a registrar, the regia
trar of that port, but, if made elsewhere, the
registrar of the IIret port having a registrar at
whioh the ship arriYel after her alteration,
ahall, on applioation made to him, and on the
receipt of a oertiJloate from the proper sur
V8Jor apeoifJ:ing the natan of the alteration,
either retain the old certi1loate of registry, and
grant a new one oontainiDg .. deeoription of
the ahip as altered, or indorae on the uiating
oertifI.oate a memorandum of the alteration,
and put hill name to the indorsement.
By the Merohant Shipping Act, 1873
(36 & 37 Vict. o. 85, I. 3), the Board of
Trade ma1 exempt any olaae of ship. from
being marked in the manner provided by the
Act on the stem, litem, and main beam; and
aooordingly the Board of Trade have iIImed
the following instructions, "Pleaeare yachts,
barges other than Bailing barges, pilct vlllels,
and veeaels emplOJed solely in riYer naviga-
tion, are to be exempted from the require-
ments of having the name marked on .m of
the bow., and of having a aoale of feet marked
on the stem and lltempoat; but in theae
veuela the other requirements of the law are
to be observed, via., thOle that require the
name and port of regiatrJ to be marked on
the ltern and the ofII.oial number and the
number denoting the tonnage to be marked
on the main beam, exoept in the _ of
yachts need for pI_un on11', wbloh, on
special applioation in each 0&18 from the
owner to board, ma)' be exempted from
the obaervance of the regulations whioh
require the name and port of registry to be
marked on the litem, upon proof to the board'l
aatillfaotion that the owner ill entitled to the
privilege asked for. Yachts of the following
olubs and pilot veuels have been exempted
from the proviaiona of having the name and
port of registry marked on the atern, namely. "
Then follo". a 1iet of Royal Yacht Clubs.
A provillion ill oontained in the aeoond part
of the Merchant Shipping Act, 18M, whiob ill
moat material with reference to the lags
whiob Britillh yachts may lawfully fJ8iny on
the high seas. The 105th seotion of the Act
provides in effect that anyone within the
jurisdiotion of the A.dJiIiralt)', i.e., on the high
seaa, lI.ying any oolours representing thoae
worn by the Queen'a, ships or an)' distinotive
nationalooloure (except the red ensign, or the
union jack with a white border,) without a
warrant from Her Majest)' or the Admiralt)',
ahall be liable to a peualty not exeeeding the
amount of 500'. It should here bo mentioned
Yac7lt-oontinued.
that the Admiralty Court hal from anoient
timll exereilled .. juriIIdiotion in """ in OUII
where i11epl coloure have been carried. Thill
juriadiction the A.dmira.lt)' Diviaion of the
High Court of Jnatioe ati11 preaervll, in
dependently of the proviaion of 8801;. 105 just
referred to. A.e it ill not the practice to _ue
Admiralty warrants to nnregiatered yachta,
the white or blue ensign caunot be need on
an nnregistered yacht, nor can IoDJ yacht By
ooloura other than those allowed b)' the club
or olubs to whiob the owner belongs. .
The above proviaiona with reapect to the
regiBtration of British J&Chts and the ooloura
to be carried by are oontained in the
lI.rat and BIOOnd parts of the Act of 16540;
bQ,t part 3 of that Act ill the moat important
to the yachtamau, as it deals, int.r cHili, with
the maintenance of discipline amongst the
orew, and with other regulations material to
their engagement, eonduct during the vOJ&g9,
and diaoharge. By the Merchant Shipping
Act, 1862 (25 & 26 Vict. o. 63, . 13)
it ill enaoted that .. _going ship" beiDg
pI_un yachts," ahall be aubject to the
whole of the third part of the Act of 18M,
except twentynine aeotions, relating for the
molt part to things in whiob yachtsmen are not
concerned, exoept eect. 1409, wbloh is apeoially
uoticed when conaidering the effect of aigning
artiolets nnder the head of Beaman.
Yacht CZub.-A club formed with the oatenm'ble
object of aaaooiating yacht owners, and pro
moting a fondnllB for the _. (See" Reoot-.
niIIed Yacht Club.")
Yachting EUquette.-British yacht owners follow
the regulations of the Royal Navy as far as
possible in aaluting, &0. (See" Saluting;"
B88 also the "Queen'. Begu1ationa for the
Royal Navy," whioh can be obtained from.
MeBBre. Harrison and Bona, price h. Gd.)
The New York Yacht ClQ,b in 1882 drew lip
the following oode for the guidance of )'OUDg
J&Chf;amen ,
Y IoChtll In COIIIIIII88lcm ahoald holat &heir ooloara at
8 o'clock &.m. and haul them dowu at II1III88t, taII:Injr
time from the aeulor ofBcer pneeIIt.
Bet..- _ &lid ooloUrI tber ahoul4 earI'J a
lllaht pezmant.
Ro guDlI ohnuld be IIred OIl aettIng or baullq dowu
the colOlll'l, except 111 the yacht g1.tDg the time; IlOl'
between _ IIDd ooJoara, DOl' OIl Bunda,..
TIle -'or olllcer In port lIhould be III 00IIIIIIADd,
and should make co1011ft1IUld auoaet, make and re&1lrn
aalutea and nllts, &e.
BJa yacht should remain the lItaotIon Teaeel uutIl a
ouch -.lor lIhould
Flag oIIlcera should dIBp1111 =-peDDIIIlt8 while In
comml.llou, exoep "beD abient for more thaD torb'-
eight hours. In IiUch cue their private IdgDaI gould
be hoisted.
Ownet'll "hen not on hoard ahou1d d1IpJay a blue
reollmlru\ar ftag at the atarboard spreader.
. BIn,le-Dllllted .-Ja .hou1d cIIapIq their prIw.t.e
IIIjplIIl when en1erlng II home ponof thIa club, or wIleD
al>Dl'O&chlng other yachts lit __
-A white rectangular. fta.g .hou1d be d1IplaY8d at the
main starboard sJllMder on the liar-
board apreader on slngJe.muted d1l1fng tile
meal hci1tn of &he 0WDeI'.
A red peanant at the tore pon IIpl'8B4er CID
eehoonera, and the pan spreader on lIIIiCIe-mu&ecJ
Teasel., darlug the me&I houn of the crew.
The Oommodore, "beD on hoard at nJsht, gould
Digitized by Coogle
I
I
I
..
l
,.
,
f
rachtWg Etiquette--continued.
dlaplay ttro blue \la'hts at the litem;
wh8n abeent, ODe brae ught ahould be Cllsplaye4.
The V1ce-Commodore, red I16hts, .. above.
The Be.r-CommodOl'8, white lights, .. above.
Oap&a .... , when OD bo&rd, a wlilte light aneler the
booai, and over the quarterdeck or cockpit.
All aa1utea .hoald be retumad In Idruf.
Yachts, puafDg ODe another, ahoald alway. u-
aa1utaa. jualors aalmInB lint.
Flag o1Iloers. on entarlng port, .boald be aa1uted on
ronndiDg to, by tbe yachts p.--nt.
Oapta1n8 lIboald Minta the yachts at UICbor.
TbIae ralea Bhoald Dot apply to yachts 1e&vIDa for.
or retaminlr from, a day. aa1\.
AU vlall8 aboald be made aecordJDg to r&Dk.
BaJntaa between yachts paaalng at 118& Ihoald be
made by dlpp\ug the 8DBIp three 11m.., or by ftrIDg a
gun, followea bi the dlpPlnlr of the enalgD.
By dlppinlr the enaIgD. or by ftrIng a BIngle gun,
on 1il&tIDg go anchor.
By dlpplng the enatan, or by ftrIDg a BIngle pn
wh8D theyle& go anchor.
By ftrIDg a alDgle gun, with the ftag of the foretan
clab and ateamerl at the fore,
alDgJ&.muted vM881a at the topmut head-or, In th!i
abaenee of Bach Ou. by balt:1II&ItinJr the club ftag
whUe ftrIng a gun. When the .. Iuta .lIaIl bave been
retumad or a l'8IaOD&ble time for Its retam allowed,
the ftag aboald be baaled down and the club ftag hoI8ted.
TJWj aa1uta from or to yachts arrIvinlr attar lUDaet
or On Sanday ahoald be made ImmedIataly attar
holatlng the oolours on the following mominlr.
When a ftag 01l\cer makea an oMola1 vlalt, a gun
lIboald be ftred, and hie pennant cIlapIayed at the fore,
In aebooners, and at the topmaat heed In BIng1&-
muted vuae1a, while he remalnl on board.
Owneno of yachl8 should alpal lIIeIr IntaDtiona to
the oJlleer In oommand. If too dietant to ItgnaI, and
t.,. prooeed with the squadron Into port. they Ihould
repon to him on anchoring; If they pan OOJDJI8IlY, ..
above, they abould notify him, on reae1llna whatever
port they make, of the entry they bave made, and of
their ImmedIata plana.
If they join at anohor, they aboald
report to the oom oJIIcer; and ahould obtain
hla permIsaIOD before 1e&WI&' It.
