CHAPTER X

FITTING OUT A FIFTY-TONNER TO GO FOREIGN

BY E. F. KNIGHT

There is no reason why ocean cruising should be confined to those who are fortunate enough to possess big steam yachts, or schooners of considerable tonnage. A good 50-tonner, or even a smaller craft, is probably as safe under any circumstances as the larger vessel; she can go where the latter cannot, and in many ways gives her owner better sport.

When a man really fond of the sea--and he must be so to undertake the task--sets to work to fit out a 50-tonner for a lengthy voyage, to the South Atlantic for example, his method must necessarily be somewhat different from that of the owner of the large yacht. He has to rely a good deal on his own wits, for much of the work of preparation is quite out of the line of his shipwright and of the ordinary nautical tradesmen with whom he has to deal. He is not likely to employ one of the regular ocean-going skippers, who would of course know exactly what was required, and the yachtsman making ready for his first expedition of this nature is sure to do some things wrong; but he will gradually pick up many wrinkles to help him on another occasion.

Such a voyage must to a great extent be an amateur business, by which I mean one to be undertaken only by a pleasure sailor of experience, accompanied by friends of like tastes; for I can imagine nothing so remote from an amusement as for a novice to sail away on a vessel of this size with a purely professional skipper and crew on whom he has to implicitly rely. He is completely at the mercy of his servants; hands who are well enough when carrying their employer about in home waters and on short foreign cruises are apt, unless they are exceptional men indeed, to take advantage of his ignorance and helplessness in many ways when the vessel is thousands of miles from home and on coasts where--and they are thoroughly well aware of this--he cannot discharge them, since it would be impossible satisfactorily to replace them. To travel in such a fashion would be productive of so much annoyance and anxiety as to sicken one for ever of the sea. With a larger vessel it is of course a different matter; a first-class skipper is engaged, the crew is carefully picked, all is properly ordered, and a discipline not altogether feasible on the small craft is maintained; and yet I have heard it whispered that discord and trouble are not always absent even from the big vessel on a lengthened cruise.

There is no man I would rather have at sea with me than the honest British yachting tar of the right sort; but it is difficult to get him to ship for a long voyage on a small craft, and as a rule one has to put up with an inferior article. The owner of our roaming 50-tonner therefore, if he wish to enjoy any comfort and have an easy mind, must know sufficient to be entirely independent of his crew; and if he is not his own skipper--which he ought to be--he should at any rate be entered on the ship's papers as captain, and every man on board should sign articles under him. Should the skipper choose to leave the vessel, the owner must be capable of taking his place. The men must be made to understand that their employer can do without them; that, in case of their attempting any nonsense, he is quite prepared to put all hands on shore and ship a crew of any sort of foreigners in any port if necessary; if he cannot do this, he had far better stay on shore, or only cruise in home waters. But when once the owner has attained this absolute independence, he will find there is no more fascinating pursuit than that of navigating his little vessel across the seas from country to country, to whatsoever corner of the world he may fancy to betake himself.

It is important that our cruiser should be so rigged and fitted out generally as to be capable of being handled by as small a crew as possible. Every trick of tackle, purchase, and what not that can economise labour should be taken advantage of, and it is astonishing how few men can then work a vessel. One does not do everything in recognised yachting fashion when making ocean runs; there is comparatively little work to do, and the large crew that is required on the Channel cruise is not necessary on the long voyage. For several good reasons the owner should keep his crew as small as is compatible with the safety of the vessel. Crowding is thus avoided, a matter of moment when one is sailing the tropical seas; for there the confinement of several men on a small yacht is unhealthy for them, despite all arrangements that may be made for their comfort. When the mouths are few, it will be easier to carry a sufficiency of supplies, and the question of water, more especially, will not be so difficult to deal with; it will moreover be a much less troublesome business to get one's complement of men made up in a foreign port in the event of desertion or dismissal.

It must be remembered that the owner is very likely to have a few disturbances and to get rid of some of his men in the course of such a cruise. It would be strange if it were otherwise. It is a monotonous life for the hands cooped up in the small vessel. If they have no other reason for becoming discontented, they will do so merely because they have too much to eat and too little to do; there will be dissensions; each man will reveal what bad qualities he may possess; there may be that fearful thing a sea lawyer on board, but he should not be permitted to stay long. This period of trouble, however, will probably be only of short duration--else such a cruise would be a purgatory; the worthless are weeded out, others are shipped; and it is a man's own fault if he has not soon gathered around him a compact if miscellaneous crew, willing, cheery, ready to go anywhere he may choose to take them.

