Saturday, February 28, 2015

Stolen Dugout Returned 205 Years Later

In 1806, the U.S. Corps of Discovery -- also known as the Lewis & Clark expedition -- took a dugout canoe that didnt belong to it from the Clatsop people in Washington state, at the mouth of the Columbia River. Now, better late than never, descendants of William Clark have presented the Chinook Indian Nation (to which the Clatsop tribe belongs) with a so-called "replica" in order to make amends. While its doubtful that the stolen canoe was documented closely enough to call its replacement a replica, the gesture is certainly a good one, and the Chinook people accepted it in an elaborate ceremony. Here is a straight news story with further details, and here is a bit of cultural commentary. Aside from the photo above, I havent found any details about the boat itself or its builder.

Indigenous Boats will go dark -- or at least quite dim -- for the next month, as I have a large project -- unfortunately not boat-related -- to complete on tight deadline. Well be back with more posts about small craft outside the Western tradition as soon as the decks are cleared. Thanks for your patience.

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Run Aground Slowly!

Like lots of other sailors, Ive been reading Jessica Watsons True Spirit: The True Story of a 16-Year-Old Australian Who Sailed Solo, Nonstop, and Unassisted Around the World.

In the past, Ive been delighted to discover that this real adventurer and I have shared many experiences. I dont mean little things like knockdowns in the Southern Ocean, or rounding Cape Horn. No, I mean really significant things like sore hands and dropping whipping needles overboard.

Now Ive discovered something else we have in common: Not blogging about some of the more interesting parts of our voyages, so as not to scare the bejesus out of certain people. In my case, my dear old mum & Helena.

In fact, now that Ive been reviewing my log and outlining the book I want to write (before I forget everything!), Im amazed at how little of this very long voyage Ive had a chance to write about. Thats another thing Im noticing in Jessicas book: how much more there was to her voyage than she could fit into her blog.

Anyway, a great read and a truly amazing young woman. (But I bet Im a better cook than you, Jessica. Ha! Got you there!)

I face a similar problem when I sit down to blog about New Jersey. Which, out of the 147 miserable experiences, should I write about? I cant possibly fit all 147 into my blog. Even if I could, youd think I made half of them up. So I will have to pick one or two of the more believable incidents, and hope you can imagine the rest.

For example, I now have a new rule. Its a lot like another rule that I made up while building Cabin Boy. The old rule was "Make Mistakes Slowly". Briefly, it stated that since mistakes are inevitable when building a boat, its better to make them in slow motion (with hand tools) than at full speed (with power tools.)

My new rule is "Run Aground Slowly". I discovered this rule by doing the opposite, several times my first full day in the infamous NJ ICW.

Until I got to Cape May, I prided myself on only touching ground 3 times in the 1700 miles or so from Steinhatchee, FL. All three times, I did something wrong, like cutting a corner or trusting Helmo too much.

No mistakes on the sailors part are required to run aground in the NJ ICW -- except for the primary mistake of believing it is a navigable waterway!

My first grounding was typical: It was a rainy day, cold, windy and miserable, but I was on my way home and making good time, 5 or 5 1/2 knots. The ICW was straight and well marked. I was headed right down the center line, as best I could. My depth sounder was showing 6 to 8, with the occasional deep patch. Plenty of water for the 4 deep Blue Moon.

All of a sudden, I felt the telltale bump that every sailor dreads, and before my hand could move to the throttle, I bounced another half-dozen times, finally coming to a rather abrupt stop.

Dang.

Luckily, Id read the cruising guide, which was unequivocal in saying that prudent sailors, in boats drawing 4 or less, should travel on a rising tide. (There is a sign over the entrance of the NJ ICW that reads "Abandon all hope, ye who enter here in boats drawing more than 4 feet." The sign has a 35 vertical clearance, by the way.)

So, 20 minutes later, Id floated off and was on my way again, but more gingerly, this time.

After running aground 2 more times, I gave up counting. Clearly, the game was different in NJ. It wasnt if you were going to run aground, but when and for how long.