When ander aa1\, with t:lie squadron, ftrinIr BDJl8
and IlsnallinIr lIbould be aTOlde4. ueept when loluinlr
or paning company, or when repeatinlr for informa-
tion atgnaIa made frOm the ftag-ehlp.
WbeD squadrona of cWrerent clnbe meet at -.
aa1ataa aboald be neh&nged only by the OOIDJDiIIoDdiDg
oJIIcera.
BaJataa from ;:se yachts at 118& lhoald owy be
_wered from the oabIp.
Sinlrle-maatacl _. ahoald cIlapIay their JIlivate
atgnaIa when ancIer aa1\ with the sq1l&dron. When at
anchor the clab ftag.
When a foretan yacht arrives, the 88DIor oJIIoar
preeent aboald 88Dd on board, without reprd to r&nk,
a taDder of the oIv111tiea of the e\ab.
Yaohts aboald aa1ute on entarlng port In the home
_tara of a forelgu clab, where any of Its lleat are
1yiD. Attar the taDder of clvllltiea baa been made,
owners of the enterlna yaohta ahoald vIB1t the oJIIcer bi
OOIDJDiIIoDd of the anChorage. AU other vIB1ts ahoald
be made according to !'&Ilk, vIB1ts to their equale In
!'&Ilk heIJIg made by the owner of the entering J'Be\II8.
U the squadron of this clab be at anchor &rao, the
aa1l1te ahoIild be made to Its COIIIJD&DdiDg oJlleer, uDIeM
It be a I8IIIor ftag4lleer aaterlng, wben he aboald be
a&lutad by the squadron, and lhOIil4 In his &am I&Iute
the forelgu fteet.
Oolours and IDD88t In the home _tara of a foretgu
club shoald be made with Its aenlor ftag4llcer.
The term "forelgu" ahould be ancleratood ..
applylq to all clube outBIde of the_tara of New York
IIIId NeWport barboara and Long IBI&nd Sound.
SenIor. ahoald precede, bo&rdiDgyachta, and 1IIIIdIng.
.JUDlora, leaving yachts or lancllniB. lIboald enter ftlII&.
Flag ofIIcers ahoald dllpl",. ihiIr pellD&Dts, and
eaptalDe their private IIp&\8, wben m thBIr boal8;
members, the club ItgnaI.
BaJutaa ahoald only be made 10 boa.. dIap\&yID&
ftaaB. aa above.
TuDlor ft&g oJIIcara, eapta:inl, and members In
eb&rge of boats, lIboald lie on their oars to the oom-
modore. boa&, and raIae the OIP. Puabur one
another, they aboald aa1ute &CCOrGIDg to ranlr, by
raJaIng the OIP.
YGChtmg Etiquett&-oontinued.
BaJlIug-maatera, UDder oJIIeers, and erew, aboald 11.
on their oars to all boats displaying II&ga, &I above,
and raIae the cap. The aa1ute from boa' 8 UDder aa1\,
\&den or In tow, ilhoald be made by ralB1ng the cap.
AU boal8 approaching a yacht at night, ahoald b
hailed,
The &Dewar for the oommodore, when intending to
board, lIboald be .. Commodore;" fer juwor fta g
01llcer8, .. Flag;" for captalal and members," Aye,
aye ;" for eapta1n8 retamlDJ on board the Dame of
thBIr yacht? for vIB1lora, Visitor! ; ,I for II8IIIng
_ ... .lie. "No, no" ueinIr the port BIde; for
1JM8Ing boaU: .,
YGCht Racing baocia.tilm.-An aIIsOClili.tion of
yachtamen originated in 1875 b,. Prince
Batthyau,. (at tha.t time known all Count
E. Batthyauy), Capt. J. W. Hughes, one time
owner of the Va.ugua.rd outtar, R.Y.S., a.nd
Hr. Dixon Kemp. The object Wall to pro-
vide one oode of aa.iling rules for 1188 in a.ll
matches, a.nd to decide such disputes all
might be referred to the Counoil of the Aa80oia.-
tion. The Aaaooiation amd Counoil are con-
stituted aimila.rl,.. to the Jocke,. Club. The
following are the Y.R.A. sa.iling rulea, all
ea.notioned for 1884. :-
1. JCcJ/IWIg_t of Roca.-All races, amd
a.ll ,.a.ohts lailing therein, sha.ll be under the
direction of the flag oftloera or Sailiug Com-
mittee of the club under whOBe auapicee the
noes are being aa.iled. All mattera ahaJl be
aubject to their appronl amd control; amd a.ll
doubts, q118lltious, amd disputes whioh mal
a.riae ahaJl be subject to their decision. Their
deoiaions ahaJl be baaed upon theae rules 80
far all the,. will apply, but all no rulea oam be
deviaed oa.pable of meeting every inoident
amd a.ooident of aa.iliDg, the Sa.iling Com-
mittoee should keep in view the ordiDa.r,-
ouatoms of the -. amd discourage a.ll
attempts to win a moe b,. other mea.na tha.n
fair u.i1ing a.nd superior speed a.nd skill. The
decisions rI. the Sa.iling Committee ahaJl be
1naJ., unlesB they think it, on the applioation
of the partiee interested, or otherwise, to
refer the questions at iasue for the decision of
the Counoil of the Ya.oht Ra.oing Aaaooiation.
No member of the Sa.iling Committee or
Co11DOil lha.ll take pa.rt in the decision upon
am,. disputed queetion in whioh he is direotly
intereated. The Sa.iling Committee, or amy
oftlcer appointsd to iake oharge for the day,
ahaJl awa.rd the prizes, Bubjeot to rule 29. If
a.ny yacht be disquaWied, the next in order
aha.ll be awarded the priH.
II. of Bac68.-The Salling
Committee, or oftioer in oha.rge for the da,.,
lha.ll have power to postpone a.ny race, should
unfavo1U&b1e weather render such a couree
deaira.ble.
8. JC_ement for t0MGg8.-The toJmage
of every ,.a.oht.entered to aail in a ta.OI ahaJl
be a.aoerta.ined iJl..othe manner following: the
length ahaJl be iaken in a etra.ight line from
the fore-end to the after-end of the loa.d.
water-line, provided alwaye tha.t if amy part
of the Item or ltem'pOlt, or other pa.rt of the
vessel below the load watsr-line project
beyond the length iaken all mentioned, such
projeotl.on or projections shall, for the PurpoBell
Digitized by Coogle
,
614
Yacht Racing .AlBOCiatioo-continued.
of the toJmage, be a.ddel1 to the leugth
tr.ken as atated; and pieoes of IUI1 form cut
out of the litem, Item.poet. or fairline of the
ridp of the COUDter, with the intention of
shortemng the loa.d water.line, shaJl not be
allowed for in measurement of leugth, if at
or immediately below tIu! loa.dline, nor above
if within aU inches of the water leTel; the
brea.dth ahaJl be ta.lr:en from outBide to out-
Bide of the plankiDg, in the broa.deat part
of the ;ra.oht, and no allowance shall be made
for wa.lea, doubling planks, or mouldings of
an,. kind, a.dd the brea.dth to the length ad
multiply the sum thus obtained b,. itself and
by the brea.dth; then divide the produot b,.
1730 and the quotient Bha.ll be the tonnage
in tons and hundredths of a ton; a fraction
shaJl oount as a ton, except in the CaBe of
ya.ohtB B&iling in the cla.aaN of 10 tons and
under; but in th. 0&88 of ya.ohtB built prior
to August, 1881, to oompete in the 40 tons
olaBB whioh exceed their ola.u tonnase under
the foregoing mie, the fractiou Iha.Il be dis.
regarded if snoh fraction does not exceed
the o1a.u toJmage b,. more than half a ton ;
and in the case of the fraction exceeding the
olasa tonnase by moze than half a ton, up
to one ton, ;ra.ohtB ahaJl be, allowed to oom
pete in their olasa b,. allowing time on one
ton; and Yachts built prior to August, 1881,
to oompete in tho 20 tons &lid 15 tons
o1asaea, which nceed their o1a.u tonnase under
the foregoing mie by not more than half a
ton, ahaJl be allowed to oompete in their reo
apeotiVB c1a.a .. s by allowing time 011 half a
ton I and ;ra.ohts built prior to Auguat, 1881,
to oompete in the o1a.a_ of 10 tons &lid under
which now noeed their o1a.u toJm&ge, under
the foregoing mie, by not more than half
a ton, shaJl be allowed to oomPete in their
respectivB olaB... by allowing time. If,
from IUI1 pecn1iarit,. in the construction
of a ya.oht, or other 0&UBe, the measurer
shaJl be 01. opinion that this rule will not
measnze the ya.oht fairly, he ahaJl lepor!;
the oiroumatancel to the oounoil or B&iliDg
oommittee, who, after making moh inquiries
as they OOD8ider neoeaB&I'J, shaJl award a
certi1lcate of touage accordingly. The
certificate of toJmage of the Yacht Ba.cin.g
Association Iha.Il be deemed a ya.oht's true
racing toJmage, so Iong as Ihe zema.inB un
altered; and luoh oerti1icateB ahaJl be held
by all ya.ohta starting in the match, unIell
the Bailing Committee apeoiaJly decide that
the,. ma.y be dispensed with I and in the eTent
of any dispute as to the tmma.re of IUI1 ya.oht
BO nempted, she shaJl be measured by the
official measurer before abe oa.n be entitled to
any prize. The Yaoht Ba.oing .A.asooia.tion
definition of length ahaJl be used for ;ra.ohts
B&iliDg in the leugth elaaHs.
