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About Google Book Search Google's mission is to organize the world's information and to make it universally accessible and useful. Google Book Search helps readers discover the world's books while helping authors and publishers reach new audiences. You can search through the full text of this book on the web at http: //books .google . com/ * MAST AND SAIL IN EUROPE AND ASIA BY H. WARINGTON SMYTH (aOTAI. THAlOi YACBT CUIB) M.A., LL.M., F.G.S., F.R.G.S. AUVROB OP 'riVB TBABI IK IIAH* ■TO. BTO. ILLUSTRATED PROM DRAWINGS BY B. W. (XX>KE,R.A.: W. L. WYLUE, A.R.A. W. ROBINS, SIR W. WARINGTON SMYTH, P.R& MAJOR NEVIli. SMYTH, V.C. AND THE AUTHOR I LONDON JOHN MXJKRAY, ALBEMARLE STREET 1906 722786 ■■■' > Edinburgji : T. «nd A. ContTABLC, Prinun to Uii M^Wy TO MY WIFE FOB SWEET REMEMBRANCE SAKE INTRODUCTION The present chapters are the outcome of some years of varied sea travel. They attempt to record the peculiarities of the principal types of sailing-craft in JSurope and Asia which I have observed, or of which I have had experience, and in many cases have handled for myself; and to consider, to some extent, the causes which have been at work in the development of boats and the results attained under the conditions with which they have had to contend. This book can only pretend to be a contribution to the literature of the subject, — indeed it would be wellnigh impossible for any one man personally to know the coastlines of the earth in sufficient detail, and to study or handle all the numerous types of sailing-boats, developed with endless variety and ingenuity in every locality, with sufficient intimacy to write on the whole subject. I can only hope here to indicate to those whose tastes are similar to my own the infinite interest of a study which ' Mast and Sail * can afford him. Fate has led me to a city far inland in a continent of landsmen, and has cut short such cruises as I had hoped to make in order to render these observations more complete. viii MAST AND SAIL The question <»f arrangement of subject has one of some difficulty. The grouping of sailing- under types is likely to lead to erroneous conclusioi since the choice of types is apt to be based on si larities which may be the result of accident or of va imagination. The arrangement of craft, on the other hand, alphabetical order is bound to be unsatisfactory* on account of the difficulties occasioned by tlie signification of native names, and also because it brln the most heterogeneous types together regardless of any geographical or historical connection. A geographical division seems, therefore, the mo reasonable. The system of grouping under the of the various seas, irrespective of country and nati ality, while it has some obvious advantages ov arrangement by political or other Jund divisions pure and simple, leaves still the difficulty of subdivision. A somewhat arbitrary combination of these two arrange- ments has, therefore, been adopted in the following pages. Europe has been placed before Asia on account of its more immediate interest to the majority of readers. Yet Asia may well claim precedence for the great antiquity of its types of sea-craft, which in most cases can claim a more remote origin than the oldest of those surviving in the Mediterranean or Norse seas. My special thanks are due to my old comrade of Cambridge days and of many a good sea-cruise, J. F. Rowlatt, for much assistance in completing t INTRODUCTION ix e notes; to ray old friend Captain Drechsel, lute the Danish Navy, for much information contained !)hnpter ii. ; to Mr, Colin Archer, of Larvik, for lils of Norwegian types; and to Mr. Robert Duthie of the Scottish Fishery Roard, to whose extensive knowledge and enthusiastic co-operation I am speci- ally indebted for much valuable information in regard to the Scottish Fisheries. To Mr. Alfred Cholralcy and to my brother I am indebted for interesting points in ird to the methods of Red Sea dhow crews ; and r. C. Forster Cooper, of my old College, for many iculars regarding the ^laldive boats. My acknow- Igraents are also due to the authors of the valuable delightful works of which n list is given nt the 'end of the l>ook. H. WARING'roN SMYTH. IRO, January l!)06. 722786 EdiDbuTgh ; T. and A. Coksiabls, Piintere to Hit UiO«ity TO MY WIFE FOR SWEET REMEMBRANCE' SAKE LIST OF ILLUSTRATIONS FULL.PAGE PLATES AT PAOZ lunes Barges — Frontujnece. the Kattegat, 12 otch Zulu, 90 herry, 126 ounfB Bay Lugger, 178 awlcr off Havre, 280 H>w beating off Ras Alargah, 286 Md-tide on the Me Nam, 358 uth Chma Junk, 396 DIAGKAMS If page 56 — Norwegian Pilot-boat — Sail and Cabin Plans. Northland Boat — Lines and Sail-plan. Norwegian Skiff — Lines and Sail-plan. Uedningsko'ite — Sail-plan. Norwegian Redningskoite — Cabin Plans. Norwegian Redningskoite — Lines. Norwegian Bank-6shing Vessel — Sail and Cabin Plans. It page 96— Scotch Fifie — Lines. Sfrotch Zulu — Lines. xiii XIV MAST AND SAIL ILLrSTRATIONS LN" TEXT trieahu^ tbe LaaA. '9 Oti Zee Scbnrt, sercnteenth PAOt In Uk- Katte^Mt. i\ je=tm7. 66 In the Onnt Bcft. £* Oii SebeTcningen Boat, Baltic Ketxfe. . i.* srrenteentb century. 66 IHatee - Fk1uk<— HorahMk EarJT Lfi^nils, seventeenth BMt. ^< cect.^. 67 (.>ff l*c Fjonl. ^ E«==£ SfKtsail, 68 Katt^FKt rUiM-ruli^^^ Boat. <0 tU=:^-i=T:. . 69 Fkihii^ Skn^ l#e F}onl. < * O'jc I>=tfh Ket^. 70 VcdbMk BMt. .V Ojc Srfi=Tt, 71 RddviftBML ?..^ l>it>-£: Psrtotrpe of the Sk^wilicnvd l1«tTin$-tv>tt. .*♦ Bi.:^c. 7S i^n Skiff. ?.' S.-i:-rt 7* SpritHi] H«iTu^-Kttt. 5* EW«t» x*. Hurieo. 76 Swedish Ftihiii|;-boal. to iV. lie M&u. 77 L'nderthc Lee o^" Kn»K«^. 4x Tirt" Bcwt. 78 Old Strte Coastiim SIoop- 4» - Pink ~ v'^pen Boat,ScbeTcn- «s5 iv.pei-.. ... 79 SordUnd Cod-Boat, ♦P ■ l\r.k ■ or " Dum.' Scheven- Stiilebaad. ♦~ ir.£«u. 80 OpcD Fin-Oir Heiriaj;- Dutch Gi:'.iv-t. . 81 tMMt. 47 Ea5t Ci.tut Leeboard Dandj SordUnd BMt.Dwp Ldtden. ♦:: or Bil^T-boT. 82 SoDdQord Yawl, ♦:> Y*r.kee SciKvoer. 89 AimHal \vm\ . *9 Ti'psiii' Sfhivaer. 88 SdodiowTsk Boat. *0 Yiiikce Four-caaster. 84 Old HtsIot Pilot-boat. oi ThTe*^p,iJi>te^l Sfhixner, 84 New Hralor Boat. .-i HAl::a.\ Scht-vner — Winter Troodfajem ' Lifeboat. .'!.■* R:? 85 Pilot, .... ^^4 Ru^ssiui I'h "v 1.' - r" vt^t ^r 89 Snaekke or Skiff, Chiistiania Bauvjuer.tii^e. 86 Fjofd o5 Old Cor.ier Brii:, 87 Off Chiistiaiuand, .'6 Swim Head Eel Catcher. . 88 BrcTik Skiff, 511 At Haarlem, 89 OffBrerik, ^ Vlaardin^en, 90 Flashing Mussel-boat 6* Open Fine. ISp.-. 98 CMd 7>c Schajt Hauling Fifie Reefetl, with Small XeU, . . 63 93 LIST OF ILLUSTRATIONS XV Fifie, with Baked Mut, TAOK 95 Old Smack, 1820, 147 Smmck-rigged Fifie, Dun- East Coast Deep-sea Trawler, 148 dee, 96 Old Yarmouth Lugger, 1874, 149 ' Fifie,' Rnnning Free, 98 Split Lug, . 150 ' Fifie,' on ■ Wind, 99 Lowestoft Drift-net Boat, 151 Old'Scaith,' 1874, . 101 Lowestoft Driver — all Sail, 15S 'Skaffie,' . 102 Lowestoft Driver — Bad- 'Skuffie,' . 103 weather Rig, . 15S Sevens-foot * Zulu,' . 104 Gorleston Crabber, 154 Long Line Baldie, 108 Wherry — whole Sail with Newhaven Baldie, no Bonnet, . 155 Dundee Whmleboat, . 113 Wherry— Reefed, 156 Shetland Sexem, 114 'Peter' Boat, . 159 Oi^ney Skiff, . 116 Old Thames Hatch-boat, 161 West Coast ' Nabby,' . 117 Old Thames Hatch-boat, 168 West Coast Skiff, with Mizen , 118 'Stumpy,' . 1 63 Loch Fyne Skiff, 119 Old Fashion ' Stumpy," 16S Clyde Skiff, 19S Sea-going Barge, 164 Portpatrick Line Boat, 124 In Sea Reach, . 165 Billyboy, . 127 Brailing up. 166 Billyboy, . 128 Old Thames Barge, 1820, 167 Old Goole Leeboard Smacli Tops'l Barge, off Dover, 167 or Billyboy, 1885, . 128 Hay Barge, 168 Mule, ISO Hay Barge, 1828, 169 Coble— Reefed, . 131 Lowering Mast, 170 A Herring Mule, 132 'Stumpy,' Brailed, 171 Humber Gold-duster, 133 Bawley, 173 Old Trent and Humbe r Bawley, in Sea Reach, 174 Boats. 1835, . 134 Bawley^-off the Nore, . 175 Humber Keel, . . 135 Bawley, 176 Keel, 136 Centre-board, with Balance- Keel, .... . 137 lug ... 176 Lines of a Humber Keel, . 138 Brightlingsea Oyster-boat, 177 Mersey Lighter, 139 Essex Oyster-boat, 178 The Humble Lighter, 140 Ramsgate Trawler, 179 Old Cutter, 1818, 141 Deal Lugger Hovelling, 181 Old Yarmouth Yawl, 142 Deal Galley Punt, . 185 Armed Lugger, 1825, 143 Galley Punt— on a Wind, 186 King's Cutter, 1825, . 144 Jib and Mizen, . 187 Service 23-feet Cutter, 145 Brighton Clinker-built Lug Lowestofl Beach Yawl, 146 ger. . 188 \V1 MAST AND SAIL HasUagi Logger, Old Brighton • Hoggy/ South Coast Yawl, ■ Itdien Ferrjr-bntt, Service 40-roc>t Launch, Senrice Launch — Rtefcd, . Old HorUmoulh Wherry, . Old TortMnouth Wherry, . Brixham Trawler, Plymouth Drift-boat,. Plymouth Trawler, Long-Kner, off I^and's End, Land's End Crabber, . SO-luot Pilchard lioat, Liard l^ng- liner, Moant'& Bay Crabber (big sails), . . . ■ Mount's Bay Driver with Topsail, clote-liauled, Porthlcvcn Lugger, . Mackerel Drift-boat. . Boulogne <)0-foot Drift-boat, East Cornwall Driver, Mouscholc Drift-boat, Stona-sail, . . . . A Head-Kca, St. ives Boat, with Mizen Topsail, . . . , A Long.sca off the Wolf, . Ncwl)-n Boat — Small Suit, . The Fa! Estuarj-, Falmouth Quay Punt — Winter Big, . Quay Punt ^-Summer Rig, . St. Ives Gig, Fcnxauce Gig, . Service Whaler*, Oyster Skiff, Spritsail Crabber, Gerruns Crabber, Manx ' Dandy/ . SOI 203 S03 S04 203 '206 ao7 308 209 910 211 ilS 817 218 219 221 SSI 922 292 993 994 296 Maox'Nickey,'. Castletown ' Nicfcey,' . Fleetwood Shrimper, . Groomsport Yawl, Okl MerKy Waterman's Rig, Off Blankeuburg, Off N icwport. Off Calais in a December Gale, . Havre Trawler — Small Sail Trcport Trmwler, Normandy Cha&se-mar^e, Off La RochcUc— Trawler, Havre Trawler, . Off Douamenex, Saint^eaa de Luz, St Malo Lugger, with Upper TopsaiU, Guernsey Pilot, snugged down, Channel Islands Boat, TuscHu Fishing-boat, . Gulf of Genoa, . Proida, Brogtigna, . Spanish and Arab Galley (seventeenth and efgh tecnth centuries), . Coaster — Messina Harbour Portuguese Cuaster, . Leghorn Coaster, Giglio Trawler, Beating, Old Geiiuesc Vinco, 1845, Trawler, off Klba, Naples 'J'rawler, . Square Tops>ail Lateener, 1841, . Moleta Sails (Tngus, I86l), Spanish Felucca, Creek Felucca Privateer, «S9 iSO 2M 24S 244 245 246 2*7 949 350 951 S5S 953 254 255 967 £57 LIST OF n.LUSTRATIOXS XVII (T. di En(EIt», 1841), ||lUn Frait-boatr fopMil, Spaaiab Fc- S58 250 '(Gulf of Geooa), pcnoui), . puat IjUfcn ( Kaples)^ toU ft Fiihinj[-bo«t, ■***•» - » - t'ishing'lu^er (Port with Italian [Coast Lugger, k iMggcr. lliigoon, . ^isnii, Venice, "» ■ ■ Venice). . louse), . S[cr, . Lugsail, jtcr, . Coaster, . CoMter, . ic Brigantine— Pol- Hgged, . spborus, ' and CitrKo Boats, . inilria Harbour^ (Tagiu. 18til). . isa in War, . : Stem, from a Model Oizeh MuseURt, . Close-hauled, 261 a6fi 363 z6« Sfi5 2«7 2fi9 370 271 27« a73 274 27:. i7& 277 278 278 279 380 280 281 282 S8S 283 284 285 38() 288 289 290 391 AbratttCaito, . . . 39C Gaiacaa — wind comilif; fretr after a beat, . . 2})S Gaiaa» RuDO>nf>, 294 Flood-liroe, . . . 29i Naggar, . . «9«> Three-mast OaiasM, N tie Delta, .298 Suet Shore-boat, . 299 Suez Shore-boat, . 800 In Aden Harbour, . 301 Aden Open BoAt, . S02 Batc^lo, .303 Oybing to change tack, Zarndbar, .304 Fiahing Canoe, off Ras Im- ran, .... 306 Zanzibar Gehazi, !t08 Gchaxi, Close-hauled, . .109 Small Arab ' Mashuwa,' Zanxibar, . 310 ' Mashuws/ . Si\ Pattamar, . .SIS Uomhay Boat, . .313 Bombay Boata — S.W. Man- soon, .... 314 Arab dug-out 'Gharawa,' . 915 Od the Hugh, . .316 Bengal ' Malnr IVnshi,' . 317 Boat fnjui the 'I'omb of Mahiti, Prinoc of Sij'Ut, . 318 Near Burdwan, . .318 'Pulwar, Bengal, . 319 Maldives, . .319 Maldivcj Open Boat (from a Model), ... 380 Mxidivr Trader, . 320 Fifteenth-Century Caravel, 321 Upward Bound. . S32 In a Burma Creek, . SSS Up-river Boat, ... 334 I I On the Irrawadi, Off Mcrgui^ Reefed, . Mergui Harbour, Mergui Pearier, . On the Fishing-graunU, Frrshening up, . Ranning Home, On the Mud, . The Batihs of tht^ HngU, . A KcUnUn Type of Sea C«noe, .... Singon Fishing Canoe, Singapore Sampiin, With Fair Monsoon, from a Sketch in the Gulf of SiaiQ, ■ . , , Eait CcMst Trader, OrangLautboBt,JuDkHey)an, At Anchor, from a Sitctcti off Lakawn, . Malay ' Penjajap,' Singora Harbour, Malay ' Penjajap,' Goow- winged, .... Running into Singora — Transom -stemed Penja- jap, .... Malay, F^t Coast, ' Kolck,' Singapore Strait, . Singapore Fishing Canoe. . Malay Type, Singora, Lake Bnat, Singora, . ' Kaknp Jeram," Selangor, . Malay ' Kolek ' or Sea-canoe —Singapore RacingType, 4.9-root Racing ' Kolek," Singapore, Rangun Lighter, Singapore Tongkang, ■Beating in for Shelter, 'Uua I'ef— Beating. . rut* Sas *Ru« Pet,' Eastern Shores.. 835 ' Rua Pet,* going free, SB6 At Sea, .... S27 At Sea, South-west Mon- 328 ioon, .... 398 Coast Junk, River Me Nam, 329 A Snug Anchorage, Shelter 330 Bay, .... 330 Coaster iii a Squall, . Sea-going ' Rua Pla,' . 33« Riding it Out, . SSS ' Rua Chalom,' . 335 Quarter Rudder— Egypt, . Quarter Rudder — Siam, Quarter Rudder — Norac, . 336 Quarter Rudder— Rome, . 337 ' Rua Chalom,' Close-hauled, S38 CamlxKlian at Sea, Cambodian Coaster, . 339 A Coast Trader, BastShores, ' I^rcha,* Running, 340 ' Lorcha,' Close-hauled, Six Hundred Miles againit .S*l the Monsoon — all Sail, . Reefed, .... Ship's Lifeboat, China Lugs, 348 reefed, .... 343 Lorcha, South-west Mon- 344 HOnn, .... 345 CrussiDg the Bar, Me Nam, 346 Cargo-boatt, Me Nam, sua Lorcha, on n Lee Shore, 3J1 Ancient Boat, like Siamese Sampan (Gizeh Museum), 353 Bangkok Sampan, Going North, Light, . Me Nam Hire-boat, coming South, . . . . On the Me Nam, An Up - country Family Home, Siam, . 31 31 i i i LIST OF ILLUSTRATIONS XVll Old Brigantine (Torre di PtQB Abreast Cairo, . PAQB 892 Rio, 1841), . 358 Gaiassa — wind coming free Old Velocera (Elba, 1841), 259 after a beat, . 893 Neapolitan Fruit-boat, S60 Gaiassa Running, 894 Flying Top»il, Spanish Fe- Flood-time, 295 lucca, .... 261 Naggar, .... 89t> Scandalised, 262 Three-mast Gaiassa, Nile Coaster (Gulf of Genoa), . S6S Delta, .... 298 Bovo (Genoa), . 264 Suez Shore-boat, 299 Three-toast Lateen (Naples), 265 Suez Shore-boat, 300 Trabacola, .... 267 In Aden Harbour, 301 Ancona Fishing-boat, 268 Aden Open Boat, 302 At Ancona, 269 Batelo, .... 303 Italian Fishing-lugger (Port Gybing to change tack, Said), .... 270 Zanzibar, 304 Ship's-boat, with Italian Fishing Canoe, off Has Im- Lugs, .... 271 ran, .... 306 Italian Coast Lugger, 272 Zanzibar Gehazi, 308 Adriatic Lugger, 273 Gehazi, Close-hauled, 309 In the Lagoon, . 274 Small Arab ' Mashuwa,' Bragozzi, .... 275 Zanzibar, 310 Sail Patterns, Venice, 276 ' Mashuwa,' 311 Bragozzi, .... 277 Pattamar, .... 312 Topo (Venice), . 278 Bombay Boat, 313 Topo (Mouse), 278 Bombay Boats — S.W. Mon- Greek Lugger, . 279 soon, .... 314 Brindisi Lugsail, 280 Arab dug-out ' Gharawa,' 315 Greek Coaster, . 280 On the Hugli, . 316 Turkish Coaster, 281 Bengal ' Malar Panshi,' 317 Smyrna Coaster, . 382 Boat from the Tomb of Levantine Brigantine — Pol- Mahiti, Prince of Siyut, . 318 acre Rigged, . 283 Near Burdwan, . 318 In the Bosphorus, 283 ' Pulwar,' Bengal, 319 Fishing and Cargo Boats, . 284 Maldives, .... 319 In Alexandria Harbour, 285 Maldives Open Boat (from Beanpod (Tagus, 1861), 286 a Model), 320 The Gaiassa in War, . 388 Maldive Trader, 380 Nile Gaiassa, 889 Fifteenth-Century Caravel, 381 Ancient Stem, from a Model Upward Bound, . 382 in the Gizeh Museum, . 290 In a Burma Creek, 323 Gaiassa, Close-hauled, 291 Up-river Boat, . 324 AST AND SAIL CHAPTER I THE MFE OF THF. SAIL ^ progress of steamship building, the increase in and speed of ships, and in the use of iron and steel in their construction, startling and revolutionar)' IS they appear to be, liave yet very little altered the conditions of life for many hundreds of thousands of Htaman beings who follow tlie sea. Notwithstanding Be introduction of iron steamers in the trawling and ^wifl-net* fisheries of our own coasts, and the increasing use of steam in handling nets, the sail still holds its own bravely. The salting fishing-boats of the world, >nd the coastwise traders, those cradles of maritime strength, still perform tlieir part, almost untouched by the roar and rush of this age of machinery, still follow- ing the laws which have brought about tlieir various developments. To them the romance of the sea is not past; rather it is infinitely increased by the presence of that new monster the iron steamship, roaming the seas and leaving sudden death so often in its wake. The old romance which made great and simple the hearts of sulor men,, and marked them with its own impress, is alive, still potent, pure, apart. A MAST AND SAIL What is it in the sea life wliich is so powerfiil its influence? what is it which one meets there wi such certainty, and which is not in crowded places n in men's applause, not printed in newspapers nor te graphed by Renter? It is in the laugh of the little child, in that look of the woman you love. It is tlie bosom of the great river, in the breast of the wi moorland. It whispers in the wind of the veldt, hums in the music of the tropical night. To some, is borne on the booming night-notes of the deep for to others it speaks on the silent snow-peaks. Bi above all it is there to the man who holds the nig watch alone at sea. It is the sense of things done, things endured, of meanings not understood ; the sec of the Deep Silence, which is of eternity, which t heart cannot speak. It was tlie same to Ulysses and Columbus as it to-day to the barge's skipper or the young fourth officer of a Liverpool tramp. Tlie Northland fish raaHi the Arab, or the young Malay have felt extraordinary depth and intensity, and many a black- coated city man is the happier and sounder for having heard its silent eloquence. He has felt the tie th binds all seamen of different nationahties and elira< and ages; he has looked on the same mysteries, heard the same music of the deeps ; and he has fo the rest to his soul which the great silence of Natu brings to the seeker at all times, whatever his race creed. I know that some of my old shipmates ha met it, whetlier their skins were white or brown. Yet even in the steamship this spirit still prevai Indeed, no more remarkable survival into this age 1 THE SEA SPTRIT 8 steam of the old sra spirit, unstained, untouched by modem undisciplined ideas, can be quoted than the Ikitish Navy. Notwithstanding all the influence of modem scientific development, Avith vphich, in all its branches, the Navy is more familiar than any other profession, it yet preserves intact the old naval tradi- tions, and it is this fact which makes the navy as it exists the most priceless jewel of the British Empire. Beware, all landsmen who would meddle with that ipirit of the sea! It cannot be intelligible to those who are not bred of salt water, for it is a product of the great ocean, and like it, unfathomable. It has created there a greatness scarcely realised, an efficiency and discipline which in tlic nature of things are im- possible on shore, but at sea are put daily, fiourly, to the test For in the navy, direct, prompt, cheerAiI, ind fearless action are the first conditions of exist- ence; simplicity of life, hardship and duty — a word too likely to be forgotten in high states of civilisation — «re breathed with the very air; incompetence is never excused, and means certain ruin. And that spirit goes shipmate with steam elsewhere loo upon the seas, to the credit of steam and modem shipbuilding. The landsman, travelling by an ocean I liner, may get a glimpse of it if he pauses to consider the steadfast figure on the bridge, or listens to the Rieaning of the patient screws beating out the knots istera. A thrill of pride in his own race may go through him when he sees the wallowing tramp slouch %, burrowing tike a mole in the huge ocean banks and kicking the icy clouds of spray aloft to fatten her frozen decks. His heart may feel a genuine glow to MAST AND SAIL hear the stories of the deeds of the twenty • kn( monster upon whose deck he stands. But, if he be of understanding mind, something bigger will glow within him as he casts his eye towi the little coaster that rises now and then into vi under reefed canvas, or the tiny fishing-lugger, not long as the smoking-saloon in which he sits, that meets a hundred miles from land riding like a youi gull over the ridges of the seas. * You see often enough a fisherman's humble boat away from all shores, with an ugly black sky above an angry sea beneath ; you watch the grisly old man the helm canying his craft with strange skill throuj the turmoil of waters, and the boy, supple-limbed, weather-worn already, and with steady eyes that 1< through the blast; you see him understanding coi mandments from the jerk of his father's white eyebroi now belaying and now letting go, now scrunching himself down into mere ballast, or bailing out death with a pipkin. Familiar enough is the sight, and yet when I see it l always stare anew, and with a kind ot Titanic exultation, because that a poor boat witli the brain of a man, and the hands of a boy on boai*d, can match herself so bravely against black heaven and ocean.'* But the ordinary man is probably hurried on some great city, forgetful of that other world of men which he just touched the fringe, not knowing that is passing by a quite other side of life, replete with human interest, characterised by unrewarded courage and unsung heroism, and rich in all the fruits which ' Kinglake's AWAra. THE TRAmiNG OF THE SAIL we ripened in men in constant contact with the great- est forces of Nature. For it is above all in the men who handle suils that the self-reliance which is bred by tempest, darkness, and the shadow of the Angel of Death reaches its highest point. The seriousness, from this point of view, of the loss of masts and yards to the Navy has been fully recognised, and it has only been reluctantly acceded to on account of the pressing importance of other more essential forms of training. But among tlie coasters and fishermen of the world the mast and sail more than hold their own, and here the student of the sea will find himself in a by-path of the modern world, among tlie old thoughts^ the old traditions, the old methods, and the old virtues of the great seas. And when tliis oivilisntiuu shall have condemned itself and passed the way of others, the lugsail and the lateen will still be navigating the deep, conned by other races, but the same gi'im, great-hearted sailor men. Combined with the strong conservatism which characterises it, there is along every coastline a singular ability to modify custom to meet new requirements, and a power of adaptation to different conditions which is perhaps unsurpassed in any pur- suit of man. The study of the types of crafl and rig which have been developed by different races under varying conditions becomes, from this point of view, one of absorbing interest and value. There is nothing sordid, cramped, or unhealthy for body or mind in what a man may learn from sailing boats. It is a subject, beyond most, shrouded about by the immensities which are the 'vesture of I L MAST AND SAIL Eternal.' Leading into the solitudes of Nature, and into the presence of the [mmeasurable, it must needs enlarge men's natures, in a degree impossible in much of modern Western life. The man who handles sails musi: think for him&elf and act for hirasel£ Wlien the fisherman starts for his fishing-grounds, or the pilot turns homeward again. there is no coacli-road along which he can drive a straight course. From the moment he begins to get his anchor, he must be tide-dodging and sail-trimming; his way he linds for himself across shoals and currents, by day with the aid of keen eyesight and good memory, and by night by the addition of an instinct for direc- tion and a power for estimating relative speeds ota wind, tide, and boat, which to the uninitiated are meaningless, and are only attained by long practic and possession of the sea-instinct Apart from the mere physical triumph which man has in handling tackle, there is for the sailing men tb^ additional glory which is known to the explorer, the soldier, and the hunlsinan, which has made the wild nature life of the great continents exercise the endur- ing attraction which it does to tlie men who hare lived the life— tlie glory, namely, of the patliHnder, the man who must seek the road, dare the experiment, keep a clear head, and understand a map more clearly than a picture — which things are hidden for ever from the man 'who is carried.' But more than these others, while all his faculties are bent on picking up indications that help to where- abouts, which at sea are ever less easy of discernment than in any mountain country, he must ^r THE SAILTNGBOAT AND NATURE detach one eye for the direction of the ever-shifting wind, one hand for the constantly needed handling of his ropes, and ttn added faculty or two for cheating or utiUsiug tlie tide or the breaking seas, as the case ^may be. ^P And more than those others, too, he must be prepared to blow up his own fire, get his own meal, and make every one of a hundred possible necessary I repurs, amid darkness, tossing, and cold Hying spray, if c«Ucd upon. ^ If any one would know to the full the meaning of Hniese things, let him ship on board a Bawley boat from r^igh or WhiLstable on an aut\mm morning, and with no chart, but with a lead-line and with the astounding memory of the skipper of the little boat, find his way down to the GunHeet and back. In all that intricate network of sands and channels, given the hour of tlie tide, the deptli and tlie character of the bottom as disclosed by the lead, a Bawley man will tell you exactly where you are, although, as in the case of an old friend of my own, he can neither read nor write, and has never seen a chart. In such scenes you may know the glory of the pathtinder as truly as on the veldt, in the deep jungle, or in the wide north-west. In this desolation of the waters men 6nd their brotherhood, as in all scenes where they grip hand to hand with great Nature. The sailing-boat is one of the simplest and most universal of human raaciiines — cleanliest, most delicate, most gentle, and amenable. It is a simple reduction to practical uses of the highest and most beautiful laws of physics, towards which all nations have contributed, 4 I MAST AND SAIL according to their abilities and the local conditions to which they are subject. The man, be he Clunanian or Malay, in the Mediterranean or Atlantic, wlio beats to windward through intricate channels against a lee-going tide, is staking his hand, eye, and brain, his whole concentrated intelligence, against Nature herself, turning against her her own laws. There is no 'as you were ' at sea. A fatliom too far, a little indecision, a mistake of judgment, or ignorance of a single detail, whether of the conditions of things beneath the water, or in the sky to windward, or in the rigging overhead, or whether of the eccentricities and behaviour under existing conditions of the boat, may result in disaster, with any result from a little loss of time and temper, to total loss of ship and life. The punishment for^ inefficiency and ignorance, even though they be excus-" able or inevitable, never fails in Nature. But at sea it comes remorseless, fierce, and sudden ; for the sea a hard taskmistress. and teaches her lessons with nai sparing hand. The wide difTerentiation of type which is observable in boat-building has been the result of the efforts of different nationalities, and differently constituted minds, to meet the peculiar requirements of their own nautical surroundings. ■ A journey of a hundred miles along any fairly populated coast will disclose some variation in rig, or in build, or in both, prompted by some curiousi tradition, or necessitated by some meteorological o physical condition prevailing in tlie locality, and affected almost invariably by other considerations of an historical or practical kind. ea 1 I THE SAIT, !N HISTORY 9 ^B Thus the direotions and force of the prevailing j winds, the character of the shelter available, the depth of water, the character of the ' sea ' to be generally encountered, and of the waters navigated, tlie length of the voyages, the materials to be had for building, the character of cargoes or metliods of Bshing, are all factors in the development of characteristic types, hough development and individual departure from strict type are always going forward, there generally remain certain welt-marked peculiarities common to the type, sufliciently distinctive to enable the student to trace their descent back for at least several generations, Nand in some cases to a comparatively ancient date. ( It is curious how many logs and cnuses, written by otherwise observant persons, are barren of information on tliis subject. The traveller is at pains to describe at length the arts and crafts and histories of the peoples whom he meets with, but boat-building and native seamanship he passes by as of no importance and little interest. The sailor relates in detail what he eats and what he does in his own ship ; liow he is wet or dry, or sleeps or wakes, sets sail or reefs; but so far generally as his narrative goes, his own vessel appears to be the only one upon the face of the waters, unless he happens to meet a pilot or a lightship or a yacht. Yet the history of Mohammedanism, with its extraordinary inHuencc on Asia and its tremendous consequences to Europe, is unintelligible without the dhow and the lateen-yard ; while the Malay race as it is to-day without the prau could not have been. These old-time vessels, the same to-day as they TO [AST AND SAIL he 1 have been for centuries, have altered the history the world. It has yet to be seen whether the age steam will leave such permanent results upon the dis- tribution of race and thought as have these simple sailing- boats, which have carried the crescent and the_ sword, and navigated and deeply influenced all th quarters of the Old World. Not less have the long clinker-built boats of ihe Northmen, and the strong, bluff-lined Dutch craft, been part and parcel of the history of modem Europe. Each in turn they have conferred that * command of the sea' which was essential to enable the races who , manned them to make and leave their mark on historyH They each have helped to build up that empire of the seas which this country has inherited, and must retain, as long as she is to wield influence with mankind. They will probably outlive our fleets and our empire, OS they have outlived the history' which they made. When our tall steamships are scrap-iron, and our cities, our literature, and our race are unknown except to a few learned .savants, the Arab baggara and the Indian pathamar will be still thrusting their long snouts through the blue of the Indian Ocean, as they have done for two thousand years already. Surely, then, the reeUng Red Sea baggara, foaming before a fair wind, becomes a thing of living interest, to which any man may well doff his hat in reverence for the things it has accomplished, and the history it has yet to see. The individuality of the sailing-vessel is one of its most remarkable attributes. It is seen to a lesser extent in the steamship, the locomotive, or auto- I ■ STRUGGLE OF THE SAILING-BOAT 11 rmobile, and in the stationary engine; but in none is it so developed as in the sailing-boat, and of all the works of man none has served him so long, or ever wins so pre-emiiteiitly the confidence and love of its .master and creator. H See her upon the stocks, in a Malay builder's shed, in Canton or on tlie Clyde — how helpless in her own creation, a mere mass of material, a thing to all seeming inert and dead. Yet from tJie moment when she rides at anchor in the tide she begins, even in tlie way in whiiTh she snubs her chain, to show individual itrait4> of character wliich are peculiar to herself, and which go on developing to the last day of her life. Stomi and sunshine, wind and calm, breaking sea and rolling swell, go to make her, be she junk or barge, ijchuyt or lugger, and to build up that confidence and timate knowledge of one another which lies between skipper and his vessel, and upon which may at any moment depend their very existence. And so the boat goes on * gaining continually in grace, strength, audacity, and beauty, until at last it has reached such a pitch of all these that there is not, except the very loveliest creatures of the Uving world, anything in nature so absolutely notable, bewitching, and accord- ing to its means and measure heart-occupy ing^ as a well-handled ship on a stormy day.' K The keynote of sea-life is the suddenness of its ^Kmergencics, the indescribable swiftness of its cata- P^trophes, and the intensity of its calls upon the presence I of mind and STvift action of those who follow it. It ^ks with a view to emergency, in the understanding of ^ ' Kukkin ID Turuer'a Uarboun of ilMijtmnl. I 12 the certainty of Nature's passions, that every capable sea-goinj^ boat is desijjfned. built, rijifged, and sailed bn every race. It i.s not the long summer evening oi^ the steady trade-wind tliat the sailing-boat is buil for. At sea, more than in any life of man, more eve: than in time of warfare, it is the worst that rau be anticipate exulting in tlie staunch bravery, the true spirit of duty, the unerring pluck with which the small fabric of man's making climl the threatening crests, and steps up to the heavy^ fisted squalls. Truth, beauty, power, and obedience — they are al there, all necessary. That worn little boat with her_ coat of tur and her patched brown sails follows lawaH as true and as majestic in every line of softly-turning plank or bowing .spar, as those by which the great "^ THE SAIL AND CIVILISATION 18 cathedral stands noble evidence of man s best aspira- tion, or the solid pier bars back the waters in proud witness of his highest achievement. It is probably true that the degree of civilisa- tion of any race is remarkably reflected in its boat architecture. The variety of its adaptations to the peculiar requirements of its waters is a measure of its appreciation of the value of the cheapest and most certain method of communication known to man, and it is evidence of its ability to use materials at hand Ui6 fit them to its needs. The highest degree ol tivilisation in maritime races has always been marked by activity in boat-building, and by variety of design and rig. In no case has this been more notable than in the history of China and of Holland, and in the ■'\driatic in the fifteenth century, in Europe during the last two centuries, and in the United States since 1780. The Negro, the American Indian, and the Slav, OD the other hand, have never designed a sea^going boat or cut a sail. It has not been fur want of water- ways or of opportunity. It has been simply owing to a lower class of intelligence, and to that want of originality and enterprise which is the despair of the Negro race, has been the death of the American Indian, and will probably prevent the Slav from ever attaining to that influence in the world's history which at one time seemed likely to be his. The navigation of the Nortlieni and Eastern coasts of Africa has l>ecti in the hands of the Arabs from time immemorial The dhow and the latccn-sail which are seen south as far as Zanzibar, are Asiatic, and not African. The defects which render it impossible that MAST AND SATT, the Negro will ever attain to any degree of true civilisa- tion, and wliich doom him to remain for ever on a lower scale than the most primitive race of Asia, have also prevented his ever raising a noble building, think* ing an original thought, producing any work of art, or building or sailing a boat of his own. The measure of his intelligence is the fact that he has never tamed the elephant, the most docile of living beasts, which no race of Asia, be it the lowest, has not tamed to its uses long ago. The Indian of America, although a fine canoe-man, second to none upon swift rivers, has died without ever having hoisted a sail or got beyond the canoe paddle. The Slav has less the makings of a sailor than either of the others, and though he may build land empires, the island races will always defy him to the end of time. And for the reverse of the picture, take the finest sailing-coasters, the most powerftil fishing-craft, and you will fmd that the inhabitants of the coastline they navigate are pre-eminent in courage or endurance, or in some branch of thought, or art, or manufacture, by which they will leave their mark among the races of the earth. It is the sum of these things which goes to make harbours in many ways the most interesting places of the earth. Here the land and sea, the shore-life and the shipping-life, meet and mijiglc. Here may be read the character, the history, and the potentialities of the race; here may be gauged the extent of their enter- prise and prosperity, in a way which can be done nowhere so well, not even in the capitals tliemselves. i I THE BOAT SPIRIT Iff Who should discourse of the Harbours of the World will have a subject worthy of liis pen, not less than of his brush. For he will deal with all history and the lives of the nations ; and he may paint scenes second to none for beauty of form and colour. There is no place so full of ever-changing life and physical activity as a great harbour, or more replete with interest and suggestion to the mind. The coming" and going of ships, linking it with ends of the earth ; the endless incident and the changes and chances of wind. tide. and sky, nil go to make harbour life unique, and to explain tlie fascination which it contains for every Englishman and boy. ^^ In tJie lives of most who have felt that fascina- tion, deeper than all else beside, has generally sunk the recollection of some small Bshing or coasting craft come in for rest and shelter from out the stormy horizon. The big-booted crew seemed to take on the shapes of old viking heroes, and the dripping little MKwel herself, with her clean lines and brave high r1)ow, is glorified in the memory by the mysterious air f of power and daring which seemed to cling to her as she staggered in under reefed sails out of the wUduess I beyond. ^t Ruskin, in a notable passage which is too seldom fread, has wellnigh touched the soul of tlie Boat Spirit : — ^m • One object there is still which 1 never pass without ^mie renewed wonder of childhood, and that is the bow of n boat. Not of a racing-wherry, a revenue cutter, or clipper yacht; but the blunt head of a common, blulf, undecked sea-boat, lying aside in its iiirrow of It MAST AND SAIL 1 beach sand. The sum of Navigation is in that may magnify it or decorate as you will : you do not add to the wonder of it Lengthen it into hatchet-lil edge of iron, strengthen it with complex tracery ribs of oak. carve it and gild it till a column of light moves beneath it on the sea, you have made no more of it than it was at first That rude simplicity of bent plank, that can breast its way through the death that is in the deep sea, has in it the soul of shipping. Beyond this we may have more work, more men, more money ; we cannot have more miracle. f * For there is an infinite strangeness in the perfec- tion of the thing as work of human hands. I know nothing else which man does, which is perfect, but that All his other doings have some sign of weak-, ness, affectation, or ignorance in them. They are over-finished or under-finished ; they do not quite answer their end, or they show a mean vanity S answering it too well. But the boat's bow is naively perfect; complete without an effort The man who made it knew not he was making anything beautiful, as he bent its planks into those mysterious, ever- changing curves. It grows imder his hand into the image of a sea-shell ; the seal, as it were, of the flowing of the great tides and streams of ocean, stamped on i^ delicate rounding. He leaves it, when all is done, without a l}oast It is a simple work, but it will keep out water. And every plank thenceforth is a fate, and has men's lives wreathed in the knots of it, as U« cloth-yard shaft had their deaths in its plumes. ^ * Then also, it is wonderful on account of the great- ness of the tiling accomplished. No other work of 1 >* THE POWER OF THE SAIUNG-BOAT 17 human hands ever gained so much. Steam-enfi^nes and telegraphs iniieed help us to fetch and carry and talk; they lift weights for us. and bring raessiiges with less trouble than would have been needed otherwise ; this saving of trouble, however, does not constitute a new faculty, it only enhances the powers we already possess. But in that bow of the boftt is the gift of another world. Without it, what prison wall would be so strong as that '* white and wailing fringe " of sea ? What maimed creatures were we all, chained to our rocks, Andromeda like, or wandering by the endless shores, wasting our incommunicable strength, and pining in hopeless watch of inconquerable waves! The nails tliat fasten together the planks of the boat's bow are the rivets of the fellowship of the world. Their iron does more than lead lightning out of heaven, it leads love round the earth. * Then also it is wonderful on account of the great- ness of the enemy that it docs battle witli. To lift dead weight, to overcome length of languid space, to multiply or systemise a given force, this we may see done by the bar, or beam, or wheel without wonder. But to war with that living fury of waters, to bear its brea.st moment after moment against the unweaned enmity of ocean, the subtle, Htful, implacable smiting f the black waves, provoking each other on, endlessly, 1 the infinite march oi^ the Atlantic rolling on behind them to their help, and still to strike them back into a wreath of smoke and futile foam, and win its way against them, and keep its charge of life from them; does any other soulless thing do as much as this?'* ' Turner's H^Thoitrn^f En^imd. Ion 18 MAST AND SAIL The pleasure-boat and the yacht form no pai the subject of these pages. Modem yachting hi developed along special lines into a science in which quite new factors than those usually prevailing Iq shipbuilding have been gradually introduced. As wS natural, a considerable literature has grown up with it, and the yachtsman will find no lack of capable books dealing with those sea-queens of steel, lead, and aluminium in which Uie modern yacht has cidminated. Nor in these pages is it intended to deal with modem square-rigged soling, for this subject is aj engrossing one by itself and needs to be treated by a square-rig sailor. Modem square-rigging may be said to have come into existence with the develoi nient of the topmast and topgallant mast, which vt a result of the adventurous and extensive voyages in the tiny vessels of the time by Columbus, Vasco da Gama, Cabot, and others in the early sixteenth centuxv which made an end of the monopoly of the seas by the Venetian galleys. It developed constantly through the period of the Dutch naval supremacy, through the wars which won for £ngland the mastery of the seas against France and Spain, and through the period of the American competition for the carrying-trade which immediately preceded the introduction of steam and of iron ship-building. In fact, its development has scarcely yet ceased, inasmuch as double topsails and topgallant sails, and steel yards and masts, are an outcome of the later steel age, and are a production essentially of the last quarter of the nineteenth century. From the caravel of three hundred tons to the four- masted steel sailing-ship of six thousand tons measure- I THE HUMl ER 19 N ro ment is a long step, and its history would be an in- structive and tlirilling record of the enduring patience, the uncomplaining fearlessness, and the resourceful ingenuity in the face of difficulty, privation, and danger which have always characterised, above all men, the deep-water sailor. We tread a humble road and sail with the lowly worker. We turn where the modest coaster and the patient fislier-craft ply in the forgotten comers of the seas : whose homes are behind the rough stone piers and the lonely, wind-swept banks. Tlieir hard-won wake we follow, not in the ocean highways, but by rockbound cape and snarling, far-stretched shoal ; not the bright noonday, but in the bleak watches of e long night; not in the summer breeze, but tn tlie fiiry of hammering gale and rearing sea. With them we hear the 'longshore seagulls' wail and the .sad curlews' whistle. In their woni shrouds the cold land- wind harps to us; the thunder of the waiting breakers is about us. Their music, the singing of the coastwise tides, Ls ours too. There is death in that symphony, but it holds the great secrets in its keeping. KaXov yap TO iOXov, kgu r} cXttic fieyaXr}. CHAPTER ri THE BALTIC, DEMMAHK, AND SWEDEN The Baltic may well claim precedence among tlie as the boat-sailers' paradise. Not even the classics Mediterranean can surpjiss it in interest or beauty.' While in the Mediterranean the sailor's mind goes groping back to reconstruct, if possible, the craft of Egypt, Phoenicia, or Rome, in the Baltic his eye niay| gaze upon the almost identical longships, or * keelcs, which carried the brave Norse boatmen of old to build up nations in the West. m As the Mediterranean is the nursery of the high^ peaked lateen, the parent of the longyurd higsails oL the South, so the Baltic remains the sea of the storm-l enduring squaresail, the parent of the short-headed lugsail of our Northern isles. ^ The one is the home of the silent, clean-lined, carvel build ; the other of the strong, simple clench or clinkcr-build, first understood and practised by the wonderful old Norse boat- builders, and by them_ handed down, through the fishing-boats of the Northt nations, to our own time. But while the interest of its strongly -built boa< and the beauty of its wooded, rocky coastline exercis< a peculiar fascination upon the voyager, perhaps the chief charm of the Baltic is in the kindly ways am SCANDINAVIAN COURTESY 21 honest hearts of the hardy people living upon its shores and navigating its waters. k No nations of the earth can excel in charm and hospitality the Norw'cgians, Swedes, and Danes. What a voice these Scandinavian cousins might liave in the world's doings if they would but settle their differences and agree to pull together! When navigating their seas and enjoying their hospitality, the Englishman can never cease to wonder why the present enmity between them does not give way to the more generous tS TUE KATTISAT which is produced by unity of policy. It is too much to say that the British race, under similar circumstances, wuuld have contrived some scheme of federation which would have enabled the three Norse nations to have presented a united front to the world, and been masters of the Baltic. It is upon the water, as ever, that political or racial differences are forgotten, and the cruiser may be sure of a hearty welcome, and a friendly hand if he needs _it, whatever nationalitj- he may light upon. It was once when beating up the narrow channel, 22 MAST AND SAIL scarcely twice our length across, into the little port of Landskrona on the Swedish coast, that our forty- tonner went a fathom too far, and as she came in stays, she took the mud and remained fast. A pilot came off, although it was blowing trcsh, and eventually, after other efforts had failed, he took off a heavy anchor for us, by means of which we soon hove the ship off. He watched us get it in, and get way enough on our ship to come about again clear of the shoal, and thence go tacking up the tortuous gut, with evident satisfaction. As soon as we were at anchor, and while we were still stowing sails, he came aboard. * Good day. Pilot,' I said ; ' what do I owe you for that little job ? ' 'Good day, sar,' he repUed in excellent EngUsh, taking off his cap all round; *I just come aboard to see you and look at the yacht; she was built over here.* We offered him supper, or a glass of grog, orf a cigar, but he refused all. saying that he'd *just like a bit of a yam.' So a yarn we had, a good long one, M about the ships he had sailed in, the ports he had visited all round the world, and about the ship, and what she cost to build, her rig, her speed, her virtues and her shortcomings, and an hour after he raised his cap and began to haul his boat alongside. * Well, Pilot,' said I, 'what do I owe you for helping us get that anchor away ? ' ' Oh, that 's nothing,' he declared, and he insisted that lie only wanted a yam ' and to look at the yacht again.' In vain we pressed money, food, and drink, and everything else we had on board upon him. As he pulled away in the darkness of the r I BALTIC CRAFT 2fl windy night, he was still protesting that all he had wanted was a yam. And this is typical of the sea- faring men of the Baltic Sea who, second to none, have drunk the deep sea spirit, and from some of whom, more than any of the sons of men, it has been my lot to receive kindness and friendship more disinterested, more unique, than I think can ever be met except among the men who have tasted in life the meaning of the great silence, and know it well in THE flRlUT Biet.T Not less than the men, the craft of the Baltic form a never-ending source of interest, and have very well- marked characteristics. With scarcely an exception the sharp stern is used in all the fishing craft, whether Finnish. Swedish, Danish, or Norwegian. Sharp floors, great beam, and considerable rake of stem and stem post, with wide flare forward, are the rule. The boats are nearly always clinker-built in wide strakcs of great £4 MAST AND SAIL thickness, and when undecked they usually have high sheer. The materials used are oak or 5r, and woodeqfl pegging is much resorted to. As regards rigging, pole-masts of very good height are usual. Where the old single squaresail has been discarded, the square-headed spritsail has generally been substituted (except in the larger vessels where the gaff mainsail is preferred), and the staysail added before the mast to keep the balance of sail. In the small traders, in which the gaff and /. uAuna mwjcM mainsail take the place of the spritsail, the dandy ii especially on the south coasts, the favourite rig. Tl mizen is usually lofty and stepped well inboard, its proportion often gives to the vessel the appearance of a cross between a dandy and a schooner, like the early nineteenth-century schooners on our own coasts. Besides the fore staysail, there arc usually in these vessels two or three jibs rigged out on a long jibboom, and square yards and sails hold their own on the fore- mast for favourable winds, and often even when sailing THE BOATS OF THE NORTH 95 ^: by the wind. As in the old Dutch galliots, which these vessels often much resemble, leeboards are frequently seen, especially in the shallow waters of the southern coast A peculiarly antique stem (Uke that of the King's cutters two centuries ago), with old- £ashioned wooden davits carrying the dinghy over it, an overhanging bow with much flare, and prominent deck-bouses painted in some light colour, give to these craft a character of their own, and help to make them comfortable sea-boats, notwithstanding the low free- rd of the waist when fully laden. The fishing craft ot the Gulf of Bothnia and Finland form exceptions to the usual run of craft in the Baltic ID the matter of beam, and are proportioned much more on the lines of the Viking vessels, which they also follow closely in the matter of rig. Like the long 'Keeles' of the fifth century, they are nearly always open, and when, as in some of the larger and deeper boats, a shelter is provided, it is placed in the stern of the boat, instead of forward as is usual in fishing craft on our coasts. One reason is, no doubt, that the great height of the bow renders decking unnecessary and inconvenient ; added to which the North men wisely Uke to keep weight out of the hollow-lined bows, and so assist their boats in being lively in the short seas prevailing in bad weather in the Baltic, to which tins class of boat must always be kept head on. The curved and elevated stem and stem posts of ese boats remind one instinctively of the Viking diips. and they show how little in some respects the design and construction of those old builders has needed improvement. Like their forerunners, the boats are MAST AND SAIL I clinker-built of oak or fir. They are used for cod- fishing, and pull from .six to twelve oars, with lonjM blades and heavy looms.' In some cases yoke line^ are fitted in addition to the tiller. It will be noted that an almost similar type of boat, but of finer lines, and finish, and slightly larger size, is used by the "So wegian cod-fisherman of the Trnndhjem district. The spritsail boats in F'inland follow very generally the lines of the small open boats in use among the Nor wegians and elsewhere, and do not call for speci notice here. Denmark If, as the Danes afSrm, the Swedes may be called the Frencliraen of the North, they themselves may at least be reckoned the £ngHsh of the Baltic. The peaceful inland scenery of their islands, th personal appearance, their enterprise, and their d reliance upon the sea, are all essentially British. As might be expected of an island race, using sea so widely, tliey are splendid boat builders and boat sailers, and have developed a great variety of intereslfl ing types adapted to the peculiar conditions of the shores. ^ The boat-harbours of the Danish Isles consilP generally of a couple of timber jetties filled in with big stones, built out on some shallows, or in a shelterdf spot at the mouth of a Qord, and enclosing space enough to just hold the boats owned by the inhabitant ' Tho purely upcii boat* vf tLi>i ty^e in the Gulf of llotliuia ar« about 2d ft l»ng-, 5 ft. beam, and 2 fi. in deplb, vUh a nust aboat 2-i H, I«Dfrtfa. Tb* foot of the squaresail is wide, nnd Is extended hy a l»n^ boom. The balf- d«ck«d buait are 27 ft hy7 (t tteiim, bjr over 3 ft in depth, have a shor niMt, Mid a verjr §<)uar« yard nearly tbr pmme length »• the tnaat. rOHDHARBOFRS 27 of the scattered little wooden houses near by. Their entrance is often less than thirty feet across, and there is generally not more than four or live feet of water in the haven. Getting under way or bringing up in these confined and crowded little harbours in anything of a breeze requires a quick eye and a handy boat. Even in the most exposed portions of the coasts there is generally one such harbour within reach, if one's craft does not draw too much. The abundance of small harbours, the untold miles of protected waters to be navigated, the charming scenery of widening, narrowing fjord, and the shallow soundings generally obtainable, all combine to make this portion of the Baltic a glorious cruising-ground for the adventurous small boatman. But he should follow the example set by the Danish fishermen, and never exceed a five-foot draught if he wishes to explore tlie most charming of the Danisli E waters. Mr. E. F. Knight, in his Cruise of the Falcon, has given a dehghtful description of the heaiitiful coast- line and its fishing population, and of the treacherous weather to which the lovely waters of the Baltic are subject. For the open water work, the Danish boat-builders have succeeded in developing very powerful boats, considering the draught and size to which Ihcy are gene- rally limited by the restricted size of their harbours ; and in the wild autumn months they need to have stout craft under them even more than in the beautiful but treacherous summer days ; for no sea changes its hue so quickly or so often as the wicked, wooing, smiling Baltic. And as the winter comes and the warning w MAST AND SAIL iUkes of bottom ice commence to shoot upwards to the sur&ce, boats and men together have many a long hui) fight to get home from the clutches of the hungry northern storm-fiend. PLAICB-FISHINQ. — HORKRAKK HOAT, 30 FT. BY iH FT. 8 IN. BV 6 FT. For the even more exposed and boisterous waters of the Kattegat, and the western coast of the bleak promontory of Jutland, larger tonnage and greater draught is the rule, while for the eel and other shallow- HORNBAEK BOATS S9 water fisheries Hat bottom centre-board open boats are eomiiig in. The fishing-boats of Hombaek, at the nortliern end of the Island of Siaelland, and of Skovshoved. on the east coast of Siaelland* in the Sound and north of Copenhagen, will be probably best known to yachtsmen '1'' .' 