THE FLYING PROA.
William Alden
HARPER'S NEW MONTHLY MAGAZINE
1877 [I think].
STRICTLY speaking, a sailboat is a craft propelled
by any sort or number of sails. Usually, however, the
term sailboat is restricted to an open pleasure boat,
carrying a single sail, and rigged after the fashion
called, for some inscrutable reason, the cat rig. When
a pleasure boat is large enough to have a cabin, or
carries a jib and mainsail, she is usually honored
with the name of yacht, and is thus promoted above the
rank of sailboat.
The catboat is the typical sailboat of American
waters, for the cat rig is scarcely known in Europe.
In length it ranges all the way from twelve to forty
feet, but the great majority of catboats are over
fifteen and under twenty-five feet long. The catboat
swarms all over our harbors, rivers, and small lakes,
and annually drowns a frightful aggregate of men,
women, and boys. Fortunately we have neither tigers
nor deadly snakes along the banks of the Hudson, the
Sound, or the New Jersey and Long Island bays; but the
ravages of the New York, New Jersey, and Connecticut
cat boats make quite a respectable appearance even in
comparison with the terrible statistics of snake bites
and tiger dinners in India. The best variety of
catboat is a shallow, saucer-like boat, drawing not
more than a foot or eighteen inches of water when the
centerboard is up, and decked over for about a third
or a half of the distance from bow to stern. The
single mast is stepped close to the stem, and the sail
is stretched by means of a long boom and a shorter
gaff. It can be easily handled by one person, and its
management can be readily learned. In the estimation
of persons familiar with boating, who do not desire to
die early, the catboat has three serious faults -- a
liability to capsize, to be swamped, and to sink when
a sufficiently large hole is made in her. The last
fault she possesses in common with all other civilized
vessels, but to the first two she is peculiarly
prone.
Catboat
When a catboat is sailing with the wind abeam, or
forward of the beam, and is managed by a competent and
careful man, she is as safe as any other small sailing
vessel. Such a man will see the approach of a fresh
gust of wind before it reaches him, and will be
prepared to meet it. He will have his peak halyards
led aft to a cleat within his reach as he stands at
the helm, and he will thus be able to instantly slack
away the peak if the gust is a violent one. If this is
not necessary, he will luff the boat just before the
gust strikes the sail, and thus, by causing the sail
to present a smaller angle to the direction of the
wind, will diminish the effect of the latter upon the
boat. In no circumstances will he commit the error of
letting go the sheet. This is the favorite maneuver of
the man who sails a catboat by the light of nature. He
thereby incurs the risk that the end of the boom will
be driven under the water, and will act as a lever to
force the boat's head off from the wind, and so enable
a capsize to be easily and surely achieved. The
cardinal principle of catboat sailing is to "luff her
up when it breezes" but it is constantly ignored by
hundreds of men who regard themselves as fully
competent to manage a boat.
It follows that safety from capsizing in a catboat
sailing on the wind may be assured by care and
intelligence. The difficulty is that not one in a
hundred of those who undertake to manage catboats
possesses both these qualities. Often the man who
knows precisely what he ought to do neglects to do
it.
He lets a squall creep down upon him unseen while
he is talking with a fair passenger, and jams his helm
down when it is too late. He neglects to have his peak
halyards within his reach, or coiled down so that the
rope will run smoothly through the blocks. Thus, when
the moment comes to let go the peak, either he can not
reach the halyards without letting go the helm, or the
tangled rope refuses to do its duty. Carelessness
probably leads to as many capsizes as incompetency,
and even the thoroughly accomplished and experienced
sailor is often too self-confident to be careful.
When running before the wind, the utmost care will
sometimes be unavailing to prevent an open catboat
from swamping as she wallows in a heavy sea. The chief
danger, however, to which a sailboat with a free wind
is exposed is that of unexpected jibing. Either the
wind suddenly veers a little, or the helmsman steers
wildly, and the wind takes the sail aback. Instantly
the boom flies to the other side of the boat, and is
brought up by the sheet with a shock that either parts
the rope, breaks the boom, or capsizes the boat.
Ordinarily jibing can be prevented by careful
management, but occasionally a sudden shifting of the
wind will lead to an equally sudden jibing, in spite
of the most careful helmsman.