40. Time sha.ll be a.1Iowed
on arrival for difference in tonnage, a.ooording
to the aJIll8lted BOa.le, inoreaeed or a-ed in
proportion to the length of different oouraes.
In all C&BeI wheze time has to be allowed for
difference of tonna.se in the elasMa of 10 tons
YlU'ht Racing AMociatiOft-oontinued.
and uder, it Iha.Il be oomputed by tons and
tenths of a ton.
Bhortsfti"fl COVItJ. - If it is Jl--.rJ'
during race to Ihorien the _, the aipal
.. dllllOting the race hoisted under the white
Peter, or in _ of fog or da.rImeas two guD8
Bred Iha.Il show that the race is to fiDiah with
the roand about to be oompleted, &lid the
time allowanoe Iha.Il be reduced in proportion.
(See "Time Allowance.")
5. Entrie . -Entries BhaJl be made with
the Saoreta.ry .t least fort,-eight hours
preTious to noon of the da.y .ppointed for
starting 8IOh race. In _ of Sunday
interveniDg, twenty.four hOnrB Iha.Il be a.dded.
Entries may be made by telegram, and it
ahaJl be deemed mtlioient that the same shall
have been dispa.tohed before noon of the da.y
on which the entries eloee, subject to the
provision as to Sunda,7B. A B&iling oommit-
tee, may, if they oonsider it expedient, zefuse
an,. entry.
.rom. oj Emf'!l.-Form of entry to be
ligned by the 0WDeJ', or his representative,
pzevious to the race ,-
PI .. e to enter the Yaoht for the
race at on the Her
c1.IatiDguiahin .. is J her rig is I
&lid her tonnase, in aooorda.nce with Rule 3,
is tons. I underta.lr:e that while a&iIing
under this entry ahe aha.ll not han on board
Ch&" bag. oj .hot; that all ba.lla&t; aha.ll be
properly stowed under the platform or in
lookera, &lid shall not be .M/ted Of' trimmed
in a1l.TI wlI1/ WMtn.; uul that I will obey
&lid be bound by the Bailing Rules of the
Yaokt BaoiJJB Aaaooia.tion.
SigDed thia a.., of
1Wea t'68GiIed.-8hould IUI1 ya.oht. duJ.7
entered for race not .tart, or having
started should she give up, or be disabled
during the ra.oe, such yaoht shall, in the
nent '01. the race being zeaailed, be entitled
to start; but no new entriea shall be received
under IUI1 oiroamat&1Ioea whatever for. post..
poned race.
6. OwtI8rsmp,-Eaoh ya.oht entered for
ra.oe must be the boR4 flda property of the
person persona in whOll8 name or names
she is entered, who must be a member or
membera of zeoogniaed ya.oht olub.
A ya.oht whilst let on hize ahaJl not be
entitled to enter oompete under theae
mi ...
7. o..Z1/ OM YaeM oj 8GIIWI Otmwr.-No
owner aha.lI be alloWld to enter _ than
one ya.oht in race, uoept in ca.a. in whioh
prize is given for eaoh Iitr, when one ,-aoht
of eaoh rig ma.y be entered, nor aha.ll he be
entitled to enter the same yaoht uncJer dif
ferent riga for IUI1 race.
8. SUdi"fl Keela.-:N'o;ra.ohfa which 1101'9 itted
to IIhift bela, or to otherwiIe alfao their form,
Iha.ll be pemdtted to enter.
9. JC."w.r on lJoMd, CJRd
Every yaoht a.iliDa' in race shall have on
Digitized by Coogle
Yac1tt Bacing
board a member of a reooguised ;yaoht club,
who, before the prize is awarded, Bhall sign a
declaration that the ;yaoht under his charge
has strictly oonformed to all the sailing regu.
lations, as followB :-
I hereby doolare that the 18Ght
whilst sailing m the moe this day,
has BtriotIy ob .... ed the sailiug ruleB and
regulations.
(Signed) _____ _

10. DiBtinguilhing J!1,a.g - Each 18Ght
must carry, at her main topmast head, a
rectangular diatiDgaisbiDg flag of a auitable
siae, whioh must not be hauled down unIeBB
ahe gives up the moe. U the topmast be
lowered on deck or carried away, the fIatr
must be rehoiated m a oonspiouous pJaoe as
BOOn as poeaible.
11. IflBtmc:tioM.-Every yacht entered for
a moe Bhall, at the time of entry, or as BOOn
after as poeaible, be supplied with written or
printed instructions as to the oouditione of
the moe, the OOUI'88 to be sailed, marks, &0.
Nothing Bhall be oonsidered as a mark m the
oourse unless speoially named as such m
these instruotions.
Distinguilhing fl,umb/l,... - Each ya.oht
shall be given a number with the sailing
directions, and should any 18Ght 0r088 the
line before tbe signal for the start has been
made, her diatingnishiDg numeral shall be
ahibited as BOOn as OODveniently may be as a
reosJl, and kept displayed until the said 18Ght
ahall have either returned and reoroBsed the
line to the satisfaction of the sailing 80m
mittee, or have given up the moe. [The
numbers to be m white on a black ground
and the fIgnrea not leaa than 2ft. 8m. m
height.] .
12. 8aiZs.-There ahall be no rBBtrictions
as to aaila, or the mauner of settiq and
working them ; but steam power must not be
used for hoisting aaila.
IS. o,.sw cmd 1'nendI.-There shall be no
limit as to the number of paid hands, and no
l'8IItriotione as to the number of friends, or to
their working. No paid hand ahall jom or
leave a 18Ght after the signal to &tart, except
m case of aooident or iDjury to any person
on board. [Thia rule is not mtended to
apply to Corinthian matchea.]
14. Fitting. and Bcduut.-All yacht. ex.
ceeding be tons Bhall be lI.tted below dook
with the ordinary lI.ttinp of a ;yaoht, mclud.
ing two transverse bulkheads of wood, and
their platforma .hall be kept down, and bulk
heads standing. No water shall be atarted
from or taken mto the tanka after the signal
to start has been made. No more than the
uaual anohora and ohama shall be carried
during a moe, which must not be used as
shifting ballast, or for altering the trim of the
;yaoht. No bags of Bhot shall be on board,
and all ballast IIhall be properly &towed under
Yacht &cmg ..u.ociation-oontiDued.
the platform or m lookers, and aba11 not
be shifted or trimmed m any way whatevClr
during a race. No ballast shall be shipped
or unshipped after nine p.m. of the day
prerioas to the moe. A race resailed shall,
10 far as regarda this rule, be considered a
new race.
IS. BOGts CI1Id Life Buoy -Every ;yaoht
uoaeding thirty and under a8Tenty tons, shall
carry a boat on deck not leu than ten feet m
lencth and three feet six mohes beam, and
every yacht of s8Tenty toas and over, one of
not 1888 than twelve feet in length, and three
feet six mohes beam, with oars lashed m
them, ready for immediate neo. Each yacht
shall carry at least one life buoy on dook
ready for neo.
16. 8tGrling.-The;yaoht. shall start from
moorings, anehora, or underway, as direoted
by the Sailing Committee. Fifteen minutes
before the time of atarting one of the followiq
Bags of the Commercial Code shall be hoisted
as a preparative flag for the ;yaohta of each
sUOO8llive race; m oase of a. start from
anchors or moorings to take up their statioaa
for the atart with hea.daaUs down, or all .. Us
down, as the Sailing Committee may direot;
or m oaae the start be a lI.;ying one, to a.pproach
the atartiDg line, viz :-
B of Commercial Code for the
Yachts of the ......... ............ ... 1st Race.
C .......................................... 2nd "
D .......................................... Srd "
F .......................................... 4th "
and 80 on.
Five minutes before the start the preparative
flag ahall be lowered and a blue peter hoisted,
and a gun Bred; after which, the ;yaohts in
the race IIhall be amenable to the rules. At
the expiration of flve minutes .Get", the
blue peter Bhall be hauled down and a aeoond
gun Bred as a aignal to start. If the start
ia to be made from anehora or moorings, lots
shall be drawn for stations, and aprings shall
be allowed on the same bridle or anchor chain
or warp as the bowfasts, but are not to be
carried to a. buoy, pier, other v8BB8I, or fixed
object. U any ;yaoht leta go or parts her
bridle before the signal to Btart, or if she
drags any moorings or anuor to which ahe is
made fast for the purpose of Btartinc, she
shall be liable to be disqualified, un1eas such
parting or dragging be explained to the
aatiafaotion of the Committee, or unI811 aho
has raturned, after the signal to atart,
withm the line of ltarting buoys, 10 as not
to obtain any adn.ntage by the accident. In
a lI.ying start if any ;yaoht or any part of her
hull, BPars, or other equipment, be on, or
aoroBB the line before the signal to start is
made, she must raturn and recross the line ;
a yacht 10 returning or oue working mto
position from the wroq side of the line
after the aignal to start has been made, must
keep clear of all oompeting yacht.. Should
the gun miaa lI.re, the lowering of the blue
peter shall be the signal to start.
