NationalWatercraftCollection
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VIA^SHALL BROOKS LIBRARYTHE PRiNCIPIA COLLEGEELSAH, ILLINOISDEC 1 I960
GOVERNMENT DEPOSITORY CORK
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UNITED STATES NATIONAL MUSEUM
BULLETIN 219
WASHINGTON, D.C.SMITHSONIAN INSTITUTION
1960
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J Howard I. Chapelle |
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Publications of the United States National Museum
The sciemific publications of tlic l)nitcd States National Museum include two
series, Proceedings oj the United Stales .National Museum and United States National MuseumBulletin.In these series are published original articles and monographs dealing with thecollections and work of the Museum and setting forth newly acquired facts in the(iclds of Anthropology, Biology, History, Geology, and Technology. Copies of eachpublication are distriljuted to libraries and scientific organizations and to specialistsand others interested in the different subjects.The Proceedings, begun in 1878, are intended for the publication, in separateform, of shorter papers. These are gathered in volumes, octavo in size, with thepublication date of each paper recorded in the table of contents of the volume.In the Bulletin series, the first of which was issued in 1875, appear longer, separatepublications consisting of monographs (occasionally in several parts) and volumes inwhich arc collected works on related subjects. Bulletins are either octavo or quartoin size, depending on the needs of the presentation. Since 1902 papers relating tothe botanical collections of the Museum have been published in the Bulletin seriesunder the heading Contributionsfrom the United States National Herbarium.This work forms nimiber 218 of the Bulletin series.
Remington KelloggDirector, United States National Museum
United States Government Printing Office, Washington, I960For sale by the Superintendent of Documents, U.S. Government Printing OfficeWashington 25, D.C. ? Price $3.50 (cloth)
Contents
PageIntroduction 3The Collection 3The Models 6Merchant Sail 13Colonial Craft 14Baltimore Clippers 20North Atlantic Packets 26Clipper Ships 30Coasters 37Ocean Freighters 47Special Types 50Catalog of the Collection?Merchant Sail 55Ships 55Barks 60Brigs, Brigantines 63Two-Masted Schooners 73Three-Masted Schooners 83Pilot Schooners, Pilot Sloops, Yachts 88Sloops 94Small Craft 98Merchant Steam 1 07A "Practical" Steamboat 1 10Ocean Steamers 113Inland and Coastal Steamers 115Special Types 119Engineering and Design 1 20Catalog of the Collection?Merchant Steam 121Inland and Ocean Steamers, Freighters, Ore Carriers, Liners 129Tugs, Lighthouse Tenders, Lightships 148Launches, Yachts, Small Craft 154
Contents (Continued)
PagtFishing Craft 161Colonial Craft 162Chcbacco Boat Pinky, and Schooner Smack 164Sharpshooter and Clipper Fisherman 1 66Steam Trawlers 1 72Whalers and Scalers 174Oyster Boats 176Alongshore Fishing Craft 176Catalog of the Collection?Fishing Craft 178Schooners 178Steamers, Launches, Trawlers 236Whalers, Research Vessels 245Small Craft 250Eastern Canada 250New England Coast 250Middle Atlantic Coast 272South Atlantic Coast and Bahamas 281Gulf Coast, Florida to Texas 287Pacific Coast 297Great Lakes 302Maritime Materials in the Watercraft Collection 303Bibliography 305Index 311
VI
Illustrations
?ageOld watercraft hall, U.S. National Museum; photo 2Fisheries exhibit during 1880's, U.S. National Museum; photo 5Device for taking off lines from half-model; photo 7Standard lift half-model, fasteners removed and lifts spread; photo 8Semidecorative lift model, and mirror-mounted half-model of clipper shipComet 9Privateer Snap Dragon, builder's block model; photo 11Hawk's nest, or crow's nest, half-model with keel and deadwood form shown . 1
1
Nightingale, clipper ship, built at Portsmouth, New Hampshire, 1851; from alithograph 13Dutch shallop, early schooner-type vessel; from a painting 15Earliest plans of an American vessel, sloop A/?(/w/or, 1741-42 17Reconstructed sail and rigging plans for sloop A/f(//a, 1876 91Lines of pilot schooner and yacht O/fl/fl, 1853 93Afwn?^(7/Y;, Inland Lake racing scow, 1900, rigged model 97Inland Lake racing scow, class A, 1959, rigged model 97Egg Harbor melon-seed gunning skifT, rigged model 100Lines of Piscataqua River gundalow F(3?/;)' .^/., 1886 103Sail plan of Piscataqua River gundalow Fflw?/)' A/ 104Oriziba, side-wheel steamer, built at New York by Jacob W'estervelt, 1854;from a lithograph 107Patent granted toJohn Fitch by Louis XVI of France, 1791 ; photo of original . 109Patent drawing submitted byJohn Fitch and Henry Voight to New Jersey Statepatent office 110Contemporary view of Fulton's steamboat Nortii River; from a lithograph . . IllReconstruction ofA or//(/??v7; rigged model 112Paragon, steamer built for Livingston and Fulton, 1811; from a print .... 113Lines of small Hudson River steamer about 1838 115Savannah, first steamship to cross Atlantic, 1819; from a drawing by Marestier . 116Fulton, side-paddle-wheel steamer, 1856; from a print 117Shipyard of New England Shipbuilding Company, Bath, Maine, 1890; photo . 118Reconstruction of Fitch's first steamboat, 1786, rigged model 120Reconstruction of James Rumscy's steamboat, 1787, rigged model .... 122Scale drawing of Stevens' multitubular boiler, 1804 123Reconstruction of Stevens' twin-screw steamboat, 1804, rigged model ... 124Engine and boiler used in Stevens' first steamboat; photo 125Reconstruction of Fulton's steamboat A'or//i /??rr; rigged model 126
Vlll
Illustrations {Continued')
PageContemporary view of Fulton's steamboat North River; from a watercolor . . 127Francis Skiddy, Hudson River steamer, rigged model 130A/^'^Mr, steam screw clipper, 1864; from a painting 131CwAa, iron screw steamer, 1878, rigged model 132j'awM //owara', Mississippi River packet steamer, 1871, rigged model .... 134Grey Eagle, Ohio River mail and passenger packet, 1892, rigged model ... 134Gr^y isa^/^, river packet, topside detail of rigged model 135Hendrick Hudson, steel side-wheel Hudson River steamer, 1 906, rigged model . 1 36Thomas A. Edison, wooden stern-wheel river steamer, built at Apalachicola,Florida, 1901; photo 136Z-ouiV/ana, coastwise packet steamship, 1880; from a painting 140Mauretania, trans-Atlantic liner, 1907, rigged model 141William G. Mather, single-screw Great Lakes ore and bulk carrier, 1925, riggedmodel 143American merchant ship, class Cl-B, modified; photo 144American merchant ship, class C-2, modified; photo 145Liberty Ship, class EC2-S-C1, fitted for war service; photo 147Victory Ship, class VC2-S-AP-2, fitted for war service; photo 147William Baxter, Erie Canal steam barge and tug, 1872, rigged model .... 149Rattler, iron steam tug, 1879, rigged model 150Conestoga, seagoing tug, 1904, rigged model 151Thomas E. Moran, modern steel diesel harbor tug, 1938, rigged niodel ... 153Seagoing tug and salvage vessel, class \'-4, fitted for war service; photo ... 154Motor garvey, low-cost fishing craft, 1950, rigged model 160Schooner Mary D. Dyer, built at East Boston by Donald D. McKay, 1860;from a painting 161Lines of Marblehead-type schooners Sir Edward Hawke and Earl nj Egmont,built at New York, 1767 163Small Chebacco boat, 1790-95, rigged model 164Measured perspective drawing of Chebacco boat about 1795-1805 .... 165New England pinky, 1825-45, rigged model 166Old fashioned Grand Banks codfishing schooner, 1825; from a drawing . . 167Sail plan for fishing schooner, 1836 167New England well-smack used for halibut fishery, 1836-47; from a drawing . 168Sail plan for sharpshooter fishing schooner i?o/?/), 1847 168Sail plan for fishing schooner of clipper model, late 1850's 168Halibut-fishing schooner being tripped by heavy sea; from a drawing ... 169Inboard profile and deck layout of halibut-fishing schooner, 1880 170Z)a???/ Afarc)', clipper mackerel seiner, 1882; photo 171Crew members of fishing schooner Gc;7;> iT. Fo.fto, 1890; photo 172Clara M. Littlefield, Gloucester fishing schooner, 1892; photo 173Roh Roy, fishing schooner, 1900, rigged model 173Grand Banks fishing schooner converted to whaler, 1899; photo 175Lines reconstructed from model of small Chebacco boat, 1790 179Square-sterned Chebacco boat, or dogbody, 1800-10, rigged model .... 181Lines of Massachusetts fishing pinky iTwe.v, 1821 182New England pinky from Friendship, Maine; photo 183Sail plan for pinky, 1840 183
472846?60- IX
Illustrations {Continued')
Page
Sail plan for pinky Lowi^oi*. ^'orj', al'oiit 1842 184Lines of Gloucester well-smack 67/c?^, 1836 185Sail plan of fishing schooner Con^rm, about 1845 186Hand-lining under riding sail on Ck-orgcs Bank halilnit schooner, 1840-45;from a drawingLinesof Chesapeake Bay centcrhoard fishing schooner C. Ctef, 1846 . ... 189Dauntless typical schooner at time sharpshooter was merging into clipper,1855, rigged model '^-Linesof typical Chesapeake Bay pungy schooner about 1885 193Lines of Chesapeake Bay pungy schooner /IwflWa F. Z-wotV, 1884 194Lines of New England sharpshooter market boat, 1856 195Etta G. Fogg, New England clipper fishing schooner, built at Essex, Massa-chusetts, 1857, rigged model 196Sail plan for Grand Banker 5rM^- O'Dfl)', 1859 201Oasis, small mackerel seiner, 1868; photo 202Sail plan for fishing .schooner !/.;<:;> F. C'/;o(7/!(?, 1866 203Lines of extreme clipper New England fishing schooner JV/wiiW, 1872 . . . . 207Deck plan of codfishing schooner Cratom/fl/, 1876 209A/(2r)'F^rn(7W, fishing schooner, 1875, rigged model 210Lines of fi.shing schooner A/nn' FcrnflW 211Sail plan of fishing schooner A/<7n' F?-?aW 212Lines of Key West schooner smack, Noank model. City nf Havana, 1877 ... 213Schooner crew baiting trawls, 1880's; photo 214Mfli?/ DiV/owa)', mackerel seiner, 1882; photo 215Deck plan of mackerel seining schooner about 1885 216Tarr & James Shipyard at Essex, Massachu.setts, about 1885; photo .... 217Gloucester Harbor in the 1880's; photo 218Laura SaywaifJ, medium-sized Gloucester fishing schooner, 1882; photo ... 219Gloucester Harbor in 1882; photo 220Nannie C. Bolilin. famous racing fisherman, 1890; photo 221Fishing schooner on marine railway, 1880's; photo 222Schooner Belle Franklin under construction at Willard A. Burnham's Yard inEssex, Massachusetts, 1882; photo 225Fishing schooner F??a'onM, 1889, rigged model 226Lines of fishing schooner F/^(;a'o;?/?, 1889 227Sail plan of fishing schooner Frerfon/a, 1889 228
^7o/'? j'. F/?/;(7<)', codfishing schooner, 1899, rigged model 230Rob Roy, fishing .schooner, built at Essex, Massachusetts, 1900, rigged model . 231Oxner and Story Shipyard, Essex, Massachusetts, 1902, with first knock-about fisherman Helen B. Thomas ready to launch; photo 233/. //<'?'rffn//?m, Biloxi fishing schooner under sail, 1921; photo 237Camille, paddle-wheel fishing steamer used on North Carolina sounds, 1885;photo 238Novelty, steam mackerel schooner built at Kcnnebunkport, Maine, 1885;photo 239Lines of steam mackerel schooner .Voi'c//)', 1885 240Royal, Alaskan salmon-fishery schooner, built at Benicia, California, 1891,rigged model 241
Illustrations (Continued^
PageAlice M. Jacobs, steam mackerel schooner, built at Essex, Massachusetts, 1902,rigged model 242Storm, dicsel steel trawler, built at Bath, Maine, 1936, rigged model .... 243Lines of whaling ship Reindeer, built at Rochester, Massachusetts, 1853 . . . 246Orca, whaling steamer, built at San Francisco, 1882, rigged model 248Albatross, U.S. Fish Commission iron twin-screw steamer, 1882, rigged model . 249Quoddy boat, sardine carrier in use at Eastport, Maine, 1880's, rigged model . 250Yankee Hero, quoddy boat, 1889, rigged model 251Lines of quoddy boat Yankee Hero, built at Lubec, Maine, 1889 252Muscongus Bay sloop, 1880, rigged model 254Lines of Maine Hampton boat, 1879 255Maine Hampton boat under sail, about 1890; photo 256Aqua Pura, Gloucester waterboat, 1883, rigged model 258New England sailing-rowing dory, 1880-83, rigged model 259New England shore fishery scene, 1862; photo 261Eastern catboats and Block Island boats in harbor, about 1900; photo . . . 263No Man's Land boat under sail; photos 264Fishing catboat used on Massachusetts and Rhode Island coast, 1875-80;rigged model 265Lines of Noank well-smack sloop A/a?/;aWan, 1854 267Centerboard Noank sloop used in lobster fishery on Long Island Sound,1875-1900, rigged model 269Centerboard sloop used as carry-away boat in Menhaden fishery on LongIsland Sound, 1870's, rigged model 271Schooner-rigged Chesapeake Bay bugeye, 1865-75, rigged model 273Lines of Chesapeake Bay bugeye Lillie Sterling, built at Pocomoke City,Maryland, 1885 '. 274Jess Willard, Chesapeake Bay skipjack, built near Deal Island, Maryland,1915, rigged model 277Lines of racing V-bottom motor boat Fff/Virtw^j- JVb. 2, 1902 278Rowing galley used for shad fishing on Potomac River, 1880, rigged model . . 279Croatan fishing boat, 1880-90, rigged model 280Albemarle Sound shad boats being built at Roanoke Island, North Carolina,in the 1890's; photo 281Sharpie schooner used in Middle and South Atlantic coast fisheries, 1885;from a drawing 282Key West sponge sloops and smackees about 1892; photo 284Key West sponge sloop, rigged model 285Lines of Key West smackee Jef Brown, built at Key West, Florida, 1883 . . 287Lines of Florida sharpie schooner, built at Tampa, Florida, 1891-92 .... 288Lines of sharpie fishing schooner, built at West Palm Beach, Florida, 1899 . . 289Greek sponge boat from Tarpon Springs, Florida, about 1920; photo . . . 291Columbia River salmon boat, about 1885, rigged model 296Columbia River salmon boats, unrigged, about 1914; photo 297Small San Francisco Italian fishing boat, late 1880's; photo 298San Francisco fishing boat, 1876, rigged model 299Italian fishing boats at pier in San Francisco, late 1880's; photo 300San Francisco Italian fishing boat sailing on wind, late 1880's; photo . . . 301Great Lakes pound-net sharpie imder sail, 1890; photo 302
XI
INTRODUCTION
Old Watercrakt Hall ln the U.S. National Museum, showing a portion of the half-model collection andmany of the rigged models of fishing boats. The picture was taken before 1930. (Smithsoruan photo aSooS-a.)
THE VVatercraft Collection in the United StatesNational Museum, Smithsonian Institution, wasestabUshed in 1884 as the "Section of American NavalArchitecture" by Captain Joseph William Collins,who served as unofFicial curator for the first years of itsexistence. Captain Collins wasa former Gloucester fishing-schooner master employed bythe U.S. Fish Commission, andhe had been responsible in somemeasure for setting up the Amer-ican fishery exhibits at two inter-national fisheries expositions, atBerlin in 1880 and London in1883, and a world's expositionat New Orleans in 1884-85.Later he formed the fisheriesexhibits at the World's Colum-bian Exposition at Chicago in1892, and the American exhibit at the InternationalFisheries Exposition at Bergen in 1898.The "Section of American Naval Architecture"serv^ed as the repository for the models being used inthe American exhibits at these international exposi-tions, and many of the early models became damagedor lost during the years they were being shipped toand from expositions.
The Collection
The basic collection consisted of a large number ofbuilder's half-models used in the construction of ves-
sels, and was almost entirely of New England fishingschooners. Most of the models were identified andwere cataloged by the name or names of the vesselsbuilt on the individual model. In addition to thehalf-models were many rigged models of noted fishingschooners and of small American fishing craft fromnearly all fishing areas of the United States. Somemodels of foreign fishing boats were in the collection;many of these were obtained at the Centennial Ex-position of 1876 and this collection was later enlargedby models obtained from foreign exhibits at the NewOrleans, Chicago, and Bergen expositions.The fishery models had been collected with threedistinct objectives. To show the historical develop-ment of the New England fishing schooner, to show
all important types of American fishing craft, and toshow superior or improved designs of fishing vessels,
particularly of fishing schooners, some of which weredonated by notable designers. Historical develop-ment of the fishing schooner was illustrated by bothhalf-models and rigged models; thus the collectionincluded representations of old vessels as well as thoseof the then modern types. Therigged models of small craft weretypical examples of their individ-ual types, hence there were rare-ly two models of the same type.A few half-models of small craftwere collected, apparently asexamples. Improved vessel de-signs were represented by build-
er's half-models and by a fewrigged models; one of the latterand one of the half-models hadreceived awards at an exposi-tion.The rigged models of fishing schooners, distinguishedby surprising accuracy, were the result of the prideNew England fishermen were taking in their schoonersat the time the collection was being formed. It hadbecome the fashion, particularly in Gloucester andBoston, for schooner owners and vessel-managing firmsto order a scale model of each new vessel built,particularly if she were considered fast and handsome.This interest in scale models was perhaps created bythe numerous international fisheries expositions andworld's expositions that followed the Centennial Ex-position of 1876. Exhibited at one of these exposi-tions, a good model might attract favorable commentor be awarded a medal of excellence and thus bringdesirable publicity to the builder and to the owneror managing firm. Models were exhibited in the
offices of owners or managers, just as scale models to-day are exhibited in steamship and airline agencies.The rigged models of fishing schooners were usuallybuilt by a very few skilled ship carpenters, each amaster builder, at Gloucester and Rockport, Massa-
chusetts, of whom Thomas Ir\ing and LawrenceJensen were perhaps the most important. The modelswere carefully made; the hull form was obtained fromthe half-model, mould-loft takeoff, or lines plans; the
rig was based upon the rigger's draught, or the sail-maker's plan. The deck arrangement was usuallyobtained by measurement of the finished vessel.Accuracy was necessary, as the completed model hadto pass the critical inspection of the owner and skipper
and, perhaps of the shipljuilder, none of whom wouldhave much patience with inaccuracies in form, rig, orimportant detail. Then, of course the model couldhave been compared with the vessel it represented;now this can be done, and this only in a few instances,by comparing it with a photograph of the full-sized
vessel.However, there is one deficiency in these models;the model makers were not metal workers, and muchof the spar ironwork is "faked" or even omitted en-tirely. Also, among the rigged models are some thatwere reconstrucUons of ancient types not in existenceat the time the model was made. These are com-monly inaccurate; the model builder had no plan orhalf-model to work from and resorted to ima2;ination.These "historical models," invariably tubby and awk-ward, are examples of the himian vanity that requiresanything old to be represented as poor in design, so asto illustrate the greater intellect of the currentgeneration.The rigged models of small fishing craft were oftenmade to the order of Claptain Collins, who in someinstances may have been able to furnish plans forthem. Some were donated by boatlmildcrs andfishermen, others were purchased. While the averagein workmanship in these models is not quite as high
as in the fishing schooner models, on the whole theyare reliable representations of their individual types.After the "Section of American Naval Architecture"was established. Captain Collins, with the same ob-jectives as for the fishing-craft models, made an in-tensive efTort to collect models of commercial craft.In this he was only partly successful. The resultingcollection was almost entirely of half-models, as com-mercial vessel owners did not have scale modelsbtiilt as a rule. Furthermore, such was the state ofAmerican shipbuilding at the time he undertook toassemble this collection that only a limited number of
vessel types were being built and these \vere pre-dominantly wooden sailing craft. Shipbuilding wasthen most active in New England, in the MiddleAtlantic States, on the Great Lakes, and on the PacificCoast, with some steamboat construction on the inland
rivers. Hence, the original collection obtained a fineselection of half-models showing the development ofthe 2-mast coasting schooner, the trading brigantine,and of bark- and ship-rigged ocean freighters.Steamers, however, were rather poorly represented.The great sailing packets and clipper ships were nolonger being built, so the collection showed only twomodels of the clipper ships of the 1850's and no
]5acket-ship model, although some packet schoonerswere represented among the half-models. Pilotschooners were quite well represented by half-models,but there were very few river steamers. The boat andshipbuilding of the South Atlantic States, the GulfCoast, the Great Lakes, and the Pacific Coast wererepresented mainly by fishing craft.By the early 1900's the Watercraft Collection, as itcame to be called, had become recognized as one ofthe major collections in the U. S. National Museum.After the first World War the great interest in shipmodels and the numerous inquiries regarding modelsin the collection led, in 1923, to the compilation ofNational Museum Bulletin 127, Catalogue of the Water-
craft Collection, by Carl W. Mitman, then Curator ofMineral and Mechanical Technology, employing asfar as possible the manuscript notes left by CaptainCollins. This catalog became a standard referenceand remained in print for many years.In the early 1930's, a Works Progress Administra-tion project was set up under the direction of Eric V.Steinlein to carry out a program of marine historicalresearch. This project, active for nearly 2 years,acquired for the Watercraft Collection many half-models as well as numerous plans, photographs, anddrawings, all now part of the Historic AmericanMerchant Marine Survey material. In the periodjust before the second World War a number of finesteamship models were presented to the collectionand after that war the U. S. Maritime Commissiondonated a large number of models of standard mer-chant vessel types. Individual donors, of course, haveadded substantially to the acquisitions over the years.As the Catalogue of the Watercraft Collection has longbeen out of print and the collection has grown somarkedly since 1923, it has now become necessary toprepare a completely new catalog. At the same time,recent progress in marine historical research requiresthat the older models in the collection be re-examined
as to identification, description, and dimensions, andthe historical information contained in it re-assessedin the light of this research. In doing this it isnecessary to acknowledge the work of the founder ofthe Watercraft Collection.
Captain Collins
Joseph William Collins was born at Isleboro, Maine,August 8, 1839, the son of David and Eliza B. (Sawyer)Collins. He received only a primary education incountry schools, and when ten years old shipped as a
Fisheries Exhibit in the U.S. National Museum During the i88o's, when Captain J. \\ . (idllins was servingthe U.S. Commission of Fish and Fisheries. The Commission was estabHshed in 1871 through the efl'oris ofSpencer F. Baird, Secretary of the Smithsonian Institution, and it was lieaded by him until his death in 1887.{Smithsonian photo 46^97-)
hand on a fishing \-e,ssel. By home study and muchreading he succeeded in echicating himseh'; at 23 hebecame master of a fishing schooner; and in the 1860"she moved to Gloucester, where he was a very successfulmaster of fishing schooners, particularly in the sum-mer mackerel fishery. Among his commands werethe schooners Lizzie F- Choate and the Alice G. Wim.son.He married Pauline Coombs in 1861 and after herdeath, in 1884, he married Sallie Atkinson.
In the 1870"s the Gloucester fishing fleet sufferedtremendous losses in vessel property and in li\"es duringa number of severe gales. These disasters so horrifiedC'ollins that he began to write articles for the news-papers, recommending an improved type of schoonerto give greater safety. He also began to study half-model making, obtaining aid from the noted Bostonshipbuilder and designer Dennsion J. Lawlor. Col-lins' newspaper articles attracted wide attention and
led indirectly to his being employed liy the Conunis-sion of Fish and Fisheries, during 1879 80, to preparea statistical report on the New England fisheries.The Commission of Fish and Fisheries had Ix-enestablished in 1871 largely through the eflorls ofSpencer Fullerton Baird, then Secretary of the Smith-sonian Institution, who until his death in 1887 heldthe post of Commissioner. (Popularly known as theU.S. Fish Commission, the Commission of Fish andFisheries i)ecame in 1903 the Bureau of Fisheries,and in 1940 was consolidated with the Biueau ofBiological Survey to form the Fish and WildlifeService, Department of the Interior. During aminor reorganization in 1956 the official namebecame the U.S. Fish and Wildlife Service.)Between 1880 and 1892, Captain Collins servedthe U. S. Fish Commission in numerous capacities,acting as captain of the fisheries research schoonerGrampus in 1886-87 and holding administrative posi-tions, mostly concerned with actual fishing methodsand statistics. He wrote prolifically. In addition to79 papers in the Fish Connnission Reports, he wrotenumerous magazine and newspaper articles, all deal-ing with the fisheries or with fishing craft. He alsoacted in a resjionsible position in the preparation ofexhibits at the numerous International FisheriesExposition and the \Vorld's Expositions that markedthe last quarter of the 19th century. He was soonaccepted, in Europe as well as in the United States,
as an authority on fishing vessels and boats, and alsoon fi.shing gear. In the years 1880-85, when the Com-mission was considering construction of a fisheriesresearch schooner. Captain Collins made models anddesigns for a niunber of proposals; finally the Grampuswas built from one of his models. After his resigna-tion from the Fish Commission in 1892, he becameeditor of The Fishing Gazelle and later, president of theCommercial Fisheries .Association. He was appointedU. S. Connnissioner for the International FisheriesExposition at Bergen, Norway, in 1898, and pre-pared a valuable but litde known catalog of thatExposition. He became chairman of the Massa-chusetts Fish and Game Commission in 1899 and heldthis appointment at the time of his death in 1904.
The Models
Identification of old models, particularly of thebuilder's half-models, is often difficult. The donorusually had established the identification when these
models were acquired, and normally this identificationhas proved reliable, but it has become obvious thaterrors have been made with respect to some models,for these either had the appearance of being of a fardifferent date than that of the assigned ves.sel, or theCustomhou.se register dimensions could not be broughtinto a reasonable comparison \vith the scaled dimen-sions of the half-model.The use of Ciustomhouse register dimensions in theidentification of half-models is not very satisfactory,particularly when the vessel in question was built inthe United States before 1865. The old tonnagemeasurement u.sed relatively few precise hull measure-ments; after 1865 greater precision was required, anda standard method of taking the measiu-ements wasemployed that apparently had not existed earlier.In addition, improved measuring equipment, such as
steel tapes, became available in the 1880's.In any case, the registered dimensions of a vesselcan seldom be made to comply precisely with thetrue dimensions of the hull as built or as designed.Indeed, it is difficult to establish any fixed proportionin the variation fjetween the two; even in NewEngland coasting and fishing schooners built after1865 this variation often amounts to as much as 12inches in each 100 feet of length. The registeredlength was taken from the stem rabbet to the centerof the rudder post at deck level after this date. Theregistered beam was the greatest width over the plank.The depth was taken from the ceiling alongside thekeelson to the underside of the deck plank of the upper,or tonnage, deck. The latter measurement is uselessas an aid in identification unless there are very com-plete structural plans of the vessel available. In
vessels built before 1865 identification by use of
register dimensions is very difficult, not only becauseof the variations noted Ijut because there were alsosome variations in the inethods of measurement em-ployed in various sections of the country. As a result,it is particularly difficult lo identify the half-model ofa clipper ship of the 1850"s by the register dimensions,for the scaled dimensions of the half-inodel not infre-quently depart from the register dimensions by 4 or 5feet of length and by a foot or more in beam. Thismay be due partly to the indefinite position of thepoint of measurement at the bow, which under theold measurement law, was, "the forepart of the mainstem above deck."The variations in the real and register dimensionsare, and were, due in part to the practical difficultiesin taking the external registered length and beam
Device For Taking Off LinesFrom Half-Model. A piece ofpencil lead projects through thesmall, spring-loaded block underthe forefinger of the user'sleft hand.The vertical bar is held against themodel by a slight pressure from theforefinger of the user's right hand.As he slides the frame across the topof the rack, the pencil point tracesa line on the paper e.xactly parallelto the vertical sliding bar point rest-ing on the model. The photographshows one section completed andanother being drawn. {Smithsonianphoto 46597-a.)
when it is necessary to measure with staffs or foot
rules over or around deck structures and wheremeasurement points must be plumbed. The diffi-culty in identification is made greater by the rathercommon practice of wooden-ship builders of addingframes amidships in order to lengthen a hull over thedesigned length. This was particularly commonamong New England builders. In some models theprocess of adding length by inserting frames requiredrefairing the middle body, with the result that thebeam might also be slightly increased in real measure-ment. Hence one cannot be sure whether the varia-tion betw^een dimensions scaled from the half-modeland those of the register require allowance for in-serted frames or merely represent inaccuracy in thelatter.A practical example of the difference between realand register dimensions can be shown in the case of
the American clipper ship Challenge, built at NewYork in 1951 by William H. Webb. The mould-loft
offsets of this vessel exist and also a plan made withgreat care in England, while the vessel was in dry-dock. The registered length of the ship, by the oldmethod in force when she was built, was 230 feet6 inches and the beam 43 feet 2 inches. The loftdimensions and takeoff drawing show that the lengthof the \essel by the measurement system used at NewYork in 1857, had it been possible to measure accu-
rately, was actually 227 feet and the beam 42 feet 10inches.Note should be made that another method of length-ening hulls under construction was sometimes used;the frame spacing was increased to give the desiredincrease over the design length. It seems possible thatthis was used in a few ships, fishing schooners, andcoasters.
Standard Lii-r Half-Model With Fasteners Removed and the Lifts Slightly Spread. A quarter deck
rail lifl is shown. This model, in the author's collection, is of a Connecticut schooner, name unknown, of thepilot-boat type, built at VVestbrook, Connecticut, about 1825-30. {Smithsonian photo 4^6o8~t.).
The identification of rigs^cd models has caused littledifficulty for the few in the collection that are inquestion are usually the result of attempts to "recon-struct" some vessel without plans or precise knowledgeof the ship whose name was assigned to the model.Builder's half-models in the collection represent, inmany cases, very useful evidence of the trend of designand the hull-form in certain classes of vessels. Sincephotographs of such models are of little value, scaledrawings have been prepared of the more importantof these; the lines have been taken off by a simplepantograph device that gives great accuracy if thehalf-model is well made, and plans have been pre-pared in the traditional manner, as though to be usedin building. In some cases the existence of riggedmodels of these vessels has allowed much reconstruc-tion in the plans, in others, paintings or photos havebeen used for this purpose. Occasionally the deckarrangement is marked on a model.Half-models were the common means used to designAmerican sailing vessels and boats, and are, in fact,
still is u.se in many boatbuilding centers. There arethree basic types of half-model: The lift model, theblock model, and the hawk's nest, or crow's nest,model.LIFT MODELSThe most common model in the Watercraft Collec-tion is the lift model, which was also the last form ofbuilder's model to be developed as a practical aid to
boat and vessel design. This form of model is madeup of horizontal planks or layers, each known as a
"lift"; these are temporarily fastened together to forma solid block. The model was shaped from the blockso formed. Two New England cities, Salem and New-buryport, Massachusetts, are claimed as the birthplaceof the lift model, which came into use about 1790-95. The Salem claim is based on the half-model madeby Enos Briggs, about 1795, for the ketch Eliza; thatof Newburyport is based on a half-model, supposedto have been made liefore 1796 by its noted ship-builder Orlando Merrill, now in the collection of theNew York Historical Society. How'ever, it is possiblethat the lift model was employed much earlier than1795-96 and it may have been the result of agradual e\oluiion from a solid block model sawninto vertical sections. Isaac Webb is reputed to haveintroduced the lift model at New York. In early mod-
els the lifts were held together with wooden togglespassed through holes and secured under and on top ofthe model by small wedges, or the lifts were peggedtogether with tapered dowels. After about 1820-25the lifts were secured by iron screws, each lift beingfastened in turn to the one below. As a result, totake the lifts apart it is commonly necessary to beginwith the uppermost lift.Various refinements in the lift model were employed;for example thin veneer was sometimes inserted be-tween each pair of lifts and shaped with the block.Another refinement was to use alternate lifts of white
pine and walnut, or mahogany, to make sharp con-trasts in the change of lines exhibited in the half-model. Most of the half-models in the VVatercraftCollection are of white pine, but white cedar andother easily worked woods were sometimes used; inthe South yellow pine models were employed, butmodels of juniper and cypress were perhaps morecommon.As a rule the "working" half-model is made withouta backboard and without any decoration; after themodel has been "taken off" and the lines "laid down"in the mould loft the model might be mounted anddecorated to represent the appearance of the finished
vessel or boat. Such models were often hung in theshipyard office and some yards had rather large col-lections. A model might be used by a number ofyards in succession and the models in possession of ayard might therefore include some not made in thatyard, or by its employees.The half-model was usually made to the "mouldeddimensions" of the vessel or boat; in other words, the
model represented the shape of the hull at inside ofplank or at the outside of the frames and to the under-side of the decking and rail cap. Very few modelswere made to represent the hull at outside of plank;such models were usually made from a lines drawingand arc decorative rather than working models. Ex-hibition models, highly decorated and well finished,were sometimes made to outside of plank, though amodel was not employed in the actual design of avessel or boat; such models are sometimes seen inyacht designers' offices.The spacing of the lifts is usually at some singlefixed measurement throughout the depth of the model;usually the lifts are of such a thickness that the distancebetween the seams separating them are of some evenmeasurement at the scale of the model?say 6, 12, 18,or 24 inches. The larger the vessel represented bythe model the greater the lift spacing, as a rule, butskilled designers commonly employed closely spacedlift seams, or lines, so as to obtain great precision intaking off for lofting. The upper, or sheer, lift was
Se,\iidecor.\tive Lift Model (Top) and Mirror-Mounted H.\Lr-MuDLL itioinjM;. .Nhnkl.s cxhibilcd inshipyard offices commonly received the simple decorative treatment illustrated by the top model (USNM315852; .see p. 88). The stem, keel, post and rudder were usually secured to the back board, and masts andbowsprit stubs were sometimes attached. Occasionally a model was mounted on a mirror to give the illusionof a complete deck arrangement, as illustrated (bottom) by the half-model (USXM 76072; see p. 57) of theclipper ship Comet. {Smithsonian photos?top, 4^6oy-d; bottom, 4^608.)
sometimes made of a thick plank cut to the sheer ontop and bottom and equal in depth to the height ofbulwarks from the deck, or from top of the waterwayin large ships. As an alternate, the depth of the bul-warks might be formed of laminated, thin lifts sprungto the sheer of the deck; the upper lift being cut tothe deck sheer and made of a thick plank in each case.The scales used by shipbviilders in making hall-models varied with the size of the vessel. Large shipswere modeled on Yt-, ]i-, or %-inch scales. Many ofthe clipper-ship models that have survived are oni^-inch scale. Fishing schooners and coasting vesselswere usually on %- or ^-inch scale. Small craft arecommonly on %- or 1-inch scale. Occasionally someodd scale is encountered? ^(e, %, or Vie inch to the foot.A }^-inch scale was commonly considered too small togive sufficient accuracy; a few models on this scalehave been found, but they were not practical so faras precision in taking ofT was concerned. Bulwarkdepths arc often important in determining scale of amodel; fishing .schooners as a rule have from 18- to 26-inch bulwarks (moulded depth), those of coastersare from 3 to 4 feet, and of ships, 4 to 6 feet. Thedepth of the ships' bulwarks is usually to the mainsheer; many had "monkey rails" also called "fancy
rails," or false hammock rails, above the main sheer,thus higher bulwarks were obtained in fact than themodel usually shows.The half-model was shaped by eye to suit the judg-ment and artistic skill of its maker. The shipbuilderor his master carpenter, whichever made the model,ho^vever, had to satisfy the skipper of the new vesselas well as the owner that the model represented a
vessel of the requisite qualities of seaworthiness,capacity, and speed. The tools used in making themodel were various sizes of hollow gouges and chisels,a drawknife and spokeshave, small planes, scrapers,and sandpaper. Hollow- and round-sole planes wererequired.Model-building practices varied somewhat; in theearly development of the lift model, before 1815, itappears that models were usually shaped to the
"height of breadth line" (that is, to the heights of thegreatest beam at each frame). This was usually belowthe deck, and only the builder knew what to add toobtain the depth of hold and height of bulwarks.Ahcr 1815, models were usually made to the rail linebut even as late as the early years of the 20th centuryschooner models were being made to the deck line,instead of to the rail line. In the 1850's duplicatemodels were made rather often, one by which to build
the ship and a more elaborate one to decorate theowner's office.Taking off, or "lifting," the lines of the half-model,the first step in the construction of a ship or boat,required first that a large piece of paper on which todraw the model's lines, or, more commonly, that asmooth pine or spruce board, be prepared. Themodel was laid on the board or paper and its outlinetraced, the intersections of the top and bottom of eachlift with bow and stern profiles were ticked off, andthe model was then removed and the lift lines drawnas straight, horizontal lines on the profile drawing.Perpendicular to the lift lines, the builder then laid
off lines representing frames at the scale dimensionof their spacing. Sometimes he laid the model backon the drawing and transferred these frame spacingsto the top of the model by ticking and then, by meansof a trysquare, squared these across the top of themodel from the back.Next, the model was taken apart. The lowest liftwas placed topside down on the profile drawing, itsback coinciding exactly with its lift line in the profileplan and its ends coinciding exactly with the inter-sections of the lift line with bow and stern, and itsoutline was carefully traced. Each lift in turn wastreated this way, until the top lift was reached. Onthis the topside outline was required. It was notfeasible to attempt to treat this lift as the others were,since the sheer of the top would make tracing theoutline inaccurate, at least amidships. Therefore itwas usual to measure on the model with a compass thehalf breadth of each frame line and to transfer thesemeasurements to the profile plan, using as a centerlineeither a straight line above the profile and parallelto the lifts below, or a lift line with ends projectedenough outboard of the bow and stern to allow theends of the top, or sheer line of the model to besquared down. Some builders applied the upper liftin the usual way and ticked off the top outline with asquare and pencU, and sometimes, if the shape of thelift permitted and if it was thin enough, the top liftwas pressed flat over each station in turn.Now the builder was ready to make the full-sizedrawing of the hull form; an operation called "loft-ing," or "laying down." A large, smooth floor, themould loft, was required or, as an alternate, a "scrieveboard," or platform was constructed. If there werea large enough floor, the \\hole model profile wouldbe drawn full size by scaling it from the drawing ofthe model. Usually in old yards if the keel wasstraight, only the frame shapes and the profiles of the
10
Builder's Block Model (USNM 316628) of the Privateer 6?a/; ZJra^on (see p. 88). Made before 181
2
and the oldest half-model in the collection, it was shaped from a solid block of wood. To raise the deck leveland thus alter the depth, a thin plank, or lift, was added to the top. Lines were probably taken off with a leadbar by the builder. (Smitlisonian photo 4j)6o8-m.)
extreme bow and stern were drawn full size, but ifthe keel was curved this was not a desirable method.If the frames and ends of the hull were laid down, thescrieve board would suffice. The frames were liftedfrom the model drawing by scaling off in succession,
at each frame line, the half breadth of each lift, andby then laying these off full size in the loft or on thescrieve board at the corresponding location, the liftlines, centerline, and profile having first been laid off,of course.When all the half breadths of a frame had beentransferred to the full-size drawing, the frame shapewas swept in on the floor or platform by means of abatten (tacked down) and a pencil or chalk. Thisrequired a certain "eye," or skill, on the part of theman making the full-size drawings, for often he had tointerpret the frame shape between measurementpoints, so that the frames would fair when beingplanked. Some yards having a large enough floorspace in the mould loft laid off vertical sections
through the frame shapes (properly called "buttocks"in the afterbody and "bow lines" in the forcbody, butusually called buttocks only) and also added "di-agonals" and faired these as long sweeping curv-esrunning the length of the hull (see lines plans in thiscatalog) to "prove" the frame shapes, that is to makesure they were fair and could be planked. Somemodels in the collection are so carefully made thatthe lines can be lifted with great precision; others arecrudely made and much interpretation is required toreproduce their lines, particularly at the forefoot andat the stern post, where the model was not properlyfaired to the half breadth of the rabbet or of the keel,post, and stem.
BLOCK MODELSThe oldest form of half model is the block model,made of a single block of wood shaped to representhalf the hull of the proposed ves.sel or boat. This style
Hawk's Nest, or Crow's Nest, Half-Model, With Keel and Deadwood Form Shown. Mould-sectionswere at alternate frames, and sheer and deck lines were indicated by the use of battens tacked to moulds. Thekeel detail shown is unusual. One of the older forms of builder's half-models, this one, in the author's collec-tion, is of the 3-masted Baltimore schooner F/jing Fish of about 1806. {Smithsonia?i photo 45607-c.)
11
of half model was in use in England and in tlie coloniesat least as early as 1715. The lines \vere taken off invarious ways; the most usual was to trace tlie profileon a board and then to draw perix-ndiculars to thekeel to represent frames. Next the model was fas-tened to this board so that its profile coincided withthat on the backboard and saw cuts were made ateach frame line in the model, care being taken that thesaw cuts were \-ertical to the backlioard and coincidedexactly with the frame lines at the top and Iwttom ofthe model. By in.serting note paper or cardboard ineach .saw cut the frame shape could be traced and.with suitable ordinates drawn, could be measured andtransferred to the mould loft. .Some builders took
off the frame shapes with soft lead bars about ^(e inchsquare, but this required much |)ractice to oljtainrcasonal)lc accuracy. Others used a laborious tem-plate-cutting operation or had a form of pantographthat allowed a pencil point on a drawing board tomove exactly parallel to the surface of the model ateach station. The solid block model remained in u.se
until the end of the I'Hh century on some sections ofthe .\merican coast.HAWK'S NEST MODELSThe third type of half-model was called the "hawk's
nest,"' or "crow's nest," model and was particularlypopular from 1780 to 1820 on the Atlantic seaboard.This model was made up of a plank backljonrd. orsawn-out profile of the hull, with plank sectionsmounted on it to represent mould frames. Thesewere usually fastened to the profile, or backboard, bynailing from the back of the latter and were held
rigid and vertical to the backboard by battens bentaround the plank sections or by a deck or sheer piece.Lines were taken off by removing any battens thatwould interfere and then tracing the outline of eachframe section on cardboard or paper. The earliestuse of the hawk's nest model yet established is 1752,in England, but the model type was probably used inthe late 17th century, along with the solid block model.This style of model was used in some isolated Americanareas as late as 1880 but, being quite difficult to shape,it was never as widely used as the block and liftmodels. Using the ModelsA vessel or boat may l)e as well shaped, or designed,by use of the half-model as by use of lines drawings,so far as form of hull is concerned. Methods were
developed in the early 19th century by which thenecessary basic calculations of naval architecturecould be made from half-models.' Undoubtedly thehalf-model gives a more complete and precise impres-sion of the hull form than does a lines drawing. Thehalf model produces the same 3-dimensional effect asthe finished vessel, something a lines drawing willnot do. Hence a lines drawing may produce in thefinished hull form an undesiraiile feature that wouldbe discovered at once in a half-model. In general,the ability to design fcd judge hull form is morereadily acquired by use of the half-model than by useof lines plans and other drawings. Many boatbuilders,ship carpenters, and even fishermen can quicklydevelop a good judgment of hull form through useof the half-model, whereas some well educated navalarchitects, using only drawings, never acquire soundjudgment of form.The accuracy witii which a designer may conveyhis ideas to the loft and to the builder is as about asgreat with the half-model as with plans, if both areequally well made, and, of course, where buildersare poorly trained, the half-model conveys morethan do plans. The efficiency of the half-model inhull design is the reason why it still sur\ives, in spitecf the increased use of plans.There were many other variations in model con-struction: one form combining horizontal with verticallifts; the latter glued; to make what some call the
"checkerboard" model, for the lifts were of variousnatural wood colors. This was a decorati\e modelhaving no particular practical value, except to showthe skill of its maker. In a more common form, theblock with every frame, square, and cant was care-fully cut, the whole mounted was on a backboardand fitted with planked wales and topsides after thelines had been taken off. This, too, was highlydecorative, but it had practical advantages. Hawk'snest models completely planked after the lines weretaken off are also sometimes found; these were verypopular in England in the last half of the 19th cen-tury. Historical note
The introductions that precede each section ofthis work cover much ground not illustrated by themodels, but which should be known in order toappreciate the value of the collection, as well asits shortcomings. By treating as units in theseintroductions the important vessel types, a moredetailed account of their development is possible.
12
Clipper Ship Nighti/igale, Built at Portsmouth,New Hampshire, in 1 85 1. {Smithsonian t>hoto 44741 .)
! ^-
*?>.
MERCHANT SAIL
13
^ ^ QURVIVING COLONIAL rCC-
>? "''<:ls in America showthat the vessels and boats
* * Ijiiik in the individual col-onies during the 16th and
4. ^ 1 7lh centuries were of thenational types of their* * mother countries. As
* would be expected, theSpanish were the first to
establish extensive shipbuilding; operations in the NewWorld. By 1570 they had constructed dockyards mCuba, Puerto Rico, and Campeche which were al-ready well known for their ability to turn out fast-sailing ships of the frigata type; a long, low-waisted,narrow galley-ship fitted to carry her guns on a singledeck and to row fast as well as to sail. Drake ob-tained some of these ships in the 1580's and after-ward reported that two of them ran from Cape Floridato the Scilly islands in 23 days. The Spanish alsobuilt galleons in the American colonies; these werenot all of the lofty sided type that were in the Armada,for the American-built galleons were intended to sailfast and were employed in carrying treasure to Spain.They were larger than the frigatas and many carriedguns on two decks.Small craft built in the Spanish colonies includedmany "brigantines" ; this name did not refer to a rigas it did later; the Spanish "brigantines" were smallcraft of the shallop or pinnace type, often withoutdecks and rigged with two lateen sails. They werefast under sail and oars. A variety of small galleyswere also built in the Spanish American colonies toguard the coast; these were of the Mediterranean type,with one or two lateen sails. These reputedly wellbuilt Spanish vessels were of cedar, mahogany, andtropical hardwoods. Practically all the ship and boatbuilding in the Spanish colonies was by the govern-ment or by government-sponsored expeditions, andno attempt was made to establish private yards anda colonial shipbuilding industry.
Colonial Craft
In the English colonies, ship and boat building didnot become particularly active industries until afterthe middle of the 17th century, when the civil war inEngland had interrupted trade with the mothercountry. As a result, the colonies, forced to create aseaboard trade of their own, set about exploiting seafisheries in order to produce trade goods, and this
made boat building necessary as a supporting in-dustry. English colonial ship and boat building wereunder private ownership; the government made no
real attempt to establish naval dockyards. In the17th and early 18th centuries the boats and shipsbuilt in the English colonies were also all of nationaltypes, except for canoes and boat-canoes; these weredugouts that could be built by unskilled hands fromthe large, easily worked timber available.At the end of the 17th century colonial-built craftincluded such types as shallop, pinnace, sloop, ketchor catch, pink, galley, and skiff. From Englishsomxes it is possible to obtain some idea of what thesetypes were, although type names of vessels and boatswere then rather loosely applied.A shallop thus might be anything from a smallopen ship's boat fitted to row and perhaps to sail, to asizable decked coasting craft or fishing boat. Largeshallops sometimes had one mast fitted to carry a jiband a gaff or sprit mainsail, but gradually the typicalshallop rig became a 2-masted one having two gaff
sails, the fore the smaller, and no jib. Most shallopswere square sterned; those having sharp sterns werecommonly called double shallops. The lateen rig,
it is believed, was also used in the shallops, but rarelyin boats working in unprotected waters.The pinnace was either a ship's boat, long and nar-row and built to row fast, or a decked craft designedto sail and row and often fitted with the 2-mastedshallop rig. The pinnaces were sometimes the Eng-lish equivalent of the Spanish "brigantine." Thename pinnace was also applied to galley-ships in the16th and early 17th centuries, but by the beginningof the 18th century this application of the nameceased.At the end of the 17th century colonial shipbuilderswere constructing for the North Atlantic run betweenthe New England colonies and England galley-shipsand galley-brigantine-rigged vessels both called "gal-lies" or "galleys." These vessels were required inthe unprotected colonial trade, the British Navy thenbeing unable to furnish adequate cruisers for convoyguards. These galleys were flush-decked ships armedfor war on one deck and with a rowing deck below;they were sometimes called "runners."The pink was a sharp-sterned vessel with bulwarkscarried abaft the sternpost, rigged as a ship, brigan-tine, or sloop. It was the forerunner of the later,schooner rigged American pinky.The ketch was a square-sterned sailing vessel havingtwo masts; the type was used for trading and in the
14
A Dutch Shallop, an Early Schooner-Tvpe Vessel, Appears in the Foreground of this early view of thecapture of Loki, Ceram, by Arnold de Vlamingh van Outshoorn, June 27, 1652. From the Secret Atlas of theEast India Company, published about 1670, this view appears as plate 1 18 in Monumenta Cartographica, edited byDr. F. C. Wieder the Hague, M. Nijhoff, 1925-.Banks fisheries. Colonial records indicate that these
vessels had very small crews, so they could not havebeen very large. It is very doubtful that they evercarried a square rig similar to that of the naval bombketch, since their crews would have beeii inadequateto handle such rigs; probably they were fore-and-aftrigged, with fore and main gaff sails of approximatelyequal size and with one or more jibs. This suppositionis supported by the fact that, early in the 18th centurythe ketch or "catch," previously very numerous, sud-denly disappeared almost completely from colonialrecords, being replaced by large numbers of "scoon-ers." This suggests that there was merely a changeof type name rather than that the "scooner" was anew rig or hull-type. It is noticeable that the
"scooner" appeared all along the coast within a veryshort time.Sloops were commonly employed in coasting or inthe West Indian trade and were usually craft of some
size, up to 60 feet length, having one mast, a gaffmainsail, and two or more jibs. The larger sloopswere decked and fitted with bulwarks. Large-sizesloops, 60 to 65 feet long were being built in the West
Indies by the last half of the 17th century and thefast sailing "Jamaica sloops"' produced at Jamaicawere popular with the buccaneers and piraticalgentry in those waters.The small craft constructed in the colonies included
"boat-canoes," dugouts shaped to resemble ships'boats and usually square sterned, "canoes" beingcommonly sharp sterned. Except in eastern Maineand in the Canadian Maritime Provinces, the birch-bark Indian canoe was seldom employed on saltwater.
"Skiffs" appear to be merely small rowing craft andwere not usually fitted to sail.The rigs of colonial boats in the 1 7th century werethose employed in England and included the leg-of-mutton, a triangular sail fitted with a boom; theshoulder-of-mutton, which was similar but with avery short gaff, or club, at its head; the spritsail;the gaff-sail with a rather short gaff; the hoy sail,which was a gaff-sail with a long gaff, rarely lowered;and the lateen sail. These rigs and sail forms %vercquite well developed in Britain by the middle of thecentiuy when colonial ship and boatbuilding became
15
very acti\-c. Large vessels were rigged as ships orbriganlincs, in the Enghsh manner, of course.The timber employed in colonial ship and boatIxiilding offered many prol)Iems to the early builders,for while there ivas apparently suitable timber avail-able, some of it was then unfamiliar to Englishbuilders. Gradually the colonial builders foundwoods that were useful to their purposes. In thenorthern colonies native oak, cedar, white pine,spruce, elm, maple, and juniper (or hackmatack) werecommonly employed. In New England spruce toptimbers were used in the framing of many ships to savetopside weight; sometimes hackmatack or cedar wasused for this purpose. In the Chesapeake Bay regionframes were made of mulberry, cedar, laurel, or oak;planking was oak or southern pine. On the Chesa-peake and northward to southern New Englandchestnut was used also for framing and for generalstructural purposes; farther south cypress and li\-eoak were employed; there, too, long-leaf yellow pine,e\-entually to become one of the most importantAmerican shipbuilding timbers, was found %-erysuitable for both planking and structure. Due tolack of capital, the colonial ship and boat builderswere usually unable to maintain a stock of wellseasoned timber and this led to many colonial-built\-esscls ha\-ing a rather short life, as the green timberoften employed rotted very rapidly, particularly ifthe vessel were sent south to the West Indies in thefirst few years of her life.The tools employed by the colonial builders werethe common hand tools of the period?the axe,hatchet, hand saw (rip and crosscut), a pit saw forshaping frames and getting out plank, hand planes,adze, maul, hammer, chi.sels, scrapers, and scpiares,and measuring devices. Water-powered sawmills ofthe jigsaw type were established in the northerncolonies at an early date, but the location of mostshipyards and boatbuilding areas prevented the useof sawmills until other forms of power were available.In fact, steam-powered sawmills were not commonlyused in shipyards until after 1840.The 18th century saw a great increase in Americanship and boat building. Increasing wealth andtrade created demands for additional types of smallboat such as the wherry, whaleboat, barge, cutter,yawl boat, moses boat, longb(jat (or launch as it %vaslater known), dory, periagua, and cutter. Of these,the moses boat and dory may ha\'e been of Americandesign. The moses boat was a square-stcrned rowingboat having marked rocker in the keel and great
sheer, used originally in the West Indian trade as aship's lighter to handle casks. These boats were alsoused in the Maryland and Virginia tobacco trade.The dory was a flat-bottomed skiff, as it is today, andmay have developed from the flat-bottomed skiff orplank canoe of the colonial lumbermen, that laterbecame known as drive boats, or bateaux. The othertypes were of European origin and most of them were
ships' boats.The name periagua, it is thought, was of WestIndian origin and was originally applied to a largedugout canoe with the sides raised by plank and fittedto sail. Later the name became applied to a form ofshallop having the foremast raked forward and themainmast raked aft; these were often craft of some
size and were usually decked wholly or in part. Inthis century the name shallop became less popularand the type, often called a 2-mast boat, graduallycle\-eloped into the famed Chebacco boat of NewEngland and into large 2-masted, decked, river trad-
ers, the last survival of which was probably to be foundin the St. John River woodboats in New Brimswick,Canada. Vessels of this class were in use on theHudson River at least as late as 1845.
.Ships built by colonial builders increased in sizeand na\-al shipbuilding began; the first Royal Navyship built in the colonies was the 4th Rate Falkland,built by contract at Portsmouth, New Hampshire,in 1690. This ship was followed by three or fourothers and by numerous sloops, brigs, snows, andschooners intended for service in America, either onthe Lakes or on the coast. Merchant ships were allof English types, apparently.In the early years of the 18th century the construc-tion of fast sailing v^essels became profitable. This
^vas largely due to profitable but illegal trades opento colonial traders in the ^Vest Indies, as well as to theunstable international conditions that made the seasunsafe for slow-sailing vessels. The American "gal-lies," first built late in the 17th century, remainedpopular; and small, swift sloops, schooners and brigan-tincs were also constructed. On the Chesapeake, inparticular, the construction of small, fast vesselsbecame common. The type chosen \vas the old WestIndian sloop, or Jamaica sloop which, by this time,had been transplanted to Bermuda and was nowconnnonly called the Bermuda sloop.This was a keel sloop of some size, up to 65 feet inlength, having a straight, rising floor, well roundedbilge, and rather upright topside, giving it a rather
"heart-shaped" midsection in extreme cases. The
16
ffi///^ /f Virefinrii
*>f/ A- JewTf^f 4* ff'fffp/h Jn /fc/tt 9 *'
^tfre/nf Sfam of &et>r ff'r'
' J/>ter -"
Earliest Plans of an American-Built Vessel the sloop Mediator (see below), built on the Chesapeake,1741-42. Redrawn from original British Admiralty draught. {Courtesy of Trustees of the National MaritimeMuseum, Greemvich, England.)
Stem was usually well rounded in profile and the hulldrew much more water aft than forward. The free-board to the main deck was low, but these vesselsusually had high bulwarks pierced for carriage gunsand a high, short quarterdeck or a stern cabin withits roof strongly arched athwartships. The main deckof these sloops was coinmonly heavily cro\vned, orarched. The mast raked a good deal and the sloopscarried two or more headsails, large gaff mainsailfitted with a boom, square course, topsail, and top-gallant sail.Through the early trade to Bermuda, as well as tothe colonial West Indies, this type became well knownon the Chesapeake. During the first half of the 18thcentury a great many sloops of this type were built onthe Eastern Shore of Maryland and \"irginia, in portsoa the western side of the Bay, and on the Delaware.The earliest plan of an American built vessel, thathas yet been found, is of a sloop of this class, theMediator, purchased for the Royal Navy in 1745 andbuilt in "Virginia" about 1741. This sloop was
bought in the West Indies and sailed to Englandwhere she was measured and drawings made, shortlybefore she was lost at Dunkirk.These large sloops apparently created a problem ofmanning, particularly when o\Nned in a small village,for the rig in such large hulls required big crews.Hence, it was not long before the more easily man-aged schooner rig was applied to the type.In \-iew of a rather old American tradition that thefast-sailing American model was de\eloped fromFrench lugsjers and vessels that visited America andthat had their lines taken off by colonial shipwrightsduring the Revolution, it should be made clear thatno evidence has been found to support such a tradi-tion. On the contrary, there is clear evidence inMaryland records of the construction of the Bermudasloop type there, as the plan of the Mediator beare
witness. The hull form of the Bermuda sloop, more-over, was employed to construct a British 24-gunship in 1739 at London, and this vessel, the Lynu, isrepresented by her building plans in the Admiralty
17
IHmfi snrf rarlf'
ally adopted at other American colonial ports, partic-ularly at New York and in Delaware waters. At thisperiod pilot boats were rarely over 55 feet long, 35 to45 feet being the average.The other was the seagoing schooner produced onthe Chesapeake and in the vicinity. This vessel alsodrew much more water aft than forward and the maindeck was but little above the waterline. It had astrongly rising floor, well rounded bilge, and sometumble-home in the topside amidships, giving it acharacteristic heart-shaped midsection. These vesselsusually had a rounded stem profile, sometimes with asmall gammon-knee head and, very rarely, mouldingsor car\ings. They had high main-deck bulwarkspierced for carriage guns; many of those built before1780 had high, short quarterdecks. They were rela-tiV'Cly sharp ended and, like the small pilot boats, werebuilt to sail very fast and carried a large spread of sailin the square-topsail schooner rig of the period, con-
sisting of two or more headsails, fore and main sails,main-topmast staysail, fore course, square topsail,topgallant and, occasionally square main topsailswith light sails in addition. As early as 1757 some ofthese schooners were 80 feet long, and capable of car-rying 14 carriage guns. This class came to be popularduring the Revolution; the number of schooners be-tween 75 and 80 feet on deck became very great, andbrigs and brigantines were also built on this model atthat time, if not before.In New England this "sharp" vessel was representedby the Marblehcad schooner class, a type of fast-sailingBanks fisherman. These had more capacity for their
size than the average Chesapeake schooner and com-monly had rather upright stems, sometimes with asmall gammon head and a little carving. The mid-section resembled that of the Chesapeake model andthey had short, high quarterdecks fitted with bul-warks. Some had bulwarks on the main deck piercedfor guns, but many had no more than a log rail there.The masts had much rake and the schooners carried arig somewhat similar to the Virginia pilot boat, butwith masts supported by standing rigging. At timesthese schooners were fitted with the rig of a square-topsail schooner, particularly for trading voyages.The first vessels fitted out as cruisers by the AmericanRevolutionary authorities were of this type.The surviving plans of these three classes of schoonersshow that the southern seagoing, or pilot-boat, schoon-
ers and the Marblehead type retained the basic formof the old Bermuda, or Jamaica, sloop but with differ-ent proportions.
It would be natural for the colonial shipbuilders toapply the Bermuda sloop-Chesapeake schooner hullform to large ships, when a fast-sailing merchantmanor privateer was required. It is not yet possible to statewhen this was first done in America, but it has alreadybeen shown (p. 17) that the model was applied inEngland in at least one instance in 1739 and there is,therefore, no sound reason to doubt that the sharp-model full-rigged ship existed in the colonies, as wellas in Britain, long before the Revolution. During theRevolution the construction of privateer ships pro-duced such vessels, and plans of a number have beenfound; these were made after their capture by theBritish.One such vessel was the Rattlesnake of Salem, Massa-chusetts, said to have been built at Plymouth anddesigned by the first American naval architect known,John Peck. This ship was quite sharp ended and hadthe heart-shaped midsection of a schooner; she was 89feet 3 inches on deck, 22 feet 4 inches beam, and 8feet 10)^ inches depth in the hold. Another such ves-
sel was bought for the Royal Navy as the Barbadoes in1784; she was also quite sharp in section and hadrather fine lines, and was 97 feet 7 inches on deck, 24feet 11 'finches beam, and 10 feet 7 inches depth inhold. Her place of building and her original namehave not been determined, though she was describedin her naval papers as "American built," and her planis so marked. Comparison of the plans of this vesselwith those of the full-model American and Britishships of the same period show that the Barbadoes waslarge for her time and the application of the sharp-model to a ship of such size indica tes that there was anextensive background of experience with merchant
vessels of this form and approximate size.The sharp-model colonial vessel is likewise repre-sented by plans of the fine American-built 2-masterSwift, originally a schooner but rerigged as a brigwhen taken into the British Navy in 1783, having beencaptured in 1779. She was a sharp model, with shortquarterdeck, measuring 75 feet 6 inches on deck, 20feet 10 inches beam, and 7 feet 9 inches depth. An-other example was a large American schooner takeninto the Royal Navy in 1780 as the Berbice, a verysharp vessel having a short, high quarterdeck andmeasuring 72 feet 9 inches on deck, and 20 feet 8inches beam, and 8 feet depth. It will be seen thatthere are too many plans of American-built vessels ofthe Revolutionary period in existence to permit ac-ceptance of the tradition of French influence on earlyAmerican shij) design.
19
'JJ? IT*/ ^n Mr^trr^^v Ov// l*if/
_:^*^_ ''SI.
Example of the Extreme Model Baltimore Clipper Schooner of the First Decade of the 19TH Cen-tury, the Nonpareil, built on the Chesapeake in 1801 and taken into the Royal Navy in 1808. Plan was madefrom a half-model in the National Maritime Museum, Greenwich, England.pathy abroad in the Chesapeake region led a fewshipbuilders to France, where they took part in thebuilding of French privateers.The history of this incident is obscure, but Britishintelligence and naval reports do indicate that someAmericans entered into partnership with Frenchbuilders and constructed privateers on the Chesa-peake model in France, and that this activity con-tinued until, late in the 1790's, the deterioratingrelations between France and the United Stateswhich led to the so-called "cjuasi-war" put a stop tothe cooperation. In this connection it is worthy ofnotice that soon after 1794 the Royal Navy began tocapture from the French large, flush-decked ship-privateers of an entirely new model suspiciouslyresembling the Chesapeake schooner hull; nothinglike these vessels had been taken from the French inprevious wars and the new type gradually disappearedafter 1800, to be replaced by ships of the usual anddistinctive French hull form.Plans of some of the captured French privateerships of the new model, taken off by the British,show that there was indeed a very inarked similaritybetween them and the American schooner model.One of the largest of these captured "sharp-model"privateer ships was about 140 feet long, an unusuallength for the period. One or two privateer frigatesappear to have been built on this model, as well assome large flush-decked ships, and a number of brigs.Most of the schooners used by the French, however,were purchased American-built v'essels, as were afew naval brigs. The British also purchased somepost-Revolutionary American schooners and took
into service many of those captured from the Frenchor condemned in their courts for illegal trading.Plans of these, made by the British Admiralty, havegiven the most complete record of the developmentof the type, prior and during the War of 1812.An example of a large American-built sharp-modelschooner at the beginning of the 19th century is theJ\onpareil, built in 1801 on the Chesapeake. This
vessel was taken by the British in 1807 or 1808,apparently for illegal trading. Some accounts stateshe was found at Montevideo when that city wascaptured by the British, but other official recordsindicate that she was taken at sea. At any rate, shewas taken into the Royal Navy in 1 808 and remainedin naval service until 1813, being sold in the Tagus.The Nonpareil was a square-fore-topsail schooner94 feet 1 inch at the rail, 89 feet 6 inches on deck,22 feet 10 inches moulded beain, and drawing 13 feet9 inches aft. The model was sharp in all respectsand the vessel was a very fast sailer.By 1794 the raised quarterdeck of the earlier Chesa-peake schooners had gone out of fashion and nearly
all schooners and brigs were flush decked fore and aft.It was about 1795 that the 3-masted schooner rigappeared in Chesapeake schooners; some of these weresold to the French. These schooners were not verylarge and were usually of the Norfolk, or Virginia, pilotboat model; the use of the rig appears to result froman effort to increase sail area on a small hull, ratherthan from the desire for economy in crew require-ments. One such schooner, the Poisson Volant, 78 feet8 inches long on deck, 21 feet 7 inches beam, and7 feet 10 inches depth of hold, was taken from the
472846?60- 21
French. She was of the regular i)ilot boat modelbut her rails had been raised to form bulwarks andthe vessel had been fitted to carry 10 guns. Planswere made of the schooner, and from these six dupli-cates were built at Bermuda, by contract in 1808, forthe British Navy.Reversing the process that had taken place incolonial times; when the Chesapeake Bay buildershad copied the Bermuda sloop; in the last years ofthe 18th century and early years of the 19th, Bermudabuilders copied the American schooners and pro-duced a modification that was called the "Bermudianschooner." It was somewhat like the Chesapeakepilot boat, but was usually fitted with a long, lowquarterdeck and without high bulwarks. As a resultof the building of the 3-masted schooners in 1808,perhaps, the Bermudians also adopted the 3-masted
rig and built schooners of this masting; soon some ofthese were fitted with three leg-of-mutton sailsinstead of the gaff sails of the American schoonerand the new 3-masted Bermudian schooner typebecame noted for its speed.When the U. S. Navy was established in the 1790's,two sharp-model schooners were obtained, the Enter-prise and Experiment. These were followed by a fewother schooners, though the rig was never very popularwith American naval officers. The U. S. RevenueService was also equipped with sharp-model schoon-
ers, although the vessels, following British usage, werealways called "cutters." It may be mentioned inpassing that the British Revenue Service employedtwo American-built sharp-model schooners in theperiod between 1790 and 1820, and of twelve largeschooners in the Royal Navy in 1808, all but threewere American-built.There was only a moderate change in the design ofthe Chesapeake schooner between 1800 and 1812.The average size of seagoing schooners increasedsomewhat and the sheer of the vessels gradually be-came somewhat straighter. Extremes in sharpnesshad been reached by 1806 and radical designs werequite common in this respect long before the beginningof the War of 1812. When the war began, the Chesa-peake Bay builders were soon forced to recognize thatsmall privateers were not wholly effective and theybegan to build some schooners and brigantines ofover 100 feet length on deck; the largest built on theBay during the war were 115 to 116 feet on deck;perhaps 120 feet at the rail. Although many of theselarge vessels were built as schooners, most of themwere soon rerigged as brigantines or brigs. As was
learned later with regard to New England coastingand fishing schooners, 2-masted schooners above 120feet in length required a large crew and hence werenot economical in trading. The majority of the notedprivateer schooners of the War of 1812 ranged from90 to 100 feet in length. Many of the larger priva-teers, such as the General Armstrong and Prince deNeujchatel, were built in New York.Until shortly after the War of 1812, the Chesapeakemodel schooner was usually described as being "pilot-boat construction," or "Virginia model," or "pilot-boat model"; during the war "Baltimore built" or
"Baltimore model," was sometimes employed. Othernames were "sharp model" and "Chesapeake model."The name "Baltimore clipper" became popular inthe 1820's and remained in use from then on.By 1815 the use of the Chesapeake hull form hadspread all along the coast, and schooners and brigs of
"pilot-boat construction" had been built at NewOrleans, Savannah, Charleston, Norfolk. Philadel-phia, New York, and in New England from Con-necticut to Maine. The New England-built vesselsvaried from the others, as a rule, in having less rakein the ends. Like the old Marblehead schooners, theNew England-built privateers of 1812-15 were moreburdensome than their southern sisters. At the endof the war, and for some years after, the fastest sailerin the American Navy was the brig Spark, a vesselbuilt at Sag Harbor, on Long Island, New York, asa privateer, on a model brought from the Chesapeake.Pilot boats all along the coast were very similar inform, if not in appearance, to those at Norfolk andBaltimore, and the most common length was 50 to60 feet on deck.During the War of 1812 Baltimore shipowners hadcarried the bulk of the small American seabornetrade simply because they had a large number ofsmall, swift vessels suited to running the blockadeand avoiding enemy cruisers. The trade was veryprofitable, and at the end of the war Maryland ship-owners would have liked to retain their advantageousposition. Some ex-privateers were put into peace-time trade; the famous ex-schooner-brigantine Chas-
seur, for example, went into the China trade whereshe almost immediately set a record for the run thatstood for many years, being finally broken by a muchlarger vessel.It was soon found, however, that the sharp and oftenvery deep ex-privateer was not very profitable intrade. The Chesapeake builders were soon underpressure to produce a good, small, trading vessel.
22
'-? ??*^^?-?
Plan of a Privateer Built by Adam and Noah Brown, New York, During the War of i8i2. The Princede Neufchatd, after a successful career as a privateer, was captured by the British and plans were made of her.She was noted for her speed, and was probably similar to the General Armstrong. Redrawn from the originalBritish Admii-alty draught.
With their hard-earned reputation for fast sailing sowell established, they tried to produce a model thatwould sail well and carry more with less draft, thanthe old model. Within a few years of the war animproved trading model had been developed. Com-pared with the earlier model, the great rake of theends, particularly at the stem, was somewhat reduced,as was the rise of the floor amidships; the differencein draft fore-and-aft was less marked and the hullwas less deep and rather wider than before. Theschooner rig of the resUess periods before 1815 wasno longer needed in ocean trade; the brig and brigan-tine were now considered more suitable for generaltrade. A few sharp-model ships were built but, afterthe war, there was little local demand for these large
craft. Most of them were built under contract forMexico, and the numerous nations being formed ofthe Spanish colonies in South and Central America,and were intended as men-of-war or privateers.The use of the heavy spars of the brigantine and brig
rigs on the foremast made a basic change necessaryin the old schooner model; this consisted not only ofreducing the drag and making the draft much deeper
at the bow than before, but also of making the entrancesomewhat less fine, since the extreme draft was madeless than before, to carry the weight forward. As a
result the midsection was rather large in area; ithad only a slight rise of floor, a low and rather easybilge, and nearly upright topsides. The entrance wasshort and fairly sharp; the run was usually quite longand very fine; and the bow sections had marked flare.It is probable that this form had some influence in thedesign of the large packet ships that were built after1830, yet it was not greatly different from that ofsome of the Bay-built ships of 1812.An example of one of the trading brigantines builtin Maryland is one designed and constructed atBaltimore by Flannigan, a builder who had modeledsome notable schooners during the War of 1812 andwho had been a partner in the firm of Flannigan andParsons, builders of the U. S. frigate Java at Baltimoreduring that war. This brigantine, built sometimebetween 1818 and 1828, was a small vessel for hertime, of 88 feet 10 inches length on deck, 22 feet 1^inches moulded beam, and drawing about 9 feet 10inches, loaded. Vessels of this type were employed
23
Merchant Brigantine of About 1818-28, Built at Baltimore, Maryland, by Flannigan. Redrawn froma plan, by Hillman, formerly in the Webb Institute of Naval Architecture.
in the coffee trade to Brazil and in the West Indiantrade, both of which the Bakimore shipowners wereable to retain, in a lartjc measure, diirins; the first halfof the f 9th century.\'essels with the old sharp hull form continued tobe used, however, as the model proffered to John N.Cushing, Sr., in 1845 by a Baltimore builder, now inthe Watercraft Collection (see p. 67), bears witness.In 1832 the ship Aiiii McKim was fiuilt at Baltimore,a vessel on the old sharp schooner model, 143 feetbetween perpendiculars, 31 feet beam, and 15 feetmoulded depth; and she attracted very little attentionwhen launched, the local references to the event show-ing that she was not viewed as anything particularlyunusual. Indeed, she was not, for ship-rigged vesselsof even more extreme designs had been built yearsbefore, not only at Baltimore but elsewhere. Some 4years earlier, for exaaiple, the very extretne shipUnited States had been built by Eckford at New Yorkfor his own account; and of course, sharp-model shipshad been built as early as the Revolution. However,because the lines of the builder's model of the AnnMchim had been published, and because the vesselhad been sold to New York, where she won a reptita-tion for speed, some modern historians, lacking accessto the lines of earlier sharp-model ships and basingtheir argument on the existence of the lines of theship and her ownership in New York, have been led toassume the Ann McKim either to have been the "firstclipper ship" or to have influenced the demand forsuch ships or, at least, to have Ijeen an innovation insome respect.Modifications of the Baltimore clipper models werevery popular at Philadelphia, New York, and Bostonin the early 19th century. At New York, in particu-lar, there were active shipyards operating, with con-tracts for small \-essels requiring fast sailing. These
yards turned out schooners, brigantines and brigs that,while resembling the Chesapeake Bay vessels, were ofa local character. The New York built clippers wereadmired for their fine workmanship and finish; theirhull form was characterized by a very high bilge andrather more depth of keel outside the rabbet thanwould be average in the southern vessels. The her-maphrodite Apprentice, built at New York in 1839. istypical of these New York vessels. Though ratherwide she is sharp ended and well formed; Ijy the dateof her building the position of the greatest sectionalarea, the midsection, was being slowly moved aft.She was 80 feet 6 inches at rail, 23 feet 10 inchesmoulded beam, and drew about 10 feet 5 inchesloaded. The first vessel built by William H. Webb,the noted New York clipper ship builder, on his ownaccount was the small brig Malek-Adhel, for the PacificOcean trade. This brig was a New York clippermodel of the size of the Apprentice and of somewhatsimilar proportions; she was a v'ery fast sailer.It may appear strange that Baltimore and the Chesa-peake region, because of the great reputation of theBaltimore clipper, did not become the building centerwhen the great boom in clipper-ship construction be-gan. That it did not was due to the basic structure ofthe shipbuilding industry there. Baltimore was neverthe chief building area on the Chesapeake; the indus-try was carried on along the shores of the Bay, in smalltowns and villages, partictilarly on the Eastern Shoreof Marsland and Mrginia. These country yards were
all relati\ely small, with small crews, a factor thatlimited the size of vessels they could readily build.The Baltimore yards were larger and could buildlarger vessels but they often suffered for lack of suffi-cient labor. The Maryland and Virginia shipwrightspreferred to work in their villages, where they couldengage in part-time farming, fishing, or hunting.
24
Eight-Gun Clipper Hermaphrodite Brigantine Apprentice, built at New York City for a foreign account, 1838-39.
rather than take the risks of industrial, urban employ-ment. During the Revolution, for example, when thefrigate Virginia was building at Baltimore, there wasvery great difficulty in getting men to finish the ship.Again, in the War of 1812 the frigate Java was de-layed by the lack of labor in the city, while the con-struction of privateer schooners in the country yardsgave more attractive employment to workmen. Thus,local conditions limited the Chesapeake Bay ship-builders to the production of small vessels, and since, atleast to 1857, there was a profitable market for thesesmall, fast-sailing vessels, the Bay yards were keptbusy, with little surplus labor available for Baltimore.While a few clipper ships and packets were built onthe Bay, the whole number was very small comparedwith the output of Boston, New York, or of the NewEngland States. It may be said, however, that theChesapeake Bay clipper-ships maintained their greatreputation for fast sailing, and in spite of the limitedoutput of clipper ships on the Chesapeake, some veryfine small vessels were built for ocean trade, and forcoasting.An example of the small ocean-trading clippers wasthe topsail schooner Vaquero, built at Baltimore, byfames M. Foster and Thomas Booz, for CaptainJosiah D. Nason of Medford, Massachusetts. Thiswas a large 2-masted schooner intended to carryfrrisjht and passengers in the Pacific Ocean trade.Built in 1853 at the height of the clipper-ship boom,her general hull lines were those of an extreme clipper
ship. She was about 133 feet 6 inches at rail, 120 feet9 inches between perpendiculars, 27 feet 2]i inchesmoulded beam, and drew 13 feet aft, 11 feet 4 inchesforward, loaded.This schooner was as large as many ships and barksin her time. She sailed to California and there gained
the reputation of being the fastest vessel out of theport of San Francisco. Described as having very finepassenger accommodations and as being a first-class
vessel in all respects, the Vaquero was the first vessel tocarry passengers from San Francisco to Melbourne,
.\ustralia, and for a few years she ran between theseports and Honolulu. This big 2-master held therecord between Melbourne and Honolulu; in 1858she made the run in 36 days, and her previous tworuns were 42 and 41 days. The Vaquero was lost atsea on June 9, 1859, after 5 years in the trade.By 1850 the original Baltimore clipper model hadnearly gone out of fashion, except in small schoonersand in a few brigantines. Most fast vessels built onthe Chesapeake, brigs, brigantines, 3-inast schooners,barks and ships, had been on models very similar tothose used at New York and in New England, exceptthat the Bay-built vessels commonly had somewhatsharper ends. The last Baltimore clipper type builton the Bay was the "pungy," a shallow-keel schoonerused in the Bay trade and in fishing. Some pungieswere employed as coastal packets and a few were inthe Bahama-Baltimore fruit trade until late in the19th century. The type finally disappeared about1940 on the Bay. However, the basic principles ofthe Baltimore clipper model were sound and,throughout the last half of the f9th century, pilotschooners and some yachts continued to show muchresemblance to the old model.One of the trades in which Baltimore clippers en-gaged was slaving. A few were actually built for thetrade, often very extreme models?brigs, brigantines,and schooners. Few ships, or ver\' large vessels, en-gaged in slaving, though occasionally one was foundwith slaves aljoard. The slaver was commonly, how-ever, a cheaply built or secondhand vessel and most
25
Lines of the Large 2-Masted Clipper Schooner Vaquero, built as a packet at Baltimore, Maryland, 1852-53.Until lost at sea, she was employed in the Pacific between San Francisco, Melbourne, and Honolulu.
were not armed, or they were very lightly armed, forthey usually depended upon speed to evade capture.Brigs and brigantines were much favored m the tradeand any schooners employed in the trade carried largesquare sails on the foremast, at least, being usuallyfore-topsail schooner rigged. The slavers were flushdecked, with a low trunk on the deck aft in schooners,brigantines, and brigs.Sometime about 1820-25 a few Chesapeake Baybuilders went to Cuba to build slavers that wereoperated under the Spanish flag. Later many of theSouth American flags were employed by slavers,since these countries permitted slave trading long afterEngland, United States, and the nations having colo-nies in the West Indies had forbidden it. From oneof the few slavers taken by or purchased for the BritishNavy, plans of a topsail schooner were made, and theplans of two brigs and two other schooners also survive.Usually captured slavers were hauled up and citherburned or broken up by the British, to avoid theslavers purchasing them and putting them back intothe trade. The American Navy engaged in suppres-sion of the trade but political and economic factorsmade it less effective in this than the British Navy.The slave trade gradually declined in the first half ofthe 19th century, but it did not cease entirely in Ameri-can waters until the 1860's.During the period of piracy in the West Indies, thatoccurred after the peace of 1815, freebooters operatedfrom shore establishments on the Cuban and Floridacoasts, from which they made destructive forays uponAmerican commerce in the Gulfand in the Caribbean.They preferred small craft for their operations andhad a strong preference for Chesapeake pilot-boat
schooners that they obtained by purchase or capture.These were swift and had the shallow draft requiredto reach the hideouts the pirates employed. Two such
vessels were captured by the British Navy and takeninto their service in the 1820's to engage in suppressionof West Indian piracy. Copies of the Chesapeake Baymodels built in the West Indies were said to be veryroughly constructed and inferior to the Chesapeake-built schooners. For many years one of the marks ofthese West Indian-built schooners was markedlygreater rake in the mainmast than the fore; these wereknown as "Ballahou rigged."North Atlantic Packets
In early colonial times, passenger transportationbetween England and her colonies was very irregular,since it depended upon the freighting vessels in thecolonial trade. From old accounts it is plain thatthese ships were very unsatisfactory, for they had veryprimitive accommodations for passengers; they madevery irregular runs as their departures dependedupon freight requirements. Government officials pre-ferred to travel by men-of-war when that was possible.In 1755 the British established a mail packet service;the vessels employed were almost entirely fast brig-antines of rather small size, and the service was con-trolled and operated by the Post Office. The Revolu-tion put a stop to this service as far as American portswere concerned, but after the war the service wasresumed, to be broken off again just before the \Varof 1812 and continued after the war until 1828, whenit finally ceased due to the competition of the bigtrans-Atlantic packets. These mail packets carried nofreight; this sharply reduced their usefulness as aids in
26
i "
#?1
Packet Ship, Built IN 1 855 at New York Cn \ i;-. Wiiiiwi II, Webb for the Black B\i 1 l.i\i:, [he .\eptune.She was wrecked about 1877. Her register dimensions were 191' x 40' x 28', 1,406 tons. From a painting(USNM 310852) in the Watercraft Collection. (Smithsonian photo 44691.)
the foreign trade, and limited their value to Americanmerchants.The coastal packet business which developed inearly colonial times was largely carried in sloops and
sinall schooners which made more or less regular runsbetween Atlantic coastal cities and towns, often inconjunction with stagecoach services. Packet sloopswere also employed on the large rivers; those on theHudson became large and well equipped vessels afterthe Revolution. On some of the longer runs smallbrigs were employed, particularly to the Southernports. At the beginning of the War of 1 8 1 2 the coastalpackets had become well established and some appearto have maintained a fairly regular schedule, at leastduring the summer months. This coastal packetservice, which was really part of the coasting trade,is dealt under coasting vessels (see p. 42).The coming of peace in 1815 brought a revival inmerchantile activity in America to meet the needsthat had gathered during the war years. New Yorkmerchants saw in this period an opportunity to maketheir city a great merchantile center. One step inthis direction was taken by four well-to-do merchants,who organized a trans-Atlantic packet service with
four ships. One feature of this line of packets wasthat they were to sail on a fixed schedule; a ship wasto leave port at the beginning of each month withoutregard to weather or the amount of freight on board.This first venture, the "Old Line," became bestknown as the Black Ball Line, as the ships carried aflag on which there was a black ball, a mark alsocarried on their fore-topsail. The Black Ball Linebegan operation between New York and Liverpoolin 1818, and in spite of an economic depression thatbegan in 1819, the Line prospered. This led to theestablishment of other packet lines; the second to beorganized was the Red Star Line in 1821, and thiswas followed by the Swallowtail Line, the Le HavreLine, and others. Services thus became establishedto Liverpool, London, and Le Havre, with two ormore lines to each of these European ports.In order to maintain the schedules proudly adver-tised by the competing lines, it was necessary to sailthe packet ships very hard, and to carry sail as long aspossible. Early in the development of the packetlines, ships were racing across the Atlantic and thefirst arrival obtained a great notoriety which servedthe line's owners as valuable ad\ertising. Though
27
speed was important, carrying capacity was a basic
necessity, due to the type of cargoes accepted. Amerely fast ship without high order of cargo-carrying
ability would have been a commercial failure in thetrans-Atlantic packet trade throughout most of itsexistence. To resist the strains of hard sailing, whichcould be destructive to large wooden ships, theirstructure was necessarily always massive and sti^ong.Thus construction weight as well as cargo capacitymade the packet ship a very heavy displacement
vessel for her length.The earliest packet ships were regular tradersselected because they sailed well. Such vessels hadsome rise in the floor amidships, rather firm, roundedbilges, and some tumble-home in the topsides. Thebow was very full at the rail, but below the entrancebecame very fine, though quite short. The run waslikewise short but rather easy. The sides were carriedwell fore-and-aft and almost parallel, so that therewas a long, full body. These first ships were rela-tively small, about 500 tons register or less, approxi-mately 110 to 115 feet along on deck, and 28 to 31feet beam.The changes in form necessary to make such ships
sail well were known at the time; an increase in thelength of run and in the length of the entrance,combined with greater fineness at the ends, wouldproduce more speed but at the cost of a loss in capac-ity in a short ship. There was also a practical limitto the depth a ship of about 500 tons should have. Itwas belie\ed that to sail fast, a ship required dead
rise in her floors amidships, and the greater the dead
rise the faster she would be. Because of these factorsand the belief as to the need for dead rise, little changetook place in the hull form of packets ships builtbefore 1835, though between 1816 and 1832 the shipsincreased in overall size.For reasons of trade, the New York merchantsfound it necessary in the 1820's to employ ships ofsome size in the coastal packet trade with Charleston,Savannah, Mobile, and New Orleans (the first lineto New Orleans was established in 1821). A necessaryhull feature in these coastal packets, a majority ofwhich were ship rigged, was a rather flat bottom inorder to keep the loaded draft at a minimum, so thatthe ship could cross the bar at the mouth of the Mis-
sissippi. This change had been accepted as a neces-
sity, as was the supposed loss of speed that wasexpected to result, but it was noticed that some ofthese flat-floored coastal packets were very fast ships,of great capacity for their size.