It is my opinion that there should not be a single yacht sailor on board the foreign-cruising 50-tonner. It is difficult, as I have said, to get the right ones, and it will be bad for the owner if he fall in with the wrong ones--men who have been spoilt by foolish employers, for instance; a numerous class, I fear. We all know them. Smart-looking fellows enough may-be, but shirkers of honest work, they prefer to ship on show yachts belonging to owners who like to exhibit themselves and their vessels in the fashionable yachting ports each season, but who are not sailors in any sense of the word, and have no real love of the sport, following it only for the swagger of the thing. Men who have served such owners would prove a great nuisance on an ocean cruise, and would not be likely to go far. I have heard such hands grumbling on a friend's yacht because they were to pass one night at sea instead of in some port where they happened to have friends. They look to frequent tips from the 'governor's' visitors, and to other less legitimate perquisites; these they cannot get in mid-Atlantic, so it is not the place for them.

Hands from fishing-boats, sailing barges, and small coasters are the best men for the foreign cruiser of small tonnage. Among these one is not likely to come across spoilt and pampered mariners, and they are accustomed to roughing it, and to the shifts of short-handed craft. But were I undertaking a lengthened tropical voyage, I think I should ship my English crew simply for the run over to my first West Indian or South American port, and there engage a negro crew. These blacks are excellent fore-and-aft sailors, easy to manage, and always happy and ready for any amount of hard work if kindly but firmly treated; while they are, of course, far better fitted than white men to withstand the debilitating influence of sultry climates, an influence which, as everyone knows, has caused the ruin of many a good British sailor, driving hitherto sober men to injure their health by excess whenever they get shore leave.

And now for our vessel, of what sort should she be? She must, of course, be of fair beam. We are beginning to believe in beam again, and are returning to the wisdom of our ancestors, recognising the fact that beam is not incompatible with speed, whilst it is indispensable for comfort both on deck and below on an ocean cruise. I remember, when we sailed away in the 'Falcon' to South America twelve years ago, yachting men shook their heads at our beam; I was assured that I should never get more than six knots an hour out of such a tubby craft, more especially as she was snugly sparred and could fly so little canvas. She had a length of 42 feet to a beam of 13 feet. As it turned out, we often got nine knots out of her, and made one voyage of 2,000 nautical miles in ten days, the current, it must be said, being favourable to us on this occasion. But the proportionate beaminess of the 'Falcon' is not necessary for the bigger craft, and the beam of our 50-tonner should be about a quarter of her length.

When choosing my vessel I should prefer, for other reasons than economy, to buy an old one that had been well cared for to building or purchasing a new one. Tropical climates soon develop defects in wood, and though it may be impossible to detect any flaws or signs of early decay in a new vessel, the timber of which she is constructed may have been put in sappy, and she may be ready to break out into dry rot on the slightest provocation. Tough old human beings who have weathered the ailments of youth are not likely to fall into consumption, and so it is with the ship. If she has knocked about for years and shown no symptoms of decay, then she has proved herself to have been put together of the right stuff, and she will remain sound in her good old age.

If one came across some old teak vessel, such as my 'Alerte' was, a quarter of a century old, constructed by a good builder in the strong, honest fashion of those days, not put together in a hurry, but leisurely; with not a plank in her that was not well seasoned and selected, and that had not been lying in the builder's loft for a year before it was used, and with timbers and deadwood stouter than are employed now, and if, after careful examination, she proved from stem to stern, from deck to keel, as sound as when she was put on the stocks, even in those treacherous and usually ill-ventilated corners inside the counter, then that vessel is the one to be possessed of by the man who would go foreign; for she can be more safely trusted than many a brand-new craft, scamped, pleasing to the eye, but of unsound constitution, like some fair pulmonary with the germs of disease latent in her bones. The 'Alerte' was a vessel of this good old sort--I say was, for after I had left her, this yawl, which properly cared for would have completed her century of cruising, was lost by a piece of wicked negligence off the West Indian island of Trinidad, and is now lying at the bottom in one hundred fathoms of water.