Digitized by Coogle
Y GeM BtuW&g .Auocian--oontinued.
17. Yaehte JCesting.-When two yachts are
app1'OllOhlDtr one another, 10 ... to involve riak
of coJH.ion, one of them shall keep out of the
wa:r of the other ... follows, viz. :
A JIWlht which is 1'1lJUIing free shall keep
out of the wa:r of a yacht whioh is
o1ose-hauled.
A yacht which is close-hauled on the port
tack aha1l keep out of the way of a
JIWlht which is o1ose-hauled on the star-
board taok.
When both are 1'1lJUIing free with the wind
on cWr_t aides, the yacht whioh baa
the wind on the port side shall keep out
of the way of the other.
When both are raDDing free with the wind
on the .. me side, the yacht which is to
windward shall keep out of the way of
the yacht which is to leeward.
A JIWlht which baa the wind aft shall keep
out of the way of the other JIWlht.
18. Overta.1ring, Bounding JCMb,
When 1'011Dding any buoy or 118ed to
mark out the oourse, if two yachts are not
olear of each ather at the time the leading
JIWlht is close to, and actually rounding the
mark, the outside yacht m118t give the other
room to pus clear of it, whether it be the lee
or _ther yacht whioh is in danger of fouling
the mark. No yacht shall be considered olear
of another yacht, unless so much ahead ... to
rive a free ohoice to the ather on whioh side
she will puB. An overtaking yacht shall not,
however, be. juaWI.ed in attempting to
81tabliah an overlap, and th118 force a PM..,.
betw_ the leadinr yacht and the mark after
the latter yacht baa altered her helm for the
purpol8 of roundinr.
19. Obtrudiomto&aBoom.-Whenpusinr
a pier, shoal, rook, v_I, or ather obatruo.
tion to lea room, should yachts not be olear of
each other, the outside yacht; or yachts m11lt
give room to the yacht in danger of foulinr
such obatruotion, whether she be the weather
or the leeward yacht; provided always that
an overlap baa been establiahed before an
obetruotion is actually reached.
20. Lv,//fig Gftd B6D.ring A1IIGtf.-A yacht
overtaldng any other shall k8lp out of the
way of the overtak.,n yacht; and a yacht
_y Id ... ahe pleues to prevent another
yacht paui.nc to windward, but must never
bear away out of her course to hinder the
ather PMsinr to leeward-the lee side to be
considered that on whioh the leading yacht
of the two oarriee her main boom. The
overtakinr vell8I, if to leeward, m11lt not
ld until she baa drawn olear ahead of
*he yacht she baa overtaken.
21. azo.-hauZed AppnxuMng BMN.-JI
two yachts are atanding towards a ahore or
ahoal, or towards any buoy, boat, or ves.J.,
and the JIWlht to leeward is likely to run
lIITOund, or foul of IUch buoy, boat, or T8BB8l
(a mark veuel u:oepted), and is not able to
taok without coming into oolliBion with the
yacht to windward, the latter shall at once
taok OR beiu, hailed to do so by the owner of
YelCht Bacmg
the 1 __ yacht, or the person acting ..
his representative, who shall be bound to _
that his own vesael taob at the II&1II8 time.
22. But&nmg Agt'Ouftli, 4'c. - Any ;yacht
1'1lJUIing on ahore, or foul of a buoy, v_I, or
other obstruction, _y 1118 her own anchors,
boats, warps, &0., to get off, but may DOt
receive any alBiBtance except from the orew
of the vessel fouled. Any anchor, boat,
or warp 118ed m118t be taken on board again
before ahe continues the race.
23. J'ouUng YelCh", JCMb, - Each
yachtm11lt go fairly round the 00_; and
m118t not touch any buoy, boat, or vesae11118d
to mark it out, but shall not be diaqua.liB.ed
if wrongfully compelled to do 80 by another
yacht. Any yacht oa11Bing a mark vessel to
in any way shift her position to avoid being
fouled by such yacht, shall be disqualiled.
If a yacht, in OODIequenoe of her neglect of
any of theae rules, shall foul another yacht,
or compel other yachts to foul, ahe shall
forfeit all claim to the prize, and shall pay all
damages.
JC_ of Pt'OJI1'Zaion. - No towing,
sweepinr, poling, or P118hinr, or any mode of
propulsion except sails, shall be allowed.
26. AftChoritIg. - A yacht may anchor
durinr a race, but must weigh her anohor
spin, and not slip. No yacht shall during a
race make fast to any buoy, stage, or pier, or
aend an anohor out in a boat, exoept for the
purpose of rule 22.
26. 80U11Mng.-No other means of lOund
inr than the lead and line allowed.
27. 8ids Light.. - All yachts sailing in
a race at night shall obaerve the Board
of Trade rule ... to the carrying of side
lights.
28. JCa.n OIIerboa.rd.-In 0&18 of a man
falling overboard from a competing yacht, all
other yachts in a position to do BO shall 1118
their utmost endeavours to render assistance l
and if it should appear that any yacht W&ll
thereby prevented winning the race, the com.
mittee shall have power to order it to be
reaailed betw8ln any yacht or yachts so pre-
vented and the actual winner.
29. Pt'otutB.--Bhould the owner of any
yacht, or the person acting ... his representa-
tive, consider that he baa a fair ground of
oomplaiut against another for foul sailing, or
any violation of these rules, he m11lt, if it
&rile duriDg the race, signify the _e on
first PMsinr the committee veasel, by showing
an ensign conspiou01ll!ly in the main rigging.
The protest shall be made in writinr, and
under Buoh regulations (if any) ... the sai1ing
committee may have determined, within
two hours of the arrival of the protestinr
yacht, unle88 such arrival shall be after nine
o'olock p.m. and before eight o'olook a.m., in
which 0&18 the time shall be extended to ten
o'o1ook a.m., and the protest ahall be heard
by the sailing committee and decided, after
noh inquiries ... they may consider Jl8Cl8IIU',f.
A protest made in writinr ahall not be with.
drawn. A IIoiling committee ahall also, with
Digitized by Coogle
Yacht Racmg .bIoMtiota-oontinued.
out a proteet, c1iaqualify any yacht, Ihould it
oome to thm knowledge that she bas 0010'
mitted a breach of the rules.
80. .R4Jmoval oj l'14g Boat.-Bhould any
lag v_I, or other mark, be removed from
its proper poeition, either by aooident or
design, the raoe shall be sailed over apin,
or not, at the di8oretion 01. the aaiIing oom
mittee.
81. DiIquA'ifleatilm.-Any yaoht disobey.
big or infringing any 01. theee rules, whioh
ahall apply to all yachts whether sailing
in the same or diIlerent _.. ahall be
diBqualilled from ~ v i n g any prize she
would otherwiee have won, and her owner
ahall be liable for all damaps arising tIw.
from.
Penalty Jrw ~ ",Ia. -Should a
flagrant breach or infringement of any of
these rulet be proved againat the owner of
any yacht he may be diBqualiled by the
oouncil, for noh time u the oounoil may
think lit, from aaiIing his yacht in any raoe
held under the rulet 01. the Yacht Baaing
Auooiation; and should a flagrant breach of
these rules be proved apinst any aailing
muter he may be disquaWied by the oounoil,
for BUOh time u the oounoil may think fit,
from aaiIing in any raoe held under the rale8
01. the Yacht Baaing Auooiation.
82. ~ Trim. - When yachts are
ordered to aaIl in oraiaing trim, the following
rules are to be strictly obaerved :-
1. No doors, tablea, cabin Ikylights, or
other cabin or deck fittings (davits
excepted) ahall be removed from thm
p1aoes before or dlll'ing the raoe.
2. No I&ils or othllr gear shall be put into
the main cabin in yachts uoeeding forty
tons.
8. Anchors and ohafns auitable to the me
of the yacht ahall be oa.rried, one at the
cathfllWi (or in yachts of forty tons and
under, at the usual plaoe on the bow),
whioh anchor shall not be unshiaokled
from the chain before or dlll'ing the
raoe.
"'. Every yacht uoeeding thirty and under
seventy tons, shall 0I.rr'f a boat on deck
DOt leaa than ten feet in length and three
feet six inohea beam_ yacht of seventy
tons and over, her uaua1 cutter and
dinghy.
5. No extra handa. except a pRot, beyond
the regular orew of the yacht shall be
allowed.
In the Appendix the Yaoht Baoing Aaiooia.
tion furUaer reoommend for the consideration
of Bailing Committees :-
1. That u thare may be oooaaions when a
method of rating for time allowance other
than by the tonnage rule would be advan
tageous, the following alternative rule may
be used for the -.on 1888 byl&iling oom.
mittees, at tbm diBoretion, for the purpose
of time allowance, the yachts to be olasaed by
the tonnage rule when oluaifloation is neoes-
Yacht BacifIg .AaociGtiota-oontfnued.