This discovery led to the adoption of the flat-flooredhull form in the trans-Atlantic packets, and by 1838the fashionable packet-ship model had becomea vessel with straight sheer, rather straight sided formost of her length, with a very full bow at the rail,sharp and easy in the entrance below the load line,and with a fairly long and fine run. The cutwaterwas short and deep, naval fashion, a style that hadbecome almost universal in America at the end of theWar of 1812; even the Chesapeake Bay builders hadgiven up their simple gammon-knee head and weresupplying all their schooners except the small pilotboats with "naval heads."' At the same time therake of stem and post was gradually reduced until, insome of the packets built at Philadelphia for the CopeLine, the stem rabbets and sternposts became up-
right. The early ships were commonly flush decked,but as the vessels grew in size a long quarterdeckcame to be employed and this was utilized for accom-modation of the cabin passengers, the steerage passen-gers being placed in the 'tween decks amidships, orin a deckhouse, and the crew in a forecastle spaceforward below the main deck. These ships were2-decked until into the 1840's when 3-decked packetswere built. In appearance the packet often resembleda naval frigate, her sheer often being flush, or un-broken, as in the warship. The quarter galleriesof the naval ships were omitted in the packets asthese ornaments would be damaged in a hard-driven
vessel.Out of the gradual development of the North .At-lantic packet-ship hull form came the ship designpractices that helped produce the best of the clipperships of the 1850's: A full midship section and goodlength of body, combined with fine ends; a stronglybuilt and heavily sparred vessel that could be drivenhard without coming apart or losing her spars. Asthe packets grew in length, improved constructiondetails were introduced until it became possible tobuild wooden ships of great length without theirbecoming weak longitudinally. By 1843 packet ships180 feet long on deck were being built, diagonallystrapped (see p. 115).After the introduction of the clipper ship, in 1850,packets were built that also could be reasonably calledtrue clippers, so fine were they at the ends; the Racerand the Dreadnought, both built in Massachusetts,were examples. But no ship of really extreme hulldesign was long employed as a regular North Atlanticpacket.
28
Smiih & DiMuN Shii'Vard, .\l\v York, About 1831, From a Contemporary Painting. This firm was then aleading builder of packet ships, '.nd later built Rainbow, Sea Jl'ik/i and other famous clipper ships. A treadmillcan be seen at the e.xtreme left and a steam bo.x at the e.Ntreine right. (Smilhsoman photo 32^1^-0.)
The building of packets centered at New York; outof a total of 185 ocean packets, listed by Albion inSquare-riggers on Schedule, 160 were New York built;of 116 ship-rigged coastal packets, 78 were New Yorkbuilt. Only one ocean packet was built at the formercenter of improved shipbtiilding, Baltimore. NewEngland's contribution was but 24 ocean and 37coastal packets.It was the fierce cotnpetitioti in packet-ship con-struction among New York builders that had ledthese shipbuilders to search for scientific informationon the design of hulls, and caused them to importEnglish books on the subject and to study and discussthe problem in print. The first American book onnaval architecture, published at New York in 1839,was The Practical Shipbuilder by L. M'Kay, olderbrother of Donald McKay, who was to becomeprominent at Boston in the 1850's as a builder ofclipper ships. Later the Nautical Magazine, publishedat New York, and the works on naval architectureand shipbuilding of John Willis Griffiths appeared.The mechanics' societies had lectures on the subjectat their athenaeums and the title "mechanic" wasproudly claimed by master shipwright and carpenteralike. Consequently, in the latter part of the packet-
ship period, 1820 to 1850, when the great developmentof the type took place. New York had become a cen-ter of advanced merchant ship-design, and althoughBaltimore retained a reputation for turning out swift
sailers, at least in small vessels, the palm for "scientificship-design" rested in New York.Not until the 1850"s did New England bid forsupremacy in this respect. The careful preservationof shipbuilding records in New England and therelative neglect of this in other sections have given asomewhat false concept of the national importanceand the actual advance of shipbuilding in NewEngland during the first half of the 19th century.Though shipbuilding was very active in this periodthroughout the New England States, there was verylittle evidence of progressive design, particularly inregards to very fast or large ships.After 1850, steamships gave the sailing packetsincreasingly strong competition and gradually tookover the trans-Atlantic runs and the long coastal runs,the sailing vessels first losing the cabin passengersand then the valuable freight, such as specie andperishable goods. One by one the packet lines ceasedoperation, and the last sailing packets were reducedto the immigrant trade. The end finallv came in the
4 72S46?60- 29
1880's when the Red Swallowtail Line to Londonceased operation, the last sailing being completedin 1881. Clipper ShipsThough of less economic importance than eitherthe packets or the ocean freighters and coasters inthe age of sail, the American clipper ships are of verygreat interest because of their part in the develop-ment of American sailing ship design, with its em-phasis on speed. The clipper-ship period was veryshort, so far as building was concerned. The appear-ance of the clipper ship was brought about by theexistence of trades in which high freight rates couldbe obtained, particularly if fast runs were made.This first developed in the China trade. Chinacargoes brought good prices and could afford highfreight rates. The length of the voyage alone wassufficient to encourage speed, for the individualmerchant's investment in a China voyage was largeand too long a voyage tied up capital and lost interest.There was yet another factor, the American maniafor speed. This had become marked before 1800 inshipping and was, of course, based upon the successof the Baltimore clipper type in this respect. The
Large American Medium Clipper Queen of Clippers,from a French print in the Watercraft Collection(USNM 159934). She was built by Robert E. Jacksonat East Boston, Massachusetts, in 1853. Her registerdimensions were 248'6" ,x 45' x 38', an unusually deepship for her beam. (Smithsonian photo 44628-a.)
China trade gave free rein to this desire for speed andthe trade conditions permitted the operation of fastsailing vessels of moderate capacity; even extremeBaltimore clippers could be employed in the trade,as they were after 1815. As the value of the Chinatrade gradually increased, the need for fast vesselsof greater capacity than that of the privateer modelsof 1815-1820 attracted attention. Packet sliips weretried with some success and their relatively largecapacity made them attractive to the China trademerchants in the early 1840's, though their hulldesign was not otherwise too well suited to theweather and sea conditions of the run.In 1844, when the merchants were still seeking animproved model of vessel for the China trade, Smithand Dimon, prominent packet-ship designers andbuilders, laid down the modified packet ship Rainbow,designed by John W. Griffiths, a rising shipwright
30
Clipper ShU' Ocean Herald, Iroin a trencli print in theWatercraft Collection (USNM 159928). She wasbuilt at Damariscotta, Maine, in 1853, and was soldto France in 1 856 and renamed Malabar. Said to be amedium-clipper model, her register tonnage was 1 658.{Smithsonian photo 44628-c.)
in their employ. Historians of the clipper ship haveat times considered this as the vessel marking thebeginning of the clipper-ship period, although thefirst ship-rigged clipper in the China trade wasprobably the Ann McKim.What is a clipper ship? Much space has been givento this question by maritime writers and historiansboth in the United States and Britain. There aremany answers, the fundamental one being that aclipper ship is one that can be sailed at a very highrate of speed. This definition is inherent in the word
"clipper," which to Americans of the 19th centurymeant fast moving. To the naval architect or mastershipwright the clipper had to have a hull capable ofhigh speed and a rig to match. In the technicalsense, then, a clipper was a very sharp-ended vesselhaving a hull form that possessed a high potentialspeed and that could carry a spread of sail sufficient
to drive the vessel at this high potential speed, atleast on occasion.A high potential speed depends on size, particularlylength, in ships of sufficient displacement to carry apayload of cargo. Therefore, the numerical expres-sion of high potential speed must vary. For example,the Baltimore clippers of the privateer type are re-corded as having sailed at a speed of 13 knots andbetter on a waterline length of 100 feet, or thereabouts.Naval architects use speed-length ratio to establishthe effect of length on maximum speed; this term isthe square root of the waterline length divided by theobserved maximum speed in nautical miles. Thus,the privateer Prince de Neufchatel (see p. 23) wasobserved to run at a speed of 13}^ knots, giving aspeed length ratio of about 1.33; the 121-foot water-line schooner-yacht Sappho, at a much later date(1869) is credited with 16 knots, giving a speed length
ratio of about 1.45; while the clipper ship James Bainesis credited with a claimed speed of 21 knots on awaterline length of about 240 feet, giving a speed-length ratio of 1.35. On this basis, there was only a
slight gain between the Neufchatel (built by Adamand Noah Brown of New York in 1813) and the
clipper-ship James Baines (built by Donald McKay of
31
Boston in 1854). The speed-length ratio of 1.45 maybe taken as the highest claimed for a seagoing vesselof sufficient displacement to carry cither a smallamount of cargo or to give livable accommodationsfor a sea voyage of much length.The foregoing criterion of sailing speed gives ratherdi.scouraging results as regards progress in sailing shipdesign between 1812 and 1865; and apparently tar-nishes the reputation of the clipper ship. Such a com-parison, however, is somewhat unfair, for the privateerwas designed to sail under less difficult conditions ofsea and weather than the clipper ship and the yachtwas designed to sail under the easiest conditions of all.Marine historians have resorted to the "shortestvoyage over a given run" as the criterion of excellence,
as, for example, the Baltimore schooner Vaquero, notedearlier (p. 25). The use of this criterion to establishthe fastest clipper-ship leaves an element to chance;a very fast ship might be on a given run for years, yet,because of weather conditions or because of the waythe ship was loaded or because of her commandersand the quality of her crew, none ofwhich are mattersof ship design, she might only once make a record ornear-record run. Another factor that must be takeninto consideration in the lowering of records for givenruns is the increase that took place in knowledge ofthe wind and weather conditions to be expected inany month of the year along the courses sailed betweenNew York and San Francisco, and in the trans-At-lantic and trans-Pacific runs. The meteorological re-search of Lt. Matthew Fontaine Maury in the 1840'sand 1850's at the American Hydrographic Office inWashington established for these runs the sailingcourses which, if closely followed, shortened verymarkedly the time between ports. It is not surprising,therefore, to discover that some of the vessels listedby maritime historians as clipper ships, on the basis oftheir "record passages," were relatively full-ended
vessels having a low maximum speed potential.Speed under sail is affected by the direction of thewind in relation to the chosen course of a vessel; aship sailing close-hauled, that is, pointing into thewind to her maximum capability moves through thewater much more slowly than when the wind is free,that is, on her beam or abaft that direction. Often afast ship will sail on all points at higher speed thana slow ship, but when the margin of superioritybetween ships in this respect is small, the best handledship will be the fastest. Some fast ships sail better onone course than another. In one case two clipperships, both notable sailers, were in company and one
ship outsailed the other with the wind aft; but whenthey changed courses, so that the wind came forwardof the bea^n, the position of the ships was soon reversed.When a ship is noted for being fast, then, the questionto be asked is: on what course is she fast?closehauled or running free or reaching with the windabeam?Wind and sea conditions also affect a ship's per-formance. The heavy, full-ended packets could besailed in heavy head winds and seas when the poten-tially faster Baltimore clipper model brigantine orlarge schooner or extreme clipper ship had to reduce
sail and speed to be safe. In heavy weather the larger
vessel always had a basic advantage, for she usuallycould carry sail when the smaller vessel could not. Inan area where the weather was generally poor at agiven period, as in the North Atlantic in the latefall and winter or off Cape Horn in winter, large
vessels as a rule had the advantage.Perhaps the simplest test of a ship's being fast is therecord of the types and names of vessels she haspassed when in company, for this very often shows theinherent speed advantage she had under a specificexisting condition. Using the record-run criterion itis necessary to call some full-ended but heavily riggedcarriers "clippers" but, if their passing of fast-sailingtypes of ships or of known clippers is on record, it isusually possible to decide whether or not the vesselin question was truly "fast" in model, for the weatherstated, or was merely lucky in her weather.There are certain "probables" that decide a vessel'squalities when her model is examined. Sharp-model
vessels of the Baltimore clipper type were usuallyquite fast close-hauled and on all other points ofsailing if the wind were light or moderate and if thesea were not heavy. Commonly the deeper the draft(in relation to length and beam and therefore thegreater the dead rise) in a Baltimore clipper, thefaster she might be close-hauled, but she wouldprobably be slower off the wind than some vessel withless draft and dead rise. This was also true at leastto some extent in the later clipper ships. A relativelywide and flat-bottomed ship with fine ends wouldcommonly be very stiff under sail and thus be able tocarry a heavy press of canvas in strong winds. TheNorth Atlantic packets were of this last description,as were some of the later clipper ships.It is extremel)' difficult to draw firm conclusionsabout the relative speed of vessels of varying date andmodel. It has been customary to compare indiscrim-inately, using the criterions of fast passages and high-
32
est recorded speed in surviving ship's logs, the saihngspeed of old trading vessels, packets, Baltimore-clippermodel schooners and brigs, clipper ships, and the lastsailing freighters of the United States, the down-Easters, to show that the design of sailing ships im-proved steadily during the whole 19th century inNorth America. As has been suggested (p. 32), theincrease in size, or at least in average size, makes suchcomparisons very misleading; in addition, the questionof the conditions of weather and wind under whicheach passage was made, is not considered. In thepackets, for example, the run from New York to Liver-pool was commonly made under very favorable con-ditions with fresh to strong winds abaft the beam;hence conditions on this course are extremely favor-able to a ship that could carry a press of sail and main-tain a good average speed. On the other hand, thereturn run to the westward was commonly unfavor-able, for head winds could normally be expected; thepacket usually had to claw her way to windward atleast part way, if not for the whole distance. Thus aweatherly and powerful vessel might make a relativelygood passage westward simply because she could sailwell close-hauled, though her maximum potentialspeed might be relatively low. Such conditions, how-ever, would not necessarily favor a powerful ship in allinstances, for rig might be a factor. In one case apilot-boat schooner left New York for Cork, Ireland,at the same time a packet ship sailed from New Yorkfor Liverpool. The schooner made the run to Corkunder severe winter weather conditions in 26 days;the packet made the Irish coast in 28 days. The ad-vantage of the schooner lay in the easterly winds thenfaced by both vessels. On the westward run, whichpacket ships were making in 34 days or more, theschooner came home in 29 days over the longersouthern route, for on this run also the schooner righad the advantage because of the amount of wind-ward sailing required by the prevailing westerlies.On the long runs to China or California and returnto New York or Boston, the average weather encoun-tered played a greater part in determining the lengthof the passage than the design of the hull of a ship.Since each individual ship had one point of sailing inwhich she could do her inaximum potential speed, herlength of passage would often depend upon how muchof the time she was in weather conditions that suitedthis ability. Analysis of clipper-ship passages shownumerous cases in which very fast ships, judging byplans, builder's half-models, and previous records,were beaten by potentially slower ships on the long
runs simply because the slower shi[) had weather con-ditions that suited her most for much longer periodsthan had the faster ship.Another factor that bedevils the marine historiandiscussing clipper ships is the fashion that developedin the 1850's, in the United States and particularlyat Boston and New York, of calling nearly every newand large ship a clipper ship. Since the fashion indesign then called for any ship, full or fine ended, tocarry a large spread of sail and since the length-of-passage criterion was most commonly used, it is notsurprising to find that the "clipper ships" of the con-temporary journalists were a mb'ing the Chilean
flag, was captured in the Mozambique Channel byH. M. steamship Brisk, when the wind failed theclipper. When taken, the Emanuela had 850 slavesaboard. Unlike many slavers taken by the RoyalNavy, the Emanuela was not immediately destroyed;she appears to have been employed as a storeship fora few years at the Cape of Good Hope, after whichshe is supposed to have been broken up or burned.The Sunny South was one of the few ships thatactually had the feature that clipper ships werepopularly supposed to have?a long, sharp, andhollow load line at the bow. She appears to havebeen the only American clipper ship that had herforefoot much cut away and had curvature for mostof the length of her keel. Like some of the ships ofher period she had a short, low quarterdeck anddeep bulwarks. In appearance she resembled a largeschooner hull of an improved Baltimore clipper model.An example of the less radical clipper model wasthe Pook-designed Fearless built at East Boston,Massachusetts, in 1853 by A. and G. T. Sampson.
Lines of the Clipper Ship Fearless built at East Boston, Massachusetts, in 1853. She was designed by SamuelPook, Jr. Taken off the half-model in the Weld family collection.
35
l&aiMMMM isssssaSiSiiL
Medium Clipper Coeur de Lion, buUt at Portsmouth, New Hampshire, in 1854. From a painting in the Water-craft Collection (USNM 309517). Painted by the Chinese artist Chong Qua with great clarity of detail. Thepicture, as is usual in clipper ship portraits, slighdy exaggerates the rake of bow and overhang of stern. {Smith-sonian photo .^^635.)
She was a fine-lined ship having a rather largemidsection with little dead rise, a long, sharp andconvex entrance, and a rather long and fine run.This ship might well be described as being as typicalas any clippers could be in a class having so exten-sive a variation in design. Though the Fearless issaid to have been somewhat less heavily sparred thansome of her sisters, she was a very fast vessel and alsoheld some notable passage records: Manila to Bostonin 86 days in 1855 and San Francisco to Manila in36 days in 1856.As an example of a medium, or half, clipper theCoeur de Lion will serve; this fine ship was built atPortsmouth, New Hampshire, in 1854 by GeorgeRaynes, who designed and built a number of otherfine vessels of this class, as well as at least two extremeclippers. The Coeur de Lion had a large midsectionwith some rise in the floor; the entrance was short.
moderately sharp, and convex; and the run was alsoshort but well formed. This ship was heavily sparredand sailed well but held no passage records. Vesselsof the class of the Coeur de Lion differed very little inmodel and in potential maximum speed from someof the better down-Easters built after the Civil War,except that the vessels of the clipper-ship period wereusually more heavily canvassed and carried a largercrew, even though smaller in size.The building of extreme clippers and clippers for
all practical purposes ended with the depression of
'57, which nearly destroyed shipbuilding all alongthe coast. The Civil War, following before the effectsof the depression had worn off, and the destruction ofmuch American shipping by British-built commerceraiders, were sufficient to depress the commercialshipbuilding industry in America for years afterward.It should be stated, however, that the clipper-ship
36
Lines of the Medium Clipper Coeur de Lion built at Portsmouth, New Hampshire, in 1854. Taken off thehalf-model in the Portsmouth, New Hampshire, Athenaeum. A painting of this ship, in the WatercraftCollection, is shown, opposite.
building boom was almost fully deflated before1857, for high freight rates were no longer obtainablein the California and China trades, owing to thehuge number of ships competing for cargoes and theincreasing ability of California and the Northwestcoast to provide many of the necessities formerlybrought from the East.The whole development and decline of the Americanclipper ship occurred in the short period of 9 or 10years. Although Americans did not build anyextreme clippers after the Civil War, the Britishcontinued their development through the 1860's andinto the 1870's. In the last years of British develop-ment many very extreme ships, some as extreme asthe Sunny South, were built in England and Scotland,though of an entirely different model.Attempts to make comparisons between British andAmerican clipper ships are useless, for the twonational types were designed to meet entirely differentrequirements of weather and sea and trade conditions.In the 1850"s, when British and American ships weretemporarily in the same trades, the Americans appearto have had the faster ships on the average but latein the 1850's the American advantage had almostdisappeared in any of the trades where the shipscompeted. Such competition was so limited, however,that any conclusion based on relative speed of indi-vidual clippers is misleading. While the Americanscan claim credit for introducing the extreme clipperand the clipper designs, they did not maintain amonopoly on the design of very fast merchant shipsand many such were launched in Europe during thelast years of the American clipper ship period and forabout 10 years thereafter.
A reason for the American failure to resume buildingfast vessels after the Civil War lay in the fact thatthere were few American trades in which fast vesselswere in demand. Of these few, the two most impor-tant were the fruit trade with the Bahamas, the W'estIndies, and Florida, and the coffee trade with Brazil.The latter in particular was carried on by vessels ofsome size, small barks and many brigantines and brigsbeing employed. Most of these were built at Balti-more, on the Chesapeake, and on the Delaware, butsome notable coffee traders were constructed at NewYork and in New England. These vessels wereusually fast sailers. The barks were sometimes almostmedium clippers; the builders' model of the Albemarlein the Watercraft Collection (see p. 63) is a goodexample of the type of bark used ; but few of the ves-
sels, barks or brigantines or brigs, were very sharp-ended. Some brigantines were employed in the fruittrade, but most of the fruiters were schooners, andtoward the last of the sailing fruit trade 3-mastedschooners became popular. A particularly favoredmodel was built at Bath, Maine, for this trade, and afew of these 3-mastcrs were also built in Maryland.Fast fishing schooners and coasters were often em-ployed in this trade, which was seasonal. The Ba-hamas and Florida fruit trade was mostly in pine-apples; on the Florida east coast the Indian Rivercountry was being exploited in the years immediatelyfollowing the Civil War, growing pineapples and,later, oranges. Coasters
In colonial times the coasting trade was of verygreat importance. The small size of port villages andtowns and the limited back countrv thcv served made
37
it difficult for them to gather cargoes for foreigntrade that was needed to support the colonial econ-omies. Gradually certain ports became developedenoitgh to sustain some foreign trade, either throughnatural physical advantages or through the existenceof certain products, such as tobacco for instance, inthe back country. These ports at least as early as1670 began, by means of a coastal trade, to drawupon other coastal areas to build up cargoes for theiroverseas trade and to supply local users. In theprocess, regular traders as well as coastal packetsdeveloped, so that by the time of the Revolutionwell designed coasters and packets were in operation.The earliest coasters appear to have been ketches (or
"catches"), sloops, and large shallops. As has beenstated (p. 1 5), there is reason to suppose that the earlyketches were in fact primitive schooners, and that theshallops were in this class also, though without head-
sails or bowsprit. The sloops seem to have appearedin colonial waters in a well developed state, and someof the early coasting sloops appear to have been ratherlarge vessels for the time; records indicate that asearly as 1690 some were about 50 feet on deck. The
efforts of the colonial ports to support themselves,after trade with England was halted by the Civil Warin Britain, led to the rapid development of a profitableWest Indian trade even then operated as part of thecoastal trade. This resulted naturally from the geo-graphical distribution of the early American ports,for vessels proceeding to and from the West Indiescould readily pick up and set down cargoes in a num-ber of American ports along the way. This close re-lationship was characteristic of the American coastaltrade on the eastern seaboard throughout the periodof sail. There was in addition to the legal trade, aprofitable smuggling trade in the West Indies fromcolonial times well into the 19th century, and beyond.In the colonial p>eriod some river trade also devel-oped, producing for the work, such craft as shoal-draftsloops, shallops, gundalows, and "flats," or scows.Some of these were of sufficient size to make shortcoasting voyages as well. The sloops and shallopsbuilt for use on the James River in Virginia, on theDelaware, on the Hudson, and on some New Englandrivers included some vessels of this description. Asmall-craft trade also developed along the coast, par-ticularly on Long Island Sound and on the Chesa-peake. The lack of plans, models, or even pictures,of colonial craft prevent us from knowing very muchabout them, though they are referred to in some colo-nial records.
Sloops and schooners predominated, though ships,brigs, and brigantines were also popular in the 18th-century coastal-West Indian trade. The growing im-portance of the lumber trade gradually producedcoasting vessels suitable for carrying this merchandise.There appears to have been after 1740 a somewhatrapid increase in the average size of coasting vessels,and this led to an increase in the proportion of schoon-er-rigged vessel employed, as the large sloop requiredtoo many hands to work her. After 1825 sloops werelimited to river and estuary trade, where the sloop-rigged carrier rcqtiired fewer hands than in coastalwaters. In the last quarter of the 18th century andthroughout the 19th the most active coastal traderswere the inhabitants of New England and of theChesapeake region, though nearly all the Atlanticcoastal ports carried on some coastal trade, particu-larly New York merchants.After the Revolution the American coastal tradeprospered, constituting a very great part of the totalAmerican merchant marine investment; and after theWar of 1812 the rapid growth of many port towns and
cities, the opening of canals and roads, and the de-velopment of the back country, caused a further ex-pansion in coastal trade.The New England trade to the West Indies after1820 was carried on almost entirely by topsail schoon-ers and brigantines. These vessels were usually largecarriers and designed to carry lumber, as well as gen-eral cargo. In the period immediately after the endof the Napoleonic War and extending well into the1830's the West Indies and the Gulf of Mexico was in-fested with pirates and freebooters, some masquer-ading as privateersmen out of the rebelling Spanishcolonies. For that reason some New England WestIndian trading vessels were modified carriers, designedto have a fair turn of speed, and many were alsorather heavily armed. The Chesapeake traders usedin this trade many small pilot-boat schooners as well
as some quite large schooners and brigantines orbrigs, all armed. As the British and American naviessucceeded in suppressing piracy, armament went out
of fashion, though some traders, particularly thosesmuggling, carried guns until as late as 1855.The American West Indian trade extended to man)'of the old Spanish colonics on the mainland along theGujf of Mexico.Cargoes sent to the West Indies were at first saltfish, but they soon came to include flour, building andcooperage materials, farm produce, and manufac-
38
The Blanchard Shipyard (.left) in Yarmouth, Maine. Note the very fine example ol' 2-masted coastingschooner in the left foreground. {Smithsonian photo 45ogj.)
tured goods such as tools, stoves, hardware, and tex-tiles. The vessels brought home dyewoods and ma-hogany as well as sugar and other merchandise.Ownership of American sailing merchantmen inthis period might be by individuals or by companies,or by a group who divided "stock" in a vessel. Someshipowners in the 19th century held a controlling butnot complete interest in a ship or number of ships, andsome merchants used this method to reserve to them-
selves reUable and controlled transportation for theirgoods. Individuals owning 100 percent of a fleet oflarge vessels were comparatisely rare. In New Eng-land it was not uncommon for a shipbuilding com-munity to build a large vessel and for the tradesmento take shares or stock in her; the vessel was thenoperated by a vessel manager or by the captain, thelatter being the more usual, who settled with the shareowners at stated intervals. Shipbuilders often heldshares in the vessels they built, and in a few cases,particularly in Maine, there were shipowners whobuilt only on their own account. There were boomsin vessel-owning, as in the clipper-ship period, andsevere depressions, as in the late 1870's. Throughoutthe sailing ship period some vessels?ocean freighters,
coasters, and even clipper ships?^were built on specu-lation and sold after completion; but in general vesselswere buUt under contract, the owner or owners financ-ing the builder.
The brigantines and topsail schooners built in NewEngland for the trade had a marked sheer, a somewhatraking and flaring stem rabbet fitted with a shorthead usually heavy in appearance, a slightly rakingpost, an upper-and-lower square transom stern withround tuck, a full convex entrance, and a long andsometimes fine run. The midsection usually showedsmall rise of floor and low and well-rounded bilges.Such vessels sailed moderately well. Generally speak-ing these vessels were cheaply and roughly built,though there were exceptions. The coasting vesselsbuilt in Maine were usually constructed at very lowcost but, in spite of the rough finish, were very long-lived and made profitable vessels in the coastal trade.Those vessels built for the ^V^est Indian and lumbertrades had short quarter-decks usually combined withhigh main-deck bulwarks; as a result the cabin sole ofthe trunk cabin was actually the maindeck, giving allspace below the maindeck for cargo. Small schoonersoften housed the entire crew in the trunk cabin.Large schooners and brigantines usually had a smalldeckhouse at, or abaft, the foremast for a galley;sometimes this served to quarter the crew. In thelarge vessels there was sometimes a short forecastlebelow the main-deck. Some of the schooners andbrigantines had quarterdeck bulwarks, others hadmerely the turned-stanchion-and-cap rail aft whicheventually became very popular in all coasters. TheWest Indian traders were usuallv over 80 feet on deck.
39
The regular New England coasting trade, after1825, was carried on to a very great extent by 2-mastcd fore-and-aft rigged schooners 50 to 75 feetlong, having short, high quarterdecks with bulwarksor turned-stanchion rails. Some of the vessels had astrong resemblance to the old Marblehead schooner,but these were usually much less sharp.The Chesapeake Bay coastal traders were Baltimoreclippers, often of the modified model and commonlywith flush decks and a low trunk cabin aft. These
vessels as a rule had a small galley house just abaft theforemast; the crew wa s housed in the trunk cabin andin a short forecastle right forward, below the main-deck. Before 1850 coasters on the Baltimore clippermodel were rarely over 80 feet and were commonlytopsail schooners, in the West Indian coastal trade.Brigantines were rarely over 100 feet in length.At an early period after the War of 1812, probablyin 1815-25, the centerl^oard was introduced into theChesapeake Bay schooner. Some of the early center-board schooners were fitted with two boards, oneforward and one abaft the mainmast, but by 1830 thesingle centerboard had come into use. In the Bayschooners this was often placed alongside the main-mast and off center so that the board passed throughthe garboard rather than through the keel. In suchschooners the mainmast might also be ofT center, onthe opposite side from the centerboard. By 1850 thestandard Chesapeake Bay centerboard schooner hullhad a straight keel, rather upright and flaring stemrabbet, upright post, round tuck, upper-and-lower-transom square stern, moderate sheer, flush deck, ashort but usually sharp convex entrance, and a ratherlong, fine run. The midsection had a slightly risingstraight floor, a low, full round bilge, and sometumble-home in the topsides. A short, heavy headcomplete with headrails and trails was used untilabout 1850, when the local fashion turned to the longand projecting cutwater that, exaggerated in time,came to mark all Chesapeake schooners and bugeyes.A local type of Chesapeake Bay schooner, mentionedearlier (p. 25), that was employed in the Bay coastingtrade and occasionally in the trade to the Bahamas,was the "pungy," the last survivor of the Baltimoreclipper model in the cargo-carrying class of schooners.Known at first as an inexpensive example of the trueBaltimore clipper, it was commonly flush-decked andusually with stanchion-and-cap rails aft but with a lowlog rail forward. The draft was rather deep, the endsquite sharp, and there was a good deal of rise in thefloor amidships. But by 1850, at least, the most
common pungy model was closely related to that ofthe Norfolk, or Virginia, pilot-boat schooner in thatthere was only moderate rise of floor amidships (thehull being relatively shallow), a low round bilge,and sharply flaring topside. The pungy was a veryfast sailer, particularly in light and moderate winds,but was wet in blowing weather. Some of the pungieswere employed in the sea fisheries for a short periodin the 1840's and early 1850's, as well as in the fruittrade.When the clipper ship became popular in the 1850'scoasters soon showed the clipper-ship influence andmany fine vessels were built of good model and wellfinished; for by this time the coasting trades were allvery profitable and most owners could afford suchrefinements. The old round tuck stern, with its wideupper-and-lowcr transoms, went slowly out offashion all along the coast; it was replaced, first by aflat and sharply raking transom with round tuck,then by a short counter with a raking transomcurved athwartships and, in New England, ellipticalin shape. Round fantail counters became popular inthe 1850's in some areas. New York and Boston inparticular.In the last half of the 1 9th century the New Englandcoasting schooner reached its maximum develop-ment and, from Maine to Connecticut, schoonerswere being built that had good capacity, construction,and sailing qualities combined with good looks.There were basically two models of the 2-master inNew England in this period; one was the true schoonerhull in which the depth of hull was not very greatand the entrance and run were rather short, sharp,and well formed. In some trades another modelwas developed in large coasters; it resembled that of asquare-rigged down-Easter, having great depth ofhull and the run formed with marked reverse curvesin the buttocks. In model such schooners were reallyin some instances medium clippers. The New Eng-land coaster of two masts then carried a fore-and-aft
rig with two headsails (jumbo and jib) fishermanfashion, fore and main gaff-topsails in summer, andonly a topsail in winter. Square sails were very rarelyemployed in the.se vessels after the Civil War. Two-masters of from 100 to 135 feet on deck were builtduring that period, but were found very expensiveto operate, as they required large crews. By 1885some had been fitted with a donkey engine and boilerused not only to raise the anchor but also to hoist
sails. However, by then the gradual loss of thepackage trade to steamers required coasting schooners
40
The 3-Masted Schooner J. S. Hoskim, built by the New England Ship Building Company, Bath, Maine, forEmerson Rokes, of Baltimore, Maryland. Launched October 26, 1886, her register dimensions were 193.9' '^34.2' X 1 1.5', 411.56 gross tons. Her captain was Joshua A. Rich. (Smithsonian photo 44^88.)
to be built almost entirely for bulk cargoes, so therewas a need for schooners larger than was practicalfor the 2-inasted rig.The 3-masted schooner was found to be the solution,so far as economy in operation was concerned, to the
shift to bulk cargoes in the sailing coasting trade ofthe 1850's. As has been noted (p. 21), the 3-mastedschooner apparently came into being quite late inthe 18th century. It had been popular at Baltimoreand vicinity about 1800, but not elsewhere. Betweenthat time and 1850, however, a few were built outsidethe Chesapeake; and during the 1850"s and right afterthe end of the Civil War a number were built forcoasting and ocean freighting. Most of the early oneswere relatively sharp models with a rising straightfloor amidships, a full, round bilge, and tumble-home in the topside. The entrance was moderatelylong and sometimes fairly sharp, with cons'ex lines.
The run was of moderate length and often quite fine,and the sheer rather straight. These first 3-masterswere, in fact, strongly influenced by the clipper-shipfashion and therefore many had very short and lightheads, mere gammon knees fitted with some simpledecoration.It was soon found that the sharp-model 3-mastcrdid not pay in the coastal trade and for this reason themodel had to be altered. By 1875 two types of3-master were in use. One was the centerboardmodel, having a shoal-draft hull with rather fiat flooramidships, a low and sometimes hard bilge, andtumble-home in the topside. Some of this type had arather long and sharp convex entrance combinedwith a long and markedly flat run; the sheer wasquite strong and the rig large. These were often very
swift sailers. Some had two centerboards and othersone; if a single one was used it was often placed
41
abreast the mainmast and cither the case or themast, or both, might be off center. Some of theseschooners had a short quarterdeck and others a longone extending to the foremast or thereabouts. Thesecond type was a keel model, usually with a hulllike that of a down-Easter, in which there was verymarked depth and in which the run showed reversecurves in the buttock lines.In the lumber and coal trades the 3-masters pro\edvery profitable, and many were built all along theAmerican coasts, Atlantic and Pacific, from the endof the Civil W'ar until the end of the first World ^Var.A few, particularly on the Pacific coast, were fittedwith square fore-topsails. By 1885 more schoonerswere being built in a single year than all other rigstogether. The steadily increasing size of 3-mastedschooners led to the introduction of the 4-mast rig in1880; the first coasting schooner carrying this rig wasthe William L. White built at Bath, Maine. In 1888the first 5-master, the Governor Aryies, fitted with acenterboard, was built. In 1900 the first 6-master,the George W. Wells was built, and soon after that a
steel 7-master, the Thomas W. Lawson. Because oftheir cost, only seven steel schooners were built onthe Atlantic coast. By 1885 the large coasting schoon-
ers were employed almost entirely in the coal trade.Wooden 5-mastecl and 6-masted schooners provedgenerally unsatisfactory, as they were too long tohave longitudinal strength, and were awkward tohandle in confined waters. By 1920 the coal schoonershad given way to steam colliers; by then the sailingcoasting trade was a thing of the past.The model developed for the 4-, 5-, and 6-mastedschooners became almost standardized except fordimensions. The vessels had a strong sheer and astrongly raking stem rabbet on which was either aplain gammon knee with some carving or a light headfitted with trail boards and, in some cases, withsingle head rails. The post was nearly vertical andthe stern was formed with a short and light counterhaving a wide elliptical transom. The entrance wassharp, convex, and of moderate length; the run waslikewise rather short but often very well formed andas fine as in many of the clipper ships of the 1850's.These big schooners were sometimes fast sailersunder favorable conditions, but were too lightlymanned to allow them to be sailed hard; in additiontheir construction was rarely strong enough for suchtreatment.The small 2-masted coasters lingered on in Maine,on the Chesapeake and on the Gulf coast, until well
into the 2Gth century but the development of thetype may be said to have ceased by about 1885,though 2-masted coasters were built as late as 1914.In the last years of the small sailing coasters, vesselsbuilt for specific coasting trades were employed ingeneral trade, often far from their place of buildingand original employment. Thus, schooners builtfor the stone and brick trades at New York and inMassachusetts ended their days in the Florida or theMaine general coasting trade.In the great period of the 2-masted sailing coaster,between 1825 and 1885, many special types weredeveloped. One was the scow schooner. The earlyhistory of this vessel type in America is not known;scow sloops were employed from colonial times forriver trade and were common on the Maine coast,on the Hudson River, the Gulf coast, at the head ofChesapeake Bay, and on the Great Lakes. As thescows grew in size the schooner rig became popularand a large number of scow schooners were in useby 1870. Most were fitted with centcrboards but afew had leeboards, as had most of the scow sloops.After the Civil War the scow schooner became popularat San Francisco for Bay and river trading. At leastone 3-mast scow schooner was built on Long IslandSound. Scow sloops and schooners were used in theHudson River brick trade and scow sloops were oncevery common on the New England coast, carryingsand, stone, firewood, and ice.The general coastwise schooner trade was in ahuge variety of cargoes; lumber, flour, salt, sugar,grain, coal, wood staves and hoops, ice, firewood,
salt fish, sand, stone, bricks, lime, hay, farm produce,manufactures, and "notions." Cotton, grain, andother bulk cargoes v\ere often lightered to a loadingport by coasting schooners. Livestock was oftencarried and on the Maine coast schooner loads ofsheep \\'ere often carried between the mainland andthe islands, which were once used as grazing grounds.Coasting packets were once very profitable, andeven after steamers had taken over the important runsbetween large ports, the schooner packet was able toserve the small coastal towns and villages. Some ofthese packets operated until after the Civil War, bywhich time the railroads and steamers had reachedmost of the coastal areas, and highway transport hadalso developed. The schooner packet, usually builtfor the purpose or a converted fisherman or coasterwith a reputation as a smart sailer, generally was nomore than a sharp-ended coaster in model. The rigwas that of a coaster, of perhaps greater sail area than
42
The 3-Masted Schooner Bertha Louise, of Fall River, Massachusetts, built by Kelly and Spear of Bath, Maine,and launched March i, 1890. A typical New England 3-masted coasting schooner of the date, her registerdimensions were 1 15.2' x 28.3' x 8.7', 231.42 gross tons. (Smithsonian photo 448^2.)
usual. If the packet run was long enough to warrantsleeping quarters, the cabin was fitted for passengers,the after trunk being usually given up to passengersand the captain, and the crew being quartered for-ward as usual. The hold was fitted for light cargo,but some vessels had large hatches fitted with tem-porary ramps to allow carrying carriages and wagonsin the hold as well as horses. Some of the packetoperators, particularly in eastern New England, hadarrangements with stage-coach lines that permittedthe transfer of mail, packaged goods, and passengers.Coastal passages by the sailing packets were far morecomfortable and usually faster than by stage-coaches,particularly if the trip were long. A number ofChesapeake-Bay-built schooners were employed ascoastal packets after 1840 even in New England,though New England builders were turning out veryfast packet schooners themselves. A distinct period
existed, 1845-50, in which Maryland-built schoonerswere introduced into New England, particularly atCape Cod and at Gloucester and one of the builder'smodels in the Collection (p. 78) shows a vessel builtfor the packet trade on this imported model.The brigantines used in the coasting trades duringthe 19th century represent a most interesting class of
vessel. During much of the century vessels of this rigwere "jacks-of-all-trades," serving alternately ascoasters. West Indian traders, and as ocean freighters.This rig had a very curious history. In the 17th cen-tury it appears in its accepted form?a 2-masted vesselsquare rigged on the foremast and fore-and-aft on themain. At some time late in that century, or early inthe 18th century, the fashion arose for carrying asquare topsail on the main, and later square topgallant
sails were added to this mast so that, except for themain course, the fore and main masts carried the
43
The 4-Masted Coasting Schooner A7;(^ Philip was built in 1886 at Camden, Maine. Her register dimensionswere 211.0' x 42.5' x 20.4', 1,163.65 net tons. From a painting by VV. P. .Stubbs, 1888, in the WatercraftCollection (USNM 76108). (Smithsonian photo ^^6gi~b.)
square sails. The foremast, in this period, had no gafT
sail. It was common practice, in naval reports, to
refer to the brigantine in abbreviation, "brig.," andgradually "brig" (with period omitted) was usedwhen actually a "brigantine" was meant. When inthe 18th century a main course was added to thebrigantine, the resulting rig came to be called "brig"by lexicographers. A variation of this rig was the
"snow," a 2-masted vessel rigged exactly like the
"brig" that had by then developed, except that onthe after side of the mainmast, was placed a pole,or small mast, on which a main fore-and-aft gaff-
sail, or spanker, was set, an arrangement that allowedthe main yard to be lowered without interfering withthe main fore-and-aft sail, as it did on the brigs andbrigantines. Curiously enough, the snow rig becamethe naval rig known as the "brig," so that after 1810nearly all naval brigs were, in fact, snows! In the19th century a fore-and-aft gaff-sail of small size wasadded on the foremast and the result was called
"schooner brig" or "brig schooner" by some and
finally, Ijy most seamen, hermaphrodite. To add tothe confusion, the British Navy as late as 1812 ratedas "brigantines" vessels having the lexicographers'
"brig" rig.The American coasting brigantine was built in avariety of hull forms. The most common was that ofthe ordinary 2-masted topsail schooner, having arather full entrance, long and often fine run, moderatesheer, slightly raking and flaring stem rabbet with ashort and heavy cutwater, a somewhat raking stern-post, upper-and-lower raking transoms with roundtuck, the rail quite full at the bow and the sides alinostparallel for most of the hull length. The midsectionwas formed with a slight rise in the straight floor,a full round bilge, and some tumble-home in the top-
side. The high, raised quarterdeck, at main-railheight, was short and had solid bulwarks or theturned-stanchion-and-cap rail. Between 1820 and1850 this was the most common New England coastingbrigantine. To the southward the model used wasthat of the inodified Baltimore clipper until about
44
1838, when the Chesapeake Bay region began to buildbrigantines very like tlie New England type, butwith a mucli finer entrance and run and with a veryflaring bow section. By 1840 they had produced aclipper brigantine having many of the hull-designfeatures that were to mark the clipper class (see p. 73)of the 1850's, and as the clipper ships became fashion-able, the New England brigantine builders followedthe style set by the Bay builders.By then however, the size of brigantines had in-creased and builders in New York, and later in NewEngland and Maryland, were launching brigantineswhose hull design was that of the clipper ship, in whichthe floor was carried w-ell fore-and-aft and the buttockshad marked reverse curves as the counter was ap-proached. These vessels sometimes had long quarter-decks reaching to the foremast, or beyond. Anothervariation, used in some New-England-built brigan-tines and 3-masted schooners, was to carry what hadearlier been the raised quarter-deck from the level ofthe rail height aft to the level of the main-deck at stem,
in a long, flush deck that did not follow the outwardsheer of the hull. The turncd-stanchion-and-cap railwas carried to the foremast, or thereabouts, in thesevessels and, eventually, this rail was brought to theknightheads.A number of barkentines, 3-masted vessels withsquare sails on the foremast only and fore-and-aftrigged on the main and mizzen, were built for bothcoasting and for the ocean trades after 1850. This
rig became popular on the West Coast, and some veryfine wooden barkentines were launched on the North-west Coast. On the Great Lakes, 2-masted schoonerswith square-topsails on the foremast gave place to 3-masters in the 1850's and 1860's. Gradually a distinc-tive type of 3-master developed in the Lake trades inwhich the hull was long, narrow and rather full endedand wall sided, the entrance short and moderately full,the run short but often rather fine, and the hull fittedwith a centerboard. The rig sometimes had a shortmizzen-mast, and a large square course was .set on theforemast and above it either a square topsail or a
Deck of the 4-Masted Schooner Sam G. .\ferisel, built in Maine, iqi?- (Smithsonian photo 38454-e.)
h
r
t m
^ i: A '*v --^'i^.
born or Canadian trained?Eckford, Donald McKayand Lawlor are examples. During the last quarter ofthe 19th centiuy ship design was taught at a smalltrade school at Charlestown, Massachusetts, and thegraduates of this school included many Nova Scotianand New Brunswick shipbuilders as well as many NewEnglanders, some of whom became prominent in theirbusiness.During the last quarter of the 1 9th century the ship-builders of eastern Canada built many fine coastingschooners and also some sharp-model 2-masters tocarry salt fish to Europe. In the early 20th century,and particularly during the first World War, theNova Scotia builders launched for this trade somesharp, fast .sailing 3-niasted, or ''tern" schooners onyacht-like lines. While most of these schooners re-tained the traditional "clipper bow" quite a numberwere designed with the round bow profile of the con-temporary sailing fishing schooner. The Nova Scotia3-masted "fish carriers" were the last fast-sailing com-mercial vessel type to be launched in North America,and in this respect they may be said to be the "last ofthe clippers" as some of these vessels were extrememodels for sharpness of form.Ocean FreightersOf far greater economic importance than NorthAtlantic packets and clipper ships in the developmentof the American sailing merchant marine were theocean freighters, the regular traders and transients ofthe late 18th and 19th century. They included brigs,snows, and ships, and later barks, brigantines, andbarkentines, and a few large, square-topsail schooners.
HuDSo.\ Ru'ER Brick .'5cuuShii' hd-'-iar, Iruiii a French prim in the Watt-rcrait (^.ullcLUDn i^L i'5.\M 7b4C)i)i. A good exampleof an American h'eighting ship of the period 1825-45, she was built at Medford, Massachusetts, in 1834 andemployed in the European trade. Her register tonnage was 490, old measurement. (Smithsonian photo44638-g.)
again developed. In the meantime the coastal tradehad declined tmtil, by 1940, it was almost non-existent. At the present time the American merchantmarine represents an unusual condition?a seagoingtrade development unsupported by any coastal tradeof consequence. The modern merchant marine isreferred to in more detail under steamships (p. 114).Special TypesThe 1 9th century saw the rise of a number of specialtypes of sailing craft. Perhaps the most important orbest known were the pilot boats. The first Americanpilots, active in the colonial period, were self-appointedand without legal responsibilities. At some ports thepilots cruised at sea in search of vessels needing their
services, at others the pilots remained ashore imtil
vessels came within sight of their lookout positions.Pilots were at work in some ports at least as early as1650, employing any suitable type of small boat.After the Revolution pilotage became a well estab-lished profession and each of the important portshad groups of pilots who used sloops or schooners ofsome size. The pilots at Norfolk appear to have
established the initial standards of the profession;they developed a suitaiale model of small vessel, sloopor schooner rigged, for their service and as the geo-graphic conditions at the mouth of the Chespeakerequired them to cruise they also established the basicpractice of operation.These pilot boats carried a seaworthy dinghy or
"canoe" that could be carried on deck (in earlytimes, probably a dugout boat-canoe, hence the name,but later usually a ship's yawl boat). This boat wasused to transfer pilots to and from the ships at seaand was rowed by apprentices, who also brought thepilot boat back to port after the pilots were all dis-charged. The small Norfolk pilot boats did notremain at sea long; and most were operated by a singlepilot, hence accommodations aboard them were verylimited and somewhat primitive.Other ports, such as Charleston, Philadelphia, NewYork, and Boston developed somewhat larger andmore comfortable boats, as their pilots ranged fartherat sea; the common size of these pilot schooners up to1825 was about 60 feet on deck. During the remain-ing century the schooners grew in size until boats
50
The Clipper Bark Race Horse, from a French print in the VVatercraft Collection (USNM 159926). She wasbuilt in 1850 by Samuel Hall, at East Boston, Massachusetts, for Boston owners. K medium clipper of smallsize and a good sailer, her register dimensions were 125' x 30' x 16', 530 tons. {Smithsonian photo 44638-j.)
over 100 feet on deck were not uncommon. At theend of the century the sailing pilot boat was graduallybeing replaced in some ports by specially designedsteamers.When the pilots operated singly, or in siBall groupsaboard a pilot-boat schooner, there was much compe-tition and the boats were raced in an efTort to place apilot aboard an incoming vessel. This producedclasses of pUot boats having great speed as well as
vessels of marked sea-keeping ability. The pilot-boatschooner soon developed into a remarkably fine classof small vessel approaching a yacht in most require-ments.By the middle of the 19th century pilot associationswere being formed and competition ceased; each pilotgoing out in turn and the profits being shared bythe association members. This led to a reduction inthe number of pilots and pilot boats at each port.In the early 19th century these schooners were fromabout 50 to 65 feet long with long, low, raised quarter-decks, and had a Baltimore-clipper hull form. AtBoston a somewhat similar form was developed. Inthe South Atlantic ports and on the Gulf Coast themodified Chespeake model remained popular until
after the War of 1812. The pilot boats at Norfolkbegan to depart from their original model about 1806;the first change was to make the stem nearly upright,thus sharpening the entrance without lengtheningthe overall hull dimensions. This was copied else-where and, at New York the appearance of pilot-boatschooners changed rapidly after about 1835. Pilot-boat schooners with cutwaters, trails and headraUs,and fitted with a billet head or a small figurehead,began to appear all along the coast. Yet the straight,upright stem, sometimes falling inboard a trifle at thehead, became the hallmark of the pilot boats by 1860at New York and, later, at Boston.Between 1830 and 1860 the New York pilot boats,and those in some other ports, had the Chesapeake rigin which there was a very large sail area. The righad two raking masts, supported by only one or nvoshrouds on a side, and a short bowsprit. On these,
until about 1845, were set a gaff-mainsail with boom(this was a loose-footed sail secured to the boom onlyat tack and clew, but later the foot was laced to theboom), and a large gafF-foresail, ha\ing no boom, theclew of which came well abaft the maintnast. Asingle large jib was set. A main-topmast was carried
51
^
The Ocean Freighting Ship ]\'illiam Lawreme. 1874, from a French print in the VVatercraft Collection (USN'M159930). This type was popular with American and Canadian shipowners during the period 1865-85. (Smil/t-sonian photo 44638-1!.)
but rarely a gaff- topsail; on the topmast was set alarge staysail which became better known to modernyachtsmen as the fisherman staysail. The rig wasdesigned so that in strong winds and fresh breezesthe vessels would work on all points of sailing underforesail alone, the jib and mainsail being set onlywhen the vessel was racing to put a pilot aboard aship, or when the weather was light, at which timethe topmast staysail would also be set.These pilot schooners attracted international atten-tion and were widely copied abroad. When yachtingbecame an organized sport in America, a great manyschooner yachts had pilot-boat hulls and rigs; indeed,two or three were former pilot boats or were used aspilot boats after a few years as yachts. By 1860 forebooms were being added and the size of the foresailreduced, so that the rig became the modern one nowused in some yachts. By then the pilot boat was arather stereotyped model having a short, straight keelwith much drag, and a nearly upright post, abovewhich was either a very short counter or a stronglyraking V-shaped transom; the stem was nearly uprightabove the load line and unadorned with any head or
carvings, the forefoot was usually much rounded andthe curve of the forefoot was carried farther and farther
aft along the keel in each new boat. The sheer wasusually strong, the freeboard amidships quite low.The midsection was formed with a steeply rising floor,sometimes with hollow at the garboard, a high andoften hard turn of the bilge, and a slight tumble-homein the topside. The entrance was usually long, verysharp and, sometimes, slightly hollow at the load linejust abaft the stem. The run was less long but veryfine, with almost straight buttocks where they crossedthe load line aft. Some of the boats were flush decked;others had a long, low quarterdeck, with an oval cock-pit for the helmsman. In the early part of the 19thcentury many pilot boats had a "sunk poop," theraised quarterdeck ending aft just forward of the steers-man's position and dropping down to a level belowthat of the maindeck. Few pilot boats had a cabintrunk on the quarterdeck, a flush deck being preferredthere.The designers and builders of pilot schooners wereoften noted yacht builders as well. George Steers ofNew York and Dennison J. Lawlor of Boston were
52
Down-Easter Merchant Ship, name unknown,photo 45/85-c)
notable examples; both were also designers of othertypes of vessels.George and Henry Steers were the sons of an Eng-lish shipwright who came to the United States afterthe War of 1812 and became a shipbuilder at NewYork. The elder Steers, trained in an English navaldockyard, had adapted the Baltimore clipper modelas his favorite. His sons followed his trade, Henry,the older, became a very famous shipbuilder who de-signed sailing ships, steamers, and at least two men-of-war; he also turned out some very fast yachts.George, the younger, specialized in pilot-boat schoon-
ers and yachts. In 1851 he designed the famousschooner yacht America whose success in Englandbrought him great fame. He later designed andbuilt the extreme clipper Simtiy South and, with Henry,designed the notable American Navy steamer Niagara.He was killed in 1856, by being thrown from his car-riage. The brothers were closely associated profes-sionally from 1852 to 1856, and some vessel designs
472S46?60 5
in drydock on the West Coast about 1885. (Smithsonian
have been credited to George that should have beenassigned to Henry.Dennison J. Lawlor was born in New Brunswick, Can-ada, and came to Massachusetts about 1848. Heworked for various shipbuilders and began designing asearly as 1849; in the 1850's he had become well known
as a designer of fast schooners and began turning outnotable pilot schooners. Inthel860's hedesignedandbuilt some very fast fishing schooners, as well as com-mercial craft including coasting schooners and brigan-tines. During the Civil War he designed the Meteor,
a very fine auxiliary steamer in her day, and after thewar became one of the leading designers and builders
of tugs and small steamers. He also achieved fame
as a yacht designer, in New England. A number ofhis designs, including famous pilot boats and fishingschooners, a tug, the auxiliary steamer Meteor, steamyachts, and a launch, are represented by half-modelsin the Watercraft Collection. 53
^^^-tBC^
Boston Pilot Schooner Hesper, built at Chelsea, Massachusetts, by Dennison J. Lawlor, in 1884. Herregister dimensions were 92' x 22' x 12', 98.94 gross tons. She is represented in the VVatcrcraft Collection bythe builder's half-model (USNM 76037; see p. 91). {Smithsonian photo jyy^/~b.)Between 1830 and 1857 a small number of schoonerswas employed by the New York newspapers to obtainthe latest news from incoming ships; these ranged fromsmall schooner-rigged decked boats to small pilotschooners, some of which were built on the Chesa-peake. These were all swift-sailing craft, as the com-petition between the newspapers was very great; thenewspaper schooners raced for incoming ships in thesaine manner as the pilot boats of the period.In thelast half of the 19th century the use of the cen-
terboard sharply increased; centerboards were to befound in coasters, pilot boats, fishermen, and yachtsand e\en in vessels of large size or those intended forlong voyages. The centerboard proved very usefulin the 3-masted coasters, for it was found that thosewith a centerboard sailed much better when lightthan did those with a keel. The period between 1870and 1895 was one in which the centerboard was mostwidely used in American commercial sailing craft,large and small.
54
Special types also appeared in some coastal and
river trades during the 19th century. On the lowerMississippi sloop-rigged barges were used during thefirst half of the century; eventually these were builtwith leeboards or centerboards. A large variety of
sailing barges also appeared; some had completeschooner rigs, but many carried the old shallop rig,without bowsprit or headsail. Some of these wereactually canal-boat hulls fitted with masts that couldbe lowered to pass under bridges. Masts fitted inthat way were employed at an early date, though notalways in coasters. Dtu-ing the War of 1 8 1 2 one pinkyschooner thus fitted, as a privateer was therebyenabled to hide among the islands on the Maine coast,her spars lowered, and to pounce on passing English orCanadian vessels, either by using sweeps or by raisingher rig and sailing.Another curious type was the Fiscataqua River gun-dalow (not to be confused with the 18th centurygundalo). used in that ri\er in New Hampshire. Thiswas a shallow, log-built barge with spoon-shaped ends,fitted with a single triangular boomless sail laced to aspar that could be lowered to pass under bridges.This spar was hung on a stub mast by a short chainhalyard and as a result the rig has a superficial resem-blance to the lateen rig. These vessels had a singleleeboard secured inside an iron rack to keep it frombreaking away from the hull at the pi\ ot on the offtack. These boats, which sometimes ventured a short
distance coastwise, were good sailers. The name
"gundalow" was also applied in New England tovarious sailing scows having this rig or a simplesquare sail on a piv^oted mast that could be lowered.There was a sharp increase in the use of vesselshaving the form of a flat-bottomed, sharp-bowed .skifTrigged as a sloop or schooner, or with square sails.One of these, a gundalow used on the Kennebec Riverin Maine, had a mast that lowered, and was riggedwith a square course and a topsail; the hull had oneleeboard and a low trunk cabin aft.Flat-bottomed skiff-shaped schooners, or sharpies,were developed on the Great Lakes and along thecoasts of Georgia, the Carolinas, and Florida. Someof these had the above-water appearance of regularcoasting schooners i)ut the underbody of a skiff orsharpie. Sloops of the same form, used in the Caro-linas and in Florida, were sometimes called "flatties,"and a rather distinctive type was used for a period onthe Chesapeake Bay as lighters to carry farm produceto ports that could be served by schooners and steam-
ers. The log-bottom bugeye, an overgrown canoe,
also developed on the Bay, had two masts, of almostequal height and standing with a sharp rake, fittedwith leg-of-mutton sails and a large jib; they wereemployed in both fishing and freighting. Small sailing
craft lasted in the coastal trade, until the introduction
of gasoline cnaincs early in the 2rith century.
Catalog of the Collection?iS/lerchant Sail
MERCHANT SHIP, 1818Builder's Half-Model, usnm 76123 AniensThe ship-rigged wooden merchant vessel Altiais wasbuilt on this half-model at Castine, Maine, in 1818 forthe general ocean-freighting trade. She representeda class of such vessels that were developed in New-England after the War of 1812 for the foreign trade.Though considered a large merchant vessel at the timeof her launching, ships of the size of the Atticus weresoon very common in the American trade with Euro-pean and Mediterranean ports.The half-model represents a burdensome vessel hav-ing a long body and full ends, moderate sheer, straightkeel with verv little or no drag, upright stem rabbet
curved at forefoot, upright post, round tuck, and upper-and-lower-transom square stern. The entrance is
short, bluff, and nearly round at the rail. The runis rather long but quite full. The midsection is wellforward and is formed with slightly rising straightfloor carried well out, well rounded bilge, ratherstraight and upright topside, and slight tumble-home.She had deep bulwarks and in proportion to herlength was rather wide for ships of her type.The half-model scales 132 feet moulded length at
rail, 33 feet 4 inches moulded beam, and 16 feet 8inches moulded dejnh; it represents a ship of about298 tons, old measurement. Scale of model is % inchto the foot.Given by James B. Clrawford.
55.
MERCHANT SHIP, 1827Builder's Half-Model, usnm 76126 L/tcasThe Lucas, a ship-rigged merchant vessel, was builton this model at Castine, Maine, in 1827, for generalocean freighting, and is typical of the largest class inher trade then popular with New England shipowners.The half-model represents a wooden merchant shiphaving moderate sheer, a straight keel with littledrag, nearly upright stem rabbet with well roundedforefoot, upright post, round tuck, upper-and-lower-transom square stern, and a long body with very full
rail line forward and a wide stern. The midsectionshows a slightly rising straight floor, low and wellrounded bilge, and upright topside. The entrance isshort and bluff; the bow sections flare heavily. Therun is rather long and for so burdensome a hull isquite fine. The midsection is forward of the mid-length of the hull; in general this vessel was designednot for fast sailing but to have large capacity. .Shipsof this class and period had deep, heavy heads, usuallyfitted with a billet, though some had the more expen-
sive figurehead.The model is for a ship 132 feet 8 inches mouldedlength at rail, 30 feet 8 inches moulded beam, 17feet 4 inches moulded depth, and about 290 tons, oldmeasurement. Scale of model is % inch to the foot.Given by James B. Crawford.MERCHANT SHIP, 1830Builder's Half-Model, usnm 76067This half-model of a ship-rigged ocean-freighting
vessel was made by Samuel Pattee about 1830. A
ship, name unknown, was built on it by ThomasHarwood at Bath. Maine; the vessel is said to havebeen employed largely in the cotton trade betweenLiverpool, England, and New Orleans and othersouthern ports. Ships in this trade required largeunder-deck capacity; speed was not particularlynecessary.The half-model shows a very burdensome, wooden,ship-rigged merchantman having rather straightsheer, a straight keel with little drag, nearly uprightstem rabbet with moderately rounded forefoot,upright post, round tuck, upper-and-lower-transomsquare stern, long parallel body with full rail line for-ward and a wide stern, a short and very bluff entrance,and a very short and full run. The midsection is wellforward of the midlenglh of the hull and is formedwith a slight rise in the straight floor, a rather quick,hard bilge, and a slight tumble-home in the topside.
Rather roughly inade of white pine, the model ispainted, and is mounted with a short, heavy head withtrails, cutwater, keel, post, and rudder. Ships such
as this were dull sailers and were disrespectfullydescribed by sailors as having been "built by the mileand sawn off by the foot."The model scales 131 feet moulded length at rail.28 feet moulded beam, and 18 feet moulded depth to
rail. Scale is V, inch to the foot.Given bv William P. Pattee, shipbuilder, Bath.Maine.MERCHANT SHIP, 1836Builder's Half-Model, usnm 76066 GlasgowThe ship-rigged merchantman Glasgow of Bath,Maine, was built in that port in 1836 on this model.Glasgow, a typical cotton ship of her date, was em-ployed for many years in the New Orleans-Liverpooltrade. In outward appearance these ships often hadsome resemblance in profile to packet ships, but wereusually smaller and had very full lines, so were not thefast sailers that most packets were by this date.The half-model sliows a burdensoir.e, wooden vesselhaving graceful sheer, a straight keel with little drag,upright stem rabbet with rounded forefoot, uprightpost, round tuck, upper-and-lower-transomsquarestcrnand short quarterdeck. The midsection is well for-ward of midlength and is formed with a slightly risingstraight floor, a round, full bilge, and is rather wallsided above, with some tumble-home. The entrance
is short and bluff, the run short and full, and the bodylong and straight sided.Mounted with a short, heavy head with billet, trail,cutwater, keel, post, and rudder; the stern carvings andname boards are shown. Painted in the fashion ofthe period: green (verdigris) bottom, black topsideswith three narrow white bead lines, and one broadvarnished strake; carvings all gilded as in original ship.The model is for a vessel 1 38 feet moulded length as
rail, 135 feet between perpendiculars, 31 feet 2 inchesbeam, 19 feet depth in hold, and 5945^^4 tons regis-ter, old measurement. Scale of model is % inch tothe foot.Given by William P. Pattee, shipbuilder, and W. F.Weeks of Bath, Maine.MERCHANT SHIP, 1850Builder's Half-Model, usnm 76068A ship-rigged merchant vessel, name unknown, wasbuilt on this model at Bath, Maine, about 1850. The
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model, in the long, narrow, and deep ship form thatbecame popular in burdensome vessels in this period,represents the class of large ships built in Maine forthe cotton trade, which demanded very large under-deck capacity without pretensions to fast sailing (itwas not until well into the 1850's that many fast-sailing ships were built for this trade).The half-model represents a large, ship-rigged,wooden vessel, burdensome and full ended, having amoderate sheer, straight keel with little or no drag,rather upright stem rabbet with small rounded fore-foot, upright post, round tuck, light and rather shallowsquare stern with upper and lower transoms, shortand bluff entrance with much flare in the bow sections,long parallel-sided body, and short and full run. Themidsection is formed with a slightly rising straightfloor, round and rather hard bilge, and is wall sidedabove, with slight tumble-home.Painted and mounted, with the short heavy headand cutwater typical of these Maine-built cotton shipsuntil well into the 1850's.The model scales 183 feet 4 inches moulded lengthat rail, 33 feet moulded beam, and 25 feet mouldeddepth. Scale of model ],i inch to the foot.Given by William P. Pattee, shipbuilder, Bath,Maine.
PACKET SHIP, 1850Decorative Half-Model, usnm 311307 (Griffiths'Collection) UniverseThis small decorative half-model of the clipper-packet ship Universe was made by the ship's designer,John W. Griffiths, of New York. It is not an actualbuilder's model. The lines and sail plan of this
vessel are in Griffiths' Treatise of Marine and .NavalArchitecture, London, 1857 (new ed.).The Universe, built in 1850 by Smith & Dimon atNew York for Williams and Guion's Liverpool Line,was a 1,297-ton (old measurement) packet. She wasthe first of the American packet ships that might beclassed as a "clipper" ship. Her registered lengthwas 186 feet, her beam 38 feet 7 inches, and her depth28 feet 6 inches. The model, which is only about 20}^inches in length at rail, is apparently on a scale of Jininch to the foot.The half-model shows a sailing ship hull havingmoderate sheer, straight keel with little drag, a rakingand flaring stem rabbet with very small round at fore-foot, a nearly upright post, raking transom, round
tuck, the entrance sharp and slightly hollow at theforefoot and rather short, and the run short but fine.The midsection shows a slightly rising straight floor, afull and round bilge, and some tumble-home in thetopside. The model is mounted with keel, rudder,and cutwater; channels are indicated.Received from Marion H . \irnelson, granddaughterof the designer.CLIPPER SHIP, 1851Builder's Half-Model, usnm 76072 CometThe noted American clipper ship Comet is repre-sented by this decorative half-model presented by thebuilder and stated in the Museum records to be aduplicate of the builder's half-model. The Comet wasbuilt at New York City by William H. Webb in 1851for the California and China trades. Noted for herspeed and beauty, the Comet made many fast passages,such as:New York to San Francisco 103 days (maidenvoyage)San Francisco to Hong Kong 37 daysSan Francisco to New York 86 daysSan Francisco to New York 76;^ daysNew York to Liverpool 19 daysLiverpool to Hong Kong 84 daysOn one voyage she sailed 332 nautical miles in 24hours and 1,512 nautical miles in 120 consecutivehours.The lines and sail plan of this ship are in WilliamH. Webb's Plans of Wooden Ships.The half-model shows a moderate and gracefulsheer, straight keel with very slight drag, raking andflaring stem rabbet, upright post, and a short, round,and light counter. The entrance is long, sharp and
slightly hollow at forefoot; the bow sections have muchflare; and the run is very long and fine. The mid-section has slightly rising straight floors carried wellout, a well rounded and easy bilge, and a slighttumble-home above. This clipper, like many of hert\'pe, has a large midsection combined with ver\' fineends.The model, mounted on a mirror to show thedeck arrangement of the ship complete with bulwarksand deck furniture, is illustrated on p. 9. The figure-head, mouldings and cutwater, keel, post, and rudderare shown, and the stern carvings are also represented.The model is for a ship 229 feet l)etween perpendicu-lars, 42 feet extreme beam, 24 feet 10 inches depth,
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Bcilder's Half-Model of Clipper Ship Mounted Against Mirror to Show Deck Arrangement. I'oungAmerica, USNM 1 60 135. (Smit/uoiuan photo 20ji!j.)
and 1836 tons register. Scale of model is ,'3 inch tothe foot.Given by William H. Webb, shipbuilder, New YorkCity.CLIPPER SHIP, 1853Builder's Half-Model, usnm 160135Young AmericaThis decorati\'e half-model of the American clippership Toung America is a duplicate of the original build-
er's half-model, complete with deck furniture andbulwarks. The figurehead, mouldings, cutwater,keel, post, rudder and stern carvings are shown. Themodel is mounted on a mirror.The I'oung America, built in New York City by W^il-liam H. Webb in 1853, was one of the most celebratedof American clipper ships. Employed in the Cali-fornia and Australian trades, carrying freight andpassengers out of New York and Liverpool, the I'oungAmerica made five passages from San Francisco toNew York in from 83 to 92 days and five passages infrom 97 to 101 days. The run from New York to Liv-erpool was made in 18 days and the return voyage in23 days. Liverpool to Melbourne, Australia, wasmade in 81 days and runs from Liverpool to San Fran-cisco in 102, 103, 105, and 106 days.This ship was heavily sparred and canvassed; herlines and sail plan are in William H. Webb's Plans ofWooden Ships.The model shows a clipper ship having a moderateand graceful sheer, straight keel with slight drag, thestem rabbet raking and flaring, vertical post, a short,light, round counter, the entrance long and sharp andsomewhat hollow at forefoot, the run very long andfine. The bow sections show strong flare. The mid-section is large, formed with slightly rising straight
floor carried well out, a full-round bilge, and slighttumble-home in the topsides.The model is for a ship of 236 feet 6 inches betweenperpendiculars, 42 feet extreme beam, 28 feet 3 inchesdepth, and 1962 tons register. The deadrise amid-ships is 2 inches to the foot. Scale of model is ]i inchto the foot.Given bv William H. Webb, shipbuilder. New YorkCity.MERCHANT SHIP, 1853Builder's Half-Model, usnm 76062Jobn N. Ci/sbingThe full-rigged merchant ship John N. Cushing ofNewburyport, Massachusetts, was built at that portin 1853 on this half-model and was intended for thegeneral ocean-freighting trade. She was employedfor some years in the New England, West Indies, andEurope trade. John N. Cushing, Sr., who ownedthe fleet of merchant vessels to which this ship be-longed, was a firm believer in full-bodied carriers andcontinued to build such ships, even though they wereout of date, and in spite of their slow sailing, well intothe clipper-ship period. Five ships were built for theCushing fleet on this half-model.The half-model shows a very burdensome woodenmerchantman, deep and narrow, rather straight insheer, straight keel with little or no drag, upright stemrabbet with small rounded forefoot, nearly verticalpost, round tuck, upper-and-lower-transom squarestern with low cross seain, short and very bluff en-trance, long body, short and heavy run, some flare inbow sections. The midsection is well forward and isformed with slightly rising floor, round firm bilge, andis wall sided above. The beam at rail is carried wellinto the ends.
58
The model scales 154 feet moulded length at rail,28 feet moulded beam, and 24 feet moulded depth.Scale is ji inch to the foot.Given by John N. Cushina;, Newburyport, Massa-chusetts.MERCHANT SHIP, 1855Builder's Half-Model, usnm 160148A ship-rigged merchant vessel was built from thishalf-model about 1855 at Bath, Maine, and althoughthe model has the name "Mayflower" painted on it,this does not appear to have been the name of the
ship. The model represents an improved form of
vessel, built for the cotton trade in the middle 1850's,combining capacity and fair sailing qualities.The half-model is of a wooden, ship-rigged mer-chantman of the half-clipper type, having gracefulsheer, straight keel with \'ery slight drag, upright andstraight-stem rabbet with small forefoot, vertical post,short and light counter, square stern, moderatelysharp entrance with strongly flaring sections, longparallel body, and a long but somewhat full run.The midsection is formed with slightly rising straightfloor, full-round bilge, and considerable tumble-home in the topsides.The model scales 131 feet 4 inches moulded length
at rail. 28 feet 6 inches moulded beam, and 20 feetmoulded depth. Scale is )^ inch to the foot.Mounted and painted in the style of the period andtrade, with painted ports, naval fashion.Given by the Board of Trade, Bath, Maine.MERCHANT SHIP, 1857Builder's Half-Model, usnm 76063Eli-^abetb GushingThe full-rigged merchant ship Elizabeth Gushing wasbuilt on this half-model in 1857 at Newburyport,Massachusetts, for John N. Gushing of that port.The vessel, intended for the East India trade, was amodified "kettle-bottom"' model?deep, narrow andfull ended, and of rather large dimensions. A veryold-fashioned type of vessel at her date of buildingshe illustrates the extreme conser\'atism of her owner.The half-model represents a merchant ship of veryburdensome form, having slight sheer, straight keelwith little or no drag, rather upright stem rabbetflaring a little at the top and with small cur\edforefoot, slightly raking post, round tuck, upper-and-lower-transom square stern, short and full entrance,very short and full run, a long body, and flaring bowsections with \erv ijlufl' rail line. The midsection is
formed with very slightly rising straight floor, ratherhard bilge, and straight tumble-home in the topside.Mounted \\ith short and heavy head, cutwater,keel, post, and rudder.The model scales 172 feet moulded length at rail,36 feet moulded beam, and 28 feet moulded depth.Scale is ,',^ inch to the foot.Given by John N. Gushing, Newburyport, Mas-sachusetts.MERCHANT SHIP, 1874Builder's Half-Model, usnm 76054Expoitei-j ReporterThe merchant ships Exporter and Reporter werebuilt on this half-model at Newburyport, Massa-chusetts, in 1874 by George W. Jackman, Jr., forthe general ocean trade and were owned in thatport. They belonged to that class of merchant sailingships, known as down-Easters, that followed theextreme clipper ships in the American ocean trades.The down-Easters combined large cargo capacitywith very good sailing qualities and thus were moreprofitable to operate than the extreme clippers ofthe California, Australian, and China trades of the1850's, yet were capable of making almost as speedypassages. These ships were largely employed in thecotton trade, .^n earlier vessel named Reporter, aclipper ship, was built at Medford, Massachusetts.The Exporter was sold foreign in 1892.The half-model shows a moderately burdensomeship having marked sheer, straight keel with \-erylittle drag, raking and flaring stem rabbet, uprightpost, short, light counter with elliptical transom,sharp entrance of moderate length, and fine run.The midsection is formed with a slightly rising straightfloor carried well out, well rounded bilge, and mod-erate tumble-home above. Painted and mountedwith long head, trail, cutwater, keel, post, and rudder.The model is for a vessel 199 feet 6 inches beUveenperpendiculars, 38 feet 2% inches beam, 24 feetdepth, and 1369.75 gross tons register. Scale of themodel is % inch to the foot.Gi\-en by Sumner, Swasey, and Currier of New-buryport, Massachusetts.MERCHANT SHIP, 1875Builder's Half-Model, usnm 76065Oregon, Herci/ks, C. C. Thompson,Highland LightThe full-rigged ship Oregon was built on this half-model by William Rogers at Bath, Maine, in 1875,
59
and later the sister ships Hercules, C.C. Thompson, andHighland Light were built on her moulds. Thesemerchant ships were down-Easters. Vessels of thistype represented the highest development of theAmerican square-rigged merchant ship, combiningfine working qualities, speed, and capacity to anextent not generally achieved earlier. The Oregonwas considered a superior vessel of the type.The half-model represents a large wooden shiphaving strong sheer, straight keel with little or nodrag, moderately raking and flaring stem rabbet,upright post, short counter with elliptical transom,sharp entrance of moderate length, and a rather longeasy run. The midsection is formed with slightly
rising straight floor, hard bilge, and a slight tumble-home above.The model is mounted with stub bowsprit andmasts, head and cutwater, keel, post, and rudder.Gilded and painted as on the original ship.The Oregon measured 205.9 feet l:)etween perpen-diculars, 30.9 feet extreme beam, and 24.01 feetdepth in hold. She was 1431 tons register. Scaleof the model is Vi inch to the foot.Given by William Rogers, shipbuilder, Bath, Maine.MERCHANT SHIP, about 1876Builder's Half-Model, usnm 160150A wooden ship-rigged merchant vessel, name un-known, was l)uilt on this model at Boston, Massa-chusetts, about 1876. She was a down-Easter, aclass of vessels moderately sharp ended for carriers,yet of good capacity.The half-model represents a vessel having markedand graceful sheer, a straight keel with little or nodrag, a curved, raking, and flaring stem rabijet, up-right post, short and light counter ending with an
elliptical transom; sharp entrance of moderate length,and a rather long and easy run. The midsectionshows a slightly rising straight floor of some length, ahard bilge, and a slight tumble-home in the topside.The scale of this model is stated in the Museumrecords to be Ys inch to the foot; this gives a ship of only172 feet moulded length at rail, which is very smallfor this type and date. It seems probable that thescale is '3 inch to the foot, giving a vessel about 202feet 6 inches moulded length at main rail, about 35feet 1 % inches moulded beam, and about 22 feet 5inches moulded depth.Given by R. G. F. Candage.
MERCHANT SHIP, 1884Builder's Half-Model, usnm 76094This half-model of a Canadian sailing merchant shipwas exhibited at the World's Exposition at New Or-leans in 1884-85 and represents a design of vesselintended for the New Orleans-European cotton trade.It closely resembles the general model of the Americandown-Easters of this date and is also rather typicalof the ships built on the north shore of the Province ofNew Brunswick for the ocean carrying trade. Ca-nadian-built ships of this type were often fast andrather sharp for their period, and many of these NewBrunswick built vessels were constructed on specula-tion and sold in England, where they were very oftenemployed in the Australian or South American trade.The half-model shows a vessel having a ratherstraight sheer, straight keel with little or no drag,rather upright and flaring stem rabbet, slightly rakingpost, a light, round counter, a short, sharp and some-what convex entrance, and a long, well formed run.The midsection has a slightly rising straight floor,rather easy round bilge, and is wall-sided above.Mounted with head, cutwater, keel, post, andrudder. Painted and gilded.The model scales 202 feet length on the load line,40 feet moulded beam, and 24 feet 6 inches mouldeddepth. Rise of floor is 20 inches at half floor. Regis-ter tonnage would be about 1.650 and the dead-weight tonnage about 2,200 tons. Scale of themodel is '3 inch to the foot.Given by W. Powers, shipbuilder, Kingston,Ontario.MERCHANT BARK, 1836Builder's Half-Model, usnm 76050
Willicv/i ShroederThe bark-rigged merchant ship William Shroeder wasbuilt on this model at Newburyport, Massachusetts, in1836 for owners in that port and was intended forthe West Indian trade. The Shroeder was considereda very good vessel for the trade, having the reputationof Ijeing an easy-working ship, of sailing very well,and of being profitable because of her rather largecapacity. She ran chiefly between New Englandports and Puerto Rico, carrying lumber south andsugar and molasses on the return voyage. About 10or 12 years after her launching the Shroeder was soldto .Salem owners and thereafter was employed in theSalem-Zanzibar trade.
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The half-model has a rather straight sheer, straightkeel with little or no drag, stem rabbet curved andwith little rake, nearly upright post, round tuck,upper-and-lower-transom square stern, a rather shortand full entrance, a fairly long and easy run, quite along body with a broad stern, and a full, round railline at the bow with much flare in the bow sections.The midsection is formed with a slightly rising straightfloor, a rather easy round bilge, and a slight timible-home in the topside.Mounted, with a short, heavy head, cutwater,keel, post, and rudder, and the mouldings shown asin the original \essel. Painted, with painted ports,naval fashion.The model scales 131 feet 8 inches moulded lengthat rail, 26 feet 8 inches moulded beam, and 15 feetmoulded depth. Scale is "3 inch to the foot.Given by Captain Charles M. Bayley.MERCHANT BARK, 1845Builder's Half-Model, usnm 76049Edtvard KoppischThe bark-rigged merchant vessel Edward Koppisch ofNewburyport, Massachusetts, was built on this model
at that port in 1845 for the West Indian trade. Shewas employed on the New England-Puerto Rico run,carrying lumber out and sugar and molasses home.About 12 years after her launching she was sold toSalem, Massachusetts, owners, and was employed inthe African trade out of that port.The half-model is of a bark-rigged vessel having arather straight sheer, straight keel with little or nodrag, curved and moderately raking stem rabbet,somewhat raking post, round tuck, upper-and-lower-transom square stern, entrance full and short, runmoderate in length and slightly full, long body withwide stern, and an almost round rail at bow withmuch flare in the forward sections. The midsectionhas a slightly rising straight floor, easy round bilge,and a slight tumble-home in the topside.Mounted with short, heavy head, cut^vater, keel,post, rudder, and gilded mouldings. Hull painted,with black topsides and with painted ports, navalfashion. A monkey rail, or false hammock rail, isshown; this became fashionable in American merchantships after the War of 1812 and continued in generaluse to the end of the clipper-ship period, .\mericansailing ships in the West Indian trade in the periodbetween 1825 and 1855, were usually copper-sheathed.Model is for a vessel 125 feet moulded length at
rail, 23 feet 4 inches moulded beam, 13 feet 4 inchesmoulded depth, and about 250 tons register, oldmeasurement. Scale of the model is %d inch to thefoot.Given by Captain Charles M. Bayley.MERCHANT BARK, 1846Builder's Half-Model, usnm 76071 SaoneThe bark-rigged merchant vessel Saone was built onthis model at Bath, Maine, in 1 846 for owners in thatport; she was intended for general ocean carrying outof New England, trading to Europe, the West Indies,and South America.This half-model is of an extreme kettle-bottom
vessel, a design developed to escape full payment oftonnage dues without any loss in carrying capacity,and following a basic principle of design, used in themuch later turret steamers, of wide bottom and narrowupper deck. Depth, under the American tonnage lawin force when the Saone was modeled, was an estimateof depth in hold as a proportion of the mea.sured beamat deck, rather than a measurement of actual holddepth as in later years. Hence real depth was a taxfree measurement to a great extent. As a result thehulls were formed with a deep midsection, having awide, almost flat bottom, a firm round bilge, verymarked tumble-home, and concave topside that underthe tonnage law gave a very great cargo capacity butsmall register tonnage. The form resembling the pro-file of an old iron kettle, hence the name. There weredisadvantages. For her maiden voyage the Saone wasloaded with lumber but with insufficient ballast; whenshe filled away from the wharf, she fell over on herside with her lower yardarms in the water. She thenhad to be unloaded to right her, and ballast added.These kettle-bottom ships were deep in proportionto beam and length; to the discomfort of their crews,even when properly ballasted they sailed with a sharpangle of heel, and were slow as well.The body plan of the Saone is shown in Hall's Reporton Shipbuilding.The half-model shows a very bm-densome vesselhaving very straight sheer, a straight keel with no drag,nearly upright stem rabbet and post, round tuck, up-per-and-lower-transom square stern, excessively longbody and wide stern, almost round rail at bow, and avery short and full entrance and run.The Sonne registered 292 tons, old measurement, 116feet 10 inches moulded length at rail, 21 feet 9 inches
472S46?60- 61
moulded beam, 16 feet 9 inches moulded depth,20-inch hollow in the tumble-home topsides, andcarried 460 tons of cargo on a draft of 14 feet to thekeel rabbet. Scale of the model is % inch to the foot.Given by William P. Pattee, shipbuilder, Bath,Maine.MERCHANT BARK, 1851Builder's Half-Model, usnm 76059 HesperThe bark-rigged merchant vessel Hesper was builton this model at Newburyport, Massachusetts, in 1851for John N. Gushing of that port. She was a kettlebottom and was employed in the European trade.Like the rest of her type she was a very large carrierbut slow and unhandy, though reputedly profitablefor her owner.The half-model is of a very burdensome ship havingvery little sheer, a straight keel with no drag, uprightstem rabbet with small, rounded forefoot, nearly up-right post, round tuck, upper-and-lower-transomsquare stern, short full entrance and run, and a verylong body. The midsection has a slightly risingstraight floor, round firm bilge, a marked tumble-home, with the topside straight rather than concave.The Hesper was short, deep, and narrow.The model scales 128 feet moulded length at rail,25 feet moulded beam, and 21 feet moulded depth.Scale is ){ inch to the foot.Given by John N. Gushing of Newburyport, Massa-chusetts.MERCHANT BARK, 1854Builders Half-Model, usnm 76114 CrusaderThe bark-rigged merchantman Crusader was built onthis model at Millbridge, Maine, in 1854 for theEuropean trade. She belonged to that class of sailing
vessels sometimes called half clippers, having goodcapacity and some pretension to fast sailing. TheCrusader, cost $85,000 to build and fit for sea; she wasa well finished vessel and profitable in her trade, al-though too full in the run to be very swift. She wasengaged in general ocean freighting and was finallyburned at sea on a voyage between Rio de Janeiroand London.The half-model shows a vessel having a ratherstraight sheer, straight keel with little or no drag,rounded stem rabbet becoming straight and verticalabove the load line, upright post, round tuck, upper-
and-lower-transom scjuare stern with little overhang,short and rather sharp entrance, short and full run,and a long body. The midsection shows a slightlyrising straight floor and a rather hard bilge, and iswall sided above. The bow flares strongly.The model scales 216 feet moulded length at rail,28 feet moulded beam, and 19 feet moulded depth.Scale is ]{ inch to the foot.Given by Captain Austin Dyer.MERCHANT BARK, 1877Builder's Half-Model, usnm 76134 ]uU clThe bark-rigged merchant vessel Julia was built onthis model in 1877 at Ellsworth, Maine, for localowners and was intended for general ocean freighting,an example of the smaller class of Maine-built down-Easters that followed the clipper-ship period, com-bining good capacity with beauty and speed. Vesselsof this type for many years competed successfully,with the early, iron tramp steamers.The half-model shows a merchant vessel havingmarked sheer, a straight keel with little drag, curvedand raking stem rabbet, vertical post, short counterwith elliptical transom, moderately sharp convexentrance, long, fine and well-shaped run, and a goodlength of body. The midsection shows a slightly
ri.sing straight floor and a well rounded bilge, and israther wall sided above.Mounted with long head, cutwater, keel, post, andrudder.The model .scales 164 feet moulded length at rail.The vessel was 155 feet 1 inch between perpendiculars,34 feet extreme beam, 20 feet 1 inch depth of hold,and the net tonnage was 758.18. Scale of the modelis )'i6 inch to the foot, unusually small for a fiuilder'shalf-model.Given by Isaac M. Grant.MERCHANT BARK, 1878Builder's Half-Model, usnm 76095 AlbemarleThe half-clipper bark Albemarle of Baltimore, Mary-land, was built on this model by William Skinner andSons of that city for Messrs. Wedbee and Dickerson.She was launched June 19, 1878. The Albemarle hadwire-rope standing rigging and improved fittings; shewas considered an advanced design when launched.Though economic conditions in the American ship-ping trades had, before 1860, brought an end to the
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Lines of the Coffee-Clipper Bark Albemarle, built at Baltimore, Maryland, in 1876. Taken off the builder'shalf-model USNM 76095.
construction of the very large California clipper ships,some trades still existed in which small clipper sailing
vessels were profitable?one was the fruit trade to theWest Indies, another, the Rio de Janeiro-Americancoffee trade. The latter trade employed the larger
vessels, mostly barks, brigs, and brigantines. Whilefew of these vessels were very extreme in design, somewere quite sharp and many were very fast sailers.The Albemarle was long accepted as one of the fastest
vessels in the Rio coffee trade and her design wasmuch admired.The half-model shows a medium-, or half-clipperbark having a moderate and graceful sheer, straightkeel with slight drag, a raking, curved and flaring stemrabbet, nearly upright post, light and short counterwith elliptical transom, long and sharp entrance, anda moderately long and fine run with no length ofdeadflat amidships; the bow sections show heavyflare. The midsection is formed with a slightly risingstraight floor, firm round bilge, and curved tumble-home in the topside.Mounted with long head, trails, cutwater, keel,rudder, and post.The model scales 138 feet 10 inches moulded lengthat rail, 130 feet 6 inches between perpendiculars, 30feet 9 inches moulded beam, and 15 feet 5 inches depthrabbet to underside of deck at side. The vessel woulddraw 16 feet 9 inches when loaded. The model ismarked with what are, apparently, her register dimen-
sions: "135 feet between perpendiculars, 30 feet ex-treme beam, 1 4 feet 1 1 inches depth of hold, 560 tons."Scale is % inch to the foot.Given by William Skinner and Sons, shipbuilders,Baltimore, Maryland.