Feejee Double Canoe
There is one source of danger to which a catboat
when running dead before a fresh breeze must
necessarily be exposed. It is that of rolling the end
of the boom under. A sloop, if the necessity occurs,
can scud under her jib alone; but the catboat, having
but one sail, must keep that set in all circumstances
in which a sail is needed. Now when the boom is at
right angles to the line of the keel, as it is when
the win(I is directly astern, the rolling of the boat
is very apt to dip the boom into the water. When it is
dipped to a certain depth, a capsize becomes
inevitable. No seamanship can do away with this
danger. It springs from the inherent viciousness of
the cat rig, and no care or foresight can provide
against it. Occasionally the boom, instead of rolling
under, "kicks up," as the phrase runs, and is wrapped
close to the mast by the sail. The boatman, if he is a
sailor, can usually extricate himself from a
difficulty of this kind by one or another expedient;
but if he is merely an awkward amateur, as is usually
the case, he abandons himself to despair, and gloomily
wonders where his body will be found, and whether it
will be swollen to an unrecognizable extent.
In addition to these methods of drowning its
passengers, the catboat, like all other vessels
provided with low-swinging booms, contrives to
annually knock a large quantity of people overboard.
Not very long ago the Rev. Mr. S , residing near a bay
on the Connecticut coast eligible for sailing
purposes, rashly took his own and a few assorted
children belonging to his parishioners out sailing in
his newly purchased catboat. A pleasant breeze,
scarcely strong enough to be called "fresh," was
blowing, and the good clergyman, confident that there
was no possible danger, went on explaining the
probable rig of the Ark, until the boat suddenly
jibed. The boom and the sheet were both new, and the
wind was not strong enough to carry any thing away or
to capsize the boat. The children's heads happened,
however, to be in the path of the swinging boom, and
it reaped the astonished small boys at a breath, and
the girls who sat between, like a blunt but determined
sickle. Most of them were successfully picked up; but
two small boys were missing when the boat reached the
land, and their parents, who seemed to attach a good
deal of value to them, never quite overlooked the
clergyman's conduct, and at the next donation party
expressed their feelings in dried beans in a painfully
unmistakable way. Usually persons who are knocked
overboard by a boom, and know how to swim, are picked
up again in a damp but living condition. When,
however, the boom hits a skull hard enough to fracture
it' the victim rarely takes sufficient interest in
worldly affairs to try to keep himself afloat.
The catboat is, then, always dangerous when in
careless or incompetent hands, and sometimes
unavoidably dangerous when managed by the best of
sailors. It is, however, the best and safest sailboat
which civilized boatbuilders have produced, and we can
not expect any thing safer from them. If a boatbuilder
is asked to construct a boat which shall be not only
fast, but absolutely safe in all contingencies, which
can neither capsize, swamp, nor sink, no matter if she
strikes on the sharpest rocks in Hell Gate, he will
frankly confess that he can not do it. Nevertheless,
such a boat can be built, and with it two cool-headed
girls can outsail the Sappho or the Columbia without
risking any danger more serious than that of an
occasional sprinkling of spray.
The hollow log and the solid log are the germs from
which two widely distinct types of vessels have been
developed -- those in which, and those on which, the
crew is carried. We have developed the hollow log
through all the various stages that separate the canoe
and the Cunarder, but have abandoned the solid log
after having converted it into the cumbrous lumber
raft. The Southsea Islanders, on the other hand, have
developed the solid-log idea until the result is seen
in their double war canoes -- vessels that, although
wonderfully swift and safe, are virtually nothing more
than two parallel logs joined together with a
platform, on which a mast is planted. The Feejee
double canoe is not, however, the consummate flower of
barbarian boatbuilding genius. It has been surpassed
by the flying proa of the Ladrone Islands -- a craft
that combines to some extent both the hollow and the
solid log ideas, and which merits a brief description
here.
The hull of the flying proa exhibits on one side
the graceful lines of a well-modeled boat, but on the
other side it is perfectly flat. Were an ordinary
sailboat to be cut in two along the keel, and each
half to be boarded up perpendicularly, either would
present a rude idea of the model of the proa. Each end
of the proa is precisely alike, and as the mast is
placed exactly in the middle, the craft will sail
equally well with either end first. Across the deck
run stout bamboo poles, which project beyond the
rounded side of the proa, and are fastened at their
extremities to a log of wood placed parallel with the
boat, and fashioned so as to offer the slightest
practicable resistance to the water. The weight of
this log or outrigger acts as a counterpoise to the
force of the wind, since, by the peculiar manner in
which the proa is sailed, the log is always on the
windward side. Thus, although the proa is excessively
long and narrow, it can never capsize, the outrigger
answering the same purpose in this respect which the
Feejeean accomplishes by using a double canoe.
The mast, although placed exactly halfway between
the ends of the boat, stands in the bilge close to the
gunwale, where it is fastened to the middle beam of
the outrigger. The sail is a lateen, triangular in
shape, but much wider at the foot and less lofty in
proportion than are most lateen sails. It does not
seem large in comparison with the length of the proa,
but in view of the extreme narrowness of the hull, and
its want of stability apart from the outrigger, it is
really an enormous sail. The fore end of the yard fits
into a socket at the end of the boat, and the foot of
the sail is laced to a boom. It is thus capable of
being trimmed as flat as a board, and as it is reefed
by simply rolling the boom until the desired amount of
sail is wrapped around it, the shape of the sail
always remains the same.