A yawl is the favourite rig for the cruising 50-tonner; personally, I should prefer a ketch, the easiest vessel afloat to handle. A 50-ton ketch requires a very small crew indeed; a couple of men on deck can tackle any job that turns up. But a yawl is nearly as handy as the ketch. Two of us used to knock about for days at a time on the 'Alerte' in the South Atlantic, and she was a 56-ton yawl, with somewhat heavy spars. We never had any difficulty with her; but when we were short-handed, we used to employ 'un-yachty' methods. We could only hoist our mainsail by using our mast-winch, which we also employed for hauling out the reefing tackle when shortening sail. There are many little dodges that soon occur to a sailor, and I have no doubt that if one man who knew what he was about were left alone in mid ocean on such a vessel, he would have little difficulty in taking her into port.

There should, of course, be a good supply of sails on board, not omitting a stout storm trysail and a handy spinnaker. The latter should have a boom short enough to pass under the forestay when topped up, so that it has not to be unshipped for a gybe. Such a spinnaker will be more effective than a big one on an ocean cruise. It can be carried when the wind is strong and the sea high--an important matter; for how often one has seen a fore-and-after, that has been rolling gunwales under when running under mainsail and head-sail alone, skim along steadily with dry decks as soon as the little spinnaker is put on her to balance the other canvas? When we left England with the 'Alerte,' we had with us her racing spinnaker only. We soon discovered we had made a mistake. Short-handed as we were, we often refrained from using it when it would have been of service; for the unshipping of its mighty boom was a heavy bit of work. Then we had a small boom made, and used the balloon-foresail as the working spinnaker. One man could handle this, and it was seldom allowed to lie idle when the breeze was aft.

It is better thus to provide oneself with a sail that can serve both as balloon-foresail and spinnaker, according to how the wind may be, than to encumber oneself with a large square-sail, such as yachts were wont to carry, and such as one still sees on revenue cutters.[17] But there is a square-sail of another sort that should be found in the sail-locker of every little foreign cruiser; this is the small stout storm square-sail, a sail which would be seldom used, it is true, but which, on certain occasions, would prove of inestimable advantage.

[Footnote 17: The 'Navahoe,' before returning to America, ordered a square-sail from Tilley, of Southampton.]

With the 'Falcon' we once ran on before a favourable gale till the gale became a hurricane--a River Plate pampero--and then the sea was dangerously high, so that we were unable to do what should have been done hours before; that is, bring her up into the wind and heave to. Not daring to attempt this now, we had to make the best of the position, and run on under trysail and storm jib. The steering was a most difficult and anxious matter; there was considerable danger of broaching to, and our lives depended upon the watchful skill of the helmsman. The trysail had no boom, and was ever violently gybing, while so low was the body of the sail that it lost the wind when we were in the trough of those great seas. Now that was the very time when we needed the little storm square-sail. Under that snug bit of canvas the vessel would have steered with far greater ease and safety; there would have been no risk of a gybe; the tendency to broach to would have been much lessened, and a topsail of this sort, moreover, is, like a jib, a lifting sail, and helps to keep a vessel afloat. Hoisted well up, as it should be, right under the forestay, it is high enough to catch the wind between the seas.

If the owner does not carry a storm square-sail, he should have a boom to his trysail.

When the yachtsman, having purchased his 50-tonner, begins to fit her out for the ocean cruise, he is certain to discover that he will have to make considerable alterations in the arrangement of her ballast. The vessel that hitherto has been cruising in home waters only is sure to have a great deal more ballast in her than is necessary or advisable for his purpose. In the first place, when on a long voyage, he is not going to crack on as if he were racing for a cup. He will most probably have reduced his vessel's spars before starting, and has no ambition, when he is on the ocean for weeks at a stretch, to carry the huge spread of canvas under which his craft was wont to stagger in the Solent.

The ocean rover, who loves blue water for its own sake, is a quiet plodding sort of person, in no extreme hurry to reach his port. He wishes to be as comfortable and free from anxiety as possible, and, like the master of an East Indiaman of the olden time, is more likely than not to make things snug each sunset and take in his kites--the big topsail for example--as he does not approve of the watch below having to be summoned on deck at each squall.