MERCHANT BRIG, 1817Builder's Half-Model, usnm 76061 DoveThe merchant brig Dove was built on this model in1817 at Newbury, Massachusetts, for John N. Gush-ing, Sr., of Newburyport. She was built for the WestIndian trade in the period immediately following theNapoleonic Wars, when the West Indies were infestedwith pirates and frcebooting privateers of the Spanishcolonies then in the throes of revolution. Because ofthis condition it was necessary to construct WestIndian traders with some speed. The Dove, an at-tempt to combine capacity with sailing ability, hadsharper ends and a greater rise of floor than mostNew England traders of her time. However, thisbrig was by no means a clipper model, though shewas the sharpest vessel ever owned by Gushing, whosefleet of brigs, as well as ships and barks, were allextremely full ended and liurdensome.The half-model represents a brig-rigged vessel hav-ing strong sheer, a straight keel with slight drag,curved and somewhat raking stem rabbet, slightlyraking post, round tuck, upper-and-lovver-transomsquare stern, short convex entrance becoming almostround at rail, and a short, but rather easy run. Themidsection has a moderately rising and short straightfloor, rather easy round bilge, and a slight tumble-home in the topside.Mounted and fitted with a short, heavy head, cut-
water, keel, post, and rudder, and with a quarterdeck
rail. Painted as in the original vessel.The model scales 76 feet moulded length at rail, 18
63
J'OCAMOJVTAS .
Lines of the New England Merchant Brigs Powhatan and Pocahontas, built at Nevvburyport, Massachusetts,
1 829-30. An example of a model of burdensome freighting vessels favored in New England before the days ofthe clipper ships. Taken off the builder's half-model USNM 76060.
feet 6 inches moulded beam, and 10 feet mouldeddepth. Scale is ]i inch to the foot.Given by John N. Gushing, Newburyport, Massa-chusetts.MERCHANT BRIGANTINE, 1825Builder's Half-Model, usnm 76070Thomas Harwood built a merchant brigantine,name unknown, on this model at Bath, Maine, in1825 for the West Indian sugar trade. Vessels builtin Maine for this trade usually had short, highquarterdecks with a trunk cabin let into them so thatthe cabin sole, or floor, was at main deck level. Thecrew's quarters were in a small deckhouse abaft theforemast. Because the main deck was much lowerthan the quarterdeck, these vessels were referred toas "low-decked" in Maine shipyards. The bulwarkswere high, permitting large deck-loads, so the low-decked vessels were popular in the Maine lumbertrade. Since lumber was the usual southbound cargoin the Maine-owned West Indiamen, the vesselsbuilt for the sugar and molasses trade were commonlyof this description.The name "barrel bottom" was sometimes appliedto such a vessel; some sailed well, particularly in lightand moderate winds, but usually they would notcarry sail well in a fresh breeze.The half-model shows a burdensome vessel havingmarked sheer, a straight keel with little or no drag.
curved and slightly raking stem rabbet, slightlyraking post, round tuck, upper-and-lowcr-transomsquare stern, and a short entrance and run. Themidsection is formed with a slightly rising straightfloor, well-rounded slack bilge, and an upright topside.The model is for a brigantine 91 feet in mouldedlength at rail, 22 feet moulded beam, and 9 feetmoulded depth. Scale of the model is |.) inch tothe foot.Given by William P. Pattee, shipbuilder, Bath,Maine.MERCHANT BRIG, 1829Builder's Half-Model, usnm 76060Powhatan, PocahontasJohn N. Gushing, Sr., was a very successful mer-chant and shipowner of Newburyport, Massachusetts,who became prominent, after the War of 1812, as theoperator of a large fleet of merchant vessels, thelarger portion of which were full-rigged brigs. Heengaged in the general ocean carrying trade andmost of his vessels were employed in freighting out ofNewburyport to Europe, the West Indies, and SouthAmerica. Early in his career he decided that onlyburdensome vessels were profitable and began tohave brigs built, and later barks and ships, that wereextreme in design in this respect. The pioneer of theextremely burdensome brigs, in his fleet, were the
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sisters Powhatan, built at Newbury, Massachusetts,in 1829, and the Pocahontas, built there the followingyear, both on this half-model. The type of brigrepresented by this model was developed into anextreme kettle bottom in Cushing's later vessels.The half-model represents a deep, narrow, brig-rigged vessel having a very slight sheer, straight keelwith little or no drag, a rather upright and straightstem rabbet, small rounded forefoot, upright post,round tuck, upper-and-lower-transom square sternwith small overhang, very short and ijluff entrance,a long parallel body, and a short, very full run. Themidsection shows a slightly rising floor, firm bilge,and a slight tumble-home in the straight topside.The model is for a vessel 1 1 3 feet moulded length
at rail, 26 feet 4 inches moulded beam, 17}^ feetmoulded depth, and about 268 tons register, oldmeasurement. Scale of the model is ^4 inch to the foot.Gi\en by John N. Gushing, Newburyport, Mas-
sachusetts.
MERCHANT BRIG, 1832Builder's Half-Model, usnm 76058 PalosThe brig-rigged merchant vessel Pains was built onthis model at Newburyport, Massachusetts, in 1832for John N. Gushing of that port. She was an extremekettle bottom, narrow, deep and with very greattumble-home in the topsides. The brig was so profit-able, largely because she carried cargo tonnage farin excess of her register tonnage (port dues were paidonly on the latter), that fifteen brigs were afterwardsbuilt, most of them by Stephen Jackman, on themoulds, or model, of the Palos. Among the vesselsbuilt on this half-model, which may be said to havebeen the standard one for i:)rigs in the Gushing fleet,were the Carthage, Athens, Corinth, James Gray, Nicholas,James Caskie, Ark, Massachusetts, Salisbury, Smith, andTuttle. The brig Keying was the last; launched in1845, she cost 122,264.98. These kettle-bottom brigstraded chiefly to Europe and the \Vest Indies, bearing
h^\._^-jji^^
KtrrLt-BuiiuMBRiG.y?/niuo', btiih uii ihe model of the /'.//uj ibuildcis liall-uiodtl L'SXM 76058; ai .\c-ubui>',Massachusetts, in 1844. From a painting by Frederic Roux, at Le Havre in the 1840's. {Smithsonian photo3394)
65
tobacco to Europe from Richmond. Virginia, andreturning to New England with sah or coal or manu-factures from Liverpool, or with marine stores andcordage from the Baltic, or with sugar and molassesfrom the West Indies. One of these brigs carried 700tons of coal from Cardiff to Jamaica, though her
register tonnage was a little under 300, and it wasvery common for this class of brig to carry twice her
register tonnage in dead weight.The half-model shows a very i)urdensome hullhaving a nearly straight sheer, straight keel withlittle or no drag, straight and nearly vertical stemrabbet, a small rounded forefoot, slightly raked post,round tuck, upper-and-lower-transom square sternwith very little overhang, short and bluff entrance
slightly hollow at the forefoot and almost square atthe rail, a very long parallel-sided body, and a shortand very full run. The midsection has a slightly risingstraight floor, rather hard bilge, and a concavetumble-home in the topside.The model is for a vessel 109 feet moulded length
at rail, 24 feet moulded beam, 20 feet moulded depth,and about 277 tons register, old measiu-ement. Someof the brigs built on this half-model measured 290register tons. In these it is probaiole that length wasadded amidships by inserting two or more extraframes at the same spacing as the others. Scale ofthe model is % inch to the foot.The spar dimensions of the Palos were as follows:
SparsMainmast
Foremast
BowspritMain topmastFore topmastMain topgallant mastFore topgallant mastMain royal mastFore royal mastJil) boom
TardsMainForeMain topsailFore topsailMain topgallantFore topgallantMain royalFore royal
Lenglh62'
58'
28'33'6"33'19'6"19'6"12'12'28'
Leng46'46'36'6"36'6"24'6"24'17'16'
Diamfter20" at deck
201 i" at deck
20^2" at Gammon12;,^" at cap12" at cap7U" at cap7" at cap5J4" at cap5" at capI2J2" at cap
Dinmeter
at slings13"
xiy-,"1054"6%"4"3/2"
Length ofarm outsidelifts24"24"26"26"15"15"9"9"
950 sheets of copper were required to copper the jjot-tom of the Palos. In addition to the sails indicated bythe spars given above, the brigs often carried aspencer (boomless gaff-foresail) on the foremast and,of course, the usual boomed gaff-spanker and head-
sails. The brigs did not carry light sails, other than afew stunsails, for these would not help such dull-sailing vessels to any appreciable degree.Given by John N. Gushing, Newbtuyport, Mas-sachusetts.MERCHANT BRIGANTINE, 1838Builder's Half-Model, usnm 76127 Amet/jystThe brigantine-rigged merchant vessel Antelhyst wasbuilt on this half-model at Stdlivan, Maine, in 1838for the coastwise and West Indian trades. Intendedto carry a large cargo on a moderate draft, in order toenter some of the rather shallow harbors to which shewould trade, the Amelhvst was a vessel of average sizefor her type and trade at the time slie was built.When Maine-built these vessels usually were lowdecked and had short and heavy heads, usually fittedwith a fiddlehead billet. Such vessels as the Amethyslwere not designed to sail fast, thotigh handiness inworking in narrow waters was highly prized, and somefull-bodied vessels were very capable in this respect.The half-model is of a hull having moderate sheer, astraight keel of very little drag, curved and rakingstem rabbet, slightly raking post,round tuck, upper - and - lower-transom square stern, short andbluff entrance, long body, and ashort and very full run. Themidsection shows a slightly risingstraight floor and a heavi!\-rounded bilge, and is rather wallsided above.The model scales 82 feet 7inches between perpendiculars, 22feet 9}^ inches beam and 8 feet 6inches depth. Scale is % inch tothe foot.Given by D. A. Simpson.
Length ofHead
8'6'
5'5'5'3'3'6'5'2'
Rake
to I'O"34"to I'O"
polepolepole
MERCHANT BRIG, 1841Builder's Half-Model, usnm 76057 ChenamusThe brig-rigged merchant vessel Chenamus of New
-
buryport was built on this model at the neighboring
village of Newbury, Massachusetts, in 1841 for John
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N. Gushing and H. Johnson. She was intended fortrade to the Pacific Coast, the Columbia River region,and the Northwest Coast. A somewhat smaller vesselthan the standard Gushing brig, she was of the sameextremely burdensome type that Gushing employedin his own fleet.The half-model represents a brig hull having a veryslight sheer, straight keel, upright stem rabbet withsmall rounded forefoot, slightly raking post, roundtuck, upper-and-lower transoms, square stern, anda strong flare in the bow sections. The entrance isshort and bluff, slightly hollow at the forefoot andbecoming almost square across at the rail, the veryshort run is steep and full, and the body long andparallel. The midsection shows a slightly risingstraight floor, firm bilge, and a strong tumble-homein the topside. In general, the half-model representsa slow sailing, burdensome kettle-bottom brig.The model scales 97 feet moulded length at rail,20 feet moulded beam, and 12 feet 9 inches mouldeddepth, and represents a vessel of about 202 registertons, old measurement. Scale is Xe inch to the foot.Given by John N. Gushing, Newburyport,Massachusetts.BALTIMORE CLIPPER BRIG, 1845Builder's Half-Model, usnm 76064This builder's half-model is of an extreme Baltimoreclipper brig of the period 1810-45. The model wassubmitted to John N. Gushing, Sr., in January 1845,as a proposal by a Baltimore builder for the construc-tion of a full-rigged brig for use in the Pacific north-
west coast trade, the estimated cost being S10,765.Cushing's preference for extremely full-ended vesselsprobably prevented his accepting the proposal; novessel was built from this model for the Gushing fleet.The half-model is of a flush-decked vessel designedto sail fast in moderate winds and its appearanceand size are very similar to those of Baltimore clipperbrigs built as privateers in the War of 1812. It repre-sents the older type of Baltimore clipper in whichthe keel had much drag and the midsection showeda sharp rise in the straight floor. By 1825, at least,the Chesapeake Bay builders were producing for themerchant service brigs and brigantines in whichthere was litde drag to the keel and only moderate
rise in the straight floor at the midsection. Thishalf-model, then, does not represent the most ad-vanced ideas in the design of fast commercial brigsby Maryland builders in 1845 and, indeed, it mayactually have been made much earlier than this date.The half-model represents a brig having a ratherstraight sheer, straight keel with very marked drag,slightly curved and strongly raking stem rabbet withwell rounded forefoot, sharply raking post, roundtuck, and an upper-and-lower-transom square stemwith very small overhang. The entrance is long,sharp and slightly convex, and the run is long andfine. The midsection is formed with the sharplyrising floor briefly straight near the keel, a slack andwell rounded bilge, and a slight tumble-home in thetopside, but only above the maindeck level. Thebow sections have moderate flare.Model is mounted with a stub bowsprit, short and
~Ni
Lines Taken Off Builder's Half-Model USNM 76064, of a Baltimore clipper brig, 1845. Model is for amerchant brig or brigantine but shows a popular type that earlier (1812-15) was used for privateers.
67
deep head, trails and headrail, cutwater, keel,post, rudder, and false hammock rails. Ports arepainted, naval fashion.Brigs of this type had sharply rakinc masts and werevery heavily sparred and canvassed; the antithesis ofthe Gushing fleet of brigs. The Baltimore clipperas early as 1790 had an international reputation,which it maintained well into the 1850's, for fastsailing and weatherliness.The model is for a brig 112 feet moulded lengthat rail, 105 feet 6 inches between perpendiculars, 26feet 6 inches moulded beam, 12 feet 8 inches movildeddepth, 14 feet draft at post, and about 255 tons register,old measurement. Scale of the model is % inch tothe foot.Given by John N. Gushing of Newburyport,Massachusetts.The original proposal for building this vessel wasa simple statement of cost:
Hull and Spars
them rigid and secure, and must be removed to takeoff the Hnes.The half-model represents a vessel of very moderatesheer, having a straight keel with moderate or littledrag, slightly raking stem rabbet curved below theload line, slightly raking post, round tuck, upper-and-lower-transom square stern, short and full entrance,long body, and a short and rather full run. The mid-section has a moderately rising straight floor, a low,well rounded and easy bilge, and a slight tumble-home in the topside. The head and cutwater areshort and heavy.The model is for a vessel 78 feet moulded length at
rail, 22 feet moulded beam, and 10 feet 8 inchesmoulded depth to rail cap. Scale of the model is %inch to the foot.Given by G. R. Campbell and Company.MERCHANT BRIGANTINE, 1852Builder's Half-Model, usnm 76131 IscarionThe brigantine Iscarion was built on this model byHamen Cousins at Trenton (now Lamoine), Maine,in 1852 for the general coasting and West Indiantrades. The low-decked vessel was particularlydesigned to carry lumber. The vessel is an excellentexample of the small brigantines employed in thecoastal trades in the 1850's out of Maine ports.The half-model is of a brigantine hull having mod-erate sheer, a straight keel with slight drag, curvedand raking stem rabbet, slightly raking post, roundtuck, raking flat transom, square stern, moderatelyfull entrance with flaring bow sections, no deadflat,and a rather short but easy run. The midsection hasa slightly rising straight floor, a round, easy bilge, anda slight tumble-home in the topside.Mounted with short and rather heavy head, cut-water, keel, post and rudder; a short quarter deck andrather deep bulwarks are indicated.The model is for a brigantine 89 feet 8 inchesmoulded length at rail, 23 feet 8 inches mouldedbeam, and 9 feet moulded depth, about 198 tons
register, old measurement. Scale of the model is
]i inch to the foot.Given by C. L. Young.MERCHANT BRIGANTINE, 1852Builder's Half-Model, usnm 76141 Abby WatsonThe trading brigantine Ahby Watson was built onthis model at Sedgwick. Maine, in 1852 and was
considered to be a very fine vessel and large for hertype when launched. She was employed in the VV^estIndian trade for some years and afterwards was inthe lumber trade to South Atlantic ports. She waslost with all hands off Cape Hatteras about 1876.The half-model shows a low-decked brigantinehaving moderate sheer, a straight keel with veryslight drag, curved and raking stem rabbet, nearlyvertical post, round tuck, raking-transom squarestern, a rather sharp entrance with flaring bow sec-tions, short deadflat, and a moderately long butsomewhat full run. The midsection shows a slightlyrising straight floor, a round, easy bilge, and a slighttumble-home in the topside.Mounted with short heavy head, cutwater, keel,rabbet, and post. A short quarterdeck is indicated.The model is for a vessel 109 feet 9]i inches betweenperpendiculars, 27 feet beam, 9 feet ?))i inches depth,and 213.87 gross tons register. Scale of the model is
Jo inch to the foot.Given by Joshua Watson, shipbuilder, Sedgwick,Maine.MERCHANT BRIGANTINE, 1852Builder's Half-Model, usnm 160123A merchant brigantine, name unknown, was builton this model at Bath, Maine, in 1852 for the WestIndian and coastal trades. The half-model illustratesa popular hull form in this class of vessel in the period1840-55, having good capacity and fair sailing quali-ties. This type of vessel had a short, high quarterdeckat rail-cap height.The half-model shows a brigantine having moder-ate sheer, a straight keel with little drag, curved andraking stem rabbet flaring somewhat at the top, nearly
vertical post, round tuck, upper-and-lower-transomsquare stern, short and full entrance with strong flarein the bow sections, and a moderate length of bodyand run, the latter somewhat full. The midsection isformed with some rise in the straight floor, a low, fullround bilge, and a moderate tumble-home in thetopside.Mounted with a short, hea\-y head and cutwater,keel, post, and rudder.The model is for a vessel 90 feet 6 inches mouldedlength at rail, 22 feet 6 inches moulded beam, and 8feet moulded depth to deck. Scale of the model is% inch to the foot.Given by William P. Pattee, shipbuilder, Bath,Maine.
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MERCHANT BRIGANTINE, 1854Builder's Half-Model, usnm 76135 FredoniaThe trading brigantine Fredonia was built on thismodel in 1854 at Ellsworth, Maine, for the West In-dian trade. She was an ad\anced design for her timeand, in general, her model shows many of the char-
acteristics that marked brigantines built in Maine andNova Scotia 20 years later, combining cargo capacitywith \-ery good sailing qualities. Slightly narrowerthan contemporary Maine-built brigantines of herapproximate length, the Fredonia was considered avery handsome vessel, and was profitable to operate.The half-model represents a brigantine hull havingmoderate sheer, a straight keel, flaring and ratherupright stem rabbet with rounded forefoot, nearlyupright post, short counter and raking transom, mod-erately sharp entrance with much flare in the bowsections, giving a full rail line, practically no deadflat,and a long and easy run. The midsection shows ashort and slightly rising straight floor, easy and roundbilge, and some tumble-home in the topside. Themodel shows a short quarterdeck.The model is for a vessel 103 feet moulded lengthat rail, 24 feet 6 inches moulded beam, and 10 feetmoulded depth. Scale of the model is 'o inch to thefoot.Given by Abraham Lord.MERCHANT BRIGANTINE, 1856Builder's Half-Model, usnm 76115 Anita Owe)!The brigantine-rigged merchant vessel Anita Owenof New York was built on this model at Millbridge,Maine, in 1856 by Ezekiel Dyer for the West Indiantrade. She was a profitable and well built vessel, cost-ing $20,000, of a type that carried a large cargo for her
size yet sailed quite well. The A)uta Owen was lost in1870.The half-model is of a burdensome brigantine-riggedtrading vessel having moderate sheer, a straight keel,rather upright but flaring stem rabbet with a verysmall curved forefoot, nearly upright post, round tuck,a square stem with raking transom, a rather full en-trance, and a moderately long, easy run. The mid-section is formed with a slightly rising and \'ery shortfloor developing into a rather easy and much roundedbilge, and a slight tumble-home in the topside. Thereis strone flare in the bow sections.
Mounted with a small, pointed longhead, trails, cut-water, keel, post, and rudder.The model scales 117 feet moulded length at rail,27 feet 5 inches moulded beam, 13 feet 6 inchesmoulded depth. Scale is Yn inch to the foot.Given by Captain Austin Dyer.MERCHANT BRIGANTINE, 1856Builder's Half-Model, usnm 76100Hurricane BirdThe trading brigantine Hurricane Bird was built atBaltimore, Maryland, by Pendergast and Brother in1856 for the West Indian trade. The Hurricane Birdwas a handsome and fast vessel on a clipper modelthat Maryland builders had developed, by gradualmodification of the old Baltimore clipper hull form,brigs and brigantines in the late 1830's very similar incharacter to the later and better known clipper shipsof the late 1840's.The Hurricane Bird was launched November 3, 1856,and ^vas lost at sea in 1859. She was heavily sparredand canvassed like most of the Maryland-built brigan-tines in the West Indian sugar trade. Speed in thesetraders was probably desired because many carriednorth fruit, as well as sugar and molasses.The half-model is of a medium clipper brigantinehaving rather slight sheer, a straight keel with very
slight drag, very flaring and raking stem rabbet,nearly upright post, a short coimter with a rakingsquare transom ha\'ing some cur\'e athwartships, ratherlong and sharp entrance, and a flne run of moderatelentrth. The midsection is formed with a moderate
rise in the straight floor, rather hard bilge, and a
slight tumble-home in the topside. The bow sectionsflare considerably.Mounted with a pointed longhead, cutwater, keel,post, and rudder; a short quarterdeck is indicated.The model scales 111 feet motilded length at rail,26 feet moulded beam, and 10 feet 10 inches mouldeddepth, deck to rabbet at side. Scale is 'o inch to thefoot.Given I:)y William Skinner and Sons, shipbuilders,Baltimore, Maryland.MERCHANT BRIGANTINE, 1858Builder's Half-Model, usnm 76099Alexander Kirklandj George LafimerThe trading brigantines Alexander Kirkland andGeorge Latimer %vere built on this model in 1 858 forthe West Indian trade by \Villiam Skinner and Sons,
70
SRJaA.\T/N?S GEO/iaeIAT/M?ff St ALEXANPEfi HIltKLA-W
ie/7gr^ mou/ile?t af mf //0-3'
Srmf/ of p9/f ""'
Lines of the Baltimore-Built Brigantines George Latimer and Alexander hirkland, built 1858 for the WestIndian trade. The Latimer was destroyed by the Confederate cruiser Florida, and the Kirkland disappeared at
sea. Taken off builder's half-model U.SNM 76099.
Baltimore, Maryland. The model represents a clipperbrigantine of the period as developed by Marylandbuilders in which the rise of the straight floor anddrag to the keel of their earlier Baltimore clippermodel had been reduced to a minimum. The Latimer,a noted sailer in the West Indian-Baltimore sugartrade, was burned by the Confederate raider Floridain 1864. The Kirkland "went missing" and wasprobaljly overwhelmed in a hurricane. These Balti-more-built West-Indiamen were very similar in all
respects to the brigantines in the coffee trade andcarried a large spread of canvas.The half-model is of a medium-clipper hull ha\inga moderate and handsome sheer, straight keel withslight drag, slightly raking and moderately flaringstem rabbet, nearly upright post, short counter withraking elliptical transom curved athwartships, along and sharp entrance with some hollow at theforefoot and much flare in the bow sections, and along and fine run. The midsection is formed with a
slightly rising straight floor, well rounded and rathereasy bilge, and a marked tumble-home in the topside.Mounted wdth a longhead, trails, cutwater, keel,post, rudder, and stub bowsprit.The brigantines measured 110 feet 9 inches mouldedlength at rail, 104 feet between perpendiculars, 24feet 8 inches moulded beam, and 10 feet 3 inchesmoulded depth, deck to rabbet at side. Scale ofmodel is )i inch to the foot.Given by William .Skinner and Sons, shipbuilders,Baltimore, Maryland.
MERCHANT BRIGANTINE, 1867Builder's Half-Model, usnm 76118Eva M. JohnsoKj Majy E. FennelThe trading brigantine Eva M. Johnson, 235.84
register tons, was built on this model in 1867 andthe Mary E. Pemiel, 239.01 register tons, in 1868, atHarrington, Maine, for the West Indian and coast-wise trades. The model is typical of the Maine-builtbrigantine traders, usually with a short quarterdeck,employed in the sugar and molasses trade in thedecade following the Civil War.The half-model represents a brigantine having mod-erate sheer, a straight keel with very slight drag,rather upright but flaring stem rabbet with slightlyrounded forefoot, vertical post, short wide counterha\ing raking elliptical transom rounded athwart-
ships, short and rather full entrance, short and easyrun, and a rather markedly long body. The mid-section shows a slight rise in the straight floor, roundand easy bilge, and some tumi)le-home in the topside.The bow sections ha\e a good deal of flare.Mounted with a small longhead, trails, cutwater,keel, post and rudder.The model is for a vessel 114 feet 6 inches mouldedlength at rail, about 109 feet between perpendiculars,27 feet moulded beam, and nearly 12 feet 4 inchesmoulded depth. Scale of the model is ^ inch to thefoot.Given l)y \'. L. Coflin. of Harrington, Maine.
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MERCHANT BRIGANTINE, 1866Builder's Half-Model, usnm 76117Antelope^ Gcr::elleThe trading hrigantincs Antelope and Gazelle werehuilt on this model at Harrington, Maine, in 1866for the West Indian and coastwise trades. Vesselsof this general model were good carriers and excellentseaboats; they sailed moderately well, and wereconsidered by Maine shipowners to be very profitaiilein the West Indian trade. The Antelope, launched inJuly 1866 and wrecked on the Delaware Breakwatera few years later, and the Gazelle, launched in Septem-ber 1866, measured 329.92 and 326.37 gross tons
register, respectively.The half-model is of a brigantine measuring about117 feet moulded length at rail, 113 feet 9 inchesbetween perpendiculars, 23 feet 3)2 inches beam,and 14 feet moulded depth. Scale of the model is
Yi inch to the foot.The model has moderate sheer, a straight keel withvery slight drag, slightly raking stem rabbet withmoderate flare and a slightly rounc^ed forefoot, nearlyupright post, short counter with raking ellipticaltransom, rather full and short entrance, markedlength of body, and a short and somewhat full run.The midsection shows a slightly rising straight floor,round and very easy bilge, and a slight tumble-homein the topside. The ijow sections have marked flare.Mounted with long head, cutwater, keel, post,rudder, and short quarterdeck monkey rail.Given by V. L. Coffin, Harrington, Maine.MERCHANT BRIGANTINE, 1871Builder's Half-Model, usnm 76116MiHiiie SmithThe brigantine Minnie Smith was built on this modelby Ezekiel Dyer at Millbridge, Maine, in 1871 forthe West Indian, coastwise and foreign trades. Shecost S20,000 to build and was lost while entering theport of Salerno, Italy, from the West Indies, on hermaiden voyage.The half-model represents a brigantine having mod-erate sheer, a straight keel with little drag, some-what upright and flaring stem rabljet with a slightlyrounded forefoot, nearly vertical post, short and widecounter with thin elliptical transom, moderatelysharp but short entrance, marked length of body,and a rather full run of moderate length. The mid-section has a slightly rising straight floor, an easy.
round bilge, and tuml^le-home in the topside. TheIjow sections have considerable flare.Mounted with longhead, cutwater, keel, post,rudder, and a short quarterdeck monkey rail.The model is for a vessel measuring about 116 feet8 inches moulded length at rail, 26 feet 8 inchesmoulded beam, and 12 feet moulded depth. Scaleof the model is % inch to the foot.Gi\en l)y Chaplain Austin Dyer.MERCHANT BRIGANTINE, 1874Builder's Half-Model, usnm 76075 /. W. ParkerThe trading brigantine J. IT. Parker of Belfast,Maine, was built at that port by C. P. Carter andCompany in 1874 on this model. This firm, notedfor the fine design and construction of its vessels, hadbuilt many 3- and 4-masted schooners and barken-tines, and at least one clipper ship, having startedbuilding in about 1851. The J. IV. Parker was in-tended for general freighting in the coastwise. WestIndian, and European trades, and w^as, therefore, alarge vessel for her rig. Her model represents thefinal development of the American trading l^rigantine,coml:)ining swift sailing, weathcrliness, and goodhandling qualities with excellent cargo capacity. Thebrigantines remained popular with some shipownersin the West Indian and European trades after theParker was built; a number of fine vessels of this rigwere bmlt in Nova Scotia in the 1880's and 1890's.In the coastwise and, more slowly, in the WestIndian trade, the brigantine was replaced by the3-mastecl schooner, which benefited more by use ofsteam winches than the brigantine. The rising costof manpower necessitated the use of a rig that couldbe handled by fewer men and, as size increased, bythe additional help of the donkey engine and its\vinch. The mechanical aids combined to doom thebrigantine in these trades, for the latter's square sailscould not be handled by any practical arrangementof the steam winch.The half-model represents a brigantine havingstrong sheer, a straight keel with slight drag, moder-ately flaring and raking stem rabbet with slightlyrounded forefoot, nearly vertical post, short and lightcounter ending in a raked elliptical transom muchcurved athwartships, short and sharp entrance,moderate length of body, and a short but easy run.The midsection is formed with a moderately risingstraight floor, firm roimd bilge, and tumble-home in
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- ^iY. PACKER /S7?gell^ ?' OfIfa
Lines of the Brigantine, J. 11". Parker, built at Belfast, Maine, in 1874. Taken ofl' the builder's half-model,USNM 76075.
the topside. There is much flare in the bow sections.The model gives the impression of being rather deepand narrow for its length and it belongs to the down-Easter hull form.Mounted with longhead, trails, cutwater, keel, post,rudder, and a short quarterdeck monkey rail, thelatter indicating a turned-stanchion-and-cap railabove it.The model scales 129 feet 1 inch moulded length at
rail, 121 feet 3 inches between perpendiculars, 28 feet10 inches moulded beam, and 15 feet moulded depthdeck to rabbet. Scale is inch to the foot. Thismodel was given by the builders, C. P. Carter andCompany, shipbuilders, Belfast, Maine.SQUARE-TOPSAIL SCHOONER, 1845Builder's Half-Model, usnm 76143Kuth ThomasThe square-topsail trading schooner Ruth Thomaswas built on this hawk's nest model at Frankfort,Maine, in 1845 for the coastwise and West Indiantrades. She was low decked to suit the requirementsof the lumber trade. Vessels of this rig had a squareforecourse, square topsail and topgallant sails, as wellas the usual schooner fore-and-aft foresail on theforemast; the main had a gaflf mainsail and gafftopsail, in addition to the usual schooner headsailsand main- and main-topmast staysails. The foresailon these coasters had a boom and some set a verydeep square topsail on the foremast, omitting thetopgallant sail. A fore royal was a great rarity inthe New England-built topsail schooners of this periodand employment. The square-topsail schooner went
out of fashion with New England owners about 1855,although as late as 1895, some vessels of this rig werebuilt in eastern New England and in Nova Scotia forthe coasting and West Indian trades.The half-model, made up of plank sections mountedon a profile on a ijackboard, represents a schoonerhull having moderate sheer, a straight keel withsmall drag, curved and somewhat raking stem rabbetwith rounded forefoot, nearly vertical post, roundtuck, upper-and-lower-transom .square stern, shortand full entrance, rather long and easy run, and amarkedly long body. The midsection is formed witha slightly rising straight floor, easy bilge, and a moder-ate tumble-home in the topside.Model is fitted with a short, heavy head, cutwater,keel, post, and rudder. A short quarterdeck isindicated.The model scales about 88 feet moulded length at
rail, 83 feet 7 inches between perpendiculars, 24 feet2 inches moulded beam, and 7 feet 6 inches depth.Scale is ]!> inch to the foot.Given by F. L. Tyler.SQUARE-TOPSAIL COASTING SCHOONER, 1847Builder's Half-Model, usnm 76069
ArroivsiCj EagleThe square-topsail keel coasting schooner Arroivsicwas built on this model at Arrowsic Island in theKennebec River, Maine, in 1847 for the coastallumber trade. The square-topsail packet schoonerEagle was also built on this model and employed in therun between New York City and Bath, Maine. Both
vessels were built by master-builder Samuel Pattee,
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Lines of the Square-Topsail Coasting Schooners Arrowsic and Eagle, built at Airowsic Island, KennebecRiver, Maine, in 1847. The Eagle was employed as a New York to Bath packet. Taken off the builder'shalf-model USNM 76069.
father of the donor of the half-model. The Eagle inparticular had the reputation of being a fast sailerand on one occasion made the run from New York toBath, outside Long Island and around Clape Cod, in210 hours wharf to wharf. The Arrowsic was con-sidered a good sailer; she capsized and sank off BlockIsland, sometime about I860, through carrying toogreat a press of canvas dvu'ing a gale.The half-model represents a coasting schooner hav-ing marked sheer, a straight keel with moderate drag,slightly raking and flaring stem rabbet \vith a wellrounded forefoot, slightly raking post, round tuck,and an upper-and-lowcr-transom square stern (thelower transom is unusually small). The entrance isshort but inoderately sharp at and below the loadwaterline, with a very full deck line and rail, and therun is long and rather fine for so burdensome a vessel.The iTiidscction is formed with some rise in the straightfloor, a well rounded and rather easy turn of bilge,and some tumble-home in the topside. The bowsections show great flare.These schooners had deep bulwarks and a short,high quarterdeck. They had short heavy cutwatersfitted with trails, knees, head rails, and billets. Themodel is of the lift type, to represent waterlines or levellines, and the lifts are held together l)y wooden togglesthrough thein, with wedges at bottom and top, in-stead of the iron screws usually employed to fasten thelifts together.The model is for a vessel about 85 feet 9 inchesmoulded length at main rail, 22 feet 8 inches mouldedbeam, and 7 feet 10 inches moulded depth from rabbetto underside of deck at side, 81 feet 7 inches betweenperpendiculars, and 9 feet 8 inches draft at post when
fully loaded. Scale of the model is % inch to the foot.Given by William P. Pattee, shipbuilder, Bath,Maine.TWO-MASTED COASTING SCHOONER, 1847Builder's Half-Model, usnm 76109 WatchmanThe 2-masted coasting schooner Watchman was builton this model at Tinker's Island, Maine, in 1847. Alow-deck vessel intended for the general coasting trade,and particularly for carrying lumber from Maine toBoston and southern New England ports, she was agood exam]5le of the type of coaster employed in thistrade in the 1840's and 1850's. Such vessels hadhigh hatch coamings, as they were habitually loaded
until the maindeck was nearly awash.The model represents a burdensome schooner hullha\ing moderate sheer, a straight keel with slightdrag, a curved and raking stem rabbet, nearly up-right post, round tuck, upper-and-lower-transomsquare stern, a short and full entrance with flaring bowsections, long body, and a short and full run. Themidsection is formed with a very moderate rise in thestraight floor, round and easy bilge, and a slight tum-ble-home in the topside. The stern in this model isdeep for the dcjjth of the hull, giving the vessel a veryheavy appearance.Mounted with a deep, heavy head, cutwater, keel,post, and rudder. A short quarterdeck is indicated.The model scales 80 feet moulded length at rail, 22feet 6 inches moulded beam, and 7 feet depth of hold.The scale is U' inch to the foot.Given by Joshua Watson, shipbuilder, Sedgwick,Maine.
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TWO-MASTED TOPSAIL COASTING SCHOONER,1847Builder's Half-Model, usnm 76104M.arcia TribouThe 2-masted, topsail-rigged coasting schooner Mar-
cia Tribou was built on this model at Bucksport,Maine, in 1847. She was designed for the WestIndian and coastal trades and is fairly representativeof the large class of schooners employed in these tradesand in general freighting along the Atlantic coast inthe period 1825-50.The half-model shows a burdensome schooner hullhaving a good deal of sheer, straight keel with verylittle drag, curved and raking stem rabbet, nearlyupright post, round tuck, upper-and-lower-transomsquare stern, short and high quarterdeck, a short andfull entrance with flaring bow sections, and a shortbut rather well formed run. The midsection shows avery slight rise in the straight floor, well roundedbilge, and a very small tumble-home in the topside.The model is mounted with a short and somewhatpointed head, cutwater, keel, post, rudder and a highquarterdeck bulwark.The model scales 89 feet moulded length to taff"rail,85 feet between perpendiculars, 23 feet 8 inchesmoulded beam, 8 feet 9 inches moulded depth fromdeck at side to rabbet, and 10 feet 2 inches draft atpost. Scale is K inch to the foot.Given by John Swazey, Bucksport, Maine.TWO-MASTED COASTING SCHOONER, 1852Builder's Half-Model, usnm 76138 LucyThe 2-masted coasting schooner Lucy was built onthis model at Sargentville, Maine, in 1852. She was
built for the New England coasting trade, carryinglumber to southern New England and manufactureson the return voyage, and was of the low-deckedtype, with a short and high quarter-deck and a heavystern. This vessel was eventually lost on a winterpassage.The half-niodcl is of a very burdensome .schoonerhull ha\ing moderate sheer, a straight keel with veryslight drag, curved and raking stem rabbet, nearlyupright post, round tuck, raking square stern, shortfull entrance and run, and a long body. The mid-section shows a very slightly rising straight floor,rather easy bilge, and a slight tumble-home above.The model is for a vessel about 85 feet mouldedlength at main rail, 77 feet between perpendiculars,23 feet 3}^ inch beam and 7 feet 1^^ inches depth.Scale of the model is ]i inch to the foot.Given by Robert Dority, shipbuilder, Sedgwick,Maine.TWO-MASTED COASTING SCHOONER, 1855Builder's Half-Model, usnm 76126 WakeagThe 2-inasted coasting schooner Wakeag was builton this model at Trenton (now Lamoine), Maine, in1855 for the coastal and West Indian trades. The
vessel was intended to have very large capacity forher length on a limited draft and to carry lumberprofitably. The Wakeaa was considered large for acoasting schooner at her date of launching.The half-model shows a burdensome schooner hullhaving rather straight sheer, a straight keel with very
slight drag, a flaring, curved, and raking stem rabbet,
vertical post, round tuck, raking square stern, shortand full entrance and run, with flaring bow sections.
Tc^u^ C'aiZmf .ItAertut
Lines of the Square-Topsail Coasting Schooner Marcia Tribou built at Bucksport, Maine, in 1 847 for thelumber trade. Taken off the builder's half-model USNM 76104.
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NOHTH STAR
/*wo/* 6e/perpi Se 9MouMi^ Seam l7t'
Lines of the 2-Masted Coasting Schooner North Star, built at Sullivan, Maine, 1856. This vessel is some-what similar to the early Marblehead type of fishing schooner. Taken off the builder's half-model USNM76128.
and a long body. The midsection is formed with aslightly rising straight floor, a round and easy bilge,and some tumble-home in the topside. She has anotably long straight side and wide stern.The model scales 102 feet moulded length at rail,90 feet between perpendiculars, 25 feet 3}^ inches ex-treme beam, and 8 feet S^U inches depth in hold.Scale is J^ inch to the foot.Given by Hamen Cousins, shipbuilder, Lamoine,Maine.TWO-MASTED COASTING SCHOONER, 1855Builder's Half-Model, usnm 76136 J. W. HaleThe 2-masted, keel coasting schooner J. IT. Halewas built on this model in 1855 at Brooklin, Maine,for the general coasting trade. This vessel was de-signed primarily to carry lumber. She was employedfor 2 years in the freighting of longleaf yellow pinefrom Jacksonville, Florida, and from Savannah andother southern ports to New England for shipbuildingand construction purposes. The vessels in this tradealso freighted marine stores out of the Florida portand carried manufactured goods south. The J. W.Hale made two West Indian voyages, and was lost offHatteras when she was 4 or 5 years old.The half-model shows a wide, shallow schooner hullhaving very moderate sheer, a straight keel with veryslight drag, a curved and raking stem rabbet, slightlyraking post, round tuck, wide square stern with raking
transom, the entrance short and rather sharp, and thebody long and the run short and quite full, withflaring bow sections. The midsection shows a slightlyrising straight floor, full and rather easy bilge, and aslight tumble-home in the topside.Mounted with a rather light head of moderatelength, cutwater, keel, post, and rudder. A shortquarterdeck is indicated.The model scales 87 feet moulded length at rail, 23feet moulded beam, and 7 feet 6 inches mouldeddepth. Scale is J^ inch to the foot.Given by Moses B. Day, Brooklin, Maine.TWO-MASTED COASTING SCHOONER, 1856Builder's Half-Model, usnm 76128 North StarThe small 2-masted, fore-and-aft rigged coastingschooner .North Star was built on this model in 1856at Sullivan, Maine. She was intended for the coastallumber trade. The model represents an obsoletetype of coaster at the date she was built, but thishull form remained popular with some Eastern Maineowners until after the Civil War because of its sailingqualities. In general, the model was very nearlythat of the old Marblehead fishing schooner of colonialtimes, with some additions. The coasters had thesame marked sheer, heavy drag to keel, high andshort quarterdeck, rising floor, full short entrance,and rather easy run. Like the old Marbleheadschooner, these small Maine-built vessels were good
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sailers and very weatherly and handy. They werealso fair carriers. The North Star, modeled by RichardSimpson, a notable builder of coasters and fishingschooners at Sullivan, was reported to have beena fast sailer and a fine sea boat.The half-model represents a schooner having verygreat sheer, a straight keel with heavy drag, ratherupright and curved stem rabbet, well rounded fore-foot, slight rake to post, round tuck, upper-and-lower-transom square stern, short entrance withsomewhat V-shaped watcrlines, fair length of body,and a somewhat short but well formed run. Themidsection is formed with rather marked rise in thestraight floor, firm round bilge, and a slight tumble-home in the topside.Vessels of this type had a short, heavy cutwaterand much steeve in the bowsprit, a short, high andbulwarked quarterdeck; and, for their size highbulwarks on the maindeck. The old form of bow,having no flare, is very marked in the North Star. By1856 this class of coaster had become better finishedthan the earlier fishing schooners; a head and billetwith, sometimes, carved trails were often used, andthe deck arrangement and deck fittings approachedthose of contemporary fishing and coasting schooners,of the then "modern" design, built in Maine andMassachusetts.The model is for a schooner measuring 60 feetmoulded length at rail, 58 feet 9 inches length betweenperpendiculars, 17 feet 6 inches moulded beam,6 feet 3 inches moulded depth, and 8 feet 3 inchesdraft at post, loaded. Scale of the model is % inchto the foot.Given by D. A. Simpson, Sullivan, Maine.
TWO-MASTED COASTING SCHOONER, 1838Builder's Half-Model, usnm 76052
K. B. SumnerThe 2-masted keel coasting schooner R. B. Sumnerwas built on this model at Newburyport, Massa-chusetts, for owners in that port, in 1858. This vesselis said to have been intended for the general coastalfreighting trade but she is unusually sharp for thisemployment; in any case she was found to be a fast
sailer and was employed as a packet on the Boston-Newburyport run. It is probable that she wasmodeled and built as a packet rather than as afreighter.The half-model represents a schooner hull havinga slight and graceful sheer, straight keel with moderatedrag, raking and flaring stem rabbet with slightlyrounded forefoot, slightly raking post, round tuck,upper-and-lower-transom square stern, sharp convexentrance of moderate length, and a rather long andvery fine run. The midsection is formed with a some-what rising straight floor, full round bilge, and amoderate tumble-home in the topside. There is amoderate flare in the bow sections.Mounted with a graceful longhead having trailsand billet, cutwater, keel, rudder and post. A longquarterdeck monkey rail is ^hown. The schoonerhad a turned-stanchion-and-cap quarterdeck rail,packet-fashion.The R. B. Sumner was about 84 feet 3 inches mouldedlength at rail, 79 feet 8 inches between perpendiculars,21 feet 2 inches moulded beam, 8 feet 4 inchesmoulded depth, and had a draft, loaded, of 9 feet
Lines of the Coasting and Packet Schooner R. B. Sumner, built at Newburyport, Massachusetts, in 1858.Taken off the builder's half-model USNM 76052.
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4 inches at post. Scale of the model is % inch tothe foot.Given by Sumner, Swazey, and C'nrrier of New-ijuryport, Massachusetts.TWO-MASTED COASTING SCHOONER, 1858Builder's Halp-Modbl, usnm 76122 AaronThe large 2-masted coasting schooner Aaron wasbuilt on this model at Lubec, Maine, by J. Kennedyin 1858. She was intended for the AVest Indian andcoastwise trades and was emplo\ed for a time infreighting salt fish from eastern Maine to SouthAtlantic ports. She was eventually lost on a voyageto Africa. The Aaron was cf the class of large 2-masted coasters, popular in the 1850"s and 1860's,that were replaced by the 3-masters of the 1870's and1880's.The half-model is of a schooner hull having rathermarked sheer, a straight keel with slight drag, rakingstem rabbet, upright post, short counter and squaretransom sharply raked, short and full entrance, ratherlong body, long but rather full run, and flaring bowsections.The midsection shows a slightly rising straight floor,much rounded and rather easy bilge, and a slighttumble-home in the topside.Moimtcd with longhead, billet, cutwater, keel, postand rudder. Many schooners of this class had longquarterdecks.The model scales 108 feet 9 inches moulded lengthat rail, 32 feet 10 inches moulded beam, and 14 feet 5inches moulded depth. Scale is ^e inch to the foot.Given by J. Kennedy, shipbuilder, Lubec, Maine.
TWO-MASTED PACKET SCHOONER, about 1860Builder's Half-Model, usnm 76053 CharmerThe 2-masted packet schooner Charmer was built atNewburyport, Massachusetts, about 1860 for theBoston-Newburyport packet service, carrying pas-sengers and light freight. This trade required a fastand handy schooner, of moderate draft. Thesepacket schooners remained profitable for many yearsafter steamers had entered the coastwise trades, forthe sailing packets were inexpensive to operate andhad enough speed to compete with the majority of theearly small steamers. The sailing packets oftencarried mail, package freight, and carriages andhorses, as well as passengers.The model of the Charmer was based on the lines ofthe packet schooner Iowa; her predecessor in theNewburyport packet trade. The Iowa was a Chesa-peake Bay pungy schooner built in DorchesterCounty, Maryland, in 1854. She had been broughtto Gloucester as a fishing schooner, but her speed andworking qualities led to her immediate sale to ownersin Newburyport. The Iowa became celebrated locallyfor her sailing qualities; she was considered very fastand weatherly. The model of the Charmer was madeas an exact copy of the lines of the Iowa, but with aNew England head and cutwater. The Charmer alsobecame a celebrated schooner, with the reputation ofbeing a very fast sailer and weatherly.The half-model represents a Chesapeake pungyschooner ha\-ing high bulwarks, a rather low free-board, flush deck, slight sheer, straight keel \\\\h.moderate drag, much rounded forefoot and sharply
Lines of the Packet Schooner Charmer of Newburyport, Massachusetts, built about i860 on the lines of thepungy Iowa, which had been brought to Gloucester as a fishing schooner and converted to a packet late in the1850's. Taken off the builder's half-model USNM 76053.
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raking stem rabbet, strongly raking post, round tuck,and an upper-and-lower-transom square stern, theupper transom sharply raked and both well-roundedathwartships. The entrance is fairly sharp and con-vex, the run long and fine. The midsection has arising straight floor, easy round bilge, and a moderatetumble-home in the topside.Mounted with carved head and iiillet, cutwater,keel, post, and rudder.The model is for a schooner 81 feet moulded lengthat rail, 77 feet ji inch between perpendiculars, 61 feeton the keel, 22 feet 6 inches moulded beam. 7 feet 8inches moulded depth: 6 feet 9 inches depth in hold,and 8 feet 9 inches draft. Scale of the model is }2 inchto the foot. This vessel was 116 tons register, oldmeasurement.Given by Sumner, Swazey, and Clurrier, Newbury-port, Massachusetts.TWO-MASTED COASTING SCHOONER, 1860Builder's Half-Model, usnm 76051A large 2-masted coasting schooner, name unknown,was built on this model at Newburyport, Massachu-
setts, in 1860. She was of the class of big 2-mastedcoasters, eventually replaced by 3-masters, many ofwhich were employed in the coal trade.The half-model is of a schooner hull havingmoderate sheer, a straight keel with slight drag, curvedand raking stem rabbet, nearly upright post, shortcounter, raking elliptical transom, rather full entrancewith flaring bow sections, moderate length of body,and a rather long and well shaped run. The mid-section is formed with a slightly rising straight floor,well rounded and easy bilge, and tumble-home in thetopside.This class of schooner usually had a long quarter-deck at rail height, with a quarterdeck monkey railand a turned-stanchion-and-cap rail above. Thequarterdeck sometimes reached to a little forward ofthe foremast in such schooners, which usvially hadrather deep external keels in lieu of centerboards.The model scales 106 feet moulded length at rail,24 feet moulded beam, and 10 feet moulded depth.Scale is % inch to the foot.Given by E. P. Goodwin.TWO-MASTED COASTING SCHOONER, 1860Builder's Half-Model, usnm 76137 E. ClossonThe large 2-masted coasting schooner E. Closson ofBangor, Maine, was built on this model at Sedgwick,
Maine, in 1 860 for the coastwise lumber trade. Shehad a sunken poop deck, as in some ships of this date,which is not indicated by the half-model.The half-model represents a coasting schooner hullhaving moderate sheer, a straight keel with litdedrag, a flaring, curved and raking, stem rabbet,nearly upright post, short counter with ellipticalransom, a rather sharp entrance with flaring bow-sections, moderate length of body, and a .short butrather easy run. The midsection is formed with aslightly rising straight floor, well rounded low bilge,and a slight tumble-home in the topside.The model is for a vessel 95 feet 6 inches betweenperpendiculars, 26 feet 3^ inch beam extreme, 8 feet11 inches depth in hold, and 135.37 tons register.Scale of the model is % inch to the foot.Given by Robert Dority, shipbuilder, Sedgwick,Maine.TWO-MASTED COASTING SCHOONER, 1867Builder's Half-Model, usnm 76123 Ada S. AllenThe 2-masted coasting schooner Ada S. Allen wasbuilt on this model in 1867 at Dennysville, Maine, forthe coastwise lumber trade. In Maine 2-mastedcoasters were not developed much further, as the large2-masters were soon replaced by 3-masters, those inservice being relegated, after about 1880, to the limeand granite trades, to short-haul freighting, and tothe ice and firewood trades. The 2-masters built inMaine after 1885 were commonly under 85 feet ondeck. Some centerboarders were built, mostly forthe Stonington, Deer Isle, granite business, but mostof the Maine coasters were keel vessels. To obtainweatherliness they had a fairly deep external keelrather than a strongly rising straight floor.The half-model represents a schooner hull havingmoderate sheer, a straight keel with slight drag, rakingstem rabbet with well rounded forefoot, nearly uprightpost, short counter with square transom, moderatelysharp convex entrance, moderate length of body, anda rather long and shapely run. The midsection showsa slightly rising straight floor, moderately easy bilge,and a slight tumble-home in the topside. The bow-sections have marked flare. This \essel had a shortquarterdeck with turned-stanchion-and-cap rail.The model is for a vessel 98 feet moulded length at
rail, 94 feet between perpendiculars, 27 feet extremebeam, 9 feet 7 inches depth in hold, and 142.25 nettons register. Scale of the model is '^ inch to the foot.Given by William Welch.
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TWO-MASTED COASTING SCHOONER, 1868Builder's Half-Model, usnm 76130Mountain LaurelThe Mountain Laurel, a large 2-masted coastingschooner, was built on this model at Trenton (nowLamoine), Maine, in 1868forthe coastwise trade. Hermodel and appearance somewhat resembled that of acontemporary fishing schooner of the full "Banker"type.The half-model is of a rather Inirdensome schoonerhaving moderate sheer, a straight keel with slightdrag, curved and raking stem rabbet, upright post,short counter with wide and raking transom, fairlysharp and convex entrance, and a long but rather fullrun. The midsection is formed with a slight rise inthe straight floor, a low and rather hard turn of bilge,and some tumlile-home in the topside. The bowsections flare and the stern appears heavy.Model mounted with billet, longhead, trails, cut-water, keel, post, and rudder.The model is for a vessel 96 feet moulded length at
rail, 88 feet 7 inches Ijetween perpendiculars, 25 feet7 inches beam, 8 feet 4)2 inches depth in hold, and141.74 tons register. Scale of the model is ^s inchto the foot.Given i)y Hamen Cousins, shipbuilder, Lamoine,Maine.
TWO-MASTED COASTING SCHOONER, 1869Builder's Half-Model, usnm 76121Mable F. Staples^ Al':{emaThe 2-masted coasting schooner Mahle F. Staples ofMachias, Maine, was built on this model in 1869 atHarrington, Maine, and in 1871 the sister schoonerAlzema was built there on the moulds of the Staples.These were very large vessels for their rig and wereintended for the lumber and coal trades. The Al-emawas wrecked at Puerto Rico in April 1886, and theMable F. Staples was lost at Nassau, Bahamas, in thehurricane of September 1887. Schooners with twomasts and hulls of the size of these vessels were foundto be expensive to operate, as they required largecrews; in the coasting trade, the manning problem inthese big two-masters led to the introduction of thesteam-powered windlasses and winches that latermade the large 3-masters so economical in manpower.The half-model is of a deep ship-form hull showingrather marked sheer, a straight keel with small drag,
curved and raking stem rabbet, nearly vertical post,short counter with a shallow and wide ellipticaltransom having much rake, fairly sharp and convexentrance, rather long body, and a short and hollowrun. The midsection is formed with a slight rise inthe straight floor, well rounded and rather easy bilge,and a slight tumble-home in the topside. The bowsections flare strongly.Mounted with a rather pointed and light longhead,of moderate size for the length of the vessel, a billet,trails, cutwater, keel, post, and rudder. A longquarterdeck was usually found in this class of schooner.The model is for a vessel about 124 feet mouldedlength at rail, 108 feet 5 inches between perpendicu-lars, 27 feet 3 inches beam, 11 feet 3J2 inches depthin hold, and 268.16 net tons register. Scale of themodel is Ke inch to the foot.Given by V. L. Coffin, Harrington, Maine.
TWO-MASTED COASTING SCHOONER, 1871Builder's Half-Model, usnm 76133Williatn H. Archer, LenoraThe 2-masted coasting schooner William H. Archerof Plymouth, Massachusetts, was built on this model
at Ellsworth, Maine, in 1871 for the general coastingtrade. In 1873 the schooner Lenora was built on theArcher's moulds at the same place. These schoonerswere representative, in model and dimensions, of thegreater part of the Maine-built coasters of this period,having good capacity and sailing qualities, and being\vell fitted for the usual cargoes found in the generalcoastwise trade.The half-model is of a hull having moderate sheer,a straight keel with \ery little drag, raking stemrabbet with rounded forefoot, nearly vertical post,short counter with rather wide elliptical and rakingtransom, a sharp convex entrance with flare in thei)ow sections and a long and rather easy run with fairlength in the body. The midsection shows a slight
rise in the straight floor, a well rounded and easy bilge,and some tumble-home in the topside.Model is mounted with longhead, trails, cutwater,keel, post, and rudder.The model is for a vessel of 89 feet moulded length
at rail, 85 feet between perpendiculars, 25 feet beam.7 feet depth in hold, and 90.69 net tons register.
.Scale of the model is Y^ inch to the foot.Given by Isaac M. Grant, shipbuilder, Ellsworth,Maine.
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Coasting Schooner Bloomer, at Belfast, Maine, in 1936. Built at Eden, Maine, in 1855, her register dimen-sions were 64.3' x 21.8' x 6.2', 51 gross tons. {Smithsonian pholo ^j/Sj-o.)
TWO-MASTED COASTING SCHOONER, 1871Builder's Half-Model, usnm 76132D. S. Lawrence, City of EllsivorthThe 2-masted keel coasting schooner D. S. Lawrencewas built on this model at Ellsworth, Maine, in 1871for the general coasting trade and occasional packetruns. In 1875 the schooner City of Ellsworth was builton the same moulds at Ellsworth for coasting andpacket service. The schooners, modeled and built byIsaac M. Grant, had the reputation of being prime
sailers and proved to be profitable. Their modelrepresents an important post-Civil War development
in the design of small, 2-masted coasting schooners inNew England.The half-model is of a shoal-bodied keel schoonerhaving rather straight sheer, a straight keel withmoderate drag, slightly raking and strongly flaringstem rabbet with rounded forefoot, slightly rakingpost, long counter (for the period), raking transomcurved athwartships, moderately sharp, convex en-trance, and a rather short but very hollow and easyrun. The midsection shows a rising straight floor(the dead rise rather great for a Maine-built coaster ofthis period), firm round bilge, and a slight tumble-home in the topside. Bow sections have a good deal
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of flare. Model is mounted with longhead, trails andknees, cutwater, keel, post, and rudder. A rather longquarterdeck monkey rail is shown.The model is for a vessel about 63 feet 8 inchesbetween perpendiculars, 21 feet moulded beam, and6 feet 10 inches moulded depth rabbet to deck. Scaleof the model is % inch to the foot. In building thesetwo schooners about 6 feet was added amidships.Given by Isaac M. Grant, shipbuilder, Ellsworth,Maine.TWO-MASTED COASTING SCHOONER, 1874Builder's Half-Model, usnm 76120Helenj Alta V. CoU, PojaraThe large 2-masted coasting schooner Helen of NewYork was built on this model and launched in June1874, at Harrington, Maine. Her sister ship Alta ]'.Cole was launched at the same yard in November ofthat year and the Pojara, also built on these moulds,was launched there in October 1875. All were builtfor the West Indian and coastwise trades. The Alta V.Cole was wrecked in Salem Harbor, Massachusetts, inDecember 1886 and the Pojara was lost on her maidenvoyage at Green Key, West Indies, December 18,1875.The half-model represents a hull having strongsheer, a straight keel with some drag, raking and near-ly straight stem rabliet with slightly rounded forefoot,nearly upright post, short counter, wide ellipticaltransom with strong rake, rather sharp convex en-
trance, rather long body, and a short but rather easyrun. Midsection shows a slightly rising straight floor,firm round bilge, and a slight tmnble-home in thetopside. Bow sections have much flare. Modelmounted with billet, longhead, trails, cutwater, keel,post, rudder, and long quarterdeck monkey rail.The half-model is for a vessel 119 feet 2 inchesmoulded length at rail, 109 feet between perpendicu-lars, 28 feet 1 1 inches beam, and 7 feet 1 ]i inches depthin hold. Scale of the model is Ks inch to the foot.Given by V. L. Coffin, Harrington, Maine.TWO-MASTED COASTING SCHOONER, 1876Builder's Half-Model, usnm 76152 HunterThe 2-mastecl coasting schooner Hunter of Rockland,Maine, was Iniilt on this model at Orland, Maine, in1876. Considered a good sailer and an excellent ves-
sel of her class and type, she was intended for generalcoasting and, for a time, was employed in the limetrade out of Rockland and Rockport, Maine. Themodel is a fine example of the last de\elopment inthe design of large Maine-built 2-masted coastingschooners.The half-model shows a hull having a moderate andgraceful sheer, straight keel with some drag, slightrake and a slightly flaring stem rabbet that is slightlyrounded at the forefoot, nearly upright post, shortcounter, and a raking elliptical transom. The mid-section shows a slight rise in the straight floor, a firm
HUMTEBC^ifinq Jifjeenrr iv^f '?I Ct/^hJ,
Lines of the Large, 2-Masted Coasting Schooner Hunter, built at Orland, Maine, in 1876 for the generalcoasting trade. The plan shows a type popular in the early days of the coal trade. Taken off" the builder'shalf-model USNM 76152.
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low bilge, and a slight tumble-home in the topside.The entrance is rather sharp, convex, and moderatelylong, the body is long, and the run is short but fine.The bow sections are markedly flared. Model ismounted with a longhead, billet, trails, cutwater, keel,post, rudder, and a long quarterdeck monkey rail.The model is for a vessel 116 feet moulded lengthat rail, 99 feet 8 inches between perpendiculars, 27feet moulded beam, 9 feet 8 inches depth in hold, and187.22 net tons register. Scale of the model is % inchto the foot.The Hunter's customhouse dimensions were 105 feetbetween perpendiculars, 28 feet beam, 9 feet depthin hold, 197 tons gross.Given by Harry H. Buck.
PUERTO RICAN TRADING SCHOONER, 1927Builder's Half-Model, usnm 315713Candelaria (V^The 2-masted Puerto Rican trading schoonerCandelaria (1) was built from this half-model nearMayagiiez, Puerto Rico, in 1927 by a master ship-wright named Polito, a native of Caracoa, for BartoloCabanillas, of Mayagiiez. The Candelaria was con-sidered a good schooner of her type, sailing well, aprofitable carrier and a good looking vessel. She hadhigh bulwarks and flush deck, to carry oil and gasolinedriuns on deck, and could sail with little ballast.The half-model represents a shoal-bodied, keelschooner of good capacity, having moderate sheer, astraight keel rabbet, a rounded and raking stemrabbet, raking post, and a moderately long counterending in a wide, shallow flat transom set at a slightrake. The entrance is long, full, and convex, and therun is long and easy. The midsection is formed witha straight floor of moderate rise, easy round bilge, anda slightly flaring topside.The model is for a vessel of about 76 feet mouldedlength at rail, 23 feet 6 inches moulded beam, and 8feet moulded depth. Scale of the model is ]{ inch tothe foot. The customhouse dimensions of this vesselare 74 feet length, 24 feet 9 inches beam, 8 feet 5 inchesdepth in hold, and 82 gross tons. Model is made todeck level and shows that frames were spaced 18inches on centers.The Candelaria was rigged with a large jib, foresail,mainsail, and main topsail; she had a spike bowsprit.Given by Jose E. Echevarria, Aguadilla, PuertoRico.
PUERTO RICAN TRADING SCHOONER, about1942Builder's Half-Model, usnm 315714Candelaria (T)The 2-masted Puerto Rican trading schoonerCandelaria (2) was built about 1942 from this half-model at Mayagiiez, Puerto Rico, for BartoloCabanillas. of that port.The half-model is of a burdensome schooner ha\ inga straight keel rabljct, rounded and slightly rakingstem rabbet, upright post, and a counter of moderatelength ending in a wide, thin transom having verylittle rake. The sheer is slight. The entrance isshort, rather full, and convex, and the run is short butwell formed. The midsection is formed with aslightly rising straight floor, round and moderatelyfirm bilge, and a slightly flaring topside. Theschooner had high bulwarks and was flush decked.The model is for a vessel of about 58 feet mouldedlength at rail, 19 feet moulded beam, 7 feet 6 inchesmoulded depth. The model is made to deck leveland shows the frames to have been spaced 18 incheson center. Scale of the model is U inch to the foot.Given by Jose E. Echevarria, Aguadilla, PuertoRico.
THREE-MASTED COASTING SCHOONER, 1870Builder's Half-Model, usnm 76078
Nellie S. Pickering, Fame GorhamThe 3-masted, centcrboard, coasting schoonerNellie S. Pickering of Belfast, Maine, was built on thismodel in 1870 at that port, by C. P. Carter and Com-pany. This shipbuilding firm built clipper ships,down-Easters, brigs, brigantines, and coastingschooners, and was one of the few Maine shipbuildersto construct many centerboard vessels. The nextyear these builders launched a sister schooner FameGorham. The schooners were intended for the lum-ber trade out of Jacksonville, Florida. At themouth of the St. Johns River there was then a shoalbar that limited the draft of vessels. As a result mostof the 3-masted schooners built for this trade in the1870's and 1880"s had centerboards and, thus fitted,sailed very well on the wind when light, where mostkeel 3 masters did not. These centerboarders, many ofwhich had fine ends and large sail areas, were handy,
reliable vessels for the business, and it was claimedthat they were the fastest of the 3-masted coasters.
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l^illl.l.uja;iifT1
Lines of the 3-Masted, Centerboard, Coasting Schooner Nellie S. Pickering, built at Belfast, Maine, in 1870for the Jacksonville lumber trade. The Fame Gorliam was built on the same moulds. Taken ofl the builder'shalf-model USNM 76078.
The half-model shows a relatively burdensome hullof moderate depth, having a moderate and gracefulsheer, straight keel with very slight drag, raking andflaring stem rabbet slightly rounded at the forefoot,nearly upright post, short counter, elliptical transom,a short and sharp and slightly convex entrance withflared bow sections, a rather long body, and a moder-ately long and fine run. The midsection is formedwith a slightly risins; straight floor, a low, firm bilge,and a marked tumble-home in the topside.Mounted with a graceful longhead, billet, and trails,cutwater, keel, post, and a short cjiiartcrdeck monkey
rail.The model scales 135 feet 4 inches moulded lengthat rail, 125 feet 9 inches between perpendiculars, 31feet 4 inches moulded beam, and 10 feet 10 inchesmoulded depth. Scale is % inch to the foot.The length of her spars were: foremast 77 feet,mainmast 78 feet, mizzen 79 feet, topmasts each 48feet, bowsprit outboard of rabliet 20 feet, jib boomoutside of cap 30 feet, spanker boom 48 feet.Given by C. P. Carter and Company, shipbuilders,Belfast, Maine.THREE-MASTED COASTING SCHOONER, 1872Builder's Half-Model, usnm 76119James M. Riley, Susan P. ThurloivThe 3-masted, keel, coasting schooners James M.Riley and Susan P. Thurlow were built on this modelat Harrington, Maine, in 1872 for the West Indiantrade in the winter months and for the generalcoasting trade in summer. The James M. Riley waswrecked at Fortune Islands in 1886.The half-model shows a hull having moderatesheer, a straight keel with little or no drag, a flaring
and raking stem rabbet slightly rounded at the lore-foot, nearly vertical post, short counter with raking
elliptical transom, moderately sharp and convexentrance with bow sections ha\'ing marked flare, along i)ody, and a short but rather easy run. Themidsection shows a slightly rising straight floor, lowand rather hard bilge, and tumble-home in thetopside.The model is for a vessel 133 feet 10 inches mouldedlength at rail, 126 feet 5 inches between perpen-diculars, 31 feet 1 inch beam, 16 feet 7 inches extremedepth, and 440.07 net tons register. Scale of themodel is % inch to the foot.Given by V. L. Coffin, Harrington, Maine.THREE-MASTED COASTING SCHOONER, 1872Builder's Half-Model, usnm 76076 Joh)I B/rdThe 3-masted, shallow-bodied, keel, coastingschooner John Bird of Rockland, Maine, was builton this half-model by C. P. Carter and Company,of Belfast, Maine, in 1872 for the general coastwisetrade, and was largely employed carrying lime outof Rockland and Rockport. This schooner is said tohave been a very fast sailer.The model represents a shoal and wide hull havinga moderate and graceful sheer, straight keel withlittle drag, rather upright and flaring stem rabbet
slightly roimded at the forefoot, slightly raking postand short counter with light elliptical transom,sharp convex entrance, moderate length of body,and a rather long and fine run. The midsection showsa slightly rising straight floor, rather quick and lowbilge, and tumble-home in the topside. The bowsections flare strongly. This schooner had a long
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quarter-deck, though the model indicates a short one.Mounted with graceful longhead, billet and trails,cutwater, keel, post, rudder, and a short quarter-deck monkey rail.The model scales 131 feet 3 inches moulded lengthat rail, 123 feet between perpendiculars, 29 feet 6inches moulded beam, and 9 feet 4 inches mouldeddepth to deck at side. Depth of bulwarks 4 feet.Scale is % inch to the foot.Given by C. P. Carter and Clompany, shipl)uilders,Belfast, Maine.THREE-MASTED COASTING SCHOONER, 1873Builder's Half-Model, usnm 311859Emelie E. BirdsallThe 3-masted. centerboard, coasting schoonerEmelie E. Birdsall of Wilmington, Delaware, wasbuilt at that port in 1873-74 by Jackson and SharpeCompany. She was modeled by Captain EdwardKershaw and was noted as a \'ery fast sailer andhandy vessel.The half-model represents a hull having strongsheer, a straight keel with very little drag, raking andflaring stem rabbet slightly roimded at the forefoot,upright post, short coimter having a raking ellipticaltransom, sharp convex entrance with hollow atforefoot, rather short body, and a long and easy run.The midsection shows a slightly rising straight floor,well rounded and somewhat easy l^ilge, and tumble-home in the topside.Mounted with longhead, billet, trails, cutwater,keel, post, rudder, and a short quarterdeck monkey
rail.The Birdsall was 145 feet 9 inches between per-pendiculars, 29 feet moulded beam, and 10 feet 6
inches moulded depth to rail. Scale of the half-modelis % inch to the foot.Given by the American Car and Foundry Com-pany, Wilmington, Delaware, successors to Jacksonand Sharpe Company.THREE-MASTED COASTING SCHOONER, 1874Builder's Half-Model, usnm 76074William F. FrederickThe 3-masted, keel, coasting schooner William F.Frederick of Belfast, Maine, was built on this half-model by C. P. Carter and Company of that port in1874 for the \\'est Indian trade and for general coast-wise service. This keel schooner was much deeperthan the centerboard 3-masters built by this distin-guished firm of shipbuilders and proved to be a fastand seaworthy trader, noted as a very easy vessel inheavy seas. She was built of hardwood, framed withlaeech, maple, and birch, and with hackmatack top-timljers to save weight; her planking and ceiling weresouthern yellow pine, and her deck white pine.She was abandoned at sea, October 4, 1895, dur-ing a very severe northeast gale, while on a s'oyagefrom the Saltilla River, Georgia, to Belfast, Maine,with a cargo of yellow pine lumljer and marine stores.Her crew was rescued by the steamer Franklin. Be-cause the steamer's boats could not approach the
vessel, the schooner's crew, at great risk to them-selves, had to jump into the sea and be picked up.The half-model shows a very deep ship-form hull,having rather marked and graceful sheer, straight keelwith little or no drag, slightly raking and moderatelyflaring stem rabbet very slightly rounded at the fore-foot, a slightly raking post, short counter, wide andlight elliptical transom, strongly raked, a rather sharp
Lines of the 3-Masted Coasting Schooner William F. Frederick, built, 1873-74, at Belfast, Maine, for thecoastwise and West Indian trades. Taken off the builder's half-model USNM 76074.
472846?GO- BS
and convex entrance with some hollow at forefoot,rather short body, and a moderately long and fine nm.The midsection shows a slightly rising straight floor,rather quick, low bilge, and tumble-home in the top-
side.Mounted with longhead, billet, trails, cutwater, keel,post, and rudder.The model is for a vessel measuring 135 feet 1 inchesmoulded length at rail, 120 feet on the keel, 30 feet 6inches moulded beam, 18 feet moulded depth to deckat side, 15 feet depth in hold, and 430.38 net tons
register. Scale is % inch to the foot.Her spars measured: foremast 76 feet, mainmast 77feet, mizzenmast 78 feet, bowsprit 34 feet (22 feetoutboard of the rabbet) jib boom 30 feet outboard ofthe cap, topmasts each 50 feet, fore and main boomseach 35 feet, spanker boom 53 feet.Given by C. P. Carter and Company, shipbuilders,Belfast, Maine.THREE-MASTED COASTING SCHOONER, 1876Builder's Half-Model, usnm 311457Daniel S. Williai/is Jr.The 3-masted, keel, coasting schooner Daniel S.Williams Ji . was built on this model at Wilmington,Delaware, in IKld-ll by Jackson and Sharpe Com-pany. She was a large coaster for her date and wasdesigned for the general coastwise trade, particularlyfor the transportation of lumber and coal.The half-model shows a coasting schooner hullhaving strong sheer, a straight keel with slight drag,raking and flaring stem rabbet with a slightly roundedforefoot, upright post, short counter, raking ellipticaltransom, sharp convex entrance with hollow at fore-foot, a rather long body, and a short but easy run.The midsection is formed with a slightly rising straightfloor, well rounded and rather easy bilge, and tumble-home in the topside. The bow sections have muchflare.Mounted with longhead, billet, trails, cutwater,keel, post, rudder, and a quarterdeck rail about one-fourth the length of the hull, with a monkey rail andturned-stanchion-and-cap rail above.The Williams measured 165 feet 4 inches betweenperpendiculars, 34 feet extreme beam, 17 feet depthof hold, and 628.65 net tons register. Scale of themodel is % inch to the foot.Gi\en by the American Car and Foundry Com-pany, Wilmington, Delaware, successors to Jacksonand .Sharpe Company.
THREE-MASTED COASTING SCHOONER, 1883Builder's Half-Model, usnm 76077Meyer and MidlerThe 3-inasted, centerboard, coasting schoonerMeyer and Midler was built on this model at Belfast,Maine, in 1883 by C. P. Carter and Company, andwas intended for the lumber trade between the SouthAtlantic coast ports and New England. The schooneralso traded to the Gulf ports, Mexico, and CentralAmerica. Like many of her type she was a notable
sailer.A somewhat similar schooner, the William C. French,was built at Newburyport, Massachusetts, in the sameyear by Atkinson and Filmore (her half-model w-asformerly in the Watercraft Collection, USNM 76048,but is now missing); she made three consecutivepassages to Cape Breton from Boston, a distance of675 nautical miles, in 72, 56, and 66 hours, respec-tively, at the overall average speed of 10}^' knots. Shealso made the run from Philadelphia to Boston, dockto dock, in 56 hours, loaded with coal. This was arecord in the trade. The French was 142 feet long.The half-model shows a wide, shallow-bodied,centerboard coasting-schooner hull having markedsheer, a straight keel with little or no drag, a curved,flaring, and raking stem rabbet with slightly smallrounded forefoot, nearly upright post, a short andrather heavy counter with raking elliptical transom,a rather sharp, convex entrance with some hollowat forefoot, moderate length of body, and an excep-tionally long and easy run for a vessel of her type.The midsection shows a slight rise in the straight floor,a rather hard, low bilge, and moderate tumble-homein the topside.The Meyer and Midler was 163 feet moulded lengthat the main rail, 140 feet on the keel, 34 feet mouldedbeam, and 10 feet moulded depth. Her spars meas-ured: foremast 88 feet, mainmast 89 feet, mizzenmast90 feet, topmasts each 52 feet, bowsprit outboard ofrabbet 24 feet, jib boom outside the cap 26 feet, foreand main booms each 41 feet, and the spanker boom52 feet, with its outer end aijout 12 feet outside thetaffrail. Scale of the model is % inch to the foot.Given by C. P. Carter and Company, shipbuilders,Belfast, Maine.CHESAPEAKE BAY THREE-MASTED SCHOONER,about 1890Builder's Half-Model, usnm 315854An unidentified 3-masted schooner was built for thelumber trade on this model in Wicomico County,
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The 3-Masted Schooner Cactus, built at Bath, Maine, in 1890. Her register dimensions were 149.4' ?'^ 34-7' ^12.8', 534.59 gross tons. {Smithsonian photo 2-382-a.)
Maryland, about 1890. These schooners, called
"rams," were intended to pass through the locks ofthe old Chesapeake and Delaware Canal; theyusually had a centerboard and were limited in beamand length by the size of the canal locks then existing.This type of schooner normally had a short, highquarterdeck and some had hunber bow ports.The half-model shows a rather long, narrow andshoal centerboard schooner hull having much sheer, astraight keel with little or no drag, a raking straightstem rabbet with small rounded forefoot, an uprightpost, short counter, and sharply raking and rathershallow, flat transom. The entrance and run areshort and full; the hull is markedly parallel sidedand boxlike for most of its length. The midsection isformed with a slightly rising straight floor, a low andsharply rounded (almost angular) bilge, and a straightand upright topside.The model, on a scale of Yi i"ch to the foot, is for a
vessel 140 feet moulded length at rail, 25 feet mouldedbeam and 9 feet 3 inches moulded depth, to deck.Gift of James H. Allyn, Mystic, Connecticut.THREE-MASTED TRADING SCHOONER, 1920-21Builder's Half-Model, usnm 316107 GaviotaThe three-masted trading schooner Gaviota wasbuilt on the lines of this model at Catano, Puerto Rico,by Guillermo Valello, in 1920-21 for the inter-islandtrade. Considered a vessel suitable for her trade,and of good model, the Gaviota capsized in SanJuan harbor, September 13, 1928, during the hurri-cane "San Felipe," and was a total loss.The half-model shows a three-masted schooner hullhaving straight sheer (the model was made this wayand so lofted; however, the hull was sheered after theframes were set up) a straight keel rabbet with mod-erate drag, angular forefoot, strongly raked stem
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rabbet, raking post, short counter, and a flat andstrongly raking transom. The model is to the deckline. The entrance is sharp and rather short, the runshort but rather easy. The midsection shows amoderately rising straight floor, a full round bilge,and a slight tumble-home in topside. The greatestbeam is a little forward of midlength.Scale of the model is ji inch to the foot, for a vessel124 feet 6 inches. Moulded length at deck, 30 feet6 inches moulded beam, and 14 feet moulded depth.Dimensions of the Gaviota were: Register length 127.6feet, beam 31.1 feet, depth in hold 11.7 feet, and 287tons gross, 263 tons net. The vessel was apparentlylengthened three frame spaces amidships.Gift of Jose E. Echevarria, Aguadilla, Puerto Rico.PILOT-SCHOONER YACHT, 1806-1950Builder's Half-Model, usnm 315852This half-model is of a proposed schooner yachtwhose lines were drawn in 1950 as a modification ofan 1806-design by Samuel Humphreys called "Yachtfor Canton." The proposed yacht was to be namedChasseur but was not built.The model represents a class of small pilot-boatschooners built in the United States in the early 19thcentury for any trade or purpose requiring fast sailing.The Chasseur was intended to test the hull form ofthese schooners in comparison with those of moderncruising yachts.The model shows a small schooner having ratherstraight sheer, a straight keel with drag, curved andraking stem rabbet, raking post, uppcr-and-lower-transom stern with square tuck, rather short andinoderately sharp entrance, and a long, easy run.The greatest beam is forward of midlength, the mid-section is formed with sharply rising straight floor,a high, easy round bilge, and some flare in topside.The half-model represents a schooner 54 feetbetween perpendiculars, 13 feet 1 inch mouldedbeam, and 6 feet 10 inches draft at post. Scale ofthe model is % inch to the foot. It is illustrated onp. 9.Given by \Villiam E. Geoghegan, Baltimore,Maryland.PILOT SCHOONER, about 1812Builder's Half-Model, usnm 316628Stiap DragonThe "pilot-boat" privateer schooner Snap Dragonwas built on this model, about 1812, at Wilmington,
North Carolina. Customhouse records of this schoonerwere destroyed during the Civil War. The SnapDragon was one of the three privateer schooners, allpilot-boats, fitted out at Wilmington during the Warof 1812, and the most successful. During her careershe was commanded by Captains E. Pasteur, O. Burns,and N. Graham. In August and September 1813she captured the British merchant brigs Good Intent,Venus and Happy, the barque Reprisal, and the schoonerElizabeth. She later took the brig Ann with a cargo ofdrygoods valeud at about five hundred thousanddollars. She also captured the brig Jane, the brigLinnet, and an unnamed schooner laden with mahog-any. She was licensed as being of 147 tons, with 6guns.The half-model shows the hull of a typical pilot-boat schooner of the date having very little sheer,a straight keel with much drag, raking, curved stem
rabJDet, raking post, round tuck, and a square stern.The rake of the bow and stern are pronounced: therudder was outboard of the transom, which is wideand shallow. The entrance is of moderate lengthand is convex and sharp, the run long and easy.The midsection is formed with a rising straight floorwith a barely perceptible hollow at the garboard,
a high, round, and slack bilge, and a flaring topside.The quarters are very thin and there is some flare inthe bow sections. The schooner had a low log railwhen built, and sat low in the water. The half-model, which is to deck level, is made of a solid blockand one top lift. To loft the schooner, the lines wereprobably taken from the block by use of a lead bar.Scale of the model is unknown. If 'i inch to thefoot, it would produce a vessel about 58 feet 9 incheson deck, 17 feet 2 inches moulded beam, and 7 feet9 inches moulded depth. The model is one of thefour known builders' models of American privateers
of the War of 1812 and the only one of a Southernprivateer. It is illustrated on page 11.Schooners of this size and model, heavily sparredand canvassed and very fast, were quite popularwith American vessel owners in the \V'est Indiantrade during the early 19th century. They usuallyhad a curved stem, without knee or decorations, andwith prominent knighthcads and hawse timbersextending well above the rails. When fitted for aprivateer, bulwarks were probai^ly added, and asquare course and topsail fitted on the foremast.Lent bv the U.S. Naval Historical Foundation.
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NEW YORK PILOT SCHOONER, about 1835-43Builder's Half-Model, usnm 315932A large New York pilot schooner was l^uilt on thismodel, at some time between 1835 and 1845, for theSandy Hook service. The name of the vessel isunknown. The model was preserved in the BrooklynAthenaeum until taken possession of by the U. S.Navy Department and held at the U. S. NavalAcademy. Annapohs, Maryland.The haH'-model is of a rather typical New Yorkpilot boat of the period, having slight sheer, a straightkeel of moderate drag, much rounded and wellraked stem rabbet, strongly raking stern post ral)betand an upper-and-lower-transom square stern, wideand shallow. The entrance is short but moderatelysharp, the run is long and easy. The midsection islocated well forward of midlength and is formed withsharply rising floors, slightly hollow at garljoard. anda well rounded and rather slack ijilge carried up roimdto deck level. The forward sections are nearlyV-shaped.The model, made to a scale of J2 inch to the foot,represents a schooner 80 feet moulded length at deck,23 feet moulded beam, and 8 feet 9 inches mouldeddepth. Model is made to deck level, no bulwarksbeing shown.Customarily the New York pilot schooners of thisdate and type had a very low rail, and were oftenlong, low flush-decked boats, heavily sparred andcanvassed. Their working rig was a large jib, gafl-foresail with no boom and overlapping the main, anda gaff-mainsail with boom. A short main-topmastsupported a main-topmast staysail. The area of theforesail was large and the l)oats usually worked underthis sail alone on the pilot grounds, setting full sailonly when racing to meet an incoming vessel. TheNew York pilot schooners were long noted for theirspeed and sailing qualities.Model lent by U. S. Navy Department.PILOT SCHOONER, 1853Builder's Half-Model, usnm 76032Dancing FeatherThe Boston pilot schooner Dancing Feather was builton this model by Dennison J. Lawlor at East Boston,Massachusetts, in 1853. The model represented anextreme clipper schooner design for the date and the
vessel was celebrated for her speed, weatherline.ss,and seaworthiness. She was deeper bodied than wasthen common in her type. The Dancing Feather
carried the usual pilot-schooner rig of her date; inwinter she had no foretopmast nor jib boom, so hadneither fore gafif-topsail nor jib topsail. In summershe carried these spars and had mainsail, foresailwithout boom; with its clew overlapping the main; alarge jib, main gafif-topsail, main-topmast staysail,fore gaff-topsail and a jib topsail.The half-model is of a pilot-schooner hull havingmoderate sheer, straight keel with great drag, araking and slightly flaring stem rabbet moderatelyrounded at the forefoot, slightly raking post, shortand light-round fantail stern with flaring bulwarks,a long, sharp, and slightly convex entrance with hollowat forefoot, and a long and very fine run. The mid-section is formed with a sharply rising floor withvery slight hollow in the garboard, high and ratherfirm bilge, and tumble-home in the topside. Bowsections have rather marked flare. The model ismounted with a graceful longhead, billet, trails, cut-water, keel, post, and rudder.The model scales 67 feet 6 inches moulded lengthat rail, 19 feet 6 inches moulded beam, and 8 feet 4inches moulded depth. Scale of model }i inch to thefoot.Given by Dennison J. Lawlor, shipbuilder, Chelsea,Massachusetts.PILOT SCHOONER, 1863Builder's Half-Model, usnm 76047Edwin ForrestThe New York and Boston pilot-schooner EdwinForrest, named after the noted American actor, wasbuilt at East Boston, Massachusetts, in 1865 hvDennison J. Lawlor to replace the Edwin Forrest,Xo. IJ, of New York, lost oflF Long Island in 1862.She became a celebrated pilot Ijoat. showing greatspeed on all points of sailing and was long considereda model of her type. -After Ijeing employed for manyyears at New York and Boston, she was sold to thePensacola, Florida, pilots.The model shows a pilot-schooner hull ha\ ingmoderate and graceful sheer, straight keel with strongdrag, a much rounded forefoot, nearly straight andslightly raking stem rabbet, vertical post, stronglyraking V-shaped transom gix'ing a short stern over-hang. The entrance is sharp and rather hollow, andthe run is very fine and long. The midsection showsa sharply rising and slightly hollow floor, high andhard bilge, and tumble-home in the topside. Thereis little flare forward and the bow is noticeably wedgeshaped.
