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Naval architect J Scott Russell advocated a wave approach to the problem of resistance to hulls moving through water

Here’s another scrap from Keble Chatterton’s history Fore and Aft Craft. See the previous extract here.

‘Between the years 1823 and 1844 the Royal Thames, Royal Northern, Royal Western, Royal Eastern, Royal St George’s, Royal Southern, Royal Harwich, Royal Mersey, and Royal Victoria Yacht Clubs had been established, additional, of course, to the Royal Yacht Squadron. Thus, in all parts of the country the builders and designers of the fore-and-aft craft received every incentive to create the best which materials and existing knowledge could bring about. Presently these clubs were to be added to by the instituting of many more similar organisations in almost every suitable harbour or estuary in the United Kingdom. Royal patronage had also helped, and the first royal cup was given by William IV to the Royal Yacht Squadron in the year 1834.

‘All sorts of theories had for the previous hundred years been advanced in connection with the resistance of water in the progress of a vessel, and many an attempt had been made to design such a hull as would offer the least possible resistance compatible with seaworthiness. Of these theories many were of Gallic origin. But in the ‘forties Scott Russell made very valuable contributions to this science, suggested certain theories for dealing with resistance, and advocated a wave-like system. Others have since increased this body of information by further experiments. It was during the ‘forties that designers began to realise thoroughly that the old ‘cod’s head and mackerel’s tail’ was a long way from the ideal design. So in the year 1848 there was built on the Thames a cutter named the Mosquito, which was entirely original in that she posessed a long hollow bow, and a short after body of great beam, and generally was in conformity with the lines advocated by Scott Russell. She was of 70 tons displacement, and built not of wood but of iron. However, so great was the existing blind prejudice that she was not popularly received.

‘But in the meantime the Americans had developed the schooner and improved on the pilots and fishermen until they were able to produce a schooner yacht. During the early ‘forties the yachtsmen of the United States had been engaged in racing both in sloop and schooner. In 1844 a memorable race took place between two American yachts, of which one was the 178 ton centreboard sloop Maria, which had a clipper bow, and the other was the schooner-rigged Coquette of 74 tons. The result was that the schooner won, for, thanks to the influence of the Gloucester fishermen and pilots, this type of vessel had been  brought very close to perfection considering the amount of knowledge then extant.

‘There was a man in New York of the name of George Steers, who had obtained a first-class reputation for the building of crack pilot schooners, and to him now came the commission to build a racing schooner yacht that was to cross the Atlantic on her own bottom and see what she could do in English waters against English craft… when we say that she was the famous America, after which the historic races for the America Cup have been named, the reader will not feel himself disinterested.’

More information about the history of the America’s Cup can be found in this discounted book from Amazon: The Story of The America’s Cup: 1851-2007.

Tags: america, americas cup, centreboard sloop Maria, cod's head, Fore and Aft Craft, George Steers, Gloucester fishermen Gloucester pilot, J Scott Russell, keble chatterton, mackerel tail, Mosquito, royal cup, Royal Thames Yacht Club, Royal Victoria Yacht Club, Royal Yacht Squadron, schooner Coquette, William IV

Jantje performing ferrying duties on the River Vechte and Lake Vechte – note the handy way Jantje’s tiller is lowered when passing under a low bridge

Jantje has been back to work raising money by helping to carry people to and from a local zoo after a freak summer storm raged through the Duchy of Bentheim causing severe damage and one death.

Regular correspondent Hans-Christian Rieck tells the story of how the tjalk got involved:

‘The zoo near Nordhorn was heavily hit, resulting damages valued at about €500.000. The Graf Ship Association, together with the local tourist board and the donors who enabled us to purchase Jantje, decided to organise a relief service for the zoo’s animals and staff.

‘Within a week we turned Jantje into a temporary passenger ship and even managed to obtain all the legal documents for this purpose from the district administration – this was necessary as the stretch of the  River Vechte that Jantje would need to follow to reach the zoo is normally prohibited for motor vessels.

‘So on Sunday the 15th of August a freight ship cruised the River Vechte upstream of Nordhorn for the first time since 1839.

‘At the end of the day, we collected about €2000 for the zoo – though I think we would have made more money if we had charged all the people who photographed Jantje from the banks of the river! Just €1 for each photo would have made the zoo rich!

‘Nevertheless it was a fine day and the popularity of Jantje increased further, with many people asking us to use her to provide a permanent ferry between the town and zoo. But, as the Graf Ship Association is a registered charity, it’s not possible.

