136 



FOREST AND STREAM. 



[March 13. 1884. 



proof of the utter absence of trustworthy knowledge among the 

 classes accepting the responsibility of modeling our yachts can be 

 asked than the capsizing of rbe Grayling, a schooner which had been 

 proclaimed absolutely uucapsiznble while on the. stocks because the 

 so-called "practical" eye was mislead by her beam into a false as- 

 sumption, the lew who foresaw the probability of the disaster being 

 laughed to scorn for their temerity in proclaiming the likelihood of 

 that which subsequently happened. We have again fairly started on 

 the right path with the practice of more depth and weight and better 

 rigs, and for that only Forest and Stkejh, with its few coadjutors. 

 must be thanked. Our coiu-se has been opposed at every step by 

 every conceivable agency, but in spite of prejudice, false witnesses, 

 and malice, the cutters steadily increase in numbers, and the whole 

 of American yacht building has entered upon a revolution, Circling 

 about the cutter in a spiral gradually piloting up to the ultimate 

 center of perfection. And in the knowledge that no agency has con- 

 tributed to this great change more than our pen lies our reward and 

 satisfaction, be the upshot of it all "improved so-called sloops." 

 "American cutters." or exact copies of the foreign craft under our 

 dag. We care not which, so the trap has been forever ousted and 

 the dawdler transformed into a veritable amateur shellback, with 

 irresistible salt water longings. The question of type has been so fully 

 discussed in this journal, that we refer to our dies rather than give 

 more space to a reopening of generalities not specific enough to lead 

 to a point. It is certain that the ball of innovation has been started 

 rolling. It fs certain that it has not yet stopped rolling, for successive 

 yachts represent fresh departures from their predecessors. The ball 

 may now he allowed to roll out its cotu'se, then we will know upon 

 what it has brought up. We are entitled to thanks for having inau- 

 gurated this new era in the overthrow of warped and narrow concep- 

 tions which monopolized attention before our advent upon the 

 scene. To that extent we have earned the favorable recognition even 

 oi those who still resist the inevitable evolution from the makeshift 

 of American yachting in its infant days to the regular vessels of 

 yachting, ripened into the dignified occupation of men. 



NEW ENGLAND YACHT RACING ASSOCIATION. 



BY-LAWS. 



ADOPTED at meeting of delegates from New Eugland vacht clubs, 

 heM at Parker House. Boston, Feb. 20, 1884, Compiled by W. 

 Lloyd Jeffries. Beverly Y. 0. ; C. A. Perkins. Hull Y. C. ; L. M. Clark. 

 Dorchester Y. C. ; John Bryant. Eastern Y. C; Parkman Dexter, Dor- 

 chester Y. C; 0. F. Loring, Boston Y. 0., ex-offlcio. committee. 

 ARTICLE I. 



Name.— The name of this organization shall be The New England 

 Yacht Racing Association. 



ARTICLE H. 



Objects.— The objects of the Association shall be: To encourage 

 yacht buildinfc and yacht racing; to establish and enforce uniform 

 rides for the government » f all races in which the yachts of two or 

 more clubs compete. 



ARTICLE in. 



Membeksbtp. — The following yacht clubs may become members of 

 this Association by accepting the by-laws: Beverly, Boston, Bunker 

 Hill, Dorchester," Eastern. Hull, Jeffries. Lynn , "Portland , Quincy, 

 Salem Bay, South Boston, west Lynn and Yale. 



Any other yacht club of New England in good standing, having 

 fifty members, or twenty -five yachts measuring more than ten feet 

 in length on the water line, shall be eligible to membership. Appli- 

 cations for membership must be made in writing to the secretary of 

 the Association, must be signed by the commodore or secretary of 

 the club applying for membership* and must contain a correct list of 

 the members and yachts of the club. Tbe executive committee shall 

 act upon said application, and shall admit all clubs eligible under 

 this article. The decision of the committee shall be final. 

 ARTICLE IV. 



Repkesentatiox.— Each club shall be represented in the Associa- 

 tion bv one delegate. 



ARTICLE V. 



Officebs.— The officers of the Association shall be as follows: 

 President, vice-president, secretaiy (who shall also be treasurer). 

 and an executive committee consisting of five members, of which 

 the president and vice-president shall be ex-officiis. These officers 

 shall be elected by ballot at each annual meeting, and shall 

 hold office for one year or until their successors have been duly 

 elected. Vacancies may be filled at any regular or special meeting. 