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Mounted with straight and shghtly raking stem,keel, post and rudder; the model has low bulwarks.Boats of this type had a low, long quarterdeck anda small cockpit aft; the freeboard was low.The half-model scales 68 feet 9 inches mouldedlength at rail, 19 feet moulded beam, and 7 feet 9inches moulded depth to deck at side. Scale is Joinch to the foot.Given by Dennison J. Lawlor, shipbuilder, Chelsea,Massachusetts.PILOT SCHOONER, 1867Builder's Half-Model, usnm 76033 Plot?euceThe Boston pilot schooner Florence was built oci thismodel in 1867 at East Boston, Massachusetts, byDennison J. Lawlor. She was of the relatively shoalbodied model that many pilots preferred, believingthat shoal draft allowed the vessel to drift, in a storm,so that the hull received less punishment from theseas when hove to. The Florence, very popular atBoston, was a fast and extremely able vessel.The half-model represents a pilot-schooner hullhaving moderate and graceful sheer, low freeboard,a straight keel with heavy drag, slightly rounded fore-foot, straight and slightly raking stem rabbet, nearlyupright post, a small overhang at stern formed by asharply raking V-shaped transom, a long entrance,sharp and slightly concave below the load line, aada long, fine and rather straight run. The midsectionis formed with a sharply rising and slightly hollowfloor, high and firm bilge, and tumble-home in thetopside.Mounted with a straight and raking stem, keel, post,rudder, and a low bulwark, the model being solid tothe deck-at-side height.The model is for a vessel 71 feet moulded length at
rail, 19 feet moulded beam, and 8 feet 6 inchesmoulded depth to deck at side. Scale of the model is
y, inch to the foot.Given by Dennison J. Lawlor, shipbuilder, Chelsea,Massachusetts.PILOT SCHOONER, 1868-1869Builder's Half-Model, usnm 76039 Phantom, PetThe sister pilot schooners, Phantom and Pet, werebuilt on this model by Dennison J. Lawlor, at EastBoston, Massachusetts, in 1868-1869 for the NewYork pilots. These schooners were considered models
for their type and were handsome, able vessels witha great reputation for swiftness under sail. ThePhantom was lost with all hands in March 1888; thePet was wrecked in Narraganset Bay in 1889.The half-model represents a pUot-schooner hullhaving a graceful and strong sheer, low freeboard,straight keel with marked drag, well rounded forefoot,rather upright and curved stem rabbet, nearly uprightpost, a short overhang at stern formed by sharplyraking and V-shaped transom, a long, sharp, and
slightly concave entrance, and a long and very finerun. The midsection shows a sharply rising and
slightly hollow floor, high and firm bilge, and tumble-home in the topside.Model mounted with curved and nearly uprightstem, keel, post, rudder, and low bulwark.The model is of a pilot-schooner hull 76 feet 6inches moulded length at raU, 19 feet 10 inchesmoulded beam, and 9 feet 2 inches moulded depth todeck at side. Scale of the model is ]!, inch to the foot.Given by Dennison J. Lawlor, shipbuilder, Chelsea,Massachusetts.PILOT SCHOONER, 1870Builder's Half-Model, usnm Thomas HoivardThe Delaware Bay pilot schooner Thomas Howardwas built on this model at Philadelphia in 1870. Shewas similar in form, size, and general appearance tothe vessels used by the New York pilots at the timeshe was built. The Thomas Howard had a long careerin the pilot service and was considered a fine exampleof her type.The half-model represents a pilot schooner havingconsiderable sheer, straight keel with much drag,well curved forefoot with a straight, slightly rakingstem rabbet above tlae load waterline. The post isupright, the transom is sharply raking and V- orheart-shaped, with the rudder stock passing through
it. The entrance is long, sharp, and hollow; the runis long and very fine. The midsection is located abaftthe midlength and is formed with a sharply rising andslightly hollow floor, a high, firm bilge, and tumble-home in the topside. The flare forward is verymoderate.Mounted without appendages.The model, on a scale of ]i inch to the foot, is for apilot boat 82 feet moulded length at rail and about 79feet between perpendiculars, 21 feet moulded beam,and 9 feet 3 inches depth. The frames were spaced24 inches on centers. The register dimensions of the
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Thomas Howard were 79.2 feet length, 20.6 feet beam,and 7.6 feet depth in hold, 50.59 gross tons.Gift of James H. Allyn, Mystic, Connecticut.PILOT SCHOONER, 1876Builder's Half-Model, usnm 76038 LillieThe Boston pilot schooner Lillie was built at EastBoston, Massachusetts, on this model by Dennison J.Lawlor in 1876. She represented the trend towarddeeper bodied pilot boats that appears to have startedat Boston, beginning about this date and continuinginto the 1880's. The Lillie was a very successfulschooner in her business, and for many years was awell known Boston pUot boat. She was afterwardssold to the New York pilots and renamed Richard K. Fox.The half-model shows a pilot-schooner hull ha\dngconsiderable sheer, a low freeboard, straight keel withmarked drag, well rounded forefoot, curved andnearly upright stem rabbet, vertical post, a shortoverhang formed by the sharply raking V-shapedtransom, a long and sharp entrance with much hollowat forefoot, and a long and very fine run. The mid-section is formed with a sharply rising floor, quitehollow at garboard, a high and firm turn of bilge, andtumble-home in the topside. Very little flare fonvardand bow wedge shaped to a marked degree.Mounted with a cuived and upright stem, keel,post, and rudder, and with bulwark indicated by a
lift.The model is for a pilot boat 73 feet \\% inchesmoulded length at rail, 66 feet 10 inches betweenperpendiculars, 19 feet 10 inches moulded beam, and
10 feet moulded depth. Scale of the model is ]i inchto the foot.Given by Dennison J. Lawlor, shipbuilder, Chelsea,Massachusetts.PILOT SCHOONER, 1884Builder's Half-Model, usnm 76037 HesperThe celebrated Boston pilot schooner Hesper wasbuilt on this model in 1884 by Dennison J. Lawlor atEast Boston, Massachusetts. She was long consid-ered the fastest pilot schooner in America and was thefavorite opponent of every new schooner, yacht, orfisherman launched in Massachusetts. The Hesperhad unusually sharp lines; she was longer, and wasdeeper and narrower in proportion, than previouspilot boats. She was designed to have all her ballast,lead and iron, inside, some years after her launchingsome was placed on her keel, outside. The Hesperhad much influence on the Massachusetts-built fishingschooners and was one of the vessels that made depth,in proportion to length and beam, very popular in theNew England fishing fleet, after 1885, as well as inlater Boston pilot schooners. The Hesper (see p. 54)when old was sold by the pilots, became a yacht for afew years, and was broken up sometime after 1910.The half-model is of a pilot-schooner hull havingrather strong sheer, low freeboard, a rather short,straight keel with heavy drag, the fore end muchcurved and fairing into a well rounded forefoot, thestem rabbet becoming straight and upright at load-line. The post is vertical; the counter short, with avery raking V-shaped transom; the entrance long,/S^r^^ L/LUE
Lines of the Boston Pilot Schooner Lillie, built at Chelsea, Massachusetts, 1876. Taken off the builder'shalf-model USNM 76038.
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sharp, and hollow at the forefoot; and the run is alsolong and \-ery fine. In sailing trim the stem fell in-board slightly. The midsection shows a sharply risingand somewhat hollow floor, high and firm bilge, andtumble-home in the topside.Mounted w ith straight stem, keel, post, and rudder.The model is for a schooner 112 feet moulded lengthat rail, 22 feet 6 inches moulded beam, 13 feet 4 inchesmoulded depth, and drawing about 14 feet 3 inches insailing trim. Scale of model ji inch to the foot.Given by Dennison J. Lawlor, shipbuilder, Chelsea,Massachusetts.PILOT SCHOONER, 1884Builder's Half-Model, usnm 160117
The handsome pilot schooner Gh>i of Brunswick,Georgia, was built on this model at Noank, Connecti-
cut, in 1884 from the design of G. L. DaboU. A num-ber of these pilot-schooners, of which this half-modelis typical, were built for southern ports after theCivil War. Noank had a reputation for building fast
vessels and, besides the sloop and schooner smacks forwhich the town was famous, built many yachts,schooner packets, and pilot schooners. The modelsused for yachts and pilot schooners had a strong re-semblance, although when the Glyn was launched,Noank-built yachts were usually shoal centerboard-
ers. In the 1880"s the local trademark in schooner de-sign was a V-shaped stern with unusually heavyquarters and hea\ily flared sections at the bow, fea-tures that mark the model of the Glyn. This schoonerwas notably fast and was a very successful vessel inher business.The half-model represents a clipper schooner ha\-ing moderate and graceful sheer, a straight keel withsome drag, well rounded forefoot, a flaring and mark-edly raked stem rabbet, upright post, and a shortcounter ending in a strongly raked and flat V-shapedtransom. The entrance is sharp and rather hollow,and the run is long, flat, and fine. The midsectionshows a sharply rising floor, with hollow at the gar-board, a rather firm bilge, and little tumble-home inthe topside. The bow sections flare strongly: thedead rise in the floors in the sections in the run isparallel, or of "constant deadrise," a feature foundin the models not only of Daboll but also of Lawlorand other noted American designers.Mounted with a "long head, billet, trails, ciUwater,keel, post, bulwarks, and rudder.The model scales 79 feet 8 inches moulded lensjth at
rail, 69 feet 6 inches moulded waterline length, 19feet 8 inches moulded beam, 8 feet 8 inches mouldeddepth to deck at side, and is for a vessel drawing about8 feet 3 inches in sailing trim. Scale of the model is
]i inch to the foot.Given by G. L. Daboll. shipbuilder, Noank, C!on-necticut.PILOT-BOAT SLOOP, 1898Builder's Half-Model, usnm 311520A pilot-boat sloop was built from this half-modelby "Bat" Fogarty in 1898 at Bradenton, Florida, forthe pilots at Bay Rest, Florida. The model was in-tended for a swift-sailing sloop, and the form resemblesthat of sloop yachts of the period 1860-85.The half-model represents a yacht like centerboardsloop of moderate sheer, wide and shoal, having akeel-rabbet strais;ht forward btit sweeping up aft ina fair curve to the round fantail stern. A skeg isshown with an upright post well inboard the extreme
stern. The bow rabbet rakes, and there was probablya long head; the entrance is long and sharp; and thenm long and fine. The midsection shows a risingfloor, an easy turn of bilge, and a rather upright top-
side. The greatest beam is about at midlength.The sloop measured 35 feet 7 inches moulded length
at deck, 11 feet 10 inches moulded beam, and about4 feet moulded depth. Scale of model is 1 inch tothe foot.Given by "Bat" Fogarty, boatbuilder, Bradenton,Florida.YACHT and PILOT SCHOONER, 1846Builder's Half-Model, usnm 76040 CoquetteThe noted Boston schooner yacht and pilot schoonerCoquette was built on the lines of this model at Boston,Massachusetts, in 1846. She was designed ijy LewisWinde, a Swedish naval architect who settled atBoston and was a member of the shipbuilding firm ofWinde and Clinkard, which built many fast schooners,yachts, pilot boats, and coasters. This model wasmade from plans by Dennison J. Lawlor, who is saidto have been employed in the Winde and Clinkardyard as a young man, and is probably accurate asto form, though in error as to head and other details.The Coquette was a very fast sailer and won wideattention by beating the big New York centerboardsloop yacht Maria in a match race to windward.The Coquette was later sold to the Boston pilots andwas long a favorite boat with them; the pilots have
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a fine painting of this schooner in their office at Boston.Plans of the vessel also exist and these and the paintingshow the errors in the model's longhead and details.The half-model shows a clipper schooner hull havingrather straight sheer, a straight keel with strong drag,rounded forefoot, raking stem rabbet, a nearly straightand nearly upright post, and a short counter withraking elliptical transom. The entrance is sharpand convex, the run long and fine. The midsectionshows a rising straight floor with much dead rise, ahigh and rather hard bilge, and tumble-home in thetopside.Mounted with head, keel, post, and rudder. The
vessel had a long, low quarterdeck and cockpit aft.The model measures about 67 feet moulded lengthat rail, 19 feet moulded beam, 8 feet moulded depth,and is for a vessel drawing 10 feet at post and about5 feet 6 inches forward. Scale of the model is % inchto the foot.Given by Dennison J. La\\lor, shipbuilder, Chelsea,Massachusetts.YACHT and PILOT SCHOONER, 1853Builder's H.\lf-Model, usnm 76035 OlataThe clipper schooner Olata was built on this modelat East Boston, Massachusetts, in 1853 by DennisonJ. Lawlor. It is believed that she was built on specu-lation and was intended for a yacht. However, verysoon after her launching, she was employed as apacket, running between Boston and Provincetown,and in that service she attracted much attentionbecause of the manner in which she outsailed fastyachts, pilot boats, fishermen, and coasters. She waschartered in 1856 to carry the American consul out
from Boston to St. Thomas in the West Indies. Justbefore departure her foresail was so damaged that itcould not be used, and she therefore sailed under herlarge jib and mainsail, making the passage in 7 days.In 1858 she was sold to the New Orleans pilots; herlater career has not been traced.The half model represents a very extreme clipperschooner hull, of the yacht or pilot-boat form, havinggraceful sheer, a straight keel with moderate drag,well rounded forefoot, a rather upright and flaringstem rabbet, upright post, a short and roundedcounter having flaring bulwarks, very sharp entrancewith marked hollow particularly just abaft the fore-foot, and a very fine run. The midsection is formedwith a very marked hollow at garboards and a sharplyrising floor, the bilge is high and quite hard, and thetopsidcs have a marked tumble-home. The bow sec-tions show marked flare. The Olala, which appearsto ha\-e been flush decked, sat low in the water andhad a graceful longhead, trails, billet, and head rails.Mounted with longhead, trails, cutwater, keel, post,and rudder.The model is for a vessel 73 feet 2 inches mouldedlength at rail, 69 feet 10 inches between perpendicu-lars, 20 feet 8 inches moulded beam. 9 feet 4 inchesmoulded depth, rabljet to underside of deck at side,and drawing about 10 feet at post. Scale of themodel is % inch to the foot.The Olala is described as havino raking mastsrigged "pilot-boat fashion," with a large single jib,loose-footed foresail (no fore-topmast), boomed main-
sail, and with a main gaff-topsail and a main-topmast
staysail.Given by Dennison J. Lawlor, shipbuilder, Chelsea,Massachusetts.
Llnes of the Pilot Schooner .and Yacht Olala, built at East Boston, Massachusetts, in 1853.builder's half-model USNM 76035. Taken off the
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SCHOONER YACHT, 1884Builder's Half-Model, usnm 76093This builder's half-model is a design for a very large,seagoing sailing yacht of topsail schooner or brigan-tine rig, exhibited at the World's Exposition, NewOrleans, Louisiana, in 1884-85. No vessel wasbuilt from the design; the model represents anextreme clipper form-?deep, narrow, and sharp
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intended for fast sailing. It is an interesting exampleof a yacht design by a Canadian builder, W. Powers,whose work was usually in commercial vessels.The half-model is of a large clipper yacht hull,having rather straight sheer, a straight keel with somedrag, well rounded forefoot and raking stem rabbet,upright post, short counter with elliptical transom,long and very sharp entrance, and a very fine run.The midsection is formed with a strongly risingstraight floor, high and rather hard bilge, and tumble-home in the topside.Mounted with a long and pointed head, billet,trails, cutwater, keel, post, rudder, stub masts, andbowsprit. The position of the masts suggests that abrigantine rig may have been intended.According to a card accompanying the model,it is for a vessel 125 feet on the load line, 25 feetmoulded beam, and 12 feet moulded depth. Thestraight floor shows a dead rise of 20 degrees. Scaleis li inch to the foot.Given by VV. Powers, shipbuilder, Kingston, On-tario.SCHOONER YACHT, 1880Builder's Half-Model, usnm 54462This builder's half-model is of a keel, clipper, fore-and-aft rigged schooner yacht of large size designedby C. B. Harrington, shipbuilder, of Bath, Maine,in 1880; no vessel was built on this design. Thedesigner was locally prominent as a builder of fastsailing yachts.The half-model represents the hull of a sharp-lined schooner yacht having strong sheer, a straightkeel with some drag, a raking straight stem rabbetwith moderate round at forefoot, upright stern post,a long and round fantail counter with flaring bul-warks, a sharp and long hollow entrance, and along and extremely fine run. The midsection has asharply rising straight floor, high and hard roundbilge, and tumble-home in the topside. There ismuch flare in the forward sections, and the forefoot isvery thin and fine.
Mounted with longhead, cutwater, keel, post, andrudder.The model scales 100 feet moulded length at rail,26 feet moulded beam, and 9 feet 6 inches mouldeddepth. Scale is ji inch to the foot.Given by C. B. Harrington, shipbuilder, Bath,Maine.CENTERBOARD SLOOP, about 1905Builder's Half-Model, usnm 311522 EclipseThe small centerboard sloop Eclipse was built onthis model at Bradenton, Florida, sometime be-tween 1898 and 1910 by "Bat" Fogarty. This modelwas also used to build a number of sloops, namesunknown, for the coastal fisheries and for general
service.The half-model is of a centerboard sloop havingmoderate sheer, a rockered keel rabbet (the keel isstraight with a large skeg aft), raking post, roundfantail counter (the fantail is added to the model,which probably had originally a raking V-transom),a rather upright flaring stem rabbet, a short andrather hollow entrance, and a short but rather wellformed run. The midsection is formed by a risingstraight floor, a slack round bilge, and a flaring top-
side.The scale of the model is believed to be 1 inch tothe foot, at which scale it represents a sloop approxi-mately 29 feet 3 inches moulded length at deck, 11feet beam, and about 3 feet 6 inches moulded depth.Given by "Bat" Fogarty, boatbuilder, Bradenton,Florida.CENTERBOARD SLOOP, about 1910Builder's Half-Model, usnm 311521 MermaidThe small centerboard sloop Mermaid was designedand built on this model by "Bat" Fogarty at Braden-ton, Florida, sometime between 1900 and 1915.Boats of this type were used in the Florida fisheriesand for carrying produce alongshore. The sloop hada trunk cabin and large cockpit, and its form is thatof American centerboard fishing sloops of similar
size in the 1880's.The half-model represents a shoal centerboardsloop having moderate sheer, a rockered keel rabbetwith a straight keel forming a skeg aft, raking straightstem rabbet, vertical post, overhanging stern formedby a raking flat V-shaped transom, with the rudder
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stock passing through the apex of the V, a long andsharp entrance, and a rather short but well formedrun. The midsection is formed with a markedlyrising straight floor, high and firm bilge, and anearly upright topside.The scale of the model is believed to be 1 inch tothe foot, at which scale it represents a sloop about28 feet 6 inches moulded length at deck, 9 feet beam,and 2 feet 9 inches moulded depth.Given by "Bat" Fogarty, boatbuildcr, Bradcnton,Florida.CENTERBOARD SLOOP, 1903Builder's Half-Model, usnm 311240 PathfinderThe centerboard sloop yacht Pathfinder was built onthis model at Oxford, Maryland, in 1903 by CharlesW. Langdon and was intended for cruising on Chesa-peake Bay. The Pathfinder was typical of a large num-ber of American centerboard sloop yachts of theperiod 1895-1906, a class which had trunk cabins andlarge centerboards.The half-model has moderate and graceful sheer,a rockered keel rabbet fairing into the overhangingand curved stem rabbet and into a rather long coun-ter, which ends in a flat and strongly raking transom,and a large skeg with the rudder hung on its after end.The entrance is sharp and convex, and the run long,flat, and easy. The midsection shows a short straightfloor with some rise, a round and easy bilge, and anearly upright topside. The dead rise is carried intothe run with slight change.The model is for a sloop 31 feet 9 inches mouldedlength at deck, 9 feet 6 inches moulded beam, and 2feet 9 inches moulded depth at side. Scale of themodel is 1 inch to the foot.The usual rig in these sloop yachts was jib and gaffmainsail. Sometimes a topmast was fitted, or thehead of the mast made with a long pole and a gafl'topsail and jib topsail could then be carried.Given by Charles W. Langdon, boatbuilder, Oxford,Maryland.CENTERBOARD SAILBOAT, 1920Builder's Half-Model, usnm 311256A shoal draft, centerboard sailboat was built on thismodel at Apalachicola, Florida, by Samuel Johnson,about 1920. The boat was probably sloop or catrigged and intended for pleasure sailing.The half-model represents a centerboard sailing hullhaving a moderate sheer, a rockered keel rabbet,
rounded forefoot, nearly straight and upright stemrabbet, raking flat transom, short and sharp entrance,and an easy run of moderate length and having a largeskeg with rudder hung on it and the tran.som. Themidsection shows a rising straight floor, a slack roundbilge, and a nearly upright topside.The model is believed to be on a scale of f inch tothe foot, at which scale it represents a boat measuringabout 21 feet 7 inches moulded length at deck, 8 feetIK inches moulded beam, and 2 feet 6 inches mouldeddepth.Given by Samuel Johnson, boatbuilder, Apalachi-cola, Florida.CENTERBOARD SLOOP, 1919Builder's Half-Model, usnm 307423This half-model shows the hull form of a class ofcenterboard half-decked i-acing sloops built at Essex,Connecticut, in 1919 by Dauntless Shipyard, Inc.Known as the "Essex class," this popular form ofsmall racing sloop in various designs, is to be found inmost American yachting centers.The boats of this class were 15 feet 9 inches longover the gunwales, 5 feet 7 inches beam, and about 18inches depth. They had a jib and gafi'-headed main-
sail rig. The mast stood about 15 feet above deck.The half model shows a centerboard sloop hull ofmarked sheer, the keel is rockered fore and aft andfairing into a rather upright curved stem rabbet, andthe transom is flat and raking. The entrance is easyand the run flat and rather short. The midsection isformed with a rising straight floor, easy round bilge,and a slightly flaring topside. The bow sections showflare, but there is a slight tumble-home in the topsidesas the transom is approached. The dead rise is at aconstant angle in the run. Scale of the model is 1 inchto the foot.Given by Dauntless Shipyard, Inc., Essex, Con-
necticut.CENTERBOARD SLOOP, 1922Builder's Half-Model, usnm 315703This model is a design for a small centerboard sloopfor pleasure sailing made by Otis A. Palmer of EastMoriches, Long Island, New York, about 1922. It isnot known whether boats were built on this model.The half-model represents a jib-and-mainsail riggedcenterboard boat basing rather straight sheer, arockered keel rabbet, a curved, raking, and o\-er-hanging stem rabbet, and a small and flat rakingV-shaped transom. The entrance is of moderate
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length and convex. The run is long, easy, and
slightly rockered in the buttocks. The midsection isforward of midlength and shows a short, straight andgently rising floor, slack round bilge, and slightlyflaring topside.Scale of model 1 inch to the foot, for a vessel of 21feet moulded length at deck, 6 feet 5 inches mouldedl)eam, and 1 foot 10 inches moulded depth. It wasprobably intended to carry a knockabout rig, withoval cockpit. Small sloops of this ispc were verypopular in the period 1918-32 as a one-design racing
class and for general pleasure sailing.Gift of Mrs. Otis A. Palmer. East Moriches, LongIsland, New York.CENTERBOy\RD SLOOP, 1897Rigged Model, usnm 310829 ArklThe Ariel was designed by Arthur Binney of Boston,Massachusetts, and built by George Lawley and Son.Neponset, Massachusetts, in 1896-97. She was a gaff-rigged, centerboard, knockabout sloop of a type popu-lar in the United States at the end of the 19th centuryand in the early years of the present century.The model represents a w^ooden, caravel-plankeclcenterboard sloop of moderate sheer, having a short,straight keel with much drag (formed by a skeg), andthe keel rabbet cambered fore-and-aft to fair into theoverhanging bow and counter. The stem is curvedand the coimter long and thin, ending with a wide,shallow, elliptical transom raking sharply. The en-trance is rather sharp and convex, and the run is longand easy. The bow sections are U-shaped. Theinidsection has a rising straight floor, hard roundbilge, and an upright topside.The model is mounted on glass representing water,and shows the boat in process of picking up or drop-ping her mooring. The topsides are white, bottomgreen, and deck varnished. The ouj.board sides of thetrunk and the cockpit (elliptical in plan) are white,and the cabin trunk roof yellow. There is a slidehatch companionway for the cabin trunk. A smallfiat-bottomed skiff-tender is shown in the case withthe model.The model is fully rigged and details are well shown.The mast is forward of the trunk. There is no bow-
sprit. The sails include a large jib with club laced tothe foot, a gaff-mainsail with lioom laced, and a smallclub gaff-topsail.The Ariel was 38 feet overall, 10 feet beam, 23 feetlength in the waterline, and drew 2 feet 4 inches with
the centerboard raised and about 6 feet 6 inches with
it lowered. Scale of the model is % inch to the foot.Bequest of Major John W. Loveland, \\'ashington,D. C.J-CLASS RACING SLOOP, 1934Rigged Model, usnm 313627 KaiubowThis is a model of the America's Cup defender Rain-hmv, Avhich sailed against the English challenger En-deavour in 1934, winning a series of six races, of whichthe Endeavour won the first two. This big sloopwas designed by Starling Burgess, naval architect, andwas built by the Herreshoff Manufacturing Company,Bristol, Rhode Island. Large sloops of this size andgeneral type were built to race for the America's Cupwhich had been won in a squadron race at Cowes,England, in 1851 by the New York schooner-yachtAmerica.The model shows a large racing sloop of the J-classof the Universal Rule having slight sheer, a very shortand heavy ballast keel, a long, pointed bow v\ith somereverse curve in the profile below the load line, a rak-ing straight post, a long and thin counter ending in asmall elliptical raking transom with an athwartshipcurve in its face, and no bulwarks but a low grab railalong the planksheer. The midsection is somewhatY-shaped, with a thick ballast keel, or fin, and strongly
rising floor, a slack and easy round bilge, and a nearlyupright topside. The entrance is fine and convex,the run long and very fine.A dinghy is carried on deck at the stern, forward ofwhich is a small hatch, steering wheel, and binnacle,companion hatch with skylights on each side of it,main skylight, mast, and a small hatch. The fore-stays come to deck well inboard of the stemhead.The Rainbow measured 126 feet 7 inches overall, 82feet on the waterline, 20 feet 11 inches beam, 14 feet
1 1 inches draft, and had a mast 1 52 feet 6 inches, deckto center of halyard sheave in mast. The measured
sail area was 7,549 square feet. .Scale of the model is% inch to the foot.Gi\'en by Chandler Hovey, Boston, Massachusetts.INLAND LAKE RACING SCOW, 1900Rigged Model, usnm 316086 M.inne7jtka
This model is of an early racing scow de\eloped forthe Inland Lake Yachting .Association (founded in1898). an association of vacht clubs located on lakes
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Inland Lake Yachting Association Rule racingscow Mintiezitka, built in i goo. Rigged model USNM316086. {Smithsonian photo ^^606-f.)
in Wisconsin and Minnesota, with four more clubssituated in nearbv States.The racing scow first appeared as a fast, shoal,centerboard sloop in the early 1890's and the typehad a period of popularity on the Atlantic coast, par-ticularly on Long Island Sound and in MassachusettsBay. There has been international racing in thistype, i^etween American and Canadian clubs, since1896. In the late 1890's it was introduced in aprimiti\e form on the so-called Inland Lakes of Wis-consin and Minnesota, and also in lower Canada.The dexelopment of organized racing of scows wasvery rapid under the guidance of the Inland LakeYachting Association and various classes of boats wereestablished. In 1959 there were si.x classes: "A"2>7% to 38 feet in length, "E" 27% to 28 feet, "D" 19%to 20 feet, "C" 19% to 20 feet, "X" 15.83 to 16 feet,and "V" 18.83 to 19 feet. These classes produce thefastest sailing boats in the world, over a triangularracing course.The class "A" scow Minnezitka, was built in 1900 atWhite Bear Lake, Minnesota, by John O. Johnson.She was a candidate for an international race for theSeawanahka Cup, but was not chosen, though thefastest of the American candidates. A very successfulboat in interclub racing for some years, she wasjib-and-mainsail rigged, with a gaff-mainsail.
The hull of the model has a sled-profilc bow, verticalflat transom, and straight sheer. The bottom iscambered, giving a flat run and entrance. On deckthe hull is approximately rectangular, the how Ijeingsquare across but narrower than the stern transom.The sides are on a long, fair sweep in plan, and thehull is deliberately designed to sail at a given angleof heel. The midsection shows a nearly flat floor,with the bilge on a long sweeping curve, and acurved and flaring topside.Scale of the model is % inch to the foot. The boatwas 38 feet overall, 7 feet 9 inches beam and 1 foot5 inches deep at side.Gift of John O. Johnson, boatl)uilder. White BearLake, Minnesota.INLAND LAKE RACING SCOW, 1959Rigged Model, usnm 316087This model is the 1959 version of the class "A"Inland Lake racing scow. Boats built on this planhave been successful in club racing and are con-sidered very fine craft of their type for competitionsailing. It is claimed that a modern scow has beentimed at 28 miles per hour with wind on the quarter.
Inland L.^ke Yachung .Assouaiion Rule class .\racing scow, 1959. Rigged model L'SXM 316087.(Smithsonian photo 4^606-g.)
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These boats plane under suitable conditions andusually are very weatherly under all sailing condi-tions. The scow is entirely an American develop-ment in racing types of sailing yachts, and thedesigner-builder appears to have introduced bilgeboards and to have introduced features that markthe modern Inland Lake scows.The model shows the usual scow form, but with asharp bow (both pointed and square bows are em-ployed). The sheer is straight, the deck heavilycrowned. The bottom is rockered, fairing into acurved, raking stem. The flat transom is vertical.The greatest beam is just a little abaft midlength.The midsection is formed with a short, flat floor,a sweeping bilge hardening in curve outboard, anda curved and flaring topside.The model has bilge boards?two centerboardsabreast, each in the bilge and so arranged as to benearly vertical when the hull is heeled to the designedsailing angle. It is rigged with a jib-headed main-
sail; the end of the main boom and the foot of theforestay are well inboard of the hull ends.Scale of the model is Y4 inch to the foot, for a boat37 feet 10)^ inches overall length, 8 feet 2 inches beam,and 1 foot 9 inches depth at side.Gift of John O. Johnson, boatbuilder, White BearLake, Minnesota.WHITEHALL BOAT 1880Rigged Model, usnm 25001The Whitehall boat, a type of rowboat once verypopular in the United States, originated in New YorkCity and was developed for the professional boatmenof that port. From the place of its origin on WhitehallStreet, hence the name, the Whitehall boat spread toBoston and other eastern ports and to the PacificCoast. It is believed that the type came into existencesoon after the War of 1812 and that the model wasdeveloped from naval gigs built at the old New YorkNavy Yard. By 1825 the Whitehall was fully de-veloped and was used by watermen of all classes,boarding-house rininers, mercantile brokers, sales-men, ship-news reporters and others who required aboat in their business in the large ports. The boatsvaried to some extent in form and appearance and in
size according to their intended use. The length wascommonly between 14 and 18 feet but occasionallywas as long as 22 feet. They were rowed by one to sixoarsmen, depending on their size. Some were caravelplanked, but most were clench planked. Some werefitted with sails and centerboards. Late in the 19th
century the Whitehall boat was much used for pleas-ure rowing and as tenders for large yachts. The typeis now extinct.The model represents a caravel-planked 4-oar row-ing boat of moderate sheer, having a straight keel,upright stem with rounded forefoot, and a slightlyraking heart-shaped transom stern. The entrance islong, fine, and slightly hollow, and the run is alsorather long and very fine. The midsection is formedwith a slight rise in the straight floor, a round, slackbilge, and a slightly flaring topside. The rudder ishung outboard on the transom and is operated by ayoke and steering lines. The model has four thwarts,with sternsheets and backboard, and a bow gratingforward of the foremost thwart.The model is of a boat of rather common size, 1 8 feetlong at gimwale, 4 feet 9% inches beam and 19inches deep from ceiling alongside keel to top ofgunwale, with oars 11 feet 6 inches long. Scale ofmodel is 2 inches to the foot.Gift of Nash and Sons, boatbuilders.ADIRONDACK SKIFF, 1885Rigged Model, usnm 25053This model represents an open, double-ended skiff",from the Adirondack Mountain area of New York,which was developed for fishing on the lakes andstreams and was also employed by hunters. Themodel varied somewhat according to the ideas of thebuilders. Some used caravel planking but most boatsof the type were clench built of thin white cedar. The
-Adirondack skiff became a popular hunting boat dur-ing the last quarter of the 19th century and was pro-duced as a stock boat by many small-boat builders inNorthern New York State. It was usually light enoughto be carried by two men, the common length being14 to 16 feet at gunwale. Some of these skiffs werefitted with centerboards and rigged for sailing, usuallywith a small boomed spritsail with mast well forward.The model shows a light, open, double-ended skiffof moderate sheer, having a straight keel, rather up-right stem, slightly raking post, and a fine entranceand run. The midsection has a slight rise in thestraight floor, a slack round bilge, and a slightly flar-ing topside. The model is not fitted for sailing andappears to represent a pleasure boat, not one used byguides for hunting or fishing. Fitted to row withtwo pairs of oars it has thwarts and seats; at each endis a very short deck.It represents a skiff 22 feet long, 3 feet 10 inchesbeam, and 12 inches depth amidships, an unusually
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long boat of the type. Scale of model 1 % inch to thefoot.Given by Cornwall and Weston, boatbuilders,Alexandria Bay, New York.NEW JERSEY SNEAKBOX, 1890Rigged Model, usnm 26623This type of hunting skiff was developed by com-mercial duck hunters, during the 19th century, onBarnegat Bay, New Jersey, and was intended to berowed or sailed. The boat carried a single gunnerand his gear, including a large-bore gun, ammunition,decoys and supplies for at least a day. The boats,built of white cedar, w-ere about 12 or 13 feet longand were light enough to be dragged over the mudflats.The sneakbox was a fast sailer, having many of thecharacteristics of a racing "scow," and has continuedin use, not only as a gunning skiff but also (in modifiedform) as a racing sailboat and afternoon sailer onBarnegat Bay. Some are rigged as jib-and-mainsail
sloops. Like the melon seed, the sneakbox steeredwith a yoke and steering lines. Folding oarlocks wereemployed. The rig was a single boomed spritsail,the mast stepped well forward in the boat.The model shows a square-sterned caravel-planked
skiff, fitted with a dagger-type centerboard and dockedexcept for a small cockpit about amidships. Thesheer is nearly straight and the deck much crowned,the keel is rockered, and there is a small skeg, therudder being hung outboard. The stem is formed bythe keel being brought up in a sweep to meet thesheer. The transom is upright and flat. In appear-ance the entrance is somewhat like the end of a tea-spoon; the run is easy and flat. The midsection,which shows a moderate rise in the floor, a very slackround bilge, and much flare in the topside, may bedescribed as "dish-shaped." Washboards are shownfitted along the gunwale aft to hold decoys from fallingoverboard. The spray cloth for the cockpit and itshatches are shown.The model represents a skiff about 1 1 feet 9 incheslong, about 4 feet 3 inches beam, and nearly 13 inchesdepth to crown of deck. Scale of model is probably
1 J4 inch to the foot.Given by J. D. Gilford. Tuckerton, New Jersey.AU SABLE RIVER SKIFF, 1877Rigged Model, usnm 25899This model represents a fishing skiff" of a type onceused in the Au Sable River region in Michioan for
trout and grayling fishing in rapid streams. The boatwas related in form to the lumbermen's drive boat,or lumbermen's bateau. It is described in Forest andStream (vol. 3, August 1877, p. 33) by Thaddeus Nor-
ris, author of The American Anglers' Book.The model is of an open, double-ended, flat-bot-tomed skiff or plank canoe which was made of whitepine; the bottom in profile is somewhat rockered; thesheer is moderate and the stem and stern are stronglyraked; the sides have marked flare. The bottom isflat athwartships. A small live-well, usually about 2feet long, was built about one-third the length fromthe bow; the model shows widely spaced floor timbers,one at a semibulkhead abaft the well and two at thewell bulkheads. Breasthooks are fitted bow and stemat the gunwale, and inboard of these at the gunwalehand grips are cut through the sides, port and star-board, bow and stern. The bottom is planked fore-and-aft. The sides are each of a single plank and thebottom of two or three planks. No side frames areshown nor are there gunwale stringers or chinetimbers.The boats usually had two or three thwarts. Whenused on lakes these boats were sometimes fitted withoarlocks or tholes and some were fitted to sail with asmall spritsail and a shifting leeboard. The construc-tion was that of the "drive boat," or dory, and wasquite light; these boats could usually carry a fishermanand guide and about 200 pounds of baggage or gear.Normally the boats were paddled or poled.The scale of the model is 2 inches to the foot, sothat the skiff represented was 18 feet 6 inches long atgunwale, 3 feet 6 inches extreme beam, and 1 foot 1 %inches deep amidships.Given by D. A. Fitzhugh, Jr.EGG HARBOR MELON SEED, 1885Rigged Model, usnm 25658The Egg Harbor melon seed, a name apparentlysuggested by the shape of the hull, was a type of wild-fowl hunting boat developed at Egg Harbor, NewJersey, for use on lower Barnegat Bay. This form ofsailing-rowing skiff, particularly designed for use inrough-water shooting, was developed by professionalduck hunters who sold game to commercial marketsduring the last half of the 19th century. Designedto be manned by a single gunner, the melon seedgunning skiffs were excellent sailing boats and rowed
well; they were lightly I)uilt of cedar, and tiie rudder
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Egg Harbor Melon-Seed Gun-ning Skiff from lower BarnegatBay, New Jersey. Rigged modelUSNM 25658 showing a typicalboat of this type. {Sinithsonianlihoto 4^6gy~a.)
was controlled Idv a yoke and steering lines, as inthe sneakljox.The model shows a sqiiare-sterned caravel-plankedcenterboard boat having a moderate sheer, rockeredkeel \vith skeg. ciir\ed stem, raking transom withrudder hung outljoard, sharp entrance, and an easy,well formed run. The midsection shows a slightlyrising straight floor, slack rounded bilge, and flaringtopside. The centerboard is of the curved daggertype, not pis'oted. The boat is decked except forsmall cockpit nearly amidships which has covers anda spray cloth.The rig is a single boomed spritsail, the mast wellforward as in a catboat.The model is of a skifl' 13 feet AK inches extremelength at gunwale, 4 feet 3 inches beam, and about
13,![; inches depth from rabbet to centerline of deckamidships at fore end of cockpit. Scale of model is2 inches to the foot.Given by P. Brasher.
WOODEN CANOE, 1880Full-Sized Boat, usnm 160315 Sa/rej' Gcimp
This very small canoe was built by J. H. Rushtonof Canton, New York, about 1880 for George W.Sears, who, under the pen-name "Nessmuk,"' wrotefor American sporting magazines about woodlandtra\el, hunting, and fishing. The canoe was designedto be as light and small as was practical for a singlewoodsman to carry and use in long expeditions inthe forest. Its notable builder specialized in canoesand light rowing craft. The Sairey Gamp (named forthe midwife and nurse in Charles Dickens' AlarlinChiizdewit) was the third and last of a series of suchcanoes built for the owner.The canoe, clench-planked of thin white cedar, isa small double-ender of moderate sheer, having astraight keel and moderately raking stem and sternposts. The stem has a slight curve in profile and is
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slightly rounded at the forefoot. The ends are sharpand the entrance is slightly longer than the run.It has a shallow outside keel, a very slight rise in thestraight floor amidships, a rather easy round bilge,and a slightly flaring topside. The canoe has twothwarts, placed to leave the middle third of the hullclear of obstruction, and no seats. The frames areslight and steam-bent.The canoe is 9 feet in overall length, 26 inches beam,6% inches deep inside, and weighs 11 pounds, dry,without equipment. The paddles exhibited are onevery small single-bladed hunting-and-fishing sneakpaddle, 17 inches long with a blade 3 inches wide,and a double-bladed traveling paddle with jointedshank, 6 feet 1 inch in length.This canoe is described in some detail in the well-known book. Woodcraft, by "Nessmuk."Donor not recorded.WOODEN CRUISING CANOE, liRigged Model, usnm 76083 Capital
This model represents a wooden, sailing andpaddling canoe, decked and with small cockpit, of atype that was popular in the 1880's for racing andcruising. These canoes, developed in the 1 870"s outof adaptions of the Eskimo kayak, had become morea sailing boat than a paddling canoe. The usercould sleep in the hull, whether afloat or ashore, bycrawling partly under the deck, the cockpit beingthen covered with a tent or canopy. These canoeswere fitted with two masts and lateen sails and steered,when sailing or being paddled, by a rudder fittedwith a yoke and steering lines; the latter were fittedto a foot yoke inboard so the user could steer withhis feet while paddling and with his hands or feetwhile sailing.The model shows a clench-planked double-endedcanoe hull, decked except an oval cockpit locatedabout amidships. The boat has a long, sharp en-trance and an easy sharp run, a straight keel, a stemnearly vertical and with very rounded forefoot, araking straight post, and graceful sheer. The mid-section is formed with a slightly rising straight floor,an easy round bilge, and an upright topside.The model, representing the canoe Capital, whichwas built at Washington, D. C, by J. Passeno, anamateur builder, shows a craft 18 feet 10 inchesoverall length, 3 feet 6 inches beam, and 1 foot 5inches extreme depth, and having the foremast 6 feet
IK inches above deck, fore yard 14 feet 7)i inchesand the fore boom 12 feet long, the mainmast 3 feet4}^ inches above deck, main yard 7 feet 8 inchesand main boom 6 feet 9 inches long. The double-bladed paddle scales 9 feet 3 inches long. Scale ofthe model is 2 inches to the foot.Given by J. Passeno, Washington, D. C.CANVAS-COVERED WOODEN CANOE, 1907Rigged Model, usnm 248063This model represents a type of canvas-coveredwooden canoe, manufactured by the Old TownCanoe Company, Old Town, Maine, about 1907.This class of canoe was intended for propulsion bypaddle only and was used for pleasure as well as forhunting, fishing, and for woodland travel. In gen-eral form they resembled the birch-bark canoes of theAmerican Indians, and the first of them produced atOld Town for general sale were built by Penobscotand Malecite Indians, but the model shown morenearly resembles the last birch-bark canoes built bythe Chippewa and St. Francis tribesmen. The con-struction, as developed, employed wide and thin,closely spaced bent-frames overlaid with a completeplanking system and made watertight by a cover ofcanvas stretched over and tacked to the hull.The model represents a canoe having a sharp en-trance and run, straight keel with ends semicircularin profile, and a sheer strong at the bow and sternand moderate in the midbody. The midsection israther U-shaped, having an almost flat floor, an easyround bilge, and a slight tumble-home in the topside.The middle third of the length is unobstructed; oneach end of this open space are narrow thwarts andcaned seats, with two more thwarts and seats neareach end of the hull. Gunwales are formed of two
strips each, one inside the frames and one appliedover the canvas co\er. In the model is a cap railover all, producing a "closed gunwale," but the cap
rail was normally omitted; woodsmen preferred the
"open gunwales," which allowed the canoe to be
easily cleaned of sand or mud that collected inboard.Scale of the model is 3 inches to the foot (':,' fidl
size), so that the model represents a canoe about 16feet 4 inches overall length, 3 feet extreme beam, and
1 foot 2 inches depth. Model is painted green out-board with \arnished outer gunwale, cap, andexposed inboard surfaces.Gi\en by the Old Town Canoe Company, OldTown, Maine.
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SINGLE-SCULL RACING SHELL, 1897Full-Sized Boat, usnm 311024Oars, usnm 311395This single-scull, or one-man racing shell, was usedby Edward Hanlon Ten Eyck to win the "DiamondSculls" at Henley, England, in 1 897. E. H. Ten Eyckwas the son of the professional oarsman James TenEyck and was the fastest amateur sculler of his day.After winning a large number of races in America heentered the Diamond Sculls at Henley, England in1897, rowing as a member of the VVachusett BoatClub of Worcester, Massachusetts, his home. Hewas then 18 years old and won the race in recordtime. He trained in a professional manner and this,and other conduct, led the English to refuse his entryin 1898, apparently on the grounds of semiprofession-alism. Ten Eyck continued rowing and was unbeaten
until he retired from active competition in 1901.The boat was built by J. H. Clasper at Putney,England, for the owner and to his specifications.Craft of this class and model were developed toallow the highest possible speed under oars in smoothwater, and the boat exhibited is of the type rowed bya single oarsman using two sculls, or oars, andsteering with his feet.The boat is a long and very narrow double-endedhull having a U-shaped midsection, cambered keel,straight sheer, curved and very raking stem, shallowupright post, and a very sharp entrance and run.The hull is built of veneer (some were built of paper)and has steam-bent ribs of very small scantling,closely spaced. The deck is of varnished muslin orcotton, the cockpit has flaring side coamings, witha V-shaped breakwater at the fore end. Also pro-vided are a sliding seat for the rower and oarlocksoutrigged on each side by means of a tublar frame.The hull is 31 feet 6 inches long, \0% inches beam,and weighs 30 pounds, dry. Oars are 9 feet 5% incheslong; the blades are 2 feet long and spoon-shaped in ahollow curve to give a better grip on the water.Given by James A. Ten Eyck.OUTRIGGED ROWING BOAT, 1890Full-Sized Boat, usnm 309501 Saunterer
This boat is of a type once much employed inpleasure rowing by skilled oarsmen who had beentrained in outrigger shells with sliding seats. Known
as working boats, or "wherries," they had a wide seat
aft for a cockswain or passenger and were capable of
great speed in smooth water. Such boats were usedfor training crews for pair-oars racing shells, or forpleasure rowing.The Saunterer, very lightly built of thin cedar plankand slight, bent frames, has a straight keel, curvedand upright stem, raking and very narrow V-shapedtransom about 6 inches wide at gunwale, very slightsheer, and a long and very sharp entrance and run.The midsection has a slight rise in the straight floor,a slack round bilge, and a flaring topside. There isa stern seat with cane back, two sliding seats, eachoutrigged on both sides, for rowers and a seat facing
aft at bow. The boat steered with a rudder having ayoke (missing) and steering lines. Outriggers are oftubing and rod.The boat is 24 feet long, 3 feet V/i inches beam atgunwale, 5 feet 5 inches over the outriggers, anddepth of the hull amidships about 1 1 inches.Gift of Charles G. Warden, Washington, D. C.PISCATAQUA RIVER PACKET BOAT, 1865Rigged Model, usnm 311147This model, made by the donor from memory, is oneof the last of a type of small sailing packets onceused on the Piscataqua River, in New Hampshire,to carry passengers, mail, and light freight to the river
villages above Portsmouth, N. H. These smallpackets, which remained in use until about 1870,were in fact the marine counterpart of the stagecoachin this area. The boats, some of which were fastunder sail, usually operated between Portsmouth andan individual village, each boat serving a givensection in the Great Bay region. The regular riverpacket service had been in larger sloops and schooners
until steam packets came into use in the 1850's onthe rim between Portsmouth and Dover.The model represents a hull having the form of a
ships' yawl-boat of more than usual depth. It has
slight sheer, a straight keel with some drag, anupright stem with a slightly rounded forefoot, rakingpost, and a heart-shaped flat transom with rudderstock inboard. The entrance is full and convex andthe run rather easy but short. The midsection isformed with a rising straight floor, a firm roundbilge, and a nearly upright topside. The model,roughly made, represents a boat with lines somewhatfuller than was usual in this type. The deck arrange-ment however, is typical; the mast is well forwardin the "eyes" of the boat, with its heel over the foreend of the straight part of the keel. On this shortmast a triangular lateen-type sail is shown slung from
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a strong halyard, the heel secured by a tack tacklesetting up on the face of the stem and with fall leadinginboard. Abaft the mast is a small square hatchand well abaft amidships is a companion hatch;here the deck is lowered to form a shallow cockpit.The boat steered with a tiller, now missing in themodel. The loose-footed sail is brailcd to reef.Sweep locks, fitted amidships to permit rowing in acalm, are omitted in the model. The raised portionof the deck had a low log rail, or chock rail, carriedto the transom, where there was an iron mainsheethorse.The scale of the model is uncertain, probably %inch to the foot, and the boat was therefore about 26feet long, 10 feet 9 inches beam, and about 4 feet.Given by Captain Edward H. Adams, Adams'Point, New Hampshire.PISCATAQUA RIVER GUNDALOW, 1886Rigged Model, usnm 31H48 Fanny M.This model represents the Piscataqua River gunda-low Fanny M. built at Adams Point, New Hampshire,in 1886 by Edward H. Adams for his own accovmt.
The buildcr-owncr desired an improved vessel andmade this model to carry out sailing tests. Whentests showed the model would sail fast, the model'slines were taken off and used to build the full-sizedgundalow.The history of the development of the gundalow isnot fully known. It is believed that this type devel-oped from ordinary river scows in colonial times andthat the rig was a gradual evolution from a Icg-of-mutton to allow the mast and sail to be quickly andeasily lowered to pass under low bridges. This formof gundalow (the name was applied to many forms offlat-bottomed craft in America in the 18th and early19th centuries) was a river freighter having a charac-teristic sail plan and a single leeboard. The earlygundalows were open boats and some were no morethan ordinary square-ended scows having the singleleeboard and peculiar rig shown in this model. Latermany gundalows had large single hatches and werepartly decked. The last built, and the largest gunda-lows like the Fanny M., were decked and had only asmall entry hatch to the hold, being deck-loading.These sailing gundalows carried coal and freight fromPortsmouth upriver to Dover and into Great Bay,
Lines and Arrangement of Piscataqua RrvER Gundalow Fanny M. built at Adams Point, New Hampshire,in 1 886. Drawn from builder's model, and under supervision of the builder, by the Historic American Mer-chant Marine Survey. (HAMMS 2-171-A.)
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Sail Plan of Piscataqua Rivergundalow Fanny M., showing rig-ging details. Drawn, under super-vision of the builder of the gunda-low, by the Historic AmericanMerchant Marine Survey.(HAMMS 2-171-B.)
returning to the coast with manufactured goods, farmproduce, and timber. Sometimes gundalows ven-tured along the coast to York, Maine, but usuallyconfined themselves to the river trade.The model is correct as to hull form and to hulland sail proportions but does not show details accu-
rately. Drawings of the Fanny M. made from thismodel and measurements of the full-sized gundaloware in the Historic American Mercliant Marine Survey ma-terial (see bibliography) and show this gundalow ingreat detail.The model represents a shoal, ffat-bottomed, scow-like hull ha\ing ends much like the tip of a teaspoon,a slight sheer, slightly rounded bilges, and a flaringtopside. A single leeboard on the port side only isheld to the side by an iron staple or rod. There is afalse cutwater at the bow. Tlic hull is decked, withmast well forward, and a small hatch just abaft. Thehigh, removable side boards on the cargo deck amid-ships are not shown on the model, which shows aft onthis space a small hatch the full-sized gundalow didnot have. Near the stern is a small trunk cabin witha large iron mainsheet horse astraddle it. At theextreme stern is a steering wheel and tiller, the rudderpost coming up through the stern overhang inboard
the rail. The greatest beam of the hull is abreast themast: the sides from this point to the trunk are nearlystraight in plan, but with decreasing beam. On askeg at the stern a nearly rectangular rudder is hung.The rig is characteristic of the Piscataqua gundalow.The mast is very short; its height being determinedby the lowest bridge clearance which, for many years,was that of the long wooden bridge at the mouth ofGreat Bay now replaced by the modern "GeneralSulli\an Bridge." From the stub mast was slung bya chain halyard a long yard with a triangular sail,loose footed and fitted with both brail lines and reefpoints. To the yard head extended a single vang;the mainsheet was of peculiar lead. A heel tackletopped the yard so that it stood almost vertically. Insome gundalows the heel of the yard was counter-weighted to aid in raising the spar and sail afterpassing under a bridge. It is common to considerthe gundalow sail as a lateen but it had so little sailfonvard of the stub mast that it cannot be properlyso classed. The plan of the Fanny M. shows this morecorrectly than the model.The cargo deck of large guticlalows like the FannyM. were covered with an asphalt surface to protectthe wooden deck. The gundalows of the largest class
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usually worked with a captain and one or two hands;the Fanny M. worked very often with only the ownerand his wife aboard. The crews were often FrenchCanadians who were not sailors but only roustabouts.The model is on a scale of ]i inch to the foot andrepresents a gundalow about 67 feet 6 inches long ondeck, 18 feet beam, and about 4 feet 6 inches depth.The vessel's hull was built of hewn logs edgebolted
and secured to heavy single-futtock frames, the con-struction being marked by massive strength. Thegundalows were very fast sailers and were very handyin narrow waters. They were fitted with two longsweeps with tholes forward of the mast, to permitthem to be rowed in calm weather.Given by the builder, Edward H. Adams, .Adams'Point, New Hampshire.
105
Side-Wheel Steamer Orizaba Built at New York by Jacob & ^VESTERVELT in
1 854, 1 ,355 TONS. (Photo courtesy Union Title Insurance Company, San Diego, California.)
MERCHANT STEAM
107
AMONG THE EARLY CX- ^
^ periments in the con-struction of steamboats theAmerican efforts were ^ ^probably the most im-portant and efl'ective. The _^ ^earUest known Americanexperimenter was the gun- * -Ksmith Wilham Henry, of * *Lancaster, Pennsylvania,who in 1763 proposed a steamboat, though little isknown of the engine or of the method of propulsionhe planned, other than that he proposed using pad-dle wheels. Apparently he accomplished little; atleast his efforts drew little attention.James Rumsey has usually been credited with beingthe first successful experimenter in America, but thisis doubtful. A house-builder and miller at BerkeleySprings, Virginia, he made a working model of a "me-chanical boat" or "stream boat," about 1784, whichhe showed to visitors; this was not a steamboat but,rather, a mechanically driven craft employing settingpoles. In 1787 he was able to construct a steamboat:the boiler and engine were built by the Catoctin IronFurnace in Frederick County, Virginia.Rumsey employed a pump, operated by a steamengine, to propel the boat by means of a primitivehydraulic jet which drew I'll water at the bow andexpelled it at the stern. He had some success and,
after dismantling his boat, he went to England to ob-tain financial backing. Here he designed an im-proved boat and started construction, but died beforethe craft was completed. The boat, when finished,was exhibited on the Thames and apparently wasconsidered successful, but nothing further de\'elopedfrom this experiment.Thus it appears that not until 1787 did Rumsey pro-duce a steamboat. But in 1785 John Fitch had de-\eloped an idea for a steamboat and had built models.as well as a manually operated boat employing paddlewheels. Papers, including the specifications, and amodel of a steamboat were presented to the AmericanPhilosophical Society in August of 1785.Fitch organized in 1786 a steamboat company andin July of that year completed a skiff with a steam en-gine operating a bank of oars on each side of the boat.This boat he placed in operation to demonstrate theinvention, and in the following month jjegan a secoixiboat, 45 feet long, which was demonstrated in August1787, when a run was made in the presence of membersof Congress at Philadelphia. In 1788 a third boat, 60
feet long and 12 feet beam, was built and fitted withstern oars, as illustrated. She made 14 trips to Bur-lington and back, from Philadelphia, covering between2000 and 3000 miles, by the spring of 1790. A fourthboat, about the same size as the third, was started inthe fall of 1790 but this boat was wrecked in a storm,and never repaired.It is not clear that Fitch used the mechanical rowingsystem of propulsion in all his boats, for he experi-mented with endless-chain paddles and paddlewheels, as well as with the mechanical oars usuallyassociated with his boats. In 1793 Fitch went toFrance and left plans there which Robert Fulton latersaw. Fitch returned to the United States and diedin 1798.It will be seen that Fitch had a steamboat con-structed a year before Rumsey, thus making him thefirst American to produce an operating steamboat.Others were interested in steamboats; Samuel Moreyabout 1790 built a steamboat, with a paddle wheel atthe bow, that was tried out on the Connecticut River;a few years later he built another steamboat with astern paddle wheel which made about 5 miles perhour. This he showed to Chancellor Robert Liv-ingston, who was later associated with Fulton. Moreypatented a steam engine in 1795 which was intendedto operate paddle wheels. In 1797 he built a boatwith two paddle wheels on each side. Nicholas J.Roosevelt also experimented with paddle wheels; hebuilt a small boat, or large model, propelled by paddlewheels operated by a spindle on the axle, which wasrevolved by a cord attached to a wood-and-whalebonespring. His experiment took place sometime priorto 1798 and Roosevelt sho\ved this boat to ChancellorLivingston.It should be noted that a number of other Ameri-cans were active in steam engine construction and insteam propulsion problems after 1800. Oliver E\-ansbuilt many experimental engines and finally producedthe "grasshopper" engine in some number after 1820.It was employed in a couple of American steamboatsbut did not become very popular in America, thougha number of early French steamboats were fitted withthis type of engine. Evans was the first American toproduce a standardized steam engine. The walking-beam engine was tried in America, but the first suc-
cessful design was imported from England, and afterabout 1832 this type of engine became very popular inAmerican steamers.The lack of proper tools and of facilities for workinglarge masses of metal appears to have caused the early
108
\: , J-^-u' v>v (^ {?4, (A*- '.-'Mfc.... .-. ?-?-- J- lit-l
fc?._. 6j_....
Patent Granted to John Fitch by Louis X\'I of France, November 29, 1791 (the original is in the Water-
craft Collection USNM 130032). Propulsion is by "duck leg" paddles from the stern. The paddles areoperated by cranks and pitman rods, driven by a chain, sprockets, and cranks from the steam engine. {Smit/i-
sonian photo ^4/gj-a.)
American experimenters great difficulty in producingsuitable engines for steamers. Hence early enginesemployed in steamboats were crude, of lovs' power, andslow turning. Americans gave much atteition toboilers; Fitch apparently had designed a water-tubeboiler in 1785 and others worked on this idea.John Stevens of Hoboken, New Jersey, probablybegan experimenting about 1791; his first attemptwas with the hydraulic jet but he soon turned to ascrew propeller. Stevens was a very brilliant manand invented, among other things, a tubular boiler(patented in P91) and improvements (in 1805). In1803-04 he built a twin-screw steamboat or rather,launch, with which he made tests on the Hudson in
the spring of 1804 and his boat reached a speed ofabout 4 miles per hour. He apparently had troublewith the engine and as a result, turned to side paddlewheels in place of screws and in 1807-09 builtthe steamboat Phoenix. While Stevens was still con-structing his engine, Fulton and his backers obtaineda monopoly on the use of steamboats in New Yorkwaters, and Stevens had no recourse but to send thePhoenix to the Delaware River. This vessel in makingthe passage by the coastal route, became the firstAmerican steamer to venture on the open sea. Inspite of his own pioneering work Stevens gave fullcredit to Fulton for ha\ing produced the first practicalpaddlewheel steamboat.
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Stevens retained his interest in the screw propellerbut his inability, with the tools and skills available,to obtain a fast-turning engine, caused him to give upthe experiment. In 1844, after some repairs andreplacements of parts had been made, his originalengine and boiler, with screws, was placed in a newhull, and a speed of 8 miles per hour was obtained,showing that the principles of Stevens' designs weresound. Stevens plans called for use of a multitubeboiler, high-speed engine, and 4-ljladed propellers,in a twin-screw installation, gear-driven in oppositedirections. His experimental machinery has beenpreserved in the U. S. National Museum.A Practical SteamboatRobert Fulton's success in producing the firstpractical steamboat in America has given him popularcredit for "inventing" the steamboat but in fact.
as has been shown, many experimental steamboatsable to run satisfactorily for a short period had beenbuilt previous to his. Fulton's boat, however, wasable to operate for a prolonged period, though thehull was rebuilt during the first winter (1807-08)
after her launching.Fulton had studied the problem of constructing asteamboat for some years and had gone to Englandand France in an effort to obtain financial backingfor experiments. While in France he had built asmall boat, but this was not successful because theengine was too heavy for the hull. However, hesucceeded in purchasing a Boulton and W'att steamengine, the third the British government allowed tobe exported, and with this he was able to constructhis steamboat at New York, aided by his backerthere. Chancellor Robert Livingston. He and hisassociate were also able to obtain a state monopoly
Patent Drawing Submitted in i 790 by John Fitch and Henry Voigt to the New Jersey State patent office.It represents the Experiment, Fitch's third boat, 60 feet long, 12 feet beam, built in 1788. By 1790 this vesselhad traveled over 2,000 miles in river packet service between Philadelphia and Burlington, New Jersey. Thepatent drawing shows clearly the mechanical arrangement of paddles in Fitch's French patent. The flagshown flying on the vessel was presented to Fitch on September 4, 1 790, by the President of Pennsylvania, thesecretary of the State, and several members of the Pennsylvania Council. It is one of the earliest known con-temporary representations of the flag of the 1 3 States. (Smit/isonian photo 45539.)
^.f-/^ li^J U ?- iJuiSf >fUii- O^-f/U .t^tt. ti^trui^ a. A^/UC^iX- ISli.^ <^*4t. ytt^iS/it.l^>t. ^ anU-a, j^tU^. j-ttcc* ef^A ivat,.Add) ^< CbAd a.t?r rrta-t^ txia^ J*te .o_-^ <(*{-^? -^X.^ / t._A_f*-ii^ o,w3a,^t"--Fulton. A flat-bottom vessel like the Cl'.rmont andRaritan, her register dimensions were 167' x 26'io" x7'g". She was built by Charles Brown. From D. T.Valentine's y\/aWM/, 1852. {Smithsonian photo 447gi-a.)
inches beam. The construction of steamboats spreadvery rapidly; two had been built on the St. Lawrenceby 1813. The first steamer for Mississippi Riverservice was built in 1811. After about 1835 lars;erdiameter side wheels with narrow blades came intouse and experiments were made with blade shapesand feathering buckets or blades.L. M'Kay in his Practical Shipbuilder shows the lines ofa steamer of 1838, a sharp river vessel 173 feet longwhich he descriJDes as "being only" that length, sug-gesting that she was small for the time and service.She was 161 feet between perpendiculars, 20 feetmoulded beam and 12 feet 3 inches moulded depth.The plan shows a long, narrow, low, shoal-draft \'esseldiagonally strapped (apparently with iron) along hersides inboard above the bilge, straight sheer and keel,upright stem with rounded forefoot, vertical post,upper-and-lower transom, and round tuck. Themidsection is formed with slightly rising straightfloor, a low and hard bilge, and a vertical, straighttopside. There is no flare at bow, the sections therebeing slightly V-shaped, with moderate curve fromrabbet to rail. The entrance is very long and sharp,and convex, and the run is also long and very fine,but shorter than the entrance. The designed mid-ship section is abaft midiength, about 64 feet fromthe after perpendicular, and the deadflat extendsfrom here forward for about 12 feet.The paddle-wheel shaft is about 61 feet from theafter perpendicular and the w^heel diameter is nearly24 feet. The deckhouse extends from within some6 feet of the extreme stern to about 109 feet forward,leaving a long forward maindeck uncovered by anystructure; the small pilothouse is at the fore end ofthe deckhouse, on its roof. A large boat on davitswas carried on each side, well aft. The side wheelswere operated with a walking beam and the stacksand boilers were probably forward of this on the
guards, as in the Empire of Troy, to trim the boat.This plan is interesting in that it shows how early agood form had been developed in the Hudson Rivertype of river steamer, a form that changed remarkablylittle for seventy years. By 1838 some river steamerswere capable of a speed of 20 miles per hour.Ocean Steamers
Americans were much slower than the English todevelop ocean-going steamers. The need for swiftriver transportation over long distances and forcoastal services in relatively protected waters was,of course, the reason why American steamers werebuilt almost entirely for such work; sailing vesselsthat were large, well built, and cheap to operate,were already in use in the ocean trade and as oceanpackets. In England there were no long navigable
rivers and little protected water; the nearby Conti-nent was the attractive destination which requiredopen sea operation. Hence the early English steamerswere designed for ocean service.However, in 1818 an attempt was made to producean American ocean-going steamer. In that year acompany, formed under the name of the SavannahSteamship Company, of Savannah, Georgia, pur-chased a coastal packet ship under construction atNew York by Francis Fickett; one of the leadingbuilders of this class of vessel. The ship was fittedwith an inclined, direct-acting, low-pressure 9G-horse-power engine made by Stephen \'ail at the SpeedwellIron Works at Morristown, New Jersey. The boilerswere made by Dod, at Elizabeth, New Jersey.Side paddle wheels without wheelboxes were fitted;and as it was expected that the ship would havetrouljle with the w heels in heavy weather, these weredesigned to be readily dismounted at sea. Each wheelhad eight arms pivoted to the hub flanges; on these
13
flanges were two fixed arms with blades. To keepthe pivoted arms open, a chain was secured to thearms near the blades, from arm to arm. Thus thepaddle wheel could be folded fanwise in two sections,one on each side of the hub and parallel to the loadline. In addition, the folded wheels could be un-coupled and lifted on deck. The stack had a movablehood or elbow which was intended to be rotated toprevent sparks reaching the rigging.This ship was named the Savannah; when completeshe was taken to Savannah, Georgia, and she sailedfrom there May 22, 1819, for Liverpool, England,where she arrived on June 20. She did not steam thewhole distance, sailing most of the way. Understeam, in smooth water, she could make but 5 or 6knots and had insufficient fuel capacity. The vessel
visited Sweden and Russia and then returned toSavannah. The venture was unsuccessful financially,and therefore the engine and boilers were removedand the ship employed as a sailing packet betweenSavannah and New York until her loss by strandingon Fire Island, off Bellport, Long Island, in 1821.She was apparently a typical packet ship and quitefast under sail; her low-powered engine was ratherineffective so far as speed was concerned.The only drawings of the ship that have been foundare of the engine and wheels, and of the ship's profileabove the waterline: these are contained in theMemoire sitr les Bateaux a Vapeur dcs Elats-Unis d'A)nerique,\)Y the French naval constructor Marestier, who in1824 made a report on American steamers. TheMarestier drawings show that an existing riggedmodel of this ship in the Watercraft Collection, of theU. S. National Museum, and also a picture accom-panying it, do not represent correctly the ship or herdetails.The next attempt to build a commercial steamerfor ocean trade in the L'nited States was in 1843,when the Massachusetts, of 751 tons, was fitted as anauxiliary packet ship for service between Boston andEurope. This ship was fitted with an Ericsson screw(abaft the rudder) which pivoted on a strut thatallowed the wheel to be swung sidewise and upwardto above the load line for sailing, the propeller shaftbeing off center and alongside the sternpost. Theship was a regular packet model of good form, 157feet 5 inches between perpendiculars, 32 feet mouldedbeam, and 20 feet depth of hold, built by Hall, atBoston, Massachusetts. Her stack was between themain and mizzen mast on a long quarterdeck thatreached almost to the mainmast. The ship was not
a financial success, for auxiliary steamers were usuallyunable to compete with sailing vessels in ocean trade,not only because of their higher initial cost btit alsobecause the auxiliary cost more to operate. TheMassachusetts was sold to the U. S. Government andbecame a storeship, with her engine removed, underthe name Farralones. Later she became a merchantship under the name Alaska, in the wheat trade.In 1847 two ocean-going steamers, the Washingtonand Hermann, of 230 and 241 feet length on deckrespectively; side-wheel auxiliary steamers; were builtat New York for the New York and Europe packetrun. These were subsidized by mail contracts. Twomore steamers, the Franklin and Humbolt, side-wheelauxiliaries 263 and 292 feet long on deck, respectively,were built in New York in 1850 for the New York toBremen run. They were employed in the Le Havrenm, however. In 1847 the Webb-built steamerUnited States entered the trans-Atlantic service also.With the establishment of these projects, a steam packetline to Liverpool was set up by Edward K. Collins.With mail contracts available and with the intentof producing steamers that could serve as men-of-warwhen necessary, Collins built four side-wheel steamers;the Arctic, Atlantic, Baltic, and Pacific. These ships,of over 2700 tons and larger than competing Englishsteamers then in the North-Atlantic service, were
all about 280 feet or more on the main deck and madethe run to Europe, or the return voyage, on an averageof 1 1 days 3 hours. The ships were built at NewYork, the Arctic and Atlantic by William H. Brownunder the supervision of Henry and George Steers,who probably designed them, and the Baltic andPacific by Brown and Bell.The Arctic was lost, with heavy loss of life, througha collision at sea in 1854 and the Pacific disappearedin 1856 on the way home from Liverpool. Collinsin 1855 replaced the Arctic with the Adriatic, a hugewooden sidewheeler, designed by the Steers brothers,of over 4000 tons, 345 feet long, and 50 feet beam.She once ran from St. Johns, Newfoundland, toGalway, Ireland, in 5 days, 19^^ hours and wouldhave been capable of making the New York to Liver-pool run in a few hours over 8 days. The with-drawal of the mail contracts by the U. S. Governmentin 1857, a year of great economic depression, put theAmerican steamship lines out of business, for theBritish continued to subsidize their steamer lines.Commodore W. K. V'anderbilt for a short timebeginning in 1856 operated a single steamer, theVanderbilt, in the European run and afterwards added
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nvo more ships to the run, but this Hne was notprofitable and the ships were withdrawn. After theCivil War, in 1866, a Boston to Liverpool line wasestablished with the Erie and Ontario, two large screwsteamers built at Newburyport, Massachusetts; how-ever, the English operators soon lowered their freightrates and after a few voyages this line also withdrew.In 1873 the Pennsylvania Railroad Company beganoperation from Philadelphia to Liverpool with fouriron steamers built by Cramp, at Philadelphia, andin 1874-75 a number of iron steamers were builtat Chester, Pennsylvania, for the trans-Pacific tradeand two were built for a short-lived South Americantrade run. Other individual ships were built forocean trade. Steel slowly replaced iron in UnitedStates shipbuilding beginning about 1878.
York. The next steamer was built on the Canadianside, and the third steamer on the American side,the Walk-in-the-Waler at Black Rock, New York, in1818. These were followed by other steamers andin the next 10 years about 20 steamers were afloaton the Lakes. When the Welland Canal was opened,soon after 1829, the width and length of its locksfixed limits to the dimensions of steamers and sailingvessels alike for many years, particularly after 1831.The construction of large steamers began about 1 845,when fast side-wheelers were built for the passengertrade. After 1857 propellers rather than side paddlewheels were used, the first being on the Vandalia,built in 1841 at Oswego, New Y'ork.The growing trade in iron ore, grain, lumber, andcoal produced a special type of lake steamer whose
Plan of a Small Hudson River Steamer of About 1838, Showing Diagonal Strapping and Sharp-EndedForm. After plate 7, in L. M'Kay, Practical shipbuilder, New York, 1838.The American steamers of the 1840's and 1850'swere of a distinctive national character, but thosebuilt of iron and steel, after the Civil War, of necessityresembled English steamers, for Britain had takenthe lead in producing such ships. American pro-duction of seagoing steamers was very limited untilthe first World War when a large number of freighterswere built and a few passenger vessels as well. Fromthen to the second World War the mnnber of Ameri-can-built ocean steamers steadily increased in all
classes.
Inland and Coastal Steamers
Coastal and inland steamers developed rapidly inthe L^nited States after Fulton had shown that serv-iceable steamboats were possible. On the Great Lakessteamboat construction began in 1816 with theOntario, of 232 tons, built at Sackett's Harl)or, New
dimensions were controlled by the changes made inthe Welland Canal and by other restrictions. This
vessel had its machinery well aft; it was a flat-floored,wall-sided, rather straight-sheered vessel with short,full ends; the hull was long and narrow and was heav-ily trussed to give longitudinal strength. The designwas largely established by the steam barge, whichhad a long and narrow, full-ended hull of moderatesheer with short counter, usually round or elliptical,a vertical straight stem, and was schooner rigged withtwo to four masts, but without a bowsprit. The en-gine and boiler was right aft, where there was a 2-decksuperstructure. Many of the barges carried top-masts and some of the 4-masters had no sail on theafter mast, it being employed as a derrick mast only.About 1880 wooden shipbuilding became very ex-pensi\e on the Lakes and there was a gradual shift toiron and then to steel construction. Late in thatdecade the use of sail on lake steamers went out of
115
First Steamship To Cross the Atlantic, the Savannah, as drawn by the French naval constructor Marestier in1820 and published in 1824 in his report on American steamers. {Smithsonian photo 4^434-a.)
fashion and within a few years the forerunner of themodern ore and Isiilk cargo carrier of the Lakes ap-peared, with pilothouse right forward and the engine,boiler, fuel, and a deckhouse for crew's quarters atthe extreme stern.The steamboats of the Ohio and Mississippi andtheir tributaries have had a remarkaljle development.Fulton and Livingston had built the Orleans at Pitts-Ijurgh in 1811 in hopes of obtaining a monopoly insteam navigation on the Ohio as they had on NewYork waters. The Orleans was fitted with side paddlewheels and was of aljout 200 tons, measured for regis-ter. She was fitted with masts and sails. The hullwas probably like that of the Ranlan in form; thecabins were in the hold and there were port holes inthe sides. According to a contemporary description,the vessel had one stack and no superstructure.A stern-wheeler, the Comet was built at Pittsburghin 1813. Fulton built the Vesuvius there in that year,
and steamboat construction soon spread along theMonongahela and the Ohio, the boats gradually in-creasing in power as they began to take the now wellknown form of the Mississippi River steamboat. Rac-ing of these steamers began in about 1830, the size of
vessels rapidly increased as it had on the Hudson, andafter about 1839 cabins on top of the deckhouse cameinto fashion and high-pressure boilers were usually in-
stalled. On the lower Ohio and on the Mississippithe side-wheeler was popular; on the upper Ohio andon the tributaries the stern-wheeler was preferred.By 1852 steamers on the lower rivers had becomevery large. The Eclipse, built that year, was 363 feetlong, 36 feet beam and 9 feet deep; she was capableof making 16 miles per hour against the cvirrent, sothat her speed in still water must have been about19-20 miles per hoiu\ In model such side-wheelerswere shallow hulls having a straight keel, a curvedand slightly raking stem, short \erlical post with
116
round counter, the entrance sharp and long, and therun long and easy. The midsection was formed withlittle or no rise to the floor, a firm round bilge, andsome flare in the straight topside. The side wheelswere abaft midlength and were 40 to 42 feet in di-ameter, covered iiy wheelhouses, or wheelboxes, thelatter name being the shipbuilders' term. \'esselssuch as the Eclipse had a cabin atop the main deck-house with a pilothouse on the cabin roof abaft thestacks, which were two abreast. These river packetswere well finished and fitted; they attracted much at-tention at home and abroad. Stern-wheelers of some-what lesser size and magnificence were built on theOhio and Missouri and innumerable small side-wheeland stern-wheel freighters were built.During the Ci\il War some river steamers were con-verted to ironclad gunboats by both the Federal andConfederate navies. The construction of iron vesselsbegan on the upper Mississippi and Ohio during thewar, though iron vessels had been built at Pittsburgh
as early as 1840. After the war, large river steamers,including the famed Robert E. Lee and the Natchez,were built, and the river trade boomed.Stern-wheel towboats had been built on the Ohio inthe 1840's, and after the Civil War these grew in sizeand power, as the river barge traffic increased. By1880 highly developed stern-wheel towboats or "push-
ijoats" were being built of wood or iron and steel; thebow was long and sharp and the run short and straight,or formed with a tunnel with skegs at the sides. Earlyin the 20th century the tunnel-stern screw-propelledboats were developed, and these have taken the placeof stern-wheelers, particularly after the introductionof the diesel engine.In the last 45 years great efforts have been made tode\elop better river craft and to improve the riversfor inland navigation, with the result that towboatsare now of even greater power than the old steamersand can draw more water, which allows the use ofscrew propellers, many modern boats having as manyas four. Few major changes, other than the tunnelstern, have been introduced to alter the basic hulldesign of river craft, already well developed at thetime of the Civil War.The number of steamers in the coasting trade inthe East gradually increased after the Civil War. Ves-
sels were built for coastwise passenger service, andthose intended for such voyages as from New York toCharleston, Savannah, or Jacksonville, resembled theoceangoing steamers of their time and were usuallyscrew propelled. The side-wheelers remained popu-lar in some coastal trades for a few years after theCivil War, but the screw gradually replaced them.Manv notable steamers were built for the Lonsf Island
Side-Paddle-Whf.el Steamer Fulton, from a French print in the Watercraft Collection (USNM 1 60010).Built bv Smith and Dimon in 1 856 for the New York-Le fiavre service, her register dimensions were 290' x 42'4"X 3i'6", 2,300 tons. She was broken up in 1861. {Smithsonian photo 4^628-e.)
472S4C?60 117
'C f tv
.SlIlI'VAKD Hi 1111. .\l\\ i,.\L.LA.ND iSHU'UL ILUl.M . (, :iJ,\ll'A.\ \ , IjUlll, MjUir, 111 1 Ol-)U. LiilIci CUIlSlrUCtiuil IS lllCSteamer Portland, lost with all hands November 26-27, '898 in a storm that became known as the "PortlandGale." A 3-masted coaster is building in background. (Smithsonian photo 44^^2-6.)
Sound service, New York to Fall River for example.After 1880 few wooden steamers were btiilt, and thethen still popular iron vessels soon gave way to steel.Vessels employed as freighters were the last coastingsteamers to be built of wood.The Pacific Coast shipbuilding industry was latein developing and it was not until after the CivilWar that many yards were established. The ship-builders and carpenters were mainly from the East,and in the 1880's the yards were producing fromnative timber vessels having local characteristics.The sailing craft of the Pacific Coast were often veryhandsome and some were notable sailers. Likewise,the Pacific Coast shipbuilders produced for bothcoastal and ocean trade, a number of very finewooden steamers whose form was much admired athome and in Europe. Steel shipbuilding did notbecome well established on the Pacific Coast untilthe 1890's.On the Gulf of Mexico shipbuilding was largelycentered at New Orleans and the nearby region.In the years after the War of 1812, New Orleansshipyards had produced small, fast sailing vesselsof the Baltimore-clipper type and a few freighting
vessels of fuller model. After 1825 a few smallsteamers were also produced, but after the CivilWar shipbuilding almost ceased and only small craftwere built?luggers, sloops, schooners, scows, barges,and tugs.In the 1890's some of the coastal trades began tofeel the competition of the railroads, as did some ofthe river steamship lines, and between 1888 and 1910the railroads obtained control of many lines, as wellas many ferries, liquidating those that competed withtheir rail traflic. Some roads laid their rails up bothbanks of a river to cut ofT the steamers from theirshore connections, and thus force them to ceaseoperations. A common practice was to purchase acontrolling interest in a coastal or river steamshipline and then, by raising the water freight rates, putthe line out of business. Another practice was forthe railways to reduce their freight rates to a ruinouslevel, so that the steamship lines had to cease opera-tions, for they were commonly small companiesdependent upon a limited area of coast for theirincome whereas the railways, drawing support fromoperations elsewhere, could take a loss in a limitedarea for a long period.
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After 1918 the improvement of highways and theuse of automobile trucks and, later, of prime-moversand trailers, not only gave serious competition tothe railroads but also to the remaining small-vesselcoasting trades. By 1935 the trucking operators hadeliminated the small-vessel coasters in nearly allareas, and the American coasting trades were prac-tically extinct. All that now remains of these onceprosperous operations are some small coastal tankerruns and a moderate amount of barge transportationon the intercoastal waterways. Highway competitionwith door-to-door delivery on the one hand andcontrolled freight rates on the other have preventedany rebirth of the coasting trades, even at times whengovernmental stimulus is being given the oceanfreight trades.
Special Types
Several of the many special types of steamers devel-oped in various parts of the United States requireparticular mention. Tugboats in great numbers werebuilt in the United States after steamboat constructionstarted. The earliest steamers built for towing weresmall side-wheelers built in the 1830's and employedto do harbor towing and to supply ships with freshwater; two of these were in service at New York in1839. In the 1840's a large number of side-wheelsteamers were built as towboats and the hull form andfittings of such boats became somewhat standardized.The early side-wheel tug usually had a low-sided hullwith sharp ends; the wheels were abaft midlength andthe boat was fitted with a deckhouse extending fromabout a quarter the length of the hull abaft the stemto a little more than that short of the stern. Thepilothouse might be either part of this superstructurebut somewhat raised or a small house atop the deck-house. The boats usually had one stack and thehulls had heavy guards. Some old river steamerswere cut down in their old age and converted to tow-boats, with reduced superstructures. Screw tugs werebuilt in the late 1840's but powerful paddle-wheeltugs remained quite numerous until after the CivilWar.The first vessel to have Ericsson screw propellersin America was the small iron steamer Robert F.Stockton, built at Lairds, Birkenhead, Liverpool, Eng-land, in 1838 for the private account of CaptainRobert F. Stockton, LI. S.N. This vessel had twinscrews. After running her trials she was fitted as atopsail schooner and was brought to the United States
where, in 1840, she was sold to the Delaware andRaritan Canal Company and, shorn of her sailing
rig, was employed as a tug on the canal and on theDelaware and Schuylkill Rivers. She was capableof 11 to 12 miles per hour running free and could towfour scow coal-barges at SY-, miles per hour. Thesuccess of this boat as a tug undoubtedly influencedmany to build screw tugs, and soon after the end ofthe Civil War the standard American harbor tughad been developed. This had a rather narrowdeep-draft hull, having drag to the keel, a more orless upright stem with rounded forefoot, a nearlyvertical post, round or elliptical counter, strong sheer,sharp ends, a rising straight floor at the midsection,with a firm round bilge and a slight tumble-homein the topside. A long deckhouse was placed on themain deck; the pilothouse might be part of this or bemounted on the deckhouse roof. Usually the boatshad a single stack and two pole masts, but a few largetugs used in coastal towing had two stacks and somehad a schooner rig without a bowsprit. Americanbuilders of tugs had developed great skill in thedesign of these craft and by 1875 there were manyfine wooden tugs at Boston, New York, and elsewhereon the coast.\''arious attempts to build high-speed passengersteamers in the United States were made in the 1850's.George Steers and John W. Griffiths each prepareddesigns for "7-day steamers" intended to cross theAtlantic either way in less than a full week. A
vessel was started from Griffith's design but was notcompleted as planned and so was not suitable forsuch a run. In appearance the two designs weresomewhat similar to the cross-channel express steamersthe British had begun building, but the American shipswere to have been larger, more powerful and fasterthan any channel steamer then afloat. However,the high speed reached in river steamers led to theconstruction of some fast coastal passenger ships asearly as the 1830's. In the 1880's and 1890's somevery large and fast Long Island Sound steamerswere built as well as some express boats for theChesapeake.On the Lakes, in the 1890's the curious "whale-back" freighters were built; their hulls were rathercigarshaped \vith a pilothouse and deckhouse for-ward and another deckhouse aft, over the engineand boilers. These boats were intended to cheatthe tonnage laws and had a short vogue; they allwere built of steel, and all but one of these ships werebulk carriers.
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After the first World War liquor smuggling becamevery active on the coasts of the United States andmany fast motorboats were built for this illegal busi-
ness. These boats were often 50 to 125 feet long;long, low straight-sheered boats capable of high speedand fitted with high-speed gasoline engines of greatpower. Some large boats were double-enders andof moderate speed; these brought cargoes to offshorerendezvous where they were met by fast "runners"which attempted to land the cargoes clandestinely.Liquor smuggling became highly organized duringthe 1920's and in this respect resembled the organizedsmuggling in Britain at the end of the 18th century.
Engineering and Design
In the period directly after the Civil War the mari-time interests of the United States had reached a lowebb, yet a great deal of ingenuity was being shown inmarine engineering and shipbuilding. In the 1870'sAmericans were experimenting with cycloidal pro-pulsion and geared propeller shafting; quick-steamingand "flash" boilers and high-speed reciprocatingengines were produced. Many patents were grantedto American inventors for improvements in marineengineering and for deck equipment.The introduction of gasoline engines into marinepropulsion occurred in the last quarter of the 19thcentury. There is evidence that the earliest applica-tion of the gasoline engine in the marine field was atSan Francisco, California, where Daniel Regan andMora Barrett began to build and sell marine gasoline
engines sometime in the 1 880's. These were smallengines. In the 1890"s a large number of experi-menters were at work developing gasoline and keroseneengines and by 1906 a large number of practicalengines were on the market.During the first two decades of the 20th centurygasoline and kerosene engines gradually replacedsteam in small commercial craft. These motorswere particularly suited for auxiliary power inschooners, fishing and coasting. As increased powerbecame available, these engines were employed inother small craft.The use of oil engines in American commercial
craft developed most lapidly after the introductionof the diesel engine. At the present time practically
all small commercial craft, ferries, tugs, small coastaltankers, excursion boats, and small freighters, aswell as most fishing craft above launch size, are nowdiesel powered. However, large diesel-powered shipsare less popular in the American merchant marinethan abroad and relatively few such vessels havebeen built in this country.The development of the geared-turbine propellerdrive and the introduction of oil-burning boilersearly in the 20th century were perhaps the most im-portant improvements before the first World War.The American merchant marine was not in a stateto play much part in the development of these untilduring the first World War, when the Americanmerchant marine was quickly expanded. Since thattime the use of reciprocating engines has almostceased in large American vessels, though in the
ifti
Rigged Model (U.SNM 203712)made in the National Museumabout 1900, to represent the popu-lar concept of the appearance olthe first steamboat Fitch tried outon the Delaware River, in July1786. [Smithsonian photo 2Syj6-k.)