1 r I OFF not Tjann and seamen, the majority of whom, in vessels of any draught, pass through the Sound in going and coming. The Hornbaek boats are very characteristic in build, ■nd follow the usual rule of being stem and stern alike and clinker-built They have considerable sheer, and remarkable flare on the bows and quarters. The stern- post is very raked, and the top is rounded up and cut ofT, in a manner peculiarly Norse, below the top of the 30 MAST AND SAIl. rail, the tiller passing through an open cut in the bul- wark, and beneath tlie rail, wliich is carried right round. They are cutter rigged, having gafT and boom^ mainsail and yard topsail set on the pole-mast. ^ They are decked in, and are fast and beautiful sea- boats. They are used for plaice and other fishing in the Kattegat* i Almost identical with these boats, in build as in rig, are the sole and herring boats of Lynaes and Hundested, liLL KATtt/OAT PUtlCK'KISIIIMi IIOAT at the mouth of the beautiful Ise Fjord. They have" less sheer, less draught, a trifle more beam in proportion to their length, and a lower rail than the Hornbaek boats, but like tliem they have to face plenty of weather in their fishing-grounds around Anholt and ii ' Approximate dirnotiitionii: I^ji|;tli, 31>ft.; beam, 13ft.8io.;i)ratij;;ht,fifLj In most ca«v« the (limGaaions nF thn DanUh houtU are taken fron C«pt C F. Dreo)i8er>i admirablv wurk ou tbe Uuii»h liaberiM. ISE P.TORD 81 le southern part of the Kattegat Owing to their shallowness and enormous beam, and their peculiar dish-like section, these boats, when under way, really appear to be all deck, and to have scarcely any side at alt They are wonderfully buoyant dry craft, and their .^.« N riRUiuro stAOP, ihb pjoiiti motion in a sea-way is quite peculiar and strange to any one accusiomed to deeper, narrower builds.* A number of these boats weathering a nor'-wester form a sight which no one who has been privileged to see it can foiget. Another craft, almost similar in every particular to the types just mentioned, except tliat she is larger and ' Ungth, .12 ft tt in. ; l>eAni. 13 ft. 8 io. ; inagbt, 4 A. 6 iu. 82 MAST AND SAIL ao^ is dandy -rigged, may be here referred to as hailii _ Frederikshavn, at the north-eastern extremity of the storm-swept Jutland. This boat is also used in the plaice fishery in the Kattegat, and is, as is very necessary, a powerful sea-keeping type, of very strong construction. The mizcn, behind which is the steering- well, is often a fiat>headcd spritsail, and the mainmast is fitted with a topmast. Such a boat would form ideal rough-weather cruiser.' Plaice, sole, and turbot form an important fisher)', and besides the trawl, and shore and deep-water bottom seine nets, spiller lines and tramel nets are used all round the coasts. These tish mostly frequent Anholt and the Aalborg banks, I.se Fjord and the heiid of thi Sound, and some spots on the west coast. The Skovshoved herring- boats, in which may included all boats engaged in this important fishery, sailing &om the small harbours of the Sound, as far south as Faxe Bight at the south-eastern end of Siaellaiid, are much smaller in size and are only half- decked. The curve of the stem-piece is very niarke<^ and gives a very rounded forefoot. The stern-post i| as usual very raked, and above the waterline makes that curious elbow, or forward curve, which is charaod teristic of the majority of the Danish boats, and is more developed in these boats than in any others. They carry their beam well aft, especially above the waterline, where there is great Hare. The deck plan ij peculiar, the little cuddy which does for a cabin, has just room for two men to lie down for on occasioni ' Approximate dimensioDE ; Leii^hj iZ ft. ; bunii H ft. ; draugiit, 6 It. 6 iu. i toDiwK*, »buut 24. 1 ui is onH THE SOUXD HARBOrRS spell, being placed afl at the quarters just before the tiny well occupied by the steersman. The boat is open amidships as far as the mast-thwart, with wide iaterways along the sides. In a boat sketched at Vedbaek these waterways raduaUy narrowed forward until they vanished at each bow where tlie boat was entirely open^eloquent h it i^tiif* V.- VEnUA^.k. HuJk 1 — ^^.. (I BVDTJO SCUT --^:^^^^/ »» ritness of the lifting power in a sea-way of the rounded forefoot and high-Hared hows of these boats. At the pretty little harbour of Rodvig, however, the boats were mostly decked before the mast: no doubt owing to the verj' nasty sea to be met with here, c more often than not exceeding one-third of the over-all length), and have from 8 feet to 8 feet 6 inches draught. The mast is stepped well back, 8 to 9 feet from the bows, and is a stout spar standing 21 to 24 feet &om the deck. The mainsail is a flat-headed spritsail. THE DANISH SPRIT RIG 85 jreet, standing at an angle of about forty-five degrees rith the mast, is about 22 feet Inn)^, and its end stands little below the line of the masthead. In its cut id proportions the sail is directly opposed to the iriociples usually followed in the fore and afl mainsail, ic peak standing lower than the throat, and the foot Mng several inches shorter than the head, so that the :ch stands up and down, the peak standing over the OPKK tKlFT clew. The shape is, at first, by no means taking to the eye accustomed to well-peaked s^ls, altliough it undoubtedly results in a very fiat-setting sail when close hauled; and it is quickly and easily reefed, and can be reduced to very snug proportions in a blow. The foresail is a big powerful sail running on the stout forestay. Like the mainsail it is generally tanned, and together they form the working rig of the boat. 86 MAST AND SAIL A light triangular or jib-headed topsail hoisted a long spar and a large jib set on a light-running boi sprit are used in fine weather. It is noticeable the Danish fishermen, like the Norwegian pilots, hoi on to the fore staysail when it blows, although tl British smaeksinan takes it off before any other low* sail when there is any weight in the wind, and prefe his small third or storm-jib which, as he says, pre down a boat much less tlian the staysail, and has more lifting power. The Dane or Norwegiaji, hoi ever, owing to the great beam of his boat, feels pressing influence of a staysail far less, while in high-flared overhanging bow he has all the liftii power he requires. It is curious how, for raci purposes, we are coming back in this country, as tlu are in America, to greater beam and greater overhi and flare forward. Both mainsail and foresail have generally three rows of reef-points in them. The mainsail is held by a rope lacing to the mast. It is stowed in a bunch on the mast, and when set is first hoisted well up by the main halyard and then hauled out to the spreet-end by the out-haul. When braiUng up the out-haul is let go and the two brails are hauled upon, the peak and head of the sail being thus brought down alongside the mast TM sail is never brailed up at the throat while standing on the spreet, as is alwa)-^ done in the Thames barge an^ other sprit-rigged boats in England. V A very handsome type of little cutter comes from the neighbourhood of Nystead in the Isle of Laaland, less peculiarly Danish in type, and having a transom- LAALAND AND BORNHOLM 87 tern and much straighter stem-post. She is flatter )red and more straight-sided than those already iescribed. She has a lofty pole-mast and standing iwsprit, and is used for the herring net-fishery.' The herring fishing extends all through the quiet 'It as well as the Sound. Stake-nets are extensively ised along the shores, especially in the spring fishing. i/y sntiTiiAtL nBnaiN«-iioAT rhilc the greater part of the [autmnn catches are made _by drift-nets. The solitary island of Bornholm, lying in the Baltic, has some good boats of its own. The open boats used for the important herring and spring salmon fisheries are dandy-rigged, the main and mizen sails being spritsails with a slight peak to them, but still very straight leech. A yard topsail is sometimes carried, and is set on a kind of sliding-gunter topmast < LeD«lb, 2S feet; bwun, » fwt; drauijlit, 3 feet ioobes. 88 MAST AND SATT. passing througli a cap in the usual way, the heel which comes down to within reach of the deck. Th^ raised stem and stem posts are very straight. Th< are mostly 22 feet long and 8 feet beam, and aboi 8 feet 8 inches internal depth. The larger decked boats used in the salmon fishery are of the sharp- bottomed wide-flared build, very lil the smaller Skorshoved boat. Foi-ward the stem-hei is carried up some three feet in height^ reminding oi much of the Gulf of Bothnia boat. From here open rail runs right away aft to the quarter. A si deck-house aft gives a peculiar appearance to the boat She is a pole-masted cutter, the mainsail having boom, and being sheeted to a horse inside the stem.' The perpendicular line of the leech and the very square bead of the gaff topsail are not at first prepo.ssessing. The salmon frequent several of the shallow fjords of the islands, and are caught in large numbers ofi' Born- holm on the west, south, and south-eastern sides. The drift-net is largely used, and floating hook-lines are set in deeper water outside. In the shallow fjords among the islands, in the Little Belt, or up the flats of the Aalborg banks on the eastern coast of Jutland, llat-bottomed open skifls, as usual stem and stem alike, are used for eel and plaice and other shallow- water fisheries. Thej' are fitted with leeboards or centre-boards* and rigged in one or otlier of the usual fashions. All these shallow waters of the coa.st1ine bear witness to the ingenuity of the local fisherman in the ' These boatii ran to about 3^ feet lonf, 11 feet 6 inches b^m, end 4 feet 6 Inches draught aft, aad 4 feet forward. ESB.TEKG AND THE NORTH SEA 89 ulUtudes of stake-nets and basket-work traps with hich unwary herrings, eels, and flat-fish, and even more sagacious deep-water fish such as cod, are beguiled. Not even the much-staked waters of the tropics can compete with the Baltic in the multiplicity and variety these contrivances. While the principal scenes of the herring fishery are the Kattegat and through the Great Belt and the ound to the shores of Bomholm. the cod and haddock uent mostly the west, or North Sea, coast of Jut- d. and the boats used in this fishery are large, werful craft. Some of the regular North Sea dandy- rigged smacks are now used in this fishery with counters and straight stems, but the visitor to the little port of Esbjerg will find plenty that is novel and interesting in some of the stout cod-line boats lying there, or in the beamy little traders from the south. A typical Danish tj-pc of boat used here is about 87 feet in length, 13 feet 9 inches in beam, and over 6 feet in draught. She as a curious turn up to the stem-liead, not unlike the snub-nose of some of our modern racers. She is, as usual, stem and stem aUke, but has full rounded ends and sharper bottom than is usual. She is cutter-rigged with gaff and boom mainsail, standing bowsprit and topmast of very English proportions. The open boats are spritsail- rigged, with an also much more familiar shape of sail. They have straight overhanging stem and stem posts, and a great deal of flare and sheer, and are very round at the gunwale at ^each end. They run up to 26 feet by 8. ^P In this fishery, which is curried on in many spots f round the eastern Jutland coast, and among the islands. k SWEDISH TYTES 41 The open boats used in the cod and herring net fisheries are, in their way, perhaps the most remarkable craft afloat Their characteristics are monstrous beam and great strength. For a length of 17 feet some of them have a beam of 18, and yet, owing to the beautiful curves, there is no sense of awkwardness about them. They are clinker-built, with sharp floors and raking stem-post, and carry one large spritsail. The head of the sprit, instead of being pointed for fitting in the grommet at the mast, is generally forke fiiil, My eyelids are smarting,' the herring and cod fishers weather the northern ^s with no shelter but the weather gunwale of their open boat, and witli smarting eyes and tired anns bail for their lives with the same cheery spirit. 46 MAST AND SAIL They credit this old type of boat with marvellous sea-going qualities, and by reason of the faith that is in them, and tlieir own strength and skill, liave niadcj this simple old-world boat the trusted companion o{ their sea wanderings. The secret of the Nordland boat probably lies ii noRDLAKD O0I>-B0At] the extreme lightness of the ends, which makes berj lively in a sea-way, and in her handiness under oars; for, shallow as she is, and narrow in the beam, she has none of the qualities of a steady-going sea-boat. Her life in bad weather depends upon the handling she receives. The most feminine of boats, she demands a real man for her helmsman, who knows his own mind and has a strong liand to effect his purpose. Capricious, quick, seemingly, to betray her charge, she yet loves tofl be ruled strongly. It is only this she wants ; and once THE NORDLAND BOAT 47 >e finds that she has her master, she will take him ■Uirough the wildest winter niglit in safety, yet not WHIfBAAD without throwing more water than is either seemly or safe. The characteristics of huild are shown quiiikest by a drawing. The planks are stout, few, and wide. The width is often as much as 16 inches in some parts; the [.Mr. -^ OnC( rlVR'CUK HKKIIIWrj-|M«T ordinary five-oar herrinjij-boat has only five to her side, and tlie smaller boats but three. The ends have great 48 MAST AND SAIL sheer, the sides great flare, necessitating in many cas< a waterway inclined sharply in-board and carried fror the quarters to each bow, upon which the wooden oi thowles are usually fixed. A wash-strake is fitted some of the herring-boats when deeply laden with net or fish. In the larger boats used for winter fishing, small cabin is arranged aft by building a bulk-hei ^^i ^^P^ ^ "^ ^^ NORDLANn BOAT, DEET LADEN across at the quarters, raising the gunwale and decking in to the stern. Here a stove and bunks are fitted, and some protection from the weather is obtained. All these boats rely chiefly on oars for progress to wind- ward, having very little grip for weatherly work. They carry a crew varying from three to ten men, and range from quite small boats to 50 or 60 feet in length.' ' A herrioft-boat 31^ fe«t 4) iiiclies in tenglii lia.t tlte rnlla»tiiK •iimenaiatii : — Bum, K frrt a incheo; d^ptli, S fe«t 8 inches; mwrt, ZCi ieet 3 iocbw; ysrd, 11 feet, with from four to ten oan. S<>NDFJORO 49 i^ are faste mast up with, and shrouds and backstay runners ire used in the ordinarj' way. The muin halyard leads tbrough a sheave below the mastliead. and is led down _tft to a powerful purchase. The old-fashioned and y effective rib and truck parrell is used to keep the to the mast. It is the most efficient form of irrell known to square-rig sailors, and never jams. The old Nordland 'jaegt* which fonnerly did so auch of the coast-wise trade of Norway was rigged in U precisely similar manner. Owing to the compara- pvely lai^ tonnage of the vessel her gear was propor- ponately heavier. The pole-mast was a very heavy r, supported by four shrouds on each side, and by )pmast stays, backstays, and a stout forestay and fore topmast stay. The sail was reefed by means of bonnets along the foot, four or five deep, so that close- reefed it formed a handy little sail. The main halyard had a very powerful purchaj^e which led down to the forepart of the high poop, much as in tlie Arab bagala of the Indian Ocean. A fore staysail was occasionally used. The most characteristic feature about these high- sailed, broad-beamed old vessels was the ^^tern, which is quite a reminiscence of two centuries ago, and may still be seen in many of tlie trading-sloops and other small fore-and-afters of the Baltic. 52 MAST AND SAIL Coming to the southern coasts of Norway, the m( characteristic type is llie old ' Hvalor-baad,' which isj 0I.& HVJklAK rUMT-BOAT very closely related to the Swedish and Danish Baltic craft, and from which has been developed the moden pilot-boat and the sailing lifeboat (Redningskoite). "-Jm^^^ ttWW BVAUm BOAT The hvalor-baad is the most masculine of boats, and in every way is the direct opposite of his Nordlaiid sister. Bluff, broad, strong, and deep, he will face an] weatlier; he has no good looks to boast of, but THE HVAT.OK BOAT 53 singularly quiet and steady at times wlien his sister of the north would be cutting capers and longing for the nearest port to leeward. While she is being coaxed and compelled to behave herself by six or seven strong men. the hvalor boat will be standing out to sea with one hand in the tiny cfX'kpit, or having put his pilots into inward-bound ships, will Bnd his way home hundred miles or more all alone, except for the boy, y...r0n THOMIIPKM 'l-irmOAT' ho appears to be carried rather for sake of company and out of respect for the prejudices of sailor men than for any help he can really give the hvalor boat in I getting home. ^ft In common with some of the broad Danish and } iSwedish craft, this boat has remarkable characteristics. Owing to the great beam, the motion in a seaway is most peculiar ; there is a sort of ' I 'm not going to be put out, or knocked about, or splashed ' sort of way of going through a sea, which would reassure Uie mos-t timid landsman. £asy to handle, quick and light to 54 iatt: steer, sure in stays, snug and stiff in a squall, and very fast, this kind of boat is the most comfortable fo cruising puq)oses that I have ever worked. As will be observed, the rig is very simple, consists of a stout pole-mast stepped well back in th( boat; the somewhat ugly, square-cut Norse spritsj with peak lower than the throat for mainsail, and » r'^j ■KAKXKii tm fvipr, CBHimAtitA rjomo 'offspring, the modem lodsbaad, passing in or out .to sea. The 'lodsbaad' or pilot-boat now built is an improved hvalor-baad. It is an interesting and significant fact that the improvements whidi have been effected in the lines of these boats, and in their speed and weatherli- ness, are largely due to a countryman of our ovm, Mr. Cohn Archer, who has long been settled at the Uttle port of Lar^ik, and who has made an undying name for himself as the designer of Nansens ship the jFVawi. Norwegian fishermen owe him a great debt MAST AND SAIL for the manner in which he has devoted himself to tl improvement of these classes of vessel. Following the law of development wliich is render* almost universal among types of sailing-bonts by tl ever- in creasing demand for speed and for greater sea- keeping capacity, the pilot-boats have increased steadily in size. This, as in the case of the larger Danish boats of the same sort, has necessitated the substitution of the gaff and boom mainsail in place of tlie old spril o^fc. Orir OHRirnAMUIM> sail, the sprect in vessels of such tonnage being a heai unhandy spar in a rolling sea, involving serious dan| in case of the heel becoming unshipped from th< grommet. Main and foresail are the sails usualli carried, the jib and topsail being fine-weather adjunct The boats carry outside ballast, and are always full] decked. Owing to their roominess they are very com^ fortable below, and in them their crews can literally face any weatlier that blows, even in t)te terribl Sk^erak. THE NORWEGIAN LIFEBOAT 57 Kedmngskdite ' In 1892 a society was formed for saving the lives of 'shipwrecked mariners. This society has found a wide field for its operations principally among the fishennen on the north and west coasts of Norway, who collect in large numbers during the great cod and herring fisheries, which, as already explained, take place largely in the middle of winter, and in open boats. The lines given in tlie accompanying diagrams re- ;nt the type of boat which has been found most titable as a life-saving boat among these fishermen, ;ing remarkably handy, able to stay out at sea in \y kind of weather, and powerful for towing smaller its to shore when caught in a gale off the land The society has now built over fifteen of these 'Skoiter/ and there is a constant call among the fishing >pidation for more of them. A ' Redningskoite ' is very strongly built. The stem and stern post, outer planking, rudder head, stanchions, combings, and other principal parts are oak. *he frames are double, built of * grown' yellow pine, le floors running across the keel and consisting of the stem and root of the tree. Between each frame is fitted a steamed and bent oak rib which is riveted to the outer planking. They are carvel built. The fastenings of the outer plank to the frames are wooden treenails (juniper) and galvanised iron spikes above water, metal spikes under waterline. Decks 2-inch pine. Inside the frames is worked a water-tight lining from gunwale to tiie cabin deck, which is likewise water- ' For tJi« dMcription utd liaea of th«M boatt I xm indebted to Mr. Colio JklxktT, MAST AND SAIL tight and firmly fixed, so that if the outer skin is sto> the boat will float on the lining. There are four wat tight bulkheads. The cockpit or hclmsraan's com] ment lias water-tight floor and sides, and is soinetioit furnished with self-clearing pipes leading out-l The crew consists of four hands. The sail plan explains itself. It is designed strength and handiness. The strongest canvas best rope and blocks are used. This is of the great importance. No instance has occurred of these boats being forced to seek shelter from stress of weather, although they frequently stay out in heavy gales all night and in the middle of winter. The chief danger seems to be the jiving way of some part of the gear.' It will be noticed that these boats retain the characteristic shape of the old hvalor boat, but that, in common with so many growing types of the present day, they have, with their increase in size, taken to the handy ketch or ' dandy ' or * smack ' rig, as our fisher- men variously call it; they have become carvel built; and like the lodsbaad they have adopted the modes speed-giving device of outside ballasts. " In lSd4 ! built a half-decked 22-foot boat in Siam, very much, oddly enough, after the lines of the modem Redningsko'ite. In this little craft I travelled long distances iii the Gulf of Siam, and I can vouch for the splendid sea-going qualities of such a bout. It will be noticed that although tlie ends are well raked, there is no excessive cutaway, and the large pro- ' Tbe irou keel weifsh) about C tonh, and is fiKtciied with 12-14 gmlvin- iaed iruu bolts 1 { iuch, set up witli na^bers ou the koeleou. llic Iwftt varrin shout the Hsme wt>iK)it of iron ballaet inside, stowed under the c&b'ia flu Digplacetnent about :;!(> tons. THE BANK FTSHING ^T.SSFX 59 irtion of straigfat heel enables the boat to lie well to the wind and run a steady course, both importftnt points I in a sea-going vessel. Of the larger boats it remains to mention the Bank- jiskerskoite. A deck fishing-bout so named has long been used for open-sea fishing off the west coast of ^ Norway. The design sent me by Mr. Colin Archer tsfl only one of many models used, each builder having his own style. Several boats have, however, been built of the kind here represented, some of them being consider- ably smaller, for the Lofoten fisheries, but very much on the same lines, and they have given great satisfaction^ nHsriK »KtrT For seaworthiness, handiness, and good sailing qualities.^ During the last year or two an evolution towards steam has been going on, luid here, probably, ils elsewliere, steam power for ' bank ' or open-sea fishing will soon , be extensively used. The drawing of the Bimkfiskerskoite shows aj MAST AND SAIL meUl (cast-iron) keel In fisliiii^-bouts this is quit a modem innovation which has not generally adopted. In pilot-boats it is more common. In a of the size represented the cast-iron keel •will wei( about 2^ tons, or about one-third of the total ball* The displacement will be about 175 tons. But in th< days of keen competition, and of long-distance deep- Hshing, Norwegian fishermen begin to find they ca afford to neglect speed as little as Scotch or Englis fishermen. The Seilsjcgte* is a style of boat used by fishermen on the south part of the coast. They open boats with a washboard, and range ^m 18 25 feet in length, 20 feel being the ordinary size. They are clinker-built, like the Nordland boats, sail very well on alt points, and are good sea-boats, although like all open boats they require careful handling. For the herring fisheries a somewhat larger boat of a similar type is used. They all ct > Tfrmeil itnntkkr; proli&bty tlio XDne tmkkjat ft 'anuUl losffaliti tnemiooM m the Mgu. THE SNAEKKE OR SKIFF 61 ft 'three-cornered topsail in addition to the usual fore md munsails. In the neighbourhood of Brevik and Larvik one may see lots of these boats out fishing on fine evenings, for jcvery one living by the waterside, whatever his occupa- tion, owns a boat. Occasionally other rigs are seen, .lilce the one depicted. In Christiania Qord the pleasure-boats are mostly of this type, though some charming modem decked yachts are now in &shion. Clinker-built with three to five wide planks, and wooden treenails, sharp raking stern, and high bow, is the usual type. CHAPTER IV HOLLAND Europe owes to the I^aiid of Dykes more than generally cares to remember. Holland has been th( schoolmistress of modern Europe. It first learned am taught the principles of modern government, and thoH true meaning of pohtical and religious liberty ; it ha^ led the van in art, in agricultural science, in physical research, in modern finance. It has taught more con- clusively than Phoenicia, Venice, Spain, or Portugal the true meaning of Sea Power, of over-sea colonis- ation. And of the nations of Europe the British have best learned from her what she had to teach. Her mantle has fallen upon our shoulders. To no man is the greatness of our debt to thJM Dutch more forcibly brought home tlian to hira who has widely used the sea, in whom something akin reverence springs up as he roams, and finds every whei about the globe the footprints of this steadfast sailoi race. The very sea-terms in everyday use all across tlie seven seas, alike by Briton, Yankee, and every Northern^ race, were in the mouths of De Ruyter and \i Tromp. Not long ago I mentioned some of these aspects Dutch history to a Transvaal Boer. ' What!" he said, • were we ever a maritime power ? had we ever oom- •3 HOLLANDS TEACHINGS 68 N land of the sea?' T told him further how ultimately, er hard knocks, it had been lost to Holland and won ly Britain. He whistled in a thoughtful way. and en nodded his head : ' \ see,' he said, ' it was by stick- ig to it, same as here.' To this day Holland remains the land of tlie sttihng- t par excellence. It is the Mecca of the modem achtsman. From the Dutch English royalty and our old friend Samuel Pepys first learned about pleasure craft: from them came our earliest yacht models at the beginning of the nineteenth century. From them the Thames barge has its sprltsail. leeboards. most useful of shallow-water contrivances, and no doubt its exquisite taste for bright paint. Certainly no Western race is so amphibious as the Dutch, and no land animal except the duck takes so readily to navigation. More than any types of boat, those of Holland have been influenced by the peculiar waters which they navi- gftte ; better than most they satisfy their peculiar requirements. Indeed, no nation but the Chinese has had occasion in modern times so little to alter its ac- cepted types of craft. Three centuries ago. in lines and in rig, Dutch small craft were almost the same as they are to-day. Our own special types, as such, are almost entirely developments of the past century, tracing certain peculiarities from older, rougher, and in general smaller craft, which were their ancestors, but owing their growth as a distinctive class to the great increase in coast trade and sea fisheries, and the unparalleled activity in boat-building which has been the result. In fact, the consideration of any sea-going fishing-boat in 64 MAST AND SAIL the British Isles will sliow the very modem develop-" ment of the raajorit>- of present British t>pes. The^ nineteenth century has been an era of sea boat-building i as much as it lias been an era of steam. The small, ^ open, bluff-bowed, roughly rigged fishing-fleets of the! early part of the century, down in fact to the forties and the fifties, have given place to large-decked, clean-linedfj sea-going fleets, ri^ed and equipped with scientific^ KLl'GUIMS Mt-SUL-MAT precision ; more powerful, more speedy, and infinitely more numerous. But in Holland the requirements of her internal trade to-day are almost identical with what they were three centuries ago. The country had reached almost its highest state of agricultural and commercial efficiency at the beginning of tlie sevenleentli century. Hence while in England, in the comparative backward state of her development, the small sniling-vessel was i its infancy, Holland, great in the trade and the councils of the nations, had developed and perfected her own --■:h THE DUTCH ZEE SCHUYT 65 of crait, much as she had done her own methods communication, of government, and of trade, And these types, with the characteristic tenacity of the Holland has been true. The old Dutch Zee schuyt of the seventeenth century is familiar to us from the etchings of Van der lian, and the wonderful paintings of Van der Velde the younger, und of Bakhuizen and others of tlie great I race nui ZKK iKiiitvr luruHB Kim (after VAX UKR LAAN) Outch school of murine painting of the seventeenth century. I The pictures of these great artists, remarkable ^ alike for their wonderful aerial perspectives, the wide light of their skies, the restraint of their colouring, and the boldness and accuracy of their drawing, show that while the present schuyt rig was in existence at that time, the sprit and squaresail rigs were very common, E THE EARLY KETCH RIG 67 well back, even abaft the midship section, in the position rendered familiar by the old gun-ketches of the begin- ning of the nineteenth century. A lower course aiii] square topsail were set upon it. In this rig we have tlie precursor of the schooner-rigged galliot on the one hand, and the three-masted square-rigged ship on the other. I It will be noted that the fore triangle with this rig was very Urge, and from some early etchings of tlie period it appears that it was filled very often by a short Xi KARtT t-raiAlLP, 8K^'SMTXK.<(TII CfUtTt'llV (Avrxtt kakhlizek) foremast with a single squaresail upon it, as an alterna- tive to large forestay sail mid occasional bowsprit and jib, which seem to have replacwl it by degrees. The Scheveningen boats of the time are shown by Van der Velde, rigged with the two square-rigged masts, but in this case very often the arrangement of the masts was that of main and fore masts, the mizen being apparently omitted. Uakhuizcn shows this square rig without a mizen. and with yards braced round, and tacks so hauled down forward as to form practically a lugsail. 6S MAST AND SAH. The vessels themselves had the round stem s\ familiar In Dutch craft. The poop was in those da^ higher than we are accustomed to see it. This hif poop, retained to the present day in the sea-goin( junk of China, in the dhow and other Eastern craft although considered by Western sailors to be ugly am ^^mi & // HKKrifO WRITMtL (AfTItl VAK OKR VKLDl) unshipshape, is in reality a very seamanlike and con^j venient provision in any sailing-vessel; and often whe^| the writer had it not, he longed for it, and when he had it, he thanked Heaven and the boat-builder for staunch dry poop whence the vessel could be work* with some degree of comfort and command wh< every other part of the ship was awash. The leeboards of the seventeenth and eighteenth_ centuries were of the same shape as those still AND LEEBOAKD 89 use — the long, dagger-like board in the shallow boats, the triangle of the ordinary sea-going craft, and the almost circular shape of many river boats. The clinker build and the wide, flaring bow and 'curved stem-piece were tlie same as at present, and the tall pole-raast, gay colouring, large, easy-running blocks, and long vanes have little altered. The sprit- sail and the gaff mainsail are tlie same. / lull HHiivT (aftkr van neii uan) No European type of craft, with the exception of the open Norse skiflT, has such antiquity as this of the Dutch. I Ruskin in a well-known passage condones the inaccurate drawing and ignorance of seamanship dis- played in the works of murine artists of his day by the statement that art which reduplicates art is necessarily inferior, and that a ship in full sail or a perfect bout is an • ignoble subject,' and can never become the subject of noble art because it is of man s making. 70 MAST AND SAIL Yet the exquisite little studies of Van der \'eld< with all their play of light and cloud, of wind and s( cannot be surpassed in landscape painting. Tin depend for their effect on the accuracy of delineation of the outline of tlie wave-cap, the curve of the sail OtJ> OVTCH KKTCn (kMUH AK OLD PKIirr) and spar, the strain of the rope, the heel of hull, the direction of swing of an anchored ship. These things tell truly the force and direction of tlu wind in the picture ; they give the atmospheric effect which is sought to he expressed ; they are subject to unalterable laws, and if the artist is oblivious of them he may as well forget the laws of light or the law ofl gravitation. If the human frame must be studied and THE DUTCH MARINE SCHOOL 71 iwn with reference to anatomical facts, if drapery must hang truly, so much the more must the sail hang furled according to law, or draw and belly truly in the wind as Nature alone permits it. The sail cannot swell in untrue curves or fly against the wind, the sea-caps cannot run counter to it, any more than a building can stand without foundation or water run up hill. Many a sail one has seen in pictures wrongly OIA KOBVTT (avTOI rAH DKR UAH) bent which would blow away or send a vessel stem first, many n hull wrongly drawn which would in- fallibly swamp, or could not have come out of any boat-builder's shop. This cannot be art, whatever imaginable colouring it is shrouded in. Van der Velde, using his vessels as accessories to interpret his thought and to illustrate the restfulness of calm, or the war and motion of high winds in the wide tide estuaries of Holland, has never been surpassed in his expression 72 MAST AND SAIL of atmosphere, sun, and wind, and this by foUoi the very laws which sea painters in the nineteenthj century so long thought they could dispense with. In nothing did the Dutch Marine School morel greatly show their artistic sense than in their apprecia-' tion of the fact that the sailing-boat itself is an obj( for the highest art, in so £ar as it is used us an expres- sion of the spirit of the picture, or as a means oi interpretation of Nature. The fishing-boat in harbour, except in so far asj it displays the impress of its calling and the scars the sea upon it, is no very striking thing, perhaps But the moment it is at sea. breasting the rollei heaving its rounded sides through the wave-crests»'' or throwing off the attacks of the threatening breakers, bowing beneath the persuading pressure of its sail- spread, springing up and stopping to fist off the greet seas, and plimging again into the long water-valley: then it becomes a new spirit, a thing of life, of purposej and of strength. This is no longer the dead thing which was built b] man. It has been kissed by heaven ; it is transforme into a morsel of great Nature. Its sails follow n< curve ever made by man, its ropes tauten to a force coming at no man's bidding. It is caught and tossed, and swayed and slapped, by the playful buffets of a stupendous power of wliich yet it seems a part, tiie secrets of which it knows and bends to its own purpose. It is this transformation into life, this tuning Nature's keys, which Iwd hold of the imagination the best of the Dutch masters, and made them see that I :he teaching of dutch masters ts a ship is in itself wonderful and beautiiiil. it is in its [lighest form when in the hands of wind and waves, tliat then it is indeed removecks and pushing through crowded inland waterways. Iverytliing on board a Dutchman is calculated with ference to the necessities of inland navigation. The )wsprit is a running one. and the huge stay foresail is iple head-sail for ordinary work where quick turning required. The stout rubbing strakes, which to the OH T8R MAAt unaccustomed eye give such an appearance of clumsi- ness, enable a schuyt to jostle her way into the most crowded quarters with delightful impunity. The short gafT itself is a concession to riparian ownci's; tliis bringing of the centre of effort of the sail area low down prevents excessive heeling and saves many a farm window and many a pensive cow from uncere- monious annihilation. Partly with the same object, and partly to coimterbalance the want of depth of hull, the Dutchman has adopted the great beam, which 78 MAST AND SAIL is perhaps to the ordinary mortul his most marked characteristic. The rounded stem with stem -post and rudder outside is, except in some smaller boats such as small coast pinken, almost invariable ; and any one who has l>een through many lock-gates in a crail) with a long counter will appreciate the value of this style of build. The Dutchman is enamoured, and m tVJttf nOAT rightly so, of the full round curve, and has rarely descended to that ugly though admittedly useful method of ending a boat, the transom -stern. With exquisite tas*te he so uses his white paint about the great varnished rudder-head, and his green round the little stem-ports, that the stern of his ship is generally a thing of beauty indeetl. But this form of round stern, with the heavy quarters and the bluff bow. DUTCH BOAT CONSTRTTCTTO'N 79 klthough adding to tlie carrying CHpacity of the vessel, »atly increases her appearance of beam, and makes her )k more clumsy than she really is. As in the case the Chinese jimk, however bluff or unwieldy the ipper works appear, the under waterlines are generally rery 'sweet.' and Neptune, to his credit be it said, has 5ver a soft heart for a full sweet curve. The solidity and strength of Dutch constniction is 'RKK OPKK BOAT. SOKKVINIKURK positively refreshing in these days of light scantlings. snd the fashion of polishing the oak of the hull adds greatly to the impression of power in these vessels. The Scheveningen boats are clinker-built and have the characteristics of Dutch craft almost to the extent of caricature. But going to sea or landing in the surf on tliat cruel coast call for a bit of good construction. It is noticeable that many of these boats carry a small 80 MAST AND SAIL mizen which is the peculiar sail of sea-keepinf^ craft, nnd this sail, as might be expected, is never seeu in- land. The old-fashioned 'galliot' wa$ similar in con- struction and was generally rigged as what we now mostly designate a ' ketch.'' but carried in addition to the modern fore-and-aft sails the older square top- sail, t'gallantsail, and course on the foremast, as very many Baltic ketches do to this day. _^ ;. The rig appears to have develojKxl in two directions : by the gradual enlargement of the mizcn, and the bringing of the mizen-mast further forward, until the sail assumed the proportions of mainsail, from which comes the modem topsail schooner so familiar among the small traders of our coasts; and in the other direction by the gradual abolition of the square yai'ds, leaving only the fore-and-aft sails of the modern ketch, or dandy, with the possible retention of a lower ' The OW Kreucli quairh^ ; Ui« SpMniiih ^utche. THE SCHOONER RIG 81 only for a lower squaresuil, the superior advsn- ot' which over a fore-and-aft sail for fair winds is Imitted by every sailor. The gradual development in both directions may be seen in all stages upon the Dutch, German, and l^_-i 'X^S TtvToa OALUOT (Amu k. w. cooks, iua.) Danish coasts,' while the results are more distinctly apparent along our own shoreline. The topsail schooner has assumed with us some- thing of the nature of a national rig for our small coasters, while the ketch has become equally distinc- tive as the rig of the British trawler' and of the billy- boy, a type of flat-bottomed, Iceboard -carrying coast rader. ' ChapUr i. » Chapter v. THE SCHOONER RTG 88 vessel of 200 or 300 tons, and make and shorten sail ; le square topsail and topgallant sail on the foremast not too large to be also easily handled by one ^r two men. and are big enough, especially with the Mg fine-weather course, to add many knotti to every mtch with the wind anywhere abaft the beam. The 1:3 ^ immAII. MTIKHINKH Ivantageofa squarcsail placed high up on the fore- mast in running before anything approaching a gale of wind with a heavy sea is well known to most sailors. I It seems peculiar that in America, where the best development of the fore-and-aft schooner rig is to be seen, the square topsail never seems to have been in much favour. While on this side of the Atlantic the tbree-mabted schooner and the barquantine are increas* VANKKH ntVH-UAVTim increase until five (and even seven) masts are reach< and never a square sail is seen aloft. Yet it cannot be said that tlie Americans do not know what is best in schooner-building and rigging; THnKK-UAKTKD wrBOOMEII the high-flaring bow, the sail-carrj-ing power of the wide quarters, the tall lowermasts, long main-boom. THE SCHOOXKtt UTG 85 and short gaff which are so distinctively American, also combine to make schooners the like of which we do .not know. Yet it is probably the old story, that HAMfAX KBOONKR— WIKTKR HIS each is suited to its own waters; the very length of the lowermasts and weight of boom in the American boats may be strong arguments against further weight 4'1 ^1 V\V-^ \ ■^^ '^- ^U BL-mAN TBRRK'MABTBR from square yards being stAtioned permanently aloft. while the more moderate-sized spars used round our stormy coasts may render such top-hamper harmless, 8« MAST AND SAIL and even, as already hinted, of positive advantage four times nut of five in a strong blow. The Russians have followed the Yankees to some degree in adopting the fore-and-aft rig for vessels carrying even three masts, and many vessels of this type may be seen in the Baltic, as a rule neither remarkable for smartness or sailing qualities in the hands of the crews who man them. The advantage of the fore-and-afl rig combined tURQt'BKTINtt with squaresails on the foremast is every day more apparent in the increasing number of three-masted schooners and barqucntines which are used in our coasting-trade, and which, like the brigantine, are a development of the topsail-schooner sail plan on larger craft. In this connection no sea fact is more remarkable than the total disappearance of the brig-rig for small coasting- craft. Turner, Cooke, and all coast artists of the earlier part of the nineteenth century bear witness THE BRIG 87 the universal adoption of this rig along the coast, especially in the coal trade ; and in all early views of the Thames these vessels, with the big single topsail and topgallant sails and their enormous fore t'gallant staysail, form a conspicuous feature. They have de- ^ out OOlXtEB BRtC (APTKIt R. w, «MIKRj It. A.) parted before the superior handiness of the fore-and- aft sail for weatherly work. In the other direction, Uiat of tlie ketch. The Dutch appear, as already remarked, to have set the fashion for this very handy rig in the Baltic and North Sea. It is seen in the Zee schuyts of the seventeenth centur)', and in our own and other navies for bomb vessels, in those days with squaresails on both masts; and ttiough it went out of fashion during the first half 88 MAST AND SAIL of the nineteenth century, the fore-and-aft ketch or dandy-rig of to-day may be said to be the rig par exceilencc of the North Sea, Not only the Danish coasters, but those of our own isles, use it extensively ; practically the whole of the trawling fleets of the North Sea, of whatever nationality, have adopted it. It is curious to note in this connection that our east coast V M 'jh;,' \^ v^. flWIH IICAIt REL CATOIIKR fishing-craft, hailing south of the Humber, which only thirty years ago favoured the lugsail, have almost with- out exception altered to the ketch, or 'smack-rig,' as it is now often called. Even Whitby has followed the fashion, and Grimsby also. Yaiinouth and Lowestoft were, when Houldsworth wTOte, well known for their fine lug-rigged boats ; yet now they and Ramsgate to the south, as well as many channel ports on both sides. _d THE KETCH OR DANDY «» ive adopted the rig for trawling. What is the reason ? rirsl, the fore-and-aft rig was found more convenient llian the lug for heaving to, hs the trawler has to do ^for hours at a time, the main tack being easily triced ip and staysail laid aback. Then the one mast of the •^^'.^-.^ AT BAAHLKH old 'smack' went out in favour of the two, with the |hort main-boom and easily handled mizen. Every who has sailed a ketch knows her handiness for a small crew. And for this rig we may largely thank le Dutch. As befits our stormy seas, however, we 00 MAST AND SAIL have reduced the tall mizen of the Dutch or Baltic' ketch to a low pole-mast, which is not so handsome- looking, but is more to the purpose in our seas. U is noticeable also that the short boom of the Dutch and Baltic mizen has been considerably lengthened in British seas to give that width of foot which is deai to the British sailmaker. The ' swim.' a most primitive form of bow, such as with little difference may be met with in the rivers of Bengal or of Central Europe, as well as in many Chinese sampans, in which naval architecture has not progressed with particular rapidity (having remained practically stationary for some thousand years), may still be seen in the Botters at Haarlem and many places in the canals, as well as in the eel boats, of which a fleet is often to be met off Flushing.^ In a vessel of light draught this shape of bow is far less injurious to speed than might be imagined, although in a short head-sea it is inclined to * slam,' and light dis- placement Dutch yachts of this build which are given a good sailspread are particularly fast in narrow waters. A book might be written on the Dutch boats of the day, and a rich reward awaits the man who can devote himself to the study of them. ' I have Dean oue of these bunts as far weat as Hint Castle. VIJtAaDINIKN CHAPTER V SCOTLAND ^ *Fife' or *Fifie' Model On the east coast of Scotland, from the English borders to Whitehills in Banffshire, and along the coasts of Caithness and the Orkney Islands (and during the last twenty-five years, the Shetlands also), the boats used in the herring fishing have always been of the *Fifie' build, with very little rake on either stem or stem. Sixty years ago these boats only measured some 80 to 85 feet of keel ; they were clinker-built, and of Ught draught of water. About the middle of the century fore cabins began to be introduced, and the length of keel gradually increased, till by the end of the ' sixties * 40 feet was the usual length for a new boat. The herring fishing had hitherto been confined to the inshore waters ; but fishermen now began to push farther seawards in search of the herring shoals ; full decks began to come into use, a large open hatchway being provided to facilitate the working of the nets. Decked boats were first built by the Royal National Lifeboat Institution in order to prove to the fishermen the greater comfort and safety to be derived from full * For much of the moflt intflresting informstloQ in this chapter I un indebted to Mr, Robert Dotfaie of the Scotch Fishery Board. Bl 9S MAST AND SAIL decks. From 1867 onwards the fashion steadily gRr{ as the advantages became more and more apparent As fishermen have continued pushing farther nl fiurther to sea, both at the herring and the cod aai ling fishings, the tendency has been to increase & size of boat. The carvel builds first used in the Firth in >it] iri OPEN FIFIE, 1865 (prom A MODBl) of Forth, has almost entirely superseded the clinker or clench build in the case of first-class boats. The model has also been greatly altered. Instead of the old round, tub-shaped craft of half a centiuy ago, those now being built are finely modelled vessds of 60 to 70 feet, with yacht-like lines, longer keels, deeper bilge and greater draught of water, especially aft The usual rig of the east coast fishing-boat is the lugsail, with jib and mizen, difPerent sizes of the latter THE SCOTCH FTFTE 98 ig used according to the state of the weather. A jib and mizen, both of which require •booms,'' used in fine weather. When it blows hard, these • booms ' are both taken in ; but a small mizen, shorter boom, is always used when going close- led, even when under low sail. Owing to the It length of these boats, there would always be risk of their missing stays if no mizen were used. -,^^ss^e-y FiriK, H»rK|-rJ), Wini SlULI. MtXKN the sail would then be all ii^>on the fore part of le boat. Even in very rough weather, therefore, a lail jib-headed mizen is used to keep the boat up the wind, and facilitate the process of staying.' ' Id Scotland 'boom' ii uced for uiy out-ri^^ed spar, whether bowsprit r jigger-boom, fore or aft. ' The cost of one of thei« boate, including steam hauUtif; gear, itailii uid ber*iatfit, ii«ed to be from CfMtt In £'6 is lowered to the deck, unhooked from the * travi hooked upon the * Burton * stay, and swung aft then forward on the other side of the mast process is a dangerous one in rough weather, crews occasionally carrj* a * working' sail at the line fishing in winter and spring, and tliey are able to have a sail ready on each side of the mi lowering one and setting the other every tack, working sail being generally smaller than the othc often the sail of an old boat When * beating inl lines with a lug-sailed boat, the tack is usually at the] foot of the mast, and the * Burton ' stay set up on the side opposite the halyards, to strengthen the mast The Scotch lugsails are generally made with cringles all the way up the lufl* and leech of the at intervals. I have counted thirteen such cringle Hon a fore-lug. All are meant for use when required Scotch fishennen never take their mizens forward as I dotip iiwde, uid 40 tans re{|[ister. The carpeater's account was £4ao ; iran work, £5S; uiU vid uuUit, JL'1£0, and >Xe*m liauUnft ^»r, £'10.