 A majority of the votes of the members present shall be necessary to 

 elect, 



ARTICLE VI. 



Duties of Officers. — President. The president shall preside at all 

 meetings and enforce all regulations of the Association. He may call 

 a special meeting at his pleasure, and shall so do at the written re- 

 quest of any club of the Association. 



* Vice-JPresiden.t, The vice-president shall assist the president in the 

 discharge of his duties, and in his absence officiate in his stead. 



Secretary. The secretary shall keep a true record of the proceed- 

 ings of all the meetings of the Association in a book provided for that 

 purpose: shall keep a correct roll of aU the clubs and delegates; shall 

 notify each club of its election to membership; and shall notify each 

 delegate of every meeting and of the purpose for which it is called. 



■Treasurer. The treasurer shall collect all money due the Association 

 and pay all bills contracted by it, keeping a correct account of the 

 game in a book provided for that purpose. He shall make a report at 

 each annual meeting of all the receipts and expenditures, and of the 

 amount of money remaining in his hand. 



Executive Committee. The executive committee shall act as a mem- 

 bership committee, shall establish and enforce penalties for the in- 

 fringement of the racing rules of the Association, and shall settle 

 any dispute arising out of the construction of racing rules which 

 shall be referred to the Association. 



ARTICLE VH. 

 STINGS.— There shall be an annual meeting on the fourth Wed- 

 nesday in April of each year, at which the reports of the secretary 

 and treasurer shall be read, and officers for the ensuing year shall be 

 elected, Special meetings may be called by the president. Notice 

 of each meeting shall be issued by the secretary at least ten days 

 before the dale thereof. Representatives from five clubs shall consti- 

 tute a quorum. Voting by proxy shall not be allowed, but in case of 

 the absence of any delegate, his place at that meeting may be filled 

 in such manner as las club may have provided. 

 ARTICLE VIII. 



Assessments.— Funds for defraying the current expenses of the 

 A sociation shall be raised by an annual assessment on each club of 

 ten dollars, which shall be due and payable in advance, and the 

 financial year shall begin at the date of the annual meeting. No 

 Other assessment shall be levied except by a two-thirds vote of all the 

 i es present at a meeting called for that purpose. 

 ARTICLE 12. 



Resignations and Expulsions.— The membership of any club in 

 the Association shall be forfeited by voluntary withdrawal, or by a 

 two-thirds vote of all the clubs of the Association at a meeting 

 specially called, at which said club shall have an opportunity of 

 being heard in its own defense. 



ARTICLE X. 



AiiENusiEKTS.— These by-laws may be amended by a two-thirds vote 

 at any meeting of the Association, provided, however, that the notice 

 oi such meeting shall have contained the proposed amendment in 

 full. 



First meeting at Farter House, Boston, April 23, at 7 P. 31. 



l\ 0, i;ox 1381. Boston. Peleg Aborn, Secretaiy. 



THE BUGBEAR OF DRAFT. 



Editor Forest and Stream: 



Ever since the cutter became an element in yachting, a great deal 

 bus been said and written by sloop men about the cutter's great draft 

 in relation to our shoal waters and harbors. Here is a list of the 

 principal waters and harbors used by the yachts of this port. We find 

 that with one or two exceptions, wherever vessels of the Grade's 

 draft of water could be accommodated there would be water enough 

 for the largest cutter, „,, _ ._ 



Horse Shoe Bandy Hook Bay, 16ft. toSfms. Tbe channels from the 

 ocean contain from 14ft. upward. Gravesend Bay. 12ft. close up to the 

 beicb. Upper Quarantine and Bay Ridge anchorages 4f'ms. and 6f ins. 

 respectively. Kill von Kull 3U.fms,. lower Hudson 4fins. From Gov- 

 3 island to Whitestone,~the East River is narrow, but deep. 