The Flying Proa
(click on the three thumbnails for very large
GIF images of each view)
In the accompanying cuts, Fig. 1 represents the
proa with her sail set, as she appears when viewed
from the leeward.
Fig. 2 is a view of the proa as she would appear to
a person directly in her path.
Fig. 3 is a plan of the whole craft, AB being the
lee side of the proa; CD, the windward side; EFGH, the
frame of bamboo poles connecting the hull with the
outrigger; KL the boat-shaped outrigger; MN, braces to
steady the frame; RS, a thin plank placed to windward
to prevent the proa from shipping water, and for a
seat for the man who bales out the water; T, the
position of the mast. The mast itself is supported
(Fig. 2) by the shore P, and the shroud Q, and by two
stays running from the masthead to the stem and stern
respectively.
As has been said, the proa is sailed with either
end first, but the outrigger is always kept on the
windward side. The flat side of the bull being thus
always the lee side, acts as a keel or centerboard,
but with more effect than either. In fact,the proa is
said to make scarcely any perceptible leeway. When
beating against a headwind the proa never tacks. She
is merely kept away until her stern approaches the
wind, when the yard is swung around, and what was the
stern suddenly becomes the bow. It is credibly
asserted that this product of barbarian genius often
attains a speed of twenty miles, and it is certain
that not only is the proa the fastest sailing boat in
existence, but it will sail nearer the wind than any
vessel known to European or American sailors.
Here we have a craft which has two of the qualities
of the ideal perfect sailboat -- great speed, and
absolute safety against capsizing. Still, a flying
proa may be swamped, and is capable of sinking. It is
needs only to have these faults removed to meet the
most exacting demand. This is not a difficult problem;
and, indeed, safety against swamping and sinking, as
well as capsizing, has been secured by the invention
of the Nonpareil life raft, though at the sacrifice of
speed and of the comfort of the crew. The latter
awkward-looking craft, which crossed the Atlantic in
forty-three days, with a crew of three men, consisted
of three parallel tubes filled with air and strongly
connected by a platform. Of course it could neither
capsize nor sink, but it was a raft rather than a
boat, and certainly could not be classed as a pleasure
craft.
Suppose we take two tubes of galvanized iron, flat
on one side like the hull of the flying proa, and
nicely modeled on the other. If these tubes are placed
with their flat sides toward each other and connected
with a platform, we should secure all the advantages
which the Ladrone Islander obtains by his device of a
flat-sided hull and an outrigger, while we should also
avoid the faults of the flying proa. The tubes, if
divided by watertight bulkheads into four sections
each, would retain their buoyancy even if half of each
were crushed in by sunken rocks. The flat side of the
windward boat would always act as a centerboard and
the craft could tack like a civilized boat, instead of
having to adopt the savage expedient of sailing with
either end first. The platform would be sufficiently
high out of the water to be always dry, especially if
protected by a low bulwark; and should a sea be
shipped, the water would immediately run off without
doing any harm. As to capsizing such a craft, there is
no variety of wind known to the Weather Bureau or
dreamed of by Professor Tice which could do it. Long
before one tube could be sunk and the other lifted out
of water, the sail would be blown to atoms and the
mast carried away. If care were taken in the modeling
of the tubes and in the proper rigging of the boat,
there is no reason why she should not equal in speed
the flying proa.
Double boats, or catamarans, as our boatbuilders
call them, have often been built in this country, but
they have proved intolerably slow. The reason would be
plain enough to a Ladrone Islander. In all cases two
complete boat hulls have been used, instead of two
half sections of a boat. It is apparent that in such a
craft the distance between the hulls at the stempost
of each is much greater than it is at the beam. hence
when the craft is in motion, the water between the two
bows is compressed into a continually narrowing space
until it reaches the beam, after which it passes
astern without any further obstacle. Of course speed
is out of the question in such a craft, since the
faster it moves, the greater becomes the resistance
offered by the wedge-shaped mass of water heaped up
between the two bows. It is no wonder that catamarans
built after this fashion have been unpopular; but what
is utterly unaccountable is the fact that a
distinguished English shipbuilder, who designed the
twin steamer Castalia, committed the error of
making the parallel hulls precisely like the hulls of
ordinary steamers, and thus rendered it inevitable
that the Castalia should be a slew beat in spite of
her enormous engine-power.