%;— toUl, £737 : aud th« followio^j; gut5tof •taiU, vtc., was provided : — Foreniait, 04 fMt lotif; by I foot 8 iochM at tli« deck ; niiwu-ma-tt, 55 feet by 1 foot 2 inclm at the deck ; jibboom, M feet by 1 fuot U iuches ; foresailj 310 yards ; Jib, IAD yards; bi^ miz«n, 210 yards; witit«r misi'ii, 150 )-ardi; jib-beadcd DiiMD] -M) yard*, and aturm niiz«n, 40 yards. Tlie btut baa alao two canra* droguw ' or floatiog anchors ; one, t)i« old tow opt-8hap«d canvas couc, and the oOicr, topsail-vbapcd, *uch a« U carried aboard the smacks that go to the Faroe and Iceland cod-lie hi u(;. Tbeitc dntfni art* also termed 'fly anchon' by the liahermen. They nr« often uaed to cbeck the way of the boat when runnioic into a crowded harbour. For thii purpose it it placed on the •juartcr, with a vhort rope taut to it, rtady for heaving over before the entrance is approached. The lar|;e moderu Scotch boatt all carry ateain-winch or capstan for hauling neta and hoistiugr sail— a derice fint developed by thaCort^&h — as well •« in most caaea a 19to 1ft foi w ^S^e bur THE SCOTCH LUGSAIL 95 Coniishmen do, unless the foresail lias given way. e bunch of eanvas, after reefing, is heavy and kward to handle. The large mizen is always of lighter eanvas than e foresail, as it is only for use in moderate weather. Moray Firth fishermen often keep a complete inter rig' for their big boats. The winter s|)ars shorter, and the sails smaller than in summer. The lug rig is more tijan holding its own among e Scotch of the east coast. For this there are pro- nrtB, WITH RAKRii tun i,bly several reasons. First, the smack-rigged boats that have been discarded were getting too small, and their owners going in for larger boats preferred the rig they were accustomed to. Secondly, many ol the smack-rigged boats were rather flat below the counter, and thus struck hard in a seaway. The counter is not a favourite among fishermen, and apparently they are easily put off it back to tlie old build, and with that to the old rig. The Moray Firth sailmakers have not had a tithe of the experience of making smack sails that they have of lugs. The result is, that they have attained to a high state of perfection 96 MAST AND SAIL in making lugsails (and in fact in their own way turn out saiU as good as anything made by yacht sail makers) ; but they have not made tlie liaiiie progreu with fore-and-aft sails, and really do not turn out the same class of work when they get an order foi the latter. Then the simplicity and lack of gear about lug rig, and the handiness with which everything can ■HACV-RIO«BD FIiqKj nUMDBB be unshipped, makes it par excellence the sail of the drift-net hsherinan. Finally, the modern shape of high-peaked lug, into which the old-fashioned square- headed sails have developed, is unequalled for set and speed-giving power. * Smack- -rigged ' Herring-boats Among the villages lying between Fraserburgh I L». entter-ri^ijifed, or in some cuea with k mizen. Tlie term U us«d amoiiR fiBhermsD for uiy fore-and-ftFt rigged veiwel, whether litrictJy ruttrr, dandy, or k«tch— wherever, in fact^ the gmff and buom munsail is med ss oppoMd to the lug rig. s \^ -T — r , A 4 1 J \ I i 1 1 t 1 1 1 J i 1 1 1 1 , 1 1 ! > 1 1 ' i ' ' 1 ' I ' 1 t 1 1 I 1 1 1 1 ' 1 1 [ { t 1 1 1 1 1 < 1 j ' 1 1 , ' 1 1 \ '1' SLl ' , ' SMACK rERSUS LUG iBt id Macduff, the sniHck rig came a good deal into ^vour during the seventies and eighties, but of recent ITS, curiously enough, the tendency has been to drop rig in favour of the lugsail. The fishermen belonging to these villages have, for le greater part of the nineteenth century, regularly led cod and ling in the Minch from Cape Wrath >uthwards to Barra Head and Mull; they have also >llowed the herring fishing at Slomoway and other itions in the Hebrides ; and during the last quarter »f the century they have regularly prosecuted both long line and herring fishings among the Orkney id Shetland Islands. In the narrow lochs and aunds of these waters this rig was found very con- venient and easy to work. It was a handy rig for 'beating in' lines, and free fVom the risk to life icident to 'staying' a lugsailed boat. Fishermen Iso found it much more economical. A smack's vill. it is said, last longer than a lugger's; and owing to the support given by shrouds or standing rigging, there is much less risk of the mast carrying away. With lugsailed boats such accidents are quite common ; and even apart from accidents, the cost of upkeep of masts and spars is very heavy. Upon a long course, however, and in light winds* the lug rig has been found to be undoubtedly the faster of the two. Owing to the great distances that the Scotch fishermen have lately been going, both to the fishing-grounds off their own coasts and to distant stations such as Yarmouth, Kinsale. and Shetland, and the fact tliat auction sales have almost entirely superseded the old 'engagement' system, it G t 98 MAST AND SAIL has become imperative that fishermen should get as early to market «s possible, as first arrivals usually command the best prices. They therefore look now upon speed as a necessity, and not merely an advan- tage or a matter for pride. ^>-^ 'ramt, nctrntsv pukc Second-hand smack-rigged boats are eagerly bought up by the Shetland fishermen, who have, for many years, kept in touch with the villages where these boats could be got. When none were for sale, their orders for new boats have generally been placed with carpenters in that locality. These Shetland fishermen have only used big boats in the herring fishery for about a {juarter of a century* have t^ken much more readily to smacks than to luggers. A good many of these old smack boats are also to be found along the west coast of Koss-shire, in 100 AXD SAIL Loch Broom, Gairlocfa, etc., where they suit the narrow waters, and can be worked either as fishi or trading vessels, by a much smaller crew than lugsailed boat requires. It may be noted that many of the young High- lander^» like the Shetlaiiders, sail in the uiercbaQt service in winter, and go as hired fishermen irom the Moray Firth ports in summer. VV^hcn two or three of them wish to settle down at home, tliey find it a good plan to bring home a boat, prefci*ably a smack, with them from the east coast The 'Sfcqffie' From Portsay westwards along the Banff and Moray coasts, and round the eastern seaboard of Ross-shire, until witliin the last twent}' years, the 'Skaffie'' or 'Buckie Skaffie,' as it was often known, was universally used in the herring fishing. This boat differed materially from the ' Fifie' model. Both •stems'* were very much raked, and tlie 'forestem' was generally much curved. The ' Skaffie * was usually broader, with a flatter bottom (though generally deeper keel), and with a consequent bluflhess about the bows and quarters. Fishermen found this boat much readier to answer the helm in stays than the old 'Fifie' model, and this was a great advantage when * beating in ' lines, or beating into a narrow bay oi channel. The old-fashioned ' Fifie ' did not turn ' llouldswortli ill lib DftftSeu Hshing, 1874, mentioua Uie*« b>oat« utular the nmm* ' Scaith.' ' It will !>• RoUceJ that ill Scotiuid, nlu'rc duuble-eitded, or douhl«- bowed, or «k«r[Htterued buaU, oa aailore variousl}' term them, uro the rule, the term ' Btem ' is uxed to cover both at«in and itera ftmit. E -SCAITH* OH 'SKAFFIE* 101 readily when under low sail. Beating into such places as Wick Bay or Stornoway Loch, the 'Skaffie' showed a decided superiority. There was also more deck-room on the 'Skatfie' in proportion to the tonnage of the boat, and this was an advantage at the herring fishing, especially twentyrfive years ago, when the boats were much smaller thaii they are now. OLD 'kjuth,' 1874 Advocates of the ' Fifie * model argued that short- ness of keel had certain drawbacks as well as advan- tages, and that a ' SkaHie ' when struck on the quarter by a heavy sea would be much more liable to ' broach to * than a * Fifie ' ; and that the former boat, from the construction of the bows, would also labour harder in heavy weather. It is said that it was no unusual tiling for one or two timbers to be broken through slamming in a head-wind and heavy sea. In this evenly matched contest of two very dis- tinct types of craft, it may be inferred that neither model possessed any material advantages over tlie 1«« ^f^ST AND SAIL other, otherwise the fittest would have surviv< and tlie other would hax'c been discarded, whereas in' fact a compromise has l>een tlie result, of which the^ modem * Zulu ' is the outcome. The rig of thC.&kaffic' did not differ greatly that of the ' Fifie.' The roost noticeable point of 'numi difference was a much greater proportionate breadt' in the lower half of the foresail. Owing to the shortness of keel, especially at the forefoot, this w required to keep the boat to the wind. Houldsworth,' liowever, figures a 'scaith ' of his da; as carrying what was practically a * main ' lug, though ' 1874. The (liiiipasiotiH pivcu are 41 feci over all, 13 fe«t beam, «nd 4 feet 8 incheR depth of hold, The Ivf^e 'Fifie' of tl)«t diiy wu M feet 6 inchM over all to 13 feet beam. I THE *SKAFFTE' RIG [TO ightly smaller than the big forelug. well in the liddle of the boat, with a small mizen right aft leeted to a short boom. This rig seems to have me out of fashion, the forelug being increased in ;, along the foot, and given greater peak, as in all ^Js* — "^ ' KKAPrtR* le Scotch lugs of the present day, and the ' mainsail * "arried further aft. and turned into a large mizen. It is interesting to note that at that lime the C'sen even in the 'Fifie' was placed so far amidships not to need an outrigged boom, and to be termed by Houldsworth a 'main' lug, and he goes so far as 104 MAST AND SAIL to point out the great advantages to be derived from the mizen us used by English fishermen. A spar bowline seems to have been used in tbej 'scaith ' to set taut the luff of the sail, called by thej Scotch fishermen a • wand ' or * set' The 'ZiUu*\ William Campbell of Lossiemoutli was the first fisherman to attempt to combine the good points of A 'JEAi' yj^ wvmtTY-poOT' 'two the ' Fifie' and the • Skaffie ' models. In the year 18781 he got a boat built named the Nonesuch, with tlie fore stem and bows of a ' Fifie,' and the stern modelled on the lines of a ' Skaffie.' Fishermen at once dubbed the new model 'Zulu,' from our then redoubtable enemies in Soutii Africa. This boat came rapidly into favour with the Moray Firth fishermen, and has I entirely superseded the 'Skaffie.' A few of the latter are still to be seen in use at the smaller stations in the i DEVELOPMENT OF THE ZULU' 105 per part of the Moray Firth, but none have been uilt for many years. The ' Zulu ' is also to a certain extent supplanting e 'Fitie,' as a few boats of tliis description are being troduced all along the ea^t coast, even as far south the Berwick district. The introduction of steering- heels some fifteen years ago instead of helms or illers has facilitated this innovatioa Fishermen who ad not been accustomed to it from their boyhood !bund great difficulty in ' shipping ' a ' Skaffie's ' rudder, which in the days when helms were used was always unshipped and taken on board the boat as soon as the ets were ' shot ' at night. The worse tlie weather, the more arduous the job when the rudder had to be * shipped ' into position again after the nets were hauled in the morning. This difficulty lias now been removed by the introduction of the wheel and fixed rudder. The advantages claimed for the * Zulu ' are, that it 'stays' as well as a 'Skaffie,* and will lie as close to the w'uid and go as easily through a heavy head-sea as a boat of the 'Fifie' build. The deep fore-foot gives greater grip to windward, and prevents that falling off from a head-sea which is often so dangerous. The length of the boat above water, too, admits of a great spread of canvas ui Light winds, with consequent increase of speed.' It is curious that in the modem 'Zulu' we find the straight fore-foot combined with the raking stern-post and sharp stern which are to be seen in some of the ■ The largiHt ' Zulus' ran to 61 feet ke«) aiid Hii feet over all. When idriWnc hard, h wliole fleet of UirM IionU will be loKKitig over 10 knot* ^■Sgcth ■ 106 MAST AND SAIL Brittany luggers in the Ray of Biscay^ and which have long been used in the Cornish luggers. The raking of the stem-post has been mucli increased in some of the latter of late years, just as in modern yachts. It enables the under water-lines of the body to be carried out more finely without resorting to a long counter, and consequently adds to the speed as well as to the turning-power of the boat In one respect all the Scotch boats, of whatever build, contrast remarkably with the Cornish, and that is in the relative draught of water at bow and stern. The Cornish boat draws considerably more water aft tlian forward, and has consequently greater lateral resistance aft, and the centre of lateral resistance being so far back, a proportionately larger mizen and less head-sail become necessary. The Scotch boat, on the other hand, which has to some extent grown, at all events in the case of the *Fifie' model of the east coast, out of a deep-bowed boat of coble type, has always retained a relatively deep and powerful fore-foot and bow, and a shallower stern. The result is that tlie Scotch boat has been more of a one-sail boat, and having the centre of lateral resistance much further forward, the mizen has never played such an important part as in the Cornish lugger. The Cornish boat when lying on the mud has the appearance of being tilted forward by reason of her deep keel ; the Scotch luggers, on the other hand, lie in their tidal harbours on a fairly level keel, and strike the observer by reason of the concentration of power forward. To this and to the large !>ize to which the big ^K. CONTRASTS OF BTTTT.D 107 W Fifies " and ' Zulus ' now nin, wc are indebted for what certainly the most remarkable single sail to be met ith upon the .seas outside the lateen, namely, the 11 Scotch fore-lug. It is truly one of the finest sea ights of modem times to see this great brown pyramid me marching up out of the horizon, and go leaning y you at a ten-knot speed, the peak stabbing the sky it lurches past some seventy feet above the water. he sense of strain and power is not so produced by any work of man at sea. The unanimity with which Scotch fishermen as a hole have clung to the pointed stem is remarkable. About the borders of Aberdeenshire and Banffshire a good many boats liave been built with elliptical or counter sterns during the last thirty years or so. They were first built and owned at Pennan village, but they became fairly * fashionable ' at Rosehearty also about a dozen years ago, and there are still a few in the neigh- bourhood. Like the * Skaflies ' and ' Zulus,' these boats bad more deck space in proportion than an ordinary Fifie,' and this was at first a far greater advantage than it is now, when all boats are so large. The tendency, however, has lately been to revert back to the 'Fifie' model, the disadvantages of the counter I being generally considered by fishermen to outweigh Its advantages. s< Sttmll Une Boats Distinctive local types of small line boats are not ■so clearly marked or territorially limited on the east coast of Scotland as are the larger herring-boats. For inshore fishing, a long-shaped, low-built, open yawl of MAST AND SAIL from 15 to 25 feet of keel, with lugsail and, in the case of the larger yawls, jib, and oecasionaUy also mainsail or mizen, used to be generally employed The size of the boat depended a good deal upon thej nature of the harbour or creek to which it belonged. On open l>eaches, where the yawls had to be launched daily, and drawn up again after returning from sea, it was imperative that the boat sliould be as light as Lone UNB BILDIB possible. As a result, the small line yawl used at open creeks such as Cairnbulgand Inverallochy (near Fraserburgh) were low in the wood» of as light material as consistent with safety, and of very light draught of water. They could thus be easily floated off a Hat beach, and they required no great quantity of ballast, which of course had to be put in and out daily. The timbers were * stove-bent,' i.e. steamed and then bent into shape. Only the best of wood would stand this process, and tnucli lighter material could be ;COTCH YA^^.S 109 d than with hewn timbei's. In other words, these ats were built largely with a view to being easily ulled, as the small lines were generally worked der oare. After fishermen had realised the advantages ot aving decks on herring-boats, they were not slow to apply the same improvement to their smaller boats, d now practically every fishing-boat round the berdecnshirc coast, of 15 feet keel and upwards, is holly or partially decked. Hutches are not generally used in boats under about 28 feet keel; but even in ese, waterways along the sides have been found t valuable in numerous cases where boats have struck by sudden squalls which forced lee sides under water, or by heavy seas which but for the deck would otherwise have swamped them. In such places as Fraserburgh and Peterhead, where there are safe harbours that can be taken at all states of the tide, the winter yawls are much larger, running up to 33 and 35 feet keel. These boats are built more after the model of a lierring-boat ('Fifie' build); they are of strong material, full decked and hatched, and heavily ballasted. They have forecabins ith sleeping and cooking accommodation for a full crew. They are rigged Uke the herring- boats, and the lines are worked under sail. Five men generally consti- tute tlie crew, both for small line and great line fishings. These larger boats, from 25 feet keel and upwards, are generally known in Aberdeenshire and southwards Eas *Baldies' (or in Fifeshire parlance us 'Buuldies'). fThe name is a contraction for • Garibaldi,' and was originally used in full in Aberdeenshire. * Skiff" is ^hal ■nril 110 MAST AND SAn. more generally applied to this bout among the eastern' villages of Baiiil'shire. From the Devcron westwards along the shores Banff and Moray, and to a great extent also in the] Firths of Forth and Tay, fishermen have generally^ preferred to work small lines in their large herring-! boats, as they also work great lines. At Newhaven. «^3= ^f9«t-: r^g:=.^c^:3t>«^^^^-?: KRWnAVRN BALDIM however* the *Baldie' seems to be sufficiently li to answer most of the requirements for fishing in th< Firth of Forth, and a good many boats of the sam< kind are also used among the East of Fife village especially during the winter herring-fishing. At other places on the east coast, for instaiu Fraserburgh and Peterhead, the tendency of receni years has been to use the large 60-feet herring-boal SMALL LINE SKIFFS 111 all purposes, including small line fishing. With the Teased attention paid to the lierring Hshing at Yar- uth during the late autumn, and on the Scottish coasts during the early months of the year, many fisher- men do not now think it worth while to keep a winter yawL' H * Zulu ' Skifi ^g Small line boats of the ' Skaille ' model were to rbe found at most of the Moray Firth ports where 'Skaffies' were employed in the herring fishing, but not in such numbers as to constitute a distinct type of boat. The principal reason, no doubt, was that most of the able-bodied Banff and Moi-ay fisliermen preferred to use their big herring-boats for all purposes. But even where, from want of proper harbour Jiccommoda- tion or any other cause, small boats were used, these were often of the ' Fifie ' model. Fishermen from as far up the Firth as Tain and Broca have for long been in the habit of getting their small line boatji built at Rosehearty, near Fraserburgh. PI Since the * Zulu ' was introduced, however, yawls of this model liave been coming rapidly into favour, not merely in the home of the ' Skaffie,' but round Aberdeen- shire, etc. Fraserburgh fishermen, who used to adhere rigidly to the ' Fifie ' model, were among the first to introduce this innovation, and to recognise the suitable- ness of the *ZuIu' for line fishing. ■ A mater ftkiff of th« ' Fifi«' model, built at Peterhead in 18^0 to th* miax of a Panffihirt crew, ineMurnl 97 fvet keel and 42 feet 6 inches oxer nam*, IS feet beBin, 5 feet deep, and 1ft tons reenter. Price to carpenter, £71, and for lails, etc., £30. ThU, of coar*^, rAnnot be uken na tli« prMent oust of » alrnUar boftt. The bust was cUnlier-built ; a carvel croft woald have coet more. A. 112 MAST AND SAIL During the last few years a good many large ' Zuln* skiffs liave been built at Fraserburgh and other Moraj Firth ports, to the order of the Congested Distric Board for Ireland, for use on the north-west coast that country. They are used both for long line for herring fishing, and have given entire satisfactic Crofter fishermen belonging to the Congested Distric of Ireland get these boats from the Board on the Ic system.' Skilled fishermen from the east coast Scotland are put in charge as instructors at the Boardl expense for a limited period, after which the crews expected to be able to manage the boats themselvt At great line fishing most of these boats have liitht worked in Donegal Bay during the first part of th( year, and in the autumn they have been mostly em- ployed in Downings Bay (Sheep Haven) at tlie hernr fishing. Shetland Line Boatt] Among the Shetland Islands small boats of the Norwegian model are even,'where used, both for Inshore fishing and for ferrying across sounds and firths; and, until the last quarter of the century, larger boats of the same build were alone used in the long line and the herr'mg fislieries. The small line boats run from 10 feet of keel up- wards, some of the larger haddock boats measuring aboui 12 feet keel. ' Sexerns ' (or six-oared boats) run from to 23 feet All these boats, however, are much larger I These 'Zulu' skiffs thut have been taken to Ireland run about 50 ft k«el uid 43 feet orer stems ; 12^ feet bvxm^ 5 feet rlec|i inxide, and 10 ratriater, and are mostly conel-built. There is, of course, ciA'm nccomnio^ lion for a full cr«0 ; and fur en!! niid out £3fi ;— total, £I3d. Mateml U much de«rer now tban a few years I LINE SKIFFS lis lan appears from these figiires, as both * stems* are ttly raked. They are also high at the bows and |uarters, which lielps to keep Uieiii dry in a seaway, ley are built of light materials, and have very few ibers- Beinjj so light in the frame, they are buoy- tt and Lively, and under skilful handling will come trough a good deal of rough weather. They must, (wever, be kept end on to a heavy sea ; their low waist :e& them dangerous in a broadside sea. Where a rge herring-boat or a rod smack would be 'laid to' ider low sail, Shetland fishermen would consider it ifer to keep a 'sexero' under oars, heading straight DrrtpxB «rn*LauAT through the sea. At leiLSt one case is on record of a Shetland crew being thus driven to Norway in a six- oared boat, and after they had been given up for lost, they returned home in safety. More remarkable still was the case of two girls from I 'nst wlio were blown out to sea when trying to cross a sound with a small boat loaded with peats. They, too, managed to keep their frail craft afloat till they reached Norway. One was eventually sent home; the other accepted an offer of marriage from a young Norwegian, and remained. 'ITie Shetland *scxern" is not unHke an ordinary lifeboat in appearance, or the Dundee whaler, and is a survival of the model of the old Norse Viking long- ship. A good many of these bo witii nil complete ■ 12-foot bo«t would aot cost much mon> thsa £7- A 'wxcrn'of £1 feet keel would cost KipraieDt£2l for hull and spen; iw , but in those of the Huraber, the >Iersey, and the Lincolnshire Fens.' This rig was very common for small open crafl during the early part of the nine- teenth century. The standing lug )ihs also been used in itHV BKirr the combination of main and fore masts, a light boom being fitted to the mainsail. Competent judges assert that the most skilful boatmen they have seen for handling small boats under sail are the men that have ferried them across tlie Pentland Firth and the sounds among the Orkney Islands. Fifteen feet of keel may be taken as the average length of this class of small boat. Orkney herring -boats, as already stated, are of the ' Fifie ' model, and either lug or smack rigged. Large > Sm pp. 133, ld4, Z»K 1' :ks used to be sent to the Faroe and Iceland Bhing, but none have been owned in Orkney recently, lugh Englisli smacks and Aberdeen trawlers oeea- tnully land their Hsh in Orkney. Firth of Cbjde Shiffs The favourite boat in the outer part of the Firth Clyde and Loch Fyne is a skiflf known as the • Nabby,* one of the prettiest, smartest, and handiest forms of sea boat to be found. * ^K For herring and great line fishings, these boats run ^rroni 24 to 28 feet of keel ; but as the stem-post is a good deal raked, the length over all is usually from 32 to 34 feet. The boat is open, with the exception of a small fore-deck^ which gives rather limited cabin accommodation to the crew of three or four men. na MAST Asn SAn. 'I'he build may be either clinker or carvel. One very noticeable fealuw about the model of this boat | is the great disproportion between the draught of] water forward and aft. A * Nabby " draws from 1 to 2 feet forward, and from 3| to 6 feet aft The rig is a lug and jib, and occasionally a mizen is carried' in summer. The sails do not require to be shifted in r- ■-.^J WKTT CUA»T «KIFr, «'1TII MHKff ' staying/ as the tack is fixed at the mast^ which is supported by single stays.* Tlie * Nabby ' bears some resemblance to the Cornish model, and more still to the "Zulu* of the east coast, only there is less rake on the ' Nabby 's ' stern-post, and much more rake on its mast. The ' Nabby ' build ' A goitd carv»l-built ' Nabbjr ' of, ■&)*, 27 feet keel, would roct at leafl £100 from Ihe ciirp«iit«r; nod Mil> ind otb«r outfit would Imiig Ui« price up to £120 ur £130. The ptankiug uui) is jreltow pine (recently Orcfcon pine hai« been LntrD> duced), wliereaii on the east coa-tt of Scotland larrli planke are alooe vm ID boat-building. THE CREW OF THE 'NARRY' 119 ind rig combine to make a very smart, manageable )at. Four men can work * great lines ' with this boat long as it is safe to remain at sea. Four men also mstitute a boat's crew for herring. Seine trawling- )ats, however, work in pairs at this fishing. For Inft-net fishing three men are a sufficient crew. IJOCH FVyP tXIFF It is interesting to compare these figures with the crew required by an east coast boat of similar size. No such boat would be worked at line fishing on the east coast by less than five, and sometimes six, of a crew, and the requirements for herring fishing would be similarly disproportionate. Thus the earnings of !20 andsatTT the * Niibby * fall to be divided into fewer shares \\m the cast coast boats. It is of interest to note that the fisliernien of Uunure village, near Ayr, have taken to building their own boats. During recent years several finely modelled skiffs of about 2d feet keel ha\'e been i added to the local fleet, all these boatii having beenj built and fitted out by their owners with the occasiontll help of their neighbours. At Dunure and Maidens many of the fishermenj prefer square-stemed skiffs, both for herring, great] line, and small line fishings.^ These boats, as is generally tlie ease inside Tum-] berry Point, are narrower, lower in the wood, audi generally finer in the model than the skiffs in use about Girvan, Campbeltown, and Tarbert on Loch Fyne. The reason is obvious. Girvan fishermen work their long lines in the entrance to the Firth, and; out halfway across the Channel, in winter and early spring, and this can only be done with an able, com- fortable boat. With suitable tides it is quite a common thing to get from twenty to forty cwt. of fish at a single haul in the Cliannel, and with this weight a small-sized ' Nabby ' would be left with too little freeboard in rough weather. The Campbeltown fishermen, again, work most at herring seine trawling: some of them do nothing else all the year round. This is a mode of fishing with more than the usual elements of uncertainty ; a crew may go for weeks and earn nothing, or they may fill several pairs of ' The dimensione ar«— (1) Lenfrth of k*rl, SA f«et; br««(]tli of beun, g feet 4 iueh«« : out] depUi, d feet 7 iocUe* ; (2) length of kee), 27 fmit ; , breiwltb. R feet 4 inches ; uid depth, 5 feet U iiicbe«. ADVANTAGES OF THE 'NABBV 121 skiffs with one haul of their net. It thus becomes a matter of the first importance that their own pair of Kabbies ' shall be able to carry full share of the •rings they have been fortunate enough to (*atch. so the tendency is to increase the size and carrying opacity of these so-called trawling skiffs. H The Dunure fishermen use their skiffs most at the Summer drift-net fishing. As they are a few miles from the nearest railway station, the question of catching tlie market train is always a burning one; hence speed in light weather is the first requisite there, and large sails are the rule.' f The larger * Nahby ' as now modelled is of com- paratively recent date : fishermen say its introduction only dates hack twenty-five or thirty years. Hefore that time, small smacks, with broad square sterns and pretty large draught of water aft, not unlike the present Fleetwood and Maryport shrimpers, were mostly employed in the herring fishing in T.och Fyne, ^d also in the other lochs up the west coast, as, for instance, in Gairloch and Loch Broom. In the Clyde these smacks have been gradually discarded in favour of the ' Nabby " for several reasons. Their rigging, lioom. gaff, etc., was found to be cum- brous at herring fishing in so small a vessel: while in heavy weather tlie gaff*, sagging over the lee side, causes the craft to labour harder than the lugsail yard does. The * Nabby,' therefore, appears to be an ' Kor a 'Nubbjr* of 24 or 25 feet keel the following woulil be. « fwr ayertiK* :— Luff (or w«*ther ropi*), from 22 to 23 f*«t ; iMch, about SW or 29 feet ; in*l nole (or fuot), fram 20 lo 22 feet The large jib miiUitiH iibout 28 jrarcls of cotUiii, 28 inches brond. Hie CMMitM geuerally the same leiigth as tlia boat in over 'itteniii.' 122 MAST AND SAIL evolution from the smack rig and from the old small line boats used in this Firth, retaining the best points' in the rig and model of each. This is another interesting instance of the supplant- ing of the smack rig by the lugsail ; of a return to a rig which, as elsewhere remarked, is among the oldest in the world, and is at the same time among the most difficult to cut, set. and handle with real efficiency. CLVtlK HKtrP The small line boats on the Ayrshire coast long, low, narrow skiffs, with lug and Jib. There is no great disparity between the draught of water aft and forward, hence the boat lacks the * Nabby's' stability under sail, but ' pulls ' well.* ■ OnlluAry ^ feet, aud drpth, 2^ feet. Price to rarpen- t4>r, about £l*i or £1.? ; and siiih, lagnnA two jjhii, about £i more. Boat* uud in the gill net-ftahin^ for cod end aaitbe in spring, and in I OPEN YAWLS 138 Ballantraet Stranraer^ and Portpatrick Proceeding outwards towards the channels, we iind some differences in the models of boats. At Ballan- trae, for instance, the larger * Nabbies ' cannot be intro- duced because there is no proper harboiu*, and the fishermen have to launch and beach their boats daily. A skiff of about 22 feet keel, therefore (a cod-net boat, in &ct), has to do duty at all branches of the cod and herring fishings. Small lines are very little used at Ballantrae; and for lobster fishing, as elsewhere, a much smaller boat is kept. Portpatrick fishermen hardly engage in the herring fishing at all, their principal occupation being long line fishing for cod during the winter and spring, and a few months at small line fishing in summer. Working out into the channel, where the tides are very strong, they have to encounter a very dangerous, choppy sea. It is very noticeable tliat surroundings and conditions similar to those in the Pentland Firth appear to have evolved a boat almost identical with that used among the Orkney Islands and on the Caithness coast, and tb« turbot net-fishing in flummer, are a little lu^t everjr way. Ad average ■bta : — Leogtli uf keel, 22 feet, and over all 2& feet ; breadth of beam, 7 feet, and depth inside, '6 feet. A boat of this size would cost about £20 from the builder, and talk and other outfit would amount to about £30 more. These smaller boata are all clinker-built, and they have no decks. A apecial size of boat is required for the cod and turbot ueta, becauae the ' Nabby ' would be too heavy for the strength of the net, and the line skiff would be too small to stow the nets comfortably. Occasionally in summer small line boats are used for turbot net-fishing. Turbot nets are set in ' trains ' of ten to fifteen along the bottom, oti which they rest. Cork lloats buoy the upper rope upwards for about a yard. As herring drift'Oet fishing is usually going on in the vicinity, no buoys are used, and the fisher- men consequently have to keep careful landmarks, and 'grapple' for their torbot nets daily. 194 MAST AND SAfL altogether diffWcnt from any line-boat inside the Kiith ot Clyde. The principal feature of this model is, of cmirae, its great proportionate breadth of beam ; the bows and quarters are also full The rig consists of two lugsaiK like that of the Pentland Firth boats, whidi also cany two sails, thoiiffh often spritsails.* Soiue of the older Stranraer yawls are similar in model to the Portpatrick boats, but the last additioos PVSrrATIItrK USK BOAT to the fleet have, curiously enough, and by some pro- cess of evolution which it is difficult to explain, been exact miniatures of the Moray Firtli * Zulu.' The rig is the usual Firth of Clyde rig, a lugsail and jib, with the mast much raked.' These Stranraer 'Zulus' (I do not think this name is used there, however) retain the ' Nabby's ' short fore- ' Tkc dimeiiBiaa* of Uie bmte in the MrDmpmying sketch «re : — 16 feet hMl. ? r««t beun. ntd 2| fwt dMp iuMt. I'he 'ihell ' eustx £10, with £4 widitioiwJ ftir smiln, *jf»n, Mid oar». ■ Ottr of th«ff« boaU rasMarvd lA to 17 TmI k««l, 21 fMt orer wttmr, t iMt Wmr, i^ tmi iuni9, mi 2 tarn raguter. THE SOI,\VAY SMA( 125 foot and long heel, but above water they are perfect miniatures of the east coast * Zulu.' K A number of luggers of the Manx build and rig Bed to be owned at Campbeltown and other ports on the west of Scotland. They were used at the Irish mackerel and herring fishings in spring and early summer, and then at the east coast herring fishing in July and August, ^'ery few are now owned in these waters, fishermen having found the 'Nabbies' more f Stable. Annan TraivHn^ Smacks^ The principal fishing in the upper Solway is trawl- ing — for flounders in winter, and for slirimps and prawns in spring and summer. A neat little smack is used, the only craft of its kind in Scotland, so far as I am aware. W'ith the exception of a narrow open hatchway with very high ' commons,' these boats are full-decked. The decks and high ' commons * are necessary by reason of tlie dangerous sea that rises in the Solway with high winds and strong tides. The ferage draught of water is from three to four feet aft Two men form a crew for winter fishing, but at the shrimp Hashing, where the net is lighter and weather better, the skipper often works alone, or with the help of a boy. tThe Annan fishermen mostly make their own sails, they also make their own trawl-nets. The first Irawl fishermen came to Annan from ' > Tbe Bvera^ sb* i> 23 feet k»el, wad 30 fe«t over all ; bi D} ttmX hrvn ; i feet d«ep hiMde; uid a tons regUter. The ftvera^r draught ol' water U from .1^ to 4 feet aft; the av(ys, its cobles and its kecLs, all distinctive types of 'sea-craft well suited to their work. The Billyhou The billyboy is generally a flat-bottomed, round- tnded craft, whose Dutch descent is scarcely veiled >y its paint. Rigged as iiilt, with brood sawn timbers of or larch, which give them a curious angular ion ; there is a pronounced tumble-home of the kpsides. and the planking is finished flush with the ^^ OOILI — Rl stem. The gunwale is worked outside instead of inside the top strake. and the thowl-pins and pins for belaying halyards, etc., project on the under side. With these characteristics, and the broad bands of light colours with which tliey are daringly painted showing up their bold outlines, these boats are beautiful creatures to ^^eet at sea alive with wind and motion. ^P Their rig is the simple old brown-timne By Admlrftl W. H. Smj^b, puhl)*h«d 1867. THE SIZE OF COBLE isa mger than this, and from 7 to 10 feet beam — a size not fcxceeded by many sea-going open boats.' While the bilge keels and tumble-home of the top rake of the coble are very suggestive of Dutch origin, lere are certain points in which this boat seems to lin some relics of distinctly Norse influence. The iple form of the pins set under the gunwale for slaying halyards to, the fiat shape of the loom of Uie t.i flUMBKii eoij>-m>KrKii ir and its method of sliipping with an iron ring set rer a single thowl, as well as the flat head and low sak of the sail, and the hght shades of green and blue * Diiaea«Mi» of coMm : — tXlD, LmO, AHV BADlHtCK nSHERT. Kx luiM, 2 milet In leogth. mnitiHo pumitv. WBITBtrHM I.X>aiLK. C^nrr}'!!!^ 30 tiet«| 180 fc«t by 3 feet 9 ioua capacity. as-TdfMt 31 10 „ *-7& „ I 2-5 „ Crew— 3 Of 4 meu. length of mAtDmiiKt in fi«nerally about a foot ^ort«r than th« orer-all I«af tb, and that of the maiuyard roughly half that of the maat. n toni csparity. Un0h . . 28 feet Beam . && „ Depth . . 2 3 „ 184 MAST AND SAIL used in painting the hulls, ail flavour of wb&t meets to-day on the Scandinavian seaboard. ''--I J '1|-T OLD THKKT AND IILIIBm BOAT!, IdSA The KeeV This name is now applied in Durham and York- shire to a class of flat-bottomed barge navigating our north-eastern rivers. The Norse origin of the simple square rig in vogue is obvious to all who have seen the old-fashioned Norwegian eoaster or the Nordland boat, running or beating among the northern islands. The tall light mast carries a simple squaresaiL The main halyards tie is of chain, and leads through a sheave below the main rigging, and aft to a purchase work by a small hand- winch in front of the helmsman. I fine weather a small square topsail is carried, hoisting to a sheave in the masthead. A pair of shrouds on each side, and a strong forestay, form the only standing ■ ' An old British nnnie for long vewolf, furmcrljr written ceol and qpilib Ventegnn infuimii us tlint the Saxuiu came over iu Uiree large shtpt, ttyM by thetn^elvefl KecleB.* — AiiutnAi. U*. H, Smyth. iSwii. eeol — liarjcA or small veaael. Ic«l«l. kjull- b&rge or ship. The t«rm \t kaown for the aqaare-rif^rd tiarge from Norfolk to the Tyoe. i THE HUMBER KEEL 185 rising; by means of the latter and the windlass the last can be quickly lowered and raised again, all standing in shooting bridgeti. The keelmen agree that the square rig is the timplest and handiest for its purpose, and is preferable a fore-and-aft rig for inland navigation. Its main lisadvantages are felt when tacking. For this the two lands forming the crew must be on deck. As soon as Ht'MBKR MKKL the ship is round, and the sail well aback to pay her off, the sheet and tack are let fly, the lee sheet and weather tack rope are quickly hauled in as the sail swings through blocks on the gunwale which lead to small hand-winches stepped for the purpose on each side of the long main hatciiway at the fore and aft ends of the vessel. The tack is hauled down taut, rh'ile the sheet is trimmed to the wind ; this often cants the yard until it looks like a square-headed lugsail. The lee and weather braces are in one piece, the bight 186 MAST AND SAIL being overhauled by the helmsman to brace round the lee yardarm. In going to windward the weatber] leech is often tautened by a bowline leading forward^ and the keelmen etnim Uiat when on a wind they cm\ look a point closer than any fore-and-aft rigged vessel ;J and any one who has seen them beating down the Humber in a strong easterly wind, will agree that oo the whole they have good reason to be proud of the set of their sails. In a strong wind, however* staying ^f&^. — -^^ ■^^, uxm. these boats is no cluld's-play. as the powerful sail is adrift when being swung and takes charge freely, while before the sail is reset and trimmed the boat has often made three lengths of sternway. The bow and quarter mils are very reminiscent of Dutch scenery, though an inartistic blue seems to be coming into favour in preference to the older and prettier bright green with red and gold touches here and there. f For inland navigation the leeboards, anchors, and dinghy are left behind, and ultimately the mast ; yards INLAND NAVIGATION 187 stowed on deck, sails below, aiid the very winches inshipped to enable them to pass beneath the low inland bridges ; and thus denuded these boats may be met with Leeds or Liverpool, or in the heart of Lincolnshire. They look big and safe enough in these quiet inland raters, but seen oif Grimsby from the bridge of a tmer in a big north-easterly swell and a strong jreeze, their freeboard seems none too much.* The keel i.s undoubtedly the finest inland naviga- I IV ^'-•^r.-i >*y--j - *^ tion boat we have in this country. Inland navigation, except in the Ken counties, is not nearly so developed in England as it is on the great inland waterways of the Continent, and naturally so. But while making due allowance for the smaller size of our rivers and canals, the ordinary canal-boat is a sorry piece of naval archi- jcture at the best, and the keel is a refreshing change. The baizes used in the Mersey are, it may be < The uBual dimeusioiis «re about 58 fctt by 14 feet 6 tiichee by 5 to 6 f«et draught when loaded, and they carry from 70 to 80 tons of cai^a 80 tttr t (by ki.vd pKiuiissinK or tbr iiirMNtn vawi. club) ^^| The coal-carrying keel on the Tyne, of which com^ parativcly few survive, has quite forsaken its old square ng in favour of the fore-and-aft sprit main and stai THE HUMBLE LIGHTER 180 lis. In fact, the Tync keel of the present day is mch mure like the Mersey barge both in appearance id rig than its sister of the Humber. It is interesting, Jiistorically, that at the beginning the last century it wils among the Teignniouth keels lat centre-boards were first j^ven a trial, about the le that the Admiralty were making experiments ith the Lady Nelson sixty ton brig ; but the centre- )ard does not appear to have taken on. Owing to the HKIULKV LIUIITKII "narrower waters they navigate, these boats were always a much smaller class of vessel than the Humber keel now is. Their dimensions were about : length, 42 feet ; beam, 19 feet; draught, 4 feet 6 inches; capacity^ 21 tons.* It is said that about the forties in the last cen- tury, carvel build gave way to clinker building, whence the smaller Tyne wherry. As a rule, development is in the reverse direction, and classes of boats in these isles t 'Die ctiroeuaioiiB sra frotn yoUt and iluertet for Jui. 1'^, 1901, which givM oUier iatereaUag |)u-tiGulkn. 140 MAST AND SAIL increasing in size, are apt to leave the clinker for the carvel style of build. First-cousin to the keel of the north-east coast is the ordinary humble lighter, barge, or Hat, variously called, more variously rigged, but invariably grimy, hard- working, and of little repute. Yet despise it not, for in that low freeboard, square- ended little craft, life, real life, is to be met with. -^■ mft IIVHBLE MRHTBR Navigating over wide, stormy estuaries, east, west, and , north, in dripping fog-bank and howling gale, in glar>l ing sun and black night, without shelter or help, and but a little simple rope and canvas, two men, or a man and boy. carry thousands of tons of this country's merchandise, year in, year out, with unfailing regularity and certa'uity. In simplicity and efticieiicy they are not excelled. T/ie Norfolk Coast Coming southwanl along the east coast we mayf pass by the Humbcr. with Hull and Grimsby, the great i THE GBO\\T'H OF I>0\rESTOFT Ul >rthern trawling ports, in these days full of iron :am-trawlers, across the entrance to the intricate laiinels of Uie Wasli, to the twin ports of l^owestoft id Yarmouth. \>'itli the decay of Harwich as a ihing-station during the last century, these two ports, Lvoured by their situation well out in the North Sea id near to the trawling-grounds then beginning to be rstematically worked, have become the home of the OLD aiTRR, 18l8(ArTKft W. 1U.VIKU.) trgest sailing-fleet of trawlers and drift-net boats in ^our islands. At the beginning of the centurj' deep-sea trawling was in its infancy, and before the advent of railways no fisherman went farther from bis market than he could avoid. Simultaneously with the in- creased sea traffic in our estuaries steam came in, and while it helped to scare the fish out from many portions of the shoreline, it enabled the fisherman to go farther afield luid to use the port nearest to his fishing-ground rather than that nearest to his market Althougli Lowestoft and Yarmoutli, therefore, are ancient ports, their importance as fishing-stations is of recent origin. Brought up among the drift-net fishermen of the west country, one was educated to look upon ' east countrymen.' as the Lowestoft and YarmoutJi boats were known, as sacrilegious Sunday- breakers and outer barbarians generaliy, and we used to criticise them from our small boat much as the small-line man does tn.n YAKMotrTH VAWI. the trawler, the pedestrian the cyclist, or the teamster the scorching motor. Consequently, when one first moored up alongside their long wharves, it was with some surprise one began to find the Lowestofters much as other sailor men, and Blast Anglia not only ft I delightful country, but one iVom which several remark- able types of naval architecture have emanated— a fact which argued even to our prejudiced west country mind a high state of civilisation. In fact, to give the Norfolk coast its due, tliere are few coastlines of equal length which have done more in this direction. THE YARMOUTH YAWL 148 The far-famed old Yarmouth yawls are unique, and rith the exception of some tnijiical-built canoes, are tbably the largest open boats in the world. They re long, narrow, cUnker-buLlt bouts, stem and stern like, with very fine entrance and clean run, and are ;n 30 feet in length with 10 to 11 feet beam. The |ider boats often exceeded 50 feet in length, the Hein- % which challenged the America, being stated to ARUim l.t-OGKN, \62& WK have been 69 feet and to have sailed sixteen knots on a reach. These boats were rigged with three lugsails and jib. This three - masted lugsail was a very favourite one at the beginning of the nineteenth century among sailors on both sides of the Channel. It appears to have emanated from the Breton coast, and at a time when the French fleets were beaten off the seas by the British, these gallant sailors were able to carry on very harassing warfare with their three- masted armed luggers. The old bluff-bowed king's T«4 MAST AND SATi: cutter on this side of the Ch&nnel was no matdi ii speed for these easy-lined French luggers, as tbt flourishing smuggling trade abundantly proved at in even much later date, and the bellying cut of the fore- and-aft sail of that day made it impossible for our armed cutters to compete with the lug-rigged vessd* — ^^^r V^**A' vT^^^ — Ktm't wmcN, 18^5 (rmiM A vKETcii m\ «■ w. wauiikutdk «wrm) from across the Channel in wcatherly work. Hence it came about that oiir own navy adopted the rig for certain classes of small craft, and it was also used in vessels of from 50 to GO tons Iwth at Whitby and Yarmouth. It was so sufficiently a national rig in the middle of the century that, in Folkhard's first edition of Tfw Saifhi^-Jioaf^ this rig was given as being characteristic not only of the Yarmouth beach- yuwU but also of the Hastings boats. It is interest- THE SERVICE CUTTER 145 therefore, to note that in both cases the three- lug rig very soon gave way to the present ■m of main (dipping) lug and mizen (standing) which (with the addition often of a running wsprit and small jib) may be regarded as the most ij.i',' ■:,:£^C'"' it''!'-*- --Jf^ ■KHI'lUX ay-rKKT UlTTKH teal rig of the British fishennan. Even the long, sharp-lined beach-yawl Ims discarded the old mainmast, enlarged the dipping-lug foresail, and brought the mizen well inboard, increasing its area to about two-thirds that of the foresail. The existing rig to-day. therefore, is, notwithstanding the far greater length of the beach- yawl, identical with that used for the service cutters 146 MAST AND SAIL in Uie navy, a fact which goes far to prove the coii! tion of some of my naval friends that this rig is handiest and most powerful which can be put into open boat willi a strong crew on board, the latter a very essential condition to its success. In the meantime, on the south side of the Ch the French have loyally adhered to what may regarded as the national small-boat rig, and the ill masts with bowsprit and maintopsail may be vctj generally seen to tliis day anywhere west of Kieupocfl UlwaSTOPT BUca-TAWL and Blankenburg. alike in trawlers, traders, and men- of-war ser\'ice-boats. The great length, fine lines, and shallow draught erf; the Norfolk beach-yawl wo\itd seem to indicate a veryj fast and capable smooth-water vessel, and it is nothing less than marvellous that these boats bhoiitd I>e such magnificent vessels in the very heavy weather which is the rule wlien their crews put to sea. Yet they are in reality designed and used almost entirely for bad weatlier, their business in life being the succourmg of men and ships when no other craft but the splendid sailing lifeboaLs of the National Lifeboat Institution LWl 'HE WORK OF THE BE ACHY AWT. U7 put to sea. Such work in the largest and most ■werful of the Institution's modern lifeboats is danger- enough, but in a big open boat such as the beach- , in the confused and dangerous sea which runs in vy weather along tlie banks off the Norfolk coast, calls for greater nerve and smarter handling than any t-water job known tu seamen. Before the days of the National I^ifeboat Institu- in, the whole of the life and property-saving work on uiii (lUick., n):^(l {AyrnH w. damkli.) the coast was carried on by the beachmen's companies either in the big sailing yawls or in the smaller gigs. There are now only some half-dozen of these companies left along the Norfolk coast, but they still do their fair share of salving notwithstanding the rivalry of the Institutions fine sailing lifeboats and of the powerful modern steam-tugs, which also show no reluctance to venture in among the banks if a ship is in distress and there is enough water for them. t4S MAST AND SAIL ». While the gigs belonging to the eoinpuiies from eight to ten oan. the yswls cany crews of bdwta^r' twelve and twenty men, a big crew being both in launching these big boats through the surf, and in handling sail. baiUng, and bearing s^^ •ace oo board distressed vessels. Nothing is tgoR common than for small coasting-schooners, kclchei' the like, to get into trouble for sheer want of hndtj KAST IMxrt bKKP^«4U TkAWIJtM and weight of bone sufficient to cope with emergencies in a hard wind, and a few strong Norfolk hands out of a plunging beach-yawl have time and again saved crew, ship, and cargo. ^f Of the fishing-fleets saiHng out of Yarmouth and l| Lowestoft, the drift-net boats are probably the more ■ interesting from the present point of view. While the trawlers, tine, powerful, sea-keeping crafl, of from ■ 60 to 90 tons, have developed out of the category of boats and have all adopted, witli wonderful unanimity, the handy North Sea ketch rig in common with theit SMACK RIG VERSUS LUGSAIL 149 ^ iriaters from Grimsby and Hamsgate, the smaller * driving * boats have had a history and have evolved « rig quite their own. The deep-sea trawlers from these ports are among "the finest productions of any fishing industry in the 'world, but are beginning to give way to the steel steam- "trawler which was the production of the last sixteen OLD TARHOUTH I.UOOER, 1874 years of the last century. But the old sailing smacks- men of the North Sea will not be forgotten, even when everything carrying a trawl is under steam, by any one who has seen their fleets and sailed with them. They have set fashions even in the yachting world: the ketch rig is common among yachtsmen now, and even the old habit of carrying a jib-headed topsail over a reefed mainsail, which I can remember hearing stigmatised as 'only a smacksman's dodge,' is now 150 ^^ MAST AND SAIL perpetuated with regularity in the smartest of tke Y.R,A. classes in a blow. Although It tew steam-drifters are now coming in. sails will probably long continue to hold their own io this fishery. Houldsworth, in his Deep-Sea Fishing, 1874, giv«i several cuts showing the Yarmouth drift-net boat o( that day, from which it is evident that, with a few -^-^ ■PUT MM slight differences, these boats were practically identical in rig with the present Brighton and Hastings luggers. The Norfolk boats, however, have bad the advantage of deep-water havens, and have therefore steadily in- creased in size, while the southern boats are handi- capped by the necessity of beacliing in the absence of anything in the way of a protected harbour, and liave consequently had to be kept down in size. There is no doubt that one of the contributory '"^••-■•V - - 'HE I.OWKSTOKI' [IFTER 151 luses to the alteration in rig which has taken place in Norfolk drift-boats since the seventies, is the Nor- ►Ik practice of taking to sea for the season a number unskilled hands from the shore. These men form =.;:4te. Lowsfforr DRtPT^Kirr bojit the majority of each crew, and are taken mainly for the purpose of handling the nets. I The other principal cause has been the increase in the size of the boats themselves. The disadvantages of the big dipping lugsnil become more and more apparent as the size increases, and the danger attend- ing the handling of this sail in strong winds and high seas becomes infinitely increased when it has to be done »y an inexperienced crew, or by a short-handed one. 152 MAST AND SAIL. The configuration of the banks off the Norfolk coast also makes a long series of short tacks ofta necessary, and the fore-and-aft rig, with its quicbies and handiness in going about, has advantages on such a coast not to be disregarded. The result has been that the Norfolk men have practically gone in for the ' split ' lugsail. The luff of the old dipping lugsail before the mast has become i I-OWESTOFT DBIVER — ALL SAIL small staysail of almost identical proportions. The fore-and-aft mainsail retains roughly the size and shape of the former lugsail as it stood abaft the mast. The foot is cut so that the sail sheets to an iron horse just before the mizen-mast, and no main boom is used. Practically no alteration has been made in the placing of the masts, and consequently the long space between them available for handling fish and nets, which is one of the principal advantages of the lug rig, is retained. The forward rake of the mizen, which has been adopted THE LOAVESTOFT DTimSR 158 the majority of large mizen-carrying fishing-craft at le present dayt has been exaggerated in a remarkable legree in these boats. In place of the old standing ig-mizen this has also been made a fore-and-ait sail, itted with a boom along its foot, slieeted to the end »f the round counter. The convenience about this sail that, when lowered, it is gathered up by its lacing If mast rings on the mast, out of the way of the crew, 'the bunt of the sail being easily made up on the gafl'. ■s:*^ vawmnrr omvaa — BAP-wmA-raBB nt« ^nd the boom topped up. Everything is thus stowed |Out of the way. and the long mizen jigger is got rid of. There is a little more gear aloft in this than in the usual lug rig, for the pole-mast is adhered to, and when lying to nets the fore-mast is lowered aft by means of the forestay and a tackle and winch, just as in the case of the lug. There is the additional advantage that the small staysail may be replaced by a balloon staysail, the most powerful of fine-weather sails in light winds, and yard topsails can be easily set on both masts. Both main and mizen sails are fitted with bonnets 154 MAST AXD SAIL by which the weight and size of the sails are easily reducible in hard weather. The build of the boats themselves has improved remarkably of late years. The newer boats are lai^ carvel-built vessels of remarkably sweet lines. A handsome round counter is the rule, in place of the old counter overhanging the transom-stem below. / afltU.Eim)H ORABBCB The bow is clean, but full enough to give lifting power in a seaway. A considerable number of tliesc boats have been built in Cornwall of recent years. The small local open and half-decked boats em- ployed in shrimping and long-lining are rigged in the regular Norfolk fasliiun well known on the Ikoads. numely gaff and boom mainsail, and one large Jib set on a longish bowsprit. An enormous gaft' topsail com- pletes the outfit. They arc beamy boats, with a broad THE NORFOLK WHKRRY 158 isom-steni and centre-board, and carry their pile of »wn canvas well, and in short are a very handy type craft The Wfterry The boat par exceUence of Norfolk is, however, the [wherry,' employed upon the inhnd navigation of the wnmiliv — wiini.K aAtt. wrn) BDNnm Rroad district. She is, perhaps, tiie best known of our distinctive types of sailing-craft, by reason of the accessibility of the Broads to large numbers of our fellow-countrymen who prefer sailing close to a bank by day, and tying up to a bush in safety by night, to practising the art of seamanship among the uncer- I tainties and excitements of tidal waters. The form of ^■Ihc black, high-peaked sail brings back to many recollec- 159 MAST AND SAIL tions of healthy duys among quiet scenes, first impi sions of the unreasoning strength of the self-will* jib-sheet, of the obstinacy of the reliictunt quant, the tenacity of certain kinds of mud, or lessons in bar facts about blocks and nipes and saucepans, which well for any man to have, and are nowhere better got than in the Broads at Easter, or in a wet summer. m"i' ^ -•S-w" ..