‘By the way, plans to get her rig in working order are well on the way; we are in contact with our local sailing club to get a crew. Next year we will begin trials on Lake Vechte and maybe in 2012 we’ll have her sailing on Jantje’s traditional water, the Ijsselmeer.

‘Yours

‘Hans-Christian’

Thanks Hans-Christian! I trust your leg is improving after your break some weeks ago.

Tags: duchy of bentheim, dutch barge, Dutch tjalk, graf ship, hans-christian rieck, ijsselmeer, jantje, nordhorn, river vechte, sailing, storm, tjalk, zoo

King Charles II’s yacht Mary. Progress in the developments of yachts remained slow until after Waterloo

‘I’m still reading Keble Chatterton’s entertaining if possibly dodgy history Fore and Aft Craft, and I thought intheboatshed.net readers might be entertained by his account of yacht racing’s development during the 19th century. It comes, of course, from an early 20th century perspective.

‘Among the famous yachts of the ‘twenties must be mentioned the Pearl, the Arrow and the Alarm. These were all built as cutters. The Pearl was launched in 1820 at Wyvenhoe and was of 95 tonnes. The Arrow was 84 tonnes. She was altered and rebuilt many times since she first appeared in 1822. The Alarm, which came out in 1830, was only seven tons short of two hundred, and was one of the very largest cutters ever built. What a gybe must have been like round a mark-boat in a smart breeze we can well wonder. Her origin is not without interest, for she was designed from the lines of a celebrated smuggler that was captured off the Isle of Wight.

‘It was owing to the fact that no time allowance was granted that the development of size in yachts had gone on unchecked: otherwise such a monstrosity as the Alarm would not have appeared. Right away as far back as Charles II the English yachts had been ballasted with shot. It was suggested to Christopher Pett that stones should be used for this purpose, but he wisely declined to entertain such an idea on the ground that it took up too much room. In this respect, Pett was more ahead of his time than might appear, for the ocean-going ships had for centuries had a considerable amount of their valuable internal space taken up by gravel ballast, which left but little room for the ship’s stores.

‘In some of the early nineteenth century yachts gravel or stone blocks were still used, just as one still finds to this day in the case of some of the open fishing craft which go out from the shore to their lobster pots. After that, iron blocks were introduced, and finally a reversion to the idea of lead. Bags of shot were employed in the last century so that they could easily be moved up to windward at each tack. In 1846 lead pigs were used, and finally, ten years later, in spite of the frownings of pessimists, the lead, instead of being used as inside ballast was transferred to the keel outside.’

‘After the battle of Waterloo the sport of yachting and so the development of yacht architecture and everything connected with the yacht from ballast to running gear, received the advantage of an enthusiasm which had never previously been granted: and both immediately before and after the Crimean War this enthusiasm and interest had been increased tenfold. It was because there had been so little personal interest on the part of the owner, such scant encouragement given to the builder, such universal ignorance in regard to problems of naval design, such infrequent races for testing certain types of hull and rigs, that the progress since the introduction of the first Mary into our country had been slow.’

And then:

‘But now all this was changed. The Victorian sovreignty had brought about peace and contentment, and the effects of the great industrial revival of the previous century had already caused so much increased wealth to our countrymen that there was an unprecedented army of rich sportsmen from whose ranks to draw a large band of yachtsmen. Here then was the needful force of encouragement to builders. This was intensified by the formation of powerful yach clubs having for their object, as the preamble to almost every yacht and sailing club reads, “the improvement of yacht building and the encouragement of yacht sailing”, “giving the greatest latitude in the construction, rigging and sailing of vessels, consistent with their aptitude to yachting.’

To be continued…

Amazon has original hardback copies of an earlier edition of Keble Chatterton’s book, Fore And Aft, The Story Of The Fore & Aft Rig From The Earliest Times To The Present Day, and also scanned copies of Fore & Aft Craft and Their Story; another relevant book that looks particularly interesting in this connection is Lennarth Petersson’s book Rigging: Period Fore-And-Aft Craft, which describes the rigging of three 18th century vessels in detail – an American schooner, an English cutter and a three-masted French lugger, and includes some 200 diagrams.

Tags: Arrow and the Alarm. Christopher Pett, iron ballast, keble chatterton, King Charles II, lead ballast, lead keel, Mary, Pearl, racing, racing yacht, stone ballast, yacht, yacht clubs