There is no man more conservative than the average
boatbuilder, audit would doubtless outrage all the
holier feelings of his nature to ask him to build a
civilized modification of a flying proa. His aid,
however, is not necessary at the outset, provided iron
instead of weed is used as the material for the twin
hulls. Of course there is a less of buoyancy in using
iron, but it has so many advantages over wood that
this one defect maybe disregarded. Any moderately
intelligent worker in iron, if provided with a small
wooden model of the proposed hulls, could easily copy
them in galvanized sheet iron.
The Modified Proa
The upper side of each hull should be flat, and at
right angles to the flat or inner side, and a midship
section of each hull should be very nearly a segment
of a circle. If galvanized iron one thirty-second of
an inch in thickness is used, and each hull is sixteen
feet long, eighteen inches wide on the upper side, and
eighteen deep on the flat side at its midship section,
the two together, when in the water, will sustain, in
addition to their own weight, more than 3000
pounds.
Placing these hulls five feet apart, and connecting
them by four transverse beams, four inches square, we
are ready to lay the deck planks, which should be as
light as is consistent with strength. The deck should
be semicircular in shape at the bow and stern, and
though it should reach nearly to the stern of each
hull, it should leave about two feet of the forward
end of each hull uncovered. This would make the deck
eight feet wide at its widest part, and about thirteen
feet six inches in extreme length, and would furnish
fully three times the available space for passengers
which is furnished by a catboat sixteen feet long.
High bulwarks would not only be unnecessary, but
they would present too great a surface to the wind. At
the bow, bulwarks about a foot in height, and flaring
outward at an angle of; say, seventy degrees with the
deck, would be useful as a protection against spray
when beating to windward, but they should gradually
decrease in height, as they run aft, to not over four
inches, and should then increase again at the stern to
nearly the same height as at the bow. A light rope,
supported by stanchions, and running around the deck
at the height of two feet, would be entirely
sufficient to prevent unwary passengers from stepping
overboard. The steadiness of the craft would permit
the use of camp-chairs as seats, and these would have
the further advantage of being movable whenever the
weight of the passengers should be needed on the
windward side in order to trim the boat.
Of course the simplest way in which to rig the
craft would be to copy the rig of the catboat. But the
graceful lateen sail, which would be dangerous if used
on an ordinary sailboat, would be perfectly safe when
used on a boat which no amount of carelessness can
capsize. In order to insure plenty of headroom on
deck, the sail would have to be narrower in proportion
to its length than is the lateen of the Mediterranean,
and would thus approach somewhat to the pattern of the
sail of a Feejee double canoe. If the lateen rig is
adopted, the mast would be stepped further aft than is
necessary where the cat rig is used. It must be
conceded that the chief recommendation of the lateen
sail is its picturesque appearance, and that for all
practical purposes the boom-and-gaff sail used by all
our fore-and-aft vessels is decidedly superior. Two
rudders would be needed, but the two could easily be
connected with a single tiller. Undoubtedly the boat
could be more easily steered with a long oar than with
rudders, but in that case the helmsman would lose half
the pleasure of steering.
The builder of such a craft must be prepared to
meet the gibes of conservative mariners and small
boys, who will at first denounce it as a ludicrously
ugly affair. There is no reason, however, why it
should be ugly, provided the builder does not commit
the mistake of trying to make it resemble the
conventional sailboat. Let him conceive of the deck as
a floating seashell, and shape the curve of his
bulwarks in accordance with this idea. The
lateen-rigged proa is far prettier than the
catboat.
The advantages of the modified proa are not limited
to its speed and safety. It needs no ballast. Its deck
is so spacious that its passengers need never suffer
from the misery which is entailed by sitting for hours
under a hot sun in the confined space of a catboat's
cockpit. At night the proa can be anchored and a tent
pitched on the deck, under which the coolness and
comfort that are sought in vain in the stateroom of a
yacht can always be had. The deck and the connecting
beams can be put together with bolts, so that the
craft can easily be taken apart and sent overland by
railroad. As the proa is proof against any effort to
capsize her, the sail can always be hoisted up so far
above the deck as to enable the boom to clear the
heads of the passengers. To counterbalance these
advantages there is but a single fault. The craft
would probably be slow in tacking, and might
occasionally need the aid of an oar to put her about.
The rigger should bear this in mind when deciding upon
the dimensions and pattern of the sail.
Of course the proa is an outlandish craft, but she
is safe, and she is incomparably fast. She does not
look like the conventional boat, but it costs only
about half as much to build her. Can you cook, eat,
and sleep comfort ably on board a sixteen-foot catboat
? or can you send her a hundred miles overland without
paying her worth in freight! Yet with a sixteen-foot
proa you can do all these things, and can, moreover,
intrust her to a consumptive theological student with
the utmost confidence that she will resist all his
attempts at drowning himself.
..
© 2000 Craig
O'Donnell, editor &
general factotum.
May not be reproduced without my permission. Go scan
your own damn article.
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