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second World War the need of quick expansion of themerchant fleet caused these to be employed in the
"Liberty Ships." The modern American merchantmarine employs the turbine-electric drive as well asgeared turbines, and marine engineering has reacheda high level of effectiveness in the United States.Though the speed of ships has increased, much ofthis increase has been due to improved powering andengineering rather than to better hull design. Thedifficulties in designing an efficient hull were recog-nized very early in the development of modern navalarchitecture. In Europe, in the 17th and 18th cen-turies, the idea was put forward of using models ofships to predetermine the performance of full-sized
vessels and a number of experiments were made; in1721 the first known proposal for the use of towedmodels was made by Swedenborg but without effect.About the middle of the 18th century Chapman, aneminent Swedish naval architect, carried out somemodel experiments. Others were Bird in 1756,Benjamin Franklin in 1764, and d'Alembert, Con-dorcet, and Bossut, who built a test tank in 177,S atthe Paris Ecole Militaire; this was operated at least
until 1779 and perhaps longer. In 1790 a "Societyfor the Improvement of Naval Architecture" wasformed in England and between 1793 and 1798Beaufoy carried out experiments for the Society inthe Greenland Dock at London which were reportedprivately in 1799. Charles Gore continued theseexperiments and reported upon the effect of lengthin proportion to beam; he designed a large, 3-mastlugger to illustrate the application of the results ofhis tests.About 1830 Alexander Hall and Company, at Aber-
deen, Scotland, established a private model-testingtank and as a result of experiments this firm builtsome very fast sailing vessels. At about the same timeRobert L. Stevens was carrying out extensive modeltesting at New York with both sailing and towedmodels; using the latter method he also experimentedwith steamboat hull forms. Other experimenters usedmodel testing in various ways; among them WilliamFroude, who began testing models privately in 1862-63. In 1870, obtaining aid from the British Admi-
ralty, he established a model testing tank at Torquay.Froude's work and general methods may be saidto have established the basis for modern model-testingtechniques. In 1886 a larger tank was built in Eng-land; by that time one was in use in Holland andanother in Scotland.The first model tank in the United States was estab-lished at the Washington Navy Yard in 1 900 and wasoperated under the supervision of Rear Admiral DavidW. Taylor. Since that time many model-testing tankshave been established in this country, at the Universityof Michigan, Northwestern University, \Vebb Insti-tute of Naval Architecture, Massachusetts Institute ofTechnology, Stevens Institute of Technology, NewportNews Shipbuilding Company, and the very large test-ing facility operated by the United States Navy atCarderock, Maryland?the David Taylor ModelBasin.The use of these test facilities has raised the stand-ards of boat and ship design in the LTnited States.Although there is still much to be done, not only intests but in improvement of testing technique, Amer-ican designers now ha\e facilities for scientific studyequal or superior to any country in the world.
Catalog of the Collection?Merchant SteamJOHN FITCH'S STEAMBOAT, 1786Rigged Model, usnm 203712This model was made in the Museiun to representthe first steamboat Fitch tried out in July 1786 on theDelaware River. The boat is supposed to have beenabout 34 feet long and was propelled by two banks
of oars, one on each side, operated by a ratchet-chain-and-drum drive. In August 1786 a second boat, 45feet long and 8 feet beam, was begun and in 1788 athird boat, 60 feet long and 12 feet beam, was
launched. A fourth boat was started in 1790 Ijut waswrecked before its trials and never repaired. Thethird boat ran as a packet between Philadelphia andTrenton. She is described as having stern oars, asindicated in the drawing for the French patent grantedFitch (see p. 109). This is apparently the steamboatreferred to by a Philadelphia newspaper. She wasnamed Experiment.In its issue of Monday, July 26, 1790, the FederalGazette and Philadelphia Daily Advertiser had thefollowing notice: "Tfe Steamboat sets out tomorrow at
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10 o'clock from Arch Street Ferry, in order to takepassengers from Burlington, Bristol, Bordentown andTrenton, and return the next day." It is probablethat the maintenance of Fitch's boats caused muchtrouble and expense, for the steamboat packet serviceappears to have lasted only three or four months andthen was not resumed.The model represents a double-ended open boathaving a straight keel, raking cvirved stem, rakingstraight post with rudder hung on it, moderate sheer,sharp entrance and run, midsection with some rise inthe floor, firm round bilge, and an upright topside.There is no authority to be found for the hull formof this model; the engine in it does not agree withcontemporary descriptions.The model scales 34 feet overall length, 8 feet beam,
and 3 feet 6 inches depth; the oars six to a side, areeach 12 feet long. Scale of model 2 inches to the foot.The boat was driven by the oars, which were strokedby a crank and rod arrangement, the crank beingdriven by a gear and endless chain operated by theengine. The many moving parts in this mode ofpropulsion, as well as the crude workmanship com-mon to machinery of the period, must have mademaintenance difficult, so that in a short time theboats became unreliable.The model was made in the Museum.JAMES RUMSEY'S STEAMBOAT, 1787Rigged Model, usnm 203711This model is a reconstruction of the steamboatthat James Rumsey of Berkeley Springs, Virginia,
Rigged Model (USNM 20371 1) of reconstruction ofJames Ramsey's steamboat. His vessel was built in1787 and tested in 1788 on the upper Potomac Rivernear Berkeley Springs. {Smithsonian photo -14440.)
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invented in 1787 and experimented with the follow-ing year on the Potomac River. The boat was drivenby a steam pump on the hydraulic-jet principle andits trials appear to ha\-e been considered successful.Rumsey is usually credited with inv^enting this boatin 1784 but recent research indicates that his firstboat was probably mechanically propelled andintended to demonstrate only a mode of propulsionemploying setting poles. After Rumsey completedthe tests of his steamboat he went to England andobtained backing that permitted him to start con-struction of another boat there. However, he diedbefore it was completed. The boat was tried out onthe Thames by his backers but the demonstration
did not impress onlookers enough to create anygreat interest, and nothing developed from thisfinal experiment.Supposed to represent the second boat, built forthe Potomac River trials, the model is no more thana rowboat somewhat like a contemporary ship'sloiigboat. having a full entrance, a short and heavyrun, and a square stern with the rudder hung out-board. The engine and other details arc not inagreement with contemporary descriptions. Theauthority for the form of the model is unknown.Scale of model is 2 inches to the foot.The model was made in the Museum.
Rigged Model (USNM 160306)is a reconstruction of the twin-screw steamboat, or launch, triedout by Stevens in 1804 in NewYork Harbor. The original boatused the engine and boiler
( 1 8 1 1 yg) in the Watercraft Collec-tion. {Snnlhwnian photo r^nro.)
STEX'ENS' MULTITUBULAR BOILER, and STEAMENGINE, 1804Full-Sized Machinery, usnm 181179The machinery consists of the original boiler and en-gine employed in a twin-screw steamboat designedby Colonel John Stevens and built at Hoboken,New Jersey, in 1803-04. The boat was tested inin New York Harbor in May 1 804, when a speedof 4 miles per hour was obtained.The boiler is of the multitubular design patentedby Stevens in 1791 and 1803, having 28 copper tubeseach Iji inches in diameter and 18 inches long. Theboiler has a small rectangular chest, 14 tubes projectfrom each of two sides of it. The grate is at one endof the projecting tubes; the heat passes around these,under the chest, and then around the tubes at theopposite end and to the smokestack. The Stevensboiler was designed for higher pressure than theWatts boilers used in England, and his boilers werethe forerunners of the American high-pressure boilersused later on American locomotives and steamboats.The engine is a single-cylinder, high-pressure type,having a cylinder 4li inches in diameter and a strokeof 9 inches, noncondensing and fast turning. Theengine and propeller shafts are in one unit.The difficulties that discouraged Stevens from fol-lowing up the tests of 1804 with a larger boat canbe understood bv inspection of the engine andboiler. Both are crudely built. There were at thattime neither tools nor skilled workmen in the L^nitcdStates that would enable him to produce machineryand boilers well enough made to withstand high-pressure steam and to produce the speed of enginerevolution desirable in Stevens' plan of using twin-screw propulsion.In 1844 the boiler and engine were repaired, onlydefects in workmanship being corrected and thesewere identified by being painted yellow. Many ofthese defects were in soldered pipe joints. Some
worn parts were duplicated and replaced. A testwas then made, on the Hudson in October 1844,of the machinery installed in a new hull, and a speedof 8 miles per hour was obtained.The exhibit was preserved in the Stevens InstituteI'rom 1844 until it was exhiliited in the World'sOolumbian Exposition in 1892, after which it wastransferred to the Smithsonian Institution and placedin the Watercraft Collection.STEVENS' SCREW PROPELLER, 1804-05Full-Sized Copy, usnm 180397This full-sized copy of an experimental screw pro-peller designed by John Stevens complies with adescription written by Stevens to Dr. Robert Hare ofPhiladelphia, Pennsylvania, dated November 16,1805. The wheel has blades separately attached tothe hub by a bar or shank fitting into a hole in thehub. The pitch could be adjusted by turning theblade on its shank and the wheel could be tried withtwo or four blades.Stevens had made numerous trials of the screwpropeller, using manually operated cranks to turnthe propellers, before attempting his steam enginetrials of 1804. Stevens' letter to Dr. Hare shows heknew the value of pitch in propeller design as wellas the desirability of curved faces on the blades asopposed to flat surfaces. Stevens tests apparentlyincluded a long screw but before his twin-screwtests of 1804, he had concluded that this modern-
style short screw was the better.Purchased.STEVENS' TWIN-SCREW STEAMBOAT, 1804Rigged Model, usnm 160306This is a model representing a twin-screw steamboatdesigned by Colonel John Stevens and built atHoboken, New Jersey, in 1803-04. The steamboatwas tried in the spring of 1804 in New York Harbor
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and made a speed of 4 miles per hour. The great diffi-cuhies Stevens met in the construction of the high-pressure, fast-turning engine, required for his screw-propulsion, discouraged his work in this direction,and he turned to paddle-wheel propulsion in his firstlarge steamboat, the Phoenix.The model may not represent the form and appear-ance of the orginal boat accurately but the model'sboiler and engine, etc., are based on the originalmachinery now preserved in the Watercraft Collec-tion (U.SNM 181179).The model is of an open boat having a straight keeland skeg, curved stem, rather upright flat transom,nearly straight sheer, rather full entrance and run,twin screws set abaft the post, and with the ironrudder set off from the transom on outriggers toclear the wheels. Engine and boiler are located alittle abaft amidships. The boat is rather fiat floored,with a firm round bilge and upright side. Xo draw-
ings or pictures of the original boat exist and all thatis known about the hull is that it was of a then commonrowing Whitehall type, which this model does notrepresent, being probably of a longer boat.Under the direction of Colonel Stevens' sons, theboiler and engine were overhauled in 1844 by IsaacDripps, who was Superintendent of Machinery on theCamden and Amboy Railroad and afterwards heldthe same position on the Pennsylvania Railroad. Hewas under strict orders not to change or improveupon the original but merely to correct damagedparts. A new hull was built, and in October 1844boat and machinery were tested on the HudsonRiver; a speed of 8 miles per hour was obtained.The model represents a boat 24 feet 8 inches over-
all, 6 feet 1 inch beam, 4 feet 11 inches width oftransom, 2 feet A]i inches depth. Scale of model is2 inches to the foot.Model made in the Museum.
Engi.ne .WD Boii.ER i_LS.\M 181179J Desig.ned bv John .Siene.ns and used in ins liiM sicduibuai, u-sied inNew York Harbor, 1804. The propeller (USNM 180597) is a full-sized replica of the one used in tests in1804-05. {.Smilhsonian photo 6if;i.)
472S4C?60- -10 125
Rigged Model USNM 309409Reconstruction of the North River.commonly called the Clermont.built for the Hudson-Fulton Celebration of 1909. For a view aft,see p. 112. (Smithsonianphoto 44957)ROBERT FULTON'S STEAMBOAT, 1807-08Rigged Model, usnm 309401North Kiver^ ex ClermontThis model, an attempt at reconstruction of RobertFulton's steamboat Clermont after her rebuildingduring the winter of 1807-08, represents the full-sized reconstruction made for the Hudson-FultonCelebration in 1907. The rebuilding correctedfatilts in both machinery and in hull revealed by theexperimental runs started in August 1807 and altera-tions were made.The model shows a "praam" type vessel, flatbottomed athwartships and fore-and-aft, havingchines instead of a round bilge. The sides are slightlyflaring and in section these are apparently all on thesame moderate curve. There is a shallow externalkeel. The stem is nearly ttpright and slightly cur\ed,the post straight and raking. At the stern is a falsecounter, made by a "bustle," a structure somewhatlike the "patent stern" of the later Chesapeake Baybugeyes, that makes the sharp stern into a squarestern at deck, the stern structure ending in a wide,shallow, rectangular transom with the whole of thefalse counter being well above the load line. Thesheer is almost straight and the entrance convex andsharp, the run the same but finer. An open rail alongthe sheer is formed by a turned-stanchion-and-cap-
rail. The vessel is decked; forward is a low cabintrunk and the foremast, the latter with topmast, yard.
gaff, and boom. About amidships is the engine space,with engine, boilers, and drive machinery. The gear-driven fixed-blade paddle wheels are just forward ofmidlength and the high stack just abaft midlength.The paddle wheels have no guards or wheelboxes;after her rebuilding guards and wheelboxes werefitted. Aft is a long, low cabin trunk and the main-mast, which has only a boom and gaff. A tiller isright aft. The vessel appears long, low, and narrow.This model is in error in not having guards andwheelboxes, in having outboard flywheels, and inthe omission of leeboards. The eagle figurehead hasalso been omitted.The register dimensions of the North River, as theClermont was renamed after the rebuilding of 1807-08, were 149 feet between perpendiculars, 17 feet11 inches extreme beam, and 7 feet depth in hold.Scale of model is ]i inch to the foot.From the Hudson River Day Line.STEAMBOAT, 1807-09Rigged Model, usnm 160303 PhoenixThis model is a reconstruction of the steamboatPhoenix that was built under the personal supervisionof Col. John Stevens in 1807-09. Originally thevessel had a crosshead engine \\ith twin condensingcylinders, 16 inches in diameter and 36 inches stroke.The boiler was set in l)rick\\ ork and was a cylindrical
shell with one return flue. After makinsf the run from
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Contemporary View of Fulton's Steamboat (see also p. in). The .North River after her reconstruction in1807-08, with leeboards and figurehead omitted. From a watercolor said to have been made by Simeon DeWitt under the supervision of the North River's engineer. {Smithsonian photo 37g77.)
Sandy Hook to Philadelphia in the summer of 1808the double cylinders were replaced by a single cylinder24 inches in diameter and a fly\\ heel was added to theengine. The Phoenix was under construction soonafter Fulton returned from Europe with the enginemade for him by Watt in 1806; the third steam enginethat Britain allowed to be exported; which Fultonused in the Clermont. As a result of having the Englishengine Fulton was able to complete and test his boata short time before Stevens could fit out the Phoenixand therefore obtained a monopoly of steam naviga-tion in New York waters. Ste\"ens sent the Phoenixto Philadelphia by sea, making her the first steamboatto navigate in American coastal waters, and \-erygenerously gave credit to Fulton as the first to applypaddle wheels to a steamboat and the first to producea useful vessel, in spite of his own lengthy pioneeringwork with steam propulsion. Stevens had primaryinterest in the screw propeller, but his inability tobuild a good engine with the tools and -ivorkmen avail-able in the United States had caused him to turn topaddle wheels in the Phoenix.The Phoenix, which had been employed as a packetbetween Philadelphia and Trenton since her arrivalon the Delaware River in 1808, was wrecked in 1814near Trenton, New Jersey.The model shows a steamboat having side paddlewheels in wheel bo-xes protected fore and aft by short
overhanging guards, the wheels slightly forward ofmidlength, a straight keel, stem curved and raking,with small gammon knee head, an upright post, anda round tuck, and an upper-and-lower transom square
stern. The entrance is moderately sharp and the runrather short but straight. The midsection is formedwith a slight rise in the straight floor, a hard turn ofbilge, and a rather upright topside. The sheer is mod-erate and the hull is flush-decked, with a small pilothouse forward, a single stack of very small diameter,and the companionway to cabins well aft. Squareports are shown in the sides of the hull.Rigged with two masts, with a square course on theforemast and a boomed gaff-sail on the mainmast.The Phoenix was about 101 feet long on deck, 16feet beam, and 6 feet 9 inches depth. Scale of modelis J2 inch to the foot.Made in the Museum from a supposedly contempo-rary picture of the vessel; the data on which the modelwas built was inadequate. The hull is very poorlyformed, and in this respect, at least, the model is un-doubtedly incorrect.SIDE-WHEEL STEAMER, 1816Rigged Model usnm 316742Chancellor LivingstonThe Chancellor Livingston was built by HenryEckford at New York for Robert Fulton and asso-
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ciates, the North River Steamboat Company, andwas launched in 1816. She was the last vessel forwhich Fulton planned; he died early in 1815. Thehull was designed by Eckford in consultation withIsaac Webb and was built by the latter under asubcontract. The engine was of the Fulton type,designed by Fulton's foreman Charles Stoudingerand built by James P. Allaire, with whom Stoud-inger had entered a partnership. Her joinery wasdone by David Cook, ofNew York. Costing $1 20,000,she was considered the fastest and finest steamer thathad yet been built at the time of her launch.She was intended for service on the Hudson Riverand, as originally fitted, had a single stack. Herengine was rated at 75 horsepower, having a cylinder40 inches in diameter and a stroke of 60 inches.The boiler was copper, 28 feet long and 12 feetfront, and weighed about 44,000 pounds. Therewere two 14-foot diameter flywheels, and the pad-dlewheels were 18 feet in diameter and 5 feet 10inches wide. Her speed was about 8)^ miles perhour and under normal conditions she carried 25to 30 pounds of steam in her boiler. Her fuel con-sumption was about 1 ^2 cords of hardwood perhour.In the fall of 1827 she was rebuilt and providedwith new engine and boilers. Her new engine,rated at 120 horsepower and also built by Allairehad a cylinder 56 inches in diameter and a stroke of72 inches. She was also fitted with three smallboilers and three stacks placed athwartshlps, andin addition was provided with a jib boom, threemasts with topmasts, and a 3-mast schooner rig witha square course on the foremast. In 1828 she wasplaced on the New York-Providence run, where shemade three round trips weekly during the nextfive years. Sold in 1832, she underwent extensivealterations, after which she was placed on the Provi-dence-Boston run. In 1834 she was again sold,and in the fall of that year ran onto a rock in BostonHarbor and was abandoned to the insurance under-writers. Her engine, salvaged in 1835, was fittedto a new- vessel, the Portland, owned by the C'uraber-land Steam Navigation Company and operated onthe Boston-Portland run.The Chancellor Livingston was about 165 feet longon deck, 157 feet long on the waterline, 154 feet onthe keel, 33 feet 6 inches moulded beam, 10 feet3 inches depth, 7 feet 3 inches service draft, and 494tons register. She was built of oak, cedar, andlocust, copper fastened and copper sheathed. Her
principal cabin was 54 feet long, the ladies cabinwas 36 feet long, and the forward cabin 30 feetlong, with 38 berths in the principal cabin, 24 inthe ladies cabin, and 56 in the forward caljin. Scaleof the model is ji inch to the foot.The model shows the vessel as originally built andusing wood for fuel. (She burned coal as early asSeptember 8, 1816.) The hull is formed with ratherstraight sheer, straight keel with slight drag, shortand moderately full entrance, short but fine run,and raking stem rabbet with head and man's bustfigurehead, trails, and headrail. The stern is square,with round tuck and quarter galleries. The mid-section has a slightly rising straight floor, firm roundbilge, and vertical topsides. The sponsons, formedby carrying the deck beams outboard, extendednearly the full length of the hull.Built for the museum by F. Van Loon Ryder hornplans in Marestier's Me/noire sur les Bateaux a Vapeurdes Etats-Unis d'Amcrique, Paris, 1824.IRON, SCREW CANAL TUG, 1838Rigged Model, usnm 160404 Robert F. StocktonThis model is a reconstruction of the iron, screw,steam canal tug Robert F. Stockton built at the Birken-head Ironworks in England in 1838 and fitted withEricsson's screw propeller, to the order of Lt. RobertF. Stockton, LT.S.N., to serve as a canal tug on theRaritan Canal, in the construction of which Lt. Stock-ton was interested. When the vessel was completedshe was schooner rigged, the propeller unshipped,and the voyage from Lixerpool to Ne%\' York was madeunder canvas. The vessel was owned by the Dela-ware and Raritan Canal Company and she was builtunder the super\ision of F. B. Ogden, American con-
sul at Liverpool. The Stockton \\as 40 days in makingthe Atlantic crossing, leaving Liverpool on April 11and arriving at New York May 21, 1830. Her crewconsisted of C^aptain Crane, four men, and a boy.On arrival her propeller was shipped and she wasemployed in towing canal boats and vessels. She wasrenamed New jersey when an Act of Congress, May 8,1840, admitted her to American registry.The model does not agree with contemporary pic-tures of the Stockton in many respects and the informa-tion employed to construct this model has not beenfound. It shows an iron, single-screw steamer havingstraight keel, nearly straight rakiag stem with angularforefoot, slightly raking post, round fantail counterwith vertical bulwarks, sharp entrance and full run,
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slightly rising straight floor, full round bilge, and verti-cal topside amidships. A high stack of small diam-eter is shown.The Stockton was 63 feet 5 inches overall, 10 feetbeam, 7 feet depth, 33 tons register, and 30 horse-power. The model is ){^ full size.Model built in the Museum.SCREW STEAM PACKET, 1844Builder's H.'^lf-Model, usnm 76055 DecaturThe steam screw packet Decatur was built on thismodel by Stephen Jackman at Newbury, Massa-chusetts, about 1844 for the Boston-Newburyport
service, to carry passengers and freight. The half-model is of importance in that it shows the hull-formof a very early screw coasting vessel. No informationis given on the power and speed of this steamer.The half-model shows a steam, screw, coasting\-essel hull having very straight sheer, straight keel,upright straight stem rabbet very slighdy roundedat forefoot, upright post, short round stern counter,sharp but short and convex entrance, long body,and a short and somewhat full run. Midsection hasvery slightly rising straight floor, a well roundedand easy bilge, and an upright topside.The model scales 132 feet moulded length at rail,24 feet 4 inches moulded beam, and 8 feet 8 inchesmoulded depth. Scale is ^g inch to the foot.Presented by Sumner, Swazey, and CXn-rier. New-buryport, Massachusetts.
SIDE-WHEEL STEAM PACKET, 1846Builder's Half-Model, usnm 76056 OhioThe side-wheel steam packet Ohio was built on thismodel in 1846 by Stephen Jackman at Newbury,Massachusetts, for the Boston-Newburyport run, tocarry passengers, mail, and freight. She was a shoal,full-ended vessel with wide, full-length guards andrepresents a class of steamer popular in some coastaltrades in the 1840's.The half-model has straight sheer, straight keel,upright straight stem rabbet very slightly roundedat forefoot, upright post and very short overhanginground stern, a short and full convex entrance, longbody, short and full run. Midsection has a flatfloor, a short, quick, almost angular turn to the bilge,and an upright topside. Model shows the wideguards running the length of the hull.
The model is for a vessel 1 33 feet 4 inches mouldedlength at gunwale, 29 feet 8 inches beam over theguards, 19 feet 4 inches moulded beam at gunwale,and 6 feet 8 inches moulded depth. The Ohio was225 tons register, old measurement. .Scale of modelis % inch to the foot.Given by Sumner, Swazey, and Currier, Newbury-port, Massachusetts.HUDSON RI\T;R steamer, 1852Rigged Model usnm 316204 Francis SkiddyThe Hudson River steamer Francis Skiddv was builtby George B. Collyer, at New York in 1848-49 forthe day run between New York and Albany. Shewas intended to have a rotary type engine butfailures in its manufacture not only delayed the
vessel's completion but also led to the substitution ofa vertical beam engine. In 1852 she was completedas the General Taylor but before her first run she wasrenamed the Francis Skiddy. Considered the hand-somest Hudson River steamer that had yet beenbuilt, she was capable of averaging 23 to 24 milesper hour, and was for many years considered thefastest and finest steamer of her type. In 1855 theSkiddy was rebuilt into a night boat, another cabin-deck being added. This slowed her somewhat, soshe was again changed by building another hullaround the old one, but after the changes she wasnever as fast as when built. On November 25, 1864,the Skiddy hit a rock 4 miles below Albany and wasthen beached and stripped.The model shows a 4-stack, side-wheel HudsonRiver passenger steamer having a shoal hull withrather straight sheer, straight keel with no drag,rounded stem, vertical sternpost with small overhangto the stern and transom, a very sharp, long entrance,and a long and fine run. The midsection has a
slightly rising straight floor, firm bilge, and nearlyupright topside. The hull is fitted with a low super-structure with boilers on the guards. The modelshows the boat as first built, as a day boat.Scale of the model is % inch to the foot. The vesselwas 325 feet long, 322 feet on deck, 312 feet 7 incheson the keel, 38 feet 10 inches beam, 10 feet 4 inchesdepth in hold, and 5 feet 6 inches draft, and was fittedwith a Belknap and Cunningham vertical beam en-gine having a 70-inch cylinder with a 14-foot strokeFour iron boilers, two on each side, operated at 40pounds pressure; each was supplied with a small
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Famous Hudson River Steamer Francis Skiddy. Launched in 1849, she was capable of steaming 23-24 milesper hour. Wrecked in 1854. Rigged model USNM 316204. {Smithsonian photo 4^666-h.)
Steam blower. Paddle wheels were 40 feet in diameterand had 26 buckets 11 feet wide and 33 inches deep.The vessel was 1,235 tons, old measurement.Built for the Museum from the builder's lines byF. Van Loon Ryder.SCREW STEAM FRIGATE, 1858Builder's Half-Model, usnm 160139General AdmiralThe single-screw, wooden steam frigate GeneralAdmiral was built on the lines of this half-model atNew York by William H. Webb in 1858 for the Im-perial Russian Navy. .She carried 64 guns and at thetime of her launching was one of the largest andmost powerful ships of her class in the world, beingthen considered the finest man-of-war to have iDcenbuilt in the United States. She was full ship-riggedwith a large spread of canvas and was intended tosteam fast and sail swiftly. Her lines and other draw-ings are shown in Weblo's Plans of Wooden Ships.The half-model shows an auxiliary steam frigatehull having little sheer, a straight keel with little or nodrag, straight and slightly raking stem rabbet, slightlyfounded at forefoot, upright post, short counter withround stern, long and sharp entrance, short body,long and easy run. Midsection shows a slightly risingstraight floor, a low hard bilge, and a slight tumble-home in the topside. Model mounted with long-head, billet, trail, cutwater, keel, post, and rudder.The model is for a frigate 316 feet 6 inches mouldedlength at rail, 302 feet 10 inches load waterlinelength, 54 feet 6 inches extreme beam, 34 feet depth,
22 feet draft loaded, 4600 tons measurement. Scale)i inch to the foot.Given by William H. Webb, shipbuilder, New York,N. Y.WOODEN, SCREW STEAMSHIP, 1864Builder's Half-Model, usnm 76045 MeteorThe ship-rigged, wooden, single-screw clippersteamship Meteor was built on this model at Ports-mouth, New Hampshire, and was launched May21, 1864, apparently under the name of U. S. Grant.She was designed by Dennison J. Lawlor and herbuilding was financed with funds raised by subscrip-tions from vessel-owners and merchants of Boston, NewYork, and other ports. She was built for the purposeof destroying the Confederate States' raiders like theAlabama, then preying on American shipping, andit was intended to present her to the United StatesNavy as an armed seagoing cruiser of great speedand heavy armament. The vessel was the result ofa designing competition in which were entered threeof the best known American ship designers and build-
ers, Henry Steers and William H. Webb of NewYork City and Dennison J. Lawlor of East Bostonand Chelsea, Massachusetts. Lawlor's design wasconsidered most suitable but he did not build the
vessel himself; she was built by Tobey and Little-field, at Portsmouth, N. H.The ship was designed to have a large cruisingradius and to be capalile of great speed under eithersteam or sail or both. She was to carry one heavy
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Su.wi ,S' KLw (. i ii'i'iR, From a Painting i.\ the VVatercraft Collection (USNM 761 13). The Mctcur,represented in the collection by builder's half-model USNM 76045, was built at Portsmouth, New Hampshire,in 1864 by Tobey and Littlefield from a design by Dennison J. Lawlor. Intended for a cruiser to captureConfederate commerce-destroyers, she was not completed in time to be of service, and was sold to SouthAmerica, where she took part in the war between Chile and Peru. There she was scuttled to prevent capture.{Smithsonian photo ^^6^g.)
11 -inch muzzle-loading pivot gun amidships on herlower deck, placed just forward of the mainmastand firing through long ports on either side, or, asan alternative, to have two 10-inch guns there, firingon the broadside. Forward of this she was to havetwo gunports on each side for 8- or 9-inch muzzle-loading Dalgren guns, and abreast the engine hatchabaft the mainmast two more ports on each side for24- or 32-pounder muzzle-loading columbiads orhowitzers. On her spar deck forward she was tohave two 30-pounder rifled Parrott guns, muzzle-loaders, as chase guns. She had four tubular l^oilersand an engine having two 62j2-inch by 30-inchcylinders; her propeller was 13 feet 6 inches in diame-ter and 23 feet pitch. All her machinery and her boil-ers were built in Scotland. She was about 400 tons
register larger than the Confederate steamer Alabama,and with a speed of about 13 knots was considered tobe the fastest ocean-going screw steamer in Americaat the time she ran her trials off New York. She
was also said to have been very fast under sail alone;she had a Forbes rig and was heavily sparred.The vessel \vas completed too late to be of servicein the Civil War. She made several short voyages
as a merchant ship but was thought too fast andexpensive to operate for that purpose, and was thenlaid up. There v\-ere no buyers when she was offeredfor sale in 1865, but on January 23, 1866, she wasseized by the U. S. Marshal at the request of theSpanish Ambassador, it being alleged that negotiationswere then underway for her purchase by revolution-ists of the rebelling Spanish colonies in South andCentral America. The court actions growing out ofthis incident lasted almost three years. The steamerwas sold, however, ostensibly for use in China, butshe did not reach there; eventually she took part inthe war ijetween Chile and Peru under anothername and was destroyed to prevent capture.The Meteor was much admired, when iiuildinfi;. forher hull form, which was considered a great acK ancc
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on that of all previoiis steamers designed for swif;ness,such as the U. S. S. Niagara, designed by GeorgeSteers and built before the Civil War.The half-model shows a wooden, single-screw, auxil-iary steamer hull having very moderate and gracefulsheer, a straight keel with slight drag, upright stemrabbet with a much rounded forefoot, upright post,short roimd counter with flaring bulwarks, a very longand sharp entrance with marked hollow adjacent theforefoot, a short body, and a very long and rcmarkedlyfine run. The midsection is large, having a very
slightly rising floor, a quick, low turn of bilge, andmoderate tumble-home in the topside.The Meteor was rigged as a ship, having the Forbes
rig and a large spread of sail, comparable to that ofsome of the earlier clipper ships, it being intended thatshe sail equal to any sailing vessel in the world, aswell as that she steam faster than any ocean-goingsteamer of ecjual gun power then afloat. There werethen some side-wheel steamers faster under steam, butthe Meteor would have been their superior in fightingqualities. She resembled some of the fast woodencruisers built for the U. S. Navy at the end of theCivil War.
The model is for a ship 198 feet moulded length at
rail, 48 feet moulded beam, 1 8 feet 6 inches mouldeddepth, and 1440 tons register. Scale of model is ]iinch to the foot.Given by the designer, Dcnnison J. Lawlor, ship-builder, Chelsea, Massachusetts.
IRON, PASSENGER and FREIGHT STEAMER, 1878Rigged Model, usnm 160201 CubaThe iron single- screw steamer Cuba was built in1878 by Neafie and Levy at Philadelphia, Pennsyl-vania, for freight and passenger service in the Phila-delphia-Havana run. The museum records state thatthe model also represents the Oriental, built Ijy thesame firm over ten years earlier, but this is not sup-ported by the register dimensions.The model is of a single-screw, iron steamer, brigan-tine rigged, having a moderate and flush sheer, astraight keel with slight drag, upright straight stemwith rounded forefoot, vertical post, round fantailcounter, long sharp entrance, and a long and easyrun. The midsection shows a slightly rising straight
Rigged Model, US.NM 160201 , ofthe iron screw steamer Cuhu, builtin 1878 at Philadclijhia to carrypassengers and frciglit in Havanatrade. {Smithsonian pliotos?top,4495S-I; bottom, 4^956-g.)
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floor, a hard, round bilge, and a slight tumble-home in the topside. There are short whalebackdecks at bow and stern.A long main deckhouse with the pilothouse anda small deckhouse on its roof, a single stack, venti-lators, skylights, a life raft, fire buckets in a rack,and six lifeboats in davits are shown. The maindeck
rail is an open one without bulwarks.The Cuba was 246 feet 9 inches overall, 28 feet4 inches beam, 17 feet 3 inches depth. The spardimensions were: foremast above deck 51 feet, fore-topmast heel to truck 36 feet, fore yard 49 feet 4inches, fore topsail yard 42 feet 9 inches, fore top-gallant yard 38 feet 3 inches, mainmast above deck53 feet 3 inches, main topmast heel to truck 36 feet9 inches, and main gaff 34 feet 4 inches. The boatswere 19 feet 4 inches long and 5 feet 9 inches beam.Scale of model ]{ inch to one foot.Given by the Cuba's builders, Neafie and Levy,shipbuilders, Philadelphia, Pennsylvania.AUXILIARY, SCREW STEAMERBuilder's Half-Model, usnm 311456Amiral de JoieThis half-model of a fast auxiliary steam screwvessel named Amiral de Joie, having dimensions inFrench and with an indistinct flag and seal or coatof arms on the backboard, was found in the shipyardof the Jackson and Sharpe Company. No record ofthe vessel having been built there has yet beenfound; the model is a decorative one representinga fast, wooden steamer, probably rigged as a 3-masted topsail schooner haxdng a single screw.The model may represent a dispatch boat or govern-ment mail packet of 1853-65 belonging to the Frenchgovernment. The general appearance is that of aBritish Navy dispatch vessel of about 1858.The half-model shows a hull having a strong, grace-ful sheer, a straight keel with drag, and a raking andflaring stem rabbet with rounded forefoot. The stemis fitted with a longhead and trails, the post is verticaland the stern formed with a round fantail with flaringbulwarks, the entrance is rather long and quite sharp,and the run is fairly long and very fine. The mid-section is formed with a rising straight floor, a ratherslack round bilge, and tumble-home in the topside.The model is mounted with stub masts, and a stackon a round boiler housing located between the foreand main masts; the general deck arrangement isindicated. The lettering on the backboard states
that the vessel was "175 pieds" length between per-pendiculars, "30 pieds" beam, and "18 pieds" depth.The scale is apparently ]{ inch to the foot, givingin English feet a moulded length at rail of about 192feet, 32 feet moulded beam and 18 feet moulded depth,rabbet to rail, by measurement.Given by the American Car and Foundry Company,Wilmington, Delaware; successors to Jackson andSharpe Company, shipbuilders.WOODEiSI, OCEAN STEAMER, 1870-85Builder's Half-Model, usnmThis half-model of an unidentified wooden, ocean-going steamer is in the Watercraft Collection, withoutmarkings or information as to source or donor. Themodel resembles the steamer Mexico built by DickieBrothers, San Francisco, in 1881, whose lines areshown in Hall's Report on Shipbuilding. It is of asmaller ship, however, judging by the apparent scale,which is believed to be % inch to the foot.The half-model shows a wooden, single-screw steam-er hull having marked sheer, a straight keel with littleor no drag, a straight upright stem rabbet with slightlyrounded forefoot, upright post, round fantail counterwith flaring bulwarks, sharp convex entrance of mod-erate length, a rather long body and a short and wellformed run. The midsection shows a slightly risingstraight floor, a low and hard round bilge, and aslight tumble-home in the topside.Assuming the scale to be Y^ inch to the foot and thelift lines spaced at 24 inches, the vessel would havebeen about 202 feet 8 inches moulded length at rail,30 feet 8 inches moulded beam, and 24 feet depth,rabbet to rail cap.SCREW CARGO STEAMER, about 1880-90Exhibition Half-Model, usnm 313330 CalderonThis is a decorative half-model showing deck struc-tures and layout of an iron or steel steamer, probablyEnglish built, of about 1 880-90. No information onthis vessel has been found in the Museum.The model is of a single screw steamer havingmoderate sheer, a straight keel, cutaway forefoot,upright straight stem, upright post, round fantailcounter, and an easy entrance and run. The bodyis long and the midsection is formed with a slightly
rising straight floor, a hard round bilge, and a slighttumble-home in the topside.The model shows a short raised forecastle and poop,with a short island amidships. There is one deck-
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house, a pilothouse and bridge, two masts, and onestack.Model may be on a scale of % inch to the footmaking the measurements about 261 feet 10 inchesoverall, 33 feet 4 inches beam and 23 feet 4 inchesdepth.Given by U. S. Post Oflice Department.SIDE-WHEEL MISSISSIPPI RIVER STEAMER, 1871Rigged Model, usnm 308426 James HowardThe flat-bottomed, side-wheel Mississippi Riversteamer James Howard, was huilt at Jeffersonville,Indiana, by the Howard Shipyards and Dock Com-pany in 1871 for the St. Louis-New Orleans run. Shewas intended to carry both freight and passengers as ariver packet and was the largest vessel of her typewhen built.The model represents a wooden Mississippi Ri\ersteam packet having side paddle wheels and a straightkeel, slight sheer, curved upright stem, upright postwith round fantail counter, wide guards extendingout to outer face of wheelboxes, a sharp and longentrance, and a short easy run.The wheels are about one-third the hull length fromthe stern, and there is a two-deck house with a pilot'swheelhouse on its roof ai^aft the twin stacks set abreastone another. There is a short forward deck, and theguards are carried fair from the bow to the fantail rim.The vessel was 330 feet long, 56 feet beam over theguards, 10 feet depth, and had two engines with pis-
RiGGED Model (USNM 308426) of the MississippiRiver packet steamer James Howard, built at Jeffer-sonville, Indiana, 1871, for the St. Louis to NewOrleans run. (Smithsonian photo jog^g-b.)
tons 34 inches in diameter by 10 feet stroke, 7 loco-motive-type boilers 42 inches in diameter and 32 feetlong; the sidewheels were each 32 feet in diameter and15 feet wide at the blades. Scale of the model is ^ginch to the foot.Given by Howard Shipyards and Dock Company,Jeffersonville, Indiana.SIDE-WHEEL OHIO RIVER STEAMER, 1892Rigged Model, usnm 160323 Grej EagleThe side-wheel wooden packet steamer Gxy Eaglesrepresented by this model, was built at Jeffersonville,Indiana, in 1892 as a river packet and she ran forsome years on the Ohio River, between Louisville and
.?>' ?"" 2-cleck deckhousewith bridge structure forward, two low stacks, twopole masts, and two sets of derrick posts.These ships measured 514 feet in length, 76 feetmoulded beam, 25 feet moulded depth, and 14,200gross tons register. Their speed is 1 8 knots. Scale ofmodel is 1/80.Given by Gdynia-.\merican Line.STANDARD AMERICAN MERCHANT SHIP, C-1CLASSRigged Model, usnm 313021This model represents the first design of a standardturbine-driven, single-screw merchant steamer de-veloped by the LT. S. Maritime Commission beforethe last war. A number of ships were built to thisdesign with some variation in arrangment for Ameri-can ship-owning companies who obtained financialaid from the government to expand their fleets or toreplace out-dated ships. It was intended that theC-1 Class would serve as freighters and transportsin event of war.The model which shows the basic arrangement em-ployed in this class of merchant vessel, is of a cargosteamer having a straight keel, straight raking stemwith small "soft-nose," vertical post, round fantail
counter, flush sheer with moderate camber, sharpentrance, body less than a third the hull-length, anda long and fine run. Midsection formed with a slight
rise in the straight floor, a low and hard bilge on asmall radius, and tumble-home in the upper topsideonly.A large rectangular deckhouse, two decks high, isplaced a little abaft midlength. On it is a bridgestructure and deckhouse containing officers' quarters,a single stack, and lifeboats. The three holds forwardand two aft have each a single large hatch.These ships measured 417 feet 9 inches long, 60feet beam, 37 feet 6 inches moulded depth, 26 feet 6inches draft loaded, 12,889 tons displacement to load-line, 9125 tons deadweight, and 6710 gross tons
register, 4000 shaft horsepower, and 14 to 15 knotsspeed. Scale of model is ji inch to the foot.Given by U. S. Maritime Commission.STANDARD AMERICAN MERCHANT SHIP, C-2CLASS, Type C-2-5-B1Rigged Model, usnm 313024This model represents an improved design for astandard class of geared-turbine-driven, single-screwmerchant ship developed by the L". S. Maritime Com-mission before the last war. Like the C-1 Cla.ss, anumber of vessels of this design, but with variationsin arrangement for American ship-owners, were builtbefore and early in the war, and the class proved very
useful for freighting and as emergency transports.
.Ami.khan .\1i Kiii.xM ."Mur, Class L-i-B, Mouintu loK L st oh a Pkinate Operator.3 1 302 1 shows the basic design of the class. (U.S. Maritime Administration photo 2:06.)
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American Merchant Ship, Class C-a, Modified for Use of a Private Operator. Many of this designwere employed in war service. Rigged model USNM 313024 shows the basic design of the class. (U.S.Maritime Administration photo ip6.)
The model shows a merchant steamer, having astraight keel, rather upright flaring bow with small
"soft-nose"' and very angular forefoot, \'ertical post,well rounded cruiser stern, sharp and short entrance,body about a third hull length, and a long and easyrun. Midsection formed with a slight rise in thestraight floor, a low firm bilge on a small radius, andtumble-home in the upper topside only.The model has a low, raised deck forward, threecargo hatches, and a midship island on which is a2-deck deckhouse having on it a single stack and abridge structure. Aft are two cargo hatches and alow raised poop. The sheer is unbroken. Two pairsof derrick masts forward and one pair aft act as vents.Vessels of the C-2 Class measure 459 feet 2Y2 incheslength overall, 63 feet beam, 40 feet 6 inches mouldeddepth, 25 feet 9 inches draft loaded, 13,898 tons dis-placement to load line, 9250 deadweight tons, 9222gross tons register, 6000 shaft horsepower, 15 '4 knotsspeed, and 18,850 nautical miles cruising radius.Scale of model is 's inch to the foot.
?_ Gi\'en by U. S. Maritime Commission.STANDARD AMERICAN MERCHANT SHIP, C-3CLASS, TYPE C-3PRigged Model, usnm 303025This model represents an improved C-Class design,prepared before the last War by the U. S. MaritimeCommission, for a turbine-driven, single-screw steamerfor use in freight and limited passenger service and asa wartime cargo and transport ship. As merchant
vessels they were intended particularly for the WestIndian and Central American services. The standard
plan provided accommodations for 122 in the crewand 1 1 1 passengers.The model shows a single-screw steamer ha\ing astraight keel, straight raking stem with "soft-nose,"upright post, and broad cruiser stern. The entranceis sharp, the body short, and the run long and easy.The midsection shows a slight rise in the straightfloor, a hard bilge on a small radius, and a very slighttumble-home in the upper topside.The deck line shows moderate sheer. On the longisland amidships is a short deckhouse, atop which isa smaller 2-deck house, containing the bridge andwheelhouse structure and a large and tapered singlestack. Two cargo hatches, one derrick mast, and twoderrick posts are forward as well as abaft the island.Vessels of the C-3 Class measured 489 feet overall,69 feet 6 inches moulded beam, 45 feet 6 inchesmoulded depth, 16,730 tons displacement to loadline, 9975 deadweight tons, and had 8500-shaft-horsepower geared turbines, gi%ing them a speed of16 '2 knots and a cruising radius of 17,692 nauticalmiles. Scale of the model is ]i inch to the foot.Given by U. S. Maritime Commission.STANDARD AMERICAN MERCHANT SHIP, C 3CLASS, TYPE C-3-S-A2Rigged Model, usnm 313035This model represents a standard class of turbine-dri\en single-screw cargo steamer designed by theU. S. Maritime Commission before the last war forgeneral trade.The model shows a steamer having moderate sheer,a straight keel, slightly raking straight stem wuth small
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"soft nose," vertical post, and a cruiser stern. Theentrance is sharp and sHs;htly hollow, the body is longand begins well forward of midlength, and the run israther long and easy.There is a raised deck forward. Abaft this the sheeris broken, with no bulwarks; amidships is an islandhouse, two decks high, on which is a 2-deck super-structure containing the bridge structure. There arethree cargo hatches forward and two aft, foiu" pairsof derrick posts forward and three aft. The ship hasa single stack.These ships measured 492 feet overall, 69 feet 6inches beam, 42 feet 6 inches moulded depth, 28 feet6 inches draft to load line, 17,615 tons displacementloaded, 12,343 tons deadweight, 7949 gross tons reg-ister, and had 8500 shaft horsepower geared turbineswhich gave them a speed of 10)^ knots and a cruisingradius of 12,000 nautical miles. Scale of model is ??inch to the foot.Given by the U. S. Maritime Commission.STANDARD AMERICAN TANKER, TYPE 2-SE-AlRigged Model, usnm 313036This model represents a standard design turbine-driven, single-screw tanker prepared by the U. S.Maritime Commission before the last war. These
vessels were faster than most earlier American tankersand were intended to serve the Navy in time of war.The model shows a tanker having moderate andbroken sheer, straight keel, straight raking stem witha small "soft nose" and very angular forefoot, anupright post, and cruiser stern.There is a short raised deck forward, with a breakin the sheer, a catwalk to the midship island, whichis two decks high and has upon it a superstructure twodecks high, containing the wheelhouse and bridge,and a signal mast. A catwalk leads from the islandto the raised poop, one deck high, on which is a largedeckhouse, a smaller one, and a stack. Forward isa derrick mast, and the ship also has a mast and twopairs of derrick posts.This class of ships measured 523 feet 6 inches length
overall, 68 feet beam, 39 feet 3 inches moulded depth,21,670 tons displacement loaded, 16,765 tons dead-weight, 10,172 gross tons register, and had 6000 shafthorsepower geared turbines which gave the vessel aspeed 14}^ knots and a cruising radius of 12,600 nau-tical miles. Scale of model }i inch to the foot.Given bv the U.S. Maritime Commission.
STANDARD AMERICAN CARGO STEAMER,LIBERTY SHIP, TYPE EC2-S-C1Rigged Model, usnm 311022This model is of a standard design of wartime single-screw vessel. Known as "Liberty ships," they werebuilt in American shipyards by mass productionmethods. The design, a modification of a successfulBritish class of ships, was prepared under the directionof the U. S. Maritime Commission to fit Americanproduction requirements. The ships were commonlyof all-welded construction and had reciprocating steamengines, as turbines were required for other vessels.Liberty Ships served throughout the war as cargocarriers and even as emergency transports; many werelost through enemy action.The model represents a cargo steamer having mod-erate and flush sheer, straight keel, straight rakingstem, upright post, cruiser stern, a long body anddeadflat, a short and full entrance, and a short buteasy run. Midsection formed with a slight rise in thestraight floor, a low and hard bilge on a short radius,and an upright topside.There are three cargo hatches forward and two aftto serve the five cargo holds; a single deckhouse standsa little abaft midlength, and on it is a 2-deck super-structure containing wheelhouse and bridge, a singlestack, and a signal pole to port of the foreside of thestack. There are three derrick masts, and a small deck-house lies right aft on the main deck. Some variationexisted in the deck arrangement of vessels of thisdesign.Liberty Ships measured 441 feet 6 inches lengthoverall, 56 feet 'lOY^ inches moulded beam, and 37feet 4 inches moulded depth, drawing 27 feet 8% incheswhen loaded. The ships were of 14,257 tons displace-ment and 10,865 tons deadweight. The reciprocatingengines developed 2500 shaft horsepower, giving aspeed of 10}^ to 11 knots and a cruising radius of about10,000 nautical miles. Scale of model is % inch to thefoot.Given by the \J. S. Maritime Commission.STANDARD AMERICAN CARGO STEAMER,VICTORY SHIP, TYPE VC2-S-APRigged Model, usnm 313023This model is of a standard design of turbine-drivensingle-screw merchant ship prepared by the U. S.Maritime Commission early in the last war. This de-sign was the result of experience with low-speed cargo
ships, which suffered heavy losses from enemy sub-
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( -
4| /?. ? .r?
LiBhRi', .Shu- L.LAa.^ LC.^ .S Ci, Fitted i-ur War StRMut. KiiJgcd uiudcl U.bXM 31^02^ slmub ihc uiigmaldesign of the class. {U.S. Maritime Administration photo 4423.)
marine attacks. The Victory Ship was intended as class were capable of making I6J2 knots as compareda mass-produced ship of sufficient speed to a\oid to the 10)^ knots of the C-3-S-A2.such attacks, and with the same shaft horsepower as The model shows a cargo steamer having a straightthe Type C-3-S-A2, but with finer lines. Ships of this keel, straight raking stem with a small "soft-nose," a
'^vlHr^
Victory Ship, Class VC2-S-AP?2, Fitted for War Service. Rigged uuxicl L'SXM 313023 slious thebasic design of the class. {U.S. Maritime Administration photo 31)69.)
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vertical post, cruiser stern, sharp entrance, long body,and fine run. Midsection has a slight rise in thestraight floor, a low firm bilge on a small radius, and a
slight tumble-home in the upper topside.The vessel has a raised forecastle deck with break inthe moderate sheer and flush sheer abaft the break.There are a deckhouse amidships with a single stackand bridge structure, a small house aft, three derrickmasts, and two pairs of derrick posts. A large num-ber of ships were built on the Victory Ship lines duringthe war, but differed a good deal in appearance andarrangements. Since the war some ships of this typehave been converted to passenger service.The Victory Ships measured 455 feet 3 inches lengthoverall, 62 feet moulded beatn, 38 feet mouldeddepth, 28 feet 6% inches draft loaded. 15,194 tons dis-placement to load line, 10,850 deadweight tons, and7612 gross tons register. The geared turbines pro-duced 8500 shaft horsepower, and the ships werecapable of maintaining a speed of 16J^ knots: someof the class were said to have made 18 knots in emer-gencies. The ships had a cruising radius of al^out20,500 nautical miles. Scale of model is % inch to thefoot.Given by the U. S. Maritime Commission.PASSENGER LINER, 1951Rigged Model, usnm 316198Independence, ConstitutionThe passenger liners Independence and Constilulion.represented by this model, were built at Quincy,Massachusetts, in 1950-51 by the Bethlehem Steel Com-pany, Shipbuilding Division, for the American ExportLines. These vessels were designed for the Mediter-ranean service by the U.S. Maritime Administration,
classified as Type P3-S2-DL2. At the time of theirlaunch the ships were considered the most advancedof their type.The model is on a scale of )i inch to the foot, repre-senting a liner 683 feet overall, 89 feet beam, 30 feetdraft loaded, 12,310 tons deadweight, 23,720 tons
register, licensed for 1,007 passengers. The shipsare driven by steam turbines and have a servicespeed of 225-2 knots; the trial speed was over 26 knots.Passenger interiors were designed by Henry Drefuss.The model is of a modern liner having rather
straight, broken sheer, straight keel with little or nodrag, a raking straight stem of the "soft nose" type,a round fantail stern of the "bustle" profile, a long,fine entrance and a long, easy run, and twin screws
with shafts faired into the hull by .shrouding. Mid-section is formed with a straight, slightly rising floor,a hard turn of bilge, and a slight tumble-home in thetopside.The model shows two stacks, a pair of derrick portsfore and aft, and one mast. The vessels had theirsuperstructure altered in 1958-59. These ships weredesigned so that they might be converted into troopships in time of war, each to carry 5,000 men.Lent by the American Export Lines.GREAT LAKES ORE and BULK CARRIER,SELF-UNLOADING EQUIPMENT, 1950Rigged Model, usnm 314497This model represents, in simplified detail, a typicalGreat Lakes ore and bulk carrier and is intended toshow the fittings and the method of operation of thepatented self-unloading machinery developed for such
vessels by the donor of the model, the late Leatham D.Smith.The ship represented has a short, full entrance, anabnormally long parallel-sided body and a short andfull run.Forward there is a short raised deck, on which are adeckhouse with whcelhoiise and bridge and a smallpole mast; the body of the ship has cargo hatches; well
aft is a large deckhouse on which is a large, singlestack, a mast, and boats. The model shows a self-un-loading boom and lifting frame, with endless-belt de-livery; the forehold is exposed by a plastic panel toshow the pick-up gear emplo\ing' drag-line scoopbuckets and housings.Scale of model is probably V^ inch to the foot, repre-senting a ship about 400 feet long.Given by the Leatham D. Smith Shipbuilding Com-pany, Sturgeon Bay, Wisconsin.WOODEN, SCREW CANAL TUG-BARGE, 1872Rigged Model, usnm 308435 William BaxterThe wooden, twin-screw steam canal tug and bargewas a type developed on the Erie Canal, in New Yorkas the result of a prize competition. It was producedto reduce cost of transportation by moving a numberof barges at once, and the design was intended toallow use of a low-power engine and screw propellerswithout damage to canal banks. The first successfulsteam barges were Jjuilt in 1871. The William Baxter,built at Fisbkill, New York, in 1872, was the basicdesign of William Baxter for the first seven boats
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Rigged Model, USNM 308435,of the Erie Canal steam barge andtug William Baxter, built at Fishlsill,New York, in 1872. About four-teen boats were built on this de-sign, seven single-screw and seventwin-screw. {Smithsonian photo44697-1.)
built. She was used, for part of her career, as a yachtand demonstrator on the canal and the Hudson River.Twin screws were eventually abandoned; singlescrews were employed in the last seven of the four-teen boats built on Ba.xter's designs. The standardBaxter boats were 96 feet long, 17 feet beam, and9 feet depth in hold and were able to carry 215 tons offreight on a draft of 6 feet. These boats could towbarges from New York to Buffalo and return in 16days, as compared with 25 to 30 days by horse-drawn boats on the canal and river tugs on the Hud-son.The model shows a vessel of the old canal-boat form,having parallel sides, a very full and very muchrounded, convex, V-shaped entrance, and a similarrun; the hull is basically double-ended. A false coun-ter, in the same general manner as Fulton's steamerNorth River, is placed high on the stern, which showsenough overhang to protect the propeller and rudderin the locks. The wide and rectangular transom isfiat and nearly vertical, the bottom is straight fore and
aft and flat athwartships, and the stem straight and
vertical, as is the post. The sheer is straight except
at the ends, where it sweeps a little upward to theposts. The midsection is rectangular, with the chines
slightly rounded.At the bow is a small trunk calkin for the crew; abaftare three large cargo hatches, a pilothouse, and asmall trunk cabin with a low single stack on it, withengine and boiler below. A skiff is carried on deckbetween the midship hatches, where there is also ahold-ventilating hatch. Heavy guards protect the
sides and ends of the hull.The ]\'tlliarn Baxter was 97 feet long overall, 95.7 feetbetween perpendiculars, 17.2 feet beam, and 9.5depth; she was 116.93 tons gross, 73.76 tons net, and
had two 42-horsepower reciprocating engines. .Scaleof model is ){ inch to the foot.Given by W. I.. Chrisdan, Binghamton, New York.WOODEN, SCREW TUG, 1873Builder's Half-Model, usnm 76043 AtlanticThe wooden, single-screw steam tug Atlantic wasbuilt on this model at East Boston in 1873 for theU.S. Army Quartermaster's Department at New YorkCity. Her designer and builder was Dennison J.Lawlor, who had a reputation for designing fine tugsas well as other types of wooden vessels, and theAtlantic is an excellent example of his tug designs.Vessels of this type were then commonly employed intowing in coasting schooners. The tugs were requiredto go some distance to sea, so that besides towing well,they were also required to steam fast, running free,and to have some claim to seaworthiness.The half-model represents a tug hull having strongsheer, straight keel with marked drag, an upright andstraight stem rabbet with a well-rounded forefoot,upright post, a round, fantail counter with bulwarkstumbled-in, a long, sharp entrance, hollow at the fore-foot, a short body, and a long and very fine run.The midsccdon shows a moderate rise in the straightfloor, a low and rather hard turn of bilge, and tumble-home in the topside. The very easy lines of the hullshow that the principles of good tug design wereknown by the time the Atlantic was modeled.The model is of a tug measuring 78 feet 3 inchesextreme moulded length, 18 feet moulded beam, and9 feet moulded depth. Scale of model is ]i inch tothe foot. The Atlantic drew about 8 feet 9 inches to9 feet at post, in cruising trim.Given by Dennison J. Lawlor, shipbuilder, Chelsea,Massachusetts.
472S46?60- 149
IRON, SCREW TUG, 1879Rigged Model, usnm 160167 Rattier
This model represents the iron, single-screw steamtug Rattler built at Philadelphia, Pennsylvania, byNeafie and Levy in 1879. The Rattler was a large tugfor her day and was intended for coastwise towing.The invasion of the coastal trade by the barge towbegan in the 1870's and by 1880 the tug and bargewere becoming common in short-haul runs in the coaltrade. Though the large sailing schooner continuedin this trade until into the 20th century, the tug andbarge slowly displaced the large schooners of three,four, five, and six masts in all but the longest runs andeven in these, finally, the steam collier doomed thesailing schooner. Tugs of the Rattler^s type, but ofsmaller size, had been developed, ironically enough,
as a necessary aid to the coasting schooner; these sea-going tugs went out to tow in coasters when the windfailed them or the schooners had been damaged.Tugs engaged in this work were well developed in thedecade following the Civil War and by 1875 were fast,powerful and seaworthy vessels easily capable ofcoastwise towing in open water.The model shows an iron steam-tug hull having asingle screw, straight keel with marked drag, stemstraight and nearly vertical with forefoot muchrounded, vertical post, a round fantail counter withtumble-home in bulwarks, a long and sharp entrance
slightly hollow near the stem at load line, and a long,very fine run. The sheer is marked and graceful.The midsection is formed with much rise in thestraight floor, a firm bilge, and tumble-home in top-
side.
The model has a long deckhouse, on the roof ofwhich is a pilothouse, a single large stack, and a pairof small boats in davits. On the flush main deck,forward and abaft the house, are heavy iron towingbollards. The arrangement of this tug on deck isstandard for her type and date. Model is painted inthe fashion of her day.The Rattler was 102 feet 6 inches between perpen-diculars, 22 feet moulded beam, and 11 feet depth; hergross tonnage was 139.68; and her nominal horse-power 350 according to Hall's Report on Shipbuilding.Scale of model is )i inch to the foot, by which sheis approximately 115 feet long, 25 feet extreme beam.Gift of Neafie and Levy, shipbuilders, Philadelphia,Pennsylvania.SEAGOING TUG, 1904Rigged Model, usnm 309521 ConestogaThis model is of the seagoing tug, Conestoga, built atSparrows Point, Maryland, in 1904, for coastwise tow-ing of coal barges. Steel and iron tugs of this classused the same hull model as earlier wooden tugs em-ployed in towing the large coasting schooners of thecoal trade. The Conestoga was typical of her class,which was employed largely in towing large woodenseagoing barges whose hulls were often built on thesame model as the large 4- or 5-masted schooners; thistype of coal carrying lasted until about 1918, whensteam colliers and rail transportation put an end to thebarges.Barges were towed in line, the leading barge fromtowing bitts located just abaft the deckhouse on themain deck of the tug; American tugs did not use atowing winch until recent years. Barge tugs in the
Iron Steam Tug Rattler, built in1879 at Philadelphia, Pennsylva-
nia, by Neafie and Levy. Thistug, was intended for coastwisetowing. Rigged model USNM
1 601 67. (Smithsonian photo .f46gj-d.)
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.StAGOlNG III, Cui,iili>i^d, buill in 11)04 loi cuasuvibc luumg ul njal baigcs. {.Siiulluuiuun p/iulu u^Ou^.)
coastwise trade had to be seaworthy, just as did theearlier schooner tugs.The model shows a steel, single-screw, steam, coast-wise tug hull having marked flush sheer, a straightkeel with some drag, a curved and upright stem withwell rounded forefoot, a vertical post, and a rotmdfantail tugboat stern with tumble-home in the bul-warks.There is shown on the model a long deckhouseamidships, a pilothouse atop it at the fore end, thena heavily raked high stack, and two pole masts.Boats are carried in davits on the deckhouse.The Conestoga measured 158 feet between perpen-diculars, 29.1 feet extreme beam, and 17 feet depth inhold; she had reciprocating engine of 1000 indicatedhorsepower. She was registered as 617 gross tons, 420net tons. Scale of model is Vi^ inch to the foot.Given by Robert E. M. Bain, St. Louis, Missouri.COASTAL BARGE, 1918Builder's Half-Model, usnm 311266A coastal barge, name unknown, was built on thismodel at Apalachicola, Florida, and launched in1918. She was designed by Samuel Johnson and waslaid down as a single-screw wooden coasting steamerbut, was converted to a barge in construction.
The half-model shows a vessel having moderatesheer, a straight keel with little or no drag, uprightstraight stem rabbet slighdy rounded at forefoot,
vertical post, round fantail counter stern, like that ofa tug, a long and rather fine entrance, and a shortand steep run. The midsection shows a nearly flatfloor, hard bilge, and vertical topside. A raisedquarterdeck extends about one-third the length ofthe hull.The model represents a vessel 111 feet 8 inchesmoulded length, 23 feet moulded beam, and 8 feet6 inches moulded depth. Scale of model is ]{ inchto the foot.Gift of Samuel Johnson, boatbuilder, Apalachicola,Florida.HARBOR TUG, 1920Builder's Half-Model, usnm 311264An oil-engine harbor tug, name unknown, wasbuilt on this model at Apalachicola, Florida, by Sam-uel Johnson, sometime about 1 920.The half-model represents a single-screw woodentug hull having marked sheer, a straight keel withsome drag, a nearly vertical, straight stem rabbet \vithrounded forefoot, upright post, round stern fantailcounter of unusual overhang, short and full entrance,and a short and full run. The midsection is formed
151
with a moderately rising straight floor, rather slackround bilge, and nearly vertical topside.The vessel built from this model was 60 feet mouldedlength on deck, 11 feet 6 inches moulded beam, and7 feet moulded depth. Scale of model is % inch tothe foot.Given by Samuel Johnson, boatbuilder, Apalachi-cola, Florida.HARBOR TUG, 1920Builder's Half-Model, usnm 311263A harbor tus;, name unknown, was built on thismodel at Apalachicola, Florida, about 1920 bySamuel Johnson, for Tampa, Florida, owners. Tugsof this size and date sometimes had kerosene engines.The half-model represents a wooden tug hullhaving strong sheer, straight keel with some drag,an upright and nearly straight stem rabbet with someround at forefoot, upright post, round stern andfantail counter, a short and rather sharp entrance,and a short but easy run. The midsection is formedwith a moderately rising straight floor, rather slackand well rounded bilge, and nearly vertical topside.The model is believed to represent a tug about 65feet 1 inch moulded length at deck, 14 feet 9 inchesmoulded beam, and 8 feet moulded depth. Thescale is believed to be ^i inch to the foot.Given by Samuel Johnson, Ijoatbuilder, Apa-lachicola, Florida.HARBOR TUG, 1925Builder's Half-Model, usnm 311238 ManaThe single-screw wooden tug Maria, fitted withkerosene or diesel engine, was built on this modelabout 1925 at Corpus Christi, Texas, by Gustaf T.Nelson.The half-model represents a tug hull having moder-ate sheer, straight keel with some drag, well roundedforefoot and curved stem rabbet above, rakingsternpost, round fantail counter, short sharp en-trance, and a long and easy run. The midsectionshows a rising straight floor, a high and rather hardbilge, and a nearly upright topside. The bulwarkshave marked tumble-home at the stern.The scale of the model appears to be % inch to thefoot, at which scale the moulded length at deck wouldbe about 52 feet 9 inches, moulded beam 14 feet, andmoulded depth about 6 feet 8 inches.Given by Gustaf T. Nelson, hoatlniilder, CorpusChristi, Texas.
HARBOR TUG, 1930Builder's Half-Model, usnm 311234This half-model, accompanied by a mould-loftdrawing of its lines on a piece of plank (USNM311235), is of a small, wooden, single-screw dieselharbor tug built at Biloxi, Mississippi, by StephenAngelo about 1930.The half-model shows a hull of moderate sheer,straight keel with some drag, rounded forefoot, up-right stem rabbet, upright sternpost, round fantailcounter, sharp entrance, and rather fine run. Themidsection is formed with a rising straight floor,somewhat slack bilge, and upright topside.It represents a tug 46 feet 6 inches moulded lens;that deck, 1 5 feet moulded beam, 7 feet moulded depth.Scale of model is ]i inch to the foot.Given by Stephen Angelo, boatbuilder, Biloxi,Mississippi.HARBOR TUG, 1936Builder's Half-Model, usnm 311246A harbor tug, name unknown, was Ijuilt on thishalf-model at Port Arthur, Texas, about 1 936, byVirs;il .Smith, and was intended as a diesel-poweredtug for Hght towing. The model represents a ratherlarge class of small tugs used extensively in Americanharbors. The half-model shows a wooden single-screw tugboat luill having moderate sheer, straightkeel with some drag, well rounded forefoot with acurved and rather upright stem rabbet above, uprightpost, a hea\'y round fantail coimter of moderatelength, a tugboat stern with tumble-home with Ijul-warks, a sharp but short entrance, and a short andrather full run. The midsection shows a moderate
rise in the straight floor, low and rather slack bilge,and a nearly upright topside.The model is for a Xus. 51 feet 2 inches mouldedlength at deck, 12 feet 4 inches moulded beam and 6feet moulded depth at side. Scale of model is % inchto the foot.Given by \'irgil Smith, shi]5builder. Port .Arthur,Texas.HARBOR TUG, 1937Builder's Half-Model, usnm 311189A harl)or tug, name unknown, was built on the linesof this half-model by the Levingston ShipbuildingCompany, Port Orange, Texas, in 1937. The \esselwas diesel powered and was similar to tugs employedalong the coast of the Gulf of Mexico in the inlandwaterwav.
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The half-model shows a wooden, single-screw tug-boat hull having moderate sheer, straight keel withdrag, well rounded forefoot, nearly straight and up-right stem rabbet above, upright post, a round fan-tail counter, a short and rather full entrance, and ashort and heavy run. The midsection is formed withvery short, rising, straight floor, a very easy roundbilge, and an upright topside.The model is made to deck height; the bulwarks arenot shown.A tug about 64 feet 6 inches moulded length at deck,16 feet 8 inches moulded beam, and 7 feet 6 inchesmoulded depth to deck at side is represented. Scaleof model is % inch to the foot.Given by Levingston Shipbuilding Company, PortOrange, Te.xas.HARBOR TUG, 1938Rigged Model, usnm 312088 Thomas E. MoranThis model represents the steel, single-screw, dieselharbor tug Thomas E. Moran built at Bay City, Michi-gan, in 1938 for the Moran Towing and Transporta-
tion Company, Inc., of New York City. The tug wasdesigned by Tarns, Inc., of New York.The Thomas E. Moran has a straight keel with somedrag, rather upright curved stem with rounded fore-foot, vertical post, single screw, a round fantail tug-boat stern with tumljle-home in the bulwarks, strongsheer, sharp entrance, no apparent deadflat, and aclean run. Midsection formed with a marked rise instraight floor, a round easy bilge, and a nearly uprighttopside.The tug had a large deckhouse amidshijjs with apilothouse at its fore end, slightly raised above the restof the house. On the deck house was a dummy stack,one boat on davits and two pole masts. The model iscomplete in detail to show fitting of a tug of this typeand date.The tug was 89.4 feet between perpendiculars, 25.2feet extreme beam and 10 feet depth in hold; 158 tonsgross, 62 tons net. Scale of model is ^i inch to thefoot.Given by the Moran Towing and TransportationCompany, Inc. of New York City.
Rigged Model (USNM 312088) of the Modern Steel, Diesel Harbor Tugbo.^t Ihomas E. Moran, 1938.Tugs of this type have displaced the older wooden and steel tugs in the large .American ports. (Smithsonianbhoto 44697-j.)
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Seagoing Tug and Salvage Vessel, Class V-4, Fitted for War Service. Rigged model L s.\Mshows basic design of class. (U.S. Maritime Adminisliatiuii phola sn-jg.) 13020SEAGOING TUG, V-4 TYPE, 1942Rigged Model, usnm 313020The model represents a niodern seagoing, raised-deck tug designed during the late war by the UnitedStates Maritime Commission, as a standard design.It had a diesel engine of 2250 horsepower, and asingle screw with Kort nozzle. A number of thesewere laid down in 1942-46 to be used for ocean towingand salvage work. The vessels were diesel-poweredand resembled the large European seagoing tugs andsalvage vessels.The model shows a seagoing steel tug hull havingmarked sheer, a straight keel with some drag, astraight, upright, and "soft nose" stem, a round fan-tail counter with tumble home in the bulwarks, and acutaway skeg with shaft exposed for some distance.The entrance is moderately sharp and the run fine.The midsection is formed with a rising straight floor,a low hard bilge, and a slight tumble-home in thetopside.The sheer line is broken by a raised forecastle deck,running to a little abaft amidships, on which is arather large deckhouse with a wheelhouse and bridgestructure at its fore end. A low, oval dummy stack isfitted, with a pole mast forward and a derrick pole andboom aft. A towing winch is located abaft the breakof the raised deck and under an overhang.These tugs were 194 feet 9 inches long, 37 feet 6inches beam, drew 16 feet 4}2 inches at the post, andhad a tonnage depth of 21 .5 feet. Their displacement
tonnage was 1613, and their registered tonnage 1117gross. Scale of model is 's inch to the foot.Gi\en by the U. S. Maritime Commission.NAVAL STEAM LAUNCH, 1862-63Builder's Half-Model, usnm 76044This half-moclcl was made Ijy Dennison J. Lawlor,shipbuilder, late in 1862 for the purpose of Ijuilding,by contract, several steam launches for the U. S.Navy. The launches were built at East Boston,Massachusetts, during the winter of 1862-63 and oneof these boats was used by Lt. W. B. Cushing, U. S. N.,in the torpedoing and sinking of the ConfederateStates steam, ironclad ram Albemarle, a notable navalincident in the Civil \Var. The launch, fitted with aspar torpedo movmted on a swivel at the bow, wasrun up on to the log-raft boom around the ram;the spar-torpedo was then placed under the casemate-overhang of the ironclad and there exploded. Whenthe ram was later raised it was found that the explo-sion had blown a hole in the side of the ram as wellas doing other damage. The launch used by Cushinghad a vertical [toiler and is said to have had a maxi-mum speed of between 7 and 8 knots. It was de-stroyed by gunfire in the attack.The half-model shows a launch hull of the cutterform, having moderate sheer, a straight keel withsome drag, well rounded forefoot with straight,upright' stem rabbet above, slightly raking post,and a \"ery short counter ending in a shallow, flat,
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and slightly raking transom. The rudder post isshown in the counter, just inboard of the transom,but this may be an error. The entrance is quitelong and sharp, the run is rather full but quite long.The midsection shows a slightly rising floor, a lowand hard bilge, and an upright topside.Model is mounted with straight stem, keel, post,propeller and rudder.The model is for a steam, single-screw launchmeasuring 33 feet 6 inches moulded length at gunwale,7 feet 8 inches moulded Ijeam, and 3 feet Iji inchesmoulded depth. Scale of model is 1 inch to the foot.Given by Dennison J. Lawler, shipbuilder, Chelsea,Massachusetts.EUROPEAN STEAM LAUNCH, 1875Rigged Model, usnm 311396 Tri10The steam launch Trio is of the type once built inNorthern Europe for timber inspection. The modelwas built by a German engineer and is of a launchof 1875.The model represents a launch having a fine en-trance and run, a straight keel with some drag,curved and rather upright stem, vertical post, singlescrew, round fantail counter with knuckle at decklevel, and moderate sheer. The midsection is formedwith much rise in the straight floor, a rather slackround bilge, and an upright topside. The propelleris of large diameter by modern standards, and hasits shaft low on the sternpost, so that the propellerextends well below the keel and is therefore protectedby the skeg bar that extends below the deepest part
of the keel itself.The vertical boiler is fitted with a high stack havinga copper top. The steering-wheel is abaft the boiler,which is just forward of midlength. Forward of theboiler is a cockpit with side seats having paneledbacks. Abaft the steersman's position is another seat-ing space, in which are seats with plain staved backs.The engine and boiler were close together and wereoperated by the helmsman and a fireman. Therewere short decks at bow and stern and narrow wash-boards along the sides.The model (its scale is unknown) measures 40inches overall and appears to represent a lavmchbetween 42 and 50 feet length.
Loaned by Walter A. Thompson, Baltimore, Mary-land.STEAM LAUNCH, 1883Builder's Half-Model, usnm 160131This half-model of an unidentified steam launchis in the Watercraft Collection without detailed in-formation. The half-model represents a .swift steam-launch hull having slight sheer, straight keel withsome drag, upright straight stem rabbet with slighdyrounded forefoot, upright post, round fantail counter,a long and sharp convex entrance, and a long andvery fine run. The midsection shows a straight risingfloor, a rather high and hard bilge, and a slightlyflaring topside.The lift spacing suggests that the model is on a scaleof 1 inch to the foot, at which this model would be fora launch of 29 feet 6 inches moulded length at gun-wale, 5 feet moulded beam, 2 feet 9 inches mouldeddepth, and about 2 feet 6 inches draft.Gift of U. S. Fish Commission, 1883.STEAM LAUNCH, about 1880-85Builder's Half-Model, usnm 160130The half-model is of a swift, low-powered steam-launch hull of about 1880-85, having graceful andmoderate sheer, a slightly rockered keel and keelrabbet, a much rounded forefoot with nearly straightand upright stem rabbet above, a rounded and rakingsternpost rabbet with the post itself raking, and around fantail stern of moderate overhang. Theentrance is long, sharp, and quite hollow in the
vicinity of the forefoot, and the run is easy and ratherlong. The midsection is formed with much rise inthe straight floor, a high and easy bilge, and a nearlyupright topside. This is a single-screw boat; theboiler and engine were slightly abaft midlength andthe launch was probably half-decked, with a largeoval cockpit.Model is mounted with straight stem, keel, scmi-skeg post, and rudder.The scale of the half-model appears to be '2 inch tothe foot, at which the launch woidd have been 36feet moulded length at gunwale, 9 feet 6 inchesmoulded beam, and 5 feet \Yi inch moulded depth.Supposed to be part of a builder's proposal to somedepartment of the government, but no evidence
exists to show that a launch was built on the model.The donor is unknown, proljalily it was the LT.S.Fish Commission.
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STEAM YACHT, 1881Builder's Half-Model, usnm 76031 AdelitaThe wooden, single-screw steam yacht Adelita wasbuilt on this model at East Boston, Massachusetts, in1881 by Dennison J. Lawlor, for Boston owners. Shewas designed for high speed and carried a lightschooner rig of small sail area for steadying purposesonly.The half-model is of a steam-yacht hidl havingmoderate and graceful sheer, a straight keel withmarked drag, a well rounded forefoot with the stemrabbet nearly straight and upright above, an uprightpost, and a long and thin round fantail counter withflaring rail. The entrance is long, sharp and hollowat forefoot, and the run is long and very fine. Themidsection shows a sharply rising straight floor, ahigh and rather hard bilge, and a slight tumble-homein the topside.Model is mounted with longhead, cutwater, keel,post, and rudder.The model is for a yacht 88 feet moulded length at
rail, 82 feet between perpendiculars, 16 feet beam,7 feet 9)2 inches depth, and 27.55 net tons, 55.09gross tons register. Scale of model is '.J inch to thefoot.Gift of Dennison J. Lawlor, shipl:)uilder, Ghelsea,Massachusetts.STEAM YACHT, 1884Builder's Half-Model, usnm 76042This half-model was a proposal for constructing alarge 3-masted steam yacht, having light pole mastswith small steadying sails and intended to steam fast.It was made by Dennison J. Lawlor at East Boston,Massachusetts, in 1884. No vessel was built on themodel, which represented very advanced ideas forthis class of yacht at the time.The half-model is for a large, single-screw, woodensteam-yacht hull having moderate and gracefulsheer, a straight keel with marked drag, a well-rounded forefoot with the stem rabbet curved andraking above. The stern raiibet is curved andraking at the skeg, which has a vertical trailing edge.The long, light, and narrow fantail counter ends in around and flaring bulwark to form the rail. Theentrance is long, sharp, and hollow at the forefoot,and the run is long and very fine. The midsectionshows a rising floor with hollow at garboard, a highand firm bilge, and a slight tumble-home above.
The model is mounted with graceful longhead,billet, trails, cutwater, keel, skeg, and balancedrudder.The scale of the model is % inch to the foot, repre-senting a vessel 160 feet moulded length at rail, 28 feetmoulded beam, and 15 feet moulded depth to rail.Given by Dennison J. Lawlor, shipbuilder, Ghelsea,Massachusetts.STEAM LAUNCH, 1890Builder's Half-Model, usnm 76300 KaraThe steam pleasure launch Kara was built on thelines of this model at South Boston (Neponset), Mas-sachusetts, in 1890 by George Lawley and Son. Thelaunch was intended for sport fishing as well as forgeneral yachting purposes.The half-model shows a single-screw, wooden steamlaunch, half-decked, and having moderate sheer,a straight keel with some drag, a well-curved forefootand a raking and slightly curved stem rabbet, anupright post, roimd fantail stern, the post raijl^et wellcurved, and a marked skeg. The entrance is long andfine, as is the run, and the midsection shows a risingstraight floor, a high and firm bilge, and a slighttumble-home in the topside.Model is mounted with curved stem, keel, and skeg.The launch was 40 feet on deck, 6 feet beam, draft
aft 3 feet 6 inches, draft forward 1 foot 3 inches.Speed 10 statute miles per hour. .Scale of model is
Yi inch to the foot.Given by LT.S. Bureau of Fisheries.STEAM YACHT, 1890Builder's Half-Model, usnm 76301 PrincessThe steam yacht Princess was built on the lines ofthis half-model at Boston, Massachusetts, in 1890.She was a wooden, schooner-rigged, single-screw steamyacht having moderate and graceful sheer, a straightkeel with some drag, a well curved forefoot and astraight and nearly vertical stem rabbet, upright post,moderately long counter with elliptical transom, along and sharp entrance, a short body, and a longand very easy run. The midsection is formed with a
rising straight floor, a high and rather hard Ijilge, and
slight tumble-home in the topside.Mounted with straight stem, keel, post, and rudder.This yacht did not have a bowsprit and her small
rig was for steadying purposes only.
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The model scales 76 feet 3 inches between perpen-diculars, 15 feet 2% inch beam, and 6 feet 5 inchesdepth. Scale of model is % inch to the foot.Donor not recorded.GLASS-CABIN LAUNCH, 1902Builder's Half-Model, usnm 311241A gasoline-powered cabin launch, name unknown,was built on this model in 1902 at Oxford, Maryland,by Charles W. Langdon for cruising on ChesapeakeBay. Launches of this type strongly resembled theolder steam launches in hull form. Popularly knownas glass-cabin launches, they had long and rather hightrunk cabins with large rectangttlar ports and win-dows and were well suited for hot-weather cruisingin protected waters, or where shelter could be quicklyreached.The half-model shows a hull of the same form as theolder steam launches, having moderate sheer, astraight keel with some drag, a rounded forefootwith nearly straight and upright stem rabbet, uprightsternpost, a round fantail counter of moderate over-hang, and a short and full entrance and run. Themidsection is formed with a short straight risingfloor, an easy round bilge and an upright topside.This launch is somewhat fuller-ended than usualin her type, and also above the average in proportionof beam to length.The model is for a launch 45 feet 4 inches mouldedlength at deck, 10 feet moulded beam, and 4 feettnoulded depth at side. Scale of model is ]i inch tothe foot.Given by Charles VV. Langdon, boatbuilder, O.x-ford, Maryland.GLASS-CABIN LAUNCH, 1905Builder's Half-Model, usnm 311242 CofnfortThe double-ended glass-cabin launch Comfort,powered with a gasoline engine, was built on thismodel in 1905 by Charles W. Langdon at O.xford,Maryland, for use on the Chesapeake. She was anunusually burdensome and roomy boat of her type,sharp at both ends and with the usual long and ratherhigh trunk cabin, having full standing headroom.The half-model shows a launch hull sharp at bothends and having moderate sheer, a straight keel withsome drag, rounded forefoot with nearly straightand vertical stem rabbet above, an upright post,and a "canoe stern" formed with the overhanging
and curved post becoming nearly vertical before thedeck is reached?a form of stern first introduced insailing boats and at the turn of the century popularalso in launches. The entrance is short and full,the run is unusually heavy. The midsection showsa short straight floor with moderate rise, a low andwell rounded bilge, and an upright topside.The launch represented was 40 feet moulded lengthat deck, 8 feet 10 inches moulded beam, 4 feet mouldeddepth. Scale of model is % inch to the foot.Given by Charles W. Langdon, boatbuilder,Oxford, Maryland.FERRY LAUNCHBuilder's Half-Model, usnm 311523 NymphThe single-screw wooden ferry laimch Nymph wasbuilt on this model at Bradenton, Florida, sometimebetween 1918 and 1930 by "Bat" Fogarty. Thisboat was powered with a gasoline engine and wasintended to carry passengers only.The half-model is of a small launch, shaped muchlike a sailing boat, having moderate sheer, a straightkeel fairing into the stem in a long and easy curve,the stem rabbet becoming upright at deck, an up-right post, round fantail counter, long and sharpentrance, and a short but easy run. The midsectionshows a rising straight floor, a slack round bilge,and an upright topside.The model is believed to be for a launch 35 feet 3inches moulded length at gunwale, 8 feet mouldedbeam, and 3 feet 6 inches moulded depth. Thescale of the model 1 inch to the foot.Given by "Bat" Fogarty, boatbuilder, Bradenton,Florida.BILOXI FREIGHT BOAT, 1925Builder's Half-Model, usnm 311222A gasoline-powered freight boat of the launch typewas built on this model about 1925 at Biloxi, Missis-
sippi, by Anson Holley for local owners. The nameof the boat is unknown.The half-model represents a large launch hull havinga single screw, moderate sheer, straight keel \sithslight drag, slightly rounded forefoot, straight andupright stem rabbet abose, upright post, slightly rak-ing flat transom, sharp entrance, and a long easy run.The midsection shows a straight and rising floor andan easy round bilge, wall-sided abo\e.The model, which resembles the local fishinglaunches, is for a larger boat measuring 43 feet
472S46?60- -12 157
moulded length at gunwale, 13 feet moulded beam,4 feet 6 inches moulded depth. The scale of the modelis % inch to the foot.Given by Anson Holley, boatbuildcr, Biloxi,Mississippi.CRUISING LAUNCH, 1925Builder's Half-Model, usnm 315700 PawneeThe cruising launch Pawnee was built on this model
at East Moriches, Long Island, New York, in 1925by Otis A. Palmer. The boat was intended for over-night cruising and for inshore sport fishing, and wasbuilt to be seaworthy and to have moderate powerand speed. It had a cuddy (small trunk cabin) for-ward and a large cockpit, with the engine under abox in the cockpit.The half-model shows a short, wide, motorboatcruiser hull having moderate sheer, a rockered keelrabbet (a skeg was employed), and a curved and rakingstem rabbet with a well rockered forefoot. Thetransom is flat and raking. The entrance is sharp,convex and rather short. The run is long and slightlycambered in the buttocks. Midsection is formedwith a short, slightly rising straight floor, a slackround bilge, and a flaring topside.Scale of the model is 1 inch to the foot, producinga moulded length of 22 feet, moulded beam of 8 feet,and moulded depth of 2 feet 1 1 inches.The model is marked by a freeboard that is highfor the hull length.Gift of Mrs. Otis A. Palmer, East Moriches,Long Island, New York.CRUISING LAUNCH, 1925Builder's Half-Model, usnm 311258A raised-deck, single-screw cruising launch, nameunknown, was built on this model about 1925 atApalachicola, Florida, by Samuel Johnson. She waspowered with a gasoline engine. The model repre-sents a general type of motor boat popular for pleasurecruising in the period 1912-30.The half-model represents a motor launch hullhaving a long raised deck forward, a rather straightmain sheer, a rockered keel-rabbet with skeg aft, araking curved stem rabbet, a shallow vertical tran-som, curved athwartships, a short and sharp entrance,and a long but rather full run. The raised deck ishigh above the main sheer and extends about a thirdthe length of the hull from the bow. The midsection
is formed with a rising straight floor, a slack roundbilge and a nearly upright topside.The model is supposed to be to the scale of ]i inchto the foot and to represent a boat 44 feet long atgunwale, 10 feet moulded beam, and about 5 feetdepth.Given by Samuel Johnson, boatljuilder, Apalachi-cola, Florida.CRUISING LAUNCH, 1927Builder's Half-Model, usnm 311259A raised-deck, single-screw, cruising launch, nameunknown, was built on this model about 1927 bySamuel Johnson at Apalachicola, Florida. Accordingto the builder, this boat was powered by a convertedautomobile engine.The half-model is of a launch hull having a ratherlong raised deck forward, nearly straight sheer, rock-ered keel rabbet with skeg aft, upright and nearlystraight stem rabbet, wide, raking flat transom, shortand full entrance, and a long and flat run. The mid-section has a rising straight floor, a hard round bilge,and an upright topside. The raised deck is aljoutone-third the whole length of the hull.The model is Ijelieved to be on a scale of 1 inch tothe foot and to represent a boat 30 feet 3 inchesmoulded length, 7 feet moulded beam, and 2 feet l^oinch moulded depth.Given by Samuel Johnson, boatbuilder, Apalachi-cola, Florida.MOTOR CRUISER, 1927Builder's Half-Model, usnm 315697This half-model represents a small, raised-deck,motor cruiser, name unknown, designed and builtby Otis A. Palmer of East Moriches, Long Island,New York, in 1927. This type of small cruiser wasvery popular from about 1910 to 1932, having acabin under a raised deck forward and a standingcanopy over the cockpit. The boats were usuallylow-powered, inexpensive craft and of varying degreesof seaworthiness. The model is fairly typical ofmany of this class, particularly of the relativelyinexpensive boats. The boats of this general modelwould make about 8 to 9 knots with a gasoline engineof 15 to 25 horsepower.The half-model shows a cruiser having a rather highraised foredeck with a break aljaft midlength. Thekeel rabbet is rockered and the boat had a skeg,with the rudder hung outboard. The stem raljbet isrounded and flaring, the transom flat and raking, the
158
entrance moderately sharp, and the run rather flatand long. The midsection is abaft midlength andshows a very short, straight rising floor, a roundeasy bilge, and a slightly flaring topside. The free-board is high for the hull length.Scale of the model is 1 inch to the foot, giving amoulded length overall of 28 feet, a moulded beam of8 feet 10 inches, and a moulded depth abaft thebreak of deck of 4 feet 1 }i inches.The boat had berths for four, and a toilet and galley.Gift of Mrs. Otis A. Palmer, East Moriches, LongIsland, New York.MOTOR CRUISER, 1928-29Builder's Half-Model, usnm 315698Two cruising launches, names unknown, were builtfrom this model in 1928-29 by Otis A. Palmer, EastMoriches, Long Island, New York. They had dif-ferent arrangements, and were of two sizes. Themodel was designed to produce a boat 32 feet 3 inchesmoulded length on a scale of 1 inch to the foot, or20 feet 6 inches long on a scale 1| inch to the foot.This use of two scales has been quite common amongAmerican small-boat builders.The half-model represents a launch hull designedfor moderate speed and power, having rather straightsheer, a slightly rockered keel rabbet (with skeg aft),a well rovmded forefoot with a raking, curved stemrabbet, a wide flat, raking transom, sharp convexentrance, and a long and rather flat run. The free-board is high for the length of hull. Midsection isformed with a very short and slightly rising straightfloor, a slack round bilge, and flaring topside. Tiremodel is a solid block, with only a top lift added. Ona scale of 1 inch to the foot it is for a boat 32 feet 3inches moulded length at rail, 8 feet 4 inches mouldedbeam, and 4 feet moulded depth; on a scale of IKinch to the foot the boat would measure 20 feet 6 inchesmoulded length at rail, 5 feet 8 inches moulded beam,and 2 feet 8 inches moulded depth. A seaworthylaunch for the dimensions is indicated.Gift of Mrs. Otis A. Palmer, East Moriches, LongIsland, New York.PASSENGER and FREIGHT LAUNCH, 1930Builder's Half-Model, usnm 311236A passenger and freight carrying launch, nameunknown, was built on this model at Port Arthur,Texas, by John H. Cram about 1930. This launchwas single screw, with gasoline engine.