Sar)'; but this method of rating ahall not be
applied to yachts of the same rig when racing
in the olusea set forth in seotfon 6 of this
Appendix.
BULII.-Multiply the sail area (u found in
the manner hareafter enjoined) by the length
on the load waterline, and divide the product
by 6000.
l'Ia. WT.
A.-M&aII11l'ed from pin of sheave or out-
haul in boom to laoing.hole in gaff.
B.-Perpendioular to A, measured to under
Bide 01. gaff 01088 in to the mut.
C.-M_ured from pin of sheave for onto
haul in boom to underside 01. gaff cloee
in to the _t.
D.-Perpendioular to C, measured to top 01.
gooeeneok 01. boom clcse in to the mut.
B.-Measured from upper Bide 01. gaff close
in to the mutto pin 01. shea" for top.
aaIl sheet.
I'.-Perpendloular to E, meanred to laoing.
hole in yard.
a.-Measured from laoing.hole to laoing.
hole yard.
B.-PerpendioalR to G, measured to pin of
sheave for topsailsheet in gaff.
-Measured from top of gaff 01088 in to
mut to pin 01. halyard.aheaTe in top.
mast.
-Perpendloular to M, meaaured to pin
01. topaall.lbeet sheave in gaff.
I.-Measured from shoulder of topmut to
oranII8 iron on bowsprit end.
.:r.-Perpendionlar to I, measured cloee to
the mast in .. line with main boom
gooseneck.
Jt.-M_llred from the topaall halyard.
sheave in pole to the oranII8 iron at
bowsprit end.
L.-Perpendionlar to I, mea.aured ol08e in
to the mut in a line with main boom
lOOB8Ueck.
Digitized by Coogle
l
Yacht Racing
To find the area of the mainsail-Multiply
A by B &JId C by D, &JId add the two
products together &JId divide by 2.
To find the area of yard topsail-Multiply
E by F &JId G by H, &JId add the two
produots qether &JId divide by 2.
To find the area of jib.haader-Multiply
M by N and divide the prodnot by 2.
To find the area of head sails, moludmg jib
topsail or spiJma.ksr-Multiply I by J and
divide by 2.
To find the area of head sail, iDolndiDg for
pole mast-Mnltiply K by L and divide by 2.
The area. of a schooDer's sail or a yaWI'B
sail wonld similarly be found; m the oa.se of
yawl haviDg a lUg mizen the la.oiDg.holes m
the yard would be taken aa the boundaries of
the mea.aurem8JIts.
For facility m obtaiDiDg the DooeB&ary
measuroments, diagram aail plans have been
deposited with the eeveral Bail makers, who
will, upoD applicatiOJl of the owner, flU m the
required partioulars and ferward to the
Secretary of the Yacht Ra.oing Assooia.tioD, or
to a SailiDg Committee.
ID 0_ of disputed measurement, or if the
DeOOB&ary moaaurements O8.JIDot be obtaiJled
from the aailmalter, tho sails can be meaaured
m the manDer followiDg .-Take tho length of
boom from maat to pm of sheave for outhaul,
and length of gaff from mast to laoing holo;
then hoiBt the aail with the taok fAllt and set
the peak and luff up taut, and ret go tho
toppiDg lifts BO that the weight of tho boom
oomes OJI tho leach of the sail. With a line
and tape moaaure the lea.oh and lull and the
diagonal C. For the hoad aa.i1 moaaure tho
hoigh1; from tho boom gooBe-Dook to shoulder
of topmaat, and the distance from foreside of
maat to ora.nse iroJI on bowsprit. For topso.il
the sail would be hoisted and marked in a line
with the ga.If; it could be then lowered and
the (lther dimensions taken. From the mea.-
8urementB so taken a sail plaD would be made
and the areas caloulated aa described.
2. Allowance to 8CMIYlleTS Gnu Yawl ... -
That aa mixod races are no sati8factory
test of the relative Ipeed of yachts, the
dillerent rigs should, whenever practicable,
be kept separate; but when mixed race8
are unavoidable, the followiDg rule 8ha.1l be
observed:-
The toDJU1g9 of IOhooDere and yawle to be
reckOJled for timo allOWr.D08 aa follows, viII.,
sohooDere o.t three.fifths, and yawle at four-
fifth8 of their actual tozmage; provided that
m oa.ae of ;rawl, her maiD boom when in its
place and parallel to the deck, does Dot extend
more than two-fifths her extreme beam abaft
the stem eDd of her lead water.line. ID
calculatiDg the deduotiOJl for dillerence of rig,
the tozmage by oertificate to the exact fra.ctiOD
to be used. The time allOwaJlOlB to be
calculated from each vessel's reduoed tozmage.
BohoODere aud yawls shall Dot be a.1lowed to
8Jlter molasses of forlJ toJII and under at
the reduced toDJUlg9.
Yacht BacifIg .Association-mtinued.
8. One 1Iac1i.C .mtitW to _" _.-That;
when prise has been oIfered for
petitiOJl, any yacht, duly entered, should be
allowed to sail over the oouree o.nd be en
titled to the prise; IlUbjeot, however, to
Rule 2.
4. Fr/ing 8tartB.-ThatflyiJlg &ta.rta soould
be adopted when praotica.ble, but DO time
should be a.1lowed for delay iD starting.
5. No Limit to .RacB.-Tbat a.D7 limit to
the time for ooJlOludiDg race ahould be
o.voided .. far aa poBBible.
6. the olysjficwtiOlll
of yachte should, WheD pra.ctioable, be .. fol
lows:-
Not exoeediDg .. 3 TOIIII.
Above S ioJII and DOt. exceediDg 5 "
.. 5.. " " 10
.. 10" .. .. 15 ..
,n IS" " "10,,
"20,, u "-'0,,
" ""0" " "80,,
" 80 ..
. Length CZIUBU.-For leDgth olaesee (the
leDgth being taken m the ma.DJl8r prescribed
mthe tcnmage rule), ille ola.asiflor.tioD is ..
follows:
Not n:eeIIIlIJIa ................. _ .............. tift..
Oyer 21ft. &nil not ex.-IIDg _ .......... 26ft..
.. 23ft.." .. . 30ft..
TlllB BoALB PO. BoATS BULIIfO 15 m. LDGTII CUIISU
CoLLCIIL.A.TIID IH BBCOHDS l'O. OX. NAunc.u. Kn.a.

1Leqt.h1n1
Length In TIme In Time In
Feet. Second8.
I FeeL I
s-mda.
IH) 000 ' 2600 1110
9'6 II
,
26-6 163
1(100 21 2600 116
10'3 ao 21\'6 167
1100 38 :no() lSI
11'3 46 :n'6 171
1200 63 28'0 173
11'5 110 28-6 1711
13-0 67 290() 177
13-6 73 29'5 179
1400 79
lIIH) 181
14-6 811 110-6 183
160() 90 810() JIIII
16'5 116 3l'6 187
1611 100 3211 188
16'6 101 Bh'i 190
1711 109 33'0 191
17'6 118 33-6 19:1
1811 117 8411 1M
18'6 1:11
I
84-6 196
1900
12'
I
3611 197
19'6 128 36-11 Illfl
200() 182 8600 lIOO
110'6 1811 841'1. lOt
2100 188 87'0 103
21'6 141 37'6 206
'2211 144
I
38-0 106
22'5 U7 11M 207
11811 100 3911 lI08
23'6 163 89"
-
2411 166
4(100 210
24'6 168 ,
[The time scale is foundedOJl thewe11-bowD
law tbM (a.1l other thinp beiDg equal or in
OODBtant proportioD), the speed of veuela
varies .. the square roots of their linear
dim8ll8icms; and it is .... _ad that the full
Digitized by Coogle
Dictionary oj General Information. 619
Yocht hsociaticm-oontinued.
speed attainable by a yacht is equal to tha
1Iq1l&l'8 root of her length multiplied by 1'25
- ..tL x 1'25 - speed in knots per hour.
Say a boat is 9ft. 1000, the square root of I) is
3, and 3 x 1'25 - 3'75 knots per hour =
1 knot in 16 minUMa, or D60 aeoonda. But
as full speed is rarely maintained it was de.
cided that only a fraction of tha full speed
allowance oould be ma.de; and it was furUler
decided from ob.lervation of the performances
of various veeaela that of the full speed
alIowanos oould be made. The formula for
oomputing tha aoale therefore became
\180 _ ( \180 >c .Ii >c '415 )
:JL .
L is same yacht whoaelength uoeecla Oft.
The time for any length of 00111'18 will be
th1lB found, .y a boat is 25ft. long, and
another 235ft., the time oppoeite these
IUDgtha is
tift .... 18&00
.. In. 16:1'48
76:l1I8COIldB.
111'6 mIlea 181J81h of ooarae.
8780
8780
712
118'680 1IOOOIlda.
That is, the time allOWaDOS would be 116!
aeoonda, or 1 minute 56 aeoonda, eaneelling
the t aeoond.
