Wooden Boat Plans Australia | An appeal for bow rollers

Wooden Boat Plans Australia

WHEN I WALK AROUND our local marina I can hardly believe how many boats lack anchor rollers. What were the manufacturers thinking? Thirty footers and bigger, without any proper means of retrieving the anchor and its rode. Did they imagine their boats would never ever anchor, from choice or necessity?

In my humble opinion, no boat over 20 feet in length should be allowed to leave the factory without a proper anchor roller at the bow.

Anyone who has ever tried to weigh anchor by hand in a boat without a bow roller knows how awkward and difficult it is. Consequently, you’ll notice that all sorts of after-market rollers get bolted on by boat owners seeking to ease the pain of retrieving the anchor. Some of them look far too flimsy for the job. Some stick out from behind the forestay at an odd angle. Others have to be bolted on top of a bed of teak to bring them to the correct level. And they’re not cheap, either. A reasonably sized one that will house the anchor costs in the region of $200 with shipping. And then you have all the fun of fitting it yourself.

I was lucky enough to own a boat that was designed from the beginning to have an anchor roller. It was part of a simple bronze fitting that incorporated the bow chainplate, a bow roller, and the stemhead fitting to which the forestay attached. I blessed its little heart every time I weighed anchor, which I was able to do sitting down on deck behind it and bracing my feet in the anchor well.

In the days of my youth I used to be able to raise that way a 35-pound CQR on an all-chain 5/16-inch rode in 90 feet of water. But when I later bought a 27-foot Cape Dory with a built-in roller, my anchor weighed only 25 pounds and there was only 30 feet of 1/4-inch chain; the rest was nylon line. So I had it a lot easier and I was very grateful.

I can only imagine that unscrupulous boat manufacturers deliberately omit a bow roller in an effort to keep the selling price down a few bucks. It’s a wicked practice, like selling a new car without a horn, or without a spare tire. If I were in charge of the boat-manufacturing industry I would make it a federal crime to sell a boat without an anchor roller. But since they’re never likely to elect me to that position, the situation is unlikely to change unless we all start complaining to our representatives in Congress.

Never mind Obamacare for the moment. Never mind Trump and Isis and Iran and North Korea. Forget all that for now. Surprise your elected U.S. representative. Ask him or her to sponsor legislation about bow rollers. You never know. It might be such a refreshing change from the same-old, same-old, that Washington DC could catch fire with enthusiasm for compulsory bow rollers. And if that means some boat manufacturers will end up behind bars, so be it. They deserve it.

Today’s Thought

The law is the last result of human wisdom acting upon human experience for the benefit of the public.

—Samuel Johnson, Miscellanies

Tailpiece

“Did you know old Joe survived mustard gas and pepper spray?”

“No. How’s he doing?”

“Oh he’s a seasoned veteran now.”

(Drop by every Monday, Wednesday, Friday for a new Mainly about Boats column.)

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Small Boat Plans And Kits | Dealing with heavy weather

Small Boat Plans And Kits

THE WAY OF A SHIP in the sea is not as great a mystery as the Bible makes it out to be. Most of us can understand that a boat left to its own resources in heavy seas will tend to adopt a position that’s roughly broadside on to the wind.

Most keelboats will settle that way, and be quite happy, when all sail is taken down. Often, there’s a tendency, especially with sloops, for the bow to drift downwind a bit, which causes the hull to gather way and forereach. You can counteract that by lashing the helm to leeward, so that every time she tries to go forward the rudder will point her up into the wind and stop her in her tracks.  This is known as lying ahull, and works fine until conditions get so bad that your boat is being lifted by large breaking waves and hurled bodily down to leeward.

Most of us can also understand that things would be better if the boat could be made to lie with the pointy end facing the oncoming waves. Then she’d be presenting a much smaller area to the force of breaking waves, and she’d be much more difficult to overturn.