^ WK RHRT — lUntPKD 4-^ ^^3f It is in autumn, winter, or early spring that the deep-water boat-sailor will most appreciate the qualities of the Norfolk wherry, and the admirable handling to which she is subjected by her crew. When the bonnet is off the mainsail, and a cold wind howls through the big forestay, the wherrj' is at her best. For there is skill and nerve re([uired to take thirty tons of cargo and fifty feet over-all length through the narrow rivers THE WHERRY RIG 157 *o£ the Bure or Ant in half a gale of wind ; yet the ^wherry's skipper, with the possible assistance of his rWife or son, thinks nothing of it, and would feel far less rsure of himself if he had thirty miles of comfortable sea-room on every side of him. The wherry is a light-displacement boat, the first necessary quahfication for shallow-water navigation. The draught unloaded is under 2 feet 6 inches, with a beam of 18 feet, and length of about 52 feet The bow is short and hollow, and the greatest beam is well forward, partly no doubt to carry the big mast, which is placed under a quarter of the length from the stem. The stern is sharp, wherry -fash ion, and the run aft is fine. The mast, a fine stout spar about 40 feet to the hounds, has but a single forestay, by which it is lowered and hoisted in its tabernacle, 80 cwt of lead bolted to its foot making this manc&uvre the simplest of matters. Simplicity is the keynote of the wherry's rig, and a single halyard hoists the long SO-foot gaff. The halyard, by an arrangement seldom seen else- where, runs through the large double block at the masthead to a single block at the throat, back to the second sheave of the masthead block, and so to the peak, where a bridle distributes the strain. The arrangement is so simple and efiicient that I often wond^ it is not more extensively used in small craft carrying fore-and-aft sails. The wherry s sail has no boom, and the sheet travels on a horse on the after end of the cabin-top, in front of the helmsman. It is a lesson in light-displacement sailing to see the wherryman leaning with his hands in his pockets 158 MAST AND SAIL against his tiller, dodging along the leeward shore, now and then luffing oflf a little, but rao:itly depending on the pressure uf the water luitween the mud to leeward and the sharp bow to sitoulder his ship off to wind- ward. In this way, with hardly any dlnainution of speed, the wherry will work along a reach close-hauled, with the wind so far alicad that she can hardly lay it, while a heavy-displiiccment boat has to tack many times to keep olT in deep water, and if she does not completely avoid the neighbourhood of the mud, a big wave drags up astern, emptying and Hlling the dykes, and deadening her way until she seems almost to be aground. The other most striking manceuvre of the wherry man is that of shooting a bridge, when he dotises sail. lowers the mast, hoists all up, and is under way again in about a minute and a half. A considerable number of these boats are now built and fitted as pleasure-boats, tlie long hold and raised hatches making absolutely perfect accommodation. For cruising in sheltered waters it is safe to say tliat no boat can equal the wherry, but don't ever be beguiled to sea in one. In the smallest wind and sea the wherry loses her head entirely, and develops a suicidal tendency to bury herself and crew. ^| The Thames Estuary When Edward the Confessor builded his great church to the glory of God and the honour of the blessed Saint Peter, where Henry's proud Abbey of Westminster now stands, it is recounted that upon the eve of the consecration, a solitary fisherman was hauUng THE * PETER* BOAT 159 c=liu nets from his boat upon the shallows of the wide ^nver. A venerable-looking traveller hailed him from : the shore and asked that he might be ferried across to - the new Abbey Church upon the Isle of Thorney, and ~ forthwith as the stranger landed the great windows of ^ the church were filled with light, and the lofty stone . vaulting with the glorious music of the Hosts of Heaven. And thus was the church that night conse- r ' rSTKR BOAT crated by the heavenly choirs and by the holy Saint Peter himself. No coin did the saint leave on the afterthwart of the poor fisherman's little boat, but a blessing to all good Thames fishermen, which has lasted down to our own times — until the days when Satan, as some do aver, placed steamboats to ply upon the river, and stone em- bankments along its shallows, and turned it into little better than a tidal mill-sluice. Such is the first authentic record which we have of the little ' Peter* boat, which has been a characteristic 160 MAST AND SAIL Thames type longer tlwn tlie present Ab!>ey walls have] stood. The grateful fisherman after that long-remem- bered night evidently took the liberty of calling his after the fishermans saint who had so honoured hia humble craft, and so the nanae was handed down, andj the simple build of the old Thameii Bsherraan remaineii| characteristic of the river, so that even as late as 1901,] when Uie writer was last at Putney, two weather-wof little * Peter' boats lay there as it had been eight cen- turies ago. In E. W. Cooke's time these little boats were still fairly common above and below Bridge, and he depicted them frequently. They were shorter than the old Thames wherry, more beamy, and higher in the side. They were stetn and stern alike, and hud no gunwale (wherry fashion), and being sturdy in build could carry sail and stand rough water when required. They had a fish-well nearly ainidship, and were probably the tinil form of 'well-boat' built for fishing purposes among Western nations. The Halch-hotU The Thames ' Hatch-boat/ the glory of tlie Thames before si:eam days, was an offspring of the humble Peter boat ; it had its origin in the need of the fisher- man for larger l>oats in the rough tidal waters of lower Thames, and a large class of wherry-built sailings] boat with a half-deck and cabin shelter came into both for fishing and for general waterman's work among' the shipping. The late Mr. Cooke seems to have taken a real pleasure in delineating these boats, and there is ooj doubt that they were among the smartest of the smallerj sailing-craft of their day. THE THAMES HATCH-BOAT 161 Rigged at Erst vrith the simple old spritsail and »resuil, than which there is still no better setting, kandicr rig for a small open boat, they soon had added topmast to enable them to catch the light airs Hoating ive the river banks in fine weather. The sheets ran >n a horse, and the mainsail was quickly and easily l/' \ I out YHAXBi HATCB-BOAT (afTKII «, W, OOOKR, lt.A.) irailed into the masL In the larger boats a regular mainsail was eventually adopted, without a boom, id fitted with brails as in the older spritsail, and vangs >ntroIled the gaff' A small mizen was often added, and running bow- >rit, and the boats reached eight and ten tons burden, with roomy cabin and well-space. But to the last even the largest of the hatcii-boats retained the beautiful I. 162 MAST AND SAIL wherry model, the sharp stem, and the yoke steenng- gear common to the tribe. And what beautiful cnm- ing boats they would have made to the modem Corin- thian yachtsman I OLD THAHR8 HATCH-BOAT The Thames Bargt The Thames Barge, one of the most distinctive type of sailing-vessel, is a native of the Medway and Lond(n rivers, but claims Dutch descent. The rig is the sprit- sail of the old Lowland traders, the great convenience of which consists in the fact that the sail is furled aloft, without coming on deck, while the chief weight aloft is brought very low on the mast, to the heel of the sprit This spar, often 60 feet long, is held at its heel by an iron THE THAAfES RARGE 168 ip sliackled to a shoe upon the mast, aiid a stout wire ;I rope leading aloft. Its weight is enormous, and luses more anxiety to the barge skipper at sea than any S'-A — 'tmiPT ther part of his gear, and when the vessel is rolling rith a bit of a sea. it is an unpleasant shipmate even to le oldest bargeman. A powerful staysail sheeted to a >ut wooden horse, and a small sprit mizen sheeted to ■^: OTJft TASUtmt ' iiTmii*v »e long rudder, comprise the sail area of the ordinary' stumpy * or pole-masted barge. The larger barges, however, running from 72 to 80 ;t in length, carry a topmast, setting a big jib-headed 164 MAST AND SAIL topsail, and are known as topsail barges. The mentioned are invariably tanned with a preparation oil and red ochre, to protect them from the weather, for] they are stowed aloft by brails worked from a hand- winch on deck, and are never covered up. A light-Hying] jib, dcNignated by the bai^man ' spinnaker,' is set in light weather from the topmast head to the stem. This is generally of light duck ; and in ail the large new sea- going barges a bowsprit is added carrying a fair size jib SKaHIOIKO BARfiR as one of the usual working sails. In these vessels Ihel mlzen, instead of being stepped on the rudder head as was customary in the old barges, is stepped well inboard, and is so incre&sed in sisce as to be of great use if any- thing goes wrong with the mainsail or its sprect. In fact, these craft are developing for Channel trade] into regular ketch barges. Drawing about 14 feet with their leeboards down] when loaded, and able to float in two feet of water when light, these vessels are without exception the Handiest cargo carriers in the world. They arc fast tol BARGE SAILING 165 idward, quick in stays, and handy in every point of uling in any wind. With a crew consisting only of man and a boy, you may meet them with all their rigging lowered on deck, at Hampton Court, or making leir way, with sweeps out, through the London tridges; with mast on end, and the vane fluttering 70 a**'. IK nu RKAOB •et above your head, among the fields of Kent, or work- »g under topsail up a placid creek not wider than your Irawing-room ; with close-cropped canvas slashing )und Dungeness in half a gale of wind, or rolling up »id-Channel merrily. From Bruges to Plymouth, from the Fal to the Wash, in any town or village with [three feet of water, there, likely as not, you will find a 166 MAST AND SAIL Thames barge, with her warm brown sails braJled up alofl, and her gaudy spreet and stern adding cheerful colour to the scene. As my friend the skipper of the good barge Mary a: Jane said to me one day, as he looked proudly down at his craft lyin^ with mast nnd sails on deck, up at Putney : ' Yes, it 's heavy gear that is, but me and the fv^ Tjffe^' BRAIUNQ VT boy can put it all on end in ten minutes. It s a bit of a job for two sometimes in a hurry ; but see what shell do: she'll do anything ye ask in reason, and go most anywheres if there s water enough to wet your boots. She's like a toy, that's what she is,' — which explains in a word the ubiquity of the Tliames barge. Deep-sea sailors may look askance at the barge beating down-Channel in half a gale of wind, with her decks all awash, but as my friend says in Sea Reach, poiuting sailor men II waul to be 'ome Tore me and my barge takes in our torps'l." The form of rig of the Thames barge of to-day has not been long stereotyped. In fact, changes and de- velopments are continually taking place even now. From old drawings it is evident that the gaff mainsail was at one time much used in this type of vessd. lUT tMKiQK before it became so distinctive, and that the square- sail and squve topsail were frequently used in sailing free. The channing and clever drawings of Mr. E. W. Cooke, R. A., the greatest of our boat artists, show that as late as 1880 the Hat overhanging Dutch bow, seen still in the dumb lighters in the Thames, was general Mr. Pritchett, in his book published in 1899, also shows this shape of bow in his drawing of a Medway barge, THE BARGEMAN 160 It at that time it had been practically out of date for iny years. The straight btiw of the present day is lite modern, nnd undoubtedly makes for speed, and ives that patient 'take me where you please' expres- which is on the countenance of every decently ived barge. Ill speaking of tlie Thames barge a word must be ^'•^*L-)i(i --^C-^i^J! assed on subject, ' Near thing for the topmast : beautiful r/ and then resumed a yarn about his wife. But a topmast does not always hold on so long, id when making time into the London river with an ?rly gale, under topsail and brailed roainsail — an inusual combination of sail-spread which is in great shion witli the bargeman— topmast aud topsail, with crash and a tremendous clap, go soaring away over ider the lee of the mainsail. The boy looks up the ;r liatchway and smiles ; the skipper remarks, * There Ihe goes 1 ' but doesn't move his pipe or a spoke of the 'heel. There is nothing to be done until they get to shelter, and they know it. But conceive for a moment what confusion and excitement there would have been OD a Chinese junk, or a French chasse-mar<$e, in the 172 MAST AND SAIL mob wliic^h is usually required to work a vessel of the tonnage of the Thames barge.' The Baxcletf TheBawley is a shallow-draught, wide-beamed native of the Thames, and is well designed for the require- ments of a fishing vessel which must knock about the great estuary, dodging along the edges of the innumer- able banks in search offish, tide-cheating over dangerous flats, or beating through rough tidal seas in the open channels. With its high freeboard forward, the Bawley has a somewhat haughty expression of countenance. It has a short lower mast, long and clumsy masthead, and a very long gaff, giving a nearly perpendicular leech of the mainsail, which has no boom, but is sheeted to a horse inboard. These peculiarities, with the long, heavy bowsprit, do not make the Bawley beautiful as regards its sail plan. Yet no more pleasant-mannered, amenable little craft exists, and if in a calm the Bawley does look a rather untidy, badly dressed little creature, remember her beauty when, with spitfire jib and half- brailed mainsail, she is soaring over the wicked- looking * The dimetiiiooa mre roughlf u follow* : — 30 feet 4<) to 60 tonn rej^ter. 36 „ 120 to 126 tons Mrryiiiff capacity. A ,, ISO toitH di»pl)i(-«nient- fiS „ 72 to U ft. leti)^ II itichea 14to 18^ fL beam. ft ft. londei) dnugbt. 2 ft. untoftdpd. lecSoird, ' lo«bo«rd below batbom. iMitlom, StiOO lo 4000 tf{. n. ^ail urea. C-utt— about £1100 for fint-vlaas bante. The ')es-ti:oiiig barges ahow a tendency to increaite in all principal |»roportioD«. Maitt to bouuds, . Topmast to houndti, Mattbend, Len^b spreet, DiHinetor, M aterialii — oak and Oreguii piu». ^ lU UllUWIlil 1*12 to 17 ft. Icn^h of \ 8 to 10 ft. drop urio4 ' 7 n. « in. widlli «t Im THE BAWLEY 178 down Swin in half a gale of wind, light-heartedly taking the combers off her that would puzzle many a rei»ty-tonner. Then the spirit of the deep can call le beautiful individuality of a living being out of this fly, common pi ace- looking little boat And in the matter of her dress no type of boat is rorse used than the Thames Bawley ; her poor main- BAirt.By I sa sail has no rest in any weather, and half the time she under way it is being pulled about with brails, and having every trick played upon it that a long-suffering, handy little sail can undergo, brailcd up to check the speed of the trawl along u bank, scandalised to a passing squall, set up for a turn to windward, or triced up into the most inconceivable shape for a run down wind. There used to be many mure of tliese boats in tlie 174 MAST AND SAIL Thames hailing from Gravesend than there are at present time. The fish have led the Bawley fa afield, and the more open waters of the present cruiar grounds have resulted in a mucli larger type of than was known thirty years ago. I^eigh, the Medwij and ^Vhitstable neighbourhoods are now the home this little boat, and the casual stranger who visits places at low water may be excused for supposing tbi t^- 8AWLEV, IN alU aSACa k the Bawley is a mere kind of mud crab, that spends its time dozing in placid sleep or meditation. There they lie, reclining at gentle angles on all sides, their heeling masts looking like the weathered trees of a small forest bowed in one direction by the wind. But wait for high water, and see them waking as the tide comes in to them : sitting up slowly to the first summons, shaking their mastheads lazily ; and then as they 'fleet ' beginning to jump and strain at their unsenti- mental anchor-chains, looking tliis way and that as THE BAWLEY 175 sheer about, longing to be ofT, and exchanging lo knows what greetings witli their neighbours. Not a few Hawleys may now be seen witli a mizen Ided as a convenience when working nets, but in le cjises it has resulted in the mainmast being placed [little too far forward, witli a coiuiequeiit loss of speed: BAwrjcT — oiT THX Nonn for though tiie Bawley is not generally fanciful, she is very particular as to where you place her mast, and a foot too far forward may quite spoil her temper when beating to windward. The old Thames boats seldom exceeded 22 feet in lengtli with about 8 feet beam and 8 feet draught, and were clinker-built, but most of the new boats are over 80 feet long and about 1 1 feet 176 M. beam, and draw about 4 feet, while they are wl BAWunr decked in and carvel-built. Their great beam makes them delightfully roomy below. A somewhat detperj CKNTIU[-W>4JUI, wrru BAU*KCK-Ur« class of boat is used on the northern coasts of th< Thames estuary, at Harwich and in the Blackwatcr,! ESSEX OYSTER-BOATS 17T iwing 3 to 4 feet forward, and nearly 6 feet aft crew generally consists of three men. A description of the craft of tlie Thames estuary mid by no means be complete without some refer- kce to the smart little cutters used in the oyster and fisheries, and liailing from }iurnliam, Mersea, ^htlitigsea, and other small ports situated on the f*Ai BRiaH-ruyoMKA ovfirKii* their trawls. The Ramsgate trawler!> arc of small size, seloos exceeding 80 to 40 tons, und like the old trawlen d Yarmouth and Lowestoft still show a strong ft likeness to the Brlxham boats. But while the sailiif^ trawlers of Yarmouth and Lowestoft are giving place to the steam trawlers fishing distant seas a thousand miles away, and to the drift-net boats, both steam tod sailing, the Ramsgate sailing trawlers still hold their own, like their sisters of Devon- Deep-water harbours are now far apart, and the boating conditions from Deal to the Owers are very much the same. The boat must not exceed in dis- placement what a capstan can haul up the beach above high water. She must be stoutly built, broad of beam, clench built for preference, and simply rigged. Hence It comes that with but shght local variatiom the short boats of Deal, Dover, Hastings, or BrightOD all bear a familiar resemblance. The Deal Ltt^gtr Pei'haps most famous of them all is the Deal lugger. The old 'cat' or three-masted Deal lugger, which used to take off anchors and cables to the sailing fleets of old which sought shelter in the great roadstead of the Downs, is now but rare. In these days of steel and steam, patent anchors and steam winches, there is very Httle demand for such forms of assistance from the shore, and the smaller and handier galley punt now meets most requirements. THE DEAL LUGGEH 181 tut these Deal luggers, although rarely seen now, ever remain famous in the annals of the sea. jey have been connected from time immemorial rith that famous roadstead of the Downs, and with le historic Goodwin Sands, which form at once the !m protection and the peculiar danger of the icliorage. They have witnessed the early sea-fights between Vench and English in the thirteenth century, and the DIAL waam Boi'«t4JNii h battles of Van IVomp and Blake which gave the mastery of the sea to England. They have seen the victorious British fleets from 'that day to this going and coming, and have carried succour to thousands of slnps, botli steam and sailing. year after year, by night and day, in the dreadful gales against wliich tlie anchorage only forms at best a partial protection. And more than this, niunned by their intrepid Deal crews they have left their legitimate work, and have risked all in saving ships and lives from the appalling fury on the dreaded Goodwins. These sands, cast up and maintained by the meet- 18S MAST ATm SAIL ing of the Channel and Xorth Sea tide-strcflms wtiii^ eddy round tliis spot, rise straight out from seventy to ninety feet of water. By the tremendous surface wash of the sea and the strong tide-streams running violently and varying in direction with the hour of th« tide, they are kept shorn down to some ten feet high-water level. Hard as they appear to be in some places, they yet rapidly swallow up every wreck wliich gets upon them, and every beacon which has heat erected in the vain hope of providing a refuge on their treacherous surface- No more dangerous work exists in the world thaa the rescue of men from a ship which has once beaten in on the surface of such shallows as the Goodwin. The true power and horror of a long line of heavy breakers rising up in foaming cataracts twenty feet high and thundering forward at thirty miles an hour as their momentum is checked by the sands beneath, can only be realised by those who have once been among them and have survived. Huge seas breaking and roaring in across the wind, their tops blowing away in sheets of solid water to leeward, and anon leaping forty feet into the air as they meet the big hne ot" breakers, add to the terrible danger of any lifeboat or other which dares among them. A cross tide-stream running at four or five knots, the dense drift of sea- spume, the stinging rain, the gripping, shrieking wind, and the thunder in the canvas, all add to tlie appalling confusion. Yet in such scenes, before the day of the splendid blue-hulled lifeboats which have earned undying fame in the hands of tlje storm warriors of Deal, WalmerJ STORM WARRIOns IBS Ramsf^ate, the old brown-hulled, red-sailed hovel- \g luggers of Deal^ brought hope and help to many nting group of desperate men clinging to the last of their once proud ship. In shore life we record with pride and speedily ard the bravery of a man who gallops half a mile ler rifle fire to help a wounded comrade out of on, or who by an instant's presence of mind rescues >rt of people from accident or death. At sea, a dozen men put ofT in a small open boat their snug firesides. A black winter night and a freezing gale cannot keep them at home, for they have seen a signal of distress. It is three hours' beat tiguinst the sea and a lee-going tide, and they are all soaked ind numbed to the bone in half that time. Arrived It the weather end of the Saiid.s, there is no .sign of the arreck. The flares are burnt out or washed away. But the men who lit them nmy be there still : all, or inly one. It is an off-chance. But these twelve men ire not going to leave that chance. ' Guess we must vait ' is all that is said. Then comes ten hours' wait- ng through the black night for the winter dawn, such iting as only such men could survive ; every minute r * The t«rtn ' hoveller' wns in use in the time nf RdtraH iit. to dfttiot* 1m inoiiot«d cilMtgiiArdi of the period, 'homing ad Krtna ft hubilen,' iwd for watcliiiiK the vlioren, and i(iv>ii>v "KMiioK of buntile raids in time tt war. It K Kttid tu be pruliably dcrivvd vith>er from the Fri?ucli ' hobil,' icnrcokt, or the old Kuglish 'hobbicr,' a fttout rob, as ttu^fgested In }. B. Gattia'fl MemoriuU qf the fioa4win Snndt, (^ndon, I8U3. Know- Dg bow the word * boveller' or ' hoblf^r ' i« uiwd (o tbt> pmenl dnt« in wmv lUcM in Comwill to deuote a boatniiiii who pliei for hire and is not 1 re^ar fisherman, iieitber of the above derivations CMtoa Ttrj* satis- Ktory. It is a rare word, and it is peculiar that it should be uaed at he two opposite enijji of the Channel to denote practically the Mune Mailing, Is not 'hoverer' aa likely a denvatioii a« Uie aboYe aomewbat ndom gueuee ? 184 MAST AND SAIL in every thundering sea and stinging snow-^u threatening death. Then at last in the dawn. 'Thm^ she is I ' is the crj'. and away goes the willing l»j; under her close-reefed foresail before the seas, boldlj into the breakers towering above her mast, withoal fear or thought except for those still clinging to the rigging. Yet the work is not done ; now comes effort after effort to get near the wreck without smashing up the boat and so bringing death to alL By consuifr mate seamanship and unerring judgment only is it effected, such swiftness of hand and eye, such patience and steadiness of heart and head as would win fortius crew unending fame could men but witness it or understand it as they can a land battle or even a, football match. This is sport indeed; this is pluck;] this is all we venerate, and a good deal more. But I these men are of the sea. Six hours later they are' getting on dry clothes, and the poor resc\ied wretches are weeping their gratitude. A paragraph appears in a newspaper — ' Great Gale. Gallant rescue ; the crew of a barque saved.* And then all is done : tlie d names if ever known are quickly forgotten; the event " is buried in a score of others ; and tootball gives way to the cricket season. Yet among sailor men, ever shifling as they are] with their fleets about the world, the Deal boatmen and] their old luggers and their newer lifeboats will never be forgotten. They are heroes of the Empire second to^ none, and like heroes are dumb about themselves. ^ The old Deal lugger was a bluffer built vessel than its sister the famous Yarmouth yawl. But its rig was the same originally when each carried the old- LAUNCHTNG AT DEAT- 1R5 •'fcioned three-lug combination derived from the ench and referred to elsewhere. The Deal lugger, e the Yarmouth boat, has dropped out the mainmast idships and retained only the mizen and foresails at L^^licr end of the boat. These boats have always been launched and beached *"th great boldness up and down their steep beach. ley were usually 40 feet long by 18 feet beam, id bad a small forepeak for shelter, laying stem \\\' H»t*t (iAU.KV VVHT iwards, with masts stepped, they were ready for ;a night and day at a moment's notice. They were leld fast on tlie inclined ways by a chain roved through the 'ruffles' in the keel. When the trigger Tos knocked away, with crew on board and mizen Bail set, they would shoot down the beach with square tkids below, head first into the surf. Often their [own impetus was sufficient to take them off through the line of breakers, but with an onsliore wind a haul- [off warp would be resorted to, the whole crew laying 1S« MAST AND SAIL. on to it as she went off, thus »suring her riding deep water. Then up smartly wait the foresail, !died' and halyards being set taut as she drew out. TjmHing was even more dangerous, espef the gunwale, and never raked up as in the west- rountry boats. From Shoreham come a finer, deejwr class of carvel- It boat, many of them built down west in Cornish )rts. The advantage of not having to seek shelter Prom bad weather up the side of a steep beach is the ^eater depth and size, and superior accommodation ftnd shelter at sea, whicli can be indulged in. The curious old Brighton hoggiest which were common up to the middle of the last century, and were illustrated by E. W. Cooke, have now quite disappeared before the superior handiness and sailing qualities of the south coast lugger. These boats were quite peculiar, and were the nearest approach in build to the Dutch beach-boats 100 MAST AND SAIL of the Scheveningen coast ever seen on these si Like them they were clinker-built, flat-floored, round-ended, with great beam and strong bilge-keekl They carried a sprit or gafi* mainsail, and ofta ii sprit or lug mizen, with a stay foresul set outatj a peculiar flat wooden bumkin, raked well don forward. A running bowsprit and small jib vse occasionally used. Some variation seems to have taken place in thai I rig prior to the introduction of the now usual lug- OLD BRiaiiTO> ' HoaoY ' (aftbr k. w. oookk, 1826) rigged boats; for while for some time they used the high boomless gafT mainsail familiar in the little Itchen sloops with perpendicular aft leech, in Cooke's time they had certainly nearly all adopted a lower cut spntsail and mizen. A particularly fine, powerful class of open clinker- built yawl is used on this coast for pleasure purposes in the summer, and the splendidly effective build and 192 MAST AND SAIL gaffsail, or, as in the old Portsmouth wheny, spritsail, with straight leech up and down and boom, which required no dipping in going aboat,al was light and simple to handle. The similarity of the sail-plan of the old Itda boat to that of the service launch and the quay pvi and oyster-dredger of Falmouth is somewhat strildn} OKRvire 40-i'«OT lavnch All are the result of a plan designed for somewhat similar objects. The service launch is fitted with the *de Horsey' rig, the object of which is short spars and snug sul and mast-plan all inside the boat. A mainsail with perpendicular leech which is boomless for quick hand- ling, and a fore staysail, are the working sails, topsail and jib-topsail being only adjuncts for fine weather and plain sailing, just as is the case with mizen and jib in the other boats mentioned. While the Itchen boat was used for fishing and THE SOLENT 198 :Mlotiiig, and was consequently a heavier sea-going riOAt able to stand up to a lofty mainsail, the old ;«rhcrry which plied at Spithead as a ship's tender uid passenger boat, remained a light open skiff* in 8BHVI0K h^VStm — BEEFED construction. The centre of effort of its sail area was kept low, as should be the case in all open sailing- boats, and its masts short for going alongside shipping ; while for convenience in handling, when loaded up with passengers or luggage, the sails were all inboard OLn POnTRMUlTH WHERRY and split up into main, mizen, and fore sails, a simple and handy rig for any class of yacht's or ship's boat. The Solent men have always been consummate fore-and-aft sailors, and the earliest pictures we have 194 MAST AND SAIL of Cowes Roads show that the local cargo-csi was a dandy-rigged vessel as early as the eigfata century. On a fine morning off Gilkicker Fort 1 1 counted no less than eleven of these boats in s from the deck at one time. Further west are two ports which have alv been strongholds of tiie fore-and-aft smack, wfa OIJ> PURT8H0VTH WHKRBV as pointed out, has always been the favourite rij the deep-sea trawler. Brixham was a Hshing-station in the time of Armada, and the tbre-and-aft rig was probably veloped by the Brixham men as early as the sixte century. Although records are scanty, it appears trawling was somewhat extensively practised thei the beginning of the nineteenth century, but vesseb and trawls were all small compared with t of the present day. Following the intrepid wandering spirit of 1 'HE BRIXHAM TKAWI^EH 195 ^ numbers of Brixham men settled by degrees at srn ports such as Ramsgate and Grimsby, using places as the stations from which they could BKixiiAM nuwi«n re conveniently reach fishing-grounds presenting ible conditions for the use of the deep-sea trawl, ich was rapidly growing in favour. rtvHDMtn nniTT-BOAT It appears more than probable, indeed, that the ^ep-sea trawl was first worked in the North Sea by tie west-country seamen, and w;is afterwards adopted 190 5fAST AND S^ by the east coast men, first in the Thames estuary and ultimately more widely along the coast To this day the big North Sea trawler diflfers in sail-plan from the North Sea driving and long-line boats, and is the counterpart of that of the Brixham and Plymouth trawling smacks. So late as the seventies the Brixham trawlers were PI.VUOLTH TKAVrLRK all cutter-rigged vessels, from 25 to 40 tons, but since then the larger class has discarded the long heavy] bootn for rough sea work, and, in common with tb( majority of English fishermen, has adopted the mizcnJ The result is a very beautiful class of dandy-rigged' vessel running up to 60 tons and 70 feet in lengtli. The time to see these boats is when they are soaring over a south-easterly sea with a gale of wind, with THE PT.YMOUTH BOATS 197 - topsail set, and travelling dry and comfortably at eight £ or ten knots. i A marked characteristic of the west-country trawler K is the forward rake of both masts, which is more pro- - nounced than in those of the east coast ports. The 'mumble-bee,* the small class of Brixham boat, still ^ retains the cutter rig. The Flymouth men, who followed near on the heels of Brixham in the use of the trawl, have held on to the cutter rig somewhat longer than the large Brixham %oats, and in the eighties as a boy one used to see with admiration these splendid smacks beating to sea in the heaviest weather with the huge mainsails close-reefed and storm jib bending the bowsprit (which seldom had a bobstay) like a trout rod, as the high, straight bow soared over the big Atlantic roll. In the drift-fishing, however, Plymouth men prefer West Cornwall built boats either with the Cornish lugsail or dandy rig ; but they seldom keep their boats or gear in the same smart condition as do the Comishmen. Westward of these ports comes the rugged coast- line of Cornwall, with its many creeks and coves, all of which give protection to a seafaring population owning and working their own little sailing-craft. While mining in the Duchy is decaying, and agri- culture but holds its own, the fisheries give employment to some 50,000 souls, and a large number more follow the sea in deep-water ships, and especially in the smaller classes of coast traders. Scarcely a creek or pier of any size but owns its topsail schooner or its ketch, of^en beautifully modelled and finely canvased, or its old- fashioned smack of a hundred years ago, engaged in IM MAST AND SAH. local cargo-carrying to ^VaIes or up-Channel, or in foreign voy&ges to French and Spanish ports. Just as in the time of Queen EUzabeth, so to this day these little vessels of 200 to 300 tons journey fearlessly about the stormy western seas, across the Bay, or to the cold North Sea. Their reward is less than in those cheerful times, and nothing is ever heard of their quiet daring. Yet any day from the midst of the winter night-rack a small staggering bit of a sliip with three or four fert freeboard comes in dripping to the pier-side, quietly and without noise or fuss, as if from across the bay ; safely moored and with ropes coiled down, the skipper (who is often as not the owner) and his crew leave her to go up to their homes on the cliff above, and inquiry will elicit the fact that they have not been home for thref months, and have sailed some thousand miles since last their vessel lay in the snug home-berth. A few days, and they are at sea again ; winter, summer, or equinox alike, when the liners put back, and the lifeboats arc out, no less than when the white-sailed yachts go forth, they are steadfast at their work, earning the modest profit or more modest share or wage which is their living. 17ie Cormsk Lugger The rig of the Cornish fisherman is the lugsail in its most simple and most powerful form. In tlie little open boats of 20 feet keel, as in the big decked boats of 40 tons measurement, the favourite rig is the dipping lug-foresail and standing lug-mizen; and fol the wild seas they navigate no more suitable rig could be devised. As nearly every Comishman, whether miner THE CORMSH LUGGER it 6sherman. has been brought up to 'knaw tin,' so, rhetber fislierman or miner, he has it somewhere in is blood to handle a lugsnil boat. I doubt if any finer boatmen are to be met with L4)?*o-MmiR, nrr laKd* bxd isn the crabbers and long-line fishermen, whose little ;n boats may be seen hauled up inaccessible diff- iths in the rough exposed coves among the cliffs. lakltnB RMO CRABBKn ranging wide at sea twent\' or thirty miles from leir capstan in any weather that a boat may live in, td in a good deal that theoretically it may not. The majority of these boats are about 20 feet keel. 900 MAST AXn SAIL some range up to 28 or so, but they become too big to handle in the cove if they exceed tliat. They have straight stems, high sides, beam about one-third of their length, and transom-sterns. They are all open. dO-mot piLcnAHu wat with four or five thwarts, with light bulkheads under- neath them dividing off the ballast-rooni from the fish, and so on. The floors inside are generally built fairly IJZABI> t'ONO-MKRII high up, and a pump is fitted in front of the helmsman, draining overboard. The mizenmast and outrigger are generally left standing both ashore and at sea, while the foremast ^ THE PENZANCE BOAT 201 Jwered down aft when the rolling fishing-ground reached or the boat is grounded in the cove. The mizeri is often stepped some way inboard, that the helmsman sits abaft it. As in the larger its, the sails are seldom reefed, but as the wind icreases a smaller mizen is set and the large one loved forward and set in place of the foresail. As ^yllie has been the interpreter in colour of the lames barge, so Napier Hemy has made these little MOLIKTH UAV XHAHBKR (uiG SAHit) raft and the rolling green seas of the Cornish coast imiliar to all picture-lovers. But it is in the more protected ports and bays along le Cornish coast that tliese boats have been developed ito as fine a type as is to be met with in any sea of the world. The fame of the Penzance lu^^rs is world- ividc among seamen, and justly so. But although tJie boats are regis-tercd under the letters V,Z. at the port of Penzance, they in reality hail principally from the three picturescpie fishing-ports of Newlyn, Porthleven, and Mousehole. The first of these has won a distinc- 202 MAST AND SAIL tive name in the world of art, the second is scarcely less renowned for the admirable quality of the work turned out by its boat- builders, who supply distant Bshing-ports as far north as the Tyne with some of their finest, fastest drift-boats. Mouseliole. if the smallest and least known of the three, coutd. not so itm'Hi' .■■ ■OVHTH MT DRIVien Wim TOPUIL, OUMS-UAVUUI many years ago, at least claim the distinction of being unsurpassed for the strength and variety of its smells, h These bouts, and those of St. Ives, a little port quite distinct upon the north coast, have followed the inevitable rule; as competition and the greater distances to be covered in search of fish have forced their crews to go further afield, they have increased of recent years in size as well as in number, and many of the larger boats run to over 50 feet in length THE PENZANCE BUILD 208 )portion of one-third beam is pretty regularly main- lined, with a draught of (t to 7 feet Although a certain number of these boats retain le transom-stem of their smaller brethren, in which ilenty of width aft is a desideratum, and some of the rger modem boats have tried the counter-stem, most it them are built stem and stern aUke. And it is »e fulness and boldness of the curves at the quarters 1^ rOftmi.KrRN IJUOUKH h leading oflF to the stern-post tliat form one of the handsomest features of the west Cornish boats, and give them a peculiar appearance when heeling even at a considerable distance. The origin of the build of stem in these Imats is sud to be in the smallness of their harbours. Ikying side by side they may be seen in Mousehole or Porth- leven at any time, so closely packed that there seems to be no room for a single other boat. Yet two or three more will come running in from the offing, round 204 MAST AND SATT. the pier-head, and finally wedging their bows into i) angle formed by two sister boats, force them apart,] and so make a berth. Such situations make over- hanging ends or stjuare cnirners de Irop^ and explain the strong rubbing strnkes wliich form so distinct*! feature of these boats. The present extensive drift-net fishery of the west had its beginning in the small pilchard 'drivers,' which seldom exceeded 80 feet in length, and were only half- decked. It was one of ttiese boats, commanded by ItArKKHEL DIIIIT IIOAT John Hocking of Newlyn, which made the passage to Melbourne in 1846. and took the mails from the Cape. She had to lie to a sea-unchor several daj's in the westerly gales on tlie passage from the Cape, but otherwise was never seriously inconvenienced by weather. The mackerel drift-fishery has gradually come into prominence, and the larger boats are employed in this fishery in the spring. The usual class is 4B to 47 feet long. A larger mesh and greater length of net is used, and the fisherv commences early in March, the boats DRIFT-FlSHEnY BOATS «05 nng out to find the Hsh as fur as a hundred miles rest of Scilly, or south from the Lizard. At this riod a large number of east coast boats from Lowcs- )ft., Yarmouth, and from other fishing-ports sucli as Ehoreham, visit the Cornish coast to participate in the lackerel 6shery. Huge French ketches hailing from Boulogne. 90 in length, and with crews of whom sixteen may UOULMiNX SO-PQOT DMPT-BUAT be seen on deck at a time, are also prominent with their gay mizzen-trucks, white painted blocks, white bow wave-line, huge spars, high sides, wide sterns, and forming a most remarkable class of drift-fishing vessel developed from the English North Sea fashion. Later on, as autumn advances, all these ' drivers ' may meet again up-Channel and off the Yorkshire coast — the little, clean-cut Cornish luggers, or the big east coast dandies, racing the talUmasted Scotch • Ftfies ' in from the offing with their cargoes of lierring. 