 Whitestone anchorage 3}.£fms. Along the north shore of Long Island 

 we find the following ancho rages; Cow Bay, 12ft. to 5fms. ; Saud s 

 Point 12ft to 16ft.; Glen Cove dock, Safins. ; Oyster Bay, 10ft. to 

 nfms': Cold Spring, 15ft.; Lloyd's. Harbor, 10ft.; Northport Bay, 10ft. 

 to5fuj.s. Port -lett'erson harbor can only be entered by large vessels 

 during certain conditions of wind and tide. A yacht that is being 

 repaired at that port now draws lift. Orient harbor, 1.5ft. ; Green- 

 port 3i4fms. close to dock. Through Shelter Island Sound and the 

 greater 'parts of Little and Great Peconic Bays, a vessel drawing 13ft. 

 could be carried. Sag Harbor, 10ft. : Napeagne Harbor* 12ft. On the 

 lower shore of: the Hound comes first in order City Island Roads. lOtt. 

 to Ofms.: Larcljmont Harbor or Delancey's Cove, tit't. to lift.; Cap- 

 tain's Harbor. 3Wrms.; abreast of Morton House, Greenwich. Oft. ; 

 Stamford Harbor" not much frequented, ,9ft.; Black Rock, 10, 12 and 

 liarles Island Harbor, east of the island ot the same name, 

 recently purchased by the American Y. C. 10 to 16ft.; behind the 



breakwater in New Haven Harbor, we find Safins. : Morris' Cove, 10 

 to 14ft. : 18ft. may be carried up to the city through a very narrow 

 channel: the rest of the upper harbor falls almost dry at low water. 

 Thimble Island's harbor, 15ft.; Connecticut River bar, VJ/oft. This 

 would shut out. our big cutters and sloops at low water. Inside the 

 bar there is plenty of water as far as the chart gives soundings oppo- 

 site Lynn Ferry. New London Harbor, 10ft. to 5 fins. ; Noank 13ft. ; 

 Mystic Eridge, lift.; West Harbor, Fisher's Island, 10 and 14ft.: Ston- 

 ington, 10 and 12ft. ; East of the Race we have Block Island Break- 

 water, behind which we find 8 to 16ft.; Newport, 10ft. to 3^£ms.; 

 Wickford, 14ft. Providence is approached bv a very narrow- dredged 

 channel 20ft. deep; the rest of the harbor rails dry. Bristol. 16ft,; 

 Fall River, 13 and 15ft. ; New Bedford. 15ft. to 3frns.: Upper Harbor. 

 9 to 14ft. ; Cutty Hunk, 14ft, The other harbors in Buzzard's Bay are 

 little used by New York yachtsmen, but with the exception of chnse 

 situated in the extreme northern portion the chart shows anchorage 

 in 10ft, 



In Vineyard Sound, Tarpaulin Cove 15ft.. Wood's Hole 14ft., Vine- 

 yard Haven Sfnis., Edgartown 15ft. and over. Hvannis Port 13ft. to 

 3fms., Stage Harbor. Chatham. 18ft., but there is bnlv 3ft. on the bar 

 at the harbor's mouth; Nantucket Harbor 9ft. to 15ft,, but the bar 

 shows only 5ft., and as the tide only rises 2ft. or so in this locality 

 vessels of comparatively little draft are shut out of the last two har- 

 bors mentioned. These figures are all taken from the chart and in- 

 dicate the depth at mean low water spring tides. Hand Lead. 



[The fear of draft is in practical yachting life a bugbear and 

 nothing else. The same kind of aversion once existed in Eastern 

 waters, but now nearly all yachts built East are keel boats of as 

 great and even greater draft than regular cutters. New Yorkers are 

 fast overcoming their aversion to draft. Those owning keel yachts 

 invariably acknowledge that their draft does not bother them' in the 

 least. It is, of course, possible that by deliberate selection a spot 

 here and there can be found too shoal for a deep draft. The same 

 can be said of every coast in the world. We are far better off for 

 depth of water than" our English cousins, many of the English har- 

 bors being artificial and drying out at low water. Our harbors and 

 channels are also easier to navigate, and our system of buoyage and 

 lighting superior and simpler than similar provisions abroad. There 

 are isolated instances where a flat trap will make shelter in some 

 small cove to which a deep draft could not follow. But such cases 

 are so few and far between that they cannot be taken into considera- 

 tion as having any weight upon the choice of proper design. We 

 deem the question of draft clap-trap pure and simple. '-Our shoal 

 waters" are much of a myth, and no longer influence any sensible 

 people who know what they want a yacht for.] 



THE NEW HERA. 