The question is how do you keep her facing that way in heavy weather without the help of an engine?  If you can keep the bow still in the water, then of course she will lie downwind as if she were made fast to a post. The sea anchor, made fast at the bow, is designed to do that, to act as a post, although it’s a post that actually moves very slowly through the water. But while it works well for boats with even, shallow draft, the sea anchor won’t keep a normal keel boat pointed into the waves, no matter whether it’s a fin keeler or a full keeler.

The Pardeys, a well known and very experienced cruising couple, claim to have kept their 29-footer pointing more or less into the waves by setting a sea anchor from a bridle, with one end of the bridle attached to the bow and the other to the stern. By taking up slack on one end of the bridle or the other, you can  of course alter the way the boat lies.

I’ve never tried this, but I have serious doubts whether normal people could manage this trick. For a start, I can’t imagine how I would be able to drag a sea anchor with its mass of small lines and its 25- to 30-foot spread of parachute material across the deck and over the side to windward in a heavy gale.

So I have never tried to lie bow-on to the waves in heavy weather. My method, in a full-keeler, is simply to lie ahull with the tiller lashed to leeward, until things get too dicey, and then to run off downwind under a storm job or bare poles. You need lots of sea room to do that, of course. A fin keeler is best kept moving at all times, but this needs a fit crew.

Some boats will lie about 45 to 60 degrees off the wind with the help of a special storm mainsail. It’s cut so that a lot of its area is aft of the boat’s underwater pivot point, the center of lateral resistance, so that it tries to point her up into the waves all the time.  But most boats these days don’t come equipped with a storm main, and few of us realize that using a third reef in the working mainsail instead doesn’t cut it, because that actually moves the sail’s center of effort farther forward, instead of aft where you want it.

 Anyway, the only real way to sort out this problem is to go out in bad weather and experiment with your own boat. The best way would be to persuade some experienced sailor with a sister ship to take you offshore, hunting for a storm, and watch what he or she does to cope with heavy weather. But I’d say your chances of pulling that off are rather slim.

Today’s Thought
Everybody talks about the weather, but nobody does anything about it.

— Charles Dudley Warner, Editorial, the Hartford Courant, c. 1890

Tailpiece

Overhead at a Boy Scout meeting:

“Did you ever have one of those days when you felt just a little untrustworthy, disloyal, unhelpful, discourteous, cowardly, and antagonistic toward those wretched old women who always wait for suckers to help them across the goddam road?”

(Drop by every Monday, Wednesday, Friday for a new Mainly about Boats column.)

 

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Wood Boat Plans And Kits | Why horror is sometimes rife

Wood Boat Plans And Kits

IT OCCURS TO ME now and then that I’ve written and repeated just about everything I know about boats and the sea, and that my readers must be getting just a tad bored with it all. But then I remember that new generations keep coming along, generations that have to learn all the same old things all over again, because humans don’t seem to be able to pass on the seeds of experience to the fruit of their loins.

So I console myself by catering to the newbies, the neophytes who are anxious to learn how not to kill themselves at sea, the ones who have not yet been bored by my ravings. And interesting things happen at sea, believe me.

So, in this vein of dispensing help for the unwitting, I ask: Do you know why boats so often broach, roll broadside on, and capsize when they’re running before the wind in large waves? It’s because when a wave breaks under your stern you have practically no steering power to keep her running straight. The rudder is suspended in foam, not water, and it can’t do its job. If you’ve ever been dumped by a big breaker while body surfing you’ll know the awful feeling of not being able to float high enough to get your head above water.

And if your boat heels to 45 degrees, you don’t have much steering ability, in any case. Think about it. The rudder is trying to lift the stern toward the sky as much as it is trying to turn the stern sideways. And, of course, if you do a 90-degree capsize you can’t steer at all. If the rudder isn’t totally out of the water, as it would be on a tubby light-displacement boat, it will be horizontal and unable to turn the stern either way.