2W "^^ MAST AND SAIL For this fishery another entire set of nets is necessaryt] with medium-sized mesh. On the south and east coast of Ireland, too. at] this season many Cornish boats may be met with; following the herring in company with their Manx^ brethren. It is remarkable that these Cornish boats so favour- ^ F'iffflif lUn* CVniaWALL UIUVKH ably impress the people of the ports they visit that there are few places to which they have found their J way which do not own some Cornish-built boats o^ their own. Many a * driver* I have seen with the letters of some distant Irish, English Channel, or east coast port upon its bows, but having in its clean, easy waterlines the unmistakable stamp wliich I knew from POPULARITY OF THE BUILD 207 >yhood, and inquiry showed she was a native of the west country. Porthleven is building at this moment for Lowestoft and South Shields; while the whole ^JHanx fleet, which when Houldsworth wrote in 1874 fas dandy-rigged, aud had then admittedly adopted te mizen from the Comishmen, is now built and -t^ MOi'NtCMOi.K iiNirr-MiAT rigged exactly on the model of the Mounts Bay boats, with a few local difllerences which the keen, practical b^fanxmen have evolved on their own account " The long mizen outrigger would appear to be the chief source of weakness of th« Cornish lugger, stand- ing as it does alone without any form of stay whatever. In order to be clear of the sea when plunging it is* topped up at a considerable angle by a huge timber 208 MAST AND SAIL chock, generally painted white, like the rudder) stemhead, and otiier points of the top works, in two or three cases have I heard of its being carrii away at sea. and in each case it went just outside lh( gunwale and was easily secured, hauled inboard, chopped down to Bt the heel-iron, a smaller mi: being set upon it, and the whole job eorapleted witliii an hour of the accident. This outrigger, often as bi in diameter as the foremast itself, is always stepped on the port side, and as a consequence the luixensail -"v^^ .t^ 1^^ ^^ tmmm-iiJLii. is always set to port of the mast.' while the dipping foresail is of course always set to leeward. Cornish- men veiy rarely carry the sail against the mast even for a short board, whereas the Scotch may often be seen with the tack into the mast, and the sail standing against it. This is largely owing to tlie greater hoist, size, and weight in the lofty Scotch lug, which makes it much more difficult to handle. The mizenmast is slightly sliorter than the forc- I This is al»o the rule in the Mkqx boaU. THK CORNISH MTZEN 209 ■St to the halyard sheeve ; above this, however^ is a ■g pole for hoisting the mizen topsail, which makes sonsiderably higher than the foremast over all. The kst is stepped a long way inboard and is given a sat rake forward, especially in the newer boats, augh it is never so excessive as that of the east fest drift-boats, or again in the Scotch luggers. One .don given for this rake is that it throws the sail "ther inboard, and fishermen believe that the larger s sail area inboard, the greater the speed. It is very A HEAD-SEA ssible that bringing the centre of effort of the mizen rther forward conduces to less weather-helm in a eeze, and better balance of sails, and therefore less e of the rudder and more speed. But in the Cornish lats it also enables the mizen outrigger to be topped I higher out of reach of the water without spoiling e flat set of the mizensail. In reducing canvas for increasing wind, the mizen- il is set as foresail. The tack is then taken forward the mast as far as is necessary to enable it to sheet ir to the foresail sheets without being pulled out of ape. In the case of the smallest storm mizen being o 210 MAST AND SAIL set forward, it generally sheets fair with tlie tack t*^ the inast. The small triangular * watch ' nuzen idil then be set afL It is noticeable that the West Cornwall rata very seldom set a jib, atid although there is a stout forestay to the mizentnast they never set a staysai upon it as do the Manx * Nickeys.' Yet there b n doubt that in light winds the Cornish lugger is unde^ canvased and cannot compete with the big Lowestoft R. mm BOAT, WITH XIZKI* TOPMU. dandy-rigged boats, which carry main and mizen topsails, spinnaker, and balloon staysails. The Meva- gissey, Fowey, and other East Cornwall boats use t light-running bowsprit and jib very much; such a device does not add materially to the weight or gear to be handled, and especially in reaching is a great addition of power, the jib when well cut being essenti- ally a hfting sail very valuable for speed. In a lug- rigged boat in tlie east it was my experience that ■ light bowsprit involving the minimum of gear, with « smalt storm-jib set upon it, was of great value even in THE WEST COKNW-ALL LUG-RIG 211 ting, and involved no difficulty in handling; and c&nnot help being of the opinion that the West irnish boats would benefit greatly in ordinary weather a perliaps sliglitly loftier foresail, a Jib and bow- rit, and a possible mizen staysail in boats of greater igth. A large jib when close-hauled, especially if ttened in too much, will do more harm than good most boats; a jib needs judgment in setting more amn perhaps any other sail except the Chinese lug. tut men who take such care of and use their sails so A hOtta-*KA OFF THK VOLT fell as the West Cornwall fishermen, could be trusted get the best out of a jib if they once adopted it ir light weather. Such a bowsprit as is suggested Fould be a very different thing from the enormous spar rith its weight of gear, stays, and whiskers, which was )nsidered necessary to give the required head-sail to »e old knife-edge cutters of the seventies and eighties, id which used to cause so much heavy plunging and such a cause of real weakness to those craft Nor need it emulate the tree-trunks used by the Boulogne iberuien as bowsprit, which are actually little less 212 MAST AXD SAIT. than sixty feet loiig from heel to point. A liglit running spar is all that is necessary, and quite I moderate- sized sail would do in ordinary weather. The Cornish higsail is probably as near perfectiofl in cut as any sail upon the seas, and while the s&O maker has acquired the art of cutting, the fishermiD ia no less successful in the art of setting. In fact of all the fishermen I know, none come so neat being yachtsmen as the Cornish. It is well-nig^ impossible to see a Cornish sail pulled out of shape by careless stretching: hard, straight luff, full leecb,! and rounded foot are all there; no concave outlines such as are common enough furtlier round the Channel. An hour after her catch has been landed, all on board the Cornish boat is scrubbed down ; not a scale j remains on deck, not a spare rope-end is loose; and all the sails are furled and stowed beneath the cost in a big bundle in the lumber irons. Down below equal order reigns, and the visitor is welcomed by s sense of cleanliness which is not by any means usually associated with fishing-craft. And the clean-lined Cornish boat is a yacht not only in appearance but in speed, and especially in the highest test to which men or vessels can be put, beating to windward is| a seaway. I have often seen a Penzance lugger out* pointing much larger east coast fore-and-aft rigged vessels, and at the same time outpacing them fast, making a very close thing with a large modem-built yacht. The most inspiriting thing that any man may see, or still more take part in, is the beat-out of the Newlyn fleet in half a gale from the eastward; a THE P.Z. BOAT AT SEA 218 undred or more racing for tlie fishing-ground, like flock of hardy, brown-winged seabirds. LAnd each clean-lined boat has its own story it uld telL They look alike enough at sundown rolling X their nets, just as you and I are ahke to the stranger til he knows our tale. And this is the tale of i^$§ KKWtVJt nOAT- -6JIAIJ, it'lT t Michael^ 55 P.Z., and many others are like unto with variations. St. Mickacl was new at that time, and had a >unter-stem like an east-country boat's, and but tie luck in Hsbing ; small catches and damaged nets often. There was the skipper, Koger Sennett, ly old friend, and there was a crew of six men and le boy; one of whom being ill, Uncle Dick went his place. Now Uncle Dick had been to South rica and had made his 'fortun,' such as Cornish iners reckon it. And by reason of his being sick t14 fASTA: SSTl with a dose of malaria which could not be parted from him, he was wearing all that a deep-sea fisher' man wears in winter, including vast sea-boots and a complete set of oilskins. It was thirty miles off the Lizard lights when everything was ready in the St. Michael to shoot the nets for the night She wa running down-wind with small mizen and foresail, and the big westerly seas rolled up astern, backed by the 5erce breeze, which with a falling glass threatens a nasty night for all who must be at sea. And ss she was cautiously jibbed preparatory to bringing to, to lower sail, the boy against orders got down to leeward, and when the foresail sheet gathered i up and with the crack of a pistol went rigid as a bar of steel, it caught the astonished boy beneath the armpits and hoisted him instantaneously and irre- sistibly into the air, shooting him twenty yards away into the glooming seas. Uncle Dick stood on the weatlier quarter and saw; he turned quickly round, and as he stood plunged over the stem after the boy. The cry of ' man overboard ' does not avail to bring a vessel into the wind when running nt nearly ten knots before an Atlantic blow. With helm hard down and all hands hardening in the sheets^ she wili be four hundred yards to leeward in the time that you can say it So the sweeps and all available floating stuiT which minds accustomed to act impelled overboard after the lost men. were rising and falling, almost lost to sight in tlie spreading night to wind- ward, by the time .S7. Michael had brought herself up to meet the seas. The quick eyes of the younger hand saw how far still to windward were those two ST, MICHAEL'S STORY 21J lall heads rising, falling, and fighting water}' death. Quickly he threw off his clothes, and with the end a small line in his teeth sprang overboard to join _iem, and left his four mates to work the boat in time, if possible, over the lust groinid. Then came| le long struggle in which each simple heart seemed live a lifetime. While the boy soon had to act J :;uer to the old man spent by sickness and en- imbered with his vast weight of clothing, the new rival collected all he could of the floating stuff and >ught his way to his fast-drowning shipmates. * Cheer up. Uncle Dick ; hold on, uncle,' kept saying the boy,f • here she comes. I see Rogers face quite plain, I do.' At length all were alongside, but in the heavy sea it was almost impossible to get the exhausted men on board, and when at length it was accomplished with the aid of a tackle, it was over an hour before Uncle Dick returned to consciousness, and the nearest drop of available stimulant was, Cornish fashion, i Penzance harbour, fifty miles to windward. An thither they had to go for it. That and tlie like is what St. Michael thinks abou riding to her buoy at nights. When they get a yam at a quiet anchorage, others can cap hers for grimness but lot for bravery, and few end so well. Did not tl»e Lone Star see the Mary founder with all liands close beside her inside the Wolf? Has not the Jilue Bell twice lost a hand on the passage to Ireland ? How many boats can tell of the terrible runs for slielter in the violent winter gales, of three boats pooped and smashed to matchwood by the furious Atlantic combers within two hundred yards of the harbour pier? Such are the it 1^ I S16 MAST AND SAIL secrets of Mounts Bay hosts, which they do not about, but which one who knows tlieir history is likely to forget even of a sumraer's evening vrht they all go fortli glorious in topsails and big nei foresails. And a word for the strong, gentle-hearted, adven- turous men who form their crews: learned in the Scriptures and the sea, ignorant of the world ; easy- going like all sons of the wave, lazy as the hustled business man counts laziness, but tenacious of con- victions; able, very able (but not always willing) to act, ready generally to 'prache' or sing a hymn; slow to leave port, but fearless out at sea; narrow- minded perhaps, as it is reckoned by some; most kindly certainly, friendly, hospitable, and ever ready above all men to bear a hand to him who needs it upon the water. Such are my old Cornish friends, their own musical natures bitten of the old sea spirit Falmouth ISstuary Just as the Solent with its strong tides and narrow channels has become the home of a fore-and-aft class ot boat, so similar conditions in the beautiful estuary of the Fal, with its many creeks and winding wooded reaches, although set in the midst of a lugsail coast, have made it the home of a distinct class of deep, well- ballasted boat, carrying the gaff and boom mainsail- stay foresail, and jib. The quiet old-world villages at the head of S)\t\ many coves which lie along the indented coastliri^ about the Fal estuary own a number of these boats varying in size and finish. Nearly all have great depth FALMOUTH ESTUARY 217 >r their length, straight stem, transom-stern, water- lys along the sides, and a fore-deck extending to the last, and very high freeboard. Flushing, PiU Creek, Restronguet, St. Just in Eoseland, and half a dozen other snug, wood-fringed ichorages. have their Jittle fleet, lying with bow-rnpes '/ //'/ TRl FAL nrvARV long the primroses, and ready for use in the Iiundred id one ways which a waterside population with le sea instinct know. Oyster-dredging, mackerel- rhiffing. long-lining, or crabbing, as the season suits, even a cargo of wood or a pleasure- party — all have leir turn. And l>etter cut, flatter setting mainsails lot even the Solent can show. The Falmouth quay punt is the well-known class MAST AND SAIL of Fal estuary fore-and-aft rigged boat, and is used fa taking off stores to ships lying in the roads of splendid liarbour, and for long-lining, crabbing, fishing, or pleasuring, n.s the case may be. There is nearly always a large fleet of deep-wat sailing-ships lying at anchor in the capacious anch( of the harbour, waiting for orders, and bound to from such distant ports as Calcutta, Rio, or Sydiic TAumnm qi'at rvxr—wufnai rig The quay punts may be seen all the year through going alongside the ships with any stores which may, be required, such as beef, flour, or coal, or taking o: anchors, cables, and rope. As they must go off in all weathers, they are half-decked with waterways round the large open cockpit, and are high-sided, deep-hulled boats; the winter rig is a snug and handy one. con- sisting of jib- headed mizen, small gafl' mainsail, fore staysail set on a short iron bumkin beyond the stem. The gear and rigging are of the simplest, and can be quite easily handled by one man in any weather. For summer wear a longer mast and larger THE QTTAY PTTNT AT SEA Mt :t of sails are used, and standing lug-mizen, balloon Lysail and jib set on a running bowsprit may often seen. By reason of their straight stem, transom- jni. and very high side, and the comparatively short >]e-mast preferred for going alongside shipping, these are not very taking to the eye. But when idsomer-looking craft b^^i to cry for shelter, the |uay punt is just beginning to feel in her element, id to show her qualities ; and whoever has had experience of these boats when the south cone is oi-Air rwT — nrMMBR mm loisted, when the wind has * dropped ' or * backed ' to the south-west, and a * rubbly * sea as they know it is running in tlie bay, is aware that for speed, handiness, md stiffness in bad weather there is notliing of their size to equal them. Quick in motion owing to their ihort ends and heavy ballasting, they seldom take any leavy water, although they throw it freely. Many lard winter blows they come through safely. The ^dangerous time is when they are out 'seeking'^ off the ' t.«. lookinjiout fomhip*. 220 MAST AND SAIL I^izard. As the Atlantic depressions approach these roasts, the' west and south-west winds with which thqr are lieralded Hy suddenly to tlie north-west and btov with great violetiee.' When caught offshore in these blows it is a hard beat up, and occasionally a quay punt has liad to run away east, or has got lost^ it was supposed, in the Race off the Lizard. But as a rule, with close-reefed mainsail and foresail, the quay punt stands up to anything, and will weather in against Uie hardest * puffs ' or squalls of the bitterest nor'-wester. At a certain angle of heel the boal seems to refuse to list further, and it is simply a case tlien ot hanging on and not being washed out of her. About forty of these boats are owneil in and about the town of Falmouth alone. Konnerly they seldom exceeded 22 feet in length, but the need for speed developed hi racing off to ships has produced a bigger type of boat, and they now run to 24, 28, or even 3S feet lode-water length. The draught of a 24-foot boat would be nearly feet, beam 7 feet, and ballast about 3 tons, there being generally in the newer boats a con- siderable iron keel. The large cockpit is used for placing stores in, and about two tons can he carried at a time in the worst weather, while in the summer- time it affords plenty of accommodation for a pleasure- party. The usual cost Ls from £80 to £100. XAke other Cornish ports such as St. Ives, Pen- zance, etc., Falmouth had a fine class of six-onred gigs ' Jimt M in tlie Bxltir the iiortb-w«at«r in n^ckmicd tht mo»L violent Kale, and ill ono'ii ovu cxp^rietire morr nrcideiiU happen with the wind iu thin quarter Ihati wea with the Boutb-weet aiid soutb-fla»t gr^Cf, which oft«n drivs in an actually heiiier *oa, but which have less sheer feroeitj, and bitting power. k FALMOUTH TYPES 5*r for pilot and other duties. These boats are getting rare now. but may still occasionally be seen moving very fast with their low. long-yarded, lateen-like lug- sail set in a short forward raking-niast. The small punts or dinghies of Falmouth and :^:jj>s. m. IVKH OtlJ ither places on this coast are usually rigged with a II standing lugsail right in the bows, and a little ib-lieaded mizen — a very handy, light rig for any PKK2A!crB QUI dinghy for yachting or rough work, placing the steers- man well between his sails, and exliibiting fully the value attaching to u mizen for small cndt in rough and stormy waters. These little boats are generaUy under 14 feet in MAST AND SAIL length and are carvel-built, with a straight stem, slr^p entry forward, and flat floor carried well aft. Tlte) are used for ferrying passengers and for dred^ng oysters and other fishing work. They are a very smarl class of neatly built little vessel, and with one or men are handletl in any weather. A dozen or more"" may be met single-handed on the oyster-beds in OV«TKH flKirF roughest equinoctial winds, kicking lightly over the flying green seas, and no finer display of fearless watermanship can be seen. One of them I once m< outside, running in before a strong sou-wester, with tl peculiar sprit mainsail which the western men like. THE SPRITSAIL RIG 328 tpe very similar to the old Brighton ho^es. with two bands in their oilies standing up in her look- out for their cnib-pot buoys. How they kept their it as the tiny craft, with scarcely 16 inches freeboard, »lled and lurched top-heavy before tliat wind and sea a mystery, and we watched them with admiration. BPBtT«AlL CHaBBKR for we were being shaken off our feet by the violent plunging of our much larger craft. This spritsail rig, which is a favourite for open its in the west country, as it used to be in the 'hames and at Spithead, has much to recommend it. The mizen, whether leg of mutton or spritsail, is ilways a handy sail, and makes up for lack of ri long main boom over the stern, with the advantage tiiat it needs no looking after and does not press the boat down. I am aware that some sailors, not accustomed to the mizen, ollen Hud it an additional thing which tt is a worry to have to think about; but the profes- 224 MAST AND SAIL sional fishermen and those who are brought up to itl know its value, and are aware how little looking after it really needs. The sheet can be always let go. and tlie sail furled standing on the mast in a trice. The foresail, balancing the mizen, when set on al bumkin over the bows is a liiting sail, and if cut hi^l in the foot will never hold water or press the boat| down. It has the advantage of being right forwardj ^S: — ABItRANH I'ttABBER out of the way, and can be kept standing when' manoeuvring under oars, or working lines or pots. The sprit mainsail is unequalled for shape and handi- ness if pniperly set. For this there nnist be a purchase to the gromraet at the heel of the spreet to keep it well up. A couple of thimbles spliced into the eye at the throat carry the simple brail which is all that is neces- sary for taking lu the sail. Tliere is no boom, so dangerous and inconvenient in an open boat, but one can always be fitted if thought necessary. The sail is better without, and can be spilled more instant'ineously in a squall than when a boom is used. THE MANX DANDY S2fi Although tor windward work tn open boats the big Llance-lug, witli its uncomproraising lacing to the im, is undoubtedly tlie most powerful in fine itlier, after an extensive experience with both from ke days of early boyhood, the palm for all-round indiness, and for results under all conditions, must^ lere open boats are concerned, be awarded to \c sprit main mizen and fore-sail rig as used in the Thames hatch-boats, in the Portsmouth wherries, id by the west-countrj' boatmen. And no rig is ;ttier to the eye when well-cut and made by a good ''almouth or Penzance sailmaker, and fitted in a good Jentre-board boat. The iron- bound coast of North CornwaU and >evon has few harbours of note, and the trawling of Bristol Channel has been in the bands chiefly ot le enterprising men of Brixham, who have done much make Milford Haven a fishing-port on the west as ley did Ramsgate, Lowestoft, and Grimsby in the )ld days on the east The Isle of Man In 1870 the favourite rig of the Manx fisherman the dandy. Quite a immber of boats then »WDed in the island for the long-lining and drift-net isheries had adopted the mizen from the Cornish >oats which tliey met when visiting St. George's Channel or fishing in Irish waters. The rig before that time seems, as far as records go, to have been the smack or cutter. B In build and Lines the Manx dandies were very umilar to the Cornish boab*. the sharp stern, full round 326 MAST AND SAIL quarters, and straight bow being almost identical, but it is not clear how far it was indigenous to the island. In scarcely twenty years, however, the whole Manx fleet changed into the lug rig, and by 1890 it had openly adopted the Cornish style of rig as well as build So far the Manx seamen had shown themselves to be capable imitators of a serviceable type of vessel eminently suited to the rough seas about their island. Tf-i- MAinc * OANOV ' It did not take them long to effect considerable im- provements, and in the matter of size they have far out-classed the general run of Cornish boats, running to 10 or 20 feet greater length, and proportionate increase of tonnage, length of net, and number of crew- A prominent addition to tlie sail area forming a characteristic feature of the Manx ' Nickey ' is the big staysail carried between the masts on the mizen foiC'^ stay. It is reasonable to inquire what has made the Mam man leave the smack for the dandy rig, and the dand] THE MANX *NICKEY' aw >r the lugger, thus reversing the development which taken place at Yarmouth on the Norfolk coast, where old luggers of the seventies of the last century ive given place to the ketch or dandy, not only for Lwling but also for the dritt-Bshing and all purposes. The adoption of tlie mizen in the smack-rigged is explained by its convenience for a boat lying MAn 'RlrltBV WI t nets in keeping the head to sea, and the superior handiness of the smiiller mainsail over the heavier boomed sail of the cutter rig, especially where the mast was made to lower down afl, as is generally done in rift-boats. The reasons which probably led to the adoption of e fore-and-aft rig on the Norfolk coast were |)ointed out almve. These reasons did not exist in the Isle of Man. which is surrounded by wide seas where long tacks are made and where rough weather is the rule. StS MAST AND SAIL The simplest possible form of rig, with the mizen with the least gear about tlie mainmast, naturally com- mended itself. The weatherly quality of the lugsail observed by tlie Manxmen in the Cornish boat^ had much to do with the selection, and as the Manx crews are all seamen to the bone the big dipping lugsail .■y^^ <^ OMTLBTOWM ■ KtCKEV necessary in the larger-decked boats had no disad- vantages to their minds, and in fact they handle it, as they do all connected with their craft, in the most fearless and seamanlikc manner. ^ As they increased the length of their boats th(^ Manxmen soon added the mizen staysail to till tlie increasing gap between the foresail and raizen, the greater length enabling this to be done without spilling wind from eitlier sail. ^ Although the sails are not always made and se^ IRISH CRAFT 229 juite as well as those of the Cornish boats, and concave )t and leecli are often noticeable, yet the boats arc long tlie smartest and cleanest of our coasts, and rumrwoOD fiKtuMries inning to the size they do they are second to none in iwer or seagoing qualities. Although some saintly mariners appear to have gone sea from Ireland at various times between the sixth ^^„ anOOHSPWRT VAWI. id ninth centuries. It is curious that the mast and sail have never been greatly developed by the modem Irish, and without doing them an injustice it may be said that they have never been a seafaring race. MAST AND SAIL St. Perran performed a remarkable feat of seam^- ship when he navigated a millstone to Cornwall, but Ij believe he was not an Irishman, although at that time sailing from an Irish port ; nor do the Irish appear to have wished to emulate the performance, which scetnsj to have been regarded as rash even in a saint. To come to more recent times, it is true that cutter- rigged craft appeared on a map of Ireland in the six- teenth century, but this fact does not throw any greatei light on Irish seamanship of the period. The Galway hooker is probably the only eminent boat of a sea-keep- ing type now in existence which is indigenous to the Emerald Isle, and the native genius of the race iri r^ard to naval architecture of sailing-craft has been confined to some not very advanced lugsail boats of canoe type, such as the Groomsport yawl or Galway pookhaun. What large fishing-boats are owned or maimed in Ireland have been mostly acquired from the Cornish, Manx, or Scots fishermen who frequent and fish in Irish waters. .\\^ ^ .<■- OLD lUOUKV WATtBHAM « BIO ti3 S82 MAST AND SAIL degrees with the higher-peaked, shorter luff lugsailsj which again will lead on eventually to their parent, tlii long-yarded lateen of the Mediterranean. Off Blankenburg, in Flanders, the local Hshennani still wears his leeboards. but here the standing iugsail is first seen set in the French style; the naainsail ttU and square- headed, and the foresail set on a light nust right in the eyes of the boat. These local men set their foresail luif taut with a spar bowline, like thai used in setting their lugs by the Malays, and formerly by the old Scotch 'Skaffies.' But off Niewport, a little further west, the familiar French three-masted Iugsail rig may be seen. Main and fore lugsails set on masts stepped amidships, and right forward, now become the ordinary working sails; a mizen, a running bowsprit and jib, generally of very equilateral cut, being commonly added, with a maiin topsail on the mainmast pole in moderate weather. ' This rig, descended probably from the old three- masted felucca of the Mediterranean, was, as already mentioned, a favourite one with the French armed craft of tlie Napoleonic wars, and was adopted and FRENCH LUGGERS 888 "osed until recent years on certain portions of our east -'«nd south coasts, at Yarmouth and Hastings, but it ^'^^^^ OKF CALAIH IN A UKOUIBEII OALE seems nev^ to have taken strong hold of British seamen. The rig has the advantage of being easily reduced to snug proportions, while it offers a fine spread of — r^^^^^^g^^l: HAVRK TRAWLKR — SHALL SAII. canvas in light winds, an especially useful feature in trawling. For the drift-net fishery, a numbef of boats hailing SM MAST AND SAIL irom Calais, and the smaUer ports along the coast west" wards round Grisnez. utilise the English form of twc^j masted lug rig, with main and mizen lugsalls and jib,] similar to the modem drifl-boats just across the Channel at Brighton or Hastings. The French boats are, however, as a rule distinguishable fVom the English by reason of tli£^ TR^tMT TBjkWm square cut of the head of their lugsails and equilateral form of the jib. The English and Scotch fishermen, during the Ust half of the nineteenth century, found tliat the sharper the peak the better the set of the lugsail on a wind, and there is no comparison between either the cut or the set of the average lugsail, north and south of Uie Channel. In the same way, the English jib is longer in the * i THE CHASSE MARREE S8A and shorter in the foot, and is at all events to the ^^mutomed eye a prettier-looking sail than the equal- ^-^tfed triangle presented by the old-fashioned jib of the ^Vench, both on the Atlantic and the Mediterranean ••boards. This shape appears to be largely a result —«( the low foremast-head and the length of bowsprit ~^aed with the lateen and the French-cut lugsails. The Ti^port trawler, the Normandy chasse-mar^, (from a RKITCH by bib W. WABBIMOTOIf afVTR) and the fishing-fleets as far round as La Rochelle, show the French peculiarities very clearly. The foresail often has a bonnet on it for lightness in bad weather. The unlacing of the bonnet reduces the sail and avoids the weight and danger caused by heavy rolls of reefs soaking in a heavy head sea, which in this rig would often be a serious matter owing to the forward position of the foremast The foremast occasionally, in the larger craft, has a long pole for a topsail in fine weather, especially for trawling purposes ; and two or more jibs SM MAST AND SAIL and standing bowsprit are carried in the bigger chass marges. The St. Malo boats are even seen in calm weather with light upper topsails set over the usual lug topsail. Some of the beautiful two-masted luggers which may be seen sailing out of Havi-e and other ports^ have OPT U BncnXIXB-^ntAirLIUI adopted a higher peak and proportionately shorter luff with great advantage ; and with their neat sharp stems, boomed mainsails, and tall spars, they are not only fast and safe, but also a very handsome type of boat of which any sealward might be proud. ^ This three-masted lug rig, ivith local variations («^ for instance the omission of the inizeo, the addition of a boom to the mainsail, or otherwise), may be said to be the national rig of France, and is retained in all OFF TTSRANT >rras and sizes of craft from men-of-war boats to lers of several hundred tons. At Douarnenez and neiffhboiiring ports fronting [the Bay ' a fine class of drift-lugger is used, having lany of the characteristics of the Scotch ' Zulu,' such -^^^ IIAVRX nUwLKM Ls Straight stem and sharp raking stem-post. The rig consist!, of a dipping lug foresail, set on a very raking mast right forward, with a main or mizenmast, with great rake aft, stepped nearly amidships, on which a very sharp-peaked sail is set. The gaifsail has made progress in certain parts. S88 MAST AND SAIL. and not a few ketch>rigged trawlers often purdi in England are now owned across the Channel; OFF nOUARNKItBB the national standing lug, main and fore-sail, ; to be likely to hold their own for many years to < In the men who handle these vessels Frant again that reserve store of industrious, uncorr THE BRETON SEAMEN 280 fearless men which, in her case especially, owing -3 tiie diseased nature of much of her civilisation as vr. MALo Luoem, with i;ppe!r T0i>§iuu represented in her fickle capital, constitutes a treasure of immeasurable value to the nation. ounNiEtr PILOT, Hin;ooK> down If Paris, as has been said, is a standing peril to France, it is her country'folk, and above all her 940 MAST AND SAIL seaboard-men who, by their virtues, have her and her greatness in their keeping. Long may France he able to turn to the intrepid and great-hearted men of Brittany and Normandy in the day of struggle and adversity, ft is such nunj that make the true inward stuff of any nation, to such that France owes that marvellous recuperatiTC^ power which is the admiration of all, and the astonish* ment of those who do not know their France. The Channel Islands fishing and pilot boats formerl] CBANna. IM.AKM BOAT had their tliree masts all rigged with the standing lu^- sail, French fashion. They have now, however, pretty generally adopted a booraless gaffsail with considerable peak and good cut, set on the same mast-plan, in plaoty of the lugsail proper. V Some of these boats are vcrj* fine powerful craft, and much they need to be good sea-boats in the wild seas and strong tides about the islands. In light i MEDITERRANKAN MEMORIES 241 -weather the big sail-spread obtained by the three- masted rig is no less necessary to give them way across, or against, the strong currents which make sailing anything but unalloyed pleasure in these dangerous rock-strewn waters,* The M edit err anean Probably no sea in the world leaves such an in- lelible mark upon the mind of the navigator as docs le Mediterranean. The long Pacific roll, the winter of the Atlantic, the hot rain of the Indian Ocean, »r the fury of the China Sea, are written on the worn lint of the hulls that battle them, and on the hearts >f the men who bmve them. But tlie Mediterranean its deep summer blue, or in the low lights of winter, ^n oily sunlit calm or the haze of tlie chill mistral, has way of its own, a fascination, a fickleness, and a [beauty which are irresistibly attractive. The sense of colour, the charm of contrast are nowhere so potent. L The constant presence of bold outlines, of peaceful Vnatural harbours, of all that is bright and striking in tint and form, and the need for constant vigilance which the neighbourhood of bold land-falls in a treacherous sea demands, combine alike to exercise to the full the powers of observation, and to impress the mind of the sailor. Other seas of the world mark deep the heart of man, but the Mediterranean appeals to all his senses, and writes mast upon his memory. B Behind its physical aspect lies always the wonder of its historic past. The dim vista of man's struggle from empire to empire unfolds itself along these much- ' Aiiproximal^ dimcmiuufi : tl6 ft. by 12 ft, by H ft. 242 MAST AND SAIL navigated shores, lectures of one knows not whi quaint sea-craft, in which the old mariners piloted from point to point, arise in the mind's-eye. Again, the many-banked galleys of Tyre, or of Athens, the high- sided corn-ships of Rome and Carthage, or the gaily- TL-KUH raiMINO-BOAT (fROM A iUlKTCa BY «. RCMIIls) coloured merchantmen of Genoa and Venice, seem sail out of the mirage in the hull of some humble tuni^_ boat with the rising sun astern of it. V And surely of all its wonders the most wonderiiil, and a striking tribute to the little distant Isle of Britain and its people, is the fact to lie writ in future histories, that for over a century this sea of memories, i r RELICS OF ANCIENT SEAMANSHIP 248 P * which has seen peoples and empires rise, rule, and wane, should have been an 'English lake,' won, patrolled, and kept by the English fleets. It is noteworthy that positively nothing of the ancient Egyptian, or even of the classical Roman, seamanship or methods of rig or construction appear to survive in tlie Mediterranean, or even in Egypt itself. More especially since tlie t>ar-propelled galley has aVW OF OBKOA become extinct, it is left to the Far Eastern seaman alone to revive memories of the seamanship of the ancients by a conservative retention of a few very ancient devices known to the older civilisations. These, doubtless before they were swept away, the ancient Mediterranean seamen communicated to, if they did not actually derive many of them from, the peoples whom they met across the Indian Ocean. We know that the Egyptians equipped fleets for S44 MAST AND SAIL the East in the reign of Rameses in. or about 1200 B.C.. and that the Phoenicians circumnavigated Africa at the beginning of the sixth century before Christ, under orders from the Pharaoh Nekan. These voyages probably account for the similarity of many devices found in our records of ancient Egypt to those which are still in vogue with the conservative Eastern seamen. Our records of the development of seamanship an shipbuilding in the Middle Ages are meagre, but the * oar, whicii was so greatly relied upon by the Greeks and Romans, remained in the Mediterranean the principal form nf propulsion. In that sea of frequent calms and squally winds such a mechanical form of propulsion was of the utmost value where speed was required, and except in the larger merchantmen, tlie sail was only an auxiliary even to recent periods, when the mast and sail had long been fully developed^ by the nations of North and Western Europe. H At what periwl exactly the squaresail of tlie Egyptian and classical seamen began to give way THE SQUARE AND LATEEN SAILS 245 the lateen, now almost universal for small craft in the Mediterranean, is not clear, but it seems to have directly followed the Mohammedan incursions. Tliat the lateen was generally adopted in square- rigged ships during the fifteenth century, for the mizen sail or driver, on account probably of its superior HMAUAOKA (AtTKa K. W. nM)KI'., H.A.) set for holding the wind in staying, we find from several drawings of that period, and it became definitely the rig of the \'enetian galleys of the sixteenth and seventeenth centuries, in place of the ciasslcnl squaresail which had been retained until that period, and of which we have records in the galleys as late as the fourteenth century, disposed as in the time )f Pliny, on fore, main, and mizen masts. 246 MAST AND SAIL The squaresail was still in use in the Venetian galley of the fourteenth century, but the galleass class which fought at Lepanto in 1571 had three masts, all of which were rigged with lateen-sails. ^ From some old drawings of men-of-war of th^^ sixteenth ccntun*.' it would appear likely that the lateen iv rf ^1 WAMtm JlND AltA> flArXHV (sKVUfrKKKTH AKIl RtMIITKKMTH CKKTlKISft) driver or spanker in North Europe was developed as a result of the tip forward given to the lower square- sail yards in cases wliere the line of the deck from the high poop to tlie waist was pitched very steep. The sail became practically a lugsail in this position* and when the fashionable angle of pitch of the deck . became much flatter, the advantage of the better i^cfl of the sail in this position was retained by cutting off the lower fore triangle. ■ f.i/. one of B nriti-'li nuiii-ar-K-ar, I.18U, kiviiii in Holmet^a Anriimi •« Madern Ship*, fivm tlie UipeittrieN of Uie uJd Huuae uf Lurda. DEVELOPMENT OF THE T.ATEEN 247 The Henry Grace « />/>u ' had lateen topsails on her two aftermasts, and also a lateen topgallant suiL Whatever the immediate cause ol' the use of the iteen in the ships of Northern Europe in tiie fifteenth century, which later on developed into our present fore-and-aft gaff and boom sail, it seems probiible tliat the Mohammedans already possessed it, n^^i r*f- m I i^v-* -^ — z:^. eAAaTKlt — MHMUNA HAIiaoL'B ¥ probably in the shape of the present dhow-sail, at a much earlier date. Wherever the sailors of Arabia penetrated either east or west, in the Indian Ocean or tlie Mediterranean, the lateen followed them and remained. Wherever, on the other hand, the Mussulman wave did not break, or the Arab seaman failed to secure a footing, as was the rase in several parts of the Indian Ocean, there apparently remained unaltered many of the oldest devices known to shipmen, and consequently, in look- ' Ijimiphed io 181^ S48 MAST AND SAIL ing for survivals of Egyptian or olassieal practices, we have to turn eastward to inland waters of India, to Burma, to Siatn, or even China. Down to the seventeentli and eighteenth centuries the old galley under various forms remained the most characteristic of Mediterranean craft. The term is the old yoXoia or yaXta which wa& applied to the single-decked rowing-vessels which suc- ceeded the earlier many-banked ships of the Greeks and Romans, and which were introduced as a result of the success of the famous Liburnian galleys which won the battle of Actium. Even to the early nineteenth century these vessels were common, and the name of galley' was still applied to single-decked vessels used for pulling or sailing.' They were used with the felucca rig, aim •were a favourite class wherever men enough could be obtained to man the oars. As would be expected in a sea of such sea-memories, the Mediterranean ofFers at tlie present time an un- ending variety in the craft, which sail its waters. In interest, in beauty, and in serviceableness they arc second to none in the world, and if ever exliaustively dealt with they would furnish material for a lifetime's work for a Cooke, a Dixon, or a Wyllie. The Western Bai Every visitor to the Riviera knows the high* stemmed sboreboat with the round sharp stern and the ' Thin U almoat the only clwsical boat-narne which Hon'ivm. with the exceptinn ttfyavXat, a form of Pha>iiiciiiii Ixnder from which poaaibly but None term yawl lh dvrived. ■ Admiral Smyth '■ SaUor'jt Word-B^ok. THE TVESTEHN BASIN 249 'long-yarded lug>ail or tateen which, with minor varia- tions, is used from Alicante to Alexandria; and many will have noticed the sleek sides of these boats, which are carvel-built, as sailors say, in contradistinction to the strofig, light ehiiker-build of the north. Along the Spanish and Riviera coasts these boats ive particularly well-built sterns, with great breadth PnBTt;«L'nK coAvnoi carried well aft at the gimwale, giving them great buoyancy and carrying- power. The profile of the hull is generally peculiarly like that of the blade of certain Hgure-skates, the stern and stem posts having a 'tumble-home' at the gun- wale, and cmTing gently into the keel which Is itself 250 WAST AVI considerably rockered. The shape is eminently sui to boats w))ich are continually beached in a heavy sui The sail par excelleme of the Mediterranean is lateen. As noted above, this form of lugsail (for su it is generically) is of Moorish origin, or to be more accurate, it is the adopted sail of the Mohammedan, tor as to its true origin tliere is no evidence at present IJmROItR lOAftTKR Its wide spread from the Mge&n to the Atlantic is evidence of the influence which Mohammedanism bis exercised upon modern navigation in these waters. The usual rig of the coasting trader, familiar in all the charming natural harbours along the Spanish* French, and Western Italian coasts, is the one-mast Lateen with bowsprit and jib. A light topmast is often carried, upon which is set a jib-headed topsail, sheeting to the lateen-yard about a quarter of its length in from the peak. The bowsprit b THE HAXDLrXG OF THE LATEETC 251 so often a long high-pointing spar, upon which one or lore outer jibs may be set beyond the usual big equi- kteral staysail or jib now in general use with the lateen. The handling of the big lateen mainsail is a science y itself, and may be recommended as an experience kely to bring life to any jaded soul seeking for ^sation. The yard, which is in two or more parts according nlS o size, spliced or * tished ' together, is hoisted by a lalyard which passes in two parts through a pair of [Usthead sheaves. A four-fold block and a stout rect- ngular sheave built into tlie deck, just abaft the mast nd standing some feet above the deck, form the tackle or hoisting and lowering the sail. A running parrel lolds the yard into the mast. There is generally a leak halyard to assist in taking a portion of the weight ff the yard, and in peaking it to tlie required angle; tit the set of sail is really controlled by the heavy 252 MAST AND SAIL tack-purchiise iit the heel of the yard and by tlie mail sheet. In running free ii wonderful lifting-power ^ven to the lateen by taking the sheet forward letting tlie tack-purchase ruti out; tlie yard then across the ship, the triangle being upon its apex, peak dropping and the tack rising until the strain \ OLD OBKOne «1MGO, IB4o the sheet is about equaHsed. A^^liere a jib-lieaded topsail is set above the lateen-yard this cannot, of course, be done to the same extent as in the smaller fishing-craft which have but little gear aloft. When close-hauIe(i the heel of the yard sags out to windward in a way which is at first somewhat embarrassing to the fore-and-aft sailor. Its right posi- TAKING IN THE LATEEN 253 m is formed, however, when the sheet is into the [uired extent, and the strain along the foot of the asserts itself. The tack tackles are used to prevent yard from swinging, which it does with consider- le violence in a seaway when the peitk is being llbjected to a series of wild oscillations ; one tackle is >ught aft and the other forward, or they are spread thwartship as may he necessary as u result of the sition of the yard or the direction of its movement. \ TRAVLItll, vrV BMA The sail is as a rule taken in hy being furled to the yard, two or more brails heing used in the first instance, to spill the wind, the canvas being then furled and tied by a hand upon the yard. The difficulty of the process naturally varies with the size of the vessel, but even in a moderate sen, furling n fifty-footer's lateen sail is no fun if you have had no practice at it ai)d are — ft possessed of prehensile toes. The virtue of the lateen, which at first sight seems su tll-suitcd a sail to such squally coasts as those of the Mediterranean, is that it can always be let go with 254 MAST AND SAIL a run in a heavy blow ; and my grand&ther, who did many of his first surveys of that sea in a lateen-rigged paranzeUot used to speak with emphasis of the handj* ness of the lateen in this respect At the same time, the yard is long and inconvenient on deck, and it is better generally to keep it off the deck if possible. In many of the Italian coasters regular chocks are fitted NAPLES THAWLKR to receive the long-yard when lowered in bad weather, and a small storm-saii ready bent upon its yard is carried on the opposite side to the big sail all ready to be hoisted when the other is secured in its place. The tricks which the skilled lateen-sailor plays with his sail are endless* and can be best seen among the trawlers off the Tuscan coast, where, to suit the vary- ing strength of the wind, upper and lower spinnakers LATEKN SEAMANSHIP fiS8 set at one moment, and the next the big mainsail is ang skilfully emptied of half its wind. When the Lwls are hauled the yards are allowed to swing out rard and are brought on deck. No little experience necessary to keep Uie sister boats working together a trawl-net at exactly similar speeds as tlie changing iffs of wind come up astern, and there is no rest with le sheets or with the small auxiliary sails which are MUASK TUPKAIL LATKKHUI, 1841 constantly being eased or tautened, hoisted, 'spilled,' or taken in. Only the trinchetto sails of the Tagus muleta exceed the Tuscan fisherman's in number and LBrariety. But these boats are most beautiful when P»ending close-hauled to a stiff" breeze on the beat-home, Nivhen their weatherly qualities will delight any sailor. p My father, who at one time used one of the smaller Tuscan fishing-boats for a cruise of some months' dura- tion, used to speak with pride of the power of his little craft to carry sail in strong winds; but he was un- 256 MAST AND SAIL fortunate in his crew, which consisted of two men who. whenever it blew hard, first of all besought him to run for n port, and when he refused used to get out their rosaries and go upon their knees in the lee-scuppeni, where they remained praying and crying until driven out of their retreat by an opportune green-sea. But these were longshoremen, very different from the generality of Italian Hshermen. who are probably the l^v IX •-— ^^ a&LBTA MILS (taol<6, 1801) (t-KOM A HK^ITII BV PROF. HTOHV-HAatBI.Vm) finest mast and sail men of the Mediterranean at the present day, and whose one-masted luggers from the Adriatic coast may be seen as far east as the shores of Egypt. From the records of the Mediterranean during Ute beginning of the last century, when, for the first time since the Crusades, it began again to be a sea known to British sailors, it is evident that the old three-masted settee or felucca rig. the rig par exceiience of that sea. i 358 iMAST AND SAIL weather by a large crew of rowers. For warlike purposes they were used by the old Venetian and Genoese sailors of earlier centuries, by the Moors on the Barbary coast, and by the Greeks during the vfat of 1819, as well as by all the great sea-fighting nations for their small craft during the Napoleonic wars. fl For large cargo carriers and for warfare, steam ha^ ^ \''Sfc.,^-\yJ^^V ^ - OlJl BRIOAKTINE (tORRK Dt RIO, 1841) (vwm A eXRTCH UV «IR W. WABRIKOTOI* NiYTS) taken the place of the old long sweeps, and the saill remains for the small coaster and the fisherman where economy in crew is necessary, and seagoing and carry^ ing capacity are required as far as they can be made' compatible with restricted size. For large-sized coasters, therefore, the ordini fore-and-aft or topsail schooner and the ketch rigs often seen on the coasts of Italy. In the Adriatic especially, the two-masted lugger is u very frequent firiend. XEBKC ANT> FELUCCA As late as the Ibrties and fifties examples of fair ized three-master lateens were still common — in the ^autiful hraffofffia of Dalmatia (a true felucca, or rather settee in build and rig), in the brigantine shown off Torre di Rio, and in the peculiarly rigged velocera, which are both from sketches by my father. h The last-named is a development of what used on Ihe Barbary coasi. to be known as a xehev, which was OLD VKUPCEAA (bLUA, IB41) \feltuxa with s(|uare yards on the foremast. It was a xig which gradually came into fiivour for larger vessels, le main and mizen mast^ retiuning the lateen yards. Not a few old drawings shnw that the square top- lil was very frequently set during the last century >ver the lateen, as was done over the gaff mainsail of (ur old smacks. Tliis was not only the case in the ilucca-rigged vessels on fore and main masts, but also smaller jMrartzellos and others. But as m northern countries the fore-and-aft Jib- MAST AND SAIL headed topsail has replaced tlie upper squarcsail. so it has happened in the Mediterranean, and the jib-header is seen even over the hiteen yard. Tlie three-masted, or settee rig, without topmast is still retained in parts of the Mediterranean : oik may instance the big coal-carrying gaiansas of lower Egypt, and some of the (mit-carrj'ing and other long narrow-built boats in the neighbourliood of Naples. murouTAN Fmjn-»oj»T The mizen is undoubtedly less common at the present day with the lateen-sail than it was during the first half of the last century. At Genoa, Leghorn, or Naples, the rig depicted in the Genoese boxxt, and that of the paranzellof are seldom seen, the one-mast ri); being the commoner, in some cases a fore-and-aft_ mizen instead of a lateen may also be met with. Xi'ii not easy to account for the lack of popularity of the mizen* as the lateen mixen is easily handled in a wid^ THE LATEEN TACK sterned boat, and would be very serviceable in hard weather. For shai-p-steriied boats, however, such as the tajority of the present small traders of the western basin and the Adriatic are, the mizen has its incon- venience if carried, as must be the case with the lateen mainsail, right aft on the taffraiL / ;\ '#»%.' K n.nxn Top«*it., KTAviim mjjcvA t will be noticed that the latcen-sail of the Western lediterranean differs considerably in shape from that f the Indian Ocean and Red Sea. It is only in Uie mallest boats tliat the forward angle is cut off so as to nnake a piece of square-cut luff. The Arab lateen is almost invariably so cut, and the sail is in truth a four- sided one. Its disadvantage when so cut is apparent MAST AND SAIL on a wind, when a s-traight luff is more difficnti to maintain, and the lieel of the yard is inclined to take charge in a seaway because less eontroUed than it is by the Mediterranean tack tackles. It appears to be tradition that the old settees, small single-decked vessels of the felucca rig but without topmast, gene- rally carried sails of the <{ii ad ri lateral Arab patteni. But the sail of the big latecner of the western basin is usually more nearly an equilateral triangle than that of the dhow, and It is more sober in the amount of •CANDALHKD peak given to it. The lateen, which is more exuberant in its peak, is of course tliat of the inland ^iassa o^ lower Egypt H The western lateen always remains on one side of the mast, and is never shifted for a iresh tack. Its shape enables it to stand inside the rigging of the mast and not outside at the extreme masthead as is neces- sary in the case of the Arab gaiassa, as a result of the cut of the sail and its high peak. The western lateen is thus far more siuig to the mast, and more easily lowered on deck, and is certainly a more seamanlike d THE \'ELOCEnA MAINSAIL 268 'and weatherly s&i). while it is always made of stout ^material cut and roped after the European style. A peculiar form of fore-and-aft mainsail, reminding one of the • curtain * spritsail of Smyrna and Turkey, is that on the mainmast of the velocera, which is still frequently met with in a number of cnu&ters in the lulf of Genoa and the Tyrrhenian Sea. COjUTKB (ul'Ur OV SBKOa) The gaff is kept standing, and is a very long spar hung from one-third to one-half of the mast's length below the heel of the topmast ; the mainsail is hauled out along it, when set, and travels on rings to the peak ^halyard slings. The peak is controlled by vangs going Hfco each quarter, and no boom is used. ^P In conjunction with this low-cut mainsail is u huge jib-headed topsail which hoists on mast-rings up the topmast, but is also laced along the portion of the 264 MAST AND SAIL lowermast which intervenes between the gaff and the heel of the topmast When this topsail is taken in* the mainsail left standing is about equivalent to an ordinary sail with three reefs down, and is certainly snug enough for most purposes. This conv^ence is gained at the expense of a plan of sail-spread which is BOVO (oRNOa) far less efficient in ordinary weather than that of the ordinary long-hoist fore-and-aft sail and topsaiL With this sail the mast is always given considerable rake aft, and while the lowermast is long, the top and the topmast are both rather short. The whole has rather a topple-over-stem air which does not impress the stranger. Thou^ seldom met with in three-masters at the A TUSCAN HEADSAIL 265 present day, this arrangement is generally seen in con- junction with the very old style of foremast, placed right in the eyes of the ship and raking over the bows» upon which the old galleys and feluccas used to set the fore lateen. While the position of the mast, the old trinchettOt has been retained, the heavy lateen yard has been in these vesseb taken off, and a large main staysail, set along a stay from the maintop, is substituted. THBSB-HAST LATIEN (nIPLEs) The first record which I have been able to find of the use of this peculiar form of staysail is in a sketch made by my father in 1841, in the neighbourhood of Elba. In this case it is shown fitted -to an ordinary felucca-rigged boat, the staysail taking the place of the fore lateen, it having been apparently introduced as a storm-sail, when the fore yard was lowered on deck in order to reduce weight of top hamper. The bowsprit, taking the place of the old over- hanging bow, to which the tack of the lateen worked, t66 MAST AND SAIL remains in the modem rig in order to carry a jib necessary to give the required head-sul in ordinal}' weather. The staysail is of the four-sided tjrpe now in common use in square-rigged ships, and is fitted on the foremast with mast-rings. It is a handy sail with good lifting power, easily set and stowed ; its centre of effort is low, and it involves no weight of spars aloft. But h is not remarkablK for beauty, nor for flatness of set when close hauled, the upper fore angle being difficult to fill effectively on that point of sailing. Lying in harbour, these vessels at first appear to have a set of very solid jib-booms all * on end/ but a closer inspection shows that what appears to be a jib- boom is in reality the old-fashioned foremast of history still surviving. This peculiar rig is largely an outcome of the meteorological conditions prevailing in the Gulf of Lyons and Tyrrhenian Seas, which alternate between calm boTiacda weather, occasional ragg^ture or land squalls, and the fierce, cold mistral from the north ; or again the labeschades, south-westerly gales of great violence, which blow home with a big sea of short range and very destructive power. The Adriaik The Adriatic provides a new rig to the sailor, for here is the powerful and fiat-setting boomed Italian lugsail, which is seen alike in the trabacola or coasting trader, and in the gorgeous-sailed hagozzi, -which is familiar to all lovers of Venice and its colouring. The weather in this sea is notoriously unstable, and THK Btn^ST OF A SIFFANTK* 2B7 le harboiirless condition of the greater part of tlie Italian coast has rendered it absolutely necessary to a powerful rig capable of working? out to windward a lee shore. Both with the irif/'unte or south-wester, id with the bora, the heavy, westerly blast which has jismasted so many good ships, sudden shifts of wind ie place, followed by squalls of such violence and fierceness that a snug sail-plan and a powerful build of lull are alike essential. .^i-4 m rnAB.MX)LA The burst of a siff'ante on this coast is a thing not be forgotten. It is a hot morning, and the sun ihes off the windows of the distant city, which ;ar» a little south of west. A long swell comes up >m southward, where a bank of threatening cloud Bes, the upper edges Ut up like the summits of great i' now-peaks. Wc lie up close-hauled on the port tack o a light air from south-west. The aneroid has fallen he part of a tenth since our morning dish ot maecaroni. MAST AND SAIL which, by reason of the swell and the hot sun, was perhaps not gi*eatly tippret-iated. It is consequently with miK'h impatience that we feel the roll, and long for wind, and eye the threatening horizon. A dull film of eirrus brings a haze over the sky above us, and the whole world seems to silently threaten us with some terrific peril. Not long after, the wind suddenly com« among a few spasmodic white caps on the sea. sighs ,V^ v\\ ANCONA nsBINO- WUT through our rigging, and is gone again. Our close-i lugsail bangs about over our heads, and strains evetj rope and strand aloft. Then it comes, first a pufF abeam. then one nearly right ahead, and steady and stiffeniDg minute by minute. Night seems to settle down and cover us up. The great strong bow breasts through tlie short breaking seas, but the force of the wind presses her down until all our lee side is awash, and the mast is at such an angle that the foot of tlie sail is becalmed by our weather gunwale. We arc A HEA\T GYBE 960 iking terrific speed, but taking in water everjTvhere. the midst of this, and when we are beginning jvoutly to wish we had a less heavy botim and roll reefs to our sail, the mole of the harbour appears msed in heavy spruys under our lee. Gently and lutiou.sly the sheet is slacked away by the strong- iMs .N. AT AKOUNA J: ^panded crew. The few minutes* run is desperately exciting, because we are sailing by the lee, and a gybe is imminent. A steep, tierce sea. showing its angry white teeth, seems to spring down upon the starboard quarter, the main-sheet suddenly falls in folds into the water, and with a bang like a gun's the sail ■weeps across above our licads. The sheet and tack part simultaneously* and the sail lies in a bag, pinned 270 MAST AND SAIL by the gale in the rigging. However, it is a feil*^ moments more into the lee of the mole, where with i lie short sweep we round into the wind's eye. For i few minutes the sail has charge aloft, but as evaj thing is slacked up, it is got in without having broken any arms or legs, as it seemed determined to do. Before night the sun is shining along the low, cloudy sky, and the wind is hard, but moderating. To tell the truth, we felt mighty glad we were so near ITALIAN FI8HIH«-Lt'«aBIt (pOBT BAId) the land, for, while it lasted, there was a fierceness in it, a driving, hitting power which seemed uncanny, and which left us feeling surprised, bruised, and mystified, especially those of us who were new to Eastern seas. The paralysing power of a strong wind, which grips and holds down the limbs, and overpowers the brain, and the stin^g, vicious onslaught of the hard, salt spray ceaselessly slapping the eyes and face, if continued for many hours, are able to conquer the stoutest will, and are the direct cause of many a sea tragedy. It is at such a time that one feels their pitiless strength, and VENETIAN SAIL-PLAN 871 Realises why so often shipwrecked crews are unable to 4o anjrthing to save themselves. The typical Italian lugsail seen in the Adriatic, and from thence carried to the far corners of the Medi- terranean by its enterprising seamen, is what we term a balance-lug— a Chinese lug without the battens, laced to boom as well as yard, and when hoisted ' set up ' by the tack purchase. 