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BOAT FOR ROWING AND SAILING. 
ment is unnecessary. On one hand we have one of the finest ves- 
sels of our fishing fleet lying to and drifting, while the other is just 
putting in her best work and demonstrating what she might do if oc- 
easion called for a greater exhibition of her power. ’ 
It is fortunate, however, that through the intelligent action of a 
few individuals, who have been willing to accept the logic of events, 
we are now in a fair way to have the gem of a fleet of deeper vessels 
in New England, and the settlement of the merits of this question 
need no longer depend on occasional or uncertain meetings of our 
fishing schooners with the English smacks, The success that attended 
the advent of the Roulette in the mackerel fleet, and the splendid 
reputation she acquired, led Capt. Sylvester Whalen, of Boston, to 
have a schooner built on an improved model. This vessel has recently 
been launched, and is named the Julia A, Whalen. She was also de- 
signed by Mr. Lawlor, though built in Essex, and differs from the’ 
Roulette in being not quite so wide, slightly deeper, and also in 
having nearly straight instead of curved water lines at the bow, and 
sontewhat less hollow to the foor. The Whalen is 1ft. wider at the 
fore rigging, 1ft. wider aft, and 3in. deeper on the bilge than the 
other. The following are her principal dimensions: Length over all, 
93fb.; on load water line, 82ft.; beam, 23ft.; depth of hold, 10ft. 6in. 
For a heavy weather yessel one would naturally expect the Whalen 
to give the best results, and the marked interest that was shown in 
her, while she lay in this port fitting out, demonstrates how closely 
her performances will be watched by our fishermen. 
But, although Lawlor’s name, as a designer and builder, for the 
past thirty years or more, has been associated with most advanced 
ideas for fishing vessels, pilot boats and yachts, we revertheless 
believe that he has recently made great stridesin the perfection of 
his arf—for ari it deserves to be called, The pilot boat Hesper, de- 
signed by Lawlor, and recently launched at Chelsea, is unquestionably 
one of the finest specimens of naval architecture in the United States, 
and it may fairly be doubted if the qualities of speed, handiness and 
safety are so well united in any other small vessel on the Atlantic 
coast. Sheis 104ft. long over all, 91ft, 6in. on water line, 22ft. beam, 
is 12it. deep in the hold, and will draw 13ft. 6in. of water aft. Her 
relative proportions are practically thesame as those of the Brixham 
(England) fishing cutters, which she closely resembles in her under- 
water section. While it might not, perhaps, be wise to advocate so 
deep a vessel as the Hesper for our fishing purposes, it may, never- 
theless, be rather interesting for some of our able schooners to “hook 
on” to her for a race, if they catch her out in Massachusetts Bay in a 
gale, and they willthen be able to settle pretty definitely the merits 
of the two classes of yesséls—at least to their own satisfaction, since 
the races this year with deep and shallow yachts have settled this 
matter with the majority of yachtsmen. While feeling assured that 
We are just entering on an era of deeper vessels and greater safety 
and comfort to our fishermen, it seems a matter of regret that Glou- 
cester should not take the leadin this as in other matters where the 
welfare of the fisheries are involved. Let us hope, however, that in 
the future, science and skill may lead in the construction of our fish- 
ing vessels, and that the old ‘‘rule-of-thumb” method may be aban- 
doned. J. W. Conurns. 
A BOAT FOR ROWING AND SAILING. 
id Naren are many localities where a boat can only be kept afloat 
at considerable expense; slie must be baled out after rain, the 
sails kept dry, and many small matters attended to, besides which 
there is always a possibility of her going adrift or being damaged in 
some way in storms; so thatit is often desirable in every way to have 
a boat light enough to be easily housed. The boat shown inthe draw- 
ings was designed for sailing in a small bay, where it frequently hap- 
pens that after sailing some distance the wind falls and itis necessary 
to row home, and it'was desired to keep her in a boathouse in order 
that she might be always dry and ready for use when required. 