Editor Forest and Stream: 



You stated in last week's paper that the new Hera will displace 14 

 tons on 36ft, loadline against the 1»% of Madge on 38ft. I tfiink the 

 Hera wffl run nearer 16 tons than 14, and in proportion to length will 

 displace more than any cutter, fully justifying your position that the 

 new length sloops will cost more than cutters, and be more expen- 

 sive to keep in commission and more difficult to manage. We have 

 not reached the limit yet, aud I think we will see Heras with 18 tons 

 displacement, and 36ft. hoist to mainsail as the natural consequence 

 to length measurement. My choice would be about 12 tons displace- 

 ment with say three and a half beams, and about 25ft. hoist to load- 

 line of 36ft., as a good average for all purposes, but such a boat 

 would start with a disad van tange for racing as you have often ex- 

 plained, so there seems nothing to do but to build the largest boats in 

 the hope that the trouble will correct itself by bringing into promi- 

 nence the evils of the length rule. It seems a pity to me that a better 

 rule cannot be adopted at once without, so to speak, going through 

 an experimental purgatory to cleanse the cobwebs from our under 

 standing. " Semi-Cutter. 



FRIGHTFUL ANARCHY.— Our cousins abroad are at their wits' 

 ends on the measurement question, and we are uot much better off 

 herein America. One thing the English are fast realizing. The Y. 

 R. A. rule must go. It is killing yacht racing not because of the cost 

 of the modern narrow beams as often assumed, but because it out- 

 classes all other styles in handicapping them so heavily with a ficti- 

 tious tonnage Remove this urijust discrimination and the beamy 

 yacht will come to the fore if she proves the equal of narrow deep 

 heelers in speed. If she cannot match the narrow flyers of the latest 

 proportions on a fair i ule, no rule can alter the present state of affairs 

 unless in the nature of a penalty upon the narrow beams in turn, and 

 that no fair rule should seek to accompliish, for no fair rule should 

 dietate how We are to model and how not. That handicaps upon fast 

 boats will never become popular stands to reason, because diametri- 

 cally opposed to the very nature and objects of allowing time. Last 

 week's Land and Water says: 'As handicapping is equivalent (or, 

 at any rate, is intended so to be) to bringing the merest old tub and 

 the smartest vessel to an equality, it seems as if no good results cotdd 

 be derived from this curious style of racing, and as yacht racing was 

 originated and is still supported with a view to the improvement of 

 naval architecture, it seems illogical and even ridiculous to encourage 

 it. Were handicaps to become general, there would be no induce- 

 ment to build fast vessels, and it is by no means improbable that the 

 designing and construction of yachts for racing purposes would alto- 

 gether cease. Fortunately, how r ever, if we may judge from bygone 

 experience, this kind of racing will never become common, and it is 

 not likely that it will influence genuine sport one way or the other." 



SUCCESSFUL SCHOONER.— Last winter a gentleman living on the 

 Chesapeake built a schooner on the lines of the Penzance lugger, il- 

 lustrated in Dixon Kemp's popular book on "Yacht and Boat .Sailing.'' 

 but gave her one foot more depth. She has proven a success, being 

 quite, fast, a good, comfortable and wentherly sea boat, with large 

 accommodations. Loadline. 36ft, ; beam on same, 10ft. ; freeboard, 

 3ft. ; draft, 4ft. 9in. Inside iron ballast. Rigged as a pole schooner, 

 with single jib and large yard lug foresail for light winds. Hoist of 

 mainsail, 26ft, : bowsprit outboard, 10ft. Base of three lower sails, 

 55ft, Headroom in cabin, 6ft. Floor, 3J^ft., and sofas 32m. wide. 

 For general cruising the yacht hns shown herself well adapted. She 

 is already in commission on Chesapeake. Bay. We will soon publish 

 fines and details. 



PORTLAND Y. C— Has 147 members. 6 schooners, 14 sleeps, 5 cats. 

 1 steamer, and 1 catamaran— 27 in all. During the past season 118 

 "foreign" yachts put in to Portland harbor, of which 11 were steam. 

 ers, Challenge Cup race fixed for June 9. Officers for the year: 

 Commodore, William Senter. Jr.; Vice-Commodore, Oeo. C.Owen: 

 Fleet Captain, Edward Woodman; Secretary, George Doane Rand ; 

 Treasurer, Harry R. Virgin; Measurer, Joseph H. Dyer; Regatta 

 Committee, Com. Wm. Senter. Jr.,ex-officio, Frank L. Moseley, H. P. 

 Larrabee. H. R. Virgin, W. H. Stevens. 