The half-model is of a V-bottom launch hull havingmoderate sheer, straight keel with skeg aft, uprightstraight stem rabbet slightly rounded at forefoot,nearly upright flat transom, the chine carried highforward, the entrance short and sharp, and the runlong and straight. The midsection shows a straightdeadrise, angular chine and slightly flaring straighttopside. The form of hull indicated by this modelhas been popular on the coast of the Gulf of Mexicofor many years, V-bottom construction having beenin use before 1880 in Louisiana, Mississippi, andTexas.The model is for a launch mea;juring about 45 feet4 inches moulded length at gunwale, 12 feet 6 inchesbeam, and 5 feet depth. Scale of model is % inch tothe foot.Given l)y John H. Cram, boallniilder, Port Arthur,Texas.SPORT FISHING BOAT, 1938Builder's Half-Model, usnm 311252A V-bottom, gasoline-powered, sport fishing tenderwas built on this model about 1938 by Patrick Mooreat Galveston, Texas. The launch was intended toaccompany a larger boat and to engage in sportfishing in the Gulf of Mexico.The half-model is for a single-screw launch havingstraight sheer, a rockered keel rabbet fairing into arather upright curved stem rabbet, a nearly uprighttransom, curved athwartships, a sharp entrance, anda long and flat run. The chine, in profile, is high atthe stem and is formed in a shallow sweep, risingslightly in the run. The midsection is formed with astraight and rising floor, an angular bilge, and aflaring straight topside.The model is for a launch 20 feet 4 inches mouldedlength at gunwale, 7 feet moulded beam, and 3 feet1 inch moulded depth. .Scale of model 1 inch to thefoot.Given by Patrick Moore, boatbuilder, Galveston,Texas.NEW JERSEY GAR"VEY, GASOLINE-POWERED.about 1950Rigged Model, usnm 315246This model is of a motor garvey built about 1950near Tuckerton, New Jersey, for fishing and pleasureboating. This design originated in southern NewJersey and has spread to Delaware, Maryland, andVirginia along the Atlantic beaches and inlets, re-
159
placing the earlier sailing garvies, with or without atrunk cabin. In Maryland and Virginia it is used inthe oyster fisheries, particularly in the vicinity ofChincoteague Island, and \ariatlons are built in NewJersey from Barnegat southward. Now being ratherextensively used for pleasure, it is built in lengths from12 to about 40 feet, and for these dimensions is inex-pensive and. when suitably powered, produces a \eryshallow-draft and fast motor boat.
the stern; the model has a stern as wide as the mid-section. A scmitunnel stern, of rather primitive de-sign, is emjjloycd in this model, following the sterndesign used in some of the garvies.The model is of a rather small boat of the type,measiu'ing 23 feet total length, 6 feet 6 inches beamand 4 feet deep forward, 2 feet aft, and 6 inches draftto chine. Scale is 1 inch to the foot.Gift of VV. R. Main, Waretown, New Jersey.
Motor G.^rvev, a luw-cost craft for fishing andpleasure boating, built about 1950, near Tuckerton,New Jersey. Rigged model USNM 315246. {Smith-sonian photo 45603-a.)The model shows a scow-hulled motorboat havingslightly flaring sides, a flat bottom with a very slightV in the forward rake, a style of bow called "chicken-breasted" in southern New Jersey. The profile of thehull is like that of a sled; the bow rake is curved, andthe bottom profile is straight from the bottom of therake to the nearly vertical transom. The sheer isstraight in the model, but some boats of the type havemoderate sheer. The bow is alwavs narrower than
COLLECTION OF SCREW PROPELLERS andPADDLE-WHEEL MODELSThe Watercraft Collection contains a series ofscrew propeller models showing, in general, the de-N'clopmcnt of the screw propeller, though all stagesof the development are not covered, the Ericssondesigns, as well as some others, being omitted. Thefollowing designs are included: Robert Hooke 1681,Joseph Bramah 1785, William Lyttleton 1794, JohnStevens (two) 1804, Perkins 1825, Beard 1829, Smith1831, Woodcroft 1832, Burk (two) 1834-35, Smith(two) 1835-36, Burcher 1839, Rennie 1843, Steam-boat 1845, Beard 1853. Swartz 1857, Colborn 1865,Gary and Gary 1875, Tyson 1877, Tanner 1878,Steamboat 1880. Stevens 1889, Steamboat 1890, andHancock (no date).Models of paddle wheels include two showing sidewheels and one of a stern paddle wheel. The stern ofa screw vessel fitted with two banded propellers, of theEricsson type, abaft the rudder, and on a single shaftis also part of this exhibit. The paddle-wheel modelsshow details of the housing and dri\e of the variouspaddle wheels. A number of patent models of pro-pellers or propulsion methods are also in this collection.
* *
tt *
160
Schooner Mary D. Dyer, Built at East Boston by Donald D. McKay
FISHING CRAFT
161
THE DEPRESSION IN tradeand the almost com-plete cessation of emigra-tion to the American col-onies that followed theCivil War in England, dur-ing the 1640's, led to therapid growth of the NewEngland fisheries and co-lonial maritime trade. Tosupport themselves in this period, the colonials begantrading in the West Indies, and as fish was an article-in-trade much in demand there and as the NewEngland colonies could produce the article, the fish-
eries soon assumed great importance. As a result, theNew England fishing fleet began to invade NovaScotian waters; in 1670 there were 30 New Englandshallops reported on the Nova Scotian coast, by 1708the number reported was 300.
Colonial Craft
Very little is known about colonial fishing craft ofthe 17th and early 18th centuries. Customhouserecords and colonial reports show that the fishingfleet was largely made up of brigantines and ships("gallies"), sloops, shallops, and "catches." The
"gallies" were fast-sailing ships and brigantinesdesigned to permit rowing and these, from about1695 to 1720, were employed by merchants, first tocatch fish on the Banks and secondly, to carry thecatch to a foreign market, often one of the Mediter-ranean coimtries. The sloops were single-masted
vessels, perhaps having a gaff- or sprit-mainsail andone or two headsails according to size. They made upthe bulk of the colonial whaling fleet until afterthe Revolution. The shallops were a 2-masted deckedboat of some sort, perhaps sprit- or gaff-rigged, withouta headsail. They were 30 to 40 tons burden at theend of the 17th century; later, about the middle ofthe 18th century, the name shallop was sometimesapplied to small schooner-rigged craft as well as to2-masted decked boats having no headsail. The
"catches" were apparently 2-masted boats and manywriters have assumed these were the same as the laterketches of the 18th century. However, there is somereason to doubt that the fishing catches and the 18thcentury bomb and merchant ketches were alike;the fishing catch was commonly a small vessel below30 tons register and thus too small to be rigged bomb-ketch fashion.
The records also show that the fishing catches oftencarried small crews (four men in one case) whenmaking relatively long voyages. The catch musthave been more burdensome than the shallop, as a
rule, for catches are reported to have often carriedfish to the West Indies. The possible rig of the fish-ing catch is suggested by the colonial lists of ships, onwhich it appears that a large number of catcheswere carried until about 1710-20 when, suddenlythey are replaced by "scooners." Hence it may bethat the fishing catch was a fore-and-aft rigged vesselwhich aljout 1715 became known as the "scooner,"or schooner, as has been mentioned earlier (p. 14).Early in the 18th century the New England andCanadian inshore fisheries were being carried on bysmall sloops and shallops, the offshore fisheries byschooners and a few large sloops. The schoonerssoon became vessels of some size and by 1770 theNew England fishing schooner was often 60 feet inlength. As far as can be discovered, the shallop or
"two mast boat," was something like the Chebaccoboat and dogbody, to be referred to later (p. 164).It is apparent, from contemporary accounts, thatthere were a number of shallops and small schoonerswith the pink stern, a sharp stern with overhangingbulwarks aft that later marked the New Englandpinky schooner. The large fishing schooners appearto have all been square-sterned.As early as 1721 Marblehead, Massachusetts, had120 schooners in the fisheries averaging 50 tons
register and by 1741 Marblehead had 160. In thecolony of Massachusetts, in 1741, 400 schooners wereowned, besides about an equal number of deckedand undecked small craft all employed in the fisheries.Sometime before 1760 the large fishing schooner haddeveloped marked characteristics and had becomeknown as the "Marble Head scooner."The history of the development of the early fishingschooners has been clouded by tradition. Thealleged "invention" of the schooner at Gloucester,Massachusetts, in 1715 was accepted as an historicalfact for many years, vmtil it was finally challengedby the production of old paintings and drawingsshowing that the schooner-rig had existed long before
1 71 5. It has been traditional that the fishing schoonerimproved in size, speed, and all good qualities astime passed and knowledge increased, whereas thefacts were that the schooner developed or recededin size, speed, and good qualities, as the economicsof the fisheries required, or as international conditionsmade necessary
162
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Lines of the Marblehead-Type Schooners Sir Edward Hawke and Earl of Egmont, built at New York for theBritish Navy in 1767. This type had a reputation for speed. Redrawn from the original British Admiraltybuilding draught, courtesy of the Trustees of the National Maritime Museum, Greenwich, England.Marblehead SchoonerDuring the early years of the New England fishingschooner, from perhaps 1745 to 1770, the Americanoffshore fisheries were harassed by foreign cruisersand raiders; earlier, wandering pirates and free-booters had been troublesome. Just as the lack ofnav'al protection had caused New England merchantsto resort to the fast-sailing galley-ship at the end ofthe 17th century, so the same lack in the 18th centuryproduced the fast-sailing Marblehead "Scooner," orschooner. Early newspaper references and noticesto mariners refer to these schooners as privateers,indicating fast-sailing qualities. During the AmericanRevolution and in the years just preceding it theMarblehead schooner was employed where swiftnesswas necessary; the British Navy built two in 1767 atNew York, the Sir Edward Hawke and the Earl ofEgmont, and to this circumstance we owe the existenceof the one plan of a pre-Revolutionary Marbleheadschooner (see above). Early in the RevolutionGeneral Washington commissioned Marbleheadschooners to capture British supply ships trying toreach the besieged port of Boston. Even the Frenchhad employed these fast schooners, as is shown by amariners' notice in the Boston Gazelle, Monday,Aug 24, 1761, regarding French cruisers on thenorthern coasts:
A Schooner of 1 2 guns, formerly a Marblehead Fisherman,one side of her upper Works black, and the other yellowand white streaks; a Seahorse on her Hase-holes, and looksvery much like a Fisherman on the painted Side.During the Revolution the Canadians fitted out someprivateers against the Americans; in the October 20,1777, issue of the Boslon Gazelle this warning appeared:We have intelligence that a schooner mounting 12 carriageguns with 40 men lately sail'd from Halifax to cruise this
coast. She is about 70 tons burthen, Marblehead-built,white bottom, with lug foresail and two standing topsails.Ten of her crew belonged to Commodore Manlv and about
as many more are young lads.In the years of unrest that followed the Revolutionthe Marblehead schooner evidently maintained herreputation for speed, for President John Adams,
writing from Quincy, Massachusetts, on the 5th ofAugust, 1799, suggested to the Secretary of the Navythat, "we must have Bermuda Sloops, \'irginia PilotBoats or Marblehead schooners" for light cruisersagainst the French. The inclusion of the Marbleheadschooner with such swift-sailing types as the Bermudasloop and Mrginia pilot boat speaks for itself. Yet,in spite of this evidence, tradition is firm that theMarblehead "heel-tappers," or schooners, werebarrel-shaped, full-ended, and slow-sailing craft.
163
Chebacco Boat, Pinky, and SchoonerSmack
In the years after the Revohition, many of thefishermen in Massachusetts were unable to replacethe large fishing schooners lost during the war.At the same time, the coastal fisheries became veryactive. The resulting demand for small craft, led toan improvement in the old shallop, or 2-masted boat.This improvement appears to have originated atEsse.x, Massachusetts, then called the ChebaccoParish of Ipswich. It is probable that the improve-ment was largely a mere increase in size and somerefinement in model and rig, but the resulting craftwere found to be very efficient fishing boats and thetype soon became the "Chebacco boat," in thefishermen's vernacular. Tradition supposes the Che-bacco boat was "invented" at Essex and goes so faras to claim that the first one was built in an attic ofone of the houses in the village, quite a feat consideringthe size of a Chebacco boat and of the Essex houses.The Chebacco was built in two basic models
?
one was referred to as a Chebacco, or "Jeljacco," boat,and was pink-sterned, the other was called the
"Chebacco dogljody," or just "dogbody," and wassquare-sterned. The rig was 2-masted, schoonerfashion but with the foremast in the eyes of the hull;there was no bowsprit, no headsail and no topsails.The boats were decked, the smaller craft under 40feet length had "standing rooms," or cockpits, inwhich fishermen stood when fishing and the helmsmanalso had a "steering room"; the boats above 40 feetwere usually decked and were without these "rooms."Commonly the square-sterned dogbody was smallerthan the contemporary pink-stern Chebacco; thesquare stern gaxe equal deck room in less length.At the end of the 18th century the Chebacco boatsrarely exceeded 23 tons register and most were be-tween 36 and 38 feet length, 11 and 12 feet beam, 5and 5)2 feet depth. By 1810 the average boat was stillunder 30 tons register; 39 to 42 feet on deck, 11)^ to12)^ feet beam, and 5)^ to 6 feet depth in hold. Dur-ing the War of 1812 some large Chebaccos were built,up to 45 feet length and 13 feet beam, of about 35tons. The small boats had low rails; the large boatshad bulwarks. The Chebacco was often a fast-sailingboat and very seaworthy. As a result, boats of thistype are known to have made \oyages to the WestIndies and fishing trips to the Gulf of St. Lawrence.The type was at its height of popularity in the decade1800-10.
The Chebacco boats were marked by a curved stemprofile, raking post, drag to the keel, and usually amarked sheer. Often the low bulwarks or chock railswere cut short of the stem; the latter stood high andcould be employed as a mooring bitt. The masts wereusually raked and the sails were rather .square-headed.The boats usually had a raised cuddy-deck forward,but the rail line might be flush at sheer in spite ofthis; in the small boats the rail stopped at the breakof the cuddy-deck and the fore rail was a low log
rail, or bow chock-rail, carried almost to the stem.
Sm.^ll Cheb.acco Bo.\t, 1790-95, a type much used inthe Massachusetts inshore fisheries from 1785 to 1815.1 his old and somewhat crude rigged model (USNM39198), of indeterminate scale, shows the basic fea-tures of a small boat of the type. {Smithsonian photo
In their home ports the Chebacco boats employeda mooring made of a large block of granite, of 3or 4 tons weight, having a hole in its center about8 inches in diameter; in this a white oak timber was
set and secured at the butt, below the granite block,with a fid. Over the head of this oak timber, whichwas about 14 to 18 feet long, to stand 3 or 4 feet abovehigh tide, was placed a short timber, 18 to 24 incheslong, in which was a hole large enough to fit looselyover the top of the long timber; it was held in placeh\ a fid through the head of the long piece. Thisshort Ijlock, or "craij," could revolve on the uprightoak piece. A piece of well-tarred cable, aijout twoinches in diameter, was made fast to one end of the
164
Measured Perspective Drawing oi- a Chebacco Boat, 1795-1805, showing form and arrangement of hullDrawn bv the late Georsre C. Wales.
crab by passing it through a small hole, made in thecrab for the purpose, and splicing it in place; the freeend was made up in a large eye-splice. This cablewas usually about 4 to 5 fathoms long and the eye-splice was buoyed. In mooring, when the Chebaccoboat picked up the buoy, the large eye-splice wasdropped over the high stem-head of the boat, thussecuring her. In some boats a removable fid waspassed through the steinhead athwartships to preventthe eye-splice from coming adrift, but in most boatsthe stemhead was so high this was not necessary.Though the center of Chebacco boat constructionwas at Cape Ann, copies of the type were built else-where, on the "South Shore" of Massachusetts atHingham, Scituate, and Kingston as well as to theeastward in Maine, New Brunswick, and Nova Scotia.The old sailing fishing boats of the northern end ofthe Gaspe Peninsula, Quebec, were certainly de-scendants and a form of Chebacco is said to haveexisted there late into the last quarter of the 19th cen-tury. The Cheljacco lost its popularity in Massachu-
setts at the end of the War of 1812 as the increase in
size of hull began to make the rig heavy to work; asa result, in the inshore fisheries the schooner-rigged
pink\ surplanted the pink-sterned Chebacco and thesquare-stern schooner the dog body.It is not known when this type of schooner, laterknown as the "pinky," originated. But the pink-sterned hull with schooner rig appears to have beenused in the New England fishing fleet before the Rev-olution. It is probable, however, that it existedthroughout the whole period of development of thesquare-stern schooner. At the end of the War of 1812the pinky had a period of popularity and a greatmany were built. The pinkies were at their heightof popularity in New England between 1815 and 1840.The invention of the mackerel jig in 1816 by AbrahamLur\cy of Pigeon Cove, Cape Ann, made this fisherypopular and profitable. As the mackerel work towindward, vessels in this fishery had to be weatherly.The pinkies were notable for this quality and so agreat many were employed in this fishery, a fact thatled to their being called "jiggers." Pinkies were em-ployed in all New England offshore fisheries exceptthe Grand Banks, in the period 1815-35.The Chebacco boats and pinkies had open fire-[ilaces in the cuddy forward and life aboard them wasoften hard. The fare mav be imagined bv a list
165
of provisions, supplies for a week, placed aboard aChebacco boat in 181 1 : 2 quarts of molasses, 5 poundsof fat salt pork, 4 pounds of flour, 7 pounds of hardcrackers, % barrel of water, and an unstated supplyof rum. Beans were sometimes supplied and cookedaboard the boats.Throughout the colonial period and after, untilwell into the 1840's, the consumption of rum aboardNew England fishing vessels was enormous. It wassaid that this often had serious effects upon fishing,causing loss of time and gear. Occasionally anincident appeared in the newspapers, as in theBoston Gazelle, Monday, August 12th, 1771:The beginning of last \Veek a Fishing Schooner arrivedat Marblehead, having on board 4 Men and 2 Lads, whogave an Account, that about a Week or Fortnight beforethey got in, one Saturday Evening, after the Crew had madea Supper of Pork and boiled Dumplins, their Skipper,Mr , and one Russell, died very suddenly, theformer immediately after Supper and the latter the nextMorning. ."Mthough the Men and Lads agreed in theCircumstances relative to these Deaths, yet the Magistracytho't proper to make a legal, particular Enquiry into theAffair, which was done last Saturday, when it appearedthat Russell, after the Men had finished their Supper,challenged the Skipper, or any other, to drink Bumpersof Rum with him; which being accepted, a Pint Mug wasfilled and Russell drank it off, and the Skipper then drankthe same Quantity. Russell repeated the fatal draughtwhich completed a Quart; before the Skipper had Time todrink his second Draught he fell and immediately e.xpired.His Champion dropt very soon after, continued in alethargic State till the Next Morning and then died. The4 Men and 2 Lads agreed to Conceal the unhappy cause ofthese Deaths; which they did until examined by Authority.In the years between 1815 and 1840 the peacefulstate of the seas and the steadily increasing demandfor fish made cargo capacity more important thanspeed. Under these conditions, what was generallyneeded was a burdensome vessel that would lie atanchor safely on the banks and sail at a moderaterate. In 1821 the first attempt was made by aMassachusetts fisherman to anchor on GeorgesBank, as had long been done on the Grand Banks; pre-viously the strong tides on the Georges had led to abelief that a vessel anchoring there would be pulledunder by the tide. The importance of the saltfishery caused the construction of many large, burden-some schooners having a short, full entrance and run,a rather round, full bottom, a moderate sheer, anda short quarterdeck. On the whole these schoonerswere very slow under sail and it was these, perhaps.
New England Pinkv of 1820-45, rigged modelUSNM 57586, showing a typical deck arrangement.The mainsheet horse forward of the tiller, however, isunusual and probably an error of the model builder.{SmitluoJiian photo 4^6g^.)
that caused the veteran fishermen later (in 1885)to describe Marblehead-built schooners as slow andbarrel-shaped and thus to establish the tradition that
all the old Marblehead schooners, without regard todate, were tubby craft.
Sharpshooter and Chpper Fishermen
Several factors arose to change this picture and tocreate a demand for faster vessels. The invasion ofCanadian waters by New England fishermen andthe various international disputes over treaty rightsof Americans to fish in Canadian waters finally ledto attempts to exclude the New Englanders from someof the desirable fishing areas on the coasts of NovaScotia, New Brunswick, and Labrador. This wasdone by use of fishery patrol vessels and British naval
craft. The New Englanders resisted this, first em-ploying some fast pinkies to poach on the forbiddenfishing banks and then demanding that buildersproduce smart sailing craft that could escape thepatrol and naval vessels. Another factor placingemphasis on the \alue of fast-sailing in fishingschooners was the demand for fresh fish occasionedby the rising population of the coastal cities. Thisdemand was further stimulated, about 1836, by theconstruction of a railroad into Boston and, some 10years later, to Gloucester. With the possibility forrapid delivery of fish inland, the market-fisheries
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Old Fashioned Grand Banks cod-fishing schooner with crew hand-line fishing. Vessel is of about1825. Drawn by H. Elliott underthe direction of Capt. J. VV. Col-lins. From G. Brown Goode, Thefisheries and fishery industries of theUnited States, Washington, Govern-ment Printing Office, 1884-87.
thus assumed very great importance. The firsteffort to produce suitable vessels resulted in a largenumber of smacks, or schooners having live-wells.As most of these vessels were built on the old, slowmodel, they did not prove very satisfactory. Inthe midddle 1840's an effort was made to increasethe supply of ice at the Boston and Gloucesterfish piers, and to introduce better ways of handlingiced fish, with the result that by 1847 the market-fishing schooners were almost entirely fitted for icingtheir catch. The use of ice, w^hich made short, quicktrips necessary, added to the demand for speed.
Sailmaker's Plan for a fishing schooner, 1836. Froma drawing, made for the U.S. Fish Commission, inthe Watercraft Collection.
A third factor creating a demand for swift schoonersresulted from the trend in the 1840's toward com-bining the summer mackerel fishery at Cape Codwith the winter transport of oysters in the shell fromthe Chesapeake to Cape Cod. This combination ofoperation had led to the purchase of a number ofChesapeake Bay schooners, some keel and somecenterboard, designed and built to conform to theChesapeake tradition that speed was a necessity in aschooner. Of these, the most popular model in theCape Cod ports was the shoal-draft keel schoonerknown in the Chesapeake Bay country as the "pungy."Chesapeake Bay keel schooners, or "Baltimore clip-pers," were also purchased by Gloucester ownersengas;ing in the summer mackerel fishery, so that by1845 the fast-sailing clipper-schooner was very wellknown in Cape Ann waters as w^ell as at Cape Cod.However, the Bay schooners, ^vhich were rather shoalbodied and low sided, had proved to be very wetand uncomfortable in winter weather, and to meetthis objection and satisfy the demands for fast fishingschooners, the Esse.x, Massachusetts, l^uilders pro-duced a deep, keel schooner having great dead riseamidships, hard and powerful Iiilges, a sharp entranceand long easy run, heavy flaring sections forwardabove the waterline, and drawing much more water
aft than forward. The model may have been in-fluenced by the contemporary Chesapeake schoonersbut probably was more affected by the large and deep
167
New England Well-Smack forthe fresh hahbut fishery on GeorgesBank, 1836-47. Longitudinal sec-tion, drawn by H. Elliott underthe direction of Capt. J. W. Col-lins. From G. Brown Goode, Thefisheries and fishery industries of theUnited States, Washington, Govern-ment Printing Office, 1884-87.
Sailmaker's Plan for a fishing schooner of the clippermodel, built in late 1850's. From a drawing, madefor the U.S. Fish Commission, in the WatercraftCollection.
Sailmaker's Plan for the sharpshooter fishingschooner Romp built at Essex, Massachusetts, 1847.From a drawing, made for the U.S. Fish Commis-
sion, in the Watercraft Collection.
pilot-boat schooners then employed in nearly all NewEngland ports. The new class of fishing schooner wasnamed by the fishermen "sharpshooter" or "filebottom," to indicate the V-form of the schooner thatresembled a triangular file.The first sharpshooter appears to have been theRomp, built at Esse.x, in 1847 by Andrew Story forGloucester owners. Traditionally her crew is sup-
posed to have refused to sail in her because she was sosharp but no actual record has yet been found of this.The Romp was a most successful vessel and remained
at Gloucester for many years. She must have made agreat impression while building, for she was imme-diately followed by a great number of similar schoon-
ers, and soon all classes of new schooners, GrandBankers, Georgesmen, and market boats were beingdesigned as sharpshooters, or file-bottoms. The sharp-shooter attracted much attention in Canadian watersand authorities complained that the new and superior
class of New England schooner could outsail thefishery patrol vessels and that the lawless Americancrews were driving Canadian fishermen from theirfishing grounds. It was reported that the sharp-shooters had heavily ironed bowsprits and that theircaptains threatened to run down Canadian fishermen;the worst of the American vessels were commandedby "Whitewashed Yankees" who, said the Canadianreport, were Nova Scotians who had become Ameri-can citizens.Late in the 1850's, the demand for relatively shoal-draft and large keel schooners, to replace the oldChesapeake Bay clippers at Cape Cod, led to the
168
Halibut-Fishing Schooner Being Tripped by a Heav\' Sea. Usually this caused loss of vessel and crew.Drawn by H. Elliott under the direction of Capt. J. W. Collins. From G. Brown Goode, The fisheries andfisheryindustries of the United States, Washington, Government Printing Office, 1884-87.
construction of a new class of clipper fishermen.These were much sharper and longer m the entrancethan the older sharpshooter, though with the samelong and easy run; and were very straight in thebuttocks. The new schooners, however, had lessdepth and dead rise in the midsection, and had lowand hard bilges. The model resembled that of acenterboard schooner having some dead rise butwith a deep keel outside the rabbet in lieu of a center-board. It was quickly found that the new modelcould carry a large sail area and was stiff, and thatthe new schooners were very fast. By 1859 the build-ing of the sharpshooter had almost ceased and all butthe "salt bankers" were being built as clippers. Theclipper model was to predominate for about 25years.In the 1860's a few rather deep schooners were Isuiltfor the market fishery, but the trend in design wasgenerally toward the extreme clipper having a \-eryshoal-draft body for a keel sailing vessel. The greatestbeam was now well abaft the midlength, the sternwas wide and the quarters heavy, the freeboard waslow, the entrance became very long and sharp withmuch hollow at the forefoot, the run was also longand hollow near the post, and the buttocks wereoften extremely flat and straight.
The Fast, Safe Fisherman
However, it soon began to be apparent that some-thing was wrong. The rise in prosperity in the NewEngland fisheries was general from the late 1840's onand the banks had become so crowded with schoonersthat when a severe gale swept the fishing groundsheavy losses through collisions, caused by vesselsgoing adrift, could be expected. But it becameapparent that this condition was not the .sole causeof the growing loss in lives and vessel property.Vessels were knocked down and either capsized orswamped, usually with the loss of all or most of thecrew, because the shoal-bodied schooners could notrecover from a sharp angle of heel. In a heavy gale,furthermore, the popular shoal model could not carryher heavy spars and large sails and the knowledgethat the vessels could capsize caused captains to heaveto and try to ride out the gale. Under such condi-tions, the shoal draft caused the vessels to drift un-manageably to leeward, a frequent cause of collisionon the banks. In the 1870's a number of disastrousgales swept the New England coasts and the losseswere very heavy.About 1880 a former Gloucester fisherman, CaptainJoseph \V. Collins, joined the U.S. Fish Commission.
169
A Clipper of the i88o's, theMackerel-Seiner Daniel Marcy,1882, out of Gloucester. {Smith-sonian p/into ^j8i6-d.) >
Inboard Profile and Deck Lay-out of a halibut-fishing schooner1880, for fishing on Georges Bank.From G. Brown Goode, The fish-
eries andfishery industries of the UnitedStates, Washington, GovernmentPrinting Office, 1884-87.
His experience as commander of some of the extremeclipper fishing schooners, and his knowledge of thecauses of the extensive losses in lives and vessels thathad occurred had led him to begin a campaign tobring about safer and better schooners. Writing innewspapers and later in the publications of the FishCoinmission, he effectively centered attention uponthe shortcomings of the fashionable model of schooner.He obtained the aid of a number of competent de-signers such as Lawlor, John Bishop, and ThomasIrving, and he also modeled schooners hiinself toillustrate what could be produced in a schooner hav-ing more depth, lower ballast, and a greater range of
stability than was possible with the existing model.The speed of the shoal clipper was too well appreci-ated for his campaign to be successful, if based uponsafety alone, so it was also necessary to prove that thenew, deep, safe schooner would be as fast or fasterthan the fashionable type.The Fish Commission planned to build a smack-schooner and, from 1883 to 1886, Collins exhibited anumber of his designs for such a vessel to serve as amodel for the ideal fishing schooner. Lawlor was verymuch interested in the subject and aided Collins withhis designing; in 1884 Lawlor built on speculation thedeep and improved fishing schooner Roulette, whichattracted much attention. She was fast, weatherly,and able to carry sail. In 1885 Lawlor designed anumber of fast schooners having the straight, upright
stem of the pilot schooner; these were the schoonersArthur D. Story, John H. McMamis, and the A. S. & R.Hammond. These schooners were fast and though lessdeep than the Roulette, they were nevertheless muchdeeper than average in proportion to length.In 1886 the Fish Commission finally built its re-search smack, the Grampus. She was obviously influ-enced by Lawlor's work and had a straight uprightstem, much dead rise, a deep draft and low ballast,and a narrow stern. In 1887 the Boston yacht de-signer, Edward Burgess, designed a notable fishingschooner, the Carrie E. Phillips, which introduced anuinber of improvements. She was a plumb-stem
vessel in the Lawlor fashion and had iron standingrigging, a spike bowsprit, and improved ironwork.The success of this schooner led to the Burgess designof the .Nellie Dixon and Fredonia, sister schooners builtin 1889; they were so highly approved that the "Fre-donia Model" as it was called, remained popular wellinto the early 1900's. These efforts during the period1884-89 to improve schooner design had producedfast, safe, and handsome schooners that were uni-versally admired throughout the world.The years between 1875 and 1895 had also been aperiod of experimentation in fishing methods. Anumber of 3-masted salt bankers had been launched,a ketch-rigged beam trawler had been built and triedout; improvements had been made in the smallschooners and smacks employed in the alongshore
7U
fisheries, and great efibrts had been expended uponimproving mackerel seines, dories, and trawl gear.Thomas F. McManus, son of a noted Boston sail-maker, began designing fishing schooners as a hobbyin 1892. A fish dealer at the time, his first designswere for schooners that were fast-sailing but not verygood fishing vessels, a problem he soon overcame: by1896 he was designing excellent schooners. He intro-duced the rounded stem profile of the contemporarysmall yacht into the fishing fleet with notaiJy success-ful schooners known as "Indian Headers'"; the first ofthese was launched in 1898. The name of this typewas the result of the early schooners having the namesof noted American Indians.Another designer of note was Captain George "Mel"McLain of Rockport, Massachusetts. He had turnedto modeling schooners in the early 1880's and, afterthe Fredonia was built, employed the basic principles
of her form to produce extremeh handsome schoonersof great speed, superior in every way to the Fredonia.McLain turned out the designs of some of the notedflyers of the Gloucester fleet during the heyday of thesailing schooner, 1890 to 1910.In 1900 another yacht designer, B. B. Crowninshieldof Boston, began designing fishing schooners. He in-troduced the long overhang of the contemporary sail-ing yacht, as well as a short, straight keel having verygreat drag, a very raking sternpost, and a much cutaway forefoot formed with an angular break at the foreend of the keel and continuing to the rail at the stemin a fair, unbroken line; this profile was found so prac-tical and satisfactory that it soon became standardand was long known as the "fisherman profile."McManus, who until the Crowninshield schoonersappeared had made his keels a fair cm-ve from heel ofpost downward and then upward, fairing them into a
171
rounded stem having a \-ery moderate overhang,adopted the new underwater profile. In 1901 he de-signed the first '"knockabout" fishing schooner, theHelen B. Thomas, launched in 1902 at Essex. This de-sign had no bowsprit; the stem was projected forwardenough in a very long bow overhang to scr\'e in lieuof the bowsprit for setting proper headsails. This typeof schooner became very popular but, as the cost of aschooner was based on overall length and not thewaterline length, the newer knockalaouts had vervshort bow overhangs, curved in profile. When theschooner fleet began to be converted to auxiliaries bythe installation of gasoline engines, the knockabout al-most entirely supplanted the bowsprit vessels in newconstruction. The end of schooner design in the New-
England fishing fleet may be said to have been 1912:after that date the sail area declined rapidly and theemphasis was on engine operation. A number of sail-ing schooners were designed by prominent yacht de-signers to race against Canadian schooners, but thesewere designed primarily for racing and were, as fisher-men, a decadent type.Steam TrawlersThe first attempts to introduce steam into the XewEngland fisheries occurred in the menhaden fisheriesal)out 1871 at Boothbay, Maine. Steamers were wellsuited to this operation where runs were short andquick trips necessary, and where moderate weatherwas required. By 1888 there w-ere 55 steamers, rang-
172
Gloucester Fishing SchoonerClara M. Litllcfield, built at Glouces-ter, Massachusetts, in 1892. Her
register dimensions were 71 '8" x2o'5" x g'o", 60 net tons. (Srnil/i-
sonian photo ^2^i~-e.)
Crew Members of FishingSchooner Gertie E. Foster, 1890, aiGloucester, Massachusetts. Detailsof deck fittings can be seen, includ-ing jib horse, galley stack, andforecastle companionway. {Smil/i-soman photo 37534-g.)
Rigged Model (USNM 298232)of the fishing schooner Rob Roy.built at Essex, Massachusetts, in
1 900. She is one of the early fish-ing schooners designed with a longbow overhang and short keel. Fora view abaft, seep. 231. (Smith-
sonian photo 44gj6~a.)
173
ing from 27 to 214 tons register, operating in the men-haden fishery. Steamers were also tried out in the in-shore fisheries?in the Long Island Sound oysterfishery about 1876, in the Maine clam and herringfisheries in 1880, and in the Connecticut lobster fisheryin 1883. In the 1880's steamers were also employedat Tampa, Florida, in the Carolina Sounds, on theGreat Lakes, and on the Pacific Coast. Steamers en-tered the American whale fishery in 1865; the firststeam whaling vessel to be built in the United Stateswas launched at Bath, Maine, in 1879.The adoption of steamers in the off'shore fisheries ofNew England was delayed because at first the speed ofthe schooners was great enough to compete \vith mostsmall steamers of the time and the cost of a steam ves-
sel was far greater than that of a schooner of similarcapacity. In 1885 Captain H. B. Joyce designed andhad built at Kennebunkport, Maine, the steam mack-erel-seiner Novelty. She operated for about 4 years andthen was sold to Haitian revolutionaries. It is said shewas not a very profitable vessel. Captain Collinsmade an effort to introduce steamers into the Ameri-can fisheries and though his efforts met with some suc-cess on the Pacific Coast and in southern waters, itcannot be said he had much influence in New Eng-land. The construction of the steam schooner AliceM. Jacob!: at Essex, Massachusetts, in 1902 was the
ne.xt attempt to introduce steamers and though shewas reported to be very successful as a mackerel
seiner, she was a very expensive vessel to build and tooperate.In 1904-05 a group representing Boston interestsobtained plans of a steel steam trawler in England andbuilt the Spray, 136 feet 4 inches overall, 22 feet beam,12 feet lOJ^ inches depth, 450 horsepower, and able tomake 1 1 knots in light weather. This vessel was sosuccessful that the owners built four more trawlers in1910-11, and an additional four in 1912-13. Duringthe war years 1914-18, a number of large woodensteam trawlers were built. The legal requirements asto inspection and manning of steam fishing vesselsadversely affected operational costs and after the warthere was an increasingly great interest in dieselengines; since these could be used in wooden as well
as steel vessels. In 1928-36 a number of steel diesel-powered trawlers were built, and also a large numberof small wooden trawlers, or "draggers." No steamtrawlers were built after the 1914-18 war and nolarge diesel steel trawlers after 1945, the trend beingtoward wooden draggers 90 to 115 feet overall.
Whalers and Sealers
The whale fishery was V'ery important from colonialdays until about 1900, by which time petroleum and
steel had replaced the fishery products oil and whale-bone. American whaling suffered disasters in the warperiods, particularly during the War of 1812 and theAmerican Civil War, when whaling in the Pacificand South Atlantic were being rigorously prosecuted.In earlier times much of the whaling was in Green-land waters and alongshore, and so it had been pos-sible to warn vessels of impending war soon enough toprevent heavy losses from enemy cruisers. In co-lonial times sloops were often employed, and later,schooners, brigs, and ships. Much of the shorewhaling was done with large whaleboats, some as longas 40 feet, fitted to row and sail. After the Revolutionthere was a steady expansion in the American whalingfleet. Relatively large ships were employed, and theSouth Atlantic and the Pacific whaling groundsbecame the scene of much American activity. TheMassachusetts ports of New Bedford and Nantucketbecame important whaling centers, as did New Lon-don, Connecticut. However, whaleships were ownedand operated out of many other ports, among whichwere Philadelphia, New York, New Haven, Boston,and Portsmouth, New Hampshire.Whalers in the Pacific after the War of 1812 em-ployed ships, and after 1840 barks of moderate length,90 to 120 feet on deck, but of great capacity. Atthat time the fleet included some old ships, and packetsand freighters of large capacity, as well as vesselsbuilt particularly for the fishery. Most were slow-
sailing, deep and full-ended, and with a moderatespread of sail.By the 1850's the effect of the C!alifornia clipperships became felt, and the later whaling ships andbarks were designed for speed and easy rolling,qualities which had been found highly desirable,particularly in Arctic whaling, to escape ice packs.The result was a fine class of clipper-built barks and
ships. These were employed in the Bering Sea,which by 1845 had been found a profitable whalingground, and by 1852-56 vessels were being builtwith very raking stems to enable them to work more
effectively in ice under sail; the first of these appearsto have been the bark Gayhead built at Mattapoisett,Massachusetts, in 1852. Vessels of her type wereusually about 110 to 115 feet long, about 30 feetbeam, and 11 to 13 feet in the hold. They usually
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Grand Banks Fishing Schooner Converted to Whaler. The picture was taken at New Bedford, Massa-chusetts, in 1899. The vessel was built in Essex, Massachusetts, in the i88o's. {Smithsonian photo ^yj^^-c.)
had a short and rather full entrance but a verylong run, a rising floor, and an easy bilge. Whenthe clipper model became popular the entrancebecame sharp and the vessels somewhat deeper thanpreviously. The Civil ^Var alrnost destroyed theAmerican whale fisheries. The Confederate com-merce destroyers Shenandoah and Alabama took avery heavy toll, and schooners and small w-halingbrigs operating in the South Atlantic suffered as muchas the ships and barks fishing in the Pacific and inBering Sea. Recovery was very slow, for relativelyfew new whaling vessels were built; in 1865 the shipPioneer, a government transport, was converted to asteain-auxiliary whaling bark; between 1869 and 1892a few steam-auxiliary barks were built, but thefishery was a dying one. The last w-haler to be built,in 1910, was the brigantine Viola, at Essex, Massa-chusetts, by John James & Son. The center ofwhaling ship construction had been in the vicinity of
New Bedford, but the small whalers, schooners, andbrigs were liuilt elsewhere. Many fishing schoonersand salt bankers were converted to whalers after 1890and some 3-masted fishing schooners ended their dayswhaling off the coast of Brazil.Sealing was first undertaken by Americans ofT theLabrador coasts in small schooners and sloops. Un-important in colonial times, it did not become veryprofitable to Americans until about 1798, when theopening of trade with China and the Far East broughtabout its rapid growth. In the 19th century thefishery centered around New London, Connecticut;later it was centered on the Pacific Northwest coast.In the years immediately after the War of 1812 thefa\-orite sealing vessel was a topsail schooner of thepilot-boat model but with great beam, moderatedepth and draft, and with a somewhat rising floor, ahard bilge, and tumble-home in the topside. Theseschooners were largely employed ofT Cape Horn in
175
the years 1820-55; being replaced in the 1850's byfast schooners of the fisherman type. Pacific coastsealing was carried on by old fishing schooners, ex-yachts and, as sealing finally developed into illegalpoaching in Alaskan waters, any fast-sailing vessel.The South Atlantic sealing ceased with the AmericanCivil War and Pacific-coast sealing finally died outabout 1910 as a commercial fishery.
Oyster BoatsAt Cape Cod, on Long Island Sound, on the NewJersey coast, and on Chesapeake Bay, a fine class ofcenterboard schooner was produced by the oysterfisheries. The Chesapeake Bay fishery was carried on
at first with shoal-draft keel schooners known aspungies; the centerboard schooner and sloop appearedon the Chesapeake about 1825. This area had beennoted since the middle of the 18th century for theconstruction of fast-sailing craft, at first the so-calledBermuda sloop model, and then the schooners of theVirginia, or pilot-boat model. The Chesapeake Bayschooner, which later became known as the Baltimoreclipper, and the pilot-boat types were long, low hullshaving a straight sheer, raking ends, a straight keelwith much drag, square stern, sharp entrance, a longeasy run, and a V-shaped midsection with a risingstraight floor, an easy bilge, and a shallow topsidewith a slight tumble-home. After 1825 the amountof rise in the floor steadily decreased; in the pungy itbecame very moderate, and in the centerboardschooner almost flat. However, the entrance and runremained fine and well formed for speed, so that keelor centerboard, the Chesapeake Bay schooners main-tained a great reputation for swift sailing throughouttheir existence. Chesapeake Bay schooners after 1848became also characterized by exaggeratedly long andpointed cutwaters; this soon became a traditionalfinish in all the Bay sailing craft and probably in-fluenced the design of the bow elsewhere.The New Jersey schooners were based upon thoseof the Bay and it was not until after 1900 that theydeparted much in appearance from the ChesapeakeBay centerboard oyster schooner. In about 1910, stemsround in profile came into fashion in the Jerseyschooners. The Long Island Sound oyster schoonerswere also like the Chesapeake Bay and Jersey center-boarders and were basically on the same model,though at times the oyster schooners at the westernend of Long Island Sound were much influenced bycontemporary schooner yachts, particularly in the
1870's. The Cape Cod oyster schooners wereusually keel fishing schooners employed in summerin the mackerel fishery. A number of centerboardschooners were employed; at first these were obtainedfrom the Chesapeake but in the 1880's Cape ownerswere having them built at Essex, Massachusetts, themodel being essentially that of the Long Island Soundoyster schooners.Alongshore Fishing CraftThe shore fisheries were carried on in small craftranging from rowboats to sloops and schooners up toabout 60 feet in length. There is little in the colonialrecords to establish what these small craft were likein hull and rig. Apparently, however, a large num-ber of dugout log canoes were employed all alongthe coast?a boat-canoe having a square stern withsmall heart-shaped transom, a raking curved stem, astraight keel, flat bottom, good sheer, with the mid-section having flat floor, an almost angular bilge, and
slightly curved and flaring sides, and the entrance andrun short but easy. The last known use of the dugoutboat-canoe was on the Miramachi River, New Bruns-\vick, Canada. The craft was fitted to row or sail.The colonial shallop has been discussed (p. 162).Probably it was the most common small boat in thecolonial fisheries and was about the same as the 2-masted boat of pre-Revolutionary years. It was not
until after the War of 1812, apparently, that Ameri-can small fishing boats developed strong local char-
acteristics and became individual types. This maynot be true of all but appears to be true of the verylarge majority. The double-ended lap-strake beachboats, such as the Block Island boat and the HamptonBeach, New Hampshire, Hampton boat, may be theoldest American types. The range in types of smallAmerican fishing boats has not been determined withaccuracy?it is believed there were about 200 indi-vidual types under 60 feet in length, though probablynot this many were in existence at one time.In small American fishing boats the spritsail rigwas the commonest. Many of the very small boatsin the rowing-sailing class carried a single spritsail; afew had jibs. Two-masted spritsail rigs were alsocommon; in some of the larger boats a jib was carriedand was commonly set flying. The foresail was largerthan the mainsail. At least two types of boat hadthree masts and three spritsails.Gaff-sails were probably the next most popular sailform and at times, particularly after 1850, the gaff"-sailpredominated. The colonial shallop rig?two gafi-
176
sails, on two masts, the mainsail the larger and theforemast in the eyes of the boat, the sails boomed orthe foresail "lug" (without a boom and overlappingthe main)?did not remain popular after the Che-bacco boat went out of fashion; thenceforth all 2-masted rigs (unless a jib was rigged and the boat wasschooner-masted) had mainsails smaller than foresails.Gaffs varied in length from short clubs to long spars;the Block Island boat had very short gaffs, while cat-boats, sloops, and some of the 2-masted boats on theGreat Lakes had long gaffs.The leg-of-mutton sail was very popular in somelocalities; on Long Island Sound near New Haven,Connecticut, it was used in the oyster sharpies; andon the Chesapeake Bay it was also very popular. Itcannot be determined on existing evidence if thisform of sail was in continuous use in these localitiesfrom colonial times, though it was undoubtedly em-ployed by colonial Americans. On pictorial evidenceit caa be said that the New Haven sharpies had the
rig from 1856, and on similar evidence it was em-ployed on the Chesapeake from 1861. The rig is sup-posed to have been employed in Bermuda from about1815 on, but may have been used there continuouslyfrom early times.The lug sail does not appear to ha\e been used ex-cept in the 1-mast dipping-lug-rigged New Orleanscenterboard fishing boat. The lateen too was rare;perhaps in colonial times it may have been popularbut in the 19th century it is known to have been usedin but two types of fishing boat, a small open boatonce used on the Gulf Coast near Pensacola and theso-called Italian boat, or felucca, at San Francisco.Catboat-rigged 1-mast craft were very numerous inthe last half of the 19th century in Cape Cod waters,Narragansett Bay, at the western end of Long IslandSound, and in New York Bay and New Jersey;another type was employed on the Gulf Coast nearPascagoula, Mississippi, and sharpie catboats wereused in Florida. The jib and mainsail sloop at timeswas very popular and was employed quite generalh'in the last quarter of the 19th century, particularlyon the Maine coast, at Gloucester and Cape Ann, onLong Island Sound and in New York Bay, along theNew Jersey and Maryland shores, on the CarolinaSounds, the Florida and Gulf coasts, the Great Lakes,and the Pacific coast.A few unique rigs also were employed. At one timeon the Great Lakes and on Long Island Sound a formof leg-of-mutton was used in which a batten was fittedlike a ?aff so that the sail looked like a gaff-headed
sail and gaff topsail in one; another variation of thebattened sail was a Jeg-of-mutton with horizontalbatten parallel to the boom, about one-third thehoist being above it. On the Piscataqua River inNew Hampshire a few boats sometimes employed infishing on the river had the local gundalow rig, a leg-of-mutton laced to a mast or spar that was slung,close to its heel, to a short mast or post, the heel beingweighted so the spar stood nearly upright. This sailis sometimes considered a lateen but it is not; it wasdesigned to allow spar and sail to be quickly loweredwhen passing under bridges.There were many and various indi\^idual hull types.The center-board hull predominated from 1850 on,and the flat-bottom sharpie and the V-bottom hullspread rapidly along the coast from Cape Cod toFlorida in the 1870's and 1880's; the former was foundon the Great Lakes, on the Gulf coast of Florida, onLake Champlain, and in at least one locality on thePacific coast. The sharpies varied much in rig, forthey ranged from small catboats and sloops to quitelarsje schooners nearly 60 feet long. The sloops wereusually called flatties; some were flat-bottomed for-ward of amidships and V-bottomed aft.The skipjack, a very popular American type of boat,appears to have first attracted attention at Martha'sVineyard and in Narragansett Bay about 1860; fromthere it was introduced on the Gulf Coast and on theChesapeake. Like the sharpie, the skipjack employeda variety of rig, from catboat to schooner.Scows were also used in the fisheries; a centerboardsloop-rigged scow was employed at Portland, Maine,in the 1880"s, and small scows, called garvies, withone or two spritsails and leeboards or centerboards,were popular in soiuhern New Jersey.Some stock boats appeared in the fisheries; thesewere boats, like the dory, that a boat shop couldbuild in numbers on speculation. Fishermen boughtsuch craft?the Connecticut dragboat and therelated Whitehall lioat, various types of sailing androwing dories, sailing and rowing sharpie-skiffs,and whale and seine boats.Live wells for keeping their catch alive, or to pre-serve bait, appeared in boats from the size of thesharpie-skiff to sloops and schooners of 60 feet ormore. Maine built many small well smacks for thelobster fishery. Noank, Connecticut, won fame as asmack-building town, first large sloops, and afterthe Civil W'ar fine schooners, and in the 1870's theNoank schooner-smack was considered the finest ofthe type.
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Captain Collins became interested in an improvedsloop-smack and tried to introduce such a boat onthe Pacific coast in 1893-94 but was apparentlyimsuccessful. On the Florida and Gulf coasts thesmack, as would be expected, was very popular.The small sailing craft used in the fisheries wereoften crude. They were built to meet the pocket-book of the owner and some fisheries were not veryprofitable; but on the whole, they were well designedand soundly built for the fishery they were employedin. Generally, the hull forms had been carefullydeveloped and many of the boats were graceful andhandsome as well as efficient. Boats that workedin exposed waters?as in the case of the MaineFriendship sloop or the Quoddy boat, the BlockIsland boat of Massachusetts and Rhode Island, theMackinaw boat of the Great Lakes, and the double-ended sloops of the Pacific Northwest?were care-fully designed and fitted to produce seaworthy and
safe craft.Steam had little part in the American small-boatfishery. A few steam launches were employed inthe 1890's on the Carolina Sounds and on the GreatLakes, but generally the boats were much too ex-pensive to be employed profitably in the small-boatfisheries. This was also true of the naptha launch.But with the introduction of the small gasoline engine,the increase in the number of motorboats in thefisheries became very marked, and after about 1906
the launch began to drive the sailing boat fromthe field. The first fishing launches were a modifi-cation of the dory into a douijle-ended, flat-bottommotorboat, or a double-ended caravel-planked hullmuch like a Maine peapod was used. The engineswere commonly single-cylinder motors of 2 to 12horsepower, the most popular class of engine beingin the 5 to 10 horsepower range. Fantail launcheslike the old steam launches were also used, and motorswere fitted to some sailing hulls successfully; theMaine Hampton boat and some sharpies were soaltered. A racing launch was the model of theV-bottom fishing launches built on the Chesapeake.By 1914 the sailing fishing lioat was obsolete andfishing launches of great power and high speed werebeing built, usually following pleasure boats in modeland powering. Gradually the boats became morepowerful, and when automobile engines could becheaply purchased from wrecked cars or as rebuiltmotors, the marine gasoline engine was largelyreplaced by automobile and truck engines in mostfishing centers.The types of fishing launches are far less in numberthan were sailing types, and fisheries experts believethat many modern motor fishing boats are ill-suitedto their local conditions. Seaworthiness has alsodecreased and the trend toward inefficient hullsand unseaworthy design is as obvious abroad as itis in the LTnited States. The recognition of this willperhaps lead in time to their improvement.
Catalog of the Collection?Fishing Craft
FISHING SCHOONER, late 18th centuryRigged Model, usnm 76243This model was reconstructed with the intentionof representing an American fishing schooner of the18th centvn-y and was apparently based on paintings,dating from the last quarter of that century, found atMarblehead, Massachusetts. While the model isapproximately correct as to spar proportion and rig-ging, deck arrangement, and general above-waterlineappearance, profile, the hull form is too full andtubby to represent a fishing schooner of the troubledyears 1740-1815, when swiftness under sail wasnecessary. Contemporary references to Marbleheadfishing schooners of this period indicate that speedwas a common characteristic of the type and is often
inferred by their emplo)ment. The Boston Gazette forJanuary 1, 1770, advertises:The Hull or Body of a Fishing Schooner, a prime sailorwith a half-Deck, about seven years old, Burthen about 58Tons, together with her Masts, Booms and Bowsprit, Cables,Anchors, Boat, Sails and Rigging, with all Appurtenancesthereunto belonging, as she now lays in the Harbour ofGloucester.That others were "prime sailors" is indicated byWashington's use of Marblehead fishing schoonersas sea raiders early in the Revolution.Some Marblehead schooners of the last half of the18th centiu'y had a very low bulwark on the maindeck and only the quarterdeck was used as a fishingdeck, it having high protective bulwarks; but most of
178
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these schooners had high main-deck bulwarks, oftenwith ports cut in them to allow arming with cannon.The model represents a keel schooner having strongsheer, a rather upright stem with gammon-kneehead, square stern much raked and with lowertransom and round tuck, high and rather shortquarterdeck with high bulwarks, low bulwarks onmain deck, wooden windlass at heel of bowsprit, andwooden pump barrels.Rigged with a long pole bowsprit and raking masts,main with a long fidded topmast and a short stumpfidded to the foremast head and carrying a windvaneonly. These vessels usually carried a single largejib, a gaff-foresail, usually fitted with a boom, a gaff-mainsail, and a main-topmast staysail.Scale of model is one-half inch to the foot, repre-senting a vessel about 52 feet over the rails, 15 feetbeam, and 7)^ feet depth, with bowsprit 19 feetoutside the knightheads and 25 feet in total length,foremast 33 feet deck to cap, mainmast 34 feet deck tocap, main-topmast 22 feet, main boom 32 feet, maingaff 16}^ feet, fore boom 22 feet, and fore gaff 16 feetlong.Given by U. S. Bureau of Fisheries.CHEBACCO BOAT, about 1790Rigged Model, usnm 39198 hionThis appears to be a very old fisherman-built modelof the type of small fishing boat first employed atCape Ann and known as the "Chebacco boat" or, asit was sometimes spelled "Jebacco boat." Chebacco
Reconstruction Drawing of a Small ChebaccoBoat of about 1790, showing typical deck arrange-ment. Drawing is based on rigged model USNM39198 brought to the dimensions of an example inCustomhouse records.
was the old name for what is now the \-illage of Essex,Massachusetts, where the type was extensively built.As far as now can be determined, this type of boatwas a developement of the old colonial "doubleshallop" early employed in the coastal fisheries ofNew England. After the American Revolution andinto the first two decades of the 19th century theChebacco boat and her companion type, the dogbodyChebacco, were very popular with New Englandfishermen. It appears that the popularity of thetype increased at the end of the Revolution, when theMassachusetts fishermen, impoverished by wartimelosses of their large fishing schooners and beset by localeconomic and manning difficulties, were forced toemploy small and relatively inexpensive fishing craftin lieu of building new schooners and sloops.The Chebacco boat developed in two models: thesharp-stern hull with a pink, always called Chebacco,or Jebacco, boat and the square-stern variant calleddogbody Chebacco or just dogbody. In the 1790'sthe popular size of Chebacco and dogbody was about36 to 38 feet long on deck, 11 to 12 feet beam, andabout 5 feet depth of hold. After 1800 the boatsincreased in size somewhat and the average length ondeck was 39 to 42 feet, with a beam of 11}< to 12^ feet
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and a depth in the hold of Sjj to 6 feet 6 inches. Thesmaller Chebaccos had low ijulwarks, but the largejjoats had bulwarks like the pinky and were usuallyrather burdensome compared to the early craft.The small iioats had hatches, or "standing rooms,"in which the helmsman and fishermen stood whileworking, but the 40-foot boats were often completelydecked and without such structures. As a generalrule the square-sterned dogbody Chebacco wassmaller than the pink-sterned boats, as the squarestern gave the same deck area in a smaller ijcat.The dogbody was apparently replaced by smallschooners in the first decade of the 19th century, atleast at Gloucester, but the pink-sterned boats werebuilt for some years after 1800 in Massachusetts andmuch later than the War of 1812 in Maine and inthe Maritime Provinces.A pink-sterned Chebacco named Lion was built atIpswich (Essex), Massachusetts, in 1804. She was 37feet 9 inches between perpendiculars, 1 1 feet 2 inchesbeam, 5 feet 10 inches depth of hold, and 22^J^5 tons.The sizes of the two models, based on boats builtin 1804 and recorded in the customhouse records, arecompared thus: Liberty, Chebacco boat 41 feet be-tween perpendiculars, 11 feet 10 inches beam, 5 feet11 inches depth of hold. Aleil, dogbody, 38 feet 3inches between perpendiculars, 1 1 feet beam, and 5feet 11 inches depth of hold. Chebacco boats wereemployed in a few instances as privateers in the Warof 1812 and the Royal Navy carried one on the NavyList at Halifax, Nova Scotia, as a fisheries patrol ves-
sel or guard as late as 1815.The model is crude in workmanship and not to
scale, but indicates clearly the general arrangementand form of a pink-stern Chebacco of the late 1790's.Stuch' of the model and comparison of measurementsand proportions indicate that it represented a boat ofabout 38 feet on deck, 11 feet 4 inches beam, and 5feet 6 inches depth in the hold, using specific custom-house measurements as guides. Such a Chebaccowould draw about 5 feet 8 inches at post and 3 feet 6inches forward. A scale of % inch to the foot appliedto the model would produce dimensions of 32, 9U,and 4)^ feet, respectively, too small for the type of deckfittings shown in the model.Using this model and others as guides, and the cus-tomhouse records as references, the Chebacco boatmay accurately be described as follows: The entrancewas sharp but quite short, the run was long and oftenwell formed with after sections taking a marked Y-shape. The extreme forward sections were almost
V-shaped. The stem was slightly curved and raked,and the sternpost raked sharply. The boats had ratherlong, straight sides at deck, fore-and-aft, and the keelwas straight, with marked drag. The sheer was strongand graceful. The midsection showed a rising straightfloor, a rather high and hard bilge, and a nearly up-right or slightly flaring topsides. The last-built Che-baccos, launched during or just before the War of1812 had \ery sharp lines, a marked rise in the floor,and a rather easy bilge; the stem was rounded in pro-file so that the forefoot was somewhat cut away; onesuch boat was described as "like a pilot-boat schooner"by her British captor.The model shows a standing-room boat with lowbulwarks and the raised deck forward, the "cuddydeck," brought to the level of the bulwarks. A bow-chock rail is fitted to the raised deck. The stem headstands high ai:)ove the deck; it is chamfered and fittedwith a pin to serve as a mooring bitt. The foremaststands right in the eyes, and in the model there is justbarely room for a small handspike windlass betweenstem and foremast; other models show the windlassabaft the foremast. At the break in the raised deck,scaling about 5 feet abaft the foremast, is a com-panionway hatch and a wooden chimney. On a full-
size boat the chimney would have been bricked orplastered inside, and under the cuddy deck would befound a brick fireplace and berths for the crew (twomen and a boy for a boat of this size) . .\baft the breakand on the maindeck is a standing-room hatch scaling8 feet wide athwartships and 2% feet long fore-and-aft.Right abaft this is a fish hatch scaling 2)4 feet long and4 feet wide. The foreboom crotch and mainmast arenext abaft and then another standing room and fishhatch like the first. Abaft these is a wooden pumpand at the stern a small helmsman's standing roomscaling 2'2 feet long and about 5 feet wide. In thepink stern is the wooden mainsheet horse and there isno seat of ease abaft it in this model, though there isin other models. The boat is steered with a tiller thatpasses under the mainsheet horse.The sail plan consists of two gaflf-sails only, the main-
sail somewhat larger in area than the foresail. Notopsail, staysail, or jib are fitted. The sails were fittedwith booms as a rule though some Chebaccos had
"lug," or loose-footed, overlapping foresails. It is notknown when it became practice to lace the sails totheir booms i)ut this was done soon after the War of1812, at any rate, in the Chebaccos.A 40-foot boat would have a foremast standingabout 28 feet above deck and a mainmast standing
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about 30 or 31 feet. The main boom would be about22 to 24 feet long, the fore boom about 15 feet or alittle less, the main gaff about 14 or 15 feet long, andthe fore gafT 12 to 14 feet long; the gaflfs had onlymoderate peak.No forcstay or shrouds were employed. The rig-ging of the model appears approximately correct,though the fore boom topping lift, it is thought, is oftoo late a form for this model and may be a lateraddition.Many of the features of the Chebacco boat can stillbe seen in the boats used at the northern end of theGaspe Peninsula, where the old Chebacco was intro-duced by Loyalists after the American Revolution.In some New England references to the Chebaccothey were called ''Ram's Head Boats," which suggestthat the stem head of some fell inboard above deck,as in the old gundalow barges of the Piscataqua River,New Hampshire.The Chebaccos were usually painted green abovethe waterline with the prominent stemhead and anyadjoining chocks painted bright red. The Chebaccoshad a reputation for fast sailing and seaworthiness;the large Chebaccos and dogbodies made voyages tothe West Indies and fishing trips to the Gulf of St.Lawrence, to Cape Breton Island, and to AnticostiIsland and the Gaspe Peninsula.Model given by Stephen J. Martin.DOGBODY CHEBACCO BOAT, about 1800Rigged Model, usnm 57387This model is of a square-sterned Chebacco boator "'dogbody" of about 1790-1806. Two examplesof the type from Customhouse records are the Raven,built in 1795, 35 feet 9 inches between perpendic-
ulars. 1 1 feet 9 inches l)eam. 5 feet 8 inches depthin hold, and 20'J^o tons; and the .\abby, built 1793,36 feet 2 inches between perpendiculars, 1 1 feet11 inches l^eam, 5 feet 10 inches depth in hold,and 21 -'^5 tons. Since this model shows bulwarksrather than the low rail of the small Chebaccos.it may represent a larger boat than these, such
as the Patriot, built 1795, 40 feet Ijetween perpen-diculars, 12 feet 6 inches beam, 5 feet 5 inchesdepth in hold, and 23'?^5 tons; or the Friendship,built 1805, 39 feet between perpendiculars, 11 feet2 inches beam, 5 feet 9 inches depth in hold, and22 '^'95 tons. The model, if to a scale of K inch to thefoot, would measure about 36 feet at rail, 1 1 feet 6inches beam, and about 20 tons measurement.The model represents a standing-room boat.
Squ.\re-.Sterned, Chebacco Bo.\t, or dogbody, ofthe first decade of the igth century. Rigged modelUSNM 57587. {Smithsonian photo 4^gj7-c.)
having a short and rather full entrance, short andfull run. long dead flat amidships, and moderatesheer. The keel is straight and with drag, the stemcurved and raking, and the post raking, with whatappears to be a square tuck. It has a small-boatY-shaped lower transom, an overhanging middletransom, and a raking flat upper transom (some ofthe dogbodies are stated to have had round tuckswith the old upper and lower transoms of this formof stern). The midsection shows a slightly risingfloor, a low. full bilge, and upright topside. Ingeneral, this model appears too full ended andburdensome for her period.The deck arrangement is that of the pink-sternedChebacco with cuddy-deck forward, whereas in thesquare-sterned boat the windlass is abaft the foremast,which was probably the usual position in ihe smallboats, at least.The rig, too, is like that of the pink-sterned Che-bacco; in the model the foremast stands 28 feet abovedeck and the mainmast 30 feet. The main boomis 20 feet long, fore boom 16 feet, main gaff 13 feet,fore Q;aff 14 feet. The model shows a mainsheet
472846?60- -13 181
horse; some of these boats had histead the doublesheet of the large schooners.Some of the dogbodies were clipper built, withfine lines and much dead rise, and at least one dogbodywas a privateer in the early part of the War of 1812.It seems apparent that many of the larger dogbodieswere converted to schooner rig and that the square-sterned boat did not survi\e in the MassachusettsBay fisheries as long as did the pink-sterned Che-baccos. Nevertheless, in ri\er boats the rig and hullcombination lasted well into the last half of the 19thcentury, as the dogbody's rig and the square-sternedhull can be seen in prints of Hudson River towns,though the hulls may have had centerboards. Itis known that such craft were employed on Mainerivers well into the last half of the 19th century, andthe St. John River wood boat of New Brunswick,Canada, lasted into the early years of the presentcentury. It may be well to note that the St. Johnboat had a stem with tumble-home in some caseslike the old ram's head boat, and to the last of thetype retained the high stem, square stern, and gen-eral model of the dogbody Chebacco. It is probablethat all were descendants of the old square-sternedshallop of colonial times, though the form of theCanadian boat possibly was brought into NewBrunswick by the Loyalists from Massachusetts.Given by U. .S. Fish Commission.
Typical Mass.'^chusetts Fishing Pinky Essex, built atEssex, Massachusetts, 1821. Redrawn from incom-plete plans, apparently made from the half-model, inthe VVatercraft Collection.
OLD-STYLE NEW ENGLAND FISHING SCHOON-ER, about 1820Rigged Model, usnm 57585The model, intended to represent a Marbleheadfishing schooner of about 1820 employed in theGrand Banks codfishery, shows a schooner with ahigh quarterdeck that is, in general form at least,intermediate between the early Marblehead schoonerwith a short, high quarterdeck and the New Englandfishing schooner of the 1830's with a short, lowquarterdeck. She has an unusually long quarter-deck for her time and this must have been intendedfor handline fishing, employing the quarterdeck only.The vessel is identified as the Open Sea but this schoonerhas not been found in the Customhouse records.The model shows a "full" schooner, having a short,full entrance and a short, full run with a long deadflat between. The sheer is strong, the keel straightand with some drag, the stem rabbet curved, and agammon knee is shown. The post rakes slightly.The mid.section shows a slightly rising floor, a low,full, round bilge, and a nearly vertical topside.The round-tuck stern has square upper and lowertransoms, and the quarters are rather heavy.Deck of the model shows a handspike windlass,fore-boom crutch, wooden pump barrels, a yawlboat on wooden stern davits, steps to the quarterdeck,and the usual hatches and companions of the period.At }{, inch to the foot the model scales 65 feet over
rails, 18 feet beam, and 8 feet draft at post; thebowsprit extends outboard 15}^ feet, foremast stands43J^ feet above deck, and mainmast stands 45}^ feet;
/ivn nai/fi/a
182
H??III Mi
New England Pinky from Friend-
ship, Maine, showing a typical ves-
sel of the type. (Smithsonian pholo
SC^LC " ^C?T
Sail Plan for a Pinky, 1840. From a copy of asailmaker's plan in the Watercraft Collection.
the main topmast is 21 U feet in total length, foreboom 22 feet, fore gafT 21 feet, main boom 38 feet,and main gaflf 24 feet. Model appears accuratebut masts have somewhat too much rake. This
style of schooner was sometimes called a "heeltapper,"
as were the earlier Marblehead schooners.Given by U. S. Fish Commission.PINKY FISHING SCHOONER, 1821Rigged Model, usnm 76242This model was made to represent the New Englandpinky schooner Tiger, but the plans employed were notthose of the Tiger. The Tiger was of interest becausethis pinky had been involved in a series of incidentswith Canadian fishery patrols; under the command ofCaptain James Patillo she was once chased by aBritish brig-of-war patrolling the Canadian banks andlater resisted seizure by local authorities when she wassuddenly frozen in at Fortune Bay, Ne\vfoinidland.In addition, the Tiger had a local reputation atGloucester for swift sailing.
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The Tiger was built at Essex, Massachusetts, in 1830and was 53 feet 6 inches between perpendiculars, 16feet extreme beam, 7 feet depth of hold, and 51'?'95tons. The model, built to a scale of ]{ inch to thefoot, is for a pinky 53 feet overall, 48 feet 9 inchesbetween perpendiculars, 13 feet 8)^ inches mouldedbeam, 14 feet IJ2 inches extreme beam, and 6 feet 7inches depth of hold, drawinsi 7 feet 7 inches at postand 4 feet 10 inches forward. The plans used for thismodel appear to be those of the Pinky Essex, of 41 -'35tons, built at Essex. Massachusetts, in 1821.
Typical Pinky Sail Plan, for the Period 1824-45,of the Lorenzo D. Story, of about 1842.
The model shows a jainky of the half-clipper typehaving a short, moderately full entrance, short butwell formed run. long straight body amidships, strongsheer, particularly at rail aft. a straight keel with muchdrag, a curved and somewhat raking stem rabljet andgammon-knee head, a raking sternpost finished offwith the pink stern of the type. The midsectionshows a straight rising floor and a well rounded bilge,the fore sections being rather V-shaped and the after-most Y-shaped. The beam is narrow, as in manyEssex-built pinkies.The spar dimensions are: bowsprit 14 feet outboardof knightheads, foremast 40 feet alcove deck, fore boom17 feet 6 inches, fore gaff 16 feet 6 inches, mainmast42 feet above deck, topmast 18 feet total length, main-boom 33 feet, main gaff 18 feet. The model shows theusual rig of a pinky: single large jib, fore and maingaff-sails boomed, and main-topmast staysail.The in\'ention of the mackerel jig in New Englandabout 1815 made this fishery profitaijle. The mack-erel move to windward, and a vessel in this fisherytherefore had to be very weatherly. The pinkies,
with their deep draft and relatively easy lines hadthis quality and were employed extensively in themackerel fishery all along the New England andCanadian coasts from 1815 to about 1840. As a re-
sult, the pinky received the nickname of "jigger" inthis period. Old fishermen stated, in 1872, that someof the large Chebaccos were fitted with bowsprits andbecame jiggers; from this writers assumed that thepinky then developed from the Chebacco. but oldrecords show this was not the case and that pink-sterned schooners existed before the AmericanRevolution.Gi\en Ijy U. S. Bureau of Fisheries.PINKY FISHING SCHOONER, 1843Rigged Model, usnm 57586This model is catalogued as the Porpoise, built atGloucester, Massachusetts, in 1843, but this is notsubstantiated by the Customhouse records. Thistype of sharp-sterned New England fishing schooneris thought to have appeared as early as 1740 butreached its greatest popularity between 1815 and
1 840. The pinky schooner was also built in Maineand in the Canadian Maritime Provinces, and wasto be seen as late as 1906 in the fisheries. Some of theearly and many of the later pinkies were clipper builtand the type was generally very swift and wcatherh',particularly in blowing weather. Though the pinkyresembles the Chebacco boat and was formerlythought to have developed from that type, it nowappears that the pinky schooner was merely a con-tintiation of the old pink hull of Europe and of theAmerican colonies schooner-rigged and fitted for the
.?\merican fisheries. The pinky was employed in allfisheries on the American coasts of New England andof the Maritime Provinces, except the Grand Banks.During most of the first half of the 19th century thepinky was much used by the American fishermenoperating in the Gulf of St. Lawrence and on theLabrador coast.Pinkies usually had a short, rather full entrance,unless clipper built. The run was commonly ratherfine and the after sections nearly Y-shaped. Themodel represents a full pinky with a short entrance,
a rather short but well formed run, a rounded stemprofile with gammon-knee head, and a raking stern-post surmounted with the pink stern of the type.The sheer is great, particularly aft at rail height, wherethe rail runs up sharpK' toward the typical tombstone-like transom. The midsection shows a rising floor, afull and round bilge, and a nearly upright topside.
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The model bears the typical pink) riy of the period1815-40; a large single jib hanked to a stay set upon a long pole bowsprit, a rather large foresail withgaff and boom set on a short raking mast, a largemainsail having gafT and boom, and a fidded top-mast on the mainmast. A main-topmast staysail wasset on the topmast but no gaff-topsail was usuallyfitted; the model does not show rigging for thestaysail.The deck arrangement shows a low, raised cuddydeck forward, handspike windlass, wooden pump
a jib boom fitted and set a flying jib for the mackerelfishery where weathcrlincss and speed were necessary;during this period, fast pinkies arc reported to haveoutsailed the clipper sharpshooters in strong windsand gales, particularly on the wind.Given by U.S. Bureau of Fisheries.PINKY FISHING SCHOONER, 1832^35Builder's Half-Model, usnm 34453This half-model represents the last type of Massa-chusetts-built pinky clipper. Pinkies were built in
Gloucester Well-.Smack, Built in 1836, at Essex,Massachusetts. Lines taken of!' the builder's half-model (USNM 54449) of the Glide.
barrels, wooden chimney plastered inside or bricked,tiller steering, and other characteristics usual on thepinky type of the period.Scale of model is Vi inch to the foot. The model is fora vessel 45 feet between perpendiculars, 14 feet beam,6 feet 6 inches depth of hold, 8 feet 6 inches draft atpost; bowsprit outboard of knightheads 14 feet, fore-mast stands 34 feet above deck, mainmast stands 38feet above deck, main-topmast 13!i.> feet total length,main boom 30 feet, fore boom 19 feet, fore gaff 17feet, main gaff 20 feet.The pinkies built at Essex, Massachusetts, wereusually built of very fine white oak and on goodmodels. They lasted well and were regarded assuperior sailers; many authorities considered thepinky the most seaworthy type of fishing vessel built.In the 1840's and 1850's, large pinkies sometimes had
Maine and Nova Scotia as late as 1875 for the inshorefisheries. It was formerly identified as the July orJuly 4th, built at Essex, Massachusetts, in 1835 byParker Burnham. The scale of the model is ', inchto the foot, producing a hull about 54 feet 4 inchesoverall, 51 feet 3 inches between perpendiculars,and 15 feet 6 inches moulded beam; whereas theJuly was 55 feet 9 inches between perpendiculars,
1 5 feet 8 inches extreme beam, 7 feet 1 inch depth inhold, and 54*95 tons. The pinky Splendid, built atEssex in 1832, was 53 feet 10 inches between perpen-diculars, 15 feet 9U inches extreme beam, 6 feet l}^inches depth of hold, and 48*7^5 tons. The pinkyMeridian, built at Essex in 1834, was 53 feet 3 inchesbetween perpendiculars, 1 5 feet 6 inches extreme beam,6 feet 1 1 inches depth of hold, and 50^95 tons.Becau.se of the rough method then used to take ton-nage measurements, precise identification of vesselsby this means alone is impossible. It appears thatthese three pinkies all may have been built from this
185
model, the added Icnmli of the July being gained Ijyplacing additional IVanics amidships or by spacingout the frames, common practices in the Essex yards.The half-model represents a pinky ha\'ing less sheerthan was usual and an uncommonly short overhangto the pink stern. The entrance is rather full butwell formed; the run is short but also well formed.The floor rises sharply, with a rather marked turnof the bilge amidships. There is a strong drag inthe keel, the model showing a draft of about 8 feet
at the sternpost and 4 feet 9 inches at the bow.Given by the \J . S. Fish Commission.FISHING SCHOONER, 1836Builder's Half-Model, usnm 54449This old half-model of a fishing schoouer iKiilt atEssex, Massachusetts has the name Mount Vernonpainted on the stern. A schooner by this name,built at Essex in 1834. had registered dimensions of59 feet between perpendiculars, 16 feet 7 inchesbeam, 8 feet depth of hold, and 68^^95 tons. At ascale of J2 inch to the foot, the half-model measures58 feet 2 inches between perpendiculars, 16 feet 3inches moulded beam, and about 6}^ feet depth ofhold, drawing about 7 feet lOJ^ inches at post and 6feet forward. The schooner smack Glide, built bythe father of the donor at Essex in 1836, had aboutthese dimensions. It is believed the half-model wasused to build this schooner rather than the MountVernon, which was built by a member of anotherEssex family.The model shows a full-ended and Ijurdensomeschooner of moderate sheer, having a slightly rising
floor, a slack and well rounded bilge, and an uprighttopside. The stem rabbet is curved and the stemfitted with a very short and heavy head, the stern iswide and square, with slightly raking sternpost, therun ends in a round tuck, with an upper and lowertransom, and the entrance is short and full, as is therun. The vessel had a short, low quarterdeck.According to Museum records, this model wasstated by the donor to be one of the very early half-models made at Essex with lifts; formerly hawks'nest models were employed. Smacks had been in-troduced into the New England fishing fleet in co-lonial times but did not become numerous untilafter the construction of railways at Boston in 1836,and at Gloucester, about 10 years later made itpossible to transport fish quickly over land from pierto market.Given by Jeremiah Burnham, shipbuilder, Essex,Massachusetts.FISHING SCHOONER, 1834-40Rigged Model, usnm 76245 Mount VernonThis model was reconstructed for exhibition pur-poses to represent a typical New England codfishingschooner of 1835-45. Apparently the rigged modelwas based upon the builder's half-model USNM54449 and both were given the name Mount Vernon;their dimensions were quite close to those of thatschooner; her registry describes her as having a squarestern and billet head, and of measuring 59 feet be-tween perpendiculars, 16 feet 7 inches beam, 8 feetdepth of hold, and 68^)95 tons. The rigged model at
Y2 inch to the foot, scales about 60 feet 3 inches overthe rail, 16 feet 6 inches beam, and indicates a draft ofabout 8 feet 6 inches at post.The model shows a burdensome schooner having ashort, low quarterdeck, a short and very full entranceand run, some drag in the keel, a short and hea\yhead, a square stern, and a round tuck with upper andlower transoms.These schooners, from fore to aft, had a woodenwindlass and a wooden jib-sheet horse extending from
rail to rail forward of the foremast, a eompanionwayslide hatch, fish hatch, mainmast, wooden pumps, anafter fish hatch, and a break to the quarterdeck, on
Sail Plan of the fishing schooner Congrta, about 1 845.From a copy of the sailmaker's plan in the WatercraftCollection.
186
which was a companionvvay shde hatch to the cabin.These schooners were usually steered with a tiller, anda yawl boat was carried on wooden stern davits.Given by the U. S. Bureau of Fisheries.FISHING SCHOONER, 1835-46Builder's Half-Model, usnm 54457This half-model of a fishing schooner has been iden-tified as the Susan Center, built at Esse.x, Massachu-
setts, in 1846. Register dimensions of the Center were65 feet 3 inches in length between perpendiculars, 7feet 1 inch extreme beam, 7 feet 1 inch depth in hold,and 74*^^5 tons. At U inch to the foot, the half-modelscales only .58 feet 4 inches between perpendiculars,but the other dimensions are within an inch of those ofthe Center. ^Vhile it is possible that the vessel was builtby spacing out the frames lifted from the loft, as laiddown from the model, or that additional frames wereadded amidships, the model appears to have beenmade much earlier than 1846 and may represent aschooner built in the period 1835-40 for the GrandBanks fishery.The model shows a full-ended hull with ratherstraight sides in deck plan, a short full entrance, arather long and easy run, and a wide round-tuck sternwith upper and lower transoms. The midsectionshows a short and slightly rising floor and a full,round, and slack bilge.A short, low quarterdeck is shown on this modeland the short, heavy cutwater and head that markedmany Essex-built schooners in the 1830"s and f840's.This model is much finer aft than builder's half-model54449, above. V'essels of this general hull design werelong favored for the Banks fishery as they were easy
rollers, burdensome, and seaworthy.Given by Captain J. W. Collins.PINKY FISHING SCHOONER, 1840Builder's Half-Model, usnm 76296 TrentonThe pinky schooner Trenton was built from thismodel for the Gulf of Maine codfishery at Trenton,Maine, about 1840. This model, which representsthe final development of the New England pinky inthe codfishery, shows the heavy displacement andmoderate beam of the type, which, being very heavilyballasted and of deep draft, was notable for its sea-worthiness and weatherliness, particularly in hea\y
seas.The Trenton shows the sharp stern and the projectingpink formed by the after bulwarks being carried to a
point abaft the rudderhead and clear of the plank-sheer, ending with the small transom, the shape ofwhich caused it to be called the "tombstone." The
rail sheered up sharply at the stern so that the tomb-stone could be made high enough for its notched topto serve as a boom crotch. Often there was also aseat of ease in the overhang of the pink, abaft therudderhead.The half-model shows the deep, full, double-endedform of the pinky. The keel is straight and withheavy drag, the sternpost rakes strongly, the stem ralj-bet curves and rakes, and the bow has a small gammonknee. The entrance is short and rather full, and therun is short and well formed, the after sections present-ing a marked Y-form. The midsection shows a risingstraight floor, a well rounded, easy bilge, and a ratherupright topside. The sheer is strong and the hullshows a rather marked straight side in deck plan.Foreward is a low, raised cuddy deck, but the railsheer there is unbroken. About 36 feet from the bowthe bulwarks are reduced a little in height, by omit-ting the rail cap and reducing the stanchion height tothe top of the waist plank. The top of this plank isabout 4 inches below the rail cap, leaving an openspace between, and the deck scuppers are similarlyformed, a 1% inch open space being left at the bottomof the bulwark plank, or waist, from the cuddy-deckbreak aft.The Trenton was about 54 feet 5 inches long at rail,48 feet 6 inches between perpendiculars, 13 feet 7inches moulded beam, and 6 feet 8 inches depth ofhold; she drew about 7 feet 9 inches at post and 5feet 6 inches forward. Scale is }4 inch to the foot.The model shows the moulded lines of the hull withbulwarks built up, but the latter are now damaged,with parts missing.Given by Gillman Hodgkins, Lamoine, Maine.FISHING SCHOONER, 1835-45Builder's Half-Model, usnm 54427A Grand Banks codfishing schooner was built fromthis half-model sometime between 1835 and 1845 forBeverly Massachusetts owners at Essex, Massachu-
setts. These schooners, popular with Beverly fisher-men, were intended to ride comfortably at anchor onthe Banks and though excellent sea boats were slow
sailers.The half-model represents a full-ended, burden-some fishing schooner of moderate sheer, having astraight keel with some drag, a slightly raking stern-post, a round tuck with wide and flat upper and
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Georges Bank Halibut Schooner of 1840-50 Hand-Lining Under Riding Sail. Drawn b\- H. Elliott underthe direction of Capt. J. W . Collins. From G. Brown Goode, Thf fisheries and fishery industries of the United Slates,Washington. Government Printing Office, 1884-87.
lower transoms, a raking, cnr\ccl stem rabbet with ashort, heavy head, and the greatest beam well Ibr-ward of midlength. The midsection shows a slightly
rising straight floor, short in length and fairing intoa full, round bilge, with some tumi)le-home in thetopside. The body is carried well fore-and-aft, andthe entrance and run are both short and quite full.There is a short quarterdeck, and the depth ofbulwarks, 32 inches, is vinusually great for a fishingschooner, suggesting that this vessel was intended towork in the coasting trade as well as in the fishery.The vessel was about 64 feet 6 inches mouldedlength at rail, 16 feet 6 inches moulded beam, about7 feet moulded depth, and probably drew about 8feet 6 inches at post. Scale of model is '- inch to thefoot.Given by Captain Joseph \V. Collins.FISHING SCHOONER, about 1840-45Builder's Half-Model, usnm 54421This half-model represents a large New England-built fishing schooner of before 1845. Obtained at
Esse.x, Massachusetts, it was formerly thought to bethat of the small smack Storm Ring, whose riggedmodel is in the Watercraft Collection bearing the date1880, but examination of the models shows this to beincorrect. The registry of the Storm King has notbeen found. The model is to a scale of 'i inch to thefoot, producing a \essel measuring about 77 feet onthe rails, 23 feet moulded beam, and 7 feet 6 inchesmoulded depth, an unusually large schooner for thefisheries at the estimated date; it is probably for aschooner to ije employed in the Newfoundland GrandBanks fishery.The half-model shows a very full-bowed codfishingschooner having a long but full run, a straight rakingstem with short, deep head, a nearly upright post, awide square stern having upper and lower transomsand a round tuck, strong sheer, a straight keel withsome drag, and a straight side fore-and-aft. The mid-section shows a slightly rising straight floor, a low,round bilge, and an upright topside.Purchased November 17, 1882, from \\'illiam Storyof Essex and given bv the U. S. Fish Commission,
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CENTERBOARD FISHING SCHOONER, about 1846Builder's Half-Model, usnm 76098 C. ChaseThe shoal-draft ccnterboard fishing schooner C.Chase \vas buill from this half-model at Baltimore.Maryland, about 1846 by William Skinner & Sonsfor Wellfleet, Massachusetts, owners but does notappear to have been registered in the Barnstabledistrict. It represents a type much favored in theChesapeake oyster fishery. In the decade 1845-55New England fishermen who were seeking faster vesselsobtained a considerable number of Chesapeake Baybuilt schooners, particularly for the oyster business
at Wellfleet. These were employed in the summerin the mackerel fishery and in the winter to transportoysters from the Chesapeake to Cape Cod. Somewere shoal-draft keel vessels of the pungy type, otherswere centerboarders like the C. Chase, but all hadsharp lines and were designed for speed. The Chesa-peake schooners proved fast in light and moderateweather and were liked in the rnackerel fishery, but inblowing weather they were wet and uncomfortable.Eventually they were replaced by New England builtschooners, but the centerboard type shown in theC. Chase was employed in the Cape Cod and LongIsland Sound oyster fisheries as long as schoonerswere used there.The model shows a schooner having very slight dead
rise and a rather marked liilge, shallow-bodied andlow-sided. The entrance is rather sharp and short;the run is very long and fine; the raking stem is fittedwith a short heavy head; the transom is in two parts,both curved athwartships, the upper one curvedthe most; and the stern is wide. The scale of thehalf-model is )i inch to the foot producing a vessel
Chesapeake Bay Centerboard Fishing SchoonerC. Chase, built at Baltimore, Maryland, about 1846, forCape Cod owners. Lines taken oflF builders' half-model USNM 76098.
