[3] THE SCHOONER GRAMPUS. 439 



taut ooject to be attained, there were, nevertheless, many other objec- 

 tionable features besides shallowness in the typical clipper fishing 

 schooner. Almost without exception, a vessel of that type was built 

 very wide aft, with a heavy, clumsy stern and flat counters, the run 

 being hollowed out excessively so as to produce in the after section a 

 series of very abrfipt horizontal curves, which are anything but desir- 

 able when speed is an object. It was also a universal custom to make 

 the masts of a length that would iusure their heads being nearly of the 

 same height above the water-line, and to carry a large jib extending from 

 the bowsprit end to the foremast. It is evident that both of these feat- 

 ures are objectionable. When the masts are nearly of an equal length 

 it follows, as a matter of course, that it is impracticable to give as much 

 peak to the foresail as is desirable, providing the sail has all the hoist 

 that the mast will permit. Thus, one of two things is the result ; either 

 the sails are unsymmetrical, from being too square on the head, or else 

 the foremast is several feet longer than is actually necessary, and that 

 much additional weight of spar is superfluous; besides increasing the 

 cost it adds materially to the weight aloft and is a serious handicap 

 upon the speed and stability of a vessel in strong winds and rough seas. 

 A still greater objection can be urged against the practice of carrying 

 a large jib. In the first place, when it becomes necessary to shorten 

 sail, and the mainsail has to be reefed, it is almost invariably the case 

 that the bonnet is taken out of the jib. In that event the center of 

 effort of both the mainsail and jib is carried forward several feet, per- 

 haps an average of seven to ten feet. The center of effort of the sails 

 being carried so much in front of the normal position, the effect on 

 the vessel is to prevent her from holding well to the wind, when sail- 

 ing close-hauled, and to make it difficult for her to come in stays when 

 under reefed sails. A more serious matter, however, is the fact that 

 when the jib with the bonnet out can be no longer carried, and it is 

 necessary to furl it, the sail can be handled only by men going on the 

 bowsprit, and if the vessel is by the wind this duty must be performed 

 at a great risk. Instances have not been uncommon when men were 

 washed from the bowsprits of fishing schooners and drowned. It is, 

 therefore, evident that both for safety of life and to improve the work- 

 ing qualities of a schooner, it is better to have a u double-head rig," 

 since, having a fore staysail setting on a stay that comes to the knight 

 heads or near it, the jib can be furled on the approach of rough weather, 

 and there is no necessity for men to go upon the bowsprit in a gale, 

 while it is thus possible to keep the center of effort of the sails in its 

 proper position. 



As early as the spring of 1882, the writer urged the desirability of 

 improving both the model and rig of our fishing vessels, in a series of 

 letters that were published in the Gloucester, Massachusetts, news- 

 papers. These communications attracted considerable notice, and re- 

 ceived the support of a number of intelligent men who were or had 