Her length over all is 13ft., beam 4ft., draft aft wen loaded 10in., 
freeboard 1ft., at bow ift. 8in., at stern 1ft. 4in. Owing to her depth, 
the centerboard, which is rather long, is entirely under the two 
thwarts, and as much out of the way as it can well be. Itisof oak 
bolted through with 44-inch iron, and is fitted with a lifting rod of 
3ginch brass, with a handle at the top. This rod is so hinged as 
to turn down on top of the trunk when the board is up, being held by 
4 button. The mast is stepped in a tabernacle so as to be easily re- 
mInoved for rowing. This tabernacle is made of two pieces of oak 
3x}ein, at deck, above which they project gin. At the 
bottom they are secured to an oak mast step, in which 
is a mortise for the heel of the mast, and at deck 
they are let into a piece of board 5in. wide, screwed firmly 
to each gunwale. From the mast to the bowa deck of iin. mahog- 
any is laid which, withits framing holds the tabernacle firmly, and 
prevents any straining of the boat. Theforward side of the tabernacle 
is Closed from the step up to within 8in, of the deck, so that themast 
willnot slip forward when being stepped. The heel is slipped into 
the tabernacle, the mast raised up. falling into the step, and a brass 
catch, pivoted at one end, is thrown across the after side at deck and 
fastened with a turn of the thumbnut shown, The sail is a balance 
ug, fitted with one batten: Foot, 13ft.; head, 9ft. 6in.; luff, 6ft.; 
leach, 14ft. 6in.; tack to peak, 15ft,; clew to throat, 13ft. 3in.; batten 
above boom—2ft. 9in. on luff, 3ft. on Jeach; mast at deck, 3in.; at 
head, 144in.; mast, heel to truck, 18ft, 8in, ; 
The mast is square in the tabernacle, above which it isround. The 
head of the sail is cut with a round of 9in., the yard being bent to fit 
it. The sailis hoisted by a halliard running through a strap on the 
yard just aft the mast, and hooking into a similar strap forward of 
the mast. Below it is led through a brass snatch block on the heel of 
the mast, and aft to a cleat on the trunk, within reach of the helms- 
man. The tack is spliced tothe boom just forward of mast, leads 
through a bullseye lashed to boom abaft the mast, and down to a 
cleat on the after side of the mast. The sail may be easily taken 
from the mast and stowed, for rowing, which cannot be done with a 
boom and gaff sail. The stem, stern and keel are of white oak. the 
former two sided 114in., the latter sided 4in. outside and moulded lin. 
The planking is of white cedar, lapstreak, 5-16in. thick, the upper 
streak being of 3gm.mahogany. Theribs are 3¢x14in., spaced 9in,, 
being jogged down to the plank and copper riveted, the throats are 
of 34in. mahogany; rudder i5in. wide, of lin. mahogany, fitted with 
tiller and yoke. The gunwales, of oak, are 1x11éin. at midships and 
1x34in. at ends. The sides of the trunk, which is covered on top, are 
of dry white pine, i}gin. at bottom and 34in. at top. They are set flat 
on the keel, a strip of canton flannel well painted being laid between, 
and fastened with 3!4in, brass screws from outside of keel. The bal- 
last is of gravel, in 80-pound canvas bags. 
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yas bags be at hand, the oil may be poured slowly 
OIL ON TROUBLED WATERS. 
pH district inspectors of lifeboats, by direction of the governing 
body of the Royal National Lifeboat Institution, have been carry- 
ing out a series of experiments to test the use of oil in ealming 
troubled waters. On Sept. 30, Capt. Henry W. Chetwynd, R.N.,, chief 
inspector of lifeboats, issued a report on the subject, which has since 
been made public. The primary object of the experiments was, of 
course, to enable the governing body to form an opinion as to whether 
oil could, with advantage, be carried on board lifeboats. On this ac- 
count the oil was used almost entirely near the shore, the result not 
being altogether satisfactory; for among breakers, such as would be 
dangerous to a lifeboat, it had little or no effect. In a moderate sea, 
the “break” was almost entirely prevented, leaving only the undula- 
tions or roll of a harmless sweli; but ‘‘on more than one occasion, in 
a moderate surf which the oil was entirely ‘killing, if a larger 
breaker than the surrounding ones rose, the oil was powerless to 
check it, and the sea broke through it, covering boat, gear, etc., with 
oil.” It seemed also to fail in a very marked and curious way on 
breakers caused by a very heavy ground swell, and not by wind. on 
the coast of Cornwall. It is obvious that, to be of any service to a 
yessel, the oil must be so placed as to intercept the seas which are 
coming toward her. Thus it can only be used, so faras we know 
at present, when the vessel is either lying to, at anchor, or running 
dead before the sea. Capt. Chetwynd, believmg that lifeboats are 
but rarely thus circumstanced, and taking into account the failure of 
the oil in dangerous near-shore breakers, is of the opinion that ‘no 
practical advantage can arise from the use of oil in the boats of the 
pene and does not therefore recommend it being supplied to 
em. 