60 feet 7 inches i)etween perpendiculars. 19 feet 2inches moulded i^eam, about 5 feet depth of hold,and about 5 feet 6 inches draft.The Chesapeake schooners of this date usually hadan open rail to the quarterdeck, supported by turnedstanchions. Their centerboards, and the mast as
well, were usually off" the center line of the hull tobring the board far enough aft to give proper balanceto the rig used. They carried large sail areas andlofty masts. At about the time this schooner wasbuilt, the longhead began to replace the "navalhead" in the Chesapeake.Given by William Skinner & Sons, shipbuilders,Baltimore, Maryland.FISHING SCHOONER, 1848Builder's Half-Model, usnm 76293David R. ProctorThe codfishing schooner David R. Prnctor was builtfrom this model at Lamoine (now Trenton) Maine,by Louis King in 1848, for the Labrador fishery, inwhich she was employed for a numi^er of years. Shewas a typical Banker of her period, though slightlysmaller than the average Massachusetts-built Banksschooner. X'essels of this type were employed in theLabrador codfishery until it was given up by theAmericans.The model is of a burdensome fishing schooner hav-ing moderate sheer, straight keel with some drag,curved and raking stem rabbet, slightly raking post,
472.S4(J?60- -14 189
upper-and-lower transom with round tuck, full roundentrance, and a short, full run. Midsection formedwith some rise in the straight floor, a low and fullround bilge, and slight tumble-home in the topside.Mounted with short, heavy cutwater, head, keel,post, and rudder.The model shows a vessel about 58 feet mouldedlength at rail, 16 feet 6 inches beam, and about 7 feetmoulded depth. Scale of model '^ inch to the foot.Given liy Louis King, shipbuilder, Lamoine, Maine.
FISHING SCHOONER, 1848Rigged Model, usnm 76248 David R. ProctorThis model is of the David R. Proctor, also repre-sented by the builder's half-model USNM 76295.The vessel is shown with sails furled in harbor stowand with splitting table and dressing tubs in positionon deck, as she might appear when at anchor in aLabrador harbor. The standard deck arrangementof a codfishing schooner of the 1840's is shown, withthe wooden stern davits for a yawl boat and othercharacteristic fittings.The vessel, like nearly all of her type at the time,carried no jib boom or fore-topmast and set a largejib, boomed fore and main gaff-sails and a main-top-mast staysail. When engaged in winter codfishingon Georges Bank, no topmast was carried. However,if a codfishing schooner were fitted for the summermackerel fishery, she would be rigged with a jibboom and fore and main topmasts, carrying gaff-top-
sails and jib topsail in addition to her codfishing rig.The Proctor was a vessel about 58 feet long at rail;her bowsprit extended 20 feet outside the stem rabbetor knightheads, the foremast stood 50 feet 6 inchesabove deck, and the mainmast was 51 feet long. Themain-topmast was 26 feet total length, the main boomwas 38 feet long, fore boom 19 feet 6 inches, maingaff 21 feet 6 inches and the fore gaff 19 feet. Scale ofmodel is ]'2 inch to the foot.Given by L'. S. Bureau of Fisheries.
FISHING SCHOONER, 1845-50Builder's Half-Model, usnm 54450This half-model of an early sharpshooter market-boat bears the name Elisha Holmes on the stern.A rigged model of the Holmes (usnm 76247),in the Watercraft Collection, is described below.The Elisha Holmes was built at Essex, Massa-chusetts, in 1849 by Jeremiah Burnham. Her
registry dimensions were 67 feet 5 inches betweenperpendiculars, 18 feet ?>% inches beam, 7 feet 4 inchesdepth of hold, and 8IM95 tons. The half-model,on a scale of ,'2 inch to the foot would produce a vessel63 feet 9 inches between perpendiculars, 18 feet 6inches moulded beam, and about 6 feet 9 inches depthof hold. The bulwarks indicated by the top lift of themodel are unusually deep, so that they would be 30inches high instead of the usual 26 inches. By reduc-ing their height to 26 inches and raising the deck 4inches, the dimensions of the model would be nearlythose of the Elisha Holmes, so that if the half-model isnot for this schooner, it is for one of the same form andperiod.The schooner represented by the model would havea straight keel of marked drag; a curved, raking, andflaring stem I'abbct fitted with a rather long andpointed head; a raking sternpost with a round tuckand upper and lower transoms, both flat athwartships,the upper raking and the lower curved in profile;rather straight sheer and the indicated quarterdecklow and long; a short and sharp entrance; and a long,easy run. The midsection is formed with a risingstraight floor of short length, an easy bilge graduallyhardening outboard, and a nearly upright topsidewith only a slight tumble-home. The flare forwardis very marked and the rail is very round in plan; thestern is wide in proportion to the beam. The modelrepresents an early design of sharpshooter and wasintended to produce a fast sailer.Given by L^ .S. Fish Commission.FISHING SCHOONER, 1849-50Rigged Model, usnm 76247 Elisha HolmesThis rigged model of an early sharpshooter fishingschooner was reconstructed, using the half-modelUSNM 54450, above, for hull lines and a sailmaker'sdrawing of the sails of the Elisha Holmes. Theidentification of the half-model is doubtful but thatmodel and the rigged one do represent a typicalsharpshooter of the date. The Holmes was built atEssex, Massachusetts, in 1849 by Jeremiah Burnhamand her register dimensions were 67 feet 5 inchesbetween perpendiculars, 18 feet S'i inches beam,7 feet 4 inches depth in hold, and 81';'95 tons.The scale of the model is Ji inch to the foot. Thiswould produce a vessel having a length on rail of67 feet, beam 18 feet, depth in hold 7}i feet, anddraft at post of about 8 feet 3 inches. At this scalethe bowsprit length overall is 32 feet, the foremast
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stands above deck 60 feet, the mainmast 61 feet, thefore boom is 21 feet long, fore gaff 20 feet, mainboom 44 feet, main gaff 21 feet, main-topmast 28feet 6 inches, and mainmast head 6 feet.The model shows wooden stern davits with a yawlboat, and from foreward aft a wooden windlass,wooden jib horse, foremast, slide companionway andchimney, fish hatch, a break to the quarterdeck,bitts, mainmast, wooden pumps, fish hatch, cabintrunk, and wheell^ox.Schooners of this style and form were employedin the mackerel fisheiy, for which they were especiallybuilt.Given by U. S. Bureau of Fisheries.
FISHING SCHOONER, about 1849Builder's Half-Model, usnm 54455An unidentified schooner was built from this modelin 1849 at Essex, Massachusetts, for the cod andmackerel fisheries. Her design was considered atthe time to he clipper built, but later fishermen re-ferred to such schooners, which were of good capacityfor their length, as half-clippers, or half-sharp. Theywere, however, considered fast enough for themackerel fishery, being modeled with rather sharpends.The model is for a .schooner ha\ing a moderately
rising floor and a low, hard bilge; a rather shortbut well formed run, with the entrance rather full:a wide, square stern with upper and lower tran.somsslightly curved athwartships; a short and somewhatpointed head and heavy cutwater; and a rakingstem and an almost upright post.Scale of the model is '?> inch to the foot, producinga vessel having a length between perpencHculars of61 feet, moulded beam of 17 feet 8 inches, mouldeddepth about 7 feet 1 inch, and draft at post about 8feet 4 inches. A multicolor stripe is painted alongthe waist of the model.Given by the U. S. Fish Commission.
FISHING SCHOONER, 1850Builder's Half-Model, usnm 54426Lines Plan, usnm 160252A cod-fishing schooner was built from this modelat Essex, Massachusetts, for Beverly owners about1850. The design is the one that succeeded the oldfull-ended Bankers, and the half-model shows whatmight be termed a full sharpshooter, being fullerand more burdensome than the sharpshooter market-
boats but, like them, designed to sail swifdy. Ratherfull entrances were retained in the sharp Bankers;it was thought unsafe to sharpen the entrance muchor to reduce the flare forward, as it was believedthat a sharp-bowed schooner would dive when atanchor on the Banks in blowing weather or whensailing on the wind heavily loaded. Schooners ofthis general design proved quite fast and veryseaworthy. By 1850 the sharp.shooter model waswell established in practically all cla.s.ses of Ma.ssa-chusetts-built fishing schooners, and remained infa\or for some years.The half-model shows a schooner having a sharpbut quite short entrance, with heavy flare in theforemost sections and the greatest beam well forward,the run very long and easy, the sheer moderate, andthe keel straight but with much drag. The bowrakes and flares outward at the rabbet, the post hasmuch rake and the transom is wide and curvedathwartships. In the model upper and lower tran-soms seem to have been intended. The head islonger, more pointed and, more graceful than theearlier models. The masts are raked sharply.At % inch to the foot the model scales about 68 feetlong over the rail, 18 feet moulded beam, and 7 feet3 inches moulded depth.Given by Captain J. \V. Collins.FISHING SCHOONER, about 1855Builder's Half-Model, usnm 54422An unidentified fishing schooner was built fromthis model in New England about 1855 for the GrandBanks codfishery. The model represents the tran-
sition from the early full-ended lines to the laterclipper form that was beginning to find favor, in thisperiod, in the Banker cla.ss of fishing schooner.This half-model is for a schooner having a moder-ately sharp entrance and well formed run. Themidsection shows a short, straight, and moderately
rising floor, a low and rounded bilge, and a nearlyupright topside. The sheer is marked and the keel isstraight, with some drag. The bow rabbet rakes andflares forward, with a rather short and full head, thesternpost rakes slightly, the stern is wide and has ashort counter and transom.Scale of the model is )4' inch to the foot, producinga vessel about 69 feet at rail, 18 feet moulded beam,and drawing about 8 feet 9 inches at the stern.Model purchased from VV. H. Story of Essex,Massachusetts, in 1882 and given by U. S. FishCommission.
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Typical Sharpshooter Schooner at the Time the Sharpshooter Was Merging Into the Clipper Model.The Dauntless, built at Essex, Massachusetts, in 1855. Rigged model USNM 76244. Wooden stern davits fora yawl boat, and the standard deck arrangement of the period, can be seen. (Smithsonian photo ^./695-a.)FISHING SCHOONER, 1855Rigged Model, usnm 76244 DuHUtU(SSThe fishing schooner Dauntless was Ijuilt at Essex,Massachusetts, about 18.S5, and was lost at sea with
all hands, 1 2 men, in 1 870 while making a passageto the Gulf St. Lawrence from Gloucester.The model represents a vessel having sharpshooter-clipper lines. The bow is full and round at the railbut sharp at the waterline, the run long and fine.The mid.section is formed with a rising straight floor,a hard turn of bilge, and a slight tumljle-honie inthe topside. The keel has much drag, the sheer israther straight, the stem rabbet is raking and flaringwith the head long and pointed, the post rakes
slightly, and the counter is short and is finished witha wide, raking transom.The masts rake strongly, and the usual long, lowquarterdeck is shown. The riding sails are stowed on
.stern davits and the dories are lashed bottom up ondeck to represent the vessel when ready to make apassage, to or from the Banks, when dory-trawling.All sails are set?jib, flying jib, fore and main gaff-sails, main gaff-topsail, and main-topmast staysail.Scale of model is K inch to the foot, producing avessel about 70 feet overall, 66 feet on the waterline,
17 feet 6 inches beam, bowsprit 30 feet total length,flying jib boom 32 feet total length, foremast 54 feetabove deck, mainmast 56 feet abo\e deck, fore boom24 feet total length, fore gaff 22 feet, main boom 42feet, main gaff' 22 feet, main-topmast 29 feet.Given by U. S. Bureau of Fisheries.CENTERBOARD OYSTER SCHOONER, 1855Builder's Half-Model, usnm 76096 Snyiny SouthThe centerboard schooner Simny South was builtfrom this model at Baltimore, Maryland, in 1855 byWilliam Skinner & .Sons for the oyster fishery. Shewas also intended to .serve as a freighting schooner.Vessels of this size and type were used for dredgingovsters, transporting farm produce on the Chesa-peake, freighting, and for the Florida and Bahamafruit trade.The half-model shows a centerboard schooner witha moderately sharp, con\'e.x entrance, the greatestbeam well forward of midlength, and a long, lean,and rather flat run. The hull has good sheer, astraight keel with some drag, a rather upright ijutflaring stem rabbet with a long, pointed, and gracefulhead, and a raking post with round tuck and upperand lower transoms both very wide and thin, thelower transom almost fair with the end of the run and
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the upper well curved athwartships. Midsection hasa sHghtly rising floor carried well out in a straightline, a quick, low bilge, and slightly rounded top-
sides.The vessels had a long and low quarterdeck withopen rail and trunk cabin well aft, raking masts,with the mainmast to port of the hull's centerlineand the centerboard slot to starboard, with center-board lanyard to block at mainmast hounds andthence to deck belay.Scale of half-model is U inch to the foot, producinga vessel 74 feet 9 inches at the rail, 71 feet betweenperpendiculars, 22 feet moulded beam, 5 feet 3 inchesdepth of hold, and draft 6 feet 6 inches at post and4 feet 4 inches forward.Given by William Skinner & Sons, Shipbuilders,Baltimore, Maryland. '
low, hard bilge, and a slight tumble-home in the top-side. The vessel .sat low in the water and her mastshad much rake, her ccnteri)oard was large and passedthrough the garboard on one side of the keel.Scale of the model is one-half inch to the foot, pro-ducing a schooner about 63 feet 6 inches long at rail,about 61 feet between perpendiculars, 19 feet 4 inchesmoulded beam, about 5 feet 6 inches moulded depth,and drawing 6 feet at post and 5 feet forward.Given Ijy William Skinner & Sons, shipbuilders,Baltimore. Maryland.CHESAPEAKE BAY FISHING PUNGY, about 1885Builder's Half-Model, usnm 312331An unidentified pungy was built from this half-model in Dorchester County, Maryland, about 1885by Joseph T. Spicer for the oyster fishery and general
/'ffJVOY
Lines of a Typical Chesapeake Bay Pungy' Schooner of .About 1885. Taken off builder's half-modelUSNM 31 2331.CHESAPEAKE BAY OYSTER SCHOONER, 1855Builder's Half-Model, usnm 76097
The centerboard schooner Breeze was built from thishalf-model at Baltimore, Maryland, in 1855 b\- Wil-liam Skinner & Sons for the oyster fishery. She wasintended to serve as a smart-sailing oyster "buy boat"'for transporting the catch to market, and to he a
swift, weatherly vessel.The model shows a shoal-draft centerboard schooner,having a straight keel with slight drag, an upright postand round-tuck stern with upper and lower transom.s,stem upright at rabbet and adorned with a long,pointed head, the sheer moderate, entrance short butfairly sharp, with the greatest beam well forward, andthe run long and \'ery easy. The midsection showsa slightly rising straight floor carried well outward to a
freighting. The donor thought it to be the JohnRonletl, but the partially illegible name '^Elizabeth J.
. . . son' appears on the stern.The half-model is of a typical pungy, designed for
swift sailing, of the Baltimore clipper type. It repre-sents the moulded lines, to underside of deck, of arather wide and shallow-draft keel schooner hullhaving moderate sheer, a straight keel with some drag,strongly raking curved stem rabbet, moderately rakingpost and a wide and thin square stern. Since themodel is to the deck only, it does not show the typicaldouble-transom of the pungy construction but thiswould be utilized, as also would the long head of hertype. The entrance is sharp but rather short, thegreatest beam being well forward of midlength. andthe run is long and fine, ending in the usual round tuckof the pungv. The midsection shows a slightly risingstraight floor, a well rounded bilge, and a remarkably
193
AUV'^i / --nr/r
Lines and Details of a Chesapeake Bay Pungy Schooner, the Amanda F. Lezvis, built in 1884, one of thelast of this now extinct type under sail. As taken off the vessel by the Historic American Merchant MarineSurvey.
flaring topside. The quarters are very thin. The
vessel would have the low log rail and the long andrather light masts usual in this type of schooner.Scale of the half-model is % inch to the foot, pro-ducing a vessel about 63 feet 4 inches moulded lengthon deck, 19 feet 10 inches moulded beam, 5 feet 10inches moulded depth, and drawing about 6 feet atpost and 5 feet forward.Given byjamesK Spicer. Taylor's Island, Maryland.FISHING SCHOONER, 1850-56Builder's Half-Model, usnm 54466Lines Plan, usnm 160204An unidentified schooner was built from this modelat Essex, Massachusetts, sometime Ijetween 1850 and1856 for the fresh-fish market business. Theseschooners, built to be swift sailers and called market-boats, were designed for short trips and brought intheir catch iced. They were usually rather small
carriers, about 60 feet on deck, cjuite sharp, andheavily sparred. Often referred to as sharpshootersin the late 1840's and 1850's, their model and generaldesign were considered to have been inspired by theChesapeake Bay pungy schooners brought to NewEngland in that period.The half-model shows a hull having sharply risingfloors carried well out and straight amidships andending in a high and very hard bilge. This form wasknown as "file-bottom" at Essex because of its likenessin cross-section to a triangular file. The sheer ismoderate, the keel straight and with a great deal ofdrag. The bo\v rakes somewhat, the sternpost rathermarkedly, and the transom, which is roundedathwartships, rakes sharply. The entrance is not
very long but is quite sharp and the greatest beam isforward of the midlength; the run is long and easy.The stern is quite broad and rather shallow, with avery short counter.Scale of the half-model is J2 inch to the foot, pro-ducing a vessel approximately 62 feet between per-pendiculars, 18 feet moulded beam, and drawingabout 7 feet 9 inches at the post and about 4 feet 6inches forward.These \essels had a long, low quarterdeck and theirmasts were usually sharply raked.Given by Gaptain J. W. Gollins.FISHING SCHOONER, 1856Builder's Half-Model, usnm 76297 /. CoolidgeThe Banks schooner J. Coolidge was built from thishalf-model at Jordans Island, Gouldsboro, Maine byHamen Cousens in 1856. She was intended for thecodfishery in the CJulf of Maine and Bay of Fundyand also for the Grand Banks fishery. Over a periodof nine years she made the run each winter to theMagdalen Islands in the Gulf of St. Lawrence,bringing back herring to Maine ports.The half-model is a good example of a smallBanker of her period, of the half-clipper type, havinga short but rather sharp entrance, a short but wellformed run, a slightly rising floor, and a full, low, andeasy bilge. The stern is wide and shallow, with avery short counter. The post is rather upright, thestem rabbet moderately raking and flaring, and thehead and cutwater somewhat light and graceful.The sheer is moderate and the keel straight, withsome dras;.
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. ^AtMf/ iy JcvfiA J^f. S//f? Atf/i aU
tl",
New England Sharpshooter Market-Boat Schooner of 1856.54435- Taken off builder's half-model USNMScale of the model is % inch to the foot. Thiswould produce a vessel about 63 feet 6 inches betweenperpendiculars, 18 feet 6 inches moulded beam, andabout 8 feet 6 inches draft at post. The J. Coolidgemeasured 65 feet between perpendiculars, 19 feet 6inches extreme beam, 7 feet depth in hold, and52.75 tons register.Given by Newell B. Coolidge, 1 894.FISHING SCHOONER, 1856Builder's Half-Model, usnm 54435 KippleThe market boat Ripple was reputedly built fromthis model, lengthened 6 feet, at Essex, Massachu-
setts, by Joseph Story in 1856. The Ripple was anotable sailer and she is said to have been the firstschooner built at Essex with the elliptical transomwhich subsequently became standard. Her lines werecopied by other builders with such alterations as werethought to ije improNements; it may Ije said, howe\'er,that this model represents the sharpshooter, or file-bottom, market-boat at its highest state of develop-ment. The Ripple was burned at sea in 1863 ijy theConfederate States cruiser Tacony.The half-model represents a clipper schooner havinga short but sharp entrance and a very long and finerun, the greatest beam being somewhat forward ofmidlength, a raking post and short counter with an
elliptical transom having a strong curve athwartships,a stem with a long and pointed head, marked sheer,and a straight keel having a strong drag. The mid-section shows a sharply rising straight floor carriedwell outboard, a high and markedly hard Ijilge, and a
slight tumble-home in the topside. The fore sectionsshow heavy flare.Scale of model is ]!, inch to the fool, producing aschooner 54 feet 2 inches between perpendiculars, 17feet 8 inches moulded beam, and about 6 feet depthof hold. The register dimensions of the Ripple were61 feet between perpendiculars, 18 feet 8 inches beam,6 feet 7 inches depth of hold, and 64 '^5 tons. Cus-tom House records show a billethead, square stern,and no galleries.Given by Joseph Story, shipbuilder, Essex, Massa-chusetts, 1882.FISHING SCHOONERS, 1857Builder's Half-Model, usnm 54448George Fogg, Etta G. FoggThe clipper fishing schooners George Fogg and EltaG. Fogg were built from this half-model at Essex,Massachusetts, by Charles O. Story in 1857. Theywere built for Wellfleet owners and were intended forthe mackerel fishery in summer and for freightingoysters from the Chesapeake to that port in winter,trades that required smart, fast sailers, and the sister-schooners were considered good designs and large fortheir time and business. Because of the shoal-wateroperations of the oyster business, they were of rela-tively shallow draft for keel vessels. This modelappears to have been one of the earliest designs of theshoal, clipper type of New England fishing schooner.The half-model shows an extreme clipper fishingschooner of the date of build, having slight sheer, astraight keel with moderate drag, stem rabbet flaring,raking, and with small rounded forefoot, nearly up-
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right post, and a short counter ending in a wide,
elliptical, raking transom much cur\ed athvvartships.The entrance is sharp and hollow: the run long, easy,and flat. The midsection is formed with a risingstraight floor, hard turn of Isilge, and a slight tumble-home in the topside.The model is mounted with a long, pointed head,cutwater, rather deep keel, post, and rudder, themarked depth of keel being intended to pre\'ent lee-way in windward sailing and necessitated liy theshallow body.Scale of model is '-? inch to the foot, producing a
vessel measuring 94 feet 9 inches moulded length at
rail, 89 feet between perpendiculars, 23 feet 8 inchesmoulded Ijeam, 24 feet extreme beam. 8 feet 8 inches
Ne\v England Clipper Fishln'g .Schooner Built in1857 at Esse.x, Massachusetts, the Ettu G. Fogg.{Smithsonian photo 4560^-c).
depth in hold, and draft 10 feet 4 inches at post and6 feet 10 inches forward.Given by Clharles O. Story, shipbuilder, E.ssex,Massachusetts.FISHING SCHOONER, 1857Rigged Model, usnm 76254 Etta G. Fo^gThe clipper fishing schooner Etta G. Fogg, built atEssex, Massachusetts, in 1857, and represented by thebuilder's half-model usnm 54448, is shown in thisrigged model. The rig and deck arrangement ofschooners built for the mackerel fishery and foroyster freighting in the late 1850's and early 1860"sare shown.The model is of a heavily sparred and canvas,sedschooner. The Etta G. Fogg was registered as 88.7feet between perpendiculars, 24.7 feet beam, 8.3 feet
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depth of hold, and 107.25 tons burthen. She wasabout 94 feet 9 inches long at rail, bowsprit 36 feetextreme length, jib boom outside cap 17 feet, fore-mast above deck 67 feet 6 inches, fore-topmast totallength 37 feet, fore boom 30 feet, fore gaff 29 feet,main boom 58 feet and main gaff 33 feet. The riggingdetails of this model show the methods used on largefishing and coasting schooners of the f 850's. Scale ofmodel % inch to the foot.The shallow, broad hull of this type of fishingschooner, combined with the very large rig, made adangerous \essel and many of this type were lost at
sea. Howe\er, these schooners were popular until aslate as 1886, by which time the heavy losses hadfocused attention on the dangerous proportions of theextreme clipper schooner.Given by Charles O. Story, shipbuilder, Essex,Massachusetts.FISHING SCHOONER, 1855-60Rigged Model, usnm 25371This model represents a fishing schooner of 1855-60, a period when the sharpshooter lines of themarket boat had been applied to the more burden-some Georgesmen and Grand Bankers.The model is of a somewhat burden.some clipperfishing schooner having a rather short and sharp en-trance, moderately full at deck level and fine below,a long and easy run, good sheer, a raking stem rabbetwith a long head, and a rather upright post with ashort counter and a raking elliptical transom. Themidsection is formed with a moderately rising floor,round full bilge, and a slight tumble-home in the top-
side. The keel is straight with some drag.The vessel is shown under the usual sail of a Georges-man of her period, no fore-topmast and carrying fore-
sail, mainsail, jumbo, jib topsail, main gaff-topsail,and fisherman's staysail.Scale of model is % inch to the foot, producing a
vessel 66 feet 4 inches at rail, 21 feet 6 inches beam,the bowsprit extending outboard the knightheads 16feet 8 inches, jib boom extending 13 feet 4 inches out-side the cap, foremast 62 feet abov-e deck and main-mast 63 feet, main-topmast 31 feet total length, andmain boom 46 feet long.Given by Captain H. C. Chester.CHESAPEAKE BAY FISHING SCHOONER, 1857-58Builder's Half-Model, usnm 76101A keel fishing schooner was built from this model atBaltimore, Maryland, in 1857 or 1858 by William
Skinner & Sons. It is of the type, designed for fastsailing, that was employed in the New Englandfisheries 1845-55, when a number of Chesapeake Baybuilt keel and centerboard schooners were used in themackerel fisheries and the oyster trade.Among the Maryland-built schooners in theGloucester fleet were the Garland, built at Baltimorein 1850 (82' x 2r-4" x 7'-3"), Leading Star, built atBaltimore in 1851 (69'-ll" x 20' x 6'), .Jo/w, builtin Dorchester County in 1847 (73'-9" x 22'-6" x6'-6"), A'farj Jones, built at Baltimore in 1851(64'-4" x 21' X 5'-8"), Bloomfield, built in TalbotCounty in 1850 (75'-4" x 20'-7" x 5'-l"), andIowa, built in Dorchester County in 1854 (76'-9" x23' X 6'-7"). It is probable that the Mary Jonesand the Bloomfield were centerboarders, judging bytheir depth.The half-model represents a pungy schooner withbulwarks and a flush deck but with false quarterdeck
rail made of a cap supported by turned stanchions,low freeboard, somewhat raking and flaring stemrabbet, slightly raking post, rather straight sheer,straight keel with moderate drag, rising floor with ahigh and well-rounded bilge, sharp and slightly hol-low entrance, and a very long and fine run. Thegreatest beam occurs somewhat forward of mid-length.The scale of the model is % inch to the foot, pro-ducing a schooner about 61 feet 6 inches on the rails,57 feet 9'^ inches beUveen perpendiculars, 18 feet 1inch moulded beam, 18 feet 6 inches extreme beam,6 feet 6 inches depth of hold, and 7 feet 5 inches draftat post, 5 feet 9 inches forward.These .schooners had a long, pointed head and cut-water, the upper and lower transoms were curvedathwartships and sharply raking, and the ratherlightly rigged raking masts were lofty and light.Given by William Skinner & Sons, shipbuilders,Baltimore, Maryland.FISHING SCHOONER, 1857Builder's Half-Model, usnm 54470Lines Plan, usnm 160222 Flying FishThe clipper schooner Flying Fish was built from thismodel at Essex, Massachusetts, by Jeremiah Burnhamin 1857 for the mackerel fishery. After being em-ployed for some years as a hook-and-line fishermanout of Gloucester she was sold to New London, Con-necticut, out of which port she was engaged in theAntarctic seal and sea-elephant fisheries. The FlyingFish, one of the fastest fishing schooners of her period,
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owing to her sharp hues and very large rig, is a goodexample of the shallow-bodied clipper schooner thatcame into fashion in the New England fisheries inthe late 1850"s and represents the transition from theolder "sharpshooter"' type to the extreme clipper ofthe end of the decade.The model shows a vessel having moderate sheer,straight keel with drag, slightly raking and flaringstem rabbet, small round forefoot, raking post, and ashort counter ending in a wide, raking, ellipticaltransom. The entrance is of moderate length andquite sharp, the run long, flat and fine. Midsection isformed with rising, straight floor, a hard turn of thebilge and some tumble-home in the topside. Thegreatest beam is a little forward of amidships.Model is mounted with a rather long and pointedhead, cutwater, rather deep keel, post, and rudder.A long quarter-deck is indicated.Scale of model is % inch to the foot, producing avessel about 74 feet over the rails, 70 feet 6 inchesbetween perpendiculars, 21 feet moulded beam, anddrawing about 9 feet 9 inches at post and 5 feet 8inches forward.Given by Jeremiah Burnham, shipbuilder, Essex,Massachusetts.FISHING SCHOONER, 1857Rigged Model, usnm 160411 777 ? J7- 7tLying tishThis rigged model of the clipper fishing schoonerFlying Fish of 1857, was made in the Museum fromthe builder's half-model (usnm 54470) and a sail-maker's plan. The New England fishing schoonerswere characterized by an almost exact similarity ofdeck arrangement for periods of about twenty years,for each class and size, and the deck arrangement isa standard one for this type of schooner at the dateof building.The model shows the rig of a typical rnackerel-fishing schooner of the period: she carries a very largejib fitted with a bonnet.Scale of model ){ inch to the foot. The registerdimensions of the Flying Fish are 75 feet betweenperpendiculars, 22.5 feet beam, 6.5 feet depth inhood, and 94^)95 tons burthen.Model made in the Museum.FISHING SCHOONER, 1857Builder's Half-Model, usnm 54473Lines Plan, usnm 160251 r 7LookoutThe Georges Bank fishing schooner Lookout wasIniilt from this model at Essex, Massachusetts, in
1857 by Charles O. .Story. This vessel pro\-ed verysatisfactory; during the next seven years twenty ormore schooners were built on the moulds of theLookout, whose lines were considered excellent forthis fishery until about 1868. Among these were theFish Hawk, Arizona, Laughing Ji'ater, and E. A", h'ane.The Laughing Water and Arizona were still in theGeorges fleet as late as 1882.The half-model shows a full-bodied and bm-den-some hull having slight sheer, a straight keel withmuch drag, a rather sharp and well formed entrance,a long easy run, the greatest beam slightly beforethe midlength, a moderately rising floor with a lowround bilge rather hard amidships, a flaring bowand stem rabbet with longhead, a raking post, and ashallow elliptical transom with a rather short counter.Scale of model is % inch to the foot, producing avessel about 68 feet at the rail, 19 feet moulded beam,and drawing about 9 feet at the post and nearly 6feet fonvard.Given by Charles O. Story, shipbuilder, Essex,Massachusetts.FISHING SCHOONER, 1858Builder's Half-Model, usnm 76475May Qiieen, JunOj Olive HayivardThe Grand Banks fishing schooner May Qjieen wasbuilt from this model at Orland, Maine, in 1858.She was of a burdensome type utilized not only inthe Grand Banks codfishery but also in coastwisetrade. The schooners Juno and Olive Hayward werealso built on this model. After a few years in theGrand Banks fishery the Juno was sold and went intothe South American trade. The Olive Hayivard,after being in the codfishery for several seasons, wasplaced in the coastal trade. Reputed a fast sailer,this vessel once made the run from Boston to Orlandin 16 hours, and is said to ha\e escaped a Confederatecruiser.The half-model represents a full-bodied vessel withrather straight sheer, a short, rather full entrance,a relatively long and fine run, the greatest beam ijeingwell forward. The keel is straight and with somedrag, the post is upright and the stem slightly rakingand flaring outward. The floor, carried well foreand aft, is short and has little rise, and the bilge iswell-rounded.Scale of the model is % inch to the foot, producinga vessel 72 feet 7 inches between perpendiculars.21 feet beam, and 7 feet 1 inch depth of hold. Theschooner's registered net tonnage was 67.28.
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These Maine schooners usually had a rather shortquarterdeck but otherwise resembled the Massa-chusetts-built schooners of their period.Given by H. H. Buck.FISHING SCHOONER, 1858Builder's Half-Model, usnm 54471 We're HereA fishing schooner modeled particularly for themackerel fishery was built from this model at Essex,Massachusetts by Daniel A. and Willard R. Burnhamin 1858 and named the UVre Hire. A fast-sailing
vessel, she was employed in the mackerel fisheryin summer and in the New Orleans and Gulf of Mex-ico fruit trade in winter. She was captured at NewOrleans at the outbreak of the Ci\il \Var and is saidto have been used as a blockade runner.Model is painted in the fashion of the time?darkgreen; along the waist a multicolored stripe of white,yellow, red. white: trailboards with gilded andpainted car\ings; billet head gilded; bottom redcopper paint.The half-model shows a clipper fishing schooner ofmoderate sheer, having; a straight keel with muchdrag, a sharp entrance, and a long, easy run. thegreatest beam being slightly forward of midlength.The bow rakes and flares forward at rabbet, the post
rakes, and the counter is moderately long, endingwith a raking elliptical transom much cur\edathwartships and quite wide. The rising straightfloors are brought well out and the bilge is high andhard.The Register dimensions of the JVe're Here were67 feet length between perpendiculars, 20 feet beam,7 feet 5 inches depth of hold. 83 "^95 tons, square
stern, Ijillet head. The half-model is to a scale of
li inch to the foot, and produces a vessel measuring66^2 feet between perpendiculars, 20 feet 6 inchesmoulded beam, about 6 feet 10 inches depth of hold,and drawing about 8 feet 10 inches at post and about6 feet 10 inches forward.Given by Willard R. Burnham, shi])builder, Essex,Massachusetts.CHESAPEAKE BAY PUNGY SCHOONER, 1858Builder's Half-Model, usnm 160120Mary and EllenThe pungy schooner Mary and Ellen was built fromthis model at Baltimore, Maryland, in 1858, byWilliam Skinner and Son for the oyster fishery andfreighting on the Chesapeake. The pungy schooner
had the general form of the old Baltimore clipper orpilot boat that had developed on the Chesapeake incolonial times. The pungy was a shallow-draughtkeel schooner, with rising floor amidships, stronglyraked ends, and fine lines, designed for swift sailing.Schooners of this type were used on the Chesapeakein the oyster fishery as dredgers and to transportthe catch; they were also employed in generalfreighting, carrying goods and farm products on theChesapeake, fruit in the Baltimore-Bahamas trade,and oysters to New England. It is thought that thepungy, which is now extinct on the Chesapeake,introduced the sharp-model schooner into the NewEngland fishing fleet.The half-model represents a schooner having ratherstraight sheer, straight keel with marked drag, stronglyraking sternpost and raking, curved stem rabbet.The transom is of the old style round-tuck form, withupper and lower transoms joining at an angle. Thebottom of the lower transom is straight across thetop of the sternpost, forming a cross seam at rightangles to the post. This T-shape w-as characteristic ofthe pungy throughout the existence of the type. Thelower transom is not plainly shown in this model,however, and judging by the form it must hav-e stoodat more of an angle than in later pungy schooners.Usually, in this type, the lower transom was almostparallel to the load waterline. The greatest beam isforward of amidships and the entrance is long andsharp: the run quite fine. The midsection showsstraight, rising floors carried well out and a somewhathigh, round bilge, the rounding carried almost to decklevel. The stern is wide and shallow; the quartersbeing rather thin. The stern overhang is very short.The stem is formed with a long and pointed head alittle less exaggerated in the model than in the laterpungy schooners. It is not known when the long-head replaced the short and deep head that firstmarked the Chesapeake Bay schooners, but appar-ently this occurred in the 1840's and the fashionspread to New England.
.Scale of the model is Y^ inch to the foot, and thevessel measured about 64 feet 10 inches over the rail,about 20 feet moulded beam, and drew 7 feet at thepost and 3 feet 6 inches forward.The pungy schooner type is represented by tworigged models in the VVatercraft Collection. Linesplan of the Mary and Ellen is Survey no. 5-56 in TheHistoric American Merchant Marine Survey.Given by William Skinner & Son, shipbuilders.Baltimore, Maryland.
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FISHING SCHOONER, 1857-60Builder's Half-Model, usnm 54459This half-model was supposed to \>c that of theGrand Banker Break O^Day built and modeled b)Jeremiah Burnham at Essex, Massachusetts, in 1859.Her registry dimensions were 69 feet between per-pendiculars, 21 feet 2 inches beam, 7 feet 6 inchesdepth of hold, 94'%5 tons. The half-model on ascale of Yi inch to the foot, would produce a schoonermeasuring about 65 feet 6 inches between perpendicu-lars, 18 feet 6 inches moulded beam, and 7 feet 4inches depth in hold. Thus it is evident that theidentification is incorrect. It is now belie\ed tobe a good example of an "improved" Grand Banksschooner of the period 1857-60.The model shows a schooner having a straight keelwith moderate drag, small sheer, raking sternpost,very short counter with raking elliptical transomstrongly curved athwartships, curved and raking stemrabbet, pointed and moderately long head, full en-trance, rather short but well formed run, long low-quarterdeck, moderately rising short straight floor,low well-rounded bilge, and nearly upright topsides.The bow at rail is full, with much flare in the forwardsections. The stern is wide.Model given by Willard R. Burnham, shipbuilder,Essex, Massachusetts.
FISHING SCHOONER, 1860Builder's Half-Model, usnm 76476 Sarah HillThe fishing schooner Sarah Hill was built from thismodel in 40 days at Orland, Maine, in 1860. The
vessel was intended for the local mackerel fishery butwas for many years employed in the Banks codfishery,going into the coastal trade when she became old.The half-model shows a schooner ha\ing a sharpbut short entrance, the beam being well forward, anda long and easy run. The sheer is rather straight,the keel straight with moderate drag, post upright,and stem rabbet raking slightly and flaring fcrward.The floors rise slightly and the bilge is low and round.The stern is wide and shallow, and the counter veryshort. The bow is fitted with a long and somewhatpointed head and cutwater. The vessel had a long,low quarterdeck.The scale is % inch to the foot, representing a vesselabout 63 feet 10 inches between perpendiculars, 18feet 6 inches moulded beam, and about 7 feet 6 inchesdepth of hold. Register dimensions of the vessel were
64 feet 1 inch between perpendiculars, 18 feet 8}zinches beam, 7 feet 9]i inches depth of hold, and48.36 tons.Given b\ H. H. Buck.FISHING SCHOONER, 1862Builder's Half-Model, usnm 160113La/iva RobertsThe New England fishing schooner Laura Robalswas built from this model during 1862 at Frankfort,Maine, for the Gulf of Maine codfishery. It is a goodexample of the fisherman-coaster schooner popular inMaine before 1880.The half-model represents a schooner with a full,rather short entrance, full run, small rise in the floorand a full, round bilge, a wide elliptical transom, arather raking stem and almost upright post, somedrag to the keel, little sheer, and a long, lowquarter-deck.Scale of model is % inch to the foot, giving a vesselabout 72 feet over the rails, 20 feet beam, 6 feetdepth in hold, and drawing about 7 feet 9 inches atthe post.CJisTn by Captain J. \V. Collins.FISHING SCHOONERS, 1862Builder's Half-Model, usnm 54474Galena^ Prince of WalesThe mackerel fisherman Galena was built forGloucester owners from this half-model, with twoframes (or 4 feet) added, in 1862 at Essex, Massachu-
setts, and in the next year the Prince of ]\'ales wasbuilt on the same moulds, but with five more framesadded to make her 10 feet longer than Galena. Forsome years these two schooners were the largest in theNew England fleet. The Galena was finally sold toCalifornia and the Prince of It'ales to Surinam, South
.\merica, as a trader.The model shows a clipper hull of the period,having a moderately long entrance, long easy run,wide stern, shallow transom on a short counter,raking post, raking and flaring liow, longhead,moderate sheer, straight keel with some drag, and
rising floors with a hard low bilge.Scale is K inch to the foot, giving a vessel about 84feet between perpendiculars, 22 feet 6 inches mouldedbeam, aljout 8 feet 6 inches depth of hold, and draw-ing about 10 feet 6 inches at post. The Galena's
register dimensions were 88 feet 6 inches betweenperpendiculars, 23 feet 9 inches beam, 8 feet 9 inches
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Sail Plan for a Grand BankerBuilt at Essex, Massachusetts,IN 1859. the Break O'Day. From acopy of the sailmaker's plan in theWatercraft Collection.
depth of hold, and 157"^<,5 tons; the Prince oj Wales'dimensions were 99 feet 4 inches between perpendicu-lars, 24 feet 2 inches beam, 9 feet depth of hold, and180^%5 tons.These dimensions shew that departures from themodel were made in lofting to give additional lengthamidships, causing an increase in beam. This prac-tice of adding frames arnidships, common at Essex inbuilding fishermen, required the forebody and after-body to be faired into the added sections and not only
aflfected length and breadth but also depth.Given by U. S. Fish Commission.
FISHING SCHOONER, about 1864Builder's Half-Model, usnm 54440A fishing schooner on this model was built at Essex,Massachusetts, about 1864 by Joseph Story as amarket boat for the fresh fishery.The half-model represents a late form of the clipper-sharpshooter class, ha>.'ing sharply rising floors, highhard bilge, sharp and rather long entrance, and along fine run, the greatest beam being about at mid-length. The sheer is moderate and the keel straightand with some drag. The post is upright and thestem rabbet rakes and flares slightly. The shortcounter ends in a wide, shallow, elliptical transomcurved athwartships and sharply raking. The bowis ornamented with a graceful cutwater and a longand rather pointed head with billet.
Scale is ]i inch to the foot, for a schooner measuringabout 68 feet on the rail, 63 feet 6 inches betweenperpendiculars, 19 feet moulded beam, 6 feet depthof hold, and drawing about 7 feet 9 inches at post.The form and dimensions of the model indicate apowerful schooner of greater depth than usual in thisperiod and capable of carrying a large sail area.Model given by Joseph Story, shipbuilder, Essex,Massachusetts.FISHING SCHOONER, 1865Builder's Half-Model, usnm 76036 SylphThe fishing schooner Sylph of Boston was builtfrom this half-model at East Boston, Massachusetts,by Dennison J. Lawlor in 1865. She was first fittedout by her owners, fishermen of Irish origin, as abeam trawler, the first vessel to experiment with thisgear in the New England fisheries. The gear provedunsuccessful economically and the Sylph then engagedIn market fishing, for which she was well suited in
size and model. This schooner gained a notablereputation for speed. She foundered on GeorgesBank with all hands in the great gale of November9, 1883, believed to have sunk after a collision withanother schooner.The half-model shows a schooner having rathermarked sheer, straight keel with heavy drag, uprightstem rabbet and post, and a short counter ending in
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Small Mackerel Seiner Oasis.built at VValdoboro, Maine, 1868.{Smithsonian photo 2821^-0.)
a raking elliptical transom cur\-ecl athwartships.The entrance is long and sharp, with much hollowat forefoot, and the run is rather long and very fine.The midsection is rather heart-shaped, with a sharplyrising and somewhat hollow floor, a high and ratherhard bilge, and marked tumble-home in the topside.Mounted with a pointed head, cutwater, keel, post,and rudder.Scale of the model is K inch to the foot, giving a
vessel about 55 feet 8'2 inches loetween perpendiculars,59 feet 10 inches moulded length at rail, 17 feetmoulded beam, 6 feet 4 inches depth in hold. 9 feet8 inches draft at post and 6 feet 4 inches forward.Given by Dennison J. Lawlor, naval architect, andshipbuilder, Chelsea, Massachusetts.
FISHING SCHOONER, 1865Rigged Model, usnm 76241 Sylp/jThis model of the fishing schooner Sylph of 1865,showing her as a market fisherman, is the same \esselrepresented by builder's half-model usnm 76036.Considered an advanced design at her date of build-ing she was much deeper than the average in propor-tion to her length and beam. Her designer andbuilder, Dennison J. Lawlor, was the pioneer in the
de\'elopment of safer fishing schooners in this period,designing a number of schooners of more than a\eragedepth and dead rise in the years 1865-85.Tlic model shows the deck arrangement of a marketfisherman of 1860-80, with a wooden windlass rightforward, iron jib-sheet horse running across the deck,foremast, slide companionway with supply hatchattached, chimney, fish hatch covered with a slideIjooby hatch, a break to quarterdeck, mast bitts,mainmast, wooden pumps, trunk cabin with chimneyand slide hatch, wheelbox and quarter bitts, andmainsheet horse at extreme stern.The topsides are forest green, white band belowwaist line of bulwarks, white boot top, red copperbottom, rail caps black, carving gilded. The mastsrake strongK': the schooner has gaff inainsail andforesail, large jib, main gaff-topsail and main-topmast
staysail.
.Scale of the model is % inch to the foot.This schooner, nearly 60 feet long at rail, had amainmast 54 feet deck to cap, foremast 52 feet deckto truck, bowsprit 27 feet total length, 17 feet knight-heads to shoulder of pole. The fore boom was 19feet long, fore gafl^ 18 feet, main boom 47 feet, maingaff 23 feet, and main-topmast 27 feet total length.She had iron ballast inside and carried sail well.Given bv U. S. Bureau of Fisheries.
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CHESAPEAKE BAY PUNGY SCHOONER, 1865Rigged Model, usnm 76262 W. F. McKewenThe Chesapeake Bay pungy 11 '. F. McKewen, an ex-ample of a type long popular on the Bay, was builtin 1865 for Crisfield, Maryland, owners for theoyster fishery, being employed in oyster dredging andtransporting and in general freighting in the off-sea-son. At one time there were a large number ofpungies on the Chesapeake but they were graduallyreplaced with centerboard schooners and bugeyes,and are now an extinct type of vessel on the Bay.The McKewen is a shoal-draught schooner having astraight keel with some drag, a raking and stronglycurved stem rabbet, a long, heavy, and pointed head,raking sternpost, round tuck, upper and lower tran-soms, and moderate sheer. The entrance is sharp andrather short, the run long and fine. The midsectionshows a moderately rising straight floor, a round, easybilge, and slic;htly flaring topside; the greatest iieamis forward of midlength.The model shows the typical pungy rig: sharply rak-ing masts, the fore without a topmast, a large jib with asmall club at its foot, foresail, mainsail, main gaff-topsail, and fisherman staysail. A yawl boat is car-ried on iron stern davits: also shown are a trunk cabinwith a hatch at its fore end, wooden pumps, manualoyster-dredge winches, or "winders," rollers at rail,hatch and rail-to-rail jib-horse, and an iron windlassand heel bitt.
These schooners usually had only a low log rail madeup of edge-bolted timber without stanchions; aft therewas sometimes a cap-and-turncd-stanchion mon-key rail, occasionally carried well forward to the forerigging or knightheads. The knighthcads and hawse-timbers stood well above the log rail and were veryprominent. The pungy was a modified Baltimoreclipper, of privateering and slaver fame, in which thedead rise of the floors was decreased. The pungy hullform is well illustrated by the half-model of the Maryand Ellen (p. 199) and by half-model usnm 312331(p. 193). The pungies were often employed in thesummer fruit trade between the Bahamas and theChesapeake and in general were noted for theirsailing qualities. Their draft eventually caused theirreplacement with centerboard craft as the harl^orsand creeks along the Chesapeake silted up.The McKewen was 68 feet at rail, 20 feet 9 inchesbeam, 7 feet depth. Scale of model is \i inch to thefoot.Gi\en l)y U.S. Biu'cau of Fisheries.FISHING SCHOONER, 1866Builder's Half-Model, usnm 74041Thomas E. EvansThe market boat Thomas E. Evans, built at EastBoston in 1866 by Dennison J. Lawlor, was employedk
Sail Plan for the Lizzie F. Choate,a fishing schooner built at Ipswich,Massachusetts. i866. From a copyof the sailmaker's plan in the Wa-tercraft Collection. The vessel isalso represented in the collectionby builder's half-model USNMl6oi 12.
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in the New England fisheries for only a short time andwas then sold and was operated as a packet in the Bayof Honduras. The schooner was noted for her speed.This model resemliles that of the schooner Sylph,whose half and ria;ged models (usnm 76036 and76241) in the W'atercraft Collection indicate thatLawlor had developed some rather deep fishingschooners before the efforts of Captain Joseph Collinsbegan to show results in the New England fleets.The half-model represents an extreme clipper fish-ing schooner for her date, and deeper in draft thanwas then common. Her entrance is long and \erysharp, with some hollow near the stem; the greatestbeam is abaft midlength. The run is long and flat,showing the almost constant deadrise, carried aft.characteristic of most Lawlor designs. The sheer isgreat and there is a long, low quarterdeck. The keelis straight with a very great drag. The stem rabi)etis nearly straight and upright; the stem is fitted witha pointed and rather long head. The sternpost is\ertical, the counter short, and the raking ellipticaltransom ha.s much curxe athwartships. The mid-
section shows a sharply rising floor with hollow at thegarboard carried all the way forward to the stem,hard high isilges. and tumble-home in the topside.The scale of the model is '> inch to the foot, givinga vessel 56 feet 4 inches ijetween perpendiculars, 17feet 8 inches moulded beam, 6 feet 3 inches depth ofhold, and a draught of 8 feet 11 inches at post and4 feet 6 inches at stem.Given by Dennison J. Lawlor, na\al architect andshipljuilder, C'helsea, Massachusetts.
FISHING SCHOONER, 1866Builder's Half-Model, usnm 160112
Li-^ie F. ChoateThe clipper fishing schooner Lizzie F. Choale wasIjuilt from this model at Ipswich, Massachusetts, in1866 as a mackerel fisherman. A variation of thepopular clipper model of her period, being more box-like in appearance than most of her class, she wasconsidered at the time to be one of the largest andfinest fishermen in New England. She engaged inthe mackerel fishery in 1866-67 under the commandof Captain Joseph W. Collins and in that wintershe freighted oysters from the Chesapeake, to Boston.The next winter, on February "^th, 1868, she founderedat sea with the loss of se\eral hands, while on a passagefrom New York to the West Indies, having entered
the fruit trade. Three of the crew were rescued immthe waterlogged wreck by the brigantine
_J. S. Wright.The half-model shows a schooner having a verystraight sheer, straight keel rabbet with moderatedrag but with the outside keel somewhat deeper aftthan forward, a raking and flaring stem rabbet witha light, pointed head, an upright post, and shortcounter with a wide and rather shallow ellipticaltransom ha\ing much rake and a very strong curveathwartships. The entrance is long and sharp, thegreatest beam in the model is about at midlength,and the run is long and very fine. The midsectionshows a moderately rising floor carried well outwardin a straight line, bilges low and hard, and the top-sides quite straight and wall sided.The Choate was about 90 feet between perpendicu-lars, 2A\{ feet beam, and about 8 feet depth of hold asscaled from model, which is on the unusual scalefor fishing schooner half-models of )i inch to the foot;the vessel drew aijout 10 feet 9 inches at post andabout 6 feet 6 inches forward.Given b\' A. Choate.
FISHING SCHOONER, 1866Builder's Half-Model, usnm 76478Sarah H. CressyThe extreme clipper schooner Sarah H. Cressy wasbuilt from this half-model at E.ssex, Massachu.setts,in 1866; the design being by Dennison J. Lawlor ofClhelsea. Massachusetts. This notable .schooner had
a reputation for speed and beauty, and was veryheavily canvassed. She fished out of Gloucester andfoundered with all hands in one of the furious gales ofFeijruary 1873.The model is for a schooner haxing a long, fineentrance and a very long, flat run, the entrance beinghollow near the stem. The counter is short andfinishes with an elliptical transom curved athwart-ships and set at a sharp rake. The stem rabbetflares outward but is generally rather upright; thepost is N'ertical. The sheer is strong, the keel straight,with much drag. The head is quite long and beaked.The midsection shows a rising and slightly hollowfloor, a hard i)ilge, and some tumble-home in thetopside. The draught of this schooner was shallowerthan is usual in Lawlor's designs of i^oth earlier andlater date.Model is painted forest green with the multicolored
stripe (red and white) popular in New Englandfishing schooners when the Cressy was built.
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Scale of the model is % inch to the foot, producinga vessel 71 feet between perpendiculars, 21 feet 2inches moulded beam, and about 7 feet depth inhold.The Crefsy measured 72 feet between perpendic-
ulars, 21.5 feet beam. 7.4 feet depth in hold, and73.3 tons, square stern, billethead.Given by Dennison J. Lawlor, naval architect andshipljuilder, CUielsea. Massachusetts.CHESAPEAKE BAY CENTERBOARD FISHINGSCHOONER, 1868Builder's Half-Model, usnm 312330A large centerboard schooner for the oyster fisheryand for general freighting was built from this half-model in Dorchester County, Maryland, before1870, by Joseph T. Spicer. The model is believedby the donor to be that of the Trovers Spicer. Theseschooners had a large centerboard to one side of thekeel and the after end of the ijoard came at, or abaftthe mainmast. They were intended for dredgingoysters in winter and for carrying freight in summer,particularly lumiaer and farm produce. They hadlongheads and above the water resembled a pungy,but had bulwarks instead of the pungy's low log rail.The half-model shows, to the deck only, a shoal-draught centerboard schooner having a moderatesheer, straight keel with some drag, raking post,and a cur\'ed and raking stem rabbet. The greatestbeam is well forward, the entrance is moderatelysharp and short, and the run is long and fine. Thestern is broad and square; apparently the vessel hada pungy' stern, as a round tuck is indicated, but themodel shows only the line of the cross-seam: the sternis not otherwise indicated. The midsection shows
a rising straight floor, well-rounded bilge, and a
slightly flaring topside.Scale of the model is % inch to the foot, whichwould produce a schooner about 73 feet mouldedlength on deck, 75 feet tonnage length. 20 feet 6inches moulded beam, and 6 feet moulded depth.Given i)y James K. Spicer, Taylor's Island,Marvland.
moulds. The IVonson was employed in the summermackerel and winter halibut fisheries under the com-mand of Claptain Joseph VV. Collins. She was con-sidered to be an exceptionally swift sailer when builtand especially fast to windward. Captain Collinsconsidered her one of the best of the shoal-draughtclipper-type schooners of her time. She was eventu-ally lost at sea.The half-model represents a schooner having a longand very sharp bow with some hollow near the stem,a very long, flat, and easy run, a wide elliptical tran-som on a short counter, heavy quarters, long pointedhead, graceful sheer, straight keel with some drag,raking stem rabbet, and rather upright post. Themidsection shows a rising floor with a quick, hard turnat the bilge.The IVo/isorj measured 76.6 feet between perpen-diculars. 20.6 feet beam, 6.9 feet depth of hold, and64.18 tons net. square stern, billethead. Scale of themodel is % inch to the foot.Given by the U. S. Fish Commission.
FISHING SCHOONER, 1870Builder's Half-Model, usnm 76299 M. E. TonyThe clipper fishing schooner M. E. Torry was builtfrom this model at Sargentville, Maine, in 1870 forthe mackerel fishery and general work. In 1887 shewas in the Banks codfishery, and was lost in theautumn of that year.The half-model of the Torry, which resembles thatof the E.ssex-built shallow-draught clipper fishermenof the 1870's, represents a wide and shallow hull withheavy quarters, an elliptical transom on a shortcounter, a long sharp entrance, a long flat run,moderate dead rise, hard bilges, moderate sheer anddrag, an upright post, a somewhat flaring bow rabbet,and a long head.Scale of the model is U inch to the foot, for a vessel71 feet 9;4 inches length between perpendiculars, 21feet 6 inches beam, and 7 feet 2'4 inches depth of hold.Given bv Robert Doritv in 1897.
FISHING SCHOONER, 1870Builder's Half-Model, usnm 76477Alice G. IVonsonThe clipper fishing schooner A/ice G. Ji'onson wasbuilt from this model at Gloucester, Massachusetts,in 1870. Several other schooners were built from her
FISHING SCHOONER, 1870Builder's Half-Model, usnm 76287Harvest HomeThe cod fishing schooner Harvest Home was builtfrom this model at Lamoine (now Trenton), Maine,in 1870.
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The half-mode] shows a cHpper Banker of the date,much like the Massachusetts vessels of the same class,having a sharp entrance, long easy run, short counter,
elliptical transom, long head, rising floors, hard bilge,and rather heavy cjuarters.Scale of the model is '.; inch to the foot. The HarvestHome registered 78 feet between perpendiculars, 22feet 7 inches beam, 7 feet 7 inches dej^th in hold, and78.28 gross tons.Given by Newall B. Coolidgc & Bros.FISHING SCHOONER, 1872Builder's Half-Model, usnm 57052 NivibiisThe clipper fishing schooner .\imhus was built liyJohn and Hugh Bishop from this half-model atGloucester, Massachusetts, in 1872 for the marketfishery. Except in size, the Nimbus was similar toschooners built in the same yard for the mackerel fish-ery at this period, and represented a very advanceddesign, having the reputation of being fast andhandy. She was lost by running ashore in December1878 trying to enter the harbor at Cape Negro, NovaScotia, during a gale. Two of her crew were lost ina dory trying to reach shore.The half-model shows an e.xtreme clipper fishingschooner of the period, having a long, sharp entrancewith the greatest beam about at midlength, a rathershort but easy run, a raking post, and a short andrather light counter ending in a wide, raking, ellipticaltransom. The stem rabbet rakes and flares slightly,the stem has a long graceful head, the sheer is marked,and there is a long, low quarterdeck. The keel isstraight with some drag. The midsection shows a
rising hollow floor carried all the way forward as well
as aft, an unusually easy bilge for this date and typeof schooner, and a slight timible-home in the roundedtopside. The forward sections are rounded in thetopsides, rather than having the usual flare.Mounted with head, bowsprit, and head rigging, aswell as mast deadeyes at rail.The rig of the market schooner until about 1885 wasusually without jib boom and fore-topmast.Scale of half-model is }', inch to the foot, givinga vessel 70 feet 1 inch between perpendiculars, 75feet 4 inches total length, 20 feet 4 inches mouldedbeam, 7 feet depth of hold, and drawing about 8 feet2 inches at post and 7 feet foi-ward ; this is an unusuallysmall amount of drag in a fishing schooner of this dateand length.Given by U.S. Fish Commission.
CHESAPEAKE BAY PUNGY SCHOONER, 1872Rigged Model, usnm 26536 /. L. CarrollThe j'. L. Ctirroll was a Chesapeake Bay jjungy of thesmall class, Ijuilt on the Eastern Shore of Marylandand owned in Baltimore in 1874. These smallschooners, ranging from about 42 to 50 feet at railand drawing 4 to 6 feet at sternpost, were once numer-ous in the Chesapeake oyster fishery and, though toosmall for general freighting, were often used in sum-mer to transport farm products to market JDetweenports on the Bay and Baltimore, Annapolis, and Wash-ington, or to \^irginia ports such as Norfolk, NewportNews, and the river towns.The early pungies of 1840-55 were apparentlydeeper and with more rise of floor than the later \es-
sels. Many were loftily sparred. Building of thepungy ceased on the Chesapeake about 1885. Thelast pungy afloat as a sailing vessel was the JVave, builtin Accomack County, Virginia, in 1863; she was 57feet 6 inches at rail, 23 feet beam, and 7 feet 9 inchesdepth. However at least one pungy hull was in use
as a power \essel on the Bay in 1955.The model shows a shoal-draught schooner havinga straight keel with drag, curved and raking stem rab-bet with a long pointed head, raking post, round tuck,upper and lower transoms, moderate sheer, shortsharp entrance, long easy run, midsection with mod-erate deadrise, easy bilge and slightly flaring topside.The greatest beam is forward of midlength.Scale of model is 1 inch to the foot. The Carroll was47 feet 3 inches at rail, 1 5 feet beam, and 4 feet depthof hold.The pungy carries the rig of her type. The Carroll'sbowsprit outboard of knightheads was 16 feet, fore-mast above deck 44 feet 6 inches, mainmast 45 feetabove deck, main-topmast 18 feet total length, mainboom 26 feet, fore boom 17 feet, fore gafT 13 feet 6inches, and main gaff 14 feet.Given by T. B. Ferguson.FISHING SCHOONER, 1871Builder's Half-Model, usnm 76046Helen M. FosterThe extreme clipper fishing schooner Helen M.Foster was built from this model at Scituate, Massa-chusetts, in 1871, the model having been made byDennison J. Lawlor of Chelsea, Massachusetts. Thisschooner, intended for the market fishery out ofBoston, was of somewhat shallower draught, than was
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usual in the Lawlor-designed schooners, being gen-erally similar to the extreme clipper fishing schoonersof the 1870"s. Notable for her swift sailing andability to carry sail, the Foster was a most successful
vessel.The half-model represents a schooner having a long,fine and somewhat hollow entrance, and a very longeasy run, the greatest beam being abaft midlength.The rise of floor is moderate and the hollow in thegarboards is carried forward as well as aft of thissection. The bilges are rather low and hard, thesheer is great, the keel straight and with much drag,the post upright and the stem rabbet nearly so, thecounter is short, finishing with a shallow, ellipticaltransom, and the head is rather long and beaked.The model shows a characteristic that marked many
men in her period; being shallow, wide, very sharp-ended, and heavily canvassed and sparred. Vesselsof this design were popular for many years in the NewEngland fishery because they carried a large rig andwere stiff and very fast; however they had smallability to right themselves when knocked down, andthis weakness resulted in great loss of vessel propertyand lives from 1865 to 1885.The half-model shows a very long, sharp entrancewith the greatest beam well aft; a long, flat, and veryfine run ending in a short counter of great width andhaving low quarters; and a transom wide and curvedathwartships, strongly raked, and elliptical in shape.The post is rather upright, the stem rabbet rakes andflares, and the head is long and graceful. The keel isstraight and with some drag, the sheer is handsome.
Lines of Extreme Clipper Type New England Fishing .Schooner, the Nimbus, built at Gloucester, Massa-chusetts, in 1872. Taken off builder's half-model U.SNM 57052.
of the Lawlor designs, maintaining the same dead risethroughout the afterbody from midsection to thecounter.Scale of model is % inch to the foot, and the scaleddimensions are length over the rail 77 feet, andbetween perpendicidars 70 feet 6 inches, inouldedbeam 20 feet 8 inches, and depth in hold about 6 feet9 inches.Given by Dennison J. Lawlor, naval architect andshipbuilder, Chelsea, Massachusetts.FISHING SCHOONER, 1872Builder's Half-Model, usnm 160111David F. LowThe extreme clipper fishing schooner David F. Lowwas built from this model at Gloucester for localowners in 1872, for the market and mackerel fisheries.The Low was representative of the design of fast fisher-
The midsection shows a rising floor, a slightly hollowand very hard bilge, and some tumble-home in thetopsides. The beam is carried well aft. The shoalhull is made weatherly by use of a very deep keel out-side the rabbet; in fact, the model resembles that of acenterboard-hull with a fixed straight keel substitutedfor the centerboard.Scale of the half-model is '.i inch to the foot, repre-senting a schooner approxiinately 79 feet 6 incheslong on the rail, 74 feet betw'een perpendiculars, 21feet beam, 7 feet depth of hold, 57.73 net tons.Gi\-en by Captain E. L. Rowe, Gloucester.
FISHING SCHOONER, 1872Rigged Model, usnm 39337 Mary O'DellThe Mary O'Dell was built in 1872 at Bath, Maine,for the New Ena;land market fishery. Schooners of
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her type were relatively small, ranging from 35 to 60gross tons, and the O'Dell was a large vessel of her
class and date. Owned at Gloucester, Massachusetts,for which port a number of fishing schooners hadbeen built in Maine, the O'Dell was eventually sold toSavannah, Georgia, and operated in the southernfisheries for some years.The model shows a schooner having a long, sharpentrance, long and very fine run, strong sheer, lowquarterdeck, straight keel with drag, raking stemrabbet with a long and pointed head, nearly uprightpost, and a short counter with wide and rather heavyraking elliptical transom. The midsection shows arising and slightly hollow floor, a hard bilge, and aslight tumble-home in the topside.Shown with sails set: mainsail, foresail, jumbo orjib, flying jib or jib topsail, main gaff-topsail andmain-topmast staysail.Scale of model is % inch to the foot, producing avessel about 71 feet between perpendiculars, 20 feetbeam, 7 feet depth in hold, and 46.05 net tons.Length of bowsprit outboard the rabbet 18 feet 9inches, jib boom outside cap 12 feet 6 inches, foremastabove deck 65 feet, mainmast 66 feet, main-topmast31 feet 10 inches total, fore boom 24 feet 4 inches,fore gaff 23 feet, main boom 58 feet 9 inches, andmain gaff 28 feet 6 inches.Gi\-en by U. S. Fish Commission.FISHING SCHOONER, 1874Builder's Half-Model, usnm 54456Lines Plan, usnm 160206 HoivardThis half-model of a moderately sharp fishingschooner for use in the cod and halibut fisheries, butwhich might also be used in the mackerel hookfishery, was the work of VVillard A. Burnham, whobuilt from it the schooner Howard in 1874 at Esse.x,Ma.ssachusetts. Her design was very popular, asit comijined capacity with s])eed to an unusualdegree, and about thirty schooners were later builton her moulds, among them the Cunard, Carrie Louise.Aberdeen, Edward Grover, and the Nathaniel Webster.The model represents a relatively full-bodiedschooner having moderate rise of floor with somehollow, low and rather hard bilges, and wall-sidedabo\e. The entrance is long and sharp with somehollow near the stem; the run is long, easy, and well-formed. The greatest beam is about at midlength.The post rakes somewhat; the counter is short,finishing with a wide, shallow, elliptical transom and
marked quarters; the bow rabbet rakes and flaresforward, the bow sections having moderate flare;the keel is straight, with much drag; and the sheeris average.Scale of model is 'o inch to the foot, producing a\essel 72 feet long on the rails, 20 feet 6 inches mouldedbeam, 7 feet 3 inches depth in hold, and drawingabout 9 feet 3 inches at post and 6 feet 6 inchesforward. The Howard was 77 feet between perpen-diculars, 21.5 feet beam, 7.6 feet depth of hold, and78.8 tons register.Model gi\'en by W'illard A. Burnham, shipbuilder,Essex, Massachusetts.CHESAPEAKE BAY OYSTER SCHOONER, 1875-85Builder's Half-Model, usnm 76294G. W. GarrisonThe centerboard schooner G. W. Garrison was builtfrom this half-model by the Brusstar ShipbuildingClompany, at Baltimore, Maryland, probably for theoyster fishery. However, as she was unusually sharpforward for her type and date, and was designed forfast sailing, she may ha\e been designed for a pilotboat, but no record of the vessel has been found.The half-model represents a fast-sailing centerboard
.schooner having a sharp and slightly hollow entrance,with the greatest beam slightly forward of midlengthand a long and very fine run. The keel is straightwith some drag, the stem rabbet curved and raking,flaring as the rail is approached, and the stem isformed with a long head. The post rakes moderately,the counter is short and finished with a raking ellip-tical transom curved athwartships, and the sheer isstrong. Midsection formed with slightly rising floor,a firm round bilge, and a slight tumble-home in thetopside. The flare in the forward sections is verymarked.The vessel was flush-decked, and the model showsa low log rail, pungy-fashion, with prominent knight-heads.Scale of model is \? inch to the foot, and the vesselshown would be 76 feet moulded length at rail, about71 feet 9 inches between perpendiculars, 21 feetmoulded beam, about 6 feet 8 inches moulded depthand drawing about 5 feet 9 inches at post and 5 feet4 inches forward. This vessel was unusually sharpforward for her type and date.Gi\en by Bru.sstar Shipbuilding Company, Balti-more, Maryland.
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Sketch orthjCDej-K orCOD SCHOONERCcjL^jiiiitial,Cap!BA. WaOants.
Seidi! tinelt^lStctt.
Timnoffe. //S , ,91/ ffrns
Jth-fionm. JS '.'Fore-fifast . 7o 'if ~ ,1 Tw'tap nift^t.Fon^ bontii 32 'JfainrMiiBt. yS'^^fain tr/ymxist. -/o US /?Main boom . 6U 'ff tlarics.
Deck Plan of Cod-FishingSchooner Centennial, 1 876.From G. Brown Goodc, Thefisheries and fishery industries ofthe United States, Washington,Government Printing Office,1884-87.
FISHERY POLICE SCHOONER, 1874Builder's Half-Model, usnm 160119 FollyJ FrolicThe centerboard schooners Folly and Frolic werebuilt from this half-model at Baltimore in 1874 by theBrusstar Shipbuilding; Company for the MarylandState Fishery Police or "Oyster Navy," which wasformed in 1868. These small swift-sailing schooners,of shoal draft, were employed in the enforcement of
state fishery and conservation laws on ChesapeakeBay. The Frolic, in particular, became well known.
and during- her long service was rebuilt or altered anumber of times.The half-model shows a sharp-ended centerboardschooner having marked sheer, a straight keel withsome drag, nearly upright sternpost, short counter,raking and heart-shaped transom, raking and flaringstem rabbet much curved at forefoot, and cutwaterformed with a long head. The entrance is long, sharp,and somewhat hollow in the forefoot; the run long andvery fine; the forward sections moderately flared; andthe midsection formed with rising straight floor,rather high hard bilge, and some tumble-home in thetopside.These schooners had a long trunk cabin amidshipsbetween the masts and a small one abaft the main-mast. .\ boat was carried in stern davits and occa-sionally a small cannon was moimted but usualh' thearmament was a few rifles.The schooner was gaff-rigged, carried a large jib,fore and main gaff-sails, main gaff"-topsail. main-top-mast staysail and usually a small jib topsail. Therewas no foretopmast. The centerboard passed throughthe garboard to one side of the keel.Scale of half-model is '> inch to the foot. Theschooners measured 48 feet over the rail, 43 feet 6inches between perpendiculars, 14 feet moulded beam,4 feet 9 inches luouldcd depth, and drew 3 feet 6inches with the centerboard raised.Given by Brusstar Shipiiuilding Coiupany, Balti-more, Maryland, in 189.5.SCHOONER SMACK, 1875Rigged Model, usnm 26584 Storm KingThe clipper schooner smack Storm Kirrg was built atEsse.x, Massachusetts, isy William Story in 1875 forBoston owners and was employed in carrying lobsters
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Lines of Fishing SchoonerMary Fernald, taken off thebuilder's half model in thePeabody Museum, Salem.Massachusetts.
to market. These schooners were sharp and last
sailers, ranging from about 20 to 50 gross tons, and theStorm King, a fast sailer, was long considered an excel-lent vessel of her type. Similar smacks were built inMaine for the lobster fishery, and some sloop smackswere also employed in this fishery in Massachusettsand Maine.The Storm King was a clipper-built keel schoonerhaving a long and sharp entrance, long and fine run,marked sheer, straight keel with drag, rather uprightstem rabbet with long head, and nearly upright postwith short covmter and elliptical raking transom.The midsection was formed with a strongly risingfloor, high and rather hard bilge, and some tumble-home in the top.side. The deck was flush, with a smalltrunk cabin aft, and a large fish well was built aboutamidships, its bottom perforated to allow circulationof salt water.Scale of model is % inch to the foot. The Storm Kingwas 53 feet 4 inches at rail, 15 feet 8 inches beam, 7feet 4 inches depth of hold, and drew about 7 feet 6inches at post.The bowsprit extended 14 feet 8 inches outside therabbet, the foremast stood 47 feet 6 inches above thedeck and the mainmast 48 feet 3 inches (including 4feet of head ) , and the main topmast was 1 6 feet in totallength. The main boom was 38 feet 9 inches, the foreboom 14 feet 8 inches, the fore gaff 13 feet 4 inches,
Fishing Schooner Atary Fernaldbuilt at Gloucester, Massachusetts,in 1875 by Poland and Woodbury.She was designed by Daniel Po-land, Jr. Rigged model U.SNM76246. (S/nlthsonian p/wlo ^^6<)j-k.)
and the main gaff 17 feet 4 inches. These schoonersusually carried a single large jib having a short clubat foot, fore and main gaff-sails, gaff-topsail on themain, and a fisherman staysail. They were, as a rule,\-ery heavily canvassed for smacks and usualh' werevery stiff under sail.Given by Johnson and Young.SCHOONER SMACK, 1875Rigged Model, usnm 76257 imma W. LoweThe schooner-rigged smack Emma W. Lowe wasbuilt at Key West, Florida, in 1875 to engage in themarket fishery out of that port, supplying the Cubanmarket at Havana. This was a very profitablebusiness until the Spanish government raised thetariff at Havana, after which the fishery ceased.The Noank schooner smack was introduced at Key
^Vest by New England fishermen, and the schoonersbuilt there of nati\e timber for the fishery were onthe same model. The Emma W. Lowe is of similarform to the schooner smack City of Havana built atKey West in 1877 on the half-model usnm 76084,though the latter was slightly the smaller of the two.The model shows a keel schooner having a longand sharp entrance, a long and fine run, moderatesheer, straight keel with some drag, raking stem rabbet
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s^
Lines of a Key West SchoonerSmack of the Noank Model, theCity of Havana, built at Key West,Florida, in 1877. Taken ofl' build-
er's half-model USNM 76084.
Sail Plan of the fishing schoonerMary Fenia/d, from a copy of thesailmaker's plans in the VVatercraftCollection.
and main gaff 28 feet 6 inches. The seine Ijoat is36 feet 6 inches overall and 8 feet 6 inches beam.Given by U. S. Bureau of Fisheries.FISHING SCHOONER, 1875Builder's Half-Model, usnm 160121Li\7^ie W. Marheso)iThe 3-masted fishint; schooner Lizzie f'. Mathesonof ProN'incetovvn, Massachusetts, was Ijuilt from thismodel at Essex by John James & C^ompany in 1875.Biu'densome but capatile of sailing? very well, she wasintended for the hand-line codfishery on the GrandBanks, where she was employed during' each sum-mer; during the winter she ran to the West Indies orwent coastwise, freighting. The Matheson is consid-ered to be the first schooner of her rig regularly em-ployed in the New England fishery. A 3-mastedpinky schooner, the Spy. had been built at Esse.x in1823 (she measvired 70 feet Ijetween perpendiculars,17 feet iieam, 8 feet 6 inches depth of hold, and 91 ^'95tons, pink stern, three masts, no galleries, no head)and was intended for the Banks fishery, but it does notappear she was ever so employed. The Mathesonproved successful and was followed by a numljcr of 3-masters, among them the Willie A. McKay, 1880,Henry S. Woodruff, 1886. Arthur ]'. S. Woodruff, 1888,and Cora S. McKay, 1888. all i)uilt ijy James at Essex.Later still, others were built, though the 3-master wasnever very popular in the fisheries. When the saltfishery ijecame unprofitable, some of these 3-masters
went into other fisheries. The Woodruff, for example,became a whaler. The Matheson was lost in the WestIndies in 1895.The half-model shows a rather shallow, broad hullof the coaster type, rather sharp in the entrance andwith a short but fine run. The midsection shows aslightly rising floor, low hard bilge, and slight tumble-home abo\c. The sheer is strong, the keel is straightand with a slight drag, the stem rakes, and the post isnearly vertical. The vessel had a long, low quarter-deck carried a little foi"ward of the mainmast. Shehad a graceful longhead and a short counter ha\ing abroad elliptical transom.Scale of model is K inch to the foot. The Mathesonwas 106 feet 8 inches over the rail, 99 feet 5 inchesbetw-een perpendiculars, 24 feet 6 inches mouldedbeam, 10 feet 6 inches depth of hold, and drew 11feet at the post and 9 feet 6 inches forward.Her rig was that of a 3-masted coaster of the time,but with the bowsprit less stived and with more sailarea. A rigged model of a 3-masted fishing schooneris in the W^atcrcraft Collection (usmn 160211, seep. 220).Gi\en by H. & S. Cook. Provincetown, Massachusetts.FISHING SCHOONER, 1876Builder's Half-Model, usnm 54447Webster SanbornThe Banker Webster Sanborn was built from this half-model at Essex, Massachusetts, in 1876 bv David
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Burnhiiin, particularly for the Grand Banks cod andhalibut fisheries out of Gloucester. The vessels de-signed for these fisheries were much more burdensomethan the market boats and Georgesmen, or than themackerel seiners, and the model is a good example ofthe "full" clipper Banker of the period. In designingher an effort was made to produce a vessel with anexcellent turn of speed and good capacity that wouldride easily at anchor on the Banks, as well as be dry,steady, and stiff tmder sail. The Sanborn was lost atNewfoundland in the summer of 1882.The half-model is for a schooner rather full abovethe load waterline and having a moderately sharpbow, straight keel with drag, raking post, fine run ofmedium length, raking and somewhat flaring stemrabbet, long head, and a short counter with wide
elliptical transom at a sharp rake and cm'ved athwart-ships. There is considerable sheer.Scale of half-model is )i inch to the foot, gi\ing avessel about 81 feet on the rails, 24 feet i:>eam, 8 feetdepth of hold, and drawing about 10 feet 9 inches atthe post.Given by Da\id Burnham, shipbuilder, Essex,Massachusetts.SCHOONER SMACK, 1877Builder's Half-Model, usnm 76084City of HavanaThe well-smack fishing schooner City of Havana wasbuilt in 1877 from this model at Key W'est, Florida,to fish out of that port, particularly in the red snapperfishery, the market being Havana, Cuba. These
smacks were designed to sail fast and all were on adeep-draft clipper model.The half-model shows a flush-decked clipper fishingschooner having a strong sheer, straight keel, rakingpost with a deep V-transom set at a very sharp rakeand flat athwartships, the stem rabbet raking andflaring ovitward and adorned with a long, pointedhead. The midsection is about at midlength, withsteeply rising straight floor, a high, easy bilge, and aslight tumble-home in the topside. The entrance islong and sharp and the run fine and long. The wellwas amidships, entered by a hatch on deck.The rig was usually that of a pilot-boat schooner, asingle large jib, boomed foresail, mainsail, and a largemain-topmast staysail set on a fidded main-topmast.No gaff topsails were usually carried. This model issimilar in all respects to the smack schooners built atNoank, Connecticut, 1860-80.Scale of half-model is ]i inch to the foot, gi\ing a
vessel about 61 feet over the rails, 55 feet 4 inchesbetween perpendiculars, 18 feet 3 inches mouldedbeam, about 6 feet 9 inches depth of hold, anddrawing about 7 feet 6 inches at the post and 6 feet10 inches forward.Given by William J. Albur\-, Key West, Florida,1884.FISHING SCHOONER, 1877Rigged Model, usnm 39487William M. GajfneyThe clipper fishing schooner William M . Ga^nej wasbuilt at Gloucester, Massachusetts, in 1877, by John
472.S46?60- -15 213
Schooner Crew baiting trawls atT-wharf, Boston, Massachusetts,in the i88o's. Details of rigging canbe seen. {Smithsonian photo ^^ygo.)
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A LITE >>IZL or Tui; Iurlstavsail, Called tul Jumbo," on This Macklrll Sllnlr, ilic MubU DiUuway,photographed in 1882. {Smithsonian photo ^^75i->-/.)
and Hugh Bishop for the purse-seine mackerel fisheryand the winter frozen herring trade to the Province olNew Brunswick.The model represents an extreme clipper fishingschooner of the date, but with rather less flare forwardthan was usual, with a long, sharp entrance and a longand very fine run, raking stem rabbet with long head,straight keel with drag, nearly upright sternpost,and a short counter finishing with a raking ellipticaltransom curved athwartships. The sheer is strong.Midsection shows a strongly rising, slightly hollowfloor, a moderately easy bilge, and a slight tumble-home in the topside. There is a long, low quarter-deck.The model is shown with all sail set: mainsail, fore-
sail, jumbo, jib, and jib topsail, fore and main gaff-topsails and main-topmast staysail.Scale of model is % inch to the foot. The vesselmeasured 80 feet at rail, 22 feet beam, 7 feet depth ofhold, and 74.65 gross tons.The bowsprit extended 18 feet from rabbet, jibboom outside cap 12 feet, main boom 56 feet, fore-
topmast truck 84 feet, and main-topmast truck 85feet above deck. This model gives a good idea of thequantity of sail carried in this class of fishing schooner.Headrails are missing and appear not to have beenmade, although the vessel actually had these supportsto her long head. Otherwise, the model is verycomplete.From John Bishop, shipisuilder, Gloucester,Massachusetts.FISHING SCHOONER, 1879Builder's Half-Model, usnm 54444 IvanhoeThe extreme clipper fishing schooner Ivanhoe wasbuilt from this model at Gloucester, Massachusetts, byPoland and ^Voodbu^y in 1879 for local owners. Hermodel, made by Daniel Poland, is the very shallow,wide, sharp-ended type that predominated in the NowEngland fisheries at the time. These schooners de-pended largely upon initial stability, to withstand aknockdown, as they usually could carry litde ballast(commonly stone), but they were often very fast and
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lor this reason remained popular until later designsproduced deeper, narrower, and equally fast vessels,showing that speed and safety could exist together ina fishing schooner. The builders of the Ivanhoe pro-duced a large niunber of vessels much like her inmodel, and Poland was one of the leading designersof the shoal, clipper fishing schooners.The half-model shows a shoal schooner having astraight keel w4th moderate drag, graceful sheer,raking stem and longhead, a short counter ending in abroad and shallow elliptical transom well-curvedathwartships, with much rake and heavy quarters, along, somewhat hollow and very sharp entrance, anda long, flat and fine run. The mid.section shows a
slightly hollow rising floor, hard bilge, and sometumble-home in the topside. Scale of half-model is]i inch to the foot, producing a schooner about 87 feeton the rails, 22 feet moulded beam, and 7 feet 9 inchesdepth of hold. The model shows the deep outsidekeel of her type.Given by Daniel Poland, Jr., shipbuilder, Glouces-ter, Massachusetts.FISHING SCHOONER, 1880Builder's Half-Model, usnm 34434John M. Smartj Emma S. OsierThe inshore fisheries market boats ^ohn M. Smart ofPortsmouth, New Hampshire, and the Emma S. Osierof Gloucester, Massachusetts, were built from thismodel by John Bishop at Gloucester in 1880. Swiftsailing was a highly prized quality among vessels ofthis class of fresh fishermen making trips to the in-shore grounds. Usually called "schooner boats,"they were commonly under 60 feet in overall length,and due to the prevailing winds it was highly desirablethat they be weatherly and carry sail well.The half-model shows an extreme clipper schooner
with a long and sharp entrance, with some hollownear the stem, the greatest beam about amidships,and a long, easy run ending in a rather short counterand a wide elliptical transom with rather heavy quar-ters. The stem rabbet rakes smartly and flares for-ward; the head is long, beaked, and hand.some; thepost rakes slightly; and the keel is straight and hassome drag. The sheer is lively and graceful; themodel represents a strikingly handsome small schoonerof the period. The midsection shows a steeply risingfloor with a very slight hollow, a quick turn of bilge,and a slight tumble-home in the topside. As usual,in vessels from this builder's yard, the flare forward is
slight; the sections near the bow are roimdcd ratherthan hollow and flaring.Scale of half-model is J4 inch to the foot, giving avessel that measures about 56 feet over the rails, about49 feet 9 inches between perpendiculars, 1 5 feet 4inches moulded beam, about 5 feet depth of hold, anddrawing 6 feet 3 inches at the post and 3 feet 9 inchesforward. These schooners had the market-boat rig;they were large for their class and date.Given by John Bishop, shipbuilder, Gloucester,Massachusetts.FISHING SCHOONER, 1880Builder's Half-Model, usnm 34419This model is an early design for a large mackerel-seining schooner by George M. ("Mel") McLain ofRockport, Massachusetts, who later designed a largenumber of fishing schooners. His models were dis-tinguished by grace and beauty and the vessels builtfrom them were commonly swift and successful. This
style of schooner was usually employed in fishing onlyduring the summer. In winter the vessels either car-ried freight coastwise, if capacity permitted, or trans-ported oysters or fruit to New England from southernports.