8BIP 8-BOAT, WITH ITALIAN LUM To prevent a ' back sail ' against the mast, and to ensure flatness of set, the Adriatic or Italian sail has its tack purchase brought to the deck at some distance away from the mast. The bragozzi, stem on. and the topo, or mouse, of Venice show this peculiarity. If the sail is hoisted on the starboard side of the mast, the tack purchase comes to a point about midway between the line of the mast and the starboard gunwale. I am not aware that this method of setting down the tack of the lugsail is adopted anywhere else. 272 MAST AND SAIL Of the Adriatic sailing-craft, the best knot because tiie most seaworthy, and the one which ci the largest proportion of the coast trade, is the ti masted lugsail trabacohi. Tlie higli bow. the round stern, and the deep rude hung on the stem-post outside the vessel, are chi teristics of this as of most of the purely Mcditcrraix types of craft. The mainsail is set on a mast stepped well inboai y s\ w V ^^^ l\\\' V J^ ijAUAn ooAvr vooowm and although generally smaller in actual area than the foresail, it has the power of a mainsail rather than of a mizen. It is of standing-lug cut, and the tuff is generally set taut by bowlines. The fore-lug is more of the character of a batancc- lug proper, for it has a considerable length of boom and area of sail forwai*d of the mast The tack-rope is often so slackened up as to allow a large portion of the sail to swing out forward, giving the sail an odd appear- ance, suggesting tliat it requires setting up ; but oo certain angles of wind it is considered to draw better A ADRIATIC LUGGERS S78 »en thus set. The pilot-boats of Alexandria are rigged in this fashion, and it is an excellent rig for oj>en or ships' boats which require short spars and modest sail-spread. But they would be the better in general for a light bowsprit and jib on most points of sailing. The bowsprit of the irabacola, like so many of those in the Mediterranean, is topped up at a high igle, and carries one or more jibs. ADniATIO MtOaRR These boats are of beautiful lines and great power, ~and constitute one of the finest forms of sea-going luggers in the world. Another form of lugger very similar to this occurs ill the big two-masted traders of the Spanish coast, which appears to be an outcome of the same ideas* and like the two-masted XoXecn feheca, also in use there, it shows evident connection with the general mast and sail plan adopted by the French and other Latins. s BT4 MAST ANT^ SAIL They both carry the somewhat long-yarded but square-headed Uigsail which the southern races oftc substitute for the lateen. Hoth show the same tc dency to obtain the balance of sail by placing the for mast right forward, and setting a lugsail upon sometimes a little larger even than the mainsail, tht avoiding the need of the stay foresail so generalh A win***- 5 r» THE LAOUOK adopted by the northern races, who place the forw&H^ mast well back from the stem-head. The bowspr and jib are modern adjuncts both with the Norse the Latin races, and only came into general use durir the nineteenth centurj*. The jib has proved itself useful a sail that it is now almost universal with lat< and lug-rigged vessels alike. The Venetian boats are remarkable for the v< slight draught forward, and consequently they carry \^NRTIAN imDER WATER FT. AN 273 mtre of effort of their sail area very fiir aft. Many of le small fishing-craft, like tlie topn, may be seen sail- ig with what looks hke a large mizen. only stepped rell inboard. At first one feels a keen desire to pre- sent tlieir owners with a foremast and headsail after le usual proportions. But further consideration soon jows that the sail is correctly placed relatively to the rntrc of lateral i^esistance, which is much further aft than in most boatji. Tlie insignificance of the foremast and foresail of Lhe bragvzzif and the importance of the large, gaily >Ioured mainsail, are due to this cause. The trabacola and other deep-water craft have lecessarily far more underwater body forward, and MAST AND SAIL thus can eairj' a sail-plan more suited to sea-going purposes. But the light craft of the Lagoon of Venice are of the flat-bottomed, mud-larking type, capable of navigating shoul-waters with a minimuni of draught and a maximum of carrying power. Wherever their owner SAJI. Pj»1TKHKK, VlJtICK can wade they must carry him and his wares or his fWi. Deep channels arc far between. And they are quick to turn with the stroke of a long oar. light to move by an air of wind or by a pairof arms, steady to carry heB«7 weight of goods, and not to flinch at a squall of wind, and at the short ripple which soon gets up in the wide Lagoon waters. THE LAGOONS What beautiful memories that little topo under lail brings back 1 The wide grey waters under a grey iky, rimmed by low grey islands and tall grey towers ; or the sparkling blue of a sunny day, with the far city, so long unchallenged mistress of the sea-world, in all its colouring, and the snow-white, distant range, on the far sky-line; the lapping of the tide along the piles. BRAIiOCSI nd the cheery voice of my friend Antonio instructing le in short cuts across the Hats, the character of his •iends, or stories of the days of the old Republic's reatness. The big single-mast lugger of Ancona and the >uth is in build a smaller trabacoht fitted with one last in place of two. Her big mainsail is of the same A GREEK SEAMANSHIP »79 Bgregale off Malta, or away down east running with dry decks before the long roll of a Levanter. The Eastern Basin The Italian form of lugsail takes us among the modern Greek fishermen, who use it in many of their sponge-boats and other fishing-craft, and in their small traders of the Archipelago. But the Greeks, although they built and fitted out GREEK LL'GOER quite a fleet oi felucca-rigged privateers in the early wars of the nineteenth century, are not really sailors at heart. Our own seamen in times past had a very poor opinion of the seamanship of the pukka Greek, and a naval officer who spent three years of one commission in and about the Aegean, declared that he could never get any information out of a Greek pilot except long lists of omens foreboding bad weather, or of ports to run to when the wind should freshen up. It must in justice be admitted that navigation S80 ^vnder sail in small craft has its drawbacks in a sei where the wind, even in weather of an apparently settled character, is liable to such sudden shiASj mUHDIill UTAUtt. as is here the case. The sheltered anchorage of one hour is a dead lee-shore the next ; the greater the apparent protection when tlie anchor is dropped cl( eiucHK coAvrai in, the more imminent the danger when the wind i^ blowing a sudden gale right on the rocks. A southerly wind and fine weather may suddenly shift TURKISH SEAMAXSmP m due north with a heavy s(]ua11 and confused sea. rhile six miles to the eastward a distant sail seen with a fresh easterly wind.' Such incidents, requent as they are in an archipelago of deep sound- igs and few real harbours where ground-tackle is of jrvice, have had the effect of almost driving the not daring Greek of the mainland off the sea. A large part of the trade and fishing of the Aegean TinUUH eOJkSTKll and Levant is carried on by Turks, who, although not perhaps such skilled sailors as the Arabs and the Moors have been, ha%'e yet all the courage and pertin- acity of their co-religionists at sea. A favourite rig, to be seen alike among the islands of the Archipelago and in the Dardanelles, is the single- masted spritsail vessel carrying a square to])sail, fore staysail, and one or more jibs. The mainsail is hauled ' Admiral W, SnTtli'ii Jfe^Utrraaean. 282 MAST AND SAIL out along an almost horizontal line to the spreet eoi There is no boom, and the spreet is controlled by vang^ The sail can be hauled into the mast with great rapidity and ease, and it is a quick and simple method of brailii^ and reefing which commends itself to the cautdom £astem sailor. As a rule it is badly set, being cut to bag in a manner less artistic than serviceable, tJm SMYRNA GOASTKR mode of cut, dear to the £astern heart, being more conducive to speed when handled by those who under- stand it than we generally imagine, especially in heavy- laden crait. The Turkish boat is built long of bow, low in waist, round of bilge, and high of stem. The latter is rounded and generally has the rudder slung outside on the curved stern-post. The low waist is often protected by a duck or canvas strake, which is easily removed in lave the same general features of build^ and a fore ;taysail or jib, and arc known as maJiona, But the most typical craft of Turkish waters, next 284 MAST AND SAIL to the caif/ue, the long-bowed, wide-stemed ro^ boat of the BbsphoruSj is the polacre-rigged tradet This class of vessel was very common at the beginning of the nineteenth ceiittin,'. and although still met with on other i-^asts^ as in the Tuscan hmnharda, not quite extinct, it is most popular with Eastern IVlediteiraneaa seamen. As a rule it is what we should term a pole-mastc rinttiNa and cakoo boats brigantine. but the name can, and used to. be appUed to any square-rigged vessel having pole-masts. As is implied by this description, the yards are lowered right down to just above the forcyard for furling; there are no foot-ropes, the crew standing on the yard below from which they can just reach to furl each sail above. There arc no tops, and the mast has a peculiar tapering appearance not unpleasing to the e)Y. The mainsail is either a balance-lug or of the iKOt- and-aft pattern, with very long boom, and the nuun- mast. in the latter case, is often in two parts, and is THE POLACRE RIG S85 :d with main and main topmast staysail and jib- led gaff topsail. It often acquires a tipsy-looking ce forwanJ, while the foremast adopts a somewhat lilar drunken rake aft. The crews are inclined to bestow more pains upon le cleanliness of the sails and ^ar aloft than upon lat of their own persons or of their cabins. Yet some I » ■, -T*^^^ Iff A1.RXAKDR1A BJIRBCIVR f these little brigantines are perfect pictures, and are atly cared for by tlieir owners. 1 shall always remember the little vessel which we w one night as we steamed eastward in a big mail t, a few hours before entering the Canal. The sun as low astern of us, when, crossing our bow close- hauled to a brisk westerly breeze, a white-sailed pol- acre brigantine of not more than 150 tons passed us. he was deep-laden, and her long bow had the look of ^J»oa ^as M' I CHAPTER TX THE INDIAN OCEAN Th£ Indian Ocean, that sea of bright colouring, the home of the wideaTvtl « nuin-j-snl uu ■ tlahabia IM fet*. looj, tai ■noibnr lU (tri THE OATASSA-S YARD luse there is much less play aloft. Their yard isstiffer, id the tack tackle is often tauter in and irretrievably clayed. If under such circumstances the sheet is also jlayed out of reach, a capsize is a nianaiuvre of no real iculty in a fresh breeze coming tricky off the land. The sail is generally set on the starboard side of the st, although the yard can be shifted over the rope Iding on the mastliead if necessary. In going to >\ A-\ n^' u • ^^^t>- IJAIAW^A— WISH ''AHINO ntHK APTKB A BRAT "'windward even on the starboard tack, the heel ot the yard goes far out to windward and atiead, and the sheet is hauled down taut. The tack tackle is slacked ■up and then adjusted to give the required tautncss to the leach and foot, and thus ensuring a true lead for the sheet of the sail. • There is a vang about a third of the distance in from the peak of the yard, and strong tack tackle goes from the heel to the high stem. There is a brail-rope from Hthe slieet earing to the masthead, and when taking in sail this is hauled up and the wind spilled ; the sail can S94 MAST AND SAIL then be furled by one or more men going on the yard as may be re()iiire(l by the size of snil and -strength of wind. A long line is generally used for tyer, with a number of running hitches, which with a series of puth from the deck can be shaken free one after the other wlien setting sail. The mizen is generally a beautifully cut and sli»[>ed sail, and stiuids far better than the mainsail on a wind. OJiMiiu nrxMiKO The Arab sets it at all manner of queer angles when off the wind, and its lateen shape lends itself to bein^j handled in a variety of ways. The boats are quite flat- bottomed, and about five] or six beams to length. The high bows which art so peculiar are decked at a steep angle right up to the stem-head. The bottom is protected by a certain amount of keel-piece forward as well as aft, hut thisi gradually runs into the hull amidships. The reason of this keel appears to be as much for protection in THE GAIASSA'S HULL fiW )unding. which h necessarily of frequent occurrence long the ever-shifting oliannels, as for the purpose of iving grip in the water. The high bow and mean stem are a peculiarity of lany Levantine small boats, but arc nowhere more ^ceiituated than in the gaiassa. The top-strake is rery often built up with planks set in dried mud, and irtakes more of the cofter-dam than of naval architec- ruKin-TiM K ire. It is generally inside the gunwale, thus leaving a track outside for the men when quanting. Owing to this cofTer-dam construction being used also to end off the clumsy transom-stern, the rudder of a fully laden gaiassa often appears to be detached from the stern, and by some strange device to be towing at some dis- « tance behind the boat. ^B But with her strange combination of clumsiness, of ^■erviceablcness, and of beauty, the gaiassa is undoubt- edly not the least remarkable of the wonders of Egypt. 296 MAST AND SAIL The other Nile boat known well to British and Egyptian soldiers is the less picturesque but not Ie» useful na^gar, which lias its home upon the waters from the third cataract southward. The naggar is not an aristocrat, and has no notions about personal appearance. One who knows her well declares she never paints. However that may be, she / / / HAOUAR is of the roughest in material and appearance. She is constructed of stout baulks of * saut," or heavy acada piiotica, pinned together by long iron nails clinched on the outsides. The rig is a single balance-lug witli a boom along the foot, which is so set as to top the leach of the sail up in the air like that of some of the Paciiic Islands canoes. The lateen is rarely used as yet, althougti coming into favour. Imported spars are THE NAGGAR 297 much in vogue, but in default the masts, yards, and booms are generally of Kakamut wood from the upper Ifile. These boats are all sizes — from thirty feet up- wards — and have the heavy gaiassa form of rudder. iln coming northward down river, and against the I prevailing wind, they are fitted with outriggers and I long sweeps, and rowed double-banked. As in many parts of the Far East, the men stand to their work &cing forward, and take two or three steps at each stroke. In descending a cataract or rapid the Nile boatman profits by the up-stream wind to head his ship up- river, and sets sufiicient sail to keep way against the current. Thus while the vessel keeps steerage-way and is well under command, he steers her slowly stem first down the rapid. If the wind lightens, or the stream gets stronger or more rocky, he makes sail ; and when the boat reaches slacker water, sail has to be proportionately reduced. The enormous rudder of both gaiassa and naggar is thus explained, it being used with great eifect, as in other fresh-water craft which navigate in strong currents, to swing the boat athwart the current, or swing her head up to it when rocks are threatening. The Thames bargeman knows something of the same art in going through bridge on a strong tide ; but the latter is admittedly tame in comparison with taking a Nile rapid stem first. The ancient Egyptians were adepts at Nile drifting, and Herodotus gives an account of what is, I think, the earliest form of 'drogue' which is known, made of wooden frame and matting, by which the boats* heads were kept down-stream and travelling with the SOS MAST AND SAIL current, while a stone sinker was used towing dwf at the after-end to ' keep the co\irse straight* The lower waters of tlie delta of the Nile Uie Suez Canal and its salt-water lake^j make a navigable district for shallow big-s^led boat^, mostly] of the gaiassa style. The lofty and very narrow form of sail shows that they are accustomed to inland wateri in striking contrast to the lateen of the Westen THRBB-MAVr «JUtfU., lOLK DBUjI Mediterranean, or even of the sea-going dhow of the East. Great as is the interest of the upper Nile, thb land of the lower delta is even more full of picturesque and peaceful Eastern life. It is the home of a simpleJ and hospitable folk, who live by and upon the wind*" swept waters of Lake Manzala and the big winding waterways leading to such places as Damietta, IsmaiU Alexandria, and Port Said, where much boating ae vity of interest prevails. The pelican and the king- SITEZ AND THE DELTA Md iher and countless duck add interest to every day's lil ; and although the villages are more squalid gene- lly than those of Upper Eg)'pt, they are not lacking beauty and quaintness and in the charm which the Ide horizon of a fen-like country always has to oA'er. At Suez a seaworthy tyi>c of lateen boat is used luch more of the strictly Arab build. There Is « long, larp-pointed, overhanging bow with sharp sections, «iiai SnORIi-ROAT great beam amidships where the mast is stepped, and a raking transom -stern. They have the horizontal painted lines and the white bottom so frequently seen in Arab sea-going vessels. The sail is of the Arab cut, with several feet of luff below the heel of the yard. It is invariably set on the starboard side, and the tack. as in the Adriatic lugsail. is carried well off towards the gimwale in order to keep the sail off the mast and prevent a back-sail when on the starboard tack, 800 MAST AND SAIL and especially when close* hauled. In Gict, ii boats it is brought right to the gunwale on Ui board bow. The yard is generally kept standing the sail hauled out along it by an outhaul whe^' '*''J as in many small Mediterranean lateens, and in ^ Cambodian lugsail boats of the Great Lake. V^li^ furled it is bunched in at the mast, but the for' triangle of course remains. It does not, howc^'ff. hold much wind. A small fore staysail is used intli^ ■VKX ttRIIRR-BOAT larger boats, and is a great assistance both to speed and staying power. These boats in a strong wind are very well handled by their swarthy crews notwith* standing the long white robes, which, when wet and wind-blown, form no small handicap to agility. T/ie n/iaw No craft has played a greater part in the world's history tlian the d/unc. The lateen yard is as much the emblem of the Faith as is the crescent. Wher- ever the great Mohammedan creed has been preached. THE ARAB BAGGARA ^*^^"^^er the sword of the Faitlifu! has carved its v**Ui, there the lateen-sail has heeled to the wind ^^e long grab-bow has cut its way. Thus the ^ is the rig to this day of all the Mohammedan, ^^ ^ot a few Christian, scacoast people from Malabar ^ Gibraltar. The true haggara^ hagah,^ or Arab dhow,' the pro- **l>le parent ot all the lateen-rigged offspring, is now ■TNI \ \ IK ADBK lURDOCH lostly to be met with in the Red Sea and eastward to the Persian Gulf, Karachi, Bombay, along the Malabar coast, and down the coast of Africa as far as Zanzibar, making its voyages with the fair wind of the favourable monsoon, and quite capable of hold- ing its own in the hard weather often to be met with the Indian Ocean. \ext to the Chinese the Arabs = ' miilr,' «ud ther«ron< a o«r(i*Myirrier. * A misll gUmi \* kuQwii iu tlie Ked H|>i m mmbvk. 302 MAST AND SAIL have been the most skilful and daring seamen of the] ancient East, and in the dliow they have deviseil ij fast, able, sea-going type of ship, not a whit less markable tlian the junk. Notwithstanding local differences of detail, tk vessels vary very little as a class. They are genemUy grab-built, having a long overhang forward. There is great beam and rise of floor, and a very rakii txansoni- stern. Tlie shell planking secured to the '^ \ J. .»• ^^ AttKS OPBM BOAT wooden frames is generally worked in two thicknesses.' with a layer of composite between, thus making tbe craft very dry and giving great durability. In fact many of the dhows still to be met with are mudi older than their owners, and have been sailed by three generations of skipper — grandfather, father, and son. There is generally a high poop and fo'c'stle deck, the rest of the vessel being practically open. Dunnage or cargo-battens are nailed to the inside of the frame to keep cargo off the bottom, and rough planks laid loose over cross-beams provide a fore-and-aft gangwaj THE DHOW RTG ^08 The paUamar used for the Bombay coasting trade generally regular bulkheads dividing the poop and 'c'stle from the hold. The rig consists generally of main and mizen ;ns. The mainmast is a big spar stepped amid- ips, with a great rake forward, to enable it to carry le great weight of the long lateen yard in the right ice. Tliis yard is generally about the over-all length the boat, and in the larger baggara it often consists *■ P ■ three or even more pieces spHced together. It is loisted by a stout halyard, often in two parts, passing )m tlic fore side througli a sheave at tlie masthead, with an enormous three-sheave wooden block stropped the end. The purchase leads to a four-sheave block placed just in front of the poop.' There is very little rigging, usually a forestay and a couple of runners on ■each side. The sails are seldom reefed, but two or K 1 This appenre Ui bare been the uiual lead for the mam halyard tn the aDcivDt Egyptian ship* used in the Red Sea in the Punt Expedition about 140O B.C. (i:. Holinfti'ii Anrient and Modern Ships, and Torr'i Aruitat SJtipti), It ia Biniilnr to that of th« Nnrdlaiid jaegt of N»rwny (r. chip. iii.). 804 MAST AND SAIL three sails of difTerent sizes are carried, to be bent according to the weather. The mizen-mast is a much smaller spar, stepped well Inboard a few feet from the fore end of the poop, with a smaller rake, however, than the foremast This sail is seldom set when off the wind, but is used in beating to windward, a point of sailing in which. like most Kastern sailors to whom time is no object, the Arabs but seldom indulge. None but a fool, or li?^ -<: V X \ OTKNa TO CUANOB TACN, KAKUBAB the imfiatient Western, will beat against a head-wind if there is an anchorage within reach. H| In changing tacks the Arab puts his helm hard up, and wears round, letting the sail fly out forward, and the yard come round over the masthead ; the sheet is then caught and liauled aft on the new taok, for which, of course, the ship must be luffed to the wind in order to spill the sail in the absence of any proper tackle on the sheet. In the Mediterranean the lateen is allowed tn stand against the mast: but. though the heel of the yard may stand some way oi tAB SEAMANSHIP 805 fc indward, a certain portion of the sail is liable ' aback * against the mast and form a * back sail.* The Arab sailor has his own ideas of painting Us ship, — a light-coloured bottom, black topsides with ro white lines, the lower one of considerable breadth, are the rule. The poop is generally considerably ornamented, its windows or ports, of which there are often a number, being picked out much in the style of the old wooden sailing-ship of a century ago. There is, it must be confessed, a good deal of that happy-go-lucky, loose-rope -end style about the seamanship of the modern Arab sailor, which for some reason or other seems well-nigh inseparable from the £ast The old-time sea-song has not gone out I of fashion in the dhow any more than in the junk, and tliere is tlie same inability to keep quiet and ^execute orders in an emergency. H Getting up sail is a very lengthy, not to say noisy» Hoperation. The yard and sail are very heavy, and take the whole force of the seventeen men or so who ^^orm the crew to hoist. When all is ready an old ^Tnan begins a chant in a high-pitched falsetto shriek ; the hands yell *Ho!' and pull more or less together. They then keep time by calling out the name of Mahomet, or some sheikh or place, the name being always started by one man and taken up by the rest Kas loud as lungs permit, very much after the style of the old sea chantie of the square-rigged ship. It makes, however, little difterence to the Arab what called out, so long as plenty of noise is made. It takes half an hour to get up sail in ordinary reather, and more if there is any wind, while shorten- O 306 MAST AND SAIL ing sail is an equally lengthy process, and in squiUr weather becomes really dangerous, as no attempt is usually made to begin operations until the force of the wind is becoming heavy. The sul is often furled on the yard standing, one man going aloft and starting at the outer end^ ud in li^t winds he goes on liirling and tying op tk bunt steadily all the way down until the whole siil is furled. The usual occupations of a crew include layin; FISRIKO CASOK, OFF RA» IMRAN up rope from small pieces of rough bass, of wtiA an unlimited supply is generally earned. Tfa^ also occasionally wash their solitary garment, made of blue or white cotton after the fashion of a nigiitgown. this being preceded as a rule by a careful examinatioD of all the folds for lice, with which too often the oWer craft are infested. The crews tre very easily alarmed, and lose thdr IwimIs in an emergency in a manner which would «K« credit to a Russian battleship. They misttke ti|Htt^His«s for ships, and tide-ripples for sandbanks, «M«) tpwry discover}" of the sort is followed by a wild THE GEHAZI 807 ■cene of excitement and confusion, accompanied by screaming and shouting from every man on board. Three kinds of dhow^ used to be generally re- cognised on the African coast : the bzigala, or bagalot the genuine dhow (which is the most numerous), the bateele, or batelo^ and the badane of Persia and Arabia. The maiapa, a light open boat, which was used a great deal in the slave-trade on the rivers and estuaries, is the only type of boat which is not of dhow origin. It has a square sail, and is really of the more primitive canoe type. They yet have a deepish forefoot, and set the tack of their peculiar- looking sails very far forward in a manner which bespeaks Arab influence. This type of boat one has seen in a heavy onshore sea off Ras Imran, making wonderful weather of it to windward. They appear now to be used chiefly for fishing purposes by the Somalis, but are not often met with. The Gehazit which is the local name of the Arab dhow south as far as Zanzibar and Dar-es-Salaam, is of the same build practically as the Red Sea sambuk. Some of these boats are of first-class size, and are in fact true baggara, with high poops, mizenmast, and all complete. Others omit these two features, but retain the others generally characteristic of the smaller Arabic seafaring vessel known as batelo. Much interest inevitably attaches to these vessels. > The ububI dimensioiia of the larger baggara Are : Leagth, 85 feet ; bum, 21 feet; depth, 12 feet; tonnige, 200. The pattamar varies from 60 to 200 tons ; the dimenaioDi for the largvr claM being : Length, 7() feet ; beam, 22 feet ; depth, 12 feet The batelo is only about X) tonti ; length, 51 feet ; beam, 10 feet; depth, 4l feet ; and the Red Sea lambak is generally from 18 to 20 tons only. 808 MAST AXD SAIL for they are the same to-day as they were in the early part of the last century, when the British Navy carried on against them upon the coasts of Afirini. and especially upon the east coast, what was practically a long-continued> difficult, and dangerous war. Before the construction of the Suez Canal, communicatifm \\ w^ aA>ZlDJlH OKIfAXI with the whole of this coast was slow and uncertain, and the British public never fully realised the arduous character of this service, or the remarkable success achieved by the patience and perseverance of th« officers and men of the Royal Navy in the face of the greatest difficulties and dangers. A few records of the service remain which will repay study, if only to show what could be done iJi THK GEHA^T AND ARAB INFLUENCE 809 lavigating open boats by men who knew true dis- 'cipline and had no souls for notoriety. ^m But more than this : it is to these old ffchazis ^and their forerunners that we owe the only eivilisation .which has ever reached and touched the life of the Hpiast African native. H The old builders of the Great Zimbabwe, Semitic "or otherwise, came by sea. They disappeared, and practically left nothing of influence behind them. ^;:>:^r unuai, CLOBK-UAtLHl The Arab came in later times, and if he brought curse to many in the slave-trade, he yet converted third of Africa to the faith of Islam, and he intro- luced liundreds of thousands of negroes to some form 'of Eastern civilisation which they would never have known and still less risen to but for him. The ^Zanzibar of to-day is no African kraal ; it is an Asiatic ^kowQ set in Africa. ^B A considerable dhow trade still takes place with the favourable monsoons between Zanzibar, the emporium wo [AST a: of East Africa, and Muscat and other ports of Arabia: but even in the north-east season one may meet a baggara heading northward within thi'ee hundred miles of Cape Giiardiifui. A smaller class of Zanzibar vessel is the rnashuwa, or open fishing-boat worked by the Arab of the neighbourhood. They are generally dilapidated little -«-^ — - 'V. /-^w***. 15» t; «»AIJ. ARAII 'HAaai'WA,' iJkNCinAH (t*BWll A SEETCU n* JU.TUB K. W. SMTTU) crafts with the usual long bow and transom-stem, and are painted once in a lifetime with the usual black and white. The black turns gradually greyer, and the bolts rustier, and the water leaks in more freely, until the little vessel is almost falling to pieces, ere I owner thinks of giving her another coat of paint. ^P They all follow the same weird method of changing tack already referred to. by wearing round and allowing % THE ARAB BUILD 811 the sul to fly out round the yard. As the vessel comes round to the wind, the sheet, which is spliced into the clew of the sail to prevent its getting adrift as it whips to and £ro, is hauled in by the crew. Nothing more cumbrous can be imagined, but the long grab bow spins round in a less turning circle than would be taken by longer-keeled craft, and the stem has an appearance of flying round, and once the wind takes the other quarter she is in the wind's eye again in no time. The Bombay boats carry this turning power to a fine art, and there is a story of an old English sailor who, when he put the helm up, got so giddy at the speed with which his strange prize flew round that he forgot to check the helm, and the boat went on turning circles, to the wonder of the onlookers, until at last he got over his surprise and steadied her on her proper course. As regards speed, there is no doubt that the Arab build is unsurpassed in a fresh wind. If the Arab seamen of to-day could or would set their sails as 812 MAST AND SAIL the Italian lateeners do, they would have not oi one of the fastest but also one of the most weath( of seagoing vessels. Occasionally one has seen a piece of sailing from one of these vessels which was of liie highest order. I especially remember one carrying on and beating off the lee-shore off Ras Alagah in a strong onshore wind, which gave one an idea \V '>'\; PATTJIIIAII what the dhow can do in capable hands such as sb must have had on board on that occasion. But as a rule the sail, being made for fair winds, of too light material to stand on a wind, notwithstanc ing the peculiar make of the sail, which, besides beii heavily roped all round, has a rope border sewn into each cloth whicli runs from the head-rope to the foot This is one of the causes of the very hollow foot in all the Arab sails, but at least there is no large belly in a sail thus made. On the other hand, the sail does THE MALABAR COAST 818 - presoit a smooth surface to the wind^ there being ridge -^fter ridge of tautened rope running at right angles to the direction of the wind off the sail, and this is especi- .aliy bad after rain. It tends seriously to prevent the sail being a good one to windward. India The pattamar^ the favourite type of trading dhow on the Bombay and Malabar coasts, has much in «ommon with the Red Sea baggara. These boats may BOMBAY BOAT be seen reclining at all angles on the sands at low water along these shores, moored with vast bass warps, their long yards on deck, and their remarkable snub- nose bowsprits sticking into the air. They carry a small jib forward, and the mizen is more often bent than with their Red Sea sisters. They are often of better construction, and, as already remarked, have distinct end compartments. Their ability to stand rough weather is undoubted. Baggalo is the name often used for these boats on the Indian coast. At Karachi modifications of the dhow type are to be seen ; the triangular lateen siul and the sharp stem »« HASVA^iU SAIL rsT i^bt. fine-wcite w laedL «itd cnft an- tonaed oat. The BosnbKT fisluz^-bctt£- hang a kalf-sister of tk paUoMor aod dai^ter of the dbov. iKcds mcBtJA a& a rerr suceessinl example oi MoliaiiunediB inifr cacc in things naotKal Tbt ufcmim off tU bcantzfii] haiboor is astocuslicd at the speed td weatfaeriinett these boats displaT, cvoi in the hewy wbidi eMDcs vith the moDsoao. WlIfBAV BOA^ -M. »OXM»^ They have the ven' sharp bow with hollow tine familiar in the dhow ; the stern, which is greatly raked, is not nearly so striking to the eye, but is full and round. The keel is often arched, which gives a most peculiar appearance to the boat when out of water. The sharp, deep forefoot takes the place of the modem dagf(er or fin keel, now so common in our small-rateis in liome waters, and adds enormously to the weatheriy and turning powers of the boat The whole sail arei il placed very far forward over this portion of the boat as in the dhow, the centre of effort and centre of latent THE BOMBAY BOAT iistance being thus j^iven ftlmoiit the same relative >.sitinns as the (Jesigner of a Clyde or Solent ruter rould choose. Vet to look at the Bombay boat or at ic dhow for the first time, one would think that they lust infringe everj* principle known to Western boat- tilders. In reality they arrive at an identical result, Ibeit by a method most peculiarly their own. The lateen reaches as far south as Ceylon, where it seen in combination with staysails and fore-and-aft •El ARAB DIT«-«rr 'flHAMAVA*— 17 FT. in- 2 IT. A \K. (Upper ftrake p^Kcit on : (r«ily painted tu attract msrket-wonwii. } tizeos, not infrequently with the outrigger, which is ich a striking feature of the Cingulee boat- building. The outrigger appears to be scarcely a tnie Asiatic lethod of construction, and has probably come up to 'eylon and Zanzibar from the south and east. It is le first effort of the savage to afford stability to his hig-out. The dug-out form of construction is the simplest and most eflfective for navigation in protected waters, ^md in capable hands. In well -timbered countries, such ^ps Burma and Siam, long craft of 100 feet by 8 or 10 feet beam are oflen made in this manner, and are VK9CXCIS9I?C M-i5T AXD SAIL aecessacT W tke a J Jiti un of tif-j 3«Mfc>«Bi Aut6M gMr %aisaBHi vitk Its kunUer boit.vfa| •it jKr« -^^ JT »G&. tfr rice, soon fedis the «iri ' ^> :ae Mk Kfwn^ :^ fpet^ cnvr of Indo-OiH. 3e 3ttni&» «f biHBfcoo akBg tfe ] a^^.mB&. aiaiiT of tih^ pn; CO fceti IV :&b. veicfet aiC iM^ljiii^i mpvs^cmf. hat ^««e«i)jt^ V %:br iotw x ^Xt: Knu ^ :& i^fSaacc of two or ANCIENT TYPES 817 iree beams, by two or more transverse pieces, as in the rharawa of Zanzibar. These outriggers in no way retard speed, but. float- ig lightly on the surface, give great stability, and lable the smallest dug-out to carry a press of sail _which renders them very speedy off the wind. It is in the big rice-carrying boats of the rivers and insls of India that we find ourselves in the old world ^\ ^\^ BIEVOAt. 'lUl^ll MKnn ^: f boat construction which has long disappeared from more Western lands. The pitlwar and malar pansfn are both typical types of the old-fashioned boat architecture of Hindo- Stan, the rig that of the simple squaresail, the hull either a long dug-out in general form reminiscent of the main outline of not a few ancient Egyptian boats, or built on a dug-out frame after the manner of many Indo-Chinese river boats. In every case there is the sia MAST AND SAIL high steering pUtfonn. and either the primitive fonniii fixed steering-oar turning upon its axis, and fixed )b the hulU which is seen alike in the Lao river boatsii Siam at the present day, and in the £gyptian vessel d the eighteenth dynasty, or the peculiar Indian baluct ■•AT FMW Tmi TOMB OF MAHITt, PKIMCI OP nTDT rudder in which a considerable portion of the area d the rudder is placed forward of its turning axis, wbkli is essoitially a development of the former by a men increase in the size of the blade. The Snghif of Calcutta is a striking old-world foiD, NRAR BIRDWAN admirable in construction aiid design. Although not a true sailing-boat, it carries sometimes a low spritsail to assist its rowers in the strong tide of the Hugli. Its ftmn is strangely like tliat of an ancient Egyptian boat ID the Giseh Museum from the tomb of Mahiti, Prince of Siyut With high stem and stem and peculiar short-yarded ugsail, the open boats remind one not a little of the londmuersk ynwl of Norway, but with the true Oriental MAST AND SAIL koTv of a high scat for the steersman, the eSMXu»(rf UefoJotus and Euripides, they have improved on tk mote Xortbera model to the extent of a flat platfniB 1* WkUMTVf OPGX BOAT (fROH A ■ODEI.) afk upon which the heknsman is accommodated. Tbe hull is (^ a particularly wholesome and able type its an Oriental model, with clean lines and easy run. MAI.IIIVK TKAtlER The lai^r class of boat is decked In with somewhat elaborate and comfortably arranged deck-houses, and AN ANCIENT SAIL-PLAN 821 carries a small topsail in fine weather. The powerful grip of the forefoot, the only resemblance to the dhow- build which they present, enables the centre of effort of the sail area to be placed far forward. These boats have power and speed, and are a fine class of sea-boat. !" ^ The most remarkable vessel, however, is the larger Maldive trader, running to a hundred tons or more in size. She is fully decked, with considerable deck- houses and big overhanging forecastle, very like that PIPTBEMTB-CBNTURy CAHAVZL of Columbus's ship the Santa Maria, and other vessels of the fifteenth century.* The rig, moreover, is the three-mast arrangement which was general in Europe about that time. A tall mainmast carries a big main squaresail set high up with topsail and occasional small topgallant sail. The mizen carries a fore-and-aft gaffsail, taking the place ' It IB noticeable that in the main outline of hull, in the general diiposi- tion of the three masti, and in the simple aquaresailB, the caravel of this period had altered but little iu general plan, although largely improved in detail of conetructiou from the Hhipit of Pliny's time, and even the single topsail appears to have been known as early as SO a.d. See Torr's Ancient Bhipt, Holmeb's Ancient and Modern SMp*, etc. etc. X 822 MAST AND SAIL I of the lateen mizen in the fifteenth- century ship Forward is a raking foremast carrying a square fwessl well out over the bows, in the same way as the anciaits set their a/>r^Mw. One may meet these vessels » casionally as far north as the HugU, and with &ii monsoon they are rapid passage-makers, but bettiif to windward is not their forte. Bvm Although only a fair-wind sailor, one of the most 1 VPWARD BOUND I remarkable craft to be met with is the Burma rice- boat, one of the biggest and smartest forms of riva boat in the world, and very far ahead of the rough Bengal rice-carriers in every particular. Owing to the prevalence of the southerly sea breeze which blows up- stream for many months after the end of the cool season, these boats are rigged only for running up against the stream. When going against the wind they punt or pull along with the current, and never beat to windward. The squaresail, or square-headed THE BURMAN BOAT 8S8 fug, is the only sail practically known in Burma. And these boats the inasl is a triangle formed of two irs meeting at tiie apex in a manner already familiar us in ancient Egyptian drawings of the third and >urth dynasties,' and still also used in the Red River tf Indo-China. The yard is a standing spar supported >y a network of halyards. The sail and its topsails are liled up to the mast, and when set are hauled out >ng the yard from tlie deck. A crowd uf these craft IX A M'nUJI RRRKX running before the fresh south wind up the broad Irrawadi form a fine sight in their way. The most beautiful work in these boats is about the stern and the steersman's seat, upon which the Burmiui loves to bestow Ins most elaborate and careful wood-carving. Here tlie classical scholar may recog- nise his old friend the ancient Kv^tptrjrr}^ sitting in state raised aloft beneath his oi(i>\aeeinniiJK of the fmr- tecntli ceulury, tlie itiicieiit (TfrSiiXiu or (|u»rtvr »t«triug-oarB bavins btw ret&inei) in kU M'oeteru «hip4 iiitlil tbeu. T)iia iiinaratioii wu t mtft jmportatU itdvniiL-i; in Kliiphiiildiug, inakiiiii; |>os)>il>te Ttir the fint timasiafp iocrcwe in trumiatcf!. The (liinesf ndojited the »t«rn-pokt lu the plan fa* tbe rudder probnMy at n inticFi eiirliRr ditU>, liut thp} lix^'p nlosys pbmd B Id a niddtfr-lruiik. ^u1tle1l'llat Mimilxr tu the ceiilre-bonrd ra«r> tkrouffh «bKk the deep rudder could he liaisUd up ]>y niMtu of wiuches when «iit«nii| aballow water. > T1ir liM record we hnvc, *tt fur ibt 1 urn awarr, of thi» lieauliful famm' bow, ia iti thu ri-pre^etitiitioii iif « ttiercb»nti>)iip on the )iainted vu« found il Vulci, in Btriiria, now iu the Hritioh Muaeum, ofaltoiit .'iOO (t.0., wbicb ahipM a hull as beautiful iu ohape a« it i* imtwortby ia Amigix.— t'iie Twri AaeifUt Ski/it. strong currents or rough water, llian e%'er was the case during several years' journeyings among Chinese and KSiamese, often under most unfavourable conditions. 820 MAST AND SAIL I An extremely pretty type of small sailing-cnR a 'that used in the Mergui Archipelago. It has often the distinctive form of bow and stern of the Burmese and Talaing boat people, but the general appearance and the rig are very Malay in character. A good many oi the larger boats are built up, upon the lower dug-out bottom-piece, in wide strakes. and have pretty clipper stems and overhanging counters, and in the last decade were extensively used in the pearl fishery which flourished among the islands after tlie discovery of the Pawc Bank early in the nineties. They form a ttrf lively and characteristic feature of the beautiful little port of Mergui. At low water they may be seen lying in all positions upon the mud, or sailing with the set* breeze up the customary tracks in the mud-banks to terra firma. At high water they come running io under mainsail, or may be seen beating out with THE MERGUI PEARLER BTT inwales awash, throwing the water halfway up the {foresail. The larger ones have a comfortable little louse or shelter aft, just before where the steersman its. The rest is decked, but as is usual with warm- I'ater sailers, is not water-tight. A smaller form is little more than a long dug-out ianoe. looking like a snake upon the water, and is used )y the iisliermen of the islands. They carry the same \ * 1 \) MKRUUI PIUULIOt pecuHar square-headed lugsails. with the foremiast right in the bows; and dodging about upon their fishing- grounds in a lop of a sea, half a hundred of these boats form a really beautiful picture, and a remarkable example of what small craft well handled can do. In case of bad weather all of these boats are of course obliged to cut and run for the lee side of the nearest island. They have too little body to claw off a lee shore in any weather; but with centre or lee-boards itted to them, a little more ballast, and higher sides, 828 MAST AND SAIL they might give a very pood account of themselves, the hull being without dead wood of any kind, and formed with long clean curves. The writer's experience of them, though limited to ^M Olt THK FMRmO-OBOUim a short cruise of five days' duration, was not dull, the squally time about the beginning of tlie rains not being ideal cruising weatlier. The crew were Bumians, not ■^>^5^ PKKSIIKIfIKU VP accustomed, as it turned out, to the boat, and ignorant of the fact that the lower strakes Jiad all been opened out by the hot weather. In one of the terrific blows heralding the break of the monsoon, we drove up the Tenasserim estuar)' in a sinking condition, with the r THE CHANGE OF THE MONSOON 829 mainsail jammed at the masthead, and the water pour- ing in solid, underneath the deck. We could only run ; any attempt to bring her to would have capsized her at once, and handed us over to the crocodiles waiting along the mud-banks. The mainmast was tough, and the available knives lunted by six weeks* Jungle-marching. It was a question of moments, until the mainsail obligingly split up and blew away to leeward, thus enabling us to get in what remained. The Burmsn sarang declared between H is tears that an angel had gone up the mast to clear the sail — an explanation which my Siamese and 1 were disposed readily to accept. After getting the water under, we sailed her through the squalls of that windy night with more circumspection and tenderness than I tlnnk I have ever felt called upon to display upon any similar enterprise. But with a wcll-caulkcd boat and ordinary weather, sailing among tlie forest- covered islands of this beau- tiful archipelago and exploring its wide Jungle-lined S80 MAST AND SAIL estuaries with the cheerj'-natured Burmese for your' companions, is a perfect form of seafaring which can be strongly recommended to any traveller of grit. There is plenty of big-game shooting inland txh\ wards tlie main range, and the flora and fauna present ■J! ■s - ...fta^ - & OJt TBB MUD a most interesting combination ot the peculiarities India and Malaya. The Karrens of the hills are cheery and enthusiastic sportsmen, and if the sport often involves hardship and privation as well as danger, it is none the worse for that, and is never lacking in variety and incident. ^i^\r..' •^- — ■? TUB UAKSS OP rRK BVOUt CHAPTER X THE MALAY PENINSULA Having regard to the wide reputation which the Malays have earned for themselves as a maritime people in Eastern seas, it is, at first sight, not a little remarkable that, so far as the Malay Peninsula is con- cerned, they have developed until lately no really able type of sea-going boat. European writers have credited the Malays with building boats, the lines of which are unsurpassed by European types ; yet so far as the writer has been able to discover, no specimen answering to such a description is to be met with in the peninsula. The characteristics of build are small dis- placement, hollow lines, V-shaped sections and sharp floors, shallow draught, lack of beam, and a consequent want of stability and weatherliness. An inquiry into local conditions, however, explains much. Two main factors have been at work influencing the development of boats and tending to produce the results arrived at. In the first place tlie rivers, which almost Invariably constitute the ports of the peninsula, are. with scarcely one exception, protected by very shallow bars of sand or mud, which make it impossible for a deep-bodied boat to obtain shelter within them. These bars are I The greater part of this chapter \» reprinted, by ktud permisHioo of Uie itty of Arts, from the Journal of the Society for May 1902. ui 882 MAST AND SAIL caused by the vast quantities of detritus brought by the rivers in flood-time, as a result of the lieavy tropical rainfall ; ^ detrital fans of mud are deposited around Uieir mouths, over which the man- groves steadily grope their way out to sea ; the current keeps open a cliannel, which is of fair depth within but shallow and shifting upon the bar, varying often with the strength and direction of the wind prevailing out- side. In many parts of the Peninsula the onshore A HKUkSTAH TTFR DP filU OAKOR monsoon causes wholesale alterations in the banks and channels of these bars, and leaves enormous deposits of sand in the river entrances, through which the fresh water has to cut a new channel to the sea nearly ever)' season. Safely ensconced within these creeks, protected from observation by the mangroves juid from J>ursuit by the shallow bars, the old Malay pirates sciu^ely sixty years ago used to watch the seaboard traffic of * Upw«rda of one hundred uid tan uictMft per uiuuni In Mme tnlao^ diotricti. IV MALAYAN WATERS the Straits and swami out upon their chosen prey. When pursued hy the boats of the Royal Navy, they would make good their escape by just bumping over a friendly bar where their pursuers could not follow them, and then turning aside up some of the innumer- able creeks that intersect the mangrove swamps near the river mouths. Hence came the necessity for shallow draught and small toimage. A second factor, scarcely less potent, so far as the rest coast of the Peninsula from Penang to Singapore \ ^.:n *i im[>ortance for working to ward. It must l>e added, however* that for sdP* trades, involving long voyages and calls at deep-water ports, the advantages of big-bodied craft are fulh recognised by the Penin-sular Malays, and that between EAST COAST NAVIGATION 887 Singapore and Siamese ports, for instance. Hue vessels of two hundred tons, built on European lines, are frequently to be met with. They are rather nonde- script craft, often with overhanging clipper-stems and superabundance of deck-houses. The masts are arenerally very light and crooked-grown spars; the ■*ggj"g *"<* gear aloft make up in quantity what is ■An OOAWT TRAMM lacking in quality. They are generally rigged with two nearly equal-sized masts and bowsprit on which from one to three jibs are set. The mainsail and fore- sail are either Chinese lugs or on the European fore- and-aft plan, the gaff being a standing spar controlled by vangs. The sail is set by hauling out along tt and taken in by brails to the mast, and long topmasts with short double-spar crosstrees and jib-headed top- sails are used. The .sails are of light material when Y 888 MAST AND SAIL tliey are not, a» in the case of regular Chinese or )Iiis lugs, made of matting, and they seldom i^et very flai The true Malay sail, however, is nothing morcthii an adaptation of the original and primitive square-ther Eastern races, and is, no doubt, largely owing to the lack of body in their craft. In bpats with sharp lottoms and fine lines the cargo, whether of fish or merchandise, has often to lie high, and consequently uo MA5T ASU SAH. all the «^'*^»w»»M^^tifrTi £rar the eraT^ foot ot' extrm space wluch cm m* niKT is so nmch added to tfaor Teaiencc in working the vcasdL he bnihoBn and tDi gaUenes oat over the bow^ oc the lazger czaft, both of and Chinese, are used for working and stotw aBchon, jnst as was the ease in tiv vcads flf Atl Hawinl and medisTal ^'mw^w wIm used the fatl for the storage of their anelkocs : and in brt K»^.ftT ' MSk.'U'.kP. St pkhjajap rigging, as already hinted, he is partial to slender, lofty mas-ts, and if his vessel is large enough, he indulges in two masts of nearly equal height, to which is general^ given a verj' smart rake forward. Under Chinese smIs, the advantages of which over the dipping lug have been recognised by many on the cast coast, the Malay may be distinguished from the Chinaman at sea, wbea yet hull down, by the equal size of the big sails, vd the invariable absence of any mizen. The hull is abo low and long, with no many-storied castle *.fU bitf THE MALAY'S ADAPTATIONS 848 jerely a kadjaiig, or thatch awning, over the raised» irerhanging poop, or a simple dandan, or gallery, ^here is something of the yachtsman in the Malay, id he is much addicted to graceful little vanities about le stem-head and stern-post of his small boats; and greatly does he linld the figurehead in estimation, lat a class of boat is often named after the form given the stem-head. European influence may now be HALAT, WJJt OQASr seen at work, to a greater or less degree, in almost every class of rig in the ports of the Peninsula ; but the Malay, more than any other Oriental, has adopted the jib, or three-corner staysail. This essentially modem product of Western Europe he uses not only in the large traders already referred to, but also in the kolek^ or * sea-canoe' of Singapore, in which also the old Malay lug has been altogether discarded, especially for racing purposes, in favour of the spritsail. The stay- sail is recognised as the most convenient form of head- sail to prevent excessive gripping, and does not involve the disadvantages of the weight of a mast right tn the eyes of the boat Kj^T: _ijri' ^*-T omg^ a: -tiR I'aunsuiL ixri- mu^ -a a:, ire saavt "tut saxuK ma. !