So our foreign cruiser, snugly sparred and moderately canvased, need not be nearly so stiff as when she used to fly up and down the Channel, straining and quivering as if acutely jealous lest any other craft should outstrip her; and she can now be relieved of a considerable portion of her ballast. It is of such importance that the 50-tonner should be light and buoyant, so that she may leap over the Atlantic storm waves and not plunge into their curling crests, that I think the less ballast one can do with the better. I lay stress on this, because I know that the usual wiseacres and others, who frequent the shipwright's yard to proffer all manner of advice to the yachtsman while he is preparing for his voyage, will shake their heads if he speaks of lightening his craft to the extent I should advocate, and warn him that a perilous crankiness will be the result. There is, of course, a limit to this lightening process which must not be overstepped; but that limit--at any rate so far as my practice is concerned--does not, as a rule, find favour in the eyes of the forementioned advisers.

If the vessel be ballasted with lead when she comes into one's possession, the weight can be reduced to the exact amount that is required by selling a sufficient quantity of the lead and substituting the same bulk of iron, the specific gravity of one metal to the other being roughly as 11 to 7. A spare chain, spare anchors, and any iron implements not liable to be damaged by damp, can with advantage be employed as ballast in this way, but must, of course, be stowed so that they can be got at without difficulty. Whilst adjusting the ballast it is necessary to remember that, unlike the coasting yacht, the ocean cruiser will have to be laden with a considerable quantity of water and other stores--probably some six tons weight of these.

The question of what boats should be carried on the ocean-going 50-tonner is one to be considered carefully. The ordinary yacht's gig, that does very well to land passengers in Channel ports, is not adapted for our purpose; she would be cumbersome, occupying too much room on deck, and, most probably, would not be a sufficiently good sea-boat. A shorter dinghy of lifeboat shape, with plenty of sheer and a pointed stern, will be found much more serviceable, especially if one has to effect a landing on small oceanic islands or at other exposed spots where access is rendered difficult by heavy surf. The boat should be beamy and rather shallow; for if she is too deep she is likely, while lying on deck, to get very much in the way of the main boom, which will have to be topped up to an awkward height to clear her; or, worse still, she may even make it impossible for the main boom to be swung sufficiently forward when the vessel is running before the wind--a terrible nuisance on which it is unnecessary to dilate. I believe one of the principal reasons why the revenue cutters carry their large square-sails is that they could not otherwise get any speed out of them before a fair wind, to such an extent do their boats cramp the boom and prevent the easing off of the mainsheet.

In my opinion one cannot do better than carry a medium-sized Berthon collapsible in addition to one's big dinghy. A Berthon occupies very little room, and is so easily dropped into the water and hoisted on board again that she is sure to be used on many occasions when one would not take the trouble to put the heavier boat out. I was once shipmate with a delightful Berthon which had an iron centreboard and a balance lugsail. We gave her plenty of work in every port, creek, or river we entered; for she sailed admirably, and was one of the handiest little craft possible. She contributed a great deal to our enjoyment of the cruise.

A few remarks on that most important subject, the commissariat, may not be amiss. When fitting an ocean-going 50-tonner for the first time, one asks oneself with considerable misgiving how it will be possible to find room for all the necessary stores. I remember coming down to the 'Falcon' one morning, when we were getting her ready for her South Atlantic voyage, to find the quay, alongside which she lay, covered with barrels, sacks, cases, &c., the provisions for five men for nine months, which I had ordered from London. I stood aghast before this mighty mass, the bulk of which appeared to exceed by far the capacity of my vessel's hold; but it is wonderful what an amount of stowage room there is in the lockers and corners of a beamy vessel; however much is put into her, there seems to be place for more. I was much relieved in my mind to get my tons of stores snugly stowed out of sight, and all below the water-line too, so serving as good ballast. On the 'Alerte' we found no difficulty in carrying nearly a year's supply of provisions for thirteen hands.

As for water, extra tanks will have to be fitted up in all convenient places. On the 'Alerte' we had a gallon tank under the saloon table, while the cabin fireplace was removed and a large tank was built into the space thus gained. We carried 600 gallons in all, which ought to suffice for the longest run one is likely to make, allowing for calms in the doldrums and unforeseen delays. All the drinking water should be in tanks below. To carry any weight of water in casks on deck is a mistake for various reasons; but of course it is well to have some breakers on deck to hold any rain-water that may be caught on the voyage.