I
AllowaDce Allowance
l:?:.
In 8eooads Length In Seconds
&lJd In l'eeL &lJd
DecImal .. DeetmaIL
!HI 0'00
I
26'11 180-00
9'6 10'87 26'6
10'11 20'60 H'O IM'80
lO'lI 29'68 H'II 168'90
11'11
38'22 I
27'11 169'07
11'11
*14 ! 27'5 171-18
12'0 63'67
I
Ill'll 178'18
12'6
8O'liD 28'6 176'16
13'11
87'18 29'11 177'10
13'6 73116
I
29-5 179'05
14'0 79-18 30'0 1/10'94
14'11
84'70 30'6 182'71
15'11
90-00 81'11 184'60
16'5
96'10 81'15 188'26
18'0 100-00 32'11 187'87
18'6 104'70 82'1) 189'64
17'0 108'96 83'0 191-11
17'6 113-00 83'11 192117
18'0 118116 84'0 194'20
18':;
120'98 84'6 196'72
19'0 124'70 86'0 187'18
19'6 128'16 85'11 198110
20'1)
131116 38'0 29000
20'11 184'99 38'5 201'38
21'11 138'14 87'0 202'70
21'11 141110 87'5 204-00
22'0 144'38 38'11 206110
"'II 147'12 38'5 208'80
23'11 149'78 3911 207'118
23'11 102'48
I
89'11 200116
24'11 165-08
I
40-0 210-28
24'11 167'58
The soale whioh follows is the one oomputed
by the formula, but in tha Y.R.A.. leale (whioh
is the one to be 1lB8d) the decimal fraotiOllll
Yacht Bacit\{/ bBociation-oontinued.
have bOeD oonverted into whole numbers for
oonvenienos. ]
7. COlW .... -That as diatanoe is an im
portant elemUDt in the oaloulation of time
allowance, the marks and IJag boats should be
plaoad 10 .. to mark as aoourately as possible
the length of the oourae, for which time is
allowed.
8. BoUDdit\{/ lCMb.-Thatin heavy weather
it Ihould be arranged, if practicable, for
yachts to .y inatead of gybe round marks,
9. Room at BfMting.-Baili.ng CommitteoB
should be partioularly careful to provide
ample room between the points marking the
starting line.
Yoche RegiBter.-A book oompiled by the well
knOWJl oommittee of Lloyd's Booiety, at the
requeat of yacht OWJlers. Hitherto difficulty
was uperiUDoed in arriving at the age and
oondition of a yacht, but the B.egiater oon
tains all the partioulare an intending purchaser
need know Owners will derive b8Defit from
having their ;yaohts surveyed and olaaBed at
Lloyd's, and epeoial facilities now exist for
making auoh 11ll'V8JII and aaeigning oharaoters.
The Register oontains the following partiou
Jan, NamOl of yachts; olloial number,
JlUlDber in the Register; signalletterB; rig;
Bailmaker's name; registered tonnage,N.M.;
Thames tonnage; dimeneiona (length, breadth.
and depth) ; repaire to ;yacht,and date thereof;
nature of repairs; olasa; ma.teriala 1lB8d in
her ooDltruction; builder's name; date of
building; port; port of survey; faet8Dinge;
Bheathing; dOlOription of UDginea; buildenl
of UDginea, &0. The firat part of tha Register
oontaina the rules and regulationafor building
for olaeBifioation. Thol8 rulOl and regula-
tiOJll relate to wood, iron, and oompoeite
yacht.; and tablOl of aeantlinp, faeteninp,
&0., are gIvUD for each, together with a table
for anchors, ohains, &0., for sailing ;yacht.
and steam ;yacht.. This part of the book is
moat valnable, and will be a large help to
builders who have liWe experiUDos of the
partioular work required in a ;yacht, and will
.. well be found of great UI8 to tha more
experiUDoed builders. A ;yacht can be built
of any material and faatened in almost any
way an owner or builder may deaire, and etill
sha ean be admitted with a grade into the
book. Existing yachts can be surveyed, and,
if approved, asaiped the A 1 claea for four
teeD years, or any other grade, aooording to
their 001lBtruction, oondition, and age. The
Register alBo contains full information ae to
the manner of having a. survey dected; list
of lJ1U"t'eyors and their addreeaeB; liat of
0WJl0l'll and their addrea_; liat of subaoribere
and their acldresl8B. The olBoee are Lloyd'i
Regil!ter of British and Foreign Shipping,
White Lion Court, Cornhill, E.C. (Bee
Lloyd'B.)
Mr. John Harvey, tho WiV8Dhoa yacht
builder, was the originator of the Begiater,
in this way, In November, 1876, he addressed
a letter to Mr. Dixon Kemp on yacht oon
Digitized by Coogle
Yaeht RegVter-oontin1l8d.
Btruotion, in whioh ooourred the following
PUBag8:
.. Lloyd's Begiatry of British and foreign
built shipe bears now, aud baa enjoyed for
many years past, suoh world-wide reputation
for integrity, that one feels u eafe in the
purobaae of a vesB8l, or in the inBurauoe or
underwriting her,lIoClOOrClins to her standing
on the liBt, lUI if every timber aud fa.ateDiug
were open to inBpeotion. Seeing that the
general publio a.ra tho gaardi&ned, we uk
onraelves the question why auy gentleman
who ie about to purohue or bDild a yaoht
should not have .imilar protection P Some
agree that it would be better to bDild yaohtB
in a.ccordauce witk the direotiODB given in
Lloyd', book; but there are reasonable
ObjeotiODB to this, 801 an nun8088B&l'ily heavy
aud GOItly structure would be produced; and
thus 188ing and admitting that the 1lDII8oW.
faotory system of bDildin, yaohtB under no
speoia.l eurvey continues, I submit that the
state of things pointB to the necBBBity of
framing a set of rules to be observed in the
bDildiug of yaohtB suoh 801 Lloyd's have
framed for the construotion of meroha.ut
V888ela."
From the Imowledge Hr. Kemp had of
yacht construction, he could not bnt agree
that Hr. Harvey's soheme W80B au 8lI:oallent
one. He took it up warmly, and W80B fortu-
na.te in' obtaining the co-operation of the
following well-known yaoht OwnerB aud yaoht
builders u a committee:
Jl&rQllia of Ese&er. Marquis of AllA.
lIr.1'r&IIk WIlI&D. Mr. W. Cuthbert QuIlter.
Mr. G. O. Lampsoa. CoL Gamble,
lIr. OIement MIllward, Q.O. Mr. A.. D. Macle&y.
o.pt.l. W. Hughes. Mr. Benjamin Nlchol.on
Ooant B&Uhyany. (J[ .. NkhDI-
CaDt. Gr.nett, B.A. -J.
CoL Anga. HaiL Mr. lohn lIan-ey (JcWt
lIr. W. &den-PowelL Horwr, BAip tmd Yacht-
CoL Daplore. ""UdtntI CllIIlpaII,).
Sir BlcIiam BuUoD. Mr. Dl%OD Kemp.
lIr. W. B. Forwood. lIr.l. A.. Welch.
When the soheme _ made publio, Lloyd's
society, divining eDOtly what was required,
came forward aud to nuderta.k:e the
whole of the work that had been sketohed out
at the preliminary meetings. This W80B at
onoe recognised as a great advautage, u
Lloyd's society had the maohinery ready to
baud for making survey., and it was a.lrea.dy
foreseen that the proposed DeW lOOiety would
experience some diSioulty in aud
Yaelt B6gwter-ooDtinued.
npporting duly quaJifled nrveyora. Lloyd'.
adopted the soheme in itB entirety; formed
special rules for the bDildiug, equipment, IIoDd
claasing of wood, oomposite, aud iron yaohtB ;
ialled a special book oontaining these rulee,
whioh book oontains a liat of yaohtB aud nch
partioula.r8 BoB it is DIIC6B8IIory should be mown
conoerning them.
M:a.ny yaoht owners a.ra perhaps still not
thoronghlyalive to the advautages of bDilding
nuder Lloyd'l, or a.ra DD8oOqua.inted with the
diaa.dvau1agea or daugers of not doing so. A
yaoht to them is jast the same thing, and atill
a yaoht, whether ahe be oluaed or unclused;
and BoB yaohting or oruiaiug is usua.11y confined
to day p8oBIa.g&S from one port to the nerl port
on the ooast, it is not likely that auy serioo
a.ooident will ocour to the general rDD of
yaohtB that would oonvince owners that it
would be au advantage if their yaohts were
0la.BBed. However, that many nuola.aed
yachtB are imperfectly constructed thete is
not the .mallest doubt, aud there would be
but little diftloulty in showing this.
Ya.rd.-A apa.r used to erlend a aa.il.
YGrd A"".-The extremities of ya.rda.
YGm.-A yam il generally understood to m_
one of the parts of a .traud of a rope. The
atrauda of old rope are aepa.ra.ted and used BoB
stoPI for temporarily l80uring la.ila when
rolled up, &0. A narrative, a tale, a long
story, or diB001I1'IIe. (See" StraDds.")