■ ! ■■ ' —-^ n toosc (tf tzj ' KULU ^Wkn^ «■»- — commenced with the c&noe mzid coatxnaed witli tbe niinoe, and that its highest form of devek^mcnt htf reMulted in a craft of ha-gcr dimenskxis. wiiicli jet in all CMKcntial particulars still remains — a canoe. The nomenclature employed by the Malays for thoir lioatJt appears to the traveller at Gist to be un- nodCHiiarily intricate. Closer attention, howeTcr, sooo MhowM that the name, as has indeed been already sag- gVNtfld, is very rarely derived fix>m the rig, as is so lUUoh the caiie in Europe, but rather from distmctioos, which often neem to tlie stranger to be comparatiTelj TALAY nomenclature 845 insignificant, in the hulls or build. Nearly every water- side settlement of any importance having developed its own ideas of ornamentation or of construction, it is not to be wondered at that boats which might well be classed under one head, as far as all essential particulars are concerned, yet come under the observation of the traveller under widely different names, differing often merely witli the locality of their origin. For instance. a number of otherwise very similar boats are named (a) simply after the form of figurehead, to tlie fre- y 7 & s^'^' -tH^siS^*^ MMwAKoHx rtmiifro (iakok |ucncy of which reference has already been made, e.fi[. le hornbill boat,' the crocodile bout;' or {b) from some peculiarity in construction, e.g. the Patani *half- Iccked'^ boat (Uterally, boat with decked fore-part), >r the * civet-fence' ' boat, which is nothing but a form if the type generally known as pcnjqjapy to which a ;culiariy ornamental bulwark or rail is given. A large number of boats, as might be expected, are distinguished by the use for which they are built, e.g. the 'boat for going up-stream."* and various types of fishing-boat : " others are of purely local significance, ' 'Prthii fMKpmg.' * 'Praliu Busya.* ' ' Katop Luui.' ' 'Paf^r Ten^AlonfT.' * ' Prahu Pemudik ' ; from ' mudik,' to go up-ctr«am. " ' Pratia ikui,' or * p«r-ikftn ' ; from ' Ikiiri,' Gib. La oxaav jr" ^e^r r^-m- ,.-aii*.^«i- in the iiAk 5euiix4vr -unt :ie iusc --..itjc. rcr instance, the raddcr consc^G^ jc "Sc >i:rrte pucdle held ca the quarts, or « piii&x£e^ic«^i r.ccer sIt^h^ st zhe head oo a stout vpriicac :&nif heLd it the ceck by a rattan lashiu. TbtSv K> -iJmiiiy po^nt^i o^~. l> the eariiest and siinpfet ducDL tf>ered from the time ol the third dynuty (about 6000 B.C.), meDtiooed above. »te MAST AXD SAIL A xkded ticc b Uxinoasiy holknRd ootlfftic| mKii tae sides are saffiaeatiT Uunoed to cpcB J pnesare aad tbe jodicacKK appiacation of kt ^ A ^v-bizmiDg ember fire I>^»*r^th the botte.] TW &K and art ends are rou^falr looAOW withikl Bedxe proceednig fintber. the hull is ■{#{ freqaeody soaked for some davs in tiie nts U maax parts at Som and Banna the pteoice rf be ahaost ccrtatnlr predicted li^lk of ben moddOed halls K-mg c««A- fadt a iw ifcg ril l rr . a sate sign of tbe facMt-boildii^ p» panties of tbe faRtfaicn of tbe yellow robe cfaw b. VTb^ siAcieitttf' so a ked , tbe opetixi^-out atnw Vnoa& oaethods are used for tbe ptupoae of cpo- r out tbe dn^-out In sonte cases water b j^ tbe dii^-oat halL and hot eznbets are r**^ tbe gioimd undcfneatii H. and kept at tbe ic- ^pnicd tcxnpentare until the sides have opened oit safioenth- to take ribs, knees, and cros5-{Hec^ Ik sides* in taUmg out. come dovn to tbe lerd of bit amd stem, and toot up-river canoe is now complete. Another method ot opening the do^-out hull k •Acs used To the perpendicolais oo each side ens- are sectneiy laahed under the huIL A simibr of cross-pieces are placed above tbe hufl. arts tbe )o«er ones, and connected by a strong doaUe nttan nwe. Through these rattans bardw^ood lercn or faaaAes are placed to give a purchase, and are then Iw i st e J nand and round, bringing tbe ends of tbe uwvpietcj to^Tther. This pressure is kept constint water and hot embers are applied, as necessary. ( DUG-OUT BUILDING 840 Two dug-outs may sometimes be seen being cut froin one log ; the inner and smaller one is worked out by the driving of stout wedges. In order to facilitate ttie heavy work of driving home these wedges, a low scaifolding is erected alongside one of the canoes for the wedger to stand upon, and the log itself is turned over till it lies at a convenient angle, by means of a lever placed underneath it. the end of the lever being raised by a rope made fast to a windlass. Some- times a simple floor or keel-piece is used, on which the boat is subsequently built up. In this case stem and stem pieces will be worked in. The sides are rabbeted into the floor-piece, and the upper strakes built on as in an ordinary carvel-built boat. The simple dug-out form having been obtained, the upper strakes can be built on, the ribs being carried up to receive them. For this purpose the planks are bent by various ingenious applications of levers and hot embers. Many clever devices are used by the Malays for getting the necessary power, and the boat-buitder has many arrangements of stout upright pegs about his shop or in his compound, set to all possible curves and angles which he is wont to use. In the inland sea of Singora many dug-outs may be seen, built up with strake on strake, in the most unblushing way,, without any attem])t to hide the roughest method of l)oat- building perhaps to be seen anywhere. No attempt is made to work in stem and stern posts. The ends are blocked across a foot or two inside the end of the boat's nose or tail, if one may use the expression, thus forming thwartship water-tight bulkheads. 'I'hc two or three strakes. 350 MAST AND SAIL often viiriously coloured, are built on, an<] tlie topmost one is utilised to give a tinish to the whole^ by beiif extended and turned up forward, aiid carried out b^ form a steersman's staging some way aft. The almoct submerged noses of these boats, which are really inort Siamese than Malay in type, have generally a most pathetic expression of protest. It reminded mj imaginative Siamese of tlie wistful look on the hce of a puppy when thrown into the water for the first ■fcti*^- ]^KR BOAT, UNMORA time. They draw very little water, and are used all over the lake, being able to navigate the shaUovs which now form so large a portion of it. They arc usually rigged, not witli the Malay lug, but the Siamese high-pointed standing lug, a far handier and handsomer sail. For these the very light yellow matting is used, which is almost universal in the upper portion of the Gulf of Siam. There is a further method of warping planks by aid of a tire, by which, when tlie planks are ready to go BUILDING THE TOPSIDES 331 on as upper strake«i. they are fixed in position, and built up upon the dug-out keel and Hoor portion of [the boat, which has already been opened out to the squired extent. These strakes, as they are put on, [are held in position by a system of bamboo ties, and [secured by rattan lashings. The last stages of the Malay boat differ with the [district In many cases a beautiful Hnish is given to [the fittings, and a shining polish to the under-water * KAItAP JWt*M,' MUNOOR portion of the hull At this stage half the village [may be found at the boat-builder's, polishing or criticising with much energy and enthusiasm. Peninsular Types Among the more noticeable types of boat may be mentioned the Kakap Jeram. This is a typical Malay fishing-boat of the Selangor coast Kakap means * spy ' I or 'scout,* or 'look-out' and Jeram is the name of a big fishing-village in the Kuala Selangor district (of Selangor). from which this boat took its name of SS3 MAST AXD SAIL tbe Jerun scoiiter. The rig is practically the an as that (^ the aoifir. The sketch shows the figaI^ head and ornamented stern-post, and the long p rudder already described. The gratings on which tit orv are accomoiodated are shown, and along ciA side fonning the gimwale may be seen a wash-stnb fonDcd of strong ladng of ^lit bamboo strips, stoutly sewn together with bmmboo withies, and filled in witt pahn-letf. the whole held in position by lashings to knees brought up from the boat^s ribs. This is i tot vsaal form of wash-strake in Malay boats and is macfa ■sed by the Oiang Laut, or sea-dwelling Mabys d the vest coast. It is strong, li^t, and eficctivc It is giien considerable flare at each quarter. Hk equiraknt of the lumber irtms used in Eunqion fidiii^-CTaft is provided by loops of rattan on the starboard side, and here the punt-poles and othtr spars are stowed. Forward will be noticed a pecnfin form of bits, stretching athwartships, used for winding the cable upon, as well as bitting it ; * it is used by the Siamese as well as by the Malays. The i-oiti- ' — literally the * rocker ' or wobbler, fitm its crank build — is a ver>' common form of small canoe. The term sampan, a word of apparently Chinese origin, which is given generally to any small, especially Chinese, boat, is also frequently applied to these canoes. The X-o/c'X- is the usual form of small sea- fishing canoe, the stem and stern posts are generally high and pointed, with some decorative paint-w(»k > PJMiQjLum : IS fwt br 7 fvet bv ;> fevt : 1 foot ftvebtmrd ; cafKitj, S htf ; err* «f 3 ; leiucth 9t mast. iX> fe«t : nuterUl, menntL * rTi«i M 1 1 ATS : ' TW sjn&ll \-xn«ty for one person only ; bat hie vdM TYPES OF CRAFT SSS ither ornamentation. It is generally carvel-built, 1 a shapely hull and prettily rounded forefoot; -A'-ieS", an A.B. Scale of Foet fi 8 Id IIALAT ' KOUCK ' OR SEA-CANOE — SJNOAPORS IUC1N0 TTPX {By kind ptrmittion of the Editor qfthe ' FaoAffnutn ') there is very little bilge, and consequently small ility, which, combined with the low canoe-like board, makes these boats somewhat tricky to the z 854 MAST AND SAIL novice. The peculiar 'crabs' eyes' are frequently to] be seen in these boats. They carry single or doufcfe lugsaUs, according to length. In the former cut., the tack of the sail is usually belayed at the inast,ui as to form a standing sail. In these little boats tk young Malays generally get their first lessons in sail- ing. In the longer boats, with larger crews, twD| dipping lugs of the usual Malay type are gencraDr preferred.' Some of these boats are said by the MaUn to carry the ' sabang ' sail. Klinkert describes this u ■K -f 45-POOT RACIKO ' XOLBK,' BINilArOMK 'the sail of a small boat which has no tackle except a brace, but has instead a kind of " sokong '* ( = pn^V This presumably means a spritsail, set up by its spreet — no other sail so exactly answering to this descrip- tion. In Singapore the koleks have developed into long boats used a good deal in racing, rigged witli large cloth-made spreet mainsail and stay foresail, and manned by a large crew of twenty or more, who »ct ' DimenaioDB of fi^-e-mwi boat : Lenfth, 84 feet; hpatn, 4 fMt; deflt, 2 fMt ; freeboard, i foot ; capAcitj^, SO pile ; length of mut, 34 feet. SAILS AND RIGGING 855 as live ballast out to windward. In n fresh breeze they stand on the gunwale, and, holding on to man- ropes leading from the mast, lean out all their length to windward. These boats are very slippy with the wind abaft the beam, for, with a length of 45 feet, they have a beam of not more than 5 feet 6 inches, and a draught of about 2 feet. But they have no grip for weatherly work. The increase of the lateral re- sistance by the introduction of a centre-board would probably result in enabling these boats to perform well on a wind in smooth water. The Lancha or Lanchang is an approach to a sea- keeping type of vessel. She is rigged with the ordinary square-headed dipping lugsails^ which are of nearly equal size as in the penjajap. The lofty slender masts are well stayed, and are stepped in tabernacles of a kind whicli is common to the Malays, and both are I raked forward. The sails arc made of the screw-palm with cloth tops, and there are main and peak halyards. Tiie vessel has a clipper stem, over which the fore- gallery is built for the anchors ; this also acts as a bumkin or bowsprit for spreading the tack of the foresail. A comparatively commodious deck cabin and stem gallery are added over the straight stern- post. The hull is carvel-built on very European lines, but has no great depth. m In Selangor it is affirmed that the Lanchang is a ^ype of boat wliich was frequently owned by Malay Rajas on the Sumatran coast, and to this day in Selangor it is this royal vessel which is dedicated to the service of the spirits, when the medicine-man invites them to sail away. 856 MAST AND SAIL The Lanchang To'Aru (Bandar) is very siniili to the other Lanchang in hull, but is fore-tnM rigged with the long topmasts and other peculiuitiB (' mentioned above. To'Ani was one of the council SAH. can tbe monaooD wind jiaD» dnvzi Mcsnak "Ac forestfi frtnn tiie puT|^ mnimtatni. ^^"^— *J The Sim. up some tixree faams &iim 1^ bed. te' fiercely ; it licks the i^cter iraon 1^ *^'"""*^ hidk of tfe group cd trading loggcnL and l^rvcs liicBa et^aed m n salt they threw about timniMn}^ »l i u ^m— *^*ig ia aix tbe storm J offing. And in the sgaeafing taaics atm tmosbaaa^td fiddc. KHDewhere amoi^ ihc fiiiiing4nts liciHBd tlic baft tbe meny jig tune goes eva tm ; and the boats* ac^ squatting f of dried palm-leaves and bamboo laths is built rom gunwale to gunwale to within six or eight feet Fof the stem-post. This cover is varnished over and perfectly water-tight, and underneath is the hold ^ * AT KKA, M)VTH-WiCn- HOMSOOX and cabin, roomy and comfortable, though ill- ventilated and hot in a noonday calm. The space at the stern has a floor or grating for the helmsman and crew, and under this the water-jars are usually stowed for the voyage. A pair of sweeps are carried, and are used in the ordinary standing-up position common in the Far East. A couple of anchors, composite wood and iron grapnels weighted with stones, are stowed forward. When paid out the cable is nipped in a very clever way by a small crooked wooden lever, the end of 866 MAST AND SAIL which is pulled over and held by a iBttan grominet slipped over it The sails are made of rectangular pieces of yellow palm matting, and are very light They necessarily have a boom laced along the foot like alt native sails made of this material, and a vang assists to trim the yard. The sails are always furled aloft along the yard, by rolling the foot of the sail up on the boom, and at the same time hauling it out forward. The heel of the Iwom is then secured to the foremast, and a line frapped round the sail keeps all snug. The effect is very much that of a furled lateen, and is graceful to the eye. Reefing is also done by lowering the yard and rolhng up the boom to the required lieight. The man doing this uses u short wooden handle thnist through a gromraet in the fore end of tlie boom as s lever, and when laslied in position to the mast this prevents the sail unrolUng. So even our latest patent roller reefing-gear is no new thing. ^ When riding at anchor, in heavy weather, llic^ main-yard is often lowered on deck ; but it is a huge unwieldy spar and takes nearly the whole length of the boat. In port, the sail is always smartly unbent, rolled up in a big ball, and stowed away below. ^ The sails are reckoned to last a twelvemonth, but in their latter days are generally very raggedy and full of holes. The Siamese boatman, bowever.fl does not object to this greatly, as it saves reefing; in fact, these matted sails arc preferred to cottot or duck, for the very reason that the latter arc coi sidered to press a boat down more, while the nut sail«^ PERSONAL EXPERIENCES 367 inlike the heavier matted sail of the Malays and of laiiy Chinese junks, provides an automatic relief to the boat in a fresh wind, by allowing a large pro- jortioii of its strength to pass right through it At le same time, in Light winds this kind of sail seems hold the lightest air. I have watched one of these COAIT JUKK, MiVmn UK tlAU iails being bent to the yard and hoisted up, looking through which one could sec the sea and sky on the other side so distinctly that one felt quite incredulous at its ever being able to take one safely to a destination between two and three hundred miles away. Yet [we made our passage, our average run in alt conditions >f wind and weather being a hundred miles a day. lOur worst experience was from a sharp * nor'-wester' it the head of the Gulf; we kept the whole fore- 068 MAST AND SAIL sail set, but tlie mainsail was reefed until the yiri was halfway down from the sheave-hole. Thus trimmed she carried an easy hehn. and sailed very fast and dry ; but the light mat sails could nut stand flat enough in the wind prevailing to enable the boat to look up very close. ^^H The foresail in these boats is seldom trimmeoor reefed, and is merely a steering sail ; as soon as the A imro ANcnoiuoR, Miet-na bat wind freshens so much as to increase greatly the boAt*;| weather helm, the mainsail is reefed. There are no labour-saving devices whatever, and it takes the whole strength of the creft*' of two or three men to swig up the mainyard or get in the sheet, the boat being necessarily luffed to the wind for either purptose. In size these boats vary considerably. Tlte smaller ones. locally built and used for fishing, are often not more than 20 feet long : but trading boats run mucb larger. THE TWO STYLES OF BUILD B69 I The dimensions of a large boat of this type build- \g at Bang Pra were : — I^tigtl) over all, . . SO feet Beam, .15 feet. l>eplh outside, . .7 feet 6 inches. She was to cost nineteen catties, or roughly £95, hen fini-slied, and her hull would not require any neral overhaul for at least thirty years. The pegs sed in construction were all of hard redwood, the lanking was of 1^ inch thingan^ and very accurately sha|)ed. When on a propitious day the mainmast was cpped, and tiie main rigging, consisting of jungle ,ttans, finally set up, the necessary offerings were e to the various spirits concerned with the boat's elfare, and she was considered to have commenced jfe. The average size and price of these boats is some- hat lower than that given above. At ilayawng, urther dowTi the coast, thirty to forty of them are uilt and rigged ready to sally out at the end of each Jonshore monsoon, to race for the Bangkok and up- ast market, and their prices range from ten to fifteen catties (£50 to £80J.' The other principal type in the Gulf of Siam is the ua Chahm, a name applied to uH sailing-craft: of the Gulf without distinction of rig, in which there are the high stem and stern posts, into which the planks are rabbeted in the ordinary way. While the Run Pet is deep-hulled and two-masted, and is always the boat ^ Thcf ran up to R tnt (39 feet 6 iDchen) in lenjrth, with G tavfk knb (18 feet B inches) beam, and a draught of ti feet 4 inchon to over A feet when loaded, the ootside depth boUig f> fc«t to 7 fe«t. 2a 870 MAST AND SAIT. of the S'mmese. ihe Rwi CliaJom. is a long, shalto*- draiight vessel, and is more favoured by the Chinea OQAKTBH IN A MJVAIJ. and Luk-Chin' fishing population of the coast The smaller boats of this type are used entirely for ti&hJngj - , -vi--.:::. .£--i^»».i ..-, — * ■' HBA-OOIKU 'MVA Thk' purposes. Tliey row well, the crew always standing up on the gratings to the work, and pushing the oat > The oane given to the childmi of mixed mMiriaftt* between CUnM ImmlgreuU anil Sinmese trotneu. THE RUA CHAI.OM 871 jefore them. Under sail they carry one large standing liigsnil, which is reefed in the same manner as that dready described, but is seldom furled aloft except in le bigger and deeper boats. As in the Riia Pet, there no purchase to halyard or sheet, and it often takes irery bit of five men to set the great mainsail- A peculiarity of these boats is the steering gear. BIBtKO IT WT which consists of two rudders, slung at the upper end on stout uprights at the quartei's. and held in just above the blade by a stout piece of rattan. The lee rudder is that generally used under sail, both because of its deeper immersion, and the greater power it gives to counteract the boat's weather helm. In running before a heavy sea both are used, and when lying at their fishing-stakes it is not unusual to see one unshipped and set up aft to act as a mizen to seep the boat's head to sea. In port they are slung up 372 MAST AND SAII. at the quarters, and. Hat side uppermost^ they are usA] for fish cleaning or cutting bait, or for eating tbt morning rice off This method of slinging and usie? quarter rudders is the oldest used by men in sailing- craft, and is the first development from the simj* paddle rudder wliicli has in all ages been the fiRt method of steering boats. The simple paddle or steering oar may be seen is every stage in Siam. The king's state barge is steered by two men with long steering paddles in precisely tbe ■r- y\. A ' HVA €HAU»i, same way as was done in the case of the Egyptian boats of the Third Dynasty. 6900 years before Christ.*] The long, fixed steering oar of the up-river carjEfO carrier] of the Lao country is used on the same principle as that of the more developed steering paddle in tbe Egyptian ships of the Punt Expedition, 1600 b.c^') which simply turned on its own axis. The slungi quarter-rudders of tlie Run Chalom are the same asj those used in all the Koman and Greek merchantmen* ' Villiers smart's Xilf Gleaniu^i,. ' Haimea^i Ancient ttnd Jfodem SAipti,Hnd Ton's Andmt SAi/M, umI otbM | urortca. PRIMITIVE STEERING GEAR 878 "'and galleys from 500 b.c. downwards, by the Norsemen '1 ■z r and Anglo-Saxons a thousand years after Christ, and QUAftTKR BUDDCR — BOYPT QUABTKR RtniDBR — UAU UUARTRH RUnDRR — NORBB dUARTKR RUDDER — RUHR by mediceval seamen down, at all events, to the four- teenth century, when the rudder appears to have been first slung on the stern-post, both in the North and in 874 MAST AND SA the Mediterraneaa' It became general in Europe after that date, but prevailed still in the Far Kast for boats with high stern-posts and shallow under-water body aft, such as the Rua Chahm, for which it peculiarly Htted. The smaller Rva Chafomx are manned by three. or preferably four, men. These are exquisite little craft, and to see them carrying on for the Bangkok market in a strong breeze is a goodly sight. While they handle the boats very smartly under sail, the tall, dark-burned crews are seen to even finer advantage on a hot airless morning, whcu standing to their great long oars they force their boats with the whole weight of their glistening bodiefl through the calm, streaked water. At such times, beating tlie water in long, powerftil strokes together, about eighteen to the minute, bending their bodies until almost horizontal at the Hnish, and springing smartly to an upright position again poised on tlie back-placed leg, they maintain a speed of six knots ofl more for a couple of liours without a spell. The larger sea-going fishing-boats are between 40 and 50 feet long, and at the waiiit often have an additional strake or two built up for about two-thirds of their length, to keep the water out when heeling, the freeboard when loaded up being rather insufficient at this point. The contrivance reminds one of the canvas screen fitted along the waist of the low-sided Gi boats of the Aegean. They carry a crew of seven men. and are engaged ' The Poole seal of 1326 first shows Uiie tneUiod of Blinfiti^ the raddtr, Mid Cbu-Dock figure* * VenetUu g&Ue> of Uiia c«ntury with b aimtlar rudder. THE PLA-TU FISHERY S75 'principally in the Pla-tu fishery, which takes place on ^ the east and west coast of tlie Gulf in turn, as each ^ shore gives slielter to the fish from the prevailing ^, monsoon. Elaborate fishing-traps arc built each season at great cost and trouble, as soon as the onshore winds to give way to the offshore noonsoon. Con- verging lines of stakes half a mile long worked into the md and sand of tlie bottom, lead to the central trap, large strongly bnilt enclosure of Interwoven stakes. \o solidly are these built that sailing at night necessi- ites a very sharp look-out, when in shallow soundings, tmong them, as collision will mean loss of a bow- Sprit at least, if nothing worse. A good deal of seining is also done by these boats, me or two of the smaller three-men boats being in tttendance. The results of the catch are dumped into lig tubs or pits, where in the course of a few months they mature into that popular delicacy called * bata- chong ' or * kapi,' dear to the heart of every properly educated native of the Indo-Chinese peninsula. It has other uses besides tickling the palate of tlie epicure, and stimulating the olfactory nerves of the European traveller; for it it. said that the number of depots along the coast have saved tlie Siamese Government large sums annually which would otherwise have had to be expended on lighthouses, the odour even on foggy nights carrying further than the brightest light, and warning the mariner ofFthe coast far more effectually. One peculiarity of these boats remains to be noted. Their rounded shallow form of hull makes t^ well over the wide mud expanses exposed )rtions of the Gulf at low water. ' S7C MAST AND SAIL fair wind, each boat takes its own well-worn tnd leading to the long fishing stages built out froiQ te land r and with a man or two out over the stem A their broad wooden mud-skates to steer, they soil giilj in to their moorings half a mile or more as may be necessary. The largest form of Hua Chalom used for tradiiigii two -masted, and a much deeper vessel than tk ftshing-boats. Sometimes the double rudders also ue '■I'A cn^rAM,' OIJDHt-IUl'LBI) discarded, and a single rudder is shipped in the ordi- nary way upon the stern-post. The boats tlieri become much more allied to the small Chinese two-masted trading junk, and often have the China sail instead of the Siamese form of sharp-pea.ked lugsail. The strong coach-roof abaft the mainmast is retained, and, in addition, the helmsman is often accommodated with a peculiar little shelter right aft. the floor of which is built out considerably on the afla- side. This is the embryo of the more commodious stern galleries of the true junk. CHINESE COAST SETTLERS 87T One other peculiar craft is met with on the Gulf, lUed simply Rua Ta, from its enormous cod-like eye. [t is apparently Cambodian in origin, and comes from rarious small ports down the east side. It cannot latm to be very graceful, and is u lunil>enng hull, witli rotesquely painted fore and stern galleries. It gene- illy is rigged with the form of lug common in the Gulf, >nly with less peak, and has a mizen. But the China CAMimDI«lt AT SKA * ug is adopted in some instances, with advantage in the set but the disadvantage of greater weight aloft. They run up to 60 feet in length and have large carrying capacity, but arc neither fast nor weatherly, nor as taking to the eye as the other craft of the Gulf, or the true junks of Southern China. Just as on the mainland of Indo-China the Chinese have played a very prominent part for centuries, so on all the seas that wash the coast of the great peninsula their .ships and their seamen have maintained regular ST8 MAST an: navigation. The junk rig. described elsewhere, is t common as any other in the Gulf of Siam. althougfatie great increase in steam tonnage has given the dalfc^ blow to the great junk trade of thirty years ago; aoi the five-masters, like the square-rigged ships which wci to be seen beating out in crowds over the Me Nambv in the old days, have now almost disappeared. Bea^ the large three-masted junks of several hundred toBi. which still come round in considerable numbers &oai CUHBODIAK COAffTKn southern ports in the China Sea in the north-east, and return with the south-west monsoon, many small junks survive, and indeed show no sign of disappearing from tlie Gulf. They are nice, handy little craft» from 30 to 50 feet long, generally two-roasted, and manned by what is for Chinese a small crew of four or five men. They are genial, pleasant fellows to sail in company with, these Chinese sea-coast settlers, and are full of fun and good humour. Beating down under the lee of the Malay Peninsula, in the south-west monsoon, in company with half a dozen of these tittle traders, one CHTNESK COAST SETTLERS 879 lay have opportunities of seeing some very fine seamanship exhibited by these men iti the territic squalls which break at that season. At night, cross- tacking with these boats is rendered picturesque by tlie flares which they light each time they go about, to appease the devils of the sea. In my own boat, a mn Li ^-5 A OUABT THAItKHj KA*T SHOREH thirty-six footer, while engaged on duty in this locality, I have followed these boats in the dark, warping against the current into the river harbours along the coast. They have the aid of three or four crews from neighbouring boats, and their illuminations on the poop, their splashing oars and quants, and the pande- monium of yelling, chorus- singing, and gong beatings 380 FAST AND SAIL awake the whole jungle neighbourhood for mites; though, as our exhausted crew found to their cost it all seems to do but little towards appeasing that devil of a current. The absence during part of each month of one of the two usual semi-diurnul tides, a pheno- menon also observable in the Oulf of Tonkin, makes \, '»4iv ' LonritA,' ni'NKiNo getting in and out of these badly marked and evei shifting channels a matter often of danger and always of difficulty. For tlie * live' tide, like the uwl, invari- ably cliooses the night-time for its walks abroad, being apparently shy of observation. f Heference must be made also to a very distinctive^ craft used in Bangkok, the Ltirchn, or sailing lighter. These craft run to two hundred or more tons, and. are used to carry rice out over the bar of the river ocean ships completing loading in the roadsteads ai SAILING A LORCHA 881 ^aw Si Chang or Anghin. The hull is built in Bangkok, of the good teak wood of tlie country, on European lines; but tlie rig is that of the usual Chinese three-master, for facility of management by their Chinese crews. They are fine, powerful vessels, and some sixty or more are owned in Bangkok by tlie various more important exporting firms. Canvas was introduced for the sails by my old friend the late » Captain Hicks, in place of the red-brown matting, but it is doubtful if its greater durability is sufiicient to make it cheaper in the long-run. The matting sails only last a year, and sometimes get so full of big holes as to be dangerously near carrying away completely in a hard blow after eleven months' wear; but they are certainly more picturesque and, it is said, lighter for handling. On one occasion, when going on duty for the Siamese Government^ I sailed a boat thus rigged, but 882 MAST AND SAIL without the mizen, from Hangkok to SingorR in the Malay Peninsula and back, a distance of some twel^f hundred miles. She was an old teak steam launch built for the Me Nam river, and was about 86 feet long over ail. but leaky, and narrow and crank for her size. I had a young Siamese officer, my assistant surveyor, witii whom I had been many journeys, who shared the cabin with me, and the crew consisted of tfx innrmtKD MiLm AOAimiT thh voi««Kiif — all uit my Siamese servant and boat-boys. Every Siamese is used to a boat, but only two of them had been tfl sea with me before. They turned out splendid sailor^^ and endured the discomfort of n beat of six hundred miles against the monsoon with that chcerfuhiess which is characteristic of the Eastern, and makes him the best fellow-traveller in the world. ^| We put the handiness of the Chinese lugsail to a very practical test In the squally weather of the i SAILING A I.ORCHA 888 my season. The monsoon wind is ever varying in >rce and direction in the Gulf of Siam, broken iis it in its passage from the Indian Ocean across the ligh ranges of the Peninsula. At night a very sharp watch had to be kept for squalls, and simplicity and [uickness in reefing and ' making * sail proved to be of the utmost value. Unless the night was unusually fine re never carried tlie jib, a rare sail in these waters ind our special pride, but had one batten of the main- lil down in the topping lifts, and whole foresaiL The boat was then quite easy for one hand to manage, and as we were all suffering from malarial fever, it was important not to have more than were absolutely necessary in the deck-watch. Black squalls would threaten and batter us, or would pass away to lee- ward some miles ahead or astern, always, however, increasing the wind and the sea. When one of these was approaching, u1l that had to be done was to take a turn of the tiller rope, go forward to the main halyard, and lower away until so many battens were lying snugly in the topping lifts; then similarly with 884 MAST AND SAIL the foresail. Both the sheets would need sbort< in a bit. and the thing wtis done. The watch couU' return to the cock-pit^ take a cast of the lead and a look at the chart, wrap up in his oilskins again, take a last look round through the night-glasses, then bow his head to the stinging, blinding onslaught. As an instance of the kind of weather experiencc^l, I give an extract from the log, the day after we si back from Singora, when I bad finished my duties: — AuffMt 21 — H A.si. — Westerly gale all day. Posted lelten.' Getting ready for sea; awnings and boat-boom in; runtunj rising rove; Herthon dinghy and gear stowed; unmoored shit etc. 4 r.M. — Got under way. Squalls off the hill, very strong ; Mt three-reef main and two-reef fores'Is, and reached uj> the harbour to clear H.shitig-stakes ; turned and went bnwling out; awbwani back-S4)ualls under the Head. Cleared stakes and went out down the channel. Wind outside N.W. 4, and a short tumble al sea breaking; Hood making up against it. Very dirty- looking to windwaid. 6 P.M. — Tacked inshore and kept her going easy till Buppcf cooked (rice and salt fish curry, rice and sugar pudding, and tea)- Wind went to W.N. W. 3 ; set all sail along the coast on port tad ftgainst head sen; this and head winds seem to be our fortune Aftdtiight. — Turned out, called by Yen. Very dark to Ni>r*anl .spreading out our way. Wind V.W. S. Took in jib; tackcH ship, four-reefed main and fore<;ail. Sent boys Itelow. Came t* _"— CABOO-BOAn, HE KAH four-fathom line. The crew consisted of two Malays and my faithful Siamese * boys.' We hoisted every inch of sail that we dared show, as it was a case of pressing her, and a single miss stays was going to be MAST AXD SAIL tfaii^ Bat nothing coold hsve beoi mat MUkfiil thaa the way that little ship swni^ op to the breakers, the luzm veil in bringiiig her bod to wiikd. and the foresail paying her bead off on tbe fresh tack. Once she gathered rapid stemwaj, bdpc^ by the steep breaking sea, which was roaring over fabd rocks not fiftj fathoms to leeward. Erery one stood silent on deck at hb station, watching. Only id exrUmatioo from Yen. the coxswain, as a sea templed HTM I «( A LXB OTcr forward and carried him off lus feet, caused i genera] langfa for a single moment. It was the last ledge we had to clear. We slowly gathered way and were soon in the long regular sea ootssde, then lower- ing anotho^ batten in the mainsail, we coold breathe again. The customary chatter oi the Siamese ms speedily raiewed with not a few jests at the expense oi the mermaids known to inhabit the locality, and speculation as to tfa^r feelings at se^ng ns fetch oat in safety. It b impossible to leave the craft of tbe Gnlf d Siam witiiout a word about the hardy, cheenr ^eBtnn THE MKN OF THE QTTI.F flt89 ^ho build and man them. Whether it was the gentle- lanly, pure-blooded Siamese crew of a Eua Pet, or big, rouj(h Luk chins or Chinamen sailing the Rva \Chalovia, they were the same ; in all weatliers and ider all conditions cheerful, willing, and astonishingly ANCIRKT BOAT, IJKK «UtlKNfl TAMPAN (nlIKH MISKI'M) friendly. Tn their language, their ways, and the nameless something which is bred in seamen, tiiey are quite distinct from the shore-going population : and their smartness and pluck in handling their little vessels makes them a seafaring class of which any 'Coost might be proud. They eat little, and know tew H«K examined 'Hilly, the only excuse for such treattneiit Keeins to lie in the wide gulf which separates the thoughts and ideas of the white and the yellow races, and makes it apparently almost impossible for the one to come to any true understanding of the other. As an engine for carrying man and his commerce upon the high and stormy seas, it is doubtful if any class of vessel is more suited or better adapted to its purpose; and it WRCT Rlvni )LyiK (l-noM a ORltCn«E Olt^OKAtriKo) is certain tliat for flatness of sail and for handiness the Chinese rig is unsurpassed. A most capable authority gives it as his unhesitating opinion that the smaller South China junks are Hhe handiest vessels in the world.' W Until the America visited this country, when modern flat-sail setting first asserted its superiority, fthe Chinese were undeniably far ahead of all other * CaptsiD C. C. P. FtUUcrild, lt.N., \u Bwt SaHiaff and Sarins. »• HAST AXD SAIL saSxnA 3t t^ear ecm^n^a^oa orf" tlie prindple k lee&OKd kcTv beea used in Odna. wiietlKr in the big ■k or JB tfe hsmUe 'sanqian.' fiom tinxf tbe Ti^s of tbe old Xcne - kcdes ' to these WWa o«r fiare&tfaen paddled akmgsboR b(MEtiL.t^ CUnsnan suled to East A6ia in fire-nusters. We hare seen the Dineteoith -century ymcfatsmen develop the overhang, which has culnmuted io m Columbia : the Chinese bare built fishing-boats on this principle for a thousand years. In windlasses and labour-saving appliances the Chinese appear to have been always far ahead of the standard reached by European nations until the last century. Yet, curiously enough, while we have worked out a whole history of naval architecture, ranging fitHD CHINESE CONSERVATISM 899 the coracle to the Celt'w and the Sfiamrock, the hardy Chinese sailors, true to the conservatism of their race, have coittiiiued tn weather the typhoons of the stormiest of Eastern seas in craft which, while they yicid notliing in the matter of handiness or weatherly qualities to the finest modern sailing-craft developed by Western I AT wimnra nations, have in all probability scarcely altered in a single detail during that period, or been improved by a single knot of speed. In things nautical the Chinese are the Dutchmen of the East. Both peoples have a curious and dis- tinctive love of bluff lines, of bright varnish, of deck- houses, and of pole-masts with long vanes above the truck. Both have an enormous percentage of their 4«Ci MAST JLKT> SAIL yM plgi^firn. directH' interested is w i a taav^iait i^ tf^fm ^ to the faaiidiiug^ of tt^iintp - rr'ft- Balk kaov better tfaaii tlieir iieifrlilHiiin> t±c valae of kebori^ If wf w e n tn continue the j^^-^*!^! -mc angiit sir thi: hoAh TBces wuu wide 'teouMiUk. air ^f^** fliroaea and are ponBHed of 'tiie most -wwwriwirtwJ mp fJ i rs d puH-VUTBDce and industrr tnovm in tiieir respcrtnt I I IVIM.V, ITAH monsoon, will persuade the greatest unbeliever that for speed and set of her sails the junk is not easily beaten ; and a finer sea picture not the Thames Sea Reach can show. The Chinese s^l is a balance-lug extended and stiffened by battens, generally of bamboo, with a more or less rounded leech. It is hoisted on a pole-mast, often a very fine spar, the halyard passing through a large double block on the yard, and a treble block at the masthead. There is a liauling parrel to the yard, which keeps it to the mast, and helps to peak the sail n i THE CHINESE LUG when reefed. Each battel) has its own parrel round the mast, and its own single part leading to the main sheet. There are various ways of leading these sheets, one or two of which are here illustrated^ and they con- stitute the secret of the flatness of set of tlie China sail. Double topping-lifts on both sides of the sail form .*^ ^^'^ wi" ^-^ li \ \\ ,.* UttPTfl CfllKA T 2 fiiirTA umsMU, wiTii fiuerr, rnrpiNU- LtPTt, A>D PAHHtU> lazy lines, into which the sail falls on being lowered for stowing or for reefing. Reefing is thus simplicity itself; the halyard is let go, and the weight of the sail and battens brings tlie sail down into the topping-lifts ; two or more battens are thus bunched together along the boom, and nothing further is necessai-y but to gather in the sheets. There is a gathering line from 404 MAST AND SAIL the masthead to the boom abreast the mast, rue of the sail is cut in various ways. Tn the big siIlg1^ masted boats of the inland waterways of the south and the neighbourhood of Canton, the luflT is cut so as to stand out a long way before the mast as in the case of our Western dipping lugsail, thus raaking a triK / /] <^> -■" ^ wmrm voAnnma balance -lug, and bringing the centre of efTort farther forward. The inonient the Chinaman goes to sea. however, in common with all other blue-water sailors. he appreciates the advantage of splitting up his siii\ area into component parts which are more easily handled, and are more convenient for bringing a vessel into stays and paying her ofT in tacking. The mainsail h THE CHINESE FORESAIL reduced, and then iii*itcad of the modem bowsprit and jib-headed staysails of the West, he plants a foremast light up in ttie eyes, with in most cuses a considerable rake forward, reminding one of the old Mediterraneiin * trinchetto,'' and sets a large foresail upon it in the shape of another lug. The mainsail in tliis case is cut with its luff straight up and down the mast, while the foresail is generally so cut that quite a third of its area, and even more than a third of its length of boom, is before the mast. Of course in these heavy sails there Jfev.. WI»T RIVBH PAI(EE.<(C81I JUKK is a tendency for the whole sail to swing out forward, and a single tack-rope, which is sufficient to hold aft the small balance lugsail of an up-river skilf, could never stund the strain which would be put upon it by the lurcliing of these enormous weights in a head-sea. Consequently the fore end of each batten on the sail is brought aft to the mast by a lacing which can be hauled upon or slacked up, as may be required, from ' Tliv apriuw or the I(>^ of St. I'aul's «)iip"'rcvk, uud tlic arle'wn of the elder Seneca and othen, which from coins of the Herond, third, aud fourth centuriet appears to hitv« been raked iiver ihe bowt, and to bftve been generally Adopted for nmiiing, wexrinfc, and inor*» odl- new of the old ou»-niMted ships. THE NORTHERN FIVE-MASTER 407 J^nstead of having to hoist the heavy mainsail in raanoeuvring in harbour, the naizcn can then be used in combination witli llie foresail ; by taking in the ^ mizen in a breeze the equivalent of one or two reefs in the mainsail is easily attained without the necessity >f handling the heavier sail at all: while, when there PIVB-UADTBH, WIULKO SAB is a danger of missing stays, the mizen is often invaluable. In the large Hve-masted junks of the north, which were more common formerly than they are now, two mizenmasts may generally be seen, one stepped broad out on each quarter on the high poop. The weatlier of tliesc is set, and the advantage of its position is that it is never becalmed by the mainsail, and always gets a true wind. These junks were built very long, and were by no means too handy in stays. Consequently these two mizens. though perhaps un- 1 MAST AXI> SAIL to the booKu abresst the mast Theld 4^ the aa B cut in tbiious wmy^ In the big sii^le ■Hted hoats of the inland watenraTs of the soutj md the noghfaoazhood of Canton, the hiff is cot a tt to sUad dot a long wmy before the mast as in tb CMC of oar Weston d^ifMn^ logsail, thus making a tnii * i- *i m» VA " habace '-hu:. and bringing the centre of efifort &rtbcr iurv^id. The moment the Chinaman goes to stf. W*>««v«r. in oMnmon with all other blue-water sailixs, he apfKviitcs the adrantage of splitting up his sail am ■kto cvcopoocnt pait» irhicfa are more easily handled, aoi are more conrenient for bringing a vessd into stars and pAving her off in tacking. The m«iiwail is [E NORTHERN FIVE-MASTER 407 of having to hoist the heaxy m&insail in ring in harbour, the mizen can tlien be used lation with the foresflil ; by taking in the a breeze the equivalent of one or two reefs insail is easily attained without the necessity ig tlie heavier sail at ail ; while, when there --—?-» -V ^ rtvs-MAvnot, »tm«» iger of niissing stays^ the Diizen is often ie. brge five-masted junks of the north, wluch )re common formerly than they are now, two its may generally be seen, one stepped >ut on each quarter on the high poop. The of these is set, and the advantage of its Ls that it is never becalmed by the mainsail, lys gets a true wind. These junks were built ng. and were by no means too handy in stays. k uently these two mizens. though perhaps MAST AND SAIL the deck : and by this means the lower battens can be bowsed aft, and the required peak given to the sail, while the friction and strain arc distributed over the whole mast It takes not a little skill to set up a Chinese lug properly; and In a liead-sea, or in hoisting sail after rain, the groaning and creaking which goes on up and down the mast is prodigious. But the moment the halyard is slacked up, everj'thing else slackens off automatically, and the sail is almost safe never to jam, and to come down as freely in a sqi ship's 28-P(M1T Cl'TTKK, rHINA LIIW as in a flat calm. 1 can speak from some experient in handling this form of sail, and may say that once having learned the set and balance of the sails for various points of sailing, nothing can surpass the handiness IM the rig, but every sail requires a little knowing if the bcitt results are to be obtained from it. M The mizen, right up on the high poop, and fre- quently a trifle over to the starboard quarter, is generally adopted by the larger sea-going junks, for the very unme reason that it is used very generally in Eunipe, namely, to reduce the size and increase the handiness of the mainsail necessary for the ship. r THE NORTHERN FIVE-MASTER 407 Instead of having to hoist the heavy mainsail in manreuvring in harbour, the mi-zen can then be used in combination with the foresail : by taking in the mizen in a breeze the equivalent of one or two reefs in the mainsail is easily attained without the necessity of handling the heavier sail at all ; while, when there flVB-XASTDl, WLTSVSa BAB. is a danger of missing stays, the mizen is often invaluable. In the large tive-masted junks of the norths which were more common formerly than they are now, two mizcnmasts may generally be seen, one stepped broad out on each quarter on tlie high poop. The weather of these is set, and the advantage of its position is that it is never becalmed by the mainsail, and always gets a true wind. These junks were built very long, and were by no means too handy in stays. Consequently these two mizens, though perhaps un- 408 MAST AND SAIL sightly to the Western eye» were invaluable as steering sails pure and simple. The shape of sail Dorth of the Formosa Channel FIVB-UABTBIt, WUSCNG BAB will be seen to be very lofty and narrow. In vessels of great length this shape of sail rendered necessar)* the HAIKAIV TRAWLBHS additional or second foremast between the maim and the true foremast. The big northern craft which crowd the Wus river are clumsier to the eye than the smaller southei THE NORTHERN SAIL 400 ressels ; but some of the small fishing-craft to be seen ^off Amoy Hre l»eautiful things, and show that even the great length of overhang which has been evolved by modern siTienlific yacht construction is another of those points which the Chinese sailor has long understood a good deal about While the northern sails are generally lofty and narrow, witli .square heads and comparatively straight leeches, it is in the South China Sea that the perfection of shape is seen. Here tlie sail is well peaked, and the yard has a handsome round in it. In place of a multi- tude of small, somewhat untidy-looking battens, only five, or sometimes four, are used ; and a fine rounded slmulder is given to the after-leech. The result is a sail which only the racing cutters mainsail can excel on a wind, while for handiness in reefing the latter cannot compare with it. It is interesting to note that among the big trawlers which may be met with generally in pairs off the 410 MAST AND SAIL Hainan and Kwantung coasts, the staysail is used good deal when on a long board with the trawl dovu I Besides a main staysail between the main and iOR-{ masts, a flying main topmast staysail is set aloft The lofty poop of a Chinese junk makes one think] that the Chinaman has again anticipated us, and tJut the modern model dwelling or hotel is merely a latto- day imitation of a system of overcrowding which hii II xA. ■A' OTF AJTOT been generally practised by the Cliinarnan for a tride of some thousands of years. Whole families live in i like rabbits in a hillside, burrowing in and out of its lofty sides, living, playing, eating, sleeping (and, of course, gambling) in its nooks on deck, or in its depths below, for months and years, at sea, in port, in typhooa and calm. The bow of the junk is not its least characteristic feature. Over a staging standing on a big transverse beam fitted to tlic stem-head, and projecting over eacli bow so as to answer the purpose of a cat-liead, are fitted 1 CHINESE DEVICES ie anchor windlasses, and here may be seen the great single fluke wooden anchors with shanks twelve or [more feet in length, and weighted often with huge mcs, which are a relic of very ancient times.' A peculiar wing is often fitted to the windlass iging upon which the eye of the ship is painted. The ^-.\ .y eye is never omitted by the Chinese any more than by tiie Maltese or the old classical sailors, for, as John Chinaman most logically says, ' If no have got eye, how can see?* These wings or 'clieeks' are of^n gaily painted, /itXTOTra/jgoi, as in ancient days. On his decks in the waist of the ship the thorough- ness of the Chinese sailor may be studied, for every kind of conceivable sea-store is there stowed; not ' C£, irffiwrofutt in the Itiad. »::5 MAST AXD SAIT ■uc s^mc miy. X X at l^ic iiust 1. ^^naofee suczL-beil "Bte aiOE 1^ «ae sue ioesirs. H::^? "SUE soHCi 3ir lae. like :ae on the halyards ; and big capstans, the andent wtpui- yorytU, are used for the heavy grass warps.* ' From the derivation of the •wd, and the eootext in «hieb it occnn In LuoIm, the translation ' npirtaii ' here adopted appean to be in ewvrj war a mart ■nitafale rendering tbaa that gireo by Mr. Smitb in bk Vtmue tad Skipwi^k nf HI- Paul. Ititioggerted br him there tbattbeK 'driTe-abonti' ware itan »r lUuMlea placed forward for helping the ship ronnd vben slack 111 atayt, There ii no evidence, 1 thiak, that anjr seamen bare ever n»d MMHfl or tliU nature in the forepart of the ship for this purpose, and indeed lb»,v wuulil hf liiefflclent and uniiecexaary substitnteo for the oars with which »\*u th* Human men^hant ships, which depended principally on sail power, «»r« *f Asia. And wherever they go they leave some impress of their methods on the maritime peoples whom they visit, so that even the Malay, sailor as he is, distinctive as he is, has, as remarked elsewhere, largely adopted vr TTTB »*KOTaR the Chinese lugsail. For ships' boats the sail has long been in use among knowing skippers in the East, and a ship's hfeboat, rigged with two of these sails, is one of the handiest forms of ship's saiUng-boat to be met with anywhere. Among the various pro lie »otve«I by the rarly »oiiineii whvu tht.' mw of Kva-goiiiK ve«selii was iiicreasect. ' A very perfect repreteiitatiou of n Ihrue-tnutcd Nurth Cliiiia junk U preserved in a freMO in one of the euven at Ajunta, iu India. U i* Agartil in Torr'a Ancient Ship*, and must tie of coiuidenb)« antiquitj. 414 MAST AST) SAIL boat-builder may be mentioned the stern-wheel pb •enger boats of the Canton and West River distnd The light-draught river steamboats of Yarrow a Thomeycroft have made the stem-wheel method li propulsion familiar to us in the West, but in the EisL with coolie labour in place of the steam-engine, the stem-wheclcr is as old as the Chinese nation itseit HON-n KOSQ £AIIfl(V-BOAT The coolies are under the shelter of the high poop aft and the rest of the vessel is generally crowded witl passengers journeying up and down the river. A iarg« single lug with a long fore-leech or luff is used wher there is wind. The Hong Kong cargo-boat is probably, as regard; tonnage, construction, speed, and handiness, one of tht finest sailing Ughters in the world. The single, enor mous batten lugsail of brown matting is one of tb( a» HONG KONG CARGO CRAFT 415 Bj^ost picturesque features of that or any harbour. a^Vccasionally a mizen is carried for convenience in ■^^;sying. But the smoothness and precision with which =»Uiis huge sail is worked and the vessel is manoeuvred "i^mong the crowd of shipping is most remarkable. To Jbis not only the large deep rudder, but a couple of rnst * sculling ' oars, one upon each quarter, contribute. fhis form of propulsion is the usual one for big heavy craft in China. The long oar, usually in two pieces, is pivoted on the quarter or stem, the fore end being held 5n place by a strong lanyard to the deck. Any number «>f the crew can work on each oar, ^ving to it the snotion known to seamen as 'sculling.' A vessel of several hundred tons can be propelled in this way at :from three to four knots. Its great advantage is that it is perfectly quiet, not exhausting, and the oar being In line with the boat, it is peculiarly applicable to crowded anchorages or narrow waterways. The motion is really that of the gondolier when his blade is brought aft to clear an obstruction. A lofty triangle, in place of the ordinary pole-mast, is used for hoisting a single great sail in many of the craft working the rapids of the interior, in the Red River and elsewhere in the south, as was done by the Egyptian river boatmen in the time of the third and fourth dynasties eight thousand years ago,^ and is still done in the Burmese rice-boats mentioned in Chapter ix. But, as a rule, the inland and estuary craft follow the general ynes already indicated. The general flat character of the land about the deltas of the great * Figured in Holmes'ii Aneimt and Modem Hhipt. 