THE NICE INTERNATIONAL.— The great international races at 

 Nice, April 15, 16 and 17. promise good sport this year. The famous 

 cutter Annasona has shifted for yawl rig, and will appear as such, 

 the rules having been altered to allow mixed rigs to compete for 

 same prize. The English schooner Gladys, 80x15.7x9.1, built in 1876 

 by Harland & Wolff, of Belfast, has been entered. The American 

 schooner Dauntless was at Algiers Feb. 14, bound for Nice, and the 

 Gitaua. of Boston, may also appear at the start. 



ANNASONA.— This cutter will, after all, sail under her regular rig 

 at Nice, owing to late change in the rules. Hei cutter spars will be 

 sent out. after her. The performance of this modern narrow beam on 

 the passage, will be full of interest. Judging by the recent cruise of 

 the Been down our own coast, she ought to prove a fine, able sea 

 boat, in spite of the misgivings of the old school. 



LAST NEWPORT RACES.— A gentleman writes that Captain Joe 

 Ellsworth, who sailed the Montaukfor the t.ioelet Cup in the matches 

 of last August, acknowledged in person that Fortuna had the race in 

 hand, and lost only by trying to carry improper sail on the wind. 

 This by way of reply to assertions of correspondents giving different 

 explanations. 



RARITAN Y. C— Editor Forest and Stream: The election of offi- 

 cers of Raritan Y. C. resulted as follows: Commodore, N. D. White; 

 Vice-Commodore. E.H.Hall; Secretary, F. W. Kitchel; Treasurer, 

 F. A. Greenlv; Measurer, C. F. Had. The treasury is in a flourishing 

 condition, and a good time is anticipated the coming season.— F. 

 W. K. 



JERSEY CITY Y. C— Officers for the year: Commodore, H. C. 

 Roome: Vice-Commodore, F. 0. Brower-Ancher: Secretary, George 

 Hawes; Measurer. G. II. T. Doggelt: Regatta Committee, Charles G. 

 Gardner, F. E. Coles, and John Linegrove. 



HUNT'S MACAZINE.— The February number contains a very fair 

 design for a four-beam yacht. 26ft. loadline and tilt. Gin. beam, -with 

 18 tons displacement and 4J4fr. draft. Also a variety of cruises, some 

 of which are quite interesting. 



THE MIGNONETTE.— The rig illustrated last week, and the calcu- 

 lations are for sails unstretehed as they come from the sailmaker's 

 loft, Carmita's rig is her cruising suit. For racing she has a larger 

 plan. 



THE SEASON.— The reader's attention is directed to our adver- 

 tising columns, in which bargains in tonnage are of ten offered, and 

 other announcements whicb will save many inquiries. 



THE NKAV RULE ABROAD.— The London Field says the Royal 

 Thames V C. proposes to substitute the sail area and length rule in 

 place of Y. R, A. tonnage for trial, 



DAUNTLESS.— Mr. Colt's schooner returned to Gibraltar with boat 



gone and bulwarks smashed. Repaired and resumed voyage to 



MERLIN.— The rig of this new cutter measures 5(ift. bowsprit 

 hounds to mainsail clew, and 45ft. deck to topmast shoulder. 



PORTABLE BOAT.— Communication on this subject has been re- 

 ceived, but no name w T as attached 



Zmtoeing. 



CHICAGO C. C. 



C10MMANDER, S. M Munger; Firs f . Officer, J. W. Keogh ; Secretary 

 > and Treasurer. F. R. Seelye. Thirty members, the el „b burgee 

 is A. C. A. regulation size, a red field with old gold ball five inches in 

 diameter. Organized Jan. 11, 1881. 



AMATEUR CANOE BUILDING. 

 Tenth Paper. 



BUILDING* — CONCLUDED. 



IT is still customary in many canoes to place the floor 

 boards directly on the timbers, giving a little more space 

 below deck, but allowing the water to cover the floor if 

 there is the least leakage or a wave is shipped. A better 

 plan, shown in tbe accompanying plate, which is a working 

 drawing of a "Jersey Blue" canoe, is to raise the floor above 

 the garboards from \\ to 2in., according to the depth of the 

 boat" thus giving space below for ballast if desired, and also 

 keeping crew and stores dry, even though there is consid- 

 erable water on board. 