It is my firm opinion that one should carry plenty of good salt meat when bound on a long cruise, and rely as little as possible on tinned provisions. The temperature is very high on small vessels in the tropics, and this does undoubtedly in time set up some sort of chemical change in tinned meat--a change which, though it may not be perceptible to the senses, can be productive of much ill health. The salt meat should be of the right sort too. It is not advisable to go, as I myself once did, to even the best of butchers in a seaport town and have fresh meat salted down. This is excellent at first, but it will not keep long on the small vessel. It is far better to procure the older, much-travelled, well-tested salt meat, less tasty though it be. The good firms of purveyors empty the cask, examine each piece of beef, and repickle it, before sending it on board; such beef will keep through the longest voyage and in any climate.

It is certain that no sort of food will remain sweet and wholesome so long on a small as on a big craft. It is amongst other things essential to have the supply of biscuit divided into a number of hermetically sealed tins. The best made bread locker will not prevent maggots, weevils, and other loathsome insects from swarming among the biscuit as soon as the 50-tonner reaches the tropics, and the better the quality of the biscuit the more rapid and complete will be the spoiling of it. It must not be forgotten that tinned ship's bread can only be procured in England, so a sufficient supply must be laid in before one sails.

This brings me to another point. It is not only advisable to take from England all the biscuit wanted, but also, if possible, all the tinned meats and suchlike stores. If more be needed in the course of the voyage, it should be sent out from England and transshipped. In the ports of the West Indies, of the Indian Ocean, or indeed on any tropical coast, though one may come across honest ship-chandlers--I have frequently been lucky enough to do so myself--it will be found that, even with them, prices are apt to be exorbitant; while their goods are often of inferior quality, or, when of good brands, old and damaged. With the dishonest ship-chandlers, who are not rare, one is likely to have still worse experiences. Were I again to fit out a yacht for a lengthy cruise, I should take everything of this sort with me, or make arrangements with a good English firm to send me out relays of supplies to certain places at which it was my intention to call. I should only rely on the ports for fresh meat, vegetables, fruit and suchlike perishable commodities.

Neither should one go to the ship-chandler of the foreign harbour for rope, blocks, canvas, or boatswain's necessaries of any description. Provision should be carefully made against running short of these; plenty and to spare should be taken from home.

On an English 50-ton yacht it is usual to carry on all the cooking in the forecastle; but when the vessel is on tropical seas it is very uncomfortable for the hands forward to have a fire burning for the greater part of the day in their close quarters. On the 'Alerte' the fire was only lit once a day in order to cook the dinner, a large spirit stove being employed for the preparation of breakfast and tea, to boil water, and so forth. A good spirit stove is indispensable on our 50-tonner. On the 'Falcon' we used even to cook our dinner with one. Spirits-of-wine is among the few things that can always be got of satisfactory quality and at moderate cost in every foreign port. I have never found difficulty in procuring this in any part of the world, and as a rule considerably cheaper than methylated spirits in England.

I have always preferred a spirit to a paraffin stove. I have never come across a sea cook yet who could deal satisfactorily with the latter. The lampblack is apt to make a terrible mess of the pots and pans and everything else, including the sea cook. I know that, if the lamp is properly trimmed and the stove is carefully looked after, this should not happen. But somehow or other it generally does happen; consequently paraffin is not suitable fuel for the sea-going stove, and the cleanly alcohol, though a little more expensive, is far better for the purpose.

On plenty of smart West Indian and other foreign sloops and schooners of about the size of our 50-tonners, it is customary to do all the cooking on deck; and I do not see why this method should not be adopted on our small ocean-going yacht when she is at sea in fine weather or lying at anchor. A tiny temporary galley or fireplace--very 'un-yachty,' it must be confessed--might be fitted up on deck forward, and if the cook be a West Indian negro of the right sort, he will probably be found as clever as an Indian 'bobbachee' on the march at turning out a capital meal without the aid of cumbersome stove or oven--and that, too, without making any mess whatever, so that the skipper need feel no anxiety for his spotless deck and sails.

[Illustration: The Drogue, off the Kullen Head.]

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