416 MAST ANT> SAIL risers of China, and the multiplicity of wit natunl uid artificial* faTour transport in bulkio^ of considerable tonnage for river craft. Single prevail generally for inland navigation proper, and I hulls are alwajrs 'bright,* as sailors say — that k' natural colour of the wood not concealed by puntt preserved and heigfat^ied by the use of dammar or( oil. The appearance of the Chinese boats is ^^--s^— ,,5»4*'UiaiASr AT HOSC KONO generally smart and serviceable, and for comfort v^ convenience in their deck arrangements they caniMt be surpassed. The smaller 'sarapans' are innumerable in their varied designs, differing as they do in each locality. In these smaller boats the standing lug of cotton, with a bamboo yard and boom, is often used, the steering being frequently done with the after oar. Familiar to many Westerners will be the smart little two-masted sampans which ply in Hong Kong harbour for hire. There is a shelter for the passengos to all travellers who have visited Rangun, Penang, or Singapore, Bangkok or Ratavia, and is as ubiquitous in Eastern seas as the Chinaman himsel£ The best- 2d 418 MAST AND SAIL known type is probably the gaily painted, two-t boats at tlie former ports. With their great beam. f\d' bottom, and deep rudder, they are good carriers aod ■'£iS%v rUNAHO MUPAK rapid sailers, but their best point of sailing is un- doubtedly a 'soldier's wind." The largest class ot'bo«t of this build known to me is that used at JunkseyloDi H|IteAIS>RK KAUPAK IK A SWL'AU. where the immigrant Chinese tisbemien work a tir< masted boat of about 80 feet in length and 8 feet beam, rigged with battened main and fore lugsails. The masts are very raked, the mainmast aft and the fore- mast over the bows. They are fast and weatherly, and THE chtkesf: sampan il9 7tTy stifT. The lai^ Singapore cargo sampans ap- »roach these in size, but being only rigged with calico Standing lugsails. arc inferior sailers, and, as the rigging ^^c?^ rUHimi ■AUPAXH Jt:KKSKVhO>t and spars are of the lightest, are unable to do more than run before the Sumatra squalls when they burst upon the harbour. At such times all their spars may be seen bending like trout-rods, and giving as if to a fish -iXiPAS nKRN in every jump of the sea. With centre-boards or lee- boards they would probably carry ii lot of sail as the Junkseylon boats do, and would handle well, though their long * praam* bow would always make them inclined to * slam ' in a hcad-sca. Any one taking the 420 MAST AND SAIL trouble to sail one of these boats for himself, a perforro- anee which the good-natured Chhiese boatmen regurd as a very huge joke, will be surprised at the little lus^ and great speed with which they push through tiit ^vater in a smooth sea and nice breeze. JAPAN In their use of mast nnd sail the Japanese pnesent one of their ciistoiriary suri>rises. From an island race of such valour, industry, and capacity, boasting i civilisation two thousand years old, whose history ut iilted with the records of fearless and strenuous enter- prise, and which is so advantageously situated as is the Japanese, one would liave expected remarkable develop- ments in nautical architecture, and in maritime acti\i^ generally. Yet in actual fact tlie national high-pooped junk of Japan, the largest sea-going vessel developed in the islands, was always of clumsy construction, and had neither the quality of speed nur that of ubilit}'^ to work to windward. Although the Japanese have had considerable inter- course with China, Kore^, and Formosa at various periods, it would appear that nuich of this was conducted in Chinese junks, and for the rest they were content to make slow voyages in their own archaic vessehs, the form and rig of which have never altered in historic times. It has been suggested that the deliberate policy of] seclusion which was adopted by the rulers of Japan after the advent of the Portuguese at the end of the i THE JAPAN JUNK 421 sixteenth century, had much to do with the small advance made by Japanese shipbuilders and seamen in [the art of building and equipping sea-going vessels. But it must be remembered that this policy was [only adopted at a comparatively recent date in the [nation's history, and in no way affected the early mari- time enterprise of the people. We have records which show that certainly so late as 1592, when contemplating an invasion of Korea, Flideyoshi entered into negoti- ations with the Jesuits with a view to obtaining the loan of some of the Portuguese armed vessels of the period, which, small as we know them to have been. were in every way superior to those of the Japanese. Nothing could give more conclusive evidence of the unsuitable character for long sea voyages of the Japanese vessel of the time immediately preceding the period of seclusion. The junk of to-day remains practically identical with that of the sixteentli century, which in turn had altered nothing from the vessels in vogue ten centuries earlier. This junk was a clumsy but very strongly constructed vessel of great bulk. It had a heavy raked stem with low fo'c's'le, a high freeboard amidships, and a lofty poop with a heavy rudder which could be hoisted or lowered in a rudder trunk. Probably no vessel ever built was more durable in construction or more in- geniously or better finished as regards ever)' detail. Owing to the great beam and draught, it had large carrying capacity, but the lack of length and sail- power made it slow. The rig coasisted of a single heavy mast setting one lofty but narrow squaresail, not remarkable either 428 MAST AND SAIL for its set or for its excellence of cut. The charucteristic of huU» g^&r, and rigging was exc strength and cumbersoraencss. With the growth of modern commerce in Jip there has come a great change over the face of Japanese mercantile murine. Simultaneously with formation of an efficient fleet of modern warships the has grown up with remarkable rapidity a ^eat fleet < steam mercliant ships, many of them of large tonni and first-class equipment; and in the management handling of these fleets the Japanese sailors hsvc shown in a remarkable degree that capacity for learn- ing, and for improving on what they learn, whteh h«s in other directions been so eminently characteristic of the nation. At the same time, on an indented coast- line like that of Japan, presenting sheltered waters and safe harbours, it is inevitable that the satlin^-vessd must be of ever increasing use for the economiral transport of certain classes of cargo; and accordinglv we find that in the last thirty years the sailing tonnage of Japan has steadily grown, as the water-borne com- merce between the different porliotis of the empire has developed. m It was hardly to be expected that a nation wioP such keen faculties as tlie Japanese possess would, under the circumstances prevailing in tlie Pacific at the end of the nineteenth century, continue to pin their faith to so old and unsuitable n class of vessel as the square-rigged junk of their ancestors. Thus it has come about that the value of the fore-and-aft sail is now fully appreciated in Japan. Not only are large numbers of smart, handy little schooners now used II the coasting trade, but the assistance of the fore- nd-aft sail has been invoked even on board the old- fashioned junks, p Of the crowd of vessels to be seen beating against Wa fonl wind in any channel of the inland sea, the f majority will probably be still the old class of junk k with the square mainsail assisted by a fore-and-aft I mizensail on the poop and a fore staysail, or possibly ;i two, set before the mast. AVhile formerly with main t squaresail alone the junk captains never attempted to I stay but were always compelled to wear ship, now, with r the addition of the mizen to bring the vessel's head r up and of the staysail to pay her off, they are able to ' stay round with comparative facilitj', the gripe of the stem, the shape of the underwater body, and the deep rudder all being of material assistance, f It is in the schooners, however* that modern Japan shows its fore-and-aft seamanship. These little vessels follow in most particulars the general features of the Pacific schooner, with which Japan has become familiar from the visits of Canadian and Yankee sealers. The two masts and main and fore sails are much of a size ; tltere is a longish jib-boom, and two or three jibs are carried besides the fore staysail. The Japanese, how- ever, have not gone in for topmasts, and pole-masts are the rule ; nor is the square topsail often seen. With a pretty fiddle-head cut-water, the bow and waist are kept fairly low, and the greatest freeboard is generally at the quarters and poop, thus retaining in some measure the main ideas of the old junk outline. In handling these vessels they display all the fearlessness and competence which are associated THE MODERN JAPAN SCHOONER 428 APPENDIX AUTHORITIES , F. G. The Hea- Fishing hdustiy of England and WaUt. twnrtl Stanford. 1904. E. VV,, R.A. ShipfHng and Crafi, London, 1839. 'lELL, William. P'o^age Hound Great BrUain. London, 1820. *, Kbmf. a Manual of Yacht aud Boat Saiting. I^ndon : Horace Cox. 6th edition, 1888. ^.jcKAEL, Cait. C. F. Danuh Hea Fixheries. Copeiihaf^n, 1890. ■b>iiAUi, Capt. C. C. p., R.N. Boai-Sailing and Radng. Ports- mouth : Griffin and Co. 1888. r4, Marvvim ok. iiattaux et Nnrires : Progrrt de la ConttntctitM Navale d tout let Ages et dans tons les Pai/s. Paris, 1 892. SutHAiiit, H. C, The Sailing Boat. London: .Simpkin, Marshftll, I and Co. 1 85.^. lotMfu, G. C. V. Aucietit and Modem Ships (Part i. ' Woodeii SaiUng- K Ships'). London: ChapniKn and Hall. 1900. fovLDflWORTii, E. W, H., F.Z.S. Derp-fiea Fishing and Fiahing-Boatx, London: Edward Stanfanl. 1874. ia>j A. Arckroiog}e Navale. S vols. Paris, 1840. CSLIK, It C. The Sea-Bitat, Londou : Chapman aud Hall. 18!13. Old Jiea Wingn, ^Vays, and Words in the Datfs of Oak and Hemp. Ijondon: ChapmAii und Hull. 1890. iDKDSAV, W. S. History of Merchant .Shipping and Ancient Ci»niiiie/w. 4 vols. I^ndon : Sampson Low, Marston. and Co. I88.'{. 'AHia, An-iilRAt.. Stnirenir.t dc Marine. 4 vols. Gauthicr-Villar*. H 55 Quai dcs Augustins, Paris. 'ntTtHETT, K. T. I'm and Pencil .Sketcftrs of Shipping and Crafi all Hound the World. London: Edward Arnold. 1897. 4!S 426 APPENDIX ShitHi Jahu. yoytigt arid Sk^uvnek of St, Paul. 4th editio London : Longmans, Green, and Co. 18S0. Smtth. Admiral W. H., D.CL., F.R.S., P.R.G.S. The SaUor Word-Book London: Blackie and Son. 1867. Tke Mtditerranetm. London ; John Parker and Son. 1854. ToMt, Cecil. AnaentSk^. Cambridge: (Jniverai^ Press. 1874l Tdhirr, J. W. M. HarboHn of England. Edited by J. Bnakiii London : Day and Son. Wtlub, W. L., A.R.A. Marwe-PemUng m fVaier-CoUmr. London Cassell and Co., Limited. 1901. GLOSSARY Tbii OloMtr; it not intenrled to he in t.nf mdk eihanative, but merely to gfre Um Wrnu ua«d In the foTegoinfi pegea, *ltii the puUeulu mwiUiig* attHhed to tb«in L Iho teiL Seft lenuB have •Itefetl gTenlljr witli the psaaing of tli« old wonden aa^iUkre* >hip«. and the Kreat derelopmetit in RDkll fore uid-ftft riEEod flcctn, due tu the Tll^rtlwV^" of deap-«cA l^nberiea ami oottt tr»ding daring the Uat ottnlury. Iiaa mulled in the rnodificAtion of in*nr old m* term*, ami the eubNtllntlaii vid oreatlon of aat a fev new onei whwb were unknown to vur {nadfatbcra. Abaft: behind, inferred retativety from the Ktem, and contJuuln^ tovarda the sterti or hinder part of the veexel. abont: circularly; the aittiatinii of a vessel after ahe has gone round and trimmed laiU on the oppoaite tack. aft : an abbreviatiun for abaft ; (he hiurler part nfn veaael. unidships : in the middle of the vescel. athwart : acrns'it. B IwgBan : a lateen-rig^ Arab trading *wiri vttA in the Red Sea. I>alanc4 Iob : a lugvail with a boom, U whidi it is Inccd, at it« foot From one-)^ixth to one-third of the nail area is u«ually before the mast, and I helps to balatiM the remaining portion abaft the mast. The tack In r fixed to the boom abreaal llie mant, and perprrulicularly under the halyard. baldie '■ » amall claas of Scotch lugger used on the eurt ooaxt. barga : a cargo vessel with flat bottom and straight sides for navigatioo ia shallow waters^ the maMt being uRiialiy stepped in a tabernacle for lowering when passing bridges, etc, Leeboards are generally used to incroaac the draught of water when nailing. barqnantine : the diTiiinutive of bar(|ue. A ve«»el carrying a barque's full square-rigged forcmaat, but fore-and-aft rigged on main and miseu maats. battan : a scantling of wood, or small spar, sewn into and extending aerow a Mil «o as to extend the leech ; generally a scantling of wood tack«<1 to a Bpar to strengthen it. bawley boat: a cattor-rigged 'I'hames Eatuary fishing-boat, without main boom, beam : the breadth of a vessel taken at the widest point, the centre of the veaael's aide. GLOSSARY 4S9 it: piece* of wood, with (;«nenilly t«tt thumbs or arms, uwd for ftsMaiiiK' rop«R upon, llnVAr r ^™^'^* ^^'*' tni^Uiod of boatbuUdtutr by wliteh each plunk is litd on so u to orerlap the one b«Iav it, su tkat tlief pnseut k MrieH of ha riiirefl ninninf^ lon^tudlnall]?. l^^j|oa« waterlino, ■ and beyond where the rudder-head comea through the deck. It enables the litieii of the quarter* to be carried out and finithed off frradually iiito n round, overhanging;, and irraceftil end. OOHne ■ the lowest sijiiare sail on n fully iii]uare-riK)ced mant. exutch: a forked or twisted upright stanchion fixed In the side of a boat tA support an nar or spar, cutter : a fchre-nnd-Aft ri^ connsLtini; of f^tf and boom mainsjiil, fore flt»y«iil, and jib, with a (^*S topsBil and jih topsail, according to wMittier, hoI upon the topinwit. Id the navy a cutter Ja a form of ahipVlioat for rowing or »ailiitfr, rimred with luffsaili rtroni^ly built, and capable of carrying heavy wei({hts of men or stores. * [daihiUA: n Uteen-rifKCd, loug-huUcd huusphoat uit«d on the Nile. ^Iimdf: a i^uttitr or aIoop>ri^ged veuel with a jigK^ "^ miren-roait tJtafL Thin mn«t in n true dandy would be fitted with a lugsailj but a jfatT nnd boom niixeii i« now often utied. dATit: a piece of timber or iron, with sliesves or blocka it its end, projecting over a vesflel's side, to hoidt up and suspend one end of a boat U>. dltOW: the generic term npplicd to nil the .Irnhic lateen>rif;ged, ^rab-built vemielo of the Indian ()c«an. dinghy: a small boat nttach^d to vennelti for the tine of the crew for tfoing ashore, etc, trenerally w/'mn to tlieir umall length tliey are very broad in proportion to length to eusure stability. AIbo a |iassenger buat uii the Hugli. dip: to lower, {generally with the intention of hoisting again, drangtlt; the depth of water required by a vewiiel to float her. drift-net : a long net, the top ftuBtt>d by corkH, and tlte lower edge aunk by lead sinkers, by which mackere], herring, and pllchar«l are cau|{ht. A anmber of nets, to the extent of a mile ur mure, are used by each iKWt, 480 MAST AND SAIL and ftra left luajtendMl vertiraltj In tbe watn* for Home iMttn •unB«t, nliea they are UfUBlly ' ithot ' or E«t ia the w&ter in th* iMJgbfcM^ liuod irtirrn finli itrtt llioii^ht to b« ichguliiiK, tli« boat ridin|r tOkai) in a square-rij^^ed ship. drogue, or atUb anchor: an arrangement for preventing drift and kMfat a vewel'* head to wa iu had weather. A drof^a can b« made kjri^ canvaa and a few >parii, but ntwt fiiihrrn)«u now carry a rtadjrHadt eanvaa ha^ ipread at iti mouth by a bamboo or iron ring, and htnad to n bridle. Tliis can at aiij- Umu be tirnt on to a warp and uaed eitki for heaving-to in bad weather, or for checking the boat'* waj wim running into a crowded harbour. 2 Mring: an ejre apltced into the bolt-rope of a uil, unially far purpow*. fUaeea: a single-decked, luteen-rigged veatel of the Mediterraneaa. flfl«: n Scotch lugrigged fishiiig-veuel with straight Btem and atam poML fljLie : a llanchiug or leaning outvard^ of the Ride of a tcmcI, usually at thi bowD, above the waterliutf, for throwing oflf head-aeaa ; in oontradiatiBi- tioD to a tumble-hotne or wall-Kide. fltlke : the triaugular palm inside the point of the arm of the audiur, whA on enterin);; the ground holds the ship. flying sail : « light sail set aloft for light ireatlier, which ia not furM m atowed aloft. Ib'c'sle: for forecastle, a «l>ort upper deck forward, above tile main deck: In small veuels tbequaiiers for tbe crev down fofward ; sometiaetab fore-peak. foot : the lower edge of a «ail. fore-and-aft: iu the rore-and-aft line of a reiBel from atem to am Uvualiy applied to aailn which am normally tet in thi* line aa oppovd ed liy Uriliali ii««ni«u for h loug clinker- built boat which caa mU or row. lot : « type of Dutch ketch -riKfced trudinff vesae). gliarawa: xmall Zatizihiir outrif^eid bust. gig ; H Ught form of gsliey-huitt boAt to tow or sail. (Tij>6 : w! forefoot. Often ft projectinfi; piece added to the forefoot for tho expDMM purpuntf of making a vciw«J hold a b«tt«r wiiul by creating more lateral reiistapce at the fore parL let : u riug of rope, usually placed rouud a mast or Hpar, aud aeiwd or tied uith small yarn to lit n spar which is Hupported by its meuia In thia ftensA more correctly a becket. idceOD : a metul brace with hii eye bolted upon the atern-poat for the pintle of the nidd«r to wnrk in lui up«>ii it hingr. awale: the liorizoutal plnnk tiltvd aloiiKi o"^ covering or binding the htuulK of th« timbers, and »o forcninK the top of the Uiat'a stlde. rbe : tlie act of Bwinjpag a fore^ud-aft sail from uuc side to the otlier by permitting; the nind to come on what traa the lee quarter, and ro hit the ■ail on that lidej and throw over on to the oppoaite side of the vesaeL It may be cauited by a chan([e of course due to putting the helm up, or by a chauge of «iDd> and owioK to the violence vitb which the sail often cornea ovct, there is a riak of carryiog something: away. * * '-deck : a deck which only cover* in a portion of n boat, usually extend- ing from the stem to the mast, and as a water-way along the sides. d : a rope or tackle ui>ed for hoisting up sail. tch-bo&t : a half-decked boat with hatches for covering in all or portion of the open part, formerly much used in the lower Hiames. : the upper edge of any tail ; the fore part of a TesMtl. b1, to : to list or lie over or incline at an angle from the perpend icularj aa when a vessel lie* over to the wind. heel, tbe : the lower or butt end of a spar ; the after end of a veaael's keet where the stem post meeta it — {:enerally the place of f^reatest draught hoggla or hof-boat : an old fore-andaft rigged clinker fishiug-boat of great beam used at Brighton in the latit century. Probably connected with heck-boat, an old term for a pink, but alto used fur a cliuker-biiilt boat with covered fore«heet«. Probably of Dutch origin. horse: a wooden or iron bar which Hpaut tlie vessel from etdo to tude close to the deck. The sheet of a oail comes to a thimble which runs on the horse, the sheet thaii being able to tmvenw from side to aide accordiog to the tack. hoveller, or hobeller: a Cinriue-Port term for pilots and their boatmen; stlU used at Deal, and applied to luggers on the look-out fur jobx amou^ afaipplDg. In Cornwall, applied to boatmen who ply for hire and are not true ftahermen. The Saihr'ti Word-Book eays, applied collofiuially to tittirdy vagranta who infest the sea-coast in bod weather in expectation of wreck or plunder. 4S3 MAST AND SAIL hraior-bud : « Nonre^an ror«-«nd-«ft rifrped boat, stem and «tenii but with litUv »b»«r miiU f(ivAt beam, wied ou th« loutb ooact*. jib: ■ triariKuUr ftail K«t forward ou a boirapriL 1 1 may ruu Oil t ataj* be set up taut by the halyard*, the strain being taken by it» o«rp luff-rope. Jib-boom : a apar rominf: a continuation of Uie bow«prlt fnrward lo i iht jibs. It ia fittM In the howiiprit by a cap and aaddle, much as a isf maKt in «et on a lower mast, and like it can b« reefed iu or it eao W topped up out of tb« wny in harbour. Junk : the generic name applied to all the decked «ea-ft:oiut( vessels of iuti<* coniftruction, with high poop and overhanging bow, used by the ast well as to the old-^hioned craft of the JnpanetM. kael: thsloimft and principal timber of n vessel runmnfr fore-and-irfk whol* lAQgth, and Huppnrtini: the frame or ribs like the bacithaw tf i|undruped». It i« usually ftrtX laid on the blocka in building, iaraiH the buM of the Muperitructure. Also applied to veaseU on the north-eaxt coast used for cut* nirryiog. An old Hr^tiMh name for the long vesaels uied by tbe Dmw and Saxons, from cfoi and cj/u/it -usually written kftte and aonrtioMi lU^. Irnld. kjoli, liarge or ship. Dan. and Swed. kiet, rnnncl. SA Mtt, bargie or nmall vevtiel. ketch: a I'esscl uftho gulliol order ei^ulpped with main and mtMO ourt. and uflually fore-and-aft rigged, although formerly oflttn Aquar»-rig^ The .Spani«h inirrKe, the Portuguese ^ttfthr, and the old Freoeb faaiifa kBM : au angle of strong wood or iron for giving strength iu conatntctit^j r.g. Kociiring deck beani«, thwarta, etc., tu tlt« aEdea. ladng : rope used to iaee a ■all through eyn in the bolt-rope to a nutti D|iar. l&tMn : a long triangular sail bent by if) fore leech to a lutig yard aluct hniata oblit|uely to the nia&t, much used in the Mediterraiifwn and bi the Arab*; the latter, howaver, generally cut the aail •io that a dtMi tuff utauds below the heel of the yard. lead: an inBtrumeiil for dUcoveriiig the deptli of water, consiatlng «(• tapered cylinder of lead attached by means of a strop to a long Itna lee: the opposite side to that ou which the wind is blowing; the directioc tuwari] which it in blowing, leeboud : wooden or iron « ings fixed by a stout bait at the fore-«id to tW aide uf ilut-buttomed reaseU. >Vhen the afUr-end in lowered the Ite board atands up and down in the water, making the draught gre«tee, b^ by its flat side tending to decrease leeway or drift to leeward. leech - the bonier* or odgex of a sail which are more or leas perpeuditate GLOSSARY 438 The ror«-le«i:h ■■ generally calleii tlie ialf, xiid coimequeutlf in rore-niid- lift T«sKvU the leech ii ucarly alwuyii the iiit«Tedg« ruuniuf; from the pe.ik esrin^ to the clew. laeward. t>r laward : on the le« side. iMWiiy: the drift which n uiling-veaael makeo to leeward. lef-of-mntton : & three-cornered fore-and-ftft uil with its luff laced to a maat ; very handy aiid iiafe, particularly for a inuMHi. List : to lie over or iucline at hu anitle from the perpendicuUr. todabaad: Norwe^aa pilot-boat. lonx lines: used iu deep-iiea line fiahing for ttnch fish as cod, halibut, etc. luff; the. fore I«ech or edge of a hhiI. Infl, to : to briitft a veasel'a hend nearer the wiud. Inggn: a veiiMl rig^tid vritb lu^aail*. lUfsail : » powerful form of fore-and-afl mH hoixted on » yard which is 1^ slung from one-quarter to one-third of its len^rth fot^'Mrd of the tnoat. ^t The eikd of the bHlyord is usually ^lened to an iron hoop or traveller ^H which keeps the yard to the mast. The sail in aet taut up on it-t luff- ^H rope, which in swayed up ku ah to stand rif;id. It it much used by ^B fiHh«rmen ax being fiitiple ami iDVolviug but Utile rii^ging. ^^ dipping lug : iu the esse whei-e the tark of the sail is made fast at some ^K diiitancc in front of the tnajit, the uil hat) atwaya to be hoisted on the ^H lee fiide of the mast to get the best results from it, and Aonfiequeatlj* ^H it must be dipped on each fresh ta^-k and hoisted on the new lee ^^f Hide. ^M Btanrfitij lug : when the tack is faatened at the mast it is not necessary to ^B dip, but the sail can he lefl standing as the maitt does not Interfere ^H with ita set ■^ telMCS Ins : n Ingnail lare requires no dipping. lumber iron : a forked crutch or pi^tauchion fixed upriftbt iu the ^uwale to hntd oars, Bpant, or sails when not in use. M I nuinJUUl : the principal sail on the mainmiwt. malsLT pftushi : a country boat of the Indian rivers. IDAfith,aad : the portion of the mast above where the shrouds or main rigging are secured to the truck or cap. Boizan: the aftermost mast of n. vessel of two or more maata, generally the smallest ; often called jifr^er by fi&henneii. mizes sail : the sail aet upon the misen mast. N |3Ulb1>r: a Scotch lug>rigged lK>at with very raking mast and a jib, used on the we«t coast. ISUCU^ '• " cargo boat used on the upper Nile. [aordl&adflliaad : a Norwegian north-country boat, stem and «tern allkei with high ends and low waiKt, and a dorle squaresail. 2 E 484 MAST AND SAIL outhanl : th« rope u*ed to hiul out a sail uXoag ft spar on which it bl ontriggar : » boom or spar ri|^ed out over the ftide to extend a couDterpoiiiinK log of wood rigged out by ora«K-pieces from a boat and floKting on the water to prevent caipiiiing. * parftozello : a smiUI lateen-riffged yawl nf the Mediterranean, pUT8l : a band of rope for keeping the yard into the mast, ofteti Kit a number of buUVeya truclta of wood tn prevettt frirtJori to boiwtii));. Wooddii ribo were fitted belwtwn the l>ull'»-eye ImcIcK in square-ri^id ships for facility of travelling. pAttanur : a lateeu-rigged dhuw type of curgo-vewie) used bf ] MohammiNlan neAmen on the Bombay rauM. pMk: the upper outer comer offtgaff-Mil or lug; the upper aut«r •ad «< a yaff or yard. p«t«r boat : an open fishiug-haat of None origin Ioqk used in the ThaoMk They were clinker built iind utem and titeni alike, a» were ihr M Norway yswb, and had h tiah-well amid^biias, geucrally sphtBil riggwl. pintle : metal hooks bolted into the rodder which fit into the pit! fixed in the stern-post. pole-mast : siuicle npar mast, without topmast. poop : from the Lutin puppin ; Lht; itf\emio6t portioD of the hull, often nufd above the funeral line of the ){tiiiwale. pooped, to be . the breaking of a heavy tea over Ihe stern or quartwj vmmI when running in heavy weather. port : the left ^ide looking forward. praliu : H Malay term for boat pulwar : a country boat of the Indian rivers. putt: an Anf^lo-Saxon term for a flat-bnttomed boat; generally uaed at«M for a broad, beamy boat of small sixe, kucIi a* a dinghy. Alan class of decp-bnllanted half-decked boat at Falmouth. purchase : » mechanical c-outrivauce which increases the force At BCB generally a combination of pnlleyn for aiuviug and lioLstin^ , weighta such hs Apars^ sails, etc quarter : the portion of the vemel'B aide between the stem and the abaft the middle aectJoii. ■ rake: a fore-and-aft iiu'llnatlon or deviation of maAorspan, or Btan or stem post, from tlie vertical, redningakolte : a NorHegiaii seA-keejnng lifeboat for assbtiitg the Nof^ iHiid Ashitig fleets in bad weather. ten ntttd GLOSSARY 485 f, to : to Lie up « pxirlion of a Hail in a bard wind m) mk to r«4luc« it* ar«a, by meftos of reef-poiuts, reef-cariruc, reef-criuRte, etc. Aliw to lihorteu ill a topmsKt or b(iw*priL Inevfl, to : to pass a rnpe thrnuph an aperture such as the chBimel of a block or lihravt) for hnuliiLfr upon. rib : th« timbers uj^ich ri«e from tbe ke«l of a vei»el to the top of ita *ide upmi which Uie okiii platikinn in rmteiiei?h are cuntitAutly handled in mHkiiig, HhiirtrrLinff, or trimmiu^ Mtila. TUa: the Siamese woril for boat : the prelix for all boat iianieH. ruffles : a hole rut in the kei'l of boatn wliich have to l»e hauled up a heach I nn landinf;. A chain is rove throu);b anri taken to a capHtaii. Hauling on thiit pivot tend» to lift the boat over Ibo taiid and gravel, run : Lhe rurvalune of the linea of a veftael's hull tawardi the afler piiLtch one-iNUsted vessel. ■ea-anclior : mv drogue. nine : a net which in iilu)t by n boat rounil a school of fikh, the onda bciD|r brought together and the lower edge of the net parsed up, Tho circum- ference of the net ■<• reduced by hauling in the net until the fish are all brought into a bunch and can be bailed out. SOttoa : lung, )iharp, single-decked lateen-rigged vessels of thu i^[edite^ralu«all withnut topmastA. ihank : the bar or shaft nf an anchor constituting its main piece, at one end of which in the atttck and at the other the arms. iheAve : the wheel on which the ritpe runs in a block, or in a mast or sjinr pierced for the purpose. 486 MAST AND SAIL 1 lUn AheaTe-llole : the chaaoel pierced in a mut or ipar fur a rop thrnu^cb. ihwr : tlie hang or cnrve in a veuet'H Bide which ^ncralljr Hmm towkrdt thin Htem and stern. ^ ihMt : the n>p« fuitaaed tu the <-l«<* or lower xft corner of & Mil by wbkb it is coutrolled and trimmed to the wind when Bailiop. Bkaffie, or Bcaith: a type of Scotch lug^r with raked stem and lUn post;-, UEcd principally on the coastline between Fnuerburffh and Dor juid Apparently nf None origin, skidds : pieces of wood laid under a vestel's boltom for launcluog bar i from the ahore. skiff: • lif^Lt opea boat, Kener«]|y for rowini;, and built with coaaidanbh' Rare forward, aliding KUntor : a li^ht t)iar running nn f>uiiter-irons up and down a nuft fin the Atteraide tn iiRTeaxe it-i height A high peaked uil can thui Ix wt rejtchiiif^ above the ma»t>iead. lloop : an old temi applied tn a ^sMel rtf^^d iut n cutter but with a rtaodinf bowsprit and one or more jibs set on etaiidiiijr stays. AImi when tJic forvMiil and jib are \\\ one, und wet on a eburt standing bowsprit, amack : orifpnally a ciitt«r-ri|irf:ed veH.'inI nf ronniderahle tonna^ u«ed for tradin); or paajien);er traffic, lurh as the old Leitb anisi-ks, llie term k« been applied by fishernieii to alt larf;e finhiiifc-rrafl, forennd-aft rippd 111 contradistinctiou to luK-riceted , whether cutter or dandy or kcub rigged, as most of the modern trawler* have become. snaflkke : A Xorwef^u skiff. H spillar : a »et line with a larfje number of bailed hooki, much used by «m^ 59 her men. Spinnaker : properly a large triuiiKular Bail of very liffht material for settiaf from the niAAtheHd, |roofie-witt(red with the mainKail when goinf; befon the wind. By the Heames luir^meii applied to the flying jib »et on tlw topmimt ittay in fine we-ather. spreet : a npar u«ed to exteurl the peak of some fore-and-aft tails. The bw^ fits into the roping at the peak of the sail, and the heel into a uiott«r nr grronimet low down on the mast, the apar tliua HtaiiHliig dlsgnnally acnw the sail, spritsaii: a fnre-and>aft sail usually without boom and fitted witb btaill, which in not by a HpreKt in place of a f^aff. aQUaresail : a four-cornered sail extended by a yard slung by the middle, ■qiuje-ligged : a vessel rigged mainly with «i|uarosails an opposed tn fiirt- aiid-aft aula. TheBi|uarB rig leudH itself to use in the largmt niliiHt venutls, and ha« been the rig of the finest fighting sailing fleeu the werlJ liM aeen. StandliOIl : a fixed upright supfKirL standing ■ applied to a bowsprit, or other spar, which !■ kept lu it* pliet< is not ruu in or uuRhippod or reefed ; also to rigging, such ■■ and HlJiyR, which is nut constantly handled in working a vcMel. Btarboaxd : the old rtjorubardi, or Nonse vteering side. The right hand looking forward. 'Hie Anglo-Saxon tiforalionl. r| GLOSSARY 487 u ii it. A ut&y in a forward direction U a/uTvtttin, and Uioae brought to the side abuft the mut Ufl baehttajfu. Ah part of the Ktaiidiii^ r'riigmfi theae ur« tten«rat)y made of «tMl irire when poBftibte. <.'ollo(iuially the term is oftcu applied to the ahruuds, or Btaoding rig^nj^ mpportiDfC tha miutt laterally. ly, to : to tack, or hriiiK a vewtel'a head up to the wind fur goinfi about ou a new tiick. ifsail: a triaii|;ular anil hoUted alonf; a trtay on wbicb the lufT travelii attai^hed \>y hank* er iHCJnf;, and by which the luff 13 rendered ri^d, r.g. for topmaat itayMil, fore Mtavaail. etc. 9m, or stempiece : tlie cutwater or forenxiHt piece of a veiikel on which the curves vf the how unite, aud which iv Kcnrfed into Uit> keel, the place wliere the mast or other Axture is aet up. ^atern : the afterpurt of the veHsel where the quarters are rntnided off and converf^e. It mny he iharf>, t.r. with ittern-po«t idniilAr to the uteni and rudditr hunf^ outnide ; or » €vmd«r sterii ^.t\, or a aquare or tmatmit- stern. Btem-pOBt : t>4e oppoidte to the *\em ; >>cnrfed Into the keel. The f^dgeoiii carrying the rudder are usuatly bolted icLto it. stock : the t^roa«bnr t«Aured to the upper oitd of the shank of an anchor at right angl«a to the fltik«H. >tnke : one breadth of planking in a reiwel txkeu lougttiidioally, r.g. a waah<«trake^ added to the g-unwale or upper strake to keep off water or apray. SWMP : a h>rij;, heavy oar uned in a «ni]Ln|:-Yeiuel liy one or more men to caw of calm. SWifi or SWinS, or sway Itp : to jiull on to (I hiicht of a rope by jerka wbtn I its lower end is fast ; or to (fain un a rupe by jumpiiiK ■ man's weight ^B down, f.g. in usttinj^ up n lu^aail or jib or any other sail which hai to bt ^1 aet up \erf taut alon|[ ita loff. P tabeniacld : a atron^ trunk built on the deck of bar^e-huilt vesKU, in which ^K Llie fuot of tlie maul hitiKeii «o that it can be lowered aft by the foreatay ^f for passing under bridgeti, etc. F* took : the lower fur^aiiglu of a foru-and-afl kbiL I tftok, to : to go atiout, or change coune from one bo4ird to aootlier, b~ the windward bei'ome* the leeward nidcj and titv v&r*S. titckle : a purchase formed by tlie i!OuneclioD of a fall or rDp< more btocka. taut: tight. thnah : to beat to windward. throat : the widened and holluwed end of a gaff ne end to the peak. Hence also the upper fore co tiiwarta, athwarta : teats or henchee athwart a boat ■ a 4118 MAST AND SAIL tiU«r : tlie piece of wood or ttietal irhif b is fittad into the rndder ktmi h tnvsux of wliicU tli« rudder i* workrd. top ; the plitfonn on the head oT the lower tn»«t upon which the bed of tit topmiMt Htiuids, KQd to which tbv lopinkftl tthroudx are uprtmd. top, to : to rai.4e one end of m boom or yard, topfall&nt: applied to the mwl and aail, which ia tqiiar»-rtgic«d tcMcb come above the topma>t aud topaaiU. topmast : nti upper mast rntsed at the head of the lower maet to jrivs ftutm height than would he poH^ible with a siu^le tpar. topsail: the tiiil xet on the topmaiL It may be a aqumre Upaai] nC « square }-ard«, »a in a topaail Ar.haonpr ; or a gaff topMll ext«nded on tk* matnitail fraff hs in a cutter — which may further be a jib-header, JMk- rarder, vU: ; or a Jit>-top*ail, mtt uii the topiita«t »tay. topside : the portion of the side of a vetnel which oonwa •hove the afaetr- ttrake. trabacola : a trndinr eoaeter of the Adriatic. trammel : a «>t tun iiii«d by fiahennen, with ntone anchors at the ends ta lce«p it pxtvndeil. Pish cominit affaiiiAt it iiret rauf(ht by th« ^Ila. tramp : ;■ Nlaiifc expnuHKuin fur a L-ar^o ateamer not eu|nm«d upoii any ragnltr run, but taking frvixht" ax they offer. transom : a ihwaruhip bulkhead. Many boats are built with a tnoHW- Gteni, which coiitiist^ of a bulkheul placed acrum the ftterti-piMt. tbr (|uart«nt Mng ended off Abruptly, and thui rarryiiiir the body *hape of the boat further afl above the watorline than if they were rountled tuts tite itern-pOKt. trawl : a Riron^ bafc net, drafig:ed a)on|r the bottom by a reaael [iropellod bf 4itit<) or ittt!am. It< cither extended hy a ftron^c beam i>r fcf an 'otter,' whirh haa been laltfrly |N>rf(>en-rifFged craft, tnrabls-home : the reveriie of dare — whea the section ahows a eurv« invard of tliv vesael'i «de above the point of extreme breadth. U under way : when a veetel ts muviug, and has fpithered way. Tang : a Kuy or rope leading from the end of n KafT to rhe r«il by w| titeady the f^aff or prevent it M^giufC away to leeward. Telocera : an Italian ooaBter, W waist : the place of loweat freeboard, ^nerally amidsliipg. waflh-Strake : an upper atrake, often attached by atud-pina tn the gitnwatn urbnatu tn kc^p out «pray and water, waterway r .1 channel aloiitc the nide made of deck plank* to carry ot water. lu half-decked boat» they reduce the dan^r from ezceetiv* hccltof. in eontradistinrtion to Uckini; or ntxyiag ; to ptit up tli« b«iin mj »» to turn tbe vciisel on to the other twk by seudiii); her head rouad (wFore I the wind. weather : >t «eB the state of the atmonpherf! with re^rd tfl the degree of wind. ll«iioe the purtion of thfr «ompKi(s from uhich the wind cornea. The wMtiier Hide — the iiide ttjwarda the wind ; M-eather helm— when the veewl in inclined to ruti up to the wind, mil : a trunk ur upvu Kpace fitted into a vetowl ; wmeLimea with performted ' bottom in fi!ihinf;-boata to kiwp fiah alive. Vhnry: a «harp, lifcht, ihallow boat, g<>neratly stem and atem alike, with ' liiia eutry aoit run, and usunlly without the cu^ttiniary gunwule pt«we. Thff French kouari ; old Eiif^liitl'i rxiurr. whisker : iron <4pars extending each aide from the stem for spreadioK the ifuyn of thfl Iwwaprit. I windward: towardB the direction of the wind. ^ ibec : an old three- nuuted Mediterranean veK»«l of ttharp floor and lonfC overhan^nf; enda, rij;ged with lateen-eaiU, and Boin«timeH with ftiluarFMliU on the foremaat. 4 THgt: a NorwejKian coaat vetwel. fBUrd : a long spar slun^ in the ueiKhliourhoud of tlie centre mo that it eruMaea »th* maitt. It TiiHy \>* tHjiiarv, i.e. at right tin^leM to the mast, and aluDK at the centre: or lateen or luff, when it stands at an sngle, and la alung oiie-tliird lu une-4|uarter of ilx leiij^tli frvm the fore-end. yawl: qu. the ancient yavkot. llie Scuudiasmu yvl, proper]}- a li^Uc IveKxel, idem and Mem alike, and clinker huilt like the Soiidmrierak boata of Norway. The Yarmouth y&vU were true yawla, and, like man^ other yxwl-liuill lioaLi of Ktifcland, were probably of Nome de«i^ orI(fin- ally. The term i« now applied to dandy-rigged veKseU, and many cutter-rigged veiweU become yawU by liaviufr the main boom cut down and a ntnali jigirer, or mieen, mart and sail placed ou the counter, yoke: a traii«ver«e board or metal bar, a fiuhatitule for the tiller, which I crosses the rudder head. Two lines extend frum its opposite end* to the ateerHmaii. In Nome None huatx, where the yoke ha* only one arm, a wooden bar ii Jointed at its outer end, and is worked by the htlmamau. nln : a elasa of Scotch fishiaip'lnfi^r with straight stem and raking item-poat. I 1 INDEX ^^^^^^^^ ,92,38 Bai^, 140; and bar^men of the 1 trawleni, 117. ThameB, 162-172. lahirn, 107, HI, lU. Barqu^iitiae, 88. i Uttle of, 248. Barra Head, 97. n, aoz. Baielo or batnit, a kind of dbow, 303, ' the, 266-278. 307. rb, 28^, 2oe. ' Bawley^,' tlie TbamM, 172-17fi. tndUu, 13, 14. B«ach-yaM>)j 144, 146. 1 achouner, 82-86. Beanpnd (Tajpin), 'JSG. D», 410. B«lt, the LircBt and Little (D«iiraark), | 04. 37-a9. bhinK-U»t. 208. ileiiKal, maiar patuM of, 317. 1, marine artirt, 7i. ' BlUy-bor,* Yorkahire, IS7-1S0. ] S»l. BUcay, Bay of, lOti. 80, 32. Bjom, 46. »wliDj;>iiin»eki, I2A. BIack«, marina artiit, 74. t, IA7. Ulnckwater river (IrtUlld), 170. leeii, 2f>l : hoata and seamaii- Blake, Admiral, 181. 184. 301,3(M';tt)t!, 311, 312. Biankeiitmrp, 231, 232. , to pioneen af navi^fttiou, i:t. Hombarda, TuscaD, 284. ^^^^H Boiriba/, ;X>I ; the pnltamw of, 303, ^^^H te Fram, 6A, &7, 69. 307, 3I2^J4. ^^H Norway, 4t), 60. Bonaceia, calm weather, SAS. ^^^^| ict, Sumatra, 368. ' Boom,' Scottiali, 1)3. ^^^| ,128. Bora, wwterly blast, 267. ^^^^H Bomholm Island, boats of, 37, 39. ^^^H »f Pmnit and Arabia, S07. Bosphorus, the, 283. ^^^H (ogyofo, basata ur Imjiaia, Bothnia, Gulf of, 26. ^^^H 801,307,310,311. Boulo(i]e drift-boat, 305. ^^^^^| n, 05-07. Bow, UetitMoe, 260, 204. ^^^H ScQ^ttivb iKMt, 108-lia Bragagna, of Dalmatla, 246, 260. ^^^H le, 12^. Bragozm^ Veaetian, 260, 271. 276, ^^^| IB, aud iU boaU, 20-26. ^^H KG. Brarik ikiff, SU-Cl. ^^^| 0, 107, 110, 111. Brigbtlingvea oyiter-boat, 177. ^^^^| ,:380, 382, 389. Brightou, iiUnker-built lu^er, 186; ^^^^| tptxrt, Siam, 3(^3, 3^0. 'liog^V I81I,1M>. ^^H trskatif, bank fishery va«Ml, Brittany, lu^»r» of, 109. ^^^^^^H 1 ^^^^^H 442 MAST AND SAIL Brixbun trawler, 194-196. Broads, Norfolk, 164-156. Broca (SeotUnd). 111. Broom, Loch, 100, 121. Bure river, 147- Bunu, 315. 322-380, 348. Ca«ot, 18. CUiftu-, 284. CKimbutfT, 108. Cairo, 292. CaUia, 233, 234. Calcutta diiifchy, 318. Cambodian coarter, 377, 378 ; lake- boat. 394. Campbell, William, of Loaaiemooth, 104. Campbeltown, 120, 125. Canton, 404, 414. Carvel-built boats, 9S, 111, 112, 12fl, 139, 176, 189, 222, 249, 866. Castletown ' nickef ,' 228. Ceylon, 316. Channel IslandK, 240. Chtrnock, 374. Ckaue-mar^, Normandy, 236. ('hiengmai river, 894. Cbina Sea, boata and boat-build iiiff, 396-420; tampan, .ItH), 417-420. Christiania fjord, 55, t51. Christian sand, ■'16. Ohunam or dammar oil, 993, 4!(>. Clinker-built boats, 45, 00, Gl , 92, 1 1 1 , 123, 128, 131, 139, 143, 188, 190, 240. Clyde, 114, 117,121, 122. Coasting-traders in the Mediterranean, 249, 260 ; in Turkey, 281, 282. Coble, the, 129-134. Columbus, 2, 18. Congested Districts Board (Ireland), 112. Cooke, E. W., 70, 86, 87, ISO, 161, 168, 189, 245. Cornish luggers, 106; boats, 198-216. CowM, 194. 'Crabber,' Land's End, 199; Falmoutb, 223 ; Gerrans, 224. Cutter, king'*, 143. 144 ; i(n«|1 Dahabia, Egyptian, 28% Dalmatia, 259. Damietta, 29B. Dammar or eAunmm oil, SK^ fit Dandan, gallery, 343. Dandy, or ketcfa, 24, 87-M; I 226, 226. Danes, their cbann, 21; tel^ of the Baltic, 26. Daniell, William, 146, IC Dardanallea, 281. Dar-es-Salaam, 307. Deal, lugger, 180-187; 180, 185, 186; 'horelbr.'tt Denmark, boata and bostkdta 26-40. Dhow, the, 800 ; three kiali^l Oif^hj/, of Calcutta, 318. Dixon, marine artist, 74. I Douarnenes, 237, 238. Dover, 188. j DowaB, the, 180, 181, 18|. Drechsel, Captain C. F., DmAi Piaheriet, 30. Drift-net boata of TsiMiii Lowestoft, 148 ; of PlrwA' of Boulogne, 205; BMtCtf 206 ; Monsehole, 207- Drift-net fishery, Conmll, France, 233-239. Dundee whaler, 113. Dunure villajfe, near Ayr, 180^1 Durham, the 'coble' of, IS; of, 134. Dutch Marine School, 7L Dutch Zeo schuyt, 66. Duthie, Robert, Scotch Kabeii »1. East Cornwau., boats of, 20% Eel schuyt, 76. Egypt, 260, 262 ; the aattm 295. Elba, 258, 269, 26fi. Eabjerg boats, 39. Essex oyster-boata, I77. Euripides, 320. ^Hpm^^^ INDEX w^^^^^^^m ^Kje. EvTtARv. 210-225. ^^H ^^Isnoutb, quay punt luid o^t«r-boBtii Gorlestoa * crtbber,' iSi. ^^^H ^mt»f, il7 -'2-22 ; ' cnbber,' 223. Giitenbur?, 42. ^M Pt»-oe, \tit, ll.',, 117. Ore«k, /etueea, 2fi7 ; imimftiisliip, 279- ^M fWace Bisht, 32, 34. •^feXftmu, 257, 269, Stt! ; SjMiniBh, 273. 282. ^^H Unmsby. 88, lift, 137, 196. ^^H ^^ir-Ty-bo«t, Itcheu, 191, 1!»2. •xu. ^^H H^^Je' or 'KiHe' boatii, i^coUaad, til- ■■"^M, 111. IJroonisport yawl, 2211, 230. ^^^H Gaeruaey pilot-boat, 239. ^^^H ^^^H ^^Vrjniarkeu, Norw»y, •IS. ^*l»7i.»» of. ( lyt07. ■ Hatrh-ltoat,*tbc'nt«m«H, lCO-102. ^^H ^^■teetwooH KhrimperH, 121. 22U. Havre trawler, ^^^| ^WlualunK, 134 : tjijti, 381. ^^H ^■PnMrboi^h, 93, m, 109, 110, IIS. Hiaeynshi, 421. ^^^| ^^k«derikBbavn, 32. Hocking, John, of N«wlyii, 2fl4. ^^^H ^^VreDch lufQ^n and drin-boaU, 232- Hollnnd, hoata uf, tt2-90 ; b(tr tmch- ^^H ■^ 241. ingn, fU, 71-73. ^M ^VWHifa, 244. Holmes, U. V. V., Anenritl and MoHem ^| ^^me, Ixic)), 117, 119-121. Ship*, 248, .103, .121, 328, 372, 415. ■ ^H Homer, //iirf, 411. ^| ^FfffiN»'»a, EirypUui. 200, 262, 280-299. Huuff-KoiiK. 398, 402. 414, 41A. ^^H HCkirlnch, 1»), 121. Harnbuek fishing- boatii, 21). ^^^H HCftUcy punt, IVnl, ItW, 185, I8G. Houldiworth, K. W. H., iMfT^-Sea ^^B B ti&lliot, Dutch, tiO, 81. Fiikins and FUhing-BoaU, 88, 100, ^^^| ^^ Gal wfty, 2:90. 102, K13, I.W, 207- ^^H ^BGBUi«, G. B., Mnjwriatt eKi, 1&1. ^^H ^H win SaTida, IB3, Hugli rifor, 310, 318, 322, 3.10. S ^BCttjfdienp, of Anam, 3(M. Number river, 118, 134; '^td-duster,' ^| ^HfitfAiTTf, lora] name of tho Arab dhow. 133; 'koel.' I3.Vi:tB. ^| ^B BO7-90U. Hundnted, ;)0. ^^^^ ^■Cenos, Gulf of, 243, 203; twnco uf. Hvalor piIot>bn«t, Norway, S3. ^^^^| ^B 2AS ; bovo of, 2e fjord, 29-32. ^^H ^■Goodwin Sauds, 181-lfrl. Isle of Man, 22£-23a ^^H ^m 444 MAST AND SAIL ^^^^ ^^H KmsUJa, 298. medan, 250 : the baiHlUnf; of ^^H Italian, Idgni], 268 ; coast lu(^r. 2H ; Mamauship, ^i-tM ^H La«ls, 137. ^^H Itcbeo ferry-boftt, 191, 192. Leghorn. 250, 260. Leigh, 174. ^^^1 ' Jaxot,' N'ordland, 91. Lepauto. battle of, 346. ^^M Japsu, 42iM:J4. Levantine brifciuituie, 283 ; fntall ^^H Jervn, fisUiug villa^ in Seltn^or, 351 . 2i)5. ^^H Junk, the Chineae, 3flft-420 ; the Lrwia, island of, 12A. ^^H Jap*ne«ej Liant, Cape, 387- h Liburuian ({alleys, 248. ^^| Li^htvr or biu^e, 140. ^^M JuUaud, 28, Ja, :«. ^^M K«djanff, tlwtcliecl »«rniiiK. 336j 340, LiDCoInKhire Fens, 116, ]37. ^H 3M. Liverpool, 137. ^^^P Kakap Jvmm, SeUngor, 361. Lizard 'long-liner,' £00. ^^H Karachi, 30), .113. t^odjAaad, pilot-boat, 65. ^^^H Knrreiu, the, iiSO, Lofot«Q, Norway, 69. ^^H Kattegat, llie, 21, 28, 39; plaice fiah- Lorctm, of Bangkok, 31MV388. ^^M ti)«-boat of, 30. Lowestoft, 88 ; beacli-yawl of. ^^^H Knw Si Chang roadstead, HSl. 142 : drift-net boatit of. 148, 1A ^^M 'Kei-I* or 'keelc,' Hone, 20, 25; Lucian, 412. ^^H Yorkthire, I34-I3B. I'Ugger, Deal, 180-187; Brigkti ^^H Ketch or dand)-, S4, 1)7-88. HMtinpt, 1B8, IBU ; Comitlil ^^^H Khiglaka, Eothrn, 4. Peiixaace, 201 ; French, 23 ^^B KiDfc'H cutter (1625), 143, 144. ItaUan, 272; AdriaUc, 200, ^^H KinMie, Greek, 278, 279. ^^H KlEnkert, Mt. Lu^ail, Scottish, 94, 96; v. I ^^1 Knight, R. P., Pmiwii/'fAf' KW«»n, 27. riK,14i); tbe split, 152; Italiai ^^H A'oA'A, nea-canoeofSiojcapore, .'143-346, Luk-Chin, tbeCGulfof Siajn>,3 ^^1 .'U2^{54. Lymooa Fan, 402. JH ^^H Korea, 421, LynaeB, 30l ^^H ^^^1 Kronhorf;, 42. LTons, Gulf of, 266. ^^M ^^^B Kuala Selan^r district, 361. ■ ^^H Kwantuuf, 410. Maar, the, If. ^^H Macduff, ifi. ^^1 ^^H LaauiKD IshAXD, 30. Iklackerel drift-net flahiug, 204. 1 ^^^1 iMhewhadea, nouth-WMtem gales, 206. J/a/uma^ Turkish, 283. M ^^1 Ukami, -A-M, :)U5. Maiden*, 120. 1 ^^^H Lancka, innchnng, Mala^, 3&5. Malabar coort, 301. " ^^^1 Lanehang To' Am {Bandar), 3£B. Malacca, StraiU of, Xi*. 335. ^^^B Laud'a End, ' louf;-UDer'aud ' crabber* Mnlar panthi, of Benfpil, 317. ^H 199. Malay PeDituola and the Malayi ^^^H Landskroiia, the pilot of, 22. 358 ; boats, boat-buildlof, elA ^^^1 Laogat river, 356. 35a ^^1 La Kochelle, 235, 236. Maldive Islands, 319-321. ^^H Lao, boatmen of, 316, 31S, 372. 3&4. Manx ftshiDK-Uwta, 12C, 2U7, ^^H Larvik, 55, 61. 'nickey.' 210, 226-228; '4 ^^K Lateen saUii, 24fi-247 ; tbe Moham- 226,226. 1 INDEX 445 ,Uks,298. luntinfr, Dateh, of MTmt«Mith ry, 65-74 ; modem, 74, 76-77- rt ihrimp«r, 121. t. Prince of Sijut, 318. a, of ZusilMr, 310, 311. Afriaui, 307. Twwn 8m, 241-248. ' bar^, 168 ; imwlef, 174. mg river, 316. a rirer, 867, 378, 382, 387, 391, ArcbipeUgo, 32S, 326; the er of, 326-329. ,177. , the, 116, 137, 230; buge. 130. ^ harboar, 247. Mey boaU, 21a I Haven, 225. the, 97. Firtb, 95, 100, 104, 110-112. dtbe Baf, 126. ■ Bay, Cornwall, 202. lole, Cornwall, 201-203, 207- ,'the, 130, 132. n. t,3ia T,' or akiff, ScottiBh, 117-122. the, Malacca coaat. 352, 356. ', the NUe, 296, 297. s'l ibip the Fnm, 55. I, 200 ; trawler of, 254. lal Ufoboat Institution, 91, 146, B and the uiling-boat, 5-7. , the, 13, 14. tren, 110. ■n, 201, 204, 212, 213. ey,' Manx, 226-228. iort,232. aimta, 289 ; naggar, 296, 297. and boats, 45, 46. 48, 51. Ik, boats, etc, of. 140-154; lerry' of, 155-1,58. andy ehMM-mar^, 235. I Sea, 39 ; trawler, 195, 196. lOBithprlaud 'coble,' 120. Norway, boats and fiaheriee of, 43-61. Norway-built boats in Shetland, 114- 116. Norwegians, their charm, 21. Notet and Qaeria, 139. Nystead, 36. Okaho Laitt, 338, 352. Orkney Islands, 97, 115-117- Ouse river, 129. Oyater-boat of Brightlingsea, 177; Eesex, 178 ; Falmouth, 192, 222. Paranxello of the Mediterranean, 259, 260. Patani, the Malay, 345. Pl^amar of Bombay, 303, 307, 312, 31 a Pawe Bank, Burma, 326. ' Pearler,' the Mergui, 326-329. Penang, 333, 334 ; tavipan of, 335, 418, 419. PmjaSap, the Malay, 338-342, 345. Pennau village, Scotland, 107. Pentlaud Firth, Ufl, 123. 124, 126. Peniance lu^^r, 201 ; gig, 221. Persian Gulf, 301. 'Peter'boat, 169, 160. Peterhead, 109, 110. Pill Creek, Fal Estuary, 217. Pla-tu fishery. Gulf of Siam, 375. Plymouth drift-boat, 196 ; trawler, 196, 197. Poole, 374. Porthleven, 201-203, 207. Portpatrick, 123, 124. Port Said, 298. Portsay, 100. Portsmouth wherry, 193, 194. Portuguese, 249, 420, 421. Prahii Fekt, the Malay, 357. Pritchett, R. T., Pen and Ptnal Scetckea qf Shipping and Crufi, etc., 168. Pulwar, Indian, 317- Punt Expedition of b.c. 1600, 303, I 372- ^^^^^^^^^^^^^^B H^ 446 MAST AND SAIL ] ^^1 QuAV puut, the FKlmouUi, il7-2£0. &ni>)a#i, till Sinirapore. XH, 31 ^^H CbiaeM. 396, 417-4»). ^^H KoggisiHrr, lind sqaaDs, 200. ScandioaTtau court«ay, 21. ^^1 Runagate, W, IM ; trawler of, 179, 1 Schereiiiogen boats, 6S, 78, 7^ ^^B Schoouer ric. St-SA. i ^^K lUiif;ui] 'lighter,' 3S7, 36& Scotland, the 'Fife'or •Filial ^^P Ku AUffiili, .-lli. Ul-103 ; Hnack-ri«^ ^^^ ^^B R» Imran, 300, 907. •.W.IOO; th« '»lcaffie.' etc, 9 ^^^1 Itaya»-]ig pwrt, Siam, 363. the 'Zulu,' 104-107, Ul, 111 ^^H Krit river, I udu^'biua, 3Sd. line boat>«, 107-111 : Sbetl4 ^H RedSea, .ini,.'H>a hoatfl, 112-117: TirtliofCly^ 1 ^^H Iif4niu^k9lte, Narw«fi(iMn Hfrboatj 57. 117-122; Rallantxae, .Strang ^^H R«stroi()[itet, PhI KKtuAry, 217. Portpatnck, 123-IZA: Anad ^^H Kice-boat, RnmieBe, \i2!L ttiK aniiMrks, 135, 1£6; SHi ^H Riviera, the. 340. yawU, 120. i ^H K'iIkiis M'.. 212. Sea, romaaetand ii|iirit uf thu ^H Kturkall, Sea Reach, Tharaen, iHi, 166,' \ ^^M Kodrij; boat, Xi. firiltij^f, N'orvc^aii fishinf^-tii ^^^ RoMkearty, Scotland, in7, 111. Selaii^or, »33, 340, 351 , 3&5, t ^^B RoM-abire, 90, 100. Honeca, AOA. ^^^V Koynl Nntiuiiit] Ufvbwit liutitiltioti. .Hervioe SS-feoi cutter, 145. ^H Service launcli, IdS. 103; f ^^H Rofol SoL-iety of Arts* Jountnt, 331. iin. 1 ^^m Rua Ckuhm, ^iamoHc, 30f)-37<>. ' Sexem,' the Shetland, I1S-1H ^^M Rua Chiu, 394. Shelter Bay, Siam, nm. \ ^^M Rita aVuo, .704. SbetUod ItUndfi, U7, 08; \id ^H fttri nrf, 3d7, obo-hm, nffi), 304. of, 112-117 ; None iDltueu^ ^^^ ff'fU /^, tttd. llv".. ^ ^^H Rim Tn, .777. Sliorcham, 180. J ^^H Ruslun, John (editor of Turticr'a Bar- ' Shrimper,' Marvport, ISla ^^H boan 0/ England), 11, 16*I7; on wood, 229. 1 ^^H marine paioten, 6D, 73. Siaollaud Islaud. 20. 32. ^ ^^H IluHinii vetnh, 85, BO. Sjant, ftS, 31A, ■'118. Xf;. :MS, ^^B etc., of Gulf of, 3fiO-3|i6; ^H Sail, t)i« life of the, l-lfl; eiTlUia. olofry in Ouir of, a&t, as& -. i ^^H tinri and tho, 13. 381). ^^^^^^ Sailing-bont, Llie, aud Nature, £■7; Siffiintt, Muth-wester, 2(t7. J ^^^^^^h iiidividuitlityaf, 10 ; ictruKRle of, 11 ; Siiigtapure, li^TS. 334. 357, 351 ^^^^^F its beauty aod power, 15-10. of, 343-316, 351-354 ; nntfmmM ^V Sail-plau. Veaetian, 271-278. 410. 1 ^H St. IvPH, 202, 210 ; pg a(, 221. SlD^ra, 333, 340, 342, ■'UO, :isd ^H &diit Jean de I>us. 23U. Siyut, MMxaliiti, Prints of, 3ia ^^1 St JiiKt in RoMlfind, Fnl Rttuary, 1 'Skaflie,' ' Ituckie xkaiRe,' or l| ^H 1 00.104. 1 ^H St. Malo, l'3i; : lu^ncer of, 2.19. Skagenk, tbe, 56. ] ^H .sr. MUhaf-i, an r.£., story of, 213- Skiff or ' iiahl^,' Reottiab, 1174 ^H Slcovtiboved, Oenmark, 20; l| ^^P SnmAuA-, the Red Sen, Ml, 307. boats of, 32, 34. INDEX 447 I, 13, 14. % e. Initnil. 148. igged herring-boato, Scotland, ). ul, 405, 412. S82; 'eurUin' ipritadl of, Adiiiinl;W. H., TV Saihr't Book, 133, 134. 248; The ■mniMii, 281. IT ikiff, NonregisQ, U. Jie, 191, 193. tlici,]2fi. iIm, marine artiit, 74. d boat, tf . ink boat, 48, fiO. be, 29, 32, 37. l9;>Acceaof, 261, 278. kik, 244-246. »r. Loch, 101 ; yawls, 126. r, 123, 124. lllien, IfUe Gloaningi, 372. ,' or pole-tnatted barge, 163, I A boat (Norway), 47. al, 298 ; Bhore-boat, 299, 300. 333. WO, 417. boats, etc., of, 40-42. iieir charm, 21. id eel-catcher, 88. Topo, Venetian, 271, 275, 277-279. Torr, Cecil, AmMnt lOupM, 303, 311, 324, 372, 413. Torre di Rio, 259. Trtdmeoia, coasting trader of the Adriatic, 266, 267, 271, 272, 275, 277. Trawler, Aooan, 125 ; Eaat Coaat deep-sea, 148, 148 ; Ransgate, 179, ' 180 ; Brixham, 194-197 ; North Sea, 195, 196; Plymouth. 196; Tre'port, 234, 235 ; La RocheUe.236; Havre, 237; Giglio, 251; Naples, 254; HuDan, 408. Trent river, 129, 134. Trinchedo, foremast of Mediterranean craft, 265. Trondhjem, 26, 63. Turkey, ' cnrtain ' spritMail of, 263 ; boats of, 281-286. Tumberry Point. Scotland, 120. Tumer,J. W. ^\.,Harbouraqf England, 11, 15-17; his sea pictures, 74, 75, 86. Tuscan fishing-boat, 242 ; bombarda, 284. Tyne, ' keel ' of the, 138, 139. Tyrrhenian Sea, 263, 266. Ulybsbs, 2. Unst, 113. le, 256, 267. tlaod). 111. the, 324. 120. h of, 110. itb 'keel,' 139. m estuary. 328. batch-boat,' 160-162 ; barge, ;; 'bawley,' 172-176. rtuary, 1.58-178. m (Burm. Mtn^n), forest Indo-China, 363, 369. Maiagu, the Malay lighter of «, 357, 358. Inlf of, 380. I Van dxr Laan, 65, 66, 69. ! Van der Velde, 65, 67, 68, 70, 71, 73, \ Van Tromp, 181. I Vasco di Gama, 18. ! Vedbaek boat, Denmark, 33. : Velocera (Mediterranean), 259, 263. [ Venetian f^lleys, 245, 246 ; sail-plan, 271-278. Venice, bragozxi of, 266, 268 ; topo of, 271, 275, 277-270. Vikinjii; vessels, 25. Vineo, Genoese, 262. Vlaardingen, 00. Van Ruisdsel, 6(>. West Cobnwatx boats, 211. 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