The floor is carried on ledges, z z, l-Jin. deep at the middle 

 by fin. wide, fitted closely to the planking, and secured by 

 screws through the laps. Small limberholes should be cut 

 iu each piece to permit the free passage of Avater. These 

 pieces also serve to strengthen the bottom of the canoe 

 materially. The floor boards, n n, are in three widths, fin. 

 thick, of piue, the side pieces being screwed to the ledges, 

 while the middle piece can be lifted out to stow ballast 

 below. An oval hole in the latter piece, about under the 

 knees of the crew, holds a sponge for bailing. The deck 

 beams — of pine, spruce or hackmatack— are marked out • 

 from a beam mould, which is made from the large drawing 

 The amount of crown to be given to the deck must be 

 decided on by the builder. From 3 to 8Mn. is not too 

 much for a 30-iu. boat, as tbe space below, for air and stow- 

 age, is much greater than with a flat deck; the boat will free 

 herself from a wave quicker, and there is nothing to be said 

 against it. Before putting in the deck beams the timbers 

 must be cut off level with the gunwale, and the latter planed 

 down until the sheer is perfectly fair from end to end, ihc 

 beam mould being used at the same time as a guide by which 

 to bevel the gunwales to suit the deck beams. The latter 

 are spaced about as shown in the drawing, being fastened 

 by a Sin. brass screw through gunwale and upper streak 

 into each end. The beams will be lin. deep and iin. wide, 

 except the partner beam that supports the mainmast, which 

 will be 4iu. wide, so as to take a 2£in, hole for the mast 

 tube, and the beams under the butts of the deck, which will 

 be ljin. wide. 



Canoe decks are sometimes laid in but two pieces, with 

 one seam only down the center, but while this makes a very 

 handsome deck it is necessary to takeoff the entire half 

 deck every time that repairs or alterations are to be made. 

 It is often desirable to open one of the end compartments, 

 and to do this quickly the decks are now very often laid in 

 six or more pieces, one joint being over the forward bulk- 

 head and one over the after oue. At these points the beams 

 are made ljin. wide ancTbut fin. deep, each piece of deck 

 lapping fin. on the beam. "After the beams arc in, ridge 

 pieces are fitted down the center of the deck fore and aft 

 of the well. They are from 2 to -fin. wide, according to 

 the size of tbe masts, and fin. thick, being halved down into 

 the deck beams aud bulkheads and nailed to them. The 

 holes for the mast tubes are now bored, tbe steps oi oak are 

 fitted and securely screwed or riveted to the keel and the 

 mast tubes put in place. These are of copper or brass, the 

 ends soldered up so that they are perfectly watertight. The 

 upper ends are slightly flanged over the ridge pieces, with a 

 little lamp wick and paint under the flange to make a tight 

 joint. Plugs are sometimes put in the bulkheads to drain 

 off any leakage, and the holes for ihem should be bored 

 now, as low down as possible. The frame work of the well 

 consists of two fore aud aft pieces of spruce, B c |xl-Jin. 

 sprung partly to the shape of the well, the ends nailed to 

 the deck beams and bulkhead, and also of two curved 

 chocks, r r, at the forward end, completing (he pointed form 

 of the cockpit. The side decks are also supported by four 

 knees, y y, on each side, sawn from oak fin. thick and 

 screwed or riveted to the planking, a brass screw 1.1 in. long 

 passing through the gunwale into each, while the side 

 pieces, 8 r, are screwed to the inner ends. 



Before putting in the coaming, the decks, whicb will be 

 of iin. mahogany or Spanish cedar, should be cut and fitted 

 roughly to the outline of the well, the final fitting being done 

 after the coamings are in. These should be of clear tough 

 white oak, iin. thick. Their shape is taken by means of a 

 thin staff sprung inio the well, the upper and lower edge 

 the side pieces being marked on it, The pointed coamings 

 now generally preferred are from 3 to 3iin. high forward, 

 sloping to ljin, amidships and aft, the after end being either 

 round' or square. The coamings are riveted to the side pieces 

 and the after piece to the deck beam or bulkhead, a piece of 

 fiu. mahogany, q, being fitted in the angle forward, to 

 strengthen It. and also to hold cleats and belaying pins. 



The other fittings, described in the following chapter, such 

 as side flaps, footgear, tabernacle, etc.. are now put in, then 

 the boat is turned over and the outside smoothed down, using 

 fine sandpaper and a file on the nail heads; the stem bund , i if 

 -i%in. half-round brass, is drilled and put on, the rudder braces 