But the report does not stop here. Capt. Chetwynd has felt it his 
duty to consider the question in its relation to vessels other than life- 
boats, and with regard to these, his remarks are more satisfactory, 
‘With respect to its use as a protection to ordinary open boats in (to 
them) dangerous surf or breakers, the experiments appear to demon- 
strate most clearly that, although it cannot be considered a ‘specific,’ 
certain to insure immunity from danger in all cases, yet that inmany 
cases it would prove a very material protection, and go far to insure 
the boats passing safely through what would otherwise prove very 
dangerous, and possibly fatal seas; and on that account alone, its 
adoption cannot be too strongly urgéd for boats having, or likely to 
have, to encounter these dangers.” After this very strong statement 
in favor of oil, some yacht owners may carry itas part of their safety 
sear. Hardly any class of seafarers—smack owners, perhaps, ex- 
cepted—would benefit more by its use, and many a dangerous jour- 
ney ina little dinghy through the breakers would be rendered com- 
paratively safe by merely having a small perforated bag of oil hung 
over the bows. 
No experiments with the oil was carried out by the inspectors at 
sea, but Capt. Chetwynd appears to have collected much valuable 
and reliable information from persons who have so used it. Their 
reports show that its effects is most marked and beneficial, and at 
the same time, less capricious than in surf or breakers. *‘In every 
case (to use Capt. Chetwynd’s words) its effect has been so remarkable, 
it seems incredible its use 1s nou general and an everyday occurrence, 
more particularly in small vessels, where it could not but add to 
their comfort as well as safety. * * * * The means of applying 
it should be as much a part of the equipment of every ship’s beat as 
oars or arudder.’ This part of the report strongly points to the value 
of oil to yachts—especially smallones. In lowering boats in a heavy 
sea, it would be simply invaluable, 
Tbe method of applying the oil is very simple. Various ingenious 
contrivances haye béen invented for the purpose, but none seem better 
than a canvas bag perforated with holes, to allow the oil to escape, A 
yery small quantity has been found sufficient, as the thin oily film 
quickly spreads over a large surface of water. If a vessel is runnin 
dead before the sea a couple of oil bags should be hung, one over eae 
bow, which would give the oil time to spread before reaching far 
astern. When a vessel is hove-to one or more bags can be hung over 
the weather side, or, better still, be put overboard to windward, at- 
tached to light lines. Not drifting so fast as the ship, they will be left 
t+ windward, and intercept the waves which come leaping toward 
her. One of those two methods should be followed when boats are 
lowered in a heavy sea. An open boat unable to run before the sea 
will always endeavor to put out some form of sea anchor, to this a 
bag of oil should be attached. Ifnosea anchor should be available, 
the boat’s mast or a sail loosed would be found very effective, and to 
this the bag of oil should be fastened. When a vessel or boat is at 
pees the oil bag should be attached by a light line to the anchor, 
as a buoy. ; 
Capt, Chetwynd, in addition to the foregoing valuable adyice, sug- 
gests that two oil bags, holding about a gallon of oil each, with a suf- 
ficient quantity of line, might be kept full and packed in a small 
cylinder—similar to a paint or preserved meat tin—and would form 
neither an expensive nor cumbersome article of equipment in a boat, 
Tt should be noticed that, though a vessel sailing with the wind on her 
beam cannot use the oil, yet, should the weather become very dirty, 
she can be hove-to, and an oil bag or two put out to windward. 
Another plan in a severe gale would be to put ont a sea anchor with 
oul bag attached. With regard to the kind of oil to be used, one 
Seems as good as another, Colza, linseed, fish or seal oil, andeven 
paraffin, were all tried with equally good results. Should no can- 
into the water, 