With a bit of experience, I learned to keep a sharp eye on the sounder, and on the signs that are often visible if you are watching for them: a certain kind of ripple, just below the surface, or the finger of marsh that points to a shallow spot.

If the sounder suddenly started showing 5 then 4 something, Id slow the boat down to a crawl until Id cleared the shoal. Sometimes Id be lucky and glide over the shallow spot. But if there wasnt enough depth, Id just nudge the shoal and be able to back off and try a different spot.

Usually, there was a deeper part of the channel I could get through in 2 or 3 tries. Except for one really bad place where I just had to anchor and wait for the tide to rise another foot.

This made for very slow progress, as you can imagine. But I didnt complain. The weather was miserable, with hard winds from the N or NW. It would have been impossible to travel off-shore, as the bigger boats had to do. I would have been stuck in Cape May, waiting for a turn in the weather.

A turn that, in fact, only came days later, when I really needed it.

Next Episode: Trapped!

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Hope a Phil Bolger designed Lobsterboat

In 2004 I built two versions of Phil Bolgers Hope, a 16 0" x 6 4" working lobsterboat.

A scan of Hope taken from Phil Bolgers book, "Small Boats"
Copyright 1973 International Marine Publishing Company ISBN 0-87742-036-X

Both boats were built to order for customers here in Australia, but as is so often the case with custom-built boats, the customers wanted changes from the published plans. When purchasing the plans from Phil, I asked him about the proposed changes, and he was generous enough to trust my judgement with both the layout and the construction plan for my glued-lapstrake hull proposal.

One frequently hears of designers becoming irrate about changes being made to their plans without consultation and/or permission. A good designer will have thought over every element which goes into a design, and you had better be sure you know what you are up to before changing anything - even the smallest detail. Remember, when you purchase a plan, you are generally only purchasing permission to build a single boat to the design - the design remains the property of the designer. If you want to change something to make it your perfect boat, consider building a different design which doesnt need to be altered, or as I did, consult with the designer to see if he/she is prepared to allow the changes to be made.

The first Hope under construction in my Brisbane workshop. This one was powered by a Yanmar 1GM10 9.2hp inboard diesel, and was fitted with a small cuddy-cabin.

Over the years I found Phil Bolger to be an exceptionally generous person. Although I never met him he was my most important teacher (and continues to be to this day even though he has been dead for sometime). Knowing that he must have been overwhelmed with correspondence, I only wrote to Phil if I needed to purchase plans, or if I needed permission to alter a design in some way. However, busy though he was, Phil always answered me promptly with (mostly) hand-written letters of substantial length. Sometime after the two boats were built, Phil wrote this article in Messing About in Boats.

The inboard Hope back at the boat ramp the evening following the first launching. The customer had gone home, and I was ready to relax with a drink after what had been a very long day of preparation.

That is me in 2004 - tired but happy after the Hope launching

The second Hope was built almost concurrently with the first, but was set up to carry a 15hp four-stroke outboard. This boat was much quieter and smoother than the diesel-powered version, and was fitted with a light-weight timber sun awning at the request of the owner (after the boat was finished). Ive written about both of these boats in a previous post and in another here.

After eight years of using their Hope, the owners of the outboard-powered version are making some life-changes, and as part of that process they have put their boat on the market. Anybody who is seriously interested in this boat can email me via the address here , and I will put you in contact with the owners (Ill be away 2 November- 6 November, but the emails will be answered).

Here are some photos taken just the other day. The timber canopy is easily removable, and the cockpit is self-draining.

Thursday, February 26, 2015

Design 1358 Anitra

Arguably one of the prettiest yachts in the S&S archives, Anitra was built in 1963 by the famed Bengt Plym shipyard of Sweden. She was built of wood and finished in bright varnish. 7 sisterships were constructed including famous yachts such as Stiren, China Clipper and Mabelle to name a few.

Here are the plans.

Principal Dimensions

LOA 48-5"
LWL 33-6"
Beam 12-4"
Draft 6-11"
Displacement 29,762 lbs