Stability at sea is always a fascinating subject for sailors, whether they actually get away from the sight of land or not, and one of the very basic facts about boats is that stability comes as a cube of the length, other things being more or less equal. This means that a 30-footer is 72 percent more stable than a 25-footer, which explains why a 30-footer can stand up to its canvas so much better. It also explains why a 30-footer costs so much more than a 25-footer. But that’s another subject for neophytes to learn about. Some other day, perhaps. Class dismissed.

Today’s Thought

It hath been an opinion that the French are wiser than they seem, and the Spaniards seem wiser than they are; but howsoever it be between nations, certainly it is so between man and man.

—Bacon, Essays

Tailpiece

Golfer: “You must be the worst caddie in the world.”

Caddie: “Oh come now — that would be far too much of a coincidence.”

(Drop by every Monday, Wednesday, Friday for a new Mainly about Boats column.)

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Boat Building Plans And Kits | How can they be seaworthy

Boat Building Plans And Kits

SOME YEARS AGO I helped construct a seaworthiness quiz for Small Craft Advisor magazine. The quiz was designed to give the owners of small sailboats a reasonable idea of how seaworthy various designs might be. And, perhaps more importantly, it demonstrated for them the desirable qualities that add up to seaworthiness in very small craft.

But now and then someone comes along and says: "What were you thinking? How can such small boats be seaworthy?" Well, they say that a little knowledge is a dangerous thing, and that’s what most of these someones are equipped with.

It’s quite obvious that dinghies and their ilk can’t meet all the qualities necessary to claim seaworthiness for larger vessels, ones that can accommodate people in the shelter of a cabin. But sailing dinghies can indeed provide two of the most important qualities: to stay afloat and to keep their crews alive.

If those someones had done their homework, they’d know that tiny open boats have made remarkable ocean voyages that demonstrate their seaworthiness. I could mention Captain Bligh, for a start, and Webb Chiles, who singlehandedly sailed his open, 17-foot, Drascombe Lugger, Chidiock Tichborne, almost all of the way around the world. And then there was Frank Dye, who sailed his 16-foot Wayfarer dinghy hundreds of miles across the North Sea from Scotland to Iceland, and to Norway.

These sailors provided an element of seaworthiness that their small craft lacked, of course. They were all expert seamen. In fact, when faced with storms at sea, Dye, in his unballasted, centerboard dinghy, would lower the mast, set a sea anchor so that the boat faced into the oncoming seas, and then lie down on the floorboards and go to sleep. “There’s nothing much else to do,” he said. Except pray, perhaps.

In coastal cruising, much of the seaworthiness of a dinghy like the Wayfarer lies in its ability to run for shelter close inshore, to maneuver closely among rocks, and to land on a beach and be pulled up out of harm on inflatable rollers. Larger, less nimble yachts with deep keels would not dare close a shore like that in heavy weather; their only recourse then is to seek deep water offshore, where their seaworthiness will be well tested.

In at least one way, the smaller the sailing dinghy, the more seaworthy it is. That is when the worst happens and the boat capsizes. The smaller the boat, the easier it is for the crew to right her.

The well-found camp-cruising dinghy cannot sink — she has built-in buoyancy. With a sealed mast and boom for flotation, she cannot turn completely turtle, and so the crew can stand on the centerboard to right her. She will also have self-bailers that will draw all the water from the cockpit once she comes upright again and gains way.

So there’s no doubt in my mind that small boats can be seaworthy. They can’t provide the shelter and comfort of a larger vessel, admittedly, but their closeness to the water provides delicate insights and thrills unknown to those lofty someones who batter their way through the seas in their seaborne chariots, carefully insulated from both the sea’s danger and its intimate delights.

Today’s Thought

There are many advantages in sea-voyaging, but security is not one of them.— Sadi (Emerson, English Traits: The Voyage)

Tailpiece

“That’s a funny-looking dog you’ve got there.”

“What? I’ll have you know I paid $1,000 for this dog. He’s part terrier and part bull.”

“Which part is bull?”

“The part about the $1,000.”

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