YCWI. - When a vesle1'8 head lies from one
direction to auother; generaJly when a
v_I dces not steer a stra.qrht or steady
co1l1'lle.
YCWll.-A oatter-rlned V888el with misen
mast stepped in her connter.
Yellow l'Zag.-The quarautine or fever flag.
You.-The lower cap on the maathea.d. It is
out out of solid wood, and either strengthened
by au iron plate over the whole of its top,
or an iron baud round its entire edge. The
oroBI trees are Itted on the yoke. (See
page 81.) A yoke is a.lso the _bar put
on the radder-head of Imall boats, to which
linea, termed yoke lines, a.ra attached for
steering.
Z.
Zig-ZGg.-Working to windward.
Digitized by Coogle
INDEX.
A.
Age of a yacht .......................... fHJ98 12
Agreements with orew ........................ 125
Amerioan Bloop parole ....................... 255
Alart Bloop ........................................ 237
Amy. 2.tons .................................... 323. 326
Arrow. the. of Norfolk Broads ............... 285
B.
Balanoe lug salls .................................... 198
BBlfaat yawls ....................................... 338
Bermudian boats ...... ... ... ... ... ...... ... ... ... 3406
Blook Island boats. ............................... 343
Blocks ........................... .................... 26
sizes of. for yachts of variOUl ton
ua.ges ....................................... 32
Boat Bailing .......................................... 269
Boats for rowing and Bailing ..................... 181
ma.nagement of .............................. 269
Bolts for lead keels ...... ...... ...... ... ... ... ... 22
Bombay boats ....................................... 349
Bollina. the. ....................... ...... ... 295, 297
BoDina. Keepsake, Rayonette. Raven. and
Ladybird compared ............ ... ...... 295
Boom horae and traveller ....................... 59
Brighton Beach boats ......... ... ... ...... ... ... 227
Bucoa.near. the .................................... 305
Buenos Ayres boats ........ ..................... 348
Builders of racing yachts ........................ 9
Building rowing and aailing boats ............ 181
Bulls 8781 for peak halyards............... ...... 58
C.
Ca.noea, Irish ....................................... 260
Cap of masthead... ................................. 81
CaPllizing of. open boats ........................ 110
Catama.rana .......................................... 356
Centipede, Itohen yacht............ 289. 290. 293
Centre-board boats for rowing and Bailing ... 181
sails for ....................................... 198
Una and Mocking Bird ..................... 248
Centreboards, double ...... ... ...... ...... ...... 176
fan. or folding. and vanoUl ............... 178
inventor of. .................................... 171
Centre board Bloops ........... _.................. 235
Alert .......................................... 237
P o ~ o g .............. ........................ 2400
Parole .......................................... 255
Charm. Bombay yacht ........................... 216
Chin_ lug salls.................................... 210
Chif;tywee. 3tons ................................. 822
Clothea of orew .................................... 127
Clyde aa.iling boats ................................. 806
Coble. the .. . ... ... ... ... .. . ... ... ......... ... ...... 8840
Compositions for yacht's bottom............... 23
Constance. sloop .............................. poge 285
Copper sheathing ................................. 28
Countsrs. movable .............. , ... .... ..... ... ... 320
Cranee r o ~ ...................................... ..... 310
Cutters. rig of...... ............... .................. 6
luperiority of ................................. 7
1I.,.awls ....................................... 40
D.
. Designers of yachts ............ ... ... ... ... ...... 25
DimensioDs of yachts and their BparII... ...... 38
Double boats ....................................... 851
Double oentreboards ......... ... ...... ......... 176
Drogue................................................ 1140
E.
Elaine. the .......................................... 261
Eqoipmentof. a yacht.............................. 26
Examining a yacht befors purchase ... , ... 11
sails of yacht ................................. 17
Expense of keeping a yacht ..................... 129
of yacht racing .............................. 184
F.
Falmouth luggers ................................. 223
Fide. automatio ................. f...... ... ...... ... 409
Floors and keel of yacht... ... ......... ...... 140, 20
French centre-board boat ........................ 206
G.
Gal"...,. hooker ...... ......... ...... ......... ...... 837
pookhann .................................... 837
Gleam. Rhode Island oentreboard boat ...... 253
Gooseneck for spinnaker boom............ ...... 77
Goosenecks ... ............... ........................ 611
Groomsport yawls ................................. 338
Gunter sprit rig .................................... 222
I.
.
Ianthe and OwaiBBa, Kingstown .boats ...... 318
Ice yachting ........................................ 870
Iris. oentre-board boat. ........... .. ............ 195
Itchen boats ....................................... 287
IIr Ardagh Long's deBIgn for ............ 298
their rig ....................................... 801
Itohen Bailing punts ...................... : ....... S08
1.
labberwook Jlersey aailing boat ............... 269
Jeaty's composition ............ ....... ........... lIS
libe, proper size to oarry to suit the other
sails ......................................... 69
Digitized by Coogle
622 Index.
K.
Keel and Boors of yacht ............... .. page 140
Keepea1te, the ................................ 290, 297
Ketch rig .......................................... 6
Kilkee boats .............................. ...... ... 260
KiDIrstown boats ......... ...... . ..... ....... ... 319
L.
Lateen (Loweatoft) .............................. 225
(Algoa) .......................................... 225
Lead keels .............................. ...... ...... 22
Lloyd's lI1U'Yeyors ............ ...... ............ ... 11
Lough Erne yacht ................. , ......... ... ... 2406
Lug sail ............................................. 223
H.
Mascotte, 3tou........................ ...... ... ... 322
Master of a. yacht, his duties ... .. ... ... . .. ... 118
Masthead fittings ... ............ ...... .... ...... 81
Hasts and rigging of schoonen ...... ......... 80
Hatch, sailing ....................................... 187
Hate ................................................ 118
Haterials for building yacht...... ... ..... 13, 20
Hersey MiliDg boats .............................. 261
JII&JUIgIlment of . . . . . . . . ..... ... ... ... ...... 269
HoekiDg Bird ...................................... , 252
'!ludian boats .............. , ........................ 346
N.
New Brighton boats .............................. 261
Norfolk Broad yachts ........................... 2840
Norwegian pilot boat............ ......... ... ...... 8406
O.
Oimara,'. topsail sheet ......................... . 60
Old yachts .......................................... 12
Open boat sailing ................................. 269
Origin of centre-boards or sliding keela ...... 171
Owa.iua., Kingstown yacht ........... 820'&
Owner of a yacht ................................ 118
P.
Parole, American sloop ......... ... ............... 255
Peak ea.riDg of mainsail, to palls ............... 66
Pearl, Hersey sa.iling boat .. . . . . . . . . .. ... .. . .. 268
Penzanoe lugger.............................. ...... 328
Pookha.un of Galway.............. ..... ........ .. 337
Primrose, 3tons.............................. ...... 823
R.
BaciDg yachts, choosing one ... ... ......... ... 8
Bayonette and Lily...... ...... ... ......... .. ...... 288
Reef ea.riDg to bend to reef tackle ............ 69
to pas........................................... 69
Rigging, racking ............ ...... ...... ......... 401
Rigging, running :
fore halyards ................................. 56
fore sheets .................................... 56
fore tack ....................................... 56
jib ha.lyarda...... ......... ..... ...... ... ... .. 55
jib sheets....................................... 55
jib tack ....................................... 55
maiD &oDd peak halyarda ... ... ...... ... ... 57
main ontha.ul .............................. ... 57
maiD sheet .................................... 57
maiD tack ..... , ... ... ...... ...... ......... .. 57
spinnaker gear ...... .................. ...... 61
RiggiDg, sizes of for yachts of various ton
nages ....................................... 33
Rigging, standing ........................... l'age 26
bowsprit shrouds ... ......... ...... .. ... ... 53
foreetsy ... ... ...... ...... ...... ...... ......... 52
lanyarda ..................... ............ ...... 400
main .......................................... 39
pendants and nmnen .,. ...... ... ......... 51
topmaat ...... ... ............ ... ............... 440
top_t ba.elutays ........................... 405
topping lifts ................. , ... ... ...... ... 53
topsail aheet pendant...... ............ ... ... 60
triatic stay .................................... 52
wire ............................................. 401
RiDgta.il .. ...... .... ...... ...... ...... ......... . 79
Rowing and sa.i1ing boats ........................ 181
Rnles of yacht racing explained and illus
trated ....................................... 139
S.
Sail &rea. of vari0118 yacht. ..................... 38
Sails ................................................... 26
for eentre.boa.rd boats ...... ...... ........ 198
of a yacht ......... ............... ... ......... 17
Sehooner rig described ............ ... ...... .. .... 30
SehoonerB, blooks and rigging for ..... , ... . 35
Seamanship, anchoring and mooring .. , ...... 106
bobstay to aet up ........................... 81
earryiDg away a boWBprit ............... 1040
earryiDg awa.y bowsprit ahroud or
bobatsy ...... ........... .... ...... ........ 106
carrying away a forestay .................. 106
oarryiDg away a maat ..................... 105
carrying away a topmaat ......... ......... 105
earrying away topmut baebtay ......... 106.
earryiDg away a triatic stay ............... 106
club hauling ......... ............... ......... 87
gybing on wearing... ........................ 86
heaving to .................. ...... ...... 87, 88
heaving to an open boat .................. 1140
mainaa.il to reef .............................. 68
maiD8ai1 to set ............ ............ ...... 67
mainsail to atow ........... .......... ... ...... 70
mainsail to atow and eet a tryaaU .... 70
management of jib topsail...... ............ 76
management of open boats under sail ... 108
milsing ataya ................................. 85
parbuckling a apar ........................ 1040
picking up a boat ........................... 89
pooping ...... ... ...... ............ ............ 108
riding to a chogue ........................... 1140
rigging np ajury maat ..................... 105
rowing in a seaway...... ...... ...... ...... 115
runningbefore wind and sea ............... 102
la.iliDg by the wind ...... ... ............ ... 90
MiliDg in a heaT)' sea ............ ...... ... 97
Ba.iliDg off the wind ........................ 100
abiftiDg foresa.il .............................. 71
aternway in tacking ...... ............ ...... 840
to bend a maiDaail ......... ...... ... ......... 65
to bend topsail aheet and halyards ... 73
to get underway under every condition
of tide and wind ..................... 81, 82
to reef a boWBprit or take out reef... 80
to rig apiDDaker gear and shift the
boom over .............................. 77, 79
to BC&Ddaliae a ma.iDaa.il... ...... ...... ... ... 90
to Hnd up a topmaat ............ :........... 80
to lower topmaat ...... ...... ... .. .......... 80
to set a foresa.il ................. ............ 71
Digitized by Coogle
Indez.
623

to I18t a jib .............................. page 71
to I18t a jib topaa.il ........................... 75
to aet and take in bowaprit apUmaker 78
to set ma.iD. topmBllt ata.yaa.il ... 76
to set; a ringta.il :............................. 79
to set a aohooner'a fore topaa.il............ 75
to set a apUmaker ........................... 77
to set a aqua.reaa.il ... ...... .................. 76
to aet a topaa.il ................. , ........ , ... 73
to Bhift a jib ................................. 72
to ta.ok a outter under va.rying oonditions 82
to ta.ok a yawl... .. ..... ......... ...... 83
to tack a aohooner ... . ... ...... ... .. 84
to take in ga.ff topaa.il ... , .... . .. .... .... 74
to ta.ke in spinna.ker ........................ 78-
trimming sheets.............................. 91
_ther helm ........ ............. ...... ...... 92
Seleoting .. ya.oht ......... ..................... ... 1
Sharpies ............................................. 256
Sliding gunter ....................................... 221
Sliding keels ....................................... 171
Sloopa, oenvs-board .............................. 235
Snarl". Yow, 3tons .............................. 322
Sneak boats .......................................... 258
Span for pea.k halya.rda ............ ......... ... ... 58
Spa.ra ................................................ 26
of varioua ya.ohts ..... ....... ............... 38
Speed of ioe ya.ohts ................................. 374
of wavea ................................ _ ...... 103
Spinnaker booms ......... ............ ............ 63
Sprit aa.ila .......................................... 216
Standing lug aa.il .............................. 204, 223
Steam ya.ohting, advantages of...... ............ 361
useful boob to puroh&lle .................. 869
Staa.m ya.ohta, ooat of keeping .................. 861
wage. table of various ataa.m ".a.chts . 868
SurbitoD gigs ....................................... 201
_ T.
Three-tonner, design for ........................ 825
Threetonnen, Masootte and Snarley Yow ... 321
TopmBllt ba.obtays, &c., funnel for............ 46
flda of various kinds ........................ 4.9
Topsa.il halyards, aheets, and ta.oks... ......... 59
Topaa.ilaheet pendant .................... ....... 60
Truant, oentre-board ".a.cht ..................... 176
Trixie, Norfolk Broad ".a.cht ..................... 286
Twin-keeled ya.oht ................................. 179
U.
Una boata .................... . ...... ... ............ 248
V.
Viking, the .................................... pag6 842
W.
Wages of orew .................................... 127
Waves, length and speed of ..................... 103
Wild Bose, Itohen ya.oht ........................ 292
Windermere ya.ohts .............................. 274.
Wire rigging, properties of ..................... '1
sizes of .......................................... 340
Witoh, Lough Erne ya.oht ............ ... ...... 2406
Y.
Ya.oht builders ................ :t ................. , 9
building ....................................... 20
designl!ftl ..... ..... .. .. .. .. .. . ... ... ...... ...... 25
equipment .................................... 26
examiuation of ............ .................. 11
eumining the aa.ila, rigging, &0. ......... 16
Ya.oht, general management of:
agreements .................................... 125
beUa ............................................. 122
boatswain ......... .................. ... ...... 119
olothea ... ...... ......... ......... ... ............ 127
crew ............................................. 120
drink .......................................... 125
expenses ....................................... 129
helm ............................................. 122
libert". .......................................... 12'
mBIIter ........................... ............... 119
mate .......................................... 119
owner .......................................... 118
rules for diaoipline .................. ...... ... 126
raoing orew ............ ........................ 18S
smoking ....................................... 125
wages .......................................... 127
watohes ................. ................... ... 120
work of crew... .............................. 123
Ya.oht raoing ............ ......... .................. IS2
Ya.oht, aeleoting one .............................. 1
sheathing with oopper or zino ............ 2S
Yachts, lead keel of ............... ............... 22
materials for building...... ............ IS, 20
mode of oonstruotion........................ IS'
Yawl, the raoing ... ................................. 7
Yawls oompared with onttera .................. 4.
Yawl'a mizendeaoribed ........................... 29
Yawls, their rig oonaidered ......... ...... ....... 8
yoke ................................................... 81
z.
Zino sheathing for the hull of ya.ohta "....... 2S
CANOEING.
Amerioan oanoes ............................. . page 4.81
river oanoe .................................... 484
Canoe building ......... ...... ... .................. 4.89
management ................................. 4.86
CanOBing. dBflnition of oanoea.................. 881
Centre.boards, dagger ..................... pf198 4.81
Club rules as to oanoe ............... , ... ......... 382
Cl.rde oanoes .................. ...... ...... ......... 46S
oanoe flttinge ................................. 4.640
Cl".de tent ......................................... 470
Cooking stoves .................................... 4.74.
Centre-board cnse, construction of ............ 386
Centreboards ....................................... a99
Dagger centre-boards ........................... 4.81
Digitized by Coogle
624 Index.
Getting into .. oa.noe alter UP88tting ... PGgS '88 ,Nautllua-continued. .
I
maat fJ.ttiDgs .............. , ......... fH1.gs 396
B her
--088 '60 taoberna.ole . . .. . ...... ...... ... . 896
um. ..................................... I
. I Outflt for oa.noe Oruiamg ............. ............ -'66
J8!I!8J Blu, Amerioa.n oanoe ...... 7..... ...... 488 ,
. Pea.rl canoe 1!180 ................................. 4.30
LaoyiDg off from .. dra.wing ...... ...... ...... ... 387 I ClIo1Ioe aa.ila .................................... '"
Lights ................................................ 399 0&D0eII .......................................... 4oll7
. centreboards ........................... ...... 4033
-
cruising canoe ... ...... ............ ...... ...... 4oll9
deck fIap8 ....................... ; ............ 4038
maat aud taobernaole ........................
lIa.Jaa.gement of oanoeB ........................... 4086
Meraey oanoea ....................................... 4075 .'
Nautiluaaprcma ... ! ......... : ..................... 395
ra.o!ng ............ : .............. 4031
raomg salla .................................... 404r8
oa.noea .......................................... 383 reeflng gear ... ...... .................. ...... ...
cruising ClIo1IoeB .............................. 4rOS apinnaker boom .............................. 40M
PYi!: :::::::::::::::::::::::::.::::::::::::::::::::
deck bps ...... ...... ......... ............... 395
pumping or baling ... ...... ......... ......... 399
tents ............................................. 398
paddlea.ble aa.iliDg ClIo1I088 .................. 383
ra.oing oanoeB .................. ......... ...... 400
aalla for, oanoo ..................... 423
Ribband oa.rrel conatruotion ............ ...... S86
i Royal Canoe Club .......... :....... ............... 882 -"
Ba.ila for, paddlea.ble oanoe ... .. .... ...... 4016 8a.il.oa.rrying power .............................. 4011
salla for, ra.oing ca.noe ..................... 421 . Sleeping haommook ...... ... ............ ... ..... .., 4079
sa.ila for OUloea, ......... .... .. ...... .... .. ... 4015
ateeriDg gear ................................. 3940 Vital Spaork. Mersey ca.noe ... ......... ... ...... 4077

Digitized by Coogle
-- ~ - ---- - ~ - ~ ~ - - - - - - ~ . ~ - -
Digitized by Coogle
."
Digitized by Coogle

Digitized by Coogle
Digitized by Coogle
DUE APR II 1922
. Cl lnr n t 1
,
j",g""", by Coogle

A Manual of Yacht and Boat Sailing

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A Manual of Yacht and Boat Sailing

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