Deck Plan of Mackerel Seining .Schooner of about 1885. From G. Brown Goode, The fisheries andfisheryindustries of the United States, Washington, Government Printing Office, 1884-87.
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/!?
Tarr and James Shipyard at Es^ka, ^lA?^A^..HL:st^ls, About 1885. with one vessel in the water and anotherbehind it on the ways. A new river steamer is in the background and other yards are beyond, with threeships on the ways. Center of village is to left, in background. Sheers and hoisting tackle are rigged to step themainmast of the schooner in the foreground. The mast is alongside on the wharf. (Smithsonian plioto ^^ygj-h.)No vessel was built from this half-model, whichshows the popular extreme, shoal clipper of the period,with a long, sharp and flaring bow, raking stem rabbetwith longhead, a long, lean and rather flat run, andending with a wide shallow elliptical transom on ashort counter, with heavy quarters. The midsectionshows sharply rising floors with some hollow, a hardbilge, and tumble-hoine above. Model had markeddrag and a handsome sheer.Scale of half-model is % inch to the foot, giving a
vessel that measm-es about 106 feet over the rail, 24feet beam, about 7 feet depth of hold, and draws aboiu10 feet at the post.Given by Captain George M. McLain, Rockport,Massachusetts.CHESAPEAKE BAY CENTERBOARD FISHINGSCHOONER, about 1880Builder's Half-Model, usnm 312332An unidentified centerboard schooner was built
from this half-model in Dorchester County, Maryland,about 1880, by Jo.seph T. Spicer for the ChesapeakeBay oyster fishery and for general freighting.The half-model, which is to the deck only, represents
a shoal-draught centerboard schooner haxing a
straight keel, raking sternpost, a raking curved stemrabbet, moderate sheer, and a wide, square round-tuck pungy stern with upper and lower transoms (themodel shows cross-seam and round tuck only). Thestem is intended to have a long pointed head. En-trance is short and full, the greatest beam being wellforward. The run is long and fine. The midsectionshows a slighdy rising straight floor carried well out,a full and round bilge carried well up toward thedeck, and the topsides nearly vertical and shallo\\'.Model marked on back with mast positions and cen-terboard size and location.Scale of the model is !; inch to the foot, producinga vessel that measures about 65 feet moulded deck
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length, 66 feet tonnage length, 20 feet 6 inchesmoulded beam, 5 feet 4 inches moulded depth, anddraws about 4 feet 9 inches with centerboard raised.Masts rake sharply. Foremast is 12 feet, mainmast36 feet 9 inches, aft of stem rabbet at deck; fore endof centerboard case is 23 feet 6 inches and after end(which is abaft mainmast), 37 feet 8 inches aft of stemrabbet, making centerboard about 13 feet 8 incheslong. It would be alongside the keel, with the slot inthe garboard, and the mainmast would Ije slightly off"the hull centerline, on the opposite side.Given by James K. Spicer, Taylor's Island, Mary-land.The donor identified it as being of the AmeruanEagle.FISHING SCHOONER, 1881Rigged Model, usnm 56938 James A. GarfieldThe clipper fishing schooner James A. Garfield wasbuilt at Bath, Maine, in 1881 for Gloucester, Massa-chusetts, owners. She was employed in the GeorgesBank fishery hand-lining for cod.The model represents a clipper fishing schooner ofthe date, having a straight keel with some drag,a curved and raking stem rabbet, longhead, nearlyupright post, short counter with wide elliptical tran-som, good sheer, long sharp entrance, and a long andrather flat run. The mid.section shows a moderate
rise of floor, a hard bilge, and a slight tumble-homein the topside.Scale of model is % inch to the foot. The schoonerwas about 74 feet between perpendiculars, 22 feetbeam, 8 feet depth of hold, and 69.90 net tons. Thebowsprit was 19 feet outside the rabbet, foremast 60feet and mainmast 60 feet 6 inches above deck, main-topmast 33 feet total length, main boom 60 feet,fore lioom 23 feet 6 inches, main gaff 26 feet 6 inches,and fore gaff 23 feet.The model represents the vessel fitted with pen-l)oards, stern dory, softwood fishing rails, gurry-box,etc.All sail is set; mainsail, foresail, large jib, main top-mast staysail and main gaff-topsail. This was theusual rig of the Georgesman, though in winter many\essels struck the main-topmast and carried only thethree lower sails. When at anchor on the GeorgesBanks these vessels usually set a triangular ridingsail on the mainmast bent with adjustable hoops;the sail was stowed on the davit plank at the stern.Given by U. S. Bureau of Fisheries.FISHING SCHOONER, 1882Rigged Model, usnm 56939 Spencer F. BairdThe fishing schooner Spencer F. Baird, named inhonor of the founder and first head of the U.S. FishCommission and Secretary of the Smithsonian Insti-218
tution (1878-87), was built at Essex in 1882 forGloucester, Massachusetts owners by Arthur DanaStory. She was designed for the general deep-seafisheries but particularly for the Grand Banks cod-fishery.The model shows a clipper fishing schooner ingeneral hull design, but of somewhat greater capacitythan the extreme clipper design of her time, havinga straight keel with drag, raking stem rabbet, a long-head, nearly upright post, and a short and ratherheavy counter with a wide, raking, and curved ellip-
Gloucester Harbor in the i88o's, showing typicalfishing schooners and a salt-carrying bark. A 2-masted lobster boat is in the right foreground. {Smith-
sonian phiilo 42816-e.)
Medium-Sized Gloucester Fishing Schooner, theLaura Sayward, 1882, showing stern davits for a yawlboat. {Smithsonian photo 4^Siy-d^
lical transom. The quarters are heavy as in most ofher type and period. The sheer is marked, the en-trance long and sharp, and the run long and fine.The midsection is formed with a rising straight floor,hard bilge, and a slight tumble-home in the topside.The Baird measured 78.6 feet between perpendicu-lars, 22 feet beam, 8 feet depth of hold, and 78.04gross tons. She was about 86 feet at rail. Herbowsprit was 19 feet outboard from rabbet, jib-boom12 feet 8 inches outside of bowsprit cap, foremast64 feet and mainmast 65 feet above deck, main-top-mast 36 feet total length, main boom 62 feet, fore-boom 25 feet, fore gaff 25 feet, main gaff 27 feet 6inches.Model shows vessel without a fore-topmast, with all
sail set, and with dories stowed upside down on deckand lashed to represent the vessel ready for a passageto or from the Grand Banks. This model is a goodexample of a clipper-built Grand Banks schooner of1880-85. .Scale is )'._ inch to the foot.Purchased from John Bishop, shipbuilder, Glouces-ter, Massachusetts.
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Glol'cester Harbor in i8(Smithsonian photo ^^yga-a.) The fleet contains jjinkics, sloop-boats, and a variety ol fishing schooner types.THREE-MASTED FISHING SCHOONER, 1882Rigged Model, usnm 160211This model represents an ideal design for a 3-masted fishing schooner, made by Thomas A. Irving,shipbuilder, of Gloucester, Massachusetts, in 1882.At the International Fisheries Exposition at Londonin 1883 the model was awarded a gold medal fore.Kcellence in design. Bearing the name Lizzie 11'.Matheson, it shows the rig and deck arrangement ofthat vessel, biu the hull of the model is sharper endedthan that of the half-model of the Matheson (usnm160121, p. 212), and there is also more rise in the floor.A number of 3-masted fishing schooners were builtbetween 1875 and 1888, the majority around 1883-84. Among these were the Grace F. Littleton, 1883,and the Grace E. Littleton, 1884, both built at Bath,Maine, by Thomas E. Hagan. Some of the otherswere the Lizz'e H". Matheson built 1875 a^ Esse.x,Massachusetts, and the Wdlie A. McKay, 1880;Henry S. IVoodriiff, 1886; Arthur V. S. Woodruff,1888; and the Cora 6'. McKay, 1888.
The model represents a \essel 109 feet at rail, 26feet beam, 10 feet depth in hold, and drawing about
1 1 feet at post. The bowsprit e.xtends outboard of theknightheads 22 feet 6 inches, the jib boom 19 feetbeyond the cap, the foremast stands 70 feet 3 inchesabove the deck, the mainmast 72 feet, the mizzenmast73 feet 3 inches. All three topmasts are 40 feet heelto truck. The fore and main booms are each 23 feet8 inches, the fore and main gaffs are 23 feet 6 inches,the mizzen boom is 53 feet 3 inches, and the mizzengaff 29 feet 9 inches. The stern boat is 17 feet 6 incheslong. 5 feet in beam, and about 3 feet in depth. Scale
of the model is }) inch to the foot.These 3-masted fishing schooners differed fromcoasters of this rig and approximate size; the fisher-men were usually sharper, had less freeboard, a larger
rig, more rise in the floor, a long and low quarterdeckcarried to just forward of the mainmast, and theirdeck arrangements were, of course, those of a fishing
vessel. The model is somewhat more of a clipperthan most if not all the 3-masted fishing schooners
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uilt in the period 1875-88, the majority of whichwere Grand Bankers, though at least one was for atime employed in the mackerel fishery as a purse-
seiner. Nes'er numerous, they were apparently suc-
cessful in their business but were usually consideredtoo large for the general fisheries. A few were builtin Massachusetts and Nova Scotia during WorldWar I.Given by Thomas A. Irving, shipbuilder, Glouces-ter, Massachusetts.WELL-SMACK FISHING SCHOONER, 1883Builder's Half Model, usnm 160115Captain Joseph W. Collins, after entering the em-ploy of the U.S. Fish Commission, about 1880, be-gan to agitate in newspapers and elsewhere for safer
fishing vessels. He had obtained the advice of com-petent designers, such as Lawlor, who had impressedupon him the need in New England fishing schoonersfor greater depth and heavier ballast as a necessarymeasure to achieve safety without making themotherwise tmdesirable vessels. Before 1883, the Com-mission had i:)egun to consider the construction of awell-smack for use as a fisheries research vessel andthis gave Captain Collins a chance to propose a spe-
cific design for a "model fishing schooner."The half-model shows a vessel having the entrancelong, sharp, and somewhat hollow at the stem, withgreatest beam about at midlength; the run lean andlong, ending in a short counter having rather heavyquarters and a wide elliptical transom, at the bottomof which is a slight V-shaped rise from the center line.
.\ 1 AiioLs Kal.i.nl, 1 i.,uli;m.\;.. .\uili) i uK Hlk I i.\L ^AILING QfALiTiES, the Nannie C. Bohlin, built in 1890 atGloucester, Massachusetts, by John Bishop. Register dimensions were 1 10.2' x 23.5' x 1 1 .2', 96 net tons. Hercaptain was Tomm\- Bohlin. (Smithsonian photo 3S80-.)
472846?60- -16 221
Fishing Schooner on Marine Rail\vav in the i 88o'sat Rocky Neck, Gloucester, showing the typicalhead work of an Essex-built fisherman of the period.(Smithionian photo ^^-gi .)
The keel is straight, with drag; the sheer is strong andgraceful; and the midsection shows a rising i^oor withvery hollow garboards, a hard bilge, and some tumble-home in the topside. The post is nearly vertical, andthe stem is curved and raking and fitted with a long-head.Scale of the half-model is )^ inch to the foot, pro-ducing a schooner about 78 feet over the rails, 18 feetmoulded beam, about 8 feet depth of hold, and draw-ing about 10 feet 6 inches at the post and 6 feet 6inches forward.This half-model appears to be Captain Collins"first, very cautious attempt to put his ideas into force.It is basically the shoal clipper schooner of 1880 withabout a foot more depth than was usual for a vessel ofthis class and length in 1883, to allow better forbetter ballasting and some dead rise in the counter,together with some reduction in width, comparedwith other schooners of this size. However, no vesselwas ever built from the model, and it is doubtful thatsufficient depth had been added to give a markedlygreater stability than the older vessels possessed.Given bv U. S. Fish Commission.
WELL-SMACK FISHING SCHOONER, 1883Builder's Half-Model, usnm 160116This half-model represents one of the designs for awell-smack schooner for fisheries research preparedby C^aptain Josejjh W. Collins in 1883. No vessel wasl)uilt from this model. It appears to have been analternate proposal to half-model usnm UifllLS, andwas for a smaller vessel. The improvements incor-porated in this model appear to be an increase indepth and a decrease in ijeam as compared with con-temporary clip]3er fishing schooners of this length,somewhat lighter quarters, and the use of dead rise inthe counter.The half-model shows a keel schooner having along, sharp, and rather hollow entrance; the greatestlieam about midlength; a long, flat run with markedquarters, ending in a short counter having some dead
rise; and a nearly elliptical transom, sharply rakedand, because of its dead rise, somewhat V-shapecl.The post is nearly upright, the stem rabbet is curvedand raking, and there is a long graceful head. Thefloors rise rather sharply, with a slight hollow, and thel)ilge amidships is hard.Scale of half-model is '.i inch to the foot, producinga vessel aboiU 65 feet on the rail, 15 feet 6 inchesi:)eam, and about 7 feet 9 inches depth of hold.Given by LI. S. Fish Commission.
999
WELL-SMACK FISHING SCHOONER, 1883Builder's Half-Model, usnm 160114Lines Plan, usnm 160233This proposal for a well-smack schooner was madein 1883 for a U. S. Fish Commission fisheries research
vessel, but not built. The design was prepared byU. S. Naval Constructor Samuel H. Pook, noteddesigner of clipper ships. The model is said to havebeen based on Captain Collins' design of 1883 (half-model USNM 160115) at least as to dimensions, butis far superior. It is an advanced design for the periodand also strongly resembles some of the later fishingschooners.The half-model shows a schooner having a long,sharp entrance with much hollow just abaft the stem,a long, easy run ending in a longer counter than wasthen common in fishing schooners, and finished witha handsome elliptical transom at a sharp rake. Themidsection, which is well abaft midlength, has a veryhollow, rising floor, a hard bilge, and much tumble-home above; the section is strongly S-shaped. The flareforward is slight and the foremost sections are withoutthe usual hollow flare. The stem rabbet rakes a gooddeal and flares out slightly; the post rakes moderately.The model has a handsome sheer and the keel isstraight with much drag. The vessel was to have alonghead. Scale of half-model is }i inch to the foot,producing a vessel about 78 feet over the rail, 18 feetmoulded beam, 8 feet depth of hold, and drawingabout 10 feet at post and 8 feet forward.Given by U. S. Fish Commission.FISHING SCHOONER, 1883Builder's Half-Model, usnm 76289Nellie ColemanThe fishing schooner Nellie Coleman was built fromthis model at Lamoine, Maine, in 1883 for the GrandBanks fishery. However, she was first employed in thelocal coasting trade and did not enter the fishingbusiness until 1889.The half-model is of a typical clipper Banker of herdate, having a rather full bow, long run, rising floor,round rather full bilge, short counter with ellipticaltransom, long head, moderate rake in the ends and?ome drag to the keel. She had much sheer and, ingeneral, was a good example of her class.Scale of half-model is )i inch to the foot. Thedimensions of the Coleman were 97 feet between per-pendiculars, 25 feet 8 inches extreme beam, 9 feet 6inches depth in hold, and 152.5 net tons.Given by D. D. Hodgkins, 1889.
CHESAPEAKE BAY CENTERBOARD FISHINGSCHOONER, about 1884Builder's Half-Model, usnm 312333An unidentified oyster schooner was built from thishalf-model in Dorchester County, Maryland, about1884, by Joseph T. Spicer.The half-model shows a shoal-draft ccnterboardschooner having a short, full entrance, with thegreatest beam well forward, and a long easy run.The mid.section shows a rising straight floor, fullround bilge, and shallow upright topsides. Themodel is to the deck only; the stern is square and onlythe round tuck and cross-seam are shown, indicatinga pungy-stern with upper-and-lower transoms; thestem is curved and somewhat raking on the rabbet, andthe vessel had a long and pointed head; the post rakes.The lower lift of the model is missing.Scale of the model is ]> inch to the foot. A vesselbuilt from this model would measure about 61 feet3 inches moulded length on deck, about 62 feet ton-nage length, 20 feet 4 inches moulded beam, 5 feetmoulded depth, and would draw about 4 feet 9 incheswith centerboard raised.Vessels of this type had low bulwarks, flush decks,false quarterdeck rails usually formed of a cap andturned stanchions, a triuik cabin aft, a forecastlecompanionway just abaft foremast, and two cargohatches. Mainmast and centerboard case were offthe hull centerlinc, with the centerboard passingthrough one garboard and the mainmast step over theopposite garboard. These schooners were swift sailersand good sail carriers, making excellent oysterdredgers. The masts were long and light and the sailarea was large. They usually carried jib booms andfore and main topmasts when making long passages.Given by James K. Spicer, Taylor's Island, Mary-land.CENTERBOARD SPONGE-FISHING SCHOONER,1884Rigged Model, usnm 76261 City of Key WestThe ccnterboard schooner City of Key West was builtfor the sponge fishery on the Florida Reef at KeyWest, Florida, in 1884. She was typical of the shoal-draft schooners employed in this business, and b\- theFlorida wreckers from 1875 to 1900. Some sharpieschooners were also employed in this fishery.The model shows a shoal-draft centerboard schoonerhaving a long, sharp entrance, rather long and finerun, good sheer, straight keel, raking stem rabbet with
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long head, upright post, round stern, and a flush deck.The midsection is formed with a slightly rising straightfloor, low and rather hard bilge, and a slight tumble-home in the topside. The rig is the usual one of sucha schooner, a single large jib, fore and main sails, andmain-topmast staysail.Scale of the model is % inch to the foot. Custom-house measurements of the ves.sel were: length betweenperpendiculars 41.3 feet, beam 14.3 feet, depth 3.5feet, and 12.86 net tons. The sponging schoonersranged from about 36 to about 50 feet.Given bv U. S. Bureau of Fisheries.FISHING SCHOONER, 1884Builder's Half-Model, usnm 76034 KouletteThe fishing schooner Roulette was built on specula-tion, in 1884, from this model at East Boston, Massa-chusetts, by Dennison J. Lawlor. The Roulette wasthe first schooner built for the New England fisheriesas an improvement on the old, shoal, wide clipperfishermen of this date. She expres.sed the ideas of aseaworthy, swift schooner that Lawlor had developedmuch earlier in small market-boat fishermen and inpilot-boat schooners. It is believed that the Roulettewas built as a result of the agitation for deeper andsafer vessel initiated by Captain Joseph VV. Collins,in which he had the support of Lawlor and others.After her launching, a lawsuit aro.se and the builderlost the vessel to a Philadelphia man, who employedher in the New England fisheries, where she attractedmuch attention because of her speed, weatherliness,and seaworthiness.The half-model shows a .schooner having greatsheer, a very long, lean entrance with some hollowjust abaft the stem, the greatest beam brought well
aft, and the run moderate in length but \'ery fine,with almost constant rise of floor throughout. Thestern is a short, deep counter ending in a very sharplyraked elliptical transom curved athwartships. Thestem is much cut away at the forefoot and the rabbetabove is plumb, as in pilot schooners of the time, butthe Roulette had a long and pointed head. The keelis straight for much of its length, but rounding intothe forefoot, beginning a little abaft the foremast.The midsection shows a sharply rising and somewhathollow floor, with the hollow carried right forward aswell as aft. The bilge is very quick and hard, andthere is some tumble-home above. The post is up-
right. When built, this schooner had a bowsprit
and jib boom, but soon afterwards was fitted with aspike bowsprit.Scale of the model is '/^' inch to the foot. TheRoulette was 93 feet 2 inches over the rail, 83 feet 7inches between perpendiculars, 23 feet 4 inchesmoulded beam, 9 feet 9 inches depth in hold, anddrew 1 1 feet at post. Because of the rocker forwardshe drew relatively little forward, though the dragto her straight keel was very moderate.The improvements incorporated in the Roulette werechiefly her greater depth?she was about 24 inchesdeeper than any fishing schooner of her length atthe time she was built?and the narrowing of thestern to ease the quarters. As a result of her depthshe carried more ballast lower than was formerlypossible, her beam and powerful bilges made heras stiff under canvas as any of her contemporaries,and her fine lines made her very fast on all points ofsailing. The success of this vessel led owners toaccept the deeper, narrower, and more heavily bal-lasted schooners recommended by Captain Collinsand others.Given by Dennison J. Lawlor, naval architect andshipbuilder, Chelsea, Massachusetts.FISHERIES RESEARCH SCHOONER, 1886Rigged Moc^ l, usnm 298232 GrampusThe Grampus was a well-smack .schooner designed byCaptain Joseph VV. Collins of the LL S. Fish Commis-sion and built at Noank, Connecticut, in 1886. Shewas designed to illustrate Captain Collin's ideas ofwhat a safe and fast fishing schooner ought to be, andwas fitted to serve as a fisheries research vessel, havinga suitable laboratory and apparatus aboard.Publicized at the time of her launching as a de-parture from existing types of fishing schooners, shestrongly resembled in model some of the fishingschooners designed in 1884-85 by Dennison J.Lawlor of Chelsea and East Boston, Massachusetts;indeed, it is said that Lawlor aided Collins in design-ing the Grampus.This schooner was between 18 and 24 inches deeperin the hold than the average fishing schooner of her
size and date, as well as some 6 to 10 inches less inbeam, and the stern is much narrower. She had thestraight, upright stem of a pilot-boat schooner of herdate: this stem had been introduced into the New Eng-land fishing fleet by D. J. Lawlor through his designsfor the schooners John H. McManus and Arthur D.Story, built in 1885, and the smaller A. S. & R. Ham-
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mond, also built in that year, and later used by manyfishing schooners famous for their sailing qualities.Successful as a research vessel, the Grampus does notappear to have made any reputation for speed, andthe effects of her design were not great, owing to theearlier appearance of Lawlor-designed vessels havingsimilar characteristics.The model shows a well-smack schooner having astraight keel with much drag, stem straight and up-right above the waterline, forefoot below well rounded.Post nearly upright, counter short and finished withan elliptical transom at a sharp rake and stronglycurved athwartships. Sheer is great and the vesselhas a long, low quarterdeck. The entrance is long,sharp, and slightly hollow; the run is long, easy andmoderately flat in the buttocks. The midsectionshows a rising floor having some hollow in the gar-board, a hard bilge, and tumble-home in the topside;the lines of this vessel somewhat resemble those of theRoulette (see half-model USNM 76034), iwilt in 1884.The original rig of the Grampus included bowspritand jib boom, but the rigged model shows a spike
bowsprit that was fitted shcjrtly after her launching, thespike bowsprit having been introduced by the Carrie E.Phillips, in 1887.Scale of the model is % inch to the foot.The Grampus was 90 feet at rail, 81 feet 6 inches be-tween perpendiculars, 22 feet 3 inches beam, 10 feetdepth of hold, and 83.30 tons register. Her draft was
1 1 feet 6 inches.She carried topmasts with fore and main gaff-top-sails ; mainsail, foresail, main-topmast staysail, forestaysail, jib, and jib topsail; in her original rig shehad a jib, forestaysail, flying jib. and jib topsail.Given by U. S. Bureau of Fisheries.FISHING SCHOONER, 1889Rigged Model, usnm 76253Fredoniaj Nellie DixonThis rigged model represents the fishing schoonerFredonia, designed by Edward Burgess and builtat Essex in 1889 by Moses Adams, who in the sameyear built the \rllic Dixon from the same plans in
Schooner Under Construction at Esse.x, Mass.'^chusetts, in VVillard A. Burnham's Yard. 1882, the BelleFranklin. Her register dimensions were 78.6' x 22.2' x 8.1 ', 76 net tons. An excellent e.xample of the "clipper"type, she was owned b\- John F. VVonson and Co., of Gloucester. Massachusetts. (Smithsonian photo J4gn-c.)
Fishing Schooner Fredonia, rigged modelUSNM 1 6021 1. This vessel, designed byEdward Burgess and built in 1889, influ-enced the design of New England fishingschooners for about fifteen years. {Smith-sonian photos: Top, 4^g26~b; and bottom,44956-c.)
East Boston, Massachusetts. Burgess was the firstyacht-designing specialist to design a fishing schooner(Dennison J. Lawlor had designed yachts in his longcareer but had not specialized in them), and thisdesign was the second made by Burgess for a fishingschooner, the first being for the Carrie E. Phillips,a straight-stemmed schooner built by Arthur DanaStory at Esse.x in 1887, which attracted much atten-tion by her sailing and appearance and was the firstNew England fishing schooner to have iron wirestanding rigging. The Fredonia was somewhat moreyacht-like, and this vessel, though built to fishermanspecifications, was actually employed as a yacht fora season and was then refitted for a fisherman.Hence the less publicized Nellie Dixon was the first to
sail as a fisherman.The Dixon, less ornately finished than the Fredonia,which had carved trailboards, was lengthened slightly
by the stern, and the shape of the shoe, or outside keel,was altered slightly from that of the Fredonia, the alter-ations being made by the designer. Both vesselssailed well and attracted favorable attention, resultingin the introduction of the so-called "Fredonia model,"having a clipper bow with strongly flaring and rakingstem rabbet, adorned with a small gammon-kneehead on which was carved an eagle's head. Head-
rails and rail knees were omitted, being replaced byiron-rod Ijraces and cross straps. The Phillips hadintroduced the spike bowsprit, and the Fredonia em-ployed it, but all vessels built on the Fredonia modeldid not give up the old jib boom rig until about fouryears had passed. The Fredonia model was alsomarked by a shallow forefoot, more or less rockeredkeel, light and relatively narrow counter, and verysharp lines at bow and stern. The midsection wasformed with strongly rising and often hollow floor.
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high and moderately hard bilge, and tumble-homein the topsides.The rigged model of the Fredonia shows a sharpschooner having a straight keel rabbet with muchdrag and fairing into the stem rabbet just forward ofthe heel of the foremast, with the stem rabbet raked andflared forward. The sternpost has much rake andthe counter rises steeply and fairs into a small V-shaped elliptical transom; in profile there is no breakat the transom heel, the transom raking in line withthe profile of the counter. The stern is narrow andlight. The sheer is strong, the entrance is very longand sharp, with hollow at the forefoot; the run isrelatively short and easy, the buttocks showing aslight curve as they rise aft; the midsection is formedwith strongly rising floor having a slight hollow, ahigh and rather hard bilge, and tumble-home in thetopside. The vessels had a long, low quarterdeck.A marked characteristic of this design and that ofthe Carrie E. Phillipsis a very deep keel outside thekeel-rabbet and a marked curve in the shoe profile.The hull design of the Fredonia, a development ofthat of the earlier Carrie E. Phillips, had sharper
Lines of the FismNO SchoonerFredonia, built in 1889, from a copyprobably made from the plan ofthe designer Edward Burgess.
ends, a harder bilge, and greater capacity. ThePhillips was 104 feet 5 inches at rail, 95 feet betweenperpendiculars, 24 feet 6 inches beam, and 11 feetdepth. The Fredonia was 111 feet 6 inches at rail,99.6 feet between perpendiculars, 23.6 feet beam, and10.3 feet depth of hold, her actual moulded beam was23 feet 9 inches. The Dixon was 114 feet 9 inches atrail, 101.9 feet between perpendiculars, 23.4 feetbeam, and 9.1 feet depth of hold, the mould-loftmeasurements being 101 feet 2 inches between per-pendiculars, 23 feet 9 inches extreme beam, 10 feet2 inches depth of hold. The differences represent theaverage error in Customhouse measurements. Allthree schooners were trimmed well below their de-signed load waterline, the Dixon drawing 14 feet,compared with the designed draft of 12 feet indicatedin the designer's plans.Scale of model is % inch to the foot. It is shown withall sails set: mainsail, foresail, forestaysail, jib,jib topsail, fore and main gaff-topsails, main-topmast,or fisherman's, stay.sail. The vessel has doriesstowed upside-down on deck and lashed, as whenmaking a passage.The rigged model shows the designed spar plan ofthe two vessels: bowsprit 36 feet 9 inches outside therabbet at deck, foremast 60 feet 9 inches above deck,
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Sail Plan of the fishing schoonerFredonia, buih in 1889, showing thespike bowsprit and small foresailthen popular. From a probablecopy of the plan of the designerEdward Burgess.
fore-topmast 34 feet in total length, mainmast 70feet 3 inches above deck, the main-topmast 41 feettotal length, main boom 68 feet 6 inches long, maingafT 38 feet, fore boom 29 feet, and fore gaflT 28 feet6 inches.Given by U. S. Bureau of Fisheries.WELL-SMACK FISHING SCHOONER, 1890Builder's Half-Model, usnm 57051A proposal for an improved well-smack fishingschooner made by Captain Joseph W. Collins of theLI. S. Fish Commission in 1890, and one of the seriesof designs proposed by him from 1883 to 1892, thismodel was the first referred to as the .New Era: no
vessel was built to the design.The half-model shows a schooner having a long,sharp entrance with some hollow abaft the stem, along flat run, straight keel with some drag, rakingand curved stem rabbet decorated with a longhead,an upright sternpost, moderate length of coimter, a
raking, V-shaped, and elliptical transom, handsome
sheer, long quarterdeck, the greatest beam abaft mid-length, and the midsection showing a rising hollowfloor, a high hard bilge and tumble-home in the top-
side. The model shows somewhat more dead rise anddepth than most schooners built in the 1880's. Thedesign was intended to be built as a well-smack andwas peculiar in that the mainmast was to be steppedon the after wall of the well, which gave that mast avery short bury below the quarterdeck.The scale of the half-model is '0 inch to the foot.
The \'essel would have been about 86 feet on the rail,22 feet 6 inches moulded beam, 8 feet 3 inches depthof hold, and would draw about 10 feet 6 inches at post.She would have registered between 80 and 85 tons.Given by L^. S. Fish C'ommission.FISHING KETCH TRAWLER, 1891Builder's Half-Model, usnm 76288 ResoluteThe ketch-rigged beam trawler Resolute of Glouces-ter was built from this half-model by Arthur DanaStory at Essex, Massachusetts, in 1891 as an experi-ment in beam-trawling in the New England fisheries.She was designed by her builder as a copy of theEnglish ketch trawlers then in use, and was the firstmodern ketch-rigged fisherman to be built in NewEngland. The Resolute caught large quantities ofbottom fish in her trawl but their very low marketprices and the frecjuent loss or damage to the trawl-gear caused her owners to abandon this method offishing, as in the earlier experiment at Boston with theschooner Svlph. One of two unsuccessful attempts tointroduce the ketch rig into the New England offshorefisheries while sail was employed, her ketch rig did notproduce a fast enough sailer, so she was resparred andrigged as a schooner and employed as a dory fisher-man.The half-model shows a flush-decked vessel havinga rather straight sheer, straight keel with drag, astraight, upright stem rabbet with a small round atforefoot, raking post with a short counter and ending
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in an elliptical, raking transom. There is dead rise inthe bottom, the entrance is sharp, the run easy, andthe midsection is formed with straight rising floor,hard turn of bilge, and a slight tumble-home in thetopside.Scale of model is Ji inch to the foot, producing a ves-
sel having a moulded length at rail 90 feet 11 inches,length between perpendiculars 82 feet 1 inch, mouldedbeam 20 feet 10 inches, depth in hold 9 feet 6 inches,and drawing 10 feet at post and 7 feet forward.Given by Arthur Dana Story, shipbuilder, Esse.x,Massachusetts.FISHING KETCH TRAWLER, 1891Rigged Model, usnm 76263 KesoluteThis rigged model of the fishing ketch Resolute is ofthe vessel represented by the builder's half-modelUSNM 76288. Her deck arrangement and much ofher rig were copied from English trawlers, but herbowsprit was fixed instead of ''reefing" (i. e., capableof being hauled inboard) as in the English boats.There were also departures from English practices inthe reeving of the running rigging and in riggingfittings.The Resolute was aliout 91 feet long at the rail; herbowsprit extended 39 feet outside the knightheads.the mainmast was 66 feet above deck to cap, main-lopmast was 39 feet 6 inches long overall, main boom41 feet 6 inches, main gaff 39 feet, mizzenmast 52 feetdeck to pole head, mizzen boom 30 feet, mizzen gaff22 feet, main-topsail yard 13 feet 6 inches, mizzen-topsail yard 10 feet 6 inches (the gaff-topsails were lugheaded). Scale of model is J^ inch to the foot.When fitted as a schooner the original deck arrange-ment was entirely altered. The Resolute was never avery fast sailer.Given by U. S. Bureau of Fisheries.FISHING SCHOONER, 1892Builder's H.\lf-Model, usnm 76279New Era (No. 2)This model was a proposed design for a marketfishing schooner based upon the most advanced ideasof the time, 1892. The design shows the influence ofthe Fredonia model, and was made by Captain Jo-seph W. Collins of the U. S. Fish Commission. No
vessel was built to this design; had there been the de-signer would probably have been disappointed, as herrun was too full to allow high speed under sail instrong winds. This was the second of two proposals
for fishing schooners given this name by CaptainCollins, the earlier one being for a smack-schooner.The half-model shows a schooner having a markedand graceful sheer, keel heavily rockered, sweeping upto a much cut away forefoot. The stern ral)ljet rakessharply and is finished with a small cutwater andgammon-knee head, the post rakes a great deal. Thecounter is of moderate length, very high and light,ending with a small and extremely raking ellipticaltransom, somewhat V-shaped at the bottom. Theentrance is long and sharp, the run rather short andfull, with buttocks too round for high speed. Thegreatest beam is well abaft midlength and the sectionthere is formed with slightly hollow garboard, risingfloor, high and rather hard turn of bilge, and slighttumble-home in topside.Scale of model Js inch to the foot; the vessel wouldmeasure 85 feet at rail, 20 feet 3 inches moulded beam,and would draw about 10 feet 6 inches or 11 feet.This inodel was exhibited at the International FisheryExposition, at Bergen, Norway, in 1898.Given bv U. S. Fish Commission.FISHING SCHOONERRigged Model, usnm 76252 New Era (No. 2)This rigged model of the proposal for a market fish-ing schooner in 1892, by Captain Joseph VV. Collins,represented by builder's half-model usnm 76279,was made for exhibition purposes. The model isrepresentative in rig, deck arrangement, and generalappearance of the Fredonia-model schooners of her
class and date.Scale of the model is K inch to the foot. Had theschooner been built she would ha\e been about 85feel over the rail and her bowsprit would extend 24feet outboard the stem rabbet, foremast 50 feet deck tocap. fore-topmast 30 feet total length, fore boom 20feet, fore gaff 22 feet, mainmast 58 feet deck to cap,main-topmast 34 feet total length, main booin 55 feet,main gaff 38 feet 6 inches, fore crosstrees 1 1 feet, andinain crosstrees 13 feet.The model is under all sail?mainsail, foresail, fore-
staysail, jib, jib topsail, fore and main gaff-topsails and
"fishermen" or main-topmast staysail and shows thevery short foremasts and very narrow fore gaff-sailswhich the Fredonia-model schooners often had, follow-ing the then yachting fashion. This model was ex-hibited at the International Fisheries Exposition atBergen, Norway, in 1898.Given b\- U. S. Fish Commission.
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FISHING SCHOONER, 1892Exhibition Half-Model, usnm 310887James S Steele^ Kicbard C. SteeleAn exhibition half-model was made from plans ofthe first fishing' schooners designed by Thomas F.McManus of Boston, Massachusetts. These wereIniilt at Essex, Massachusetts, in 1892. Their designwas an extreme one for the date, as the vessels werevery yacht-like in form. The two schooners, both flushdecked, built to this design were the James S. Steeleand the Richard C. Steele. The vessels were consideredfast but lacking in ability to carry sail and so the designwas not again used. The schooners were employedas market boats and in the mackerel fishery. TheJames S. Steele is said to have rolled over on her sideon one occasion, spilling her crew and deck load offish into the water, but as boats were towing asternthe crew managed to save themselves.The half-model shows a schooner having a stronglyrockered keel and rabbet, without any straight por-tion in the shoe. The post rakes sharply and thecounter is unusually long and narrow for the date.
ending with a very small V-shaped transom. Thebow at rabbet and cutwater fairs gradually into thekeel, giving a marked forward overhang. The stemhas a small gammon-knee. The sheer is marked,The entrance is long, sharp, and slightly convex; andthe run is very fine, with straight buttocks. The mid-section shows a sharply rising floor with much hollowat the garboard, a slack, easy bilge, and tumble-homein the topside.The James S. Steele registered 78.46 gross tons, andwas 88 feet between perpendiculars, 23 feet beam, and10.4 feet in the hold. Scale of the model is ]{ inch tothe foot, producing a vessel 98 feet 6 inches over the
rail, 21 feet 6 inches moulded beam, and 13 feet 6inches draft at greatest depth of shoe.Given by Thomas F. McManus, naval architect,Boston, Massachusetts.FISHING SCHOONER, 1899Rigged Model, usnm 285030 John J. FlahertyThe fishing schooner John J. Flaherty of Gloucesterbuilt at Essex, Massachusetts, in 1899 for the Grand
Cod Fishing Schooner John J.Flaherty, 1899, an excellent ex-ample of the last clipper-bowedschooners built for the fisheries.Rigged model USNM 285030.(Smithsonian photo 4^6g2-)
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Fishing Schooner Rob Roy built atEssex, Massachusetts, in 1900, oneof the early fishing schooners de-signed with a long bow overhangand short keel. For a view afore,seep. 173. Rigged model USNM298232. (Smithsonian photo 4^g^6.)
Banks codfishery and for the winter frozen-herringtrade, represents an adaption of the Fredonia modelto produce a large Banker combining speed withcapacity. The model shows the schooner under full
sail, ready for a passage to or from the Banks. Shewas reported to be able to carry 600,000 poiuids ofcod or 2200 barrels of herring. She was designedby Captain George M. McLain of Rockport, Massa-chusetts.The Flaherty was a keel schooner having a sharp,long entrance and a moderately long and fine run, astraight keel with much drag and a shallow forefoot,raking stem rabbet with small gammon-knee head,and a raking post with short, high counter, narrow inwidth and ending in a sharply raking V-transom.Her sheer was great and the midsection showed asharp floor, a high and rather hard bilge, and aslight tumble-home in the topside.
Scale of model is }, inch to the foot. The vessel was122 feet at rail, 102 feet at designed waterline, 25 feet6 inches beam, 12 feet 6 inches depth in hold, and166.35 gross tons. Her bowsprit extended out 36feet from rabbet, foremast (including 10 feet of head)64 feet above deck, fore-topmast 39 feet total length,fore boom 30 feet 6 inches, fore gaff 30 feet, main-mast (including 10 feet of head) 76 feet above deck,main-topmast 44 feet total length, main boom 70 feet,main gaff 39 feet 6 inches, and jumbo boom, or club,28 feet.Gi\en by U. S. Bureau of Fisheries.FISHING SCHOONER, 1900Rigged Model, usnm 285031 Senator GardnerThe fishing schooner Senator Gardner, designed byCaptain George M. McLain, was built at Essex,
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Massachusetts, in 1900 for Gloucester owners for thesummer mackerel fishery and the winter frozen-herring trade between the Maritime Pro\inces andNew England. However, she was also designed toserve in all branches of the New England fisheries ifoccasion demanded. The model, representing a typepopular in these fisheries between 1893 and 1906,shows this schooner ready for a mackerel fisherycruise, seine boat on deck and seine stowed ready tobe taken into the boat.The Gardner was a schooner cf the Frcdonia modelwith some modifications, ha\ing the keel straightwith much drag; the stem rabbet raking, cur\ed. andslightly flaring; the cutwater adorned with a smallgammon-knee head; the posts raking; and the counterrather narrow and with sharply raking transcm; thesheer marked; and the midsection formed with asharply rising floor, moderately hard bilge, and aslight tumble-home in the topside. The keel shoe wasmore curved than the rabbet and the deadwood out-side the keel rabbet deeper than in schooners of 20years earlier in design.Scale of model is !i inch to the foot, at which scalethe length of the Senator Gardner was 114 feet at railand about 92 feet at designed waterline, beam 25 feet,depth in hold 11 feet 6 inches, and her tonnage 135gross. The bowsprit outboard of rabbet was 30feet, foremast above deck 65 feet, fore-topmast 42 feettotal length, mainmast 70 feet above deck, main-topmast 44 feet total length, main boom 67 feet,main gaff 37 feet, fore boom 31 feet, fore gafl~ 32 feet,and jumbo boom 27 feet. Seine boat was 40 feetlong and 8 feet 6 inches beam, its greatest beamto a noticeable degree forward of midlength.Given by U. S. Bureau of Fisheries.FISHING SCHOONER, 1900Rigged Model, usnm 298232 Kob KoyThe fishing schooner Roh Roy was built at Essex in1900 for Gloucester, Massachusetts, owners from a de-sign by B. B. Crowninshield of Boston, a well knownyacht designer. The Rob Roy received much pub-licity and introduced the long-overhang bow into theNew England fishing fleet. Her hull was extremelyyacht-like and combined the long bow overhang withan absence of forefoot; the keel rabbet and shoe werestraight from post to about half-way between the foreand main masts, and there was a heavy drag. Thisunderwater profile proved practical, as it permitted acutaway forefoot yet retained enough straight keel to
allow the vessel to rest securely on a marine railwaywhen she was hauled out. The older, curved keel shoeof the Fredonia model, and some early McManus-designed fishing schooners, catised much trouble andsome accidents; vessels on occasion "fell down" on themarine railway by rolling forward on their rockeredkeel and forcing the shores out of place. The newform was so popular after 1900 that it Ijecame knownas the "fisherman profile." The short keel and cut-away forefoot were supposed to make a vessel veryquick turning and handy compared to older schooners.Considered a very fine market schooner, the RobRoy is a good example of a great many of the last sail-ing schooners built as fishermen at E.ssex and otherNew England shipyard towns. Her designer followedher with the Harmony, Tartar, Stratiger, and a numberof other successful schooners of the same type, whichremained in use until motor \essels replaced the sail-ing schooner. The only departure of importance fromthe Rob Roy model was McManus" knockabout de-signs beginning with the Helen B. Thomas (half-modelUSNM 310888), built in 1901, in which the spikebowsprit was omitted. Few clipper-bow fishermenof the Fredonia model were built after the appearanceof the Rob Roy in 1900.The Rob Roy was a sharp schooner ha\'ing a short,straight keel and shoe with much drag, knuckling intoa long rising forepiece that gradually faired in profileinto the slightly curved stem forming a long forwardoverhang. Aft, the post raked and there was a longand rather narrow counter ending in a small ellipticaltransom with dead rise in its bottom. The sheer wasmoderate, and she had the fisherman's standard low.long quarterdeck. The entrance was convex andsharp, the run long and easy. The midsection showeda sharply rising and slightly hollow floor, high andrather hard bilge, and a slight tumble-home in thetopside.Scale of model is Jo inch to the foot. The vessel wasabout 110 feet at rail, 88 feet at load waterline, 23 feet6 inches beam and 1 1 feet depth. The spike bowspritextended 26 feet outside the rabbet, the foremaststood 58 feet abo\'e the deck, fore-topmast 37 feet intotal length, the fore boom 28 feet, and fore gaff 27feet. The mainmast stood 71 feet above deck, main-topmast 41 feet in total length, main boom 66 feetlong, main gaff" 36 feet. Model shows the \'essel with
all sail set, including mainsail, foresail, forestaysail,jib, jib topsails, fore and main gaff-topsails, fisherman
staysail.Given by U. S. Bureau of Fisheries.
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KNOCKABOUT FISHING SCHOONER, 1902Exhibition Half-Model, usnm 310888Hele)i B. ThomasThis half-model was made to exhibit a proposeddesign for a fishing schooner without a bowsprit.The design was prepared in 1901 by Thomas F.McManus, of Boston, Massachusetts, who had thenbeen designing fishing schooners for about ten yearsand had adapted the idea which had previously beenemployed only in small sailing yachts, the inboard-rigged "knockabout" sloops. McManus thought thenew design would prevent the loss of fishermen bybeing washed ofT the bowsprit while handling head
sails in heavy weather, a then too common accident.For nearly a year this model was exhibited byMcManus on Atlantic Ave., in Boston, in an effortto attract someone who would build a vessel to thedesign. The owner who finally made the experimentwas Captain William Thomas of Portland, Maine,who had the Helen B. Thomas built at Essex, Massa-chusetts, by Oxner & Story and the schooner waslaunched in 1902. She proved to be a very fast
sailer, and was long considered one of the fastest ofher rig; she was also a fine sea boat, and a successfulfisherman. It is said she could tack full-to-full in 20to 25 seconds.The half-model shows a yacht-like hull having ashort, straight keel with heavy drag, a long, pointedbow and long fore overhang, with a hollow profilebelow the load waterline like a racing yacht. Thepost raked sharply and the counter was very long,ending with a sharply raked elliptical transom.The sheer was great, particularly forward, and the
The Shipv.^rd of Oxner and Storv at Essex,Massachusetts, in 1902. The schooner Helen B.Thomas, the first knockabout fisherman, is on theways second from the left, ready to launch. (Smith-
sonian photo 45/8^-d.)
bow was high and light. The entrance was long andeasy and the run very fine. The midsection showeda small, quick hollow at the garboards, a risingstraight floor, and a hard bilge fairing into a slightlytumble-home topside.The rig of this vessel was that of contemporaryschooners as to sails; she carried foresail, mainsail,forestaysail, and jib, fore and main topsails and main-topmast staysail, and a jib topsail. She differed fromher sisters, however, in having her forestay and jibstay, as well as fore-topmast stay, all inside or on thestemhead.Scale of model is Y^ inch to the foot. The Helen B.Thomas was 106 feet 7 inches overall, 21 feet 6 inchesmoulded beam, and she drew about 1 3 feet ready forsea. Her register dimensions were 94.2 feet inlength, 21 feet 6 inches beam, 9.2 feet depth in hold,and 76.99 gross tons. Her foremast was 40 feet6 inches abaft the stemhead. She had 15 berths inthe long forecastle and 4 in the trunk cabin aft.The Helen B. Thomas was not duplicated, as laterdesigns, because of the cost had a shorter bow o\"er-hang; but many knockabout fishermen were built,and when auxiliary power came into use, practically
all the new schooners were knockabouts. Theintroduction of this design and. later, of auxiliaryengines, were the final, basic changes in the designof the New England fishing schooner.Given by Thomas F. McManus, naval architect,Boston, Massachusetts.NEW JERSEY OYSTER SCHOONER, 1904Builder's Half-Model, usnm 311089Lines Plan, hamms 4-19. Anna M. FromeThe schooner Anna M. Frome was built from thismodel at Greenwich Piers, New Jersey, in 1904 byWilliam Parsons for the ovster fisherv. This schooner
wsLk nm |*S
-^Mfelikl
was a shoal draft, cemerboard vessel of a model and
size that was popular in the oyster fishery on thesouthern coast of New Jersey.The half-model shows a hull having moderate sheer,straight keel with slight drag, curved and very rakingstem rabbet, and slightly raking sternpost, with arather long coimtcr ending in a deep, raking, ellipticaltransom curved athwartships. The model also showsa short, low, raised quaterdeck. The midsectionshows a moderately rising straight floor carried wellout, and a full, round bilge, with vertical topsideabove. The dead rise is constant toward the stern,the entrance is sharp and without hollow, and the runis formed with very straight buttocks. The stem has alonghead somewhat like that employed in ChesapeakeBay schooners, but proportionately shorter.These large centerboard schooners employed ascoasters and fishermen commonly had the long cen-terboard passing through the garboard on one side ofthe keel; the mainmast, abreast the after part of thecase, was stepped off-center on the opposite side. Thecenterboard was lifted with nn iron rod which \vasshackled into the top of the board and carried well
aloft alongside the mainmast, ending in an eye intowhich a tackle block was hooked, with the uppertackle block in the hounds, and the fall brought todeck.Scale of the model is I2 inch to the foot, to representa vessel 77 feet moulded length at rail, aboiU 65 feet3 inches between perpendiculars, 20 feet 2 inchesmoulded beam, and 6 feet 4 inches moulded depth,and drawing 6 feet at the post and 5 feet 5 inches for-ward.Given by George Shillingsburg.NEW JERSEY OYSTER SCHOONER, 1926Builder's Half-Model, usnm 311090Lines Plans, hamms 4-42 Noni/cThe New Jersey oyster dredge Nordic was jjuilt fromthis half-model at Greenwich, New Jersey, in 1926 byWilliam Parsons. A large centerboard auxiliaryschooner with "baldheaded" rig, without topmasts orlight sails, she was one of the largest schooners in theNew Jersey fishery. The model is a <4ood representa-tion of the type of oyster schooner in this area duringthe last years in which sailing craft were built.The model shows a long centerboard schooner ha\'-ing a straight keel fairing up into a curved stem of
slight overhang, some drag, a .slightly raking post, a
short heavy coimter, elliptical and raking transom,moderate sheer, and a flush deck with a low, falsequarterdeck rail. The midsection shows a straightrising floor, a high hard bilge, and an upright top-
sidts. The dead rise amidships is carried aft at anearly constant angle, and the bottom of the transomhas dead rise. The entrance is sharp and convex, therun long, straight, and easy. The centerboard isalongside the keel to port.Scale of model is ji inch to the foot. The Nordic was101 feet over the rails, 23 feet 2 inches moulded beam,23 feet 7 inches extreme beam, about 81 feet 6 incheson the waterline, and drew about 8 feet with the cen-terboard raised.Given by George Shillingsburg.
BILOXI FISHING and FREIGHTING SCHOONER,about 1885Builder's Half-Model, usnm 311251This half-model represents a type of schoonerem]5loyed on the Gulf Coast for both freighting andfishing, as schooners were employed on the Chesa-peake. It is believed that this model was used tobuild a centerboard schooner of this class at Biloxi,Mississippi, about 1885.The model shows a shoal centerboard schooner hullhaving a skeg aft and with a straight keel rabbetforward, but swept up aft to the bottom of the tran-som. The shoe of the keel would therefore be straightand have some drag. The stem rabbet is straightand raking, and to it was attached a long head. Thetransom is wide, flat, and raking; the sheer is great.The entrance is sharp but not long, and the run isshort and cjuite full; and the midsection shows
slightly rising straight floor, a hard round bilge, anda nearly vertical topside.Scale of the half-model is estimated as }^ inch tothe foot, to measiu-e 74 feet moulded length at rail,21 feet 6 inches moulded beam, and about 4 feet 6inches moulded depth to deck.Gi\en by Henry Brasher, shipbuilder. Biloxi,Mississippi.
FISHING SCHOONER, about 1900Builder's Half-Model, usnm 311257A centerboard fishing schooner for South' Floridawas built from this model by Samuel Johnson atApalachicola, Florida, about 1900. The vessel wasintended for shrimp fishing and for freighting, and was
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built on what might be termed a coaster's model, atype once common on the Florida coast.The half-model shows a vessel having rising straightfloor, a rather hard bilge and a slight tumi)le-homeabove. The keel is straight, with an upright stern-post having a raking V-shaped transom; the stemrabbet is straight and nearly upright; the sheer isgreat, and the entrance is long and quite sharp, andthe run is rather short and full in the buttocks.Scale of the half-model is sup|3osed to be % of aninch to the foot, to represent a schooner 52 feet 3inches moulded length at rail, 18 feet moulded beam,and about 4 feet 6 inches depth of hold.Given by Samuel Johnson.
BILOXI FISHING SCHOONER, 1901-1902Builder's Halp-Model, usnm 311254This half-model of a centerboard schooner of thetype once employed in the oyster fishery near Biloxi,Mississippi, was made by Martin Fontain. Sr.. ofBiloxi. It is not stated that a vessel was built fromthis half-model, which represents a typical schoonerof the Biloxi type.The half-model represents a shoal centerboardschooner having a skeg aft and the keel rabbetstraight forward but sweeping up aft to the bottomof the transom; the keel shoe is thus straight, withsome drag, and the rudderpost is at the end of theskeg and well inboard, so a counter is formed aft.The transom is deep and strongly raking as well aswide. The stem rabbet flares forward clipper fashion.The sheer is moderate. The entrance is sharp andslightly hollow at the forefoot, and the run is long andthe buttocks quite flat.Scale of half-model is li inch to the foot, to measureabout 63 feet moulded length at rail, 18 feet 3 inchesbeam, and about 4 feet draft at post.Gi\'en by Martin Fontain, shipbuilder, Biloxi,Mississippi.BILOXI FISHING SCHOONER, 1910-11Builder's Half-Model, usnm 311232A fishing schooner was built from this model atBiloxi, Mississippi, in 1910-1911 by Henry Brasherfor the local shrimp fishery. It represents the last typeof sailing schooner built at Biloxi before auxiliarygasoline engines came into use.The half-model shows a centerboard schooner hav-ing a small skeg aft, a straight rabbet to the keel for-ward but sweeping up aft to the bottom of the tran-
som, a curved and overhanging stem rabbet, a ratherlong counter ending in a wide and raking flat transom;moderate sheer; and a sharp convex entrance and along, rather flat run. The midsection has a rising,straight floor; a rather hard bilge, and an almost up-right topside.Scale of half-model is % inch to the foot, the schoonerbuilt to the model measured 65 feet 6 inches mouldedlength at rail, 19 feet 6 inches moulded beam, andabout 4 feet 3 inches depth of hold. These schoonershad large centerboards, most often on the hull center-line between the fore and main masts, and almostreached from mast to mast.Given by Henry Brasher, shipbuilder. Biloxi,Mississippi.
BILOXI FISHING SCHOONERS, 1917-21Builder's Half-Model, usnm 311226H. E. G/nnhel, I. Heidenheh/ij H. Golman^Anna Eve
This small half-model was used to build at least fourcenterboard schooners for the shrimp fishery atBiloxi, Mississippi, between 1917 and 1921: the H. E.Giimhel, the /. Heidenheim, H. Golman, and the Anna Eve.The hull-form of the Biloxi schooner resembles that ofsome centerboard schooner yachts of the early 20ihcentury. The schooner was a swift sailer, and the fourbuilt from this model won many races.The model appears to be to a scale of ]i inch to thefoot, and represents a hull 53 feet 6 inches mouldedlength on deck, 17 feet 6 inches moulded beam, and4 feet 6 inches moulded depth.The schooners had centerboard, shoal-draft hullshaving moderate sheer, a rockered rabbet on the keel,with a skeg aft, the bottom of keel outside the rabbetstraight and with moderate drag, and the stem rabbetciu-ved from keel to deck in a long sweep, the post ofthe skeg being rather upright and the stern ending ina rather long counter finished with a flat, raking tran-som. The midsection is formed with a straight,
slighth' rising floor carried well out and the bilges wellrounded, with the rounding carried almost to the deck.The dead rise is nearly constant in the rim. The en-trance is rather full and the run rather flat.The half-model does not show the bulwarks and isto deck only, the keel, skeg, post and head are notshown.Gi\'en by Jack Covacovich, shipijuilder, Back Bay,Biloxi, Mississippi.
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BILOXI FISHING SCHOONER, 1929Builder's Half-Model, usnm 311255
F. B. Walker, James Velich, L. L. ColleThe Biloxi fishing schooners F. B. Walker, JamesVelich, and L. L. Colle were biiiU from this half-model;the first two in 1929-30 at Biloxi, Mississippi. Theywere clipper-bow, centerboard, shoal-draft schoonerswith auxiliary gasoline engines.The half-model shows a hull ha\ing a skeg aft, withstraight keel rabbet forward, but sweeping up aft tothe bottom of the transom, which is raking and wide.The stem rabbet is cur\ed and flaring, and rakes for-ward in the usual clipper style. The sheer is verymarked. The entrance is sharp and the run easy.The midsection shows a slightly rising straight floor,a hard low bilge, and a nearly upright topside. Scaleis % inch to the foot, to produce a schooner about 63feet 6 inches over the rails, 20 feet moulded beam, andabout 4 feet moulded depth, drawing about 4 feet 6inches at post loaded.Given by F. B. Walker, shipbuilder, Biloxi,Mississippi.GULF COAST FISHING SCHOONER, 1929Builder's Half-Model, usnm 311247 Baby AnnThe auxiliary fishing schooner Bahy Ann was builtfrom this half-model by Sideon Krebs & Son in 1929at Pascagoula, Mississippi, for the shrimp fishery.Such schooners were fast sailers and were very stiff,carrying a heavy press of canvas. They were capableof being employed both as fishing and freighting
vessels and were somewhat similar to the New Jerseyoyster schooners.The half-model shows a rather yacht-like center-board schooner of strong sheer, having a roundedstem rabbet, a long thin counter ending in a smalland sharply raking transom, an upright stcrnpost,and a straight keel fairing into the stem rabbet andstem. The mid.section shows a rising straight floor,an easy bilge, and an upright topside. The entranceis sharp and the run is easy and rather flat in thebuttocks.Scale of the half-model is % inch to the foot, tomeasure about 74 feet moulded length at rail, 18feet moulded beam, and drawing about 6 feet fullyloaded, with centerboard raised.Given by Sideon Krebs & Son, shipbuilders. Pas-cagoula, Mississippi.
V-BOTTOM FISHING SCHOONER, about 1906Builder's Half-Model, usnm 311265This model represents a V-bottom schooner builtby Samuel Johnson about 1906 at Apalachicola,Florida, for the Gulf Coast fisheries. Schooners withthis type of hull were used extensively, from 1900 to1915, on the Atlantic Coast from the Chesapeake toFlorida in various fisheries and for oiT-season freight-ing. They usually had longheads, a trunk cabin
aft. and large centerboards. They sailed well.The half-model shows a chine-built hull, to be fittedwith centerboard and skeg, with rockcred keel rabbetsweeping up aft to the bottom of the raking, wide,flat transom. The stem rabbet is curved, with littlerake, and the sheer is strong. The chine in profilehas marked camber; the midsection shows a verymoderate rise of straight floor to the angle of thechine, and the topsides above are straight and flareout a little. The rim is rather short and the entrancemoderately sharp.Scale of the half-model is supposed to be V^ inch tothe foot, indicating a schooner of al)out 46 feet 9inches length on deck, 13 feet 6 inches moulded beam,and drawing about 4 feet at the skeg.Given by Samuel Johnson, shipbuilder, Apalachi-cola, Florida.GREAT LAKES GILL-NET STEAMER, 1880Rigged Model, usnm 55812This model was made to represent an early type ofsmall fishing steamer employed in the gill-net fisheriesof the Great Lakes in the last quarter of the 19thcentury: the type was sometimes referred to as "fishingtugs" because of their similarity to a tug in form andoften in general appearance. They varied from 10to 40 tons register and were single-screw vesselsusually carrying a simple rig and moderate sail-power for steadying purposes. The nets were workedover the stern and bow; the fish were stowed in thefore hold; and a deckhouse and pilothouse werelocated about amidships.The model shows a tug hull having straight keelwith drag; a curved upright stem; an upright postwith round tug-stern; strong sheer; a midsection withrising floor, firm bilge, and upright topside; and asharp, long entrance and easy run. The typical deck-house, rig, and gear are shown. These vessels in1880-85 had one mast, well forward in the eyes ofthe hull, and a gafl used for handling fish or to seta sail to steady the vessel.
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Scale of the model is % inch to the foot; the vesselrepresented would be 61 feet at rail, 11 feet 6 inchesbeam, and would draw about 5 feet 6 inches. Themast was 34 feet above deck, the gaff was 1 5 feet 6inches long, the smoke-stack stood 12 feet above the
rail, and the vessel had a screw 4 feet 6 inches indiameter.Given by U. S. Fish Commission.
BiLoxi Fishing Schooner UnderSail. A builder's half-model(USNM 31 1226) of this vessel, the/. Heidenheim, is in the WatercraftCollection. {Smithsonian photo33463-)
MENHADEN FISHING STEAMER, 1883Rigged Model, usnm 76012 Jemima BoomerThe model is of the menhaden fishing steamerJemima Boomer of Tiverton, Rhode Island, designed es-pecially for this fishery by Dennison J. Lawlor in 1882and launched the following year. She was considereda good example of her type, carrying a large cargo andhaving a speed of 9 to 10 knots loaded. These steam-
ers worked near the land and fished only in goodweather.The model shows a single-screw wooden steamer ofnarrow beam having a straight keel with some drag,an upright and nearly straight stem, vertical post with
k
II
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Paddle-Wheel Fishing Steamer Built in 1885 for Service on the North Carolina Sounds, the Camille.A model of this steamer, USNM 76236, is in the Watercraft Collection. (Smithsonian photo 34648-a.)
round, overhanging stern, moderate sheer, a sharpand long entrance, and an easy run. The midsectionshows a slightly rising straight floor, low and fullbilge, and rather upright topside.The deck arrangement and gear common in thisclass of vessel at the date of building are shown. Adeckhouse, forward, contains a pilothouse and cap-tain quarters. A large main fish hatch is amidshipsand the engine house with stack is aft. Two seineboats are carried in davits at quarters. The model issloop rigged with a loose-footed gaff mainsail and ajib tacked to stemhead ; the rig was only adequate forsteadying the vessel.Scale of model is ]i inch to the foot, to represent a
vessel 110 feet at rail, 17 feet beam, 7 feet 6 inchesdepth, and drawing 7 feet 6 inches at post and 3 feetforward. The mast was 54 feet above deck and 38feet abaft the stem; the gaff was 21 feet long.Given by U.S. Fish Commission.STEAM SEINE BOAT, 1885Builder's Half-Model, usnm 76022This half-inodel was a proposed design for a smallshoal-draft side-wheel steamer, to be named Canvas-back, prepared in 1885 by Past Assistant EngineerGeorge W. Baird U.S.N. The steamer was intendedto operate a drag seine for the U. S. Bureau of Fish-
eries station at Havre de Grace, Maryland, and towork in the shallow waters of the upper ChesapeakeBay. The boat was not built.
The design as shown by the half-model called for ahull having slight sheer, a very long and sharp en-trance, a very short and full run, a straight keel, anupright straight stem, raking post, and an uprightrectangular transom that is wide and very shallow.The greatest beam is at the side wheels and well abaftmidlength. The midsection is formed with a nearlyflat floor, a low, hard, and round bilge, and a slightlyflaring topside. The hull is double ended at thewaterline, and forward it is rather wall sided; close tothe stern, in the quarters, the flare is great.Scale of the half-model is Y2 inch to the foot, thesteamer was to measure 66 feet between perpendicu-lars, 12 feet 6 inches moulded beam, and to displaceIQfi tons. She was to have a HerreshofT patentboiler, two independent-cylinder engines, 10 x 20inches, of 62 indicated horsepower, and 9-foot-diam-eter sidewhcels.The ,Tiodel shows the side-wheel housing and wheel,deckhouse, and mast positions. It is painted anddecorated.Given by U. S. Fish Commission.PADDLE-WHEEL FISHING STEAMER, 1885Rigged Model, usnm 76236 CamilleThe model of the paddle-wheel steamer Camille rep-resents a type of shoal-draft steamer used on CroatanSound, North Carolina, during the last quarter of the19th century, for working immense drag seines and
238
the transportation of the catch to market. TheCamille built at Manteo, North Carolina, in 1885 andowned at Edenton, was considered one of the best forher work on North Carolina waters.The model shows a side-wheel steamer of very lightdraft having a very flat floor, quick bilge, and up-right topside; the entrance is sharp, the run long andeasy, the keel straight, and stem upright. The postis upright and there is a round overhang stern. The
vessel was fitted with wide guards and had a largedeckhouse. In general design these steamers weresmall side-wheel tugs.Scale of model is Yi inch to the foot; the vessel was53 feet long, 17 feet 6 inches beam over guards, and5 feet depth of hull. The deckhouse was 24 feet longand 7 feet high; the stack stood 14 feet above thehouse roof.Given by U. S. Bureau of Fisheries.NEW HAVEN OYSTER DREDGE, 1885Rigged Model, usnm 76239 Jeremiah StJiitbThe oyster dredge steamer Jeremiah Smith was builtat West Haven, Connecticut, for the oyster fishery atNew Haven in 1885 and was one of the largest andfinest of her type when built. She was designed fordredging oysters on Long Island Sound and for oystercultivation on the leased oyster beds. Steam hadbeen employed in this fishery as early as 1874 whena boiler and engine were placed in the sloop Early Bird
to operate dredge-winches, and in 1875 or 1876 ascrew was fitted to this vessel. After that date a num-ber of steamers were designed and built especially foroyster dredging at New Haven; they ranged from 20to 63 tons register, from 50 to 83 feet on deck, andfrom 12 to 18 feet beam. Steam oyster dredges werelater replaced with gasoline-engined and finally withdiesel-powered vessels. However, sailing .sloops,schooners, and sharpies continued to be employed inthis fishery until well into the 20th century.The Jeremiah Smith was a wide and rather shallowsingle-screw steamer having a moderately sharp en-trance, a short and full run, straight keel, uprightcurved stem, straight above forefoot, slight sheer, up-right post, and a round overhanging stern. Theseboats, as in the model, were marked by large deck-house which gave protection to men and gear whenworking on the oyster beds in cold weather. Theywere not fast, 7 to 8 knots was considered sufficientspeed. The dredge gear is shown to scale.Scale of model is Y^ inch to the foot ; the vessel was72 feet long, 24 feet beam, 6 feet draft, 113.38 grosstons, and 66.68 net tons.Given by U. S. Bureau of Fisheries.FISHING STEAMER, 1885Builder's Half-Model, usmm 76286 NoveltyThe schooner-rigged steam fishing vessel Novelty wasbuilt from this half-model at Kennebunkport, Maine,
Steam Schooner Novelty, built forthe mackerel fishery at Kenne-bunkport, Maine, in 1885. In1889 she was sold as a gunboat toHaiti, and was sunk in a collisionin 1 89 1. She is represented in theWatercraft Collection by builder'shalf-model USNM 76286. {Smith-sonian photo 438i/-g.)
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Lines of the Steam Mackerel Schooner Novelty, drawn from mould-loft drawing and checked with builder'shalf-model USNM 76286. In building, the foremast was placed 5 feet forward and the deckhouse was short-ened, with the fore end and the stack 4 feet farther aft than shown.
in 1885 from a design by Captain H. B. Joyce. Thefirst steam vessel in the New England offshore fisher-ies, she was designed for mackerel purse-seine fishing,using a "double-gang" of 40 men eciuipped with twopurse-seines and four seine-boats. The Novelty wasemployed in fishing until December 1889, when shewas sold to Haitian revolutionists, and was said tohave become an important factor in their success be-cause of her speed, being then known as the Jihiiicl.After the revolution she was taken to Philadelphia,
refitted, and, after returning again to Haiti, was sunkin a collision with the Haitian naval ship Dessaliiiesin 1801.This steamer had a long sharp entrance, a long easyrun, straight keel with moderate drag, rather uprightand curved stem, upright post, round tugboat stern,strong sheer, and a flu.sh rail fore-and-aft. The midsec-tion was formed with a rising straight floor, a full andround bilge, and nearly upright topsides. In general,the lines of this vessel were those of a sharp tugboatlengthened out.The Nonelly was rigged as a two-masted "bald-headed" schooner without a bowsprit; the sails car-ried were a boom-and-yaff mainsail, a loose-footedgaff-foresail, and a single large jib. Her mainmastwas well aft; forward of it was the stack with a ratherlong deckhouse ha\ ing the pilothouse on the forwardend.Scale ol lialf-niodel is 'i inch to the foot. TheNovelty was 112 feet 6 inches nioulded length at rail,19 feet 3 inches moulded Ijeain. She drew nearly 9feet at post.Given by Captain H. B. Joyce.
WELLED STEAM LAUNCH, 1890Exhibition Half-Model, usnm 160103This half-model was made from plans by the de-
signer, J. W. Water. na\'al architect, New York, for afishing launch proposed to the U^. S. Bureau of Fish-eries in 1890. It was intended to have a well placedforward in the hull. No launch was built.The boat was to be a caravel-planked hull havingstrong sheer, a straight keel with some drag, curvedand rather upright stem, upright sternpost, and around fantail stern. The entrance and run were longand fine. The midsection was formed with a risingstraight floor, well rounded and rather slack bilge,and a somewhat flaring topside.The model is mounted with keel, stem, and sterndeadwoods, and propeller and rudder; the deck isstrongly crowned; a large oval cockpit, or standingroom, in which was to be the well, is forward; a smallone is abaft the funnel; and another large one is aft.A stub funnel is shown.Scale of the half-model is 1 inch to the foot; thelaunch was to be 38 feet 6 inches long, 9 feet 3 inchesmoulded beam, 3 feet 6 inches moulded depth, andwas to draw about 3 feet 9 inches at post and 2 feet10 inches forward.Given by J. \V. Waters, na\al architect. New York.New York.PACIFIC STEAM FISHING SCHOONER, 1891Rigged Model, usnm 76238 KoyalThis model represents the steam schooner Royalbuilt at Benicia, California, by M. Turner in 1891
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Rigged Model (USNM 76238) ofthe Alaskan salmon fishery steamschooner Royal built at Benicia,California, in 1891. She was em-ployed chiefly in transporting fishto market and to the canneries.(Smithsonian photo ^46gj~b.)
for the Alaskan salmon fishery. She was intendedprimarily for transporting fish to market or to thecanneries. A number of these au.xiliary schooners,of which this model is characteristic, were built aftet1890. They were pole-masted vessels having leg-of-mutton mainsails; the rig was that of the sailingschooners then fishing in Alaskan waters but withless sail area and without light sails.The model shows a sharp auxiliary schooner havingstrong sheer, a straight keel with marked drag, asharp entrance and fine run, a strongly curved andraking stem, an upright post, and an overhanginground stern. The midsection is formed with a risingstraight floor, easy bilge, and a slight tumble-homein the topside. The vessel had a quarterdeck flushwith the top of the bulwarks for about one-third the
vessel's length; on it w^as a rail made of iron stan-chions and wire. Also shown are a deckhouse witha pilothouse at its fore end, a fish hatch, a slidecompanionway to the forecastle, and a boat in davitsamidships on the starboard side.The rig was large enough to permit good sailing,and the screw was therefore two-bladed so that itcould be brought in line with the sternpost under
sail to reduce its drag.Scale of inodel is Jj inch to the foot; the vessel was81 feet at rail, 20.6 feet beam, 8.2 feet depth, and29.54 net tons. The mainmast stood 56 feet abovedeck, foremast 56 feet, bowsprit outboard of rabbet
13 feet, main boom 44 feet long, and fore gaff 16 feet.Given bv U. S. Bureau of Fisheries.FISHING STEAMER, 1S91Rigged Model, usnm 76240 Golden GateThe screw fishing steamer Gulden Gate wasbuilt at San Francisco in 1891 for the local marketfishery. The model represents a type of small sloop-rigged steamer, of which several had been builtafter 1889 for the California coastal fishery, employingthe "parenzeila," a large net towed over the bottom,the Mediterranean equivalent of the otter-tiawl.These steamers were the result of the efforts of Cap-tain Joseph W. Collins to introduce steamers in theAmerican fisheries; his paper "Suggestions for theEmployment of Improved Types of Vessels in theMarket Fisheries, etc.,"' published in 1888, attractedmuch attention among fisfiermen and resulted in anumber of experiments with steamers in New England,California, and elsewhere.The model shows a wooden, keel \essel havingmarked sheer, a sharp entrance of medium length,a long easy run, straight keel with some drag, stemcurved at forefoot but straight above the waterline,upright post, and a round, overhanging stern. Themidsection shows a moderate rise of floor, hard bilge,and a slight tumble-hoine in die topside. The modelhas a long deckhouse with the pilothouse at the fore
241
end. It is rigged with one mast and a loose-footedgaff-mainsail, with a single jib tacked to the stem-head. The steamer was single screw, and the hullgenerally resembled that of a contemporary tugboat.Scale of model is y, inch to the foot; the GoldenGate was 80 feet overall, 18 feet beam, 7 feet depth;length of the mast from deck to truck was 60 feet andof the gaff 20 feet; the foot of the mainsail measured62 feet, luff 36 feet, head 18M feet, leach 59 feet;the foot of the jib measured 15 feet, leach 45 feet,luff 47 feet. The sails were thus large enough tomake this steamer an auxiliary.Given by U. S. Bureau of Fisheries.GREAT LAKES FISHING STEAMER, 1894Rigged Model, usnm 298233 Margaret McCannThe Margaret McCann was built at Grand Haven,Michigan in 1894. "Fish-tugs" of this type were verypopular in the Great Lakes fisheries after 1885.
The model shows a small wooden steamer, in a])-pearance like a small harbor tug, having a straightkeel with drag, a curved and rather upright stem,rounded forefoot, round stern with flaring bulwarks,
vertical post, sharp entrance; and a long, easy run.The midsection is formed with a rising straight floor,firm bilge, and upright topside. The sheer is mod-
erate.The pilothouse, at the fore end of the deckhouse,
is slightly raised, and the whole deck structure isabout one-third the length of the vessel. The modelcarries a small stack, boat stowed upside down onthe deckhouse roof, a tall jack-staff at the bow, andan ensign and signal staff at the after end of thedeckhouse. There is a net gurdy on the port sideof the foredeck, a fish hatch forward of the pilothouse,and a tugboat-type iron windlass at the bow. Fishbo.xes are on the afterdeck.
.Scale of the model is % inch to the foot. TheMargaret McCann was 69 feet between perpendiculars,
Rigged Model (USNM 285032) of the .Ste.\mMackerel Schooner Alice M. Jacobs, built at Essex,Massacliusetts, in 1902. Her register dimensionswere 133' x 24.8' x 12', 221 gross tons, 400 horsepower.{Smithsonian photos: bottom, ^^g^S-e; top, 4^gj6-d.)
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15.2 feet beam, 6.6 feet depth, draft about 6 feet 9inches, and 35.57 gross, 22.03 net tons.Given by U. S. Bureau of Fisheries.STEAM MACKEREL-SEINING SCHOONER, 1902Rigged Model, usnm 285032 Alice M. JacobsThe mackerel-seining steamer Alice M. Jacobs wasbuih at Essex, Massachusetts, in 1902 for Gloucesterowners and was the largest and finest vessel of her typethat had been built in New England. At the time ofher launching she was much admired and receivedmuch pubHcity. but her type was not immediatelycopied; the sailing schooner, and conversions of this
class of vessel to auxiliary gasoline-engine poweredschooners, continued to ])redominate in the fisheryfor many years.The model shows a schooner-rigged screw steamer,narrow and deep, ha\ing strong sheer, a long sharpentrance and long easy run, a straight keel with muchdrag, a curved and raking stem that is almost straightabove the waterline, and an upright post with a round,overhanging tugijoat stern. The midsection is formedwith a sharply rising floor, high easy bilge, and tum-ble-home in the topside.The model shows a small deckhouse and pilothousewell forward, a long, low quarterdeck with funnel justforward of the mainmast, and a seine boat in davitsamidships on the port side. She is schooner rigged,
Rigged Model (USNM 312017) of Diesel SteelTrawler Storm, built at Bath, Maine, in 1936, bythe Bath Iron Works. Her register dimensions were
1 3 1.2' X 25.1' X 1 2.1', 309 gross tons. (Smithsonianphoto 36yio-a.)
with single large jib tacked to stemhead, a loose-footed gaff-foresail, and a gaff-mainsail with boom.A 2-bladcd screw is shown. This vessel wa.s not in-tended to sail well; the rig was mainly for steadyingthe vessel.Scale of the model is ]i inch to the foot; the vesselwas 142 feet at rail, 24 feet Ijeam, and 14 feet depth;the mainmast was 88 feet long, the foremast 82 feet,main boom 48 feet, and main and fore gaffs 24 feet.The Alice M. Jacobs could steam at 10 knots, loaded,in seagoing trim. She was not a very .successful fish-ing vessel economically and was a very costly one tobuild.Given by Captain H. B. Joyce.DIESEL TRAWLER, 1928Plating Half-Model, usn.vi 310972Shaivmtit, Trimount^ William J. O'BrienFrom this jjlating half-model of a steel diesel-pow-ered trawler design three trawlers, the Shaivmtit, Tri-mount, and William J. O'Brien (hull nos. 1419-21),were liuilt in 1928 at Quincy, Massachusetts, by theBethlehem .Shipbuilding Corporation, Ltd. Platingstrakes are marked on the model, which was preparedin the shipyard as part of the drafting operation inmaking plans. These vessels were of the rather full-ended trawler hull model once popular but now re-placed lay sharper and faster vessels of far greaterpower and size.
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The half-model shows a straight keel with smalldrag; a well rounded forefoot and raking straightstem, round stern, upright post, long deadflat, shortsharp entrance, short fine run, and rather straightsheer. A short, raised forecastle deck is shown for-ward. The midsection is formed with a slightly risingstraight floor, a low, hard, round bilge, and a nearlyupright topside.Scale of the hall-model is 'o inch to the foot; the\essels measured 122 feet 4 inches overall, 23 feetmoulded beam, and 12 feet 6 inches moulded depth.Given by Bethlehem Shipbuilding Corporation,Ltd.. Quincy, Massachusetts.DIESEL TRAWLER, 1929-1934Plating Half-Model, usnm 310973Dorchester^ Qjdncy, Winthrop, Dartmouth,Amherst, Cornell, Thomas Whale)i, Atlantic,PlymouthFrom this plating half-model nine diesel-jjowered,
steel trawlers were built at Quincy, Massachusetts,between 1929 and 1934 by the Bethlehem ShipJHiild-ing Corporation, Ltd. The hulls, nos. 1427-29,1433-35, and 1455-57, were named Dorchester,Qjiincv. ]Vinthrop, Dartmouth, Amherst, Cornell, ThomasWhalen, Atlantic, and Plymouth. This model repre-sents a class of small trawlers that today would ijecalled "dragers" in the New England fisheries.The model shows a piece inserted amidships to ex-tend the hull beyond the original design length. Itrepresents a steel trawler hull having a straight keelwith a little drag, straight and slightly raking stem,cutaway forefoot, round stern with an upright stern-post, strong sheer, short and rather sharp entrance,long deadflat, and a short but well-formed run. Themidsection shows a slightly rising straight floor, alow, hard bilge, and an upright topside.Scale of half-model is ]i inch to the foot. The tra\vl-
ers were 110 feel long overall, 22 feet beam and 11feet 6 inches moulded depth.Given by Bethlehem Shipbuilding Corporation,Ltd., Quincy, Massachusetts.DIESEL TRAWLER, 1936Rigged Model, usnm 312017 StOIm
This model is of the diesel-powered steel trawlerStorm, built at Bath, Maine, in 1936 by the Bath IronWorks for the General Seafoods Corporation.
The model shows a modern steel trawler having ashort and rather full entrance and a fine run ofmedium length; the keel is straight with slight drag,the stem curved and raking, and a cruiser sternl)rought up almost round, in plan, at rail. The mid-section has a slightly rising floor, a low and ratherhard bilge, and an almost upright topside.The main deck is flush. .\ short raised foredeckbreaks the sheer right forward; on it is a steel break-water. At the break and on the maindeck is a steelcompanionway. or booby hatch; abaft this are themast and three fish hatches, then the trawl winch,and a long deckhou.se carried to the stern. At thefore end of the deckhouse roof is the pilothouse;abaft this is a stack, a short mast, and two lifeboats.A pair of trawling gallows are on each side.Tne model, made by Carrol Ray Sawyer of Man-chester, New Hampshire, is built of steel from ship-yard plans and is shown complete with trawl wiresro\e off and a trawl net alongside to port. Exceptfor relatively minor details it represents the generaldesign of the more recent New England steel trawlers.Scale of model is ?s inch to the foot. The Stormwas 131.2 feet long, 25.1 feet beam, and 12.1 feetmoulded depth.Gi\'en by General Seafoods Corporation.NEW ENGLAND WOODEN DIESEL DRAGGER,1951Rigged Model usnm 316743 AlbatrossThe wooden dragger Albatross was designed by navalarchitect Geerd N. Hendel in 1946, and a number of
vessels were built on the moulds; among them,between 1946 and 1952, were the Albatross, ll'ildDuck, Pocahontas, and Clipper. The Albatross, built byHarvey Gamage, of South Bristol, Maine, wasrammed and sunk by a tanker while yet new. Thesecraft were approximately 132 tons gross, 89 tons net,79.1 feet tonnage length, 21.9 feet beam, and 11.8feet depth in hold. Diesel powered, they wereintended for the New England trawl fisheries. TheAlbatross was used in red-fish trawling.The model shows the Albatross as built, on a scaleof % inch to the foot. The vessel's length overallwas 90 feet, her extreme beam 21 feet 6 inches, andher draft 10 feet 6 inches. The hull of the model hasmarked sheer, a straight keel with much drag, a wellrounded forefoot, curved and raking stem, nearlyvertical sternpost, and a round stern. The entranceis long and sharp, the run short and rather full. The
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hull may be said to be fairly typical of the class,as is the deck arrangement, consisting of a turtlebackand raised deck forward, a house well aft, and a fishhold amidships.The vessel was schooner masted, but many of thetype are sparred ketch fashion. They are poweredwith 300-400 horsepower diesel engines and have aservice speed of a little over 8 knots.Built for the Museum by Jay Hanna, RockportMaine, from the builder's plans and from measure-ments of the vessel.WHALING SHIP, 1831Builder's Half-Model, usnm 160126Cornelius HowlandThe New Bedford whaling ship Cornelius Howlandwas built from this half-model at New Bedford, Massa-chusetts, in 1851. She was designed for whaling andsailed on her last voyage August 4, 1874, being nippedin the ice north of Bering Strait in 1876 and wrecked.The Hoivland was a clipper-model whaler of slightsheer, having moderately rising floors, easy bilges, arather sharp but short entrance and a long, easy run,a short heavy roimd-tuck stern with upper and lowertransoms, straight keel, upright sternpost, and ratherraking stem, with the bow flaring forward.Scale of the model is ){ inch to the foot; producinga vessel approximately 128 feet long at rail and 27feet 2 inches moulded beam, to inside of plank. The
register dimensions of the Howland were 123 feetlength between perpendiculars, 27 feet 9 inchesbreadth, 13 feet lOJ^ inches depth in hold, and431 ''95 tons; billet head, no galleries, square stern.Given by New Bedford, Massachusetts, Board ofTrade.WHALING SHIP, 1851Builder's Half-Model, usnm 76324 NautilusThe whaling ship Nautilus of New Bedford wasbuilt from this half-model at Fairhaven, Massachu-
setts, in 1851. Reputed a smart sailer, she was re-rigged as a bark in 1859 and was sold foreign in 1881
.
The Nautilus was a clipper-model whaler having ashort and moderately sharp entrance; long, fine nm;a heavy, square round-tuck stern with rather uprightsternpost and upper and lower transoms; slightlyraking stem; rising floors with well rounded bilges;straight keel with slight drag; and slight sheer. Hercapacity was 2400 barrels of oil. each of 31'; Ameri-can gallons.
The model scales approximately 114 feet on railand 27 feet moulded beam; the scale is ){ inch to thefoot. Register dimensions of the Nautilus were lengthbetween perpendiculars 110 feet 9 inches, breadth27 feet Sji inches, depth in hold 13 feet 8% inches,374 '%5 tons; billet head, no galleries.Given bv Gideon Allen.WHALING SHIP, 1853Builder's Half-Model, usnm 160124 ReindeerThe ship Reindeer of New Bedford was built from thishalf-model in Rochester Township, Massachusetts,in the year 1 853. This ves.sel was designed for whalingand represents the superior cla.ss of ships and barks inthis fishery. A "sharp bottom" was required in thesevessels to make them "easy" on their spars, rigging,and hull-structure, when a whale being stripped ofblubber alongside was kept afloat by a strain on the
"cutting-in" tackles. If a whaling vessel had greatinitial stability, any roll caused by a sea would makeher lift the carcass and thus cause massive strains.At the time the Reindeer was designed, speed under
sail was deemed desirable and an effort was made tocombine speed with capacity. This ship was con-sidered one of the swiftest and finest whalers afloatin her time; she was employed largely in the BeringSea whale fishery, for which she was especiallydesigned. In 1 862 her crew were attacked by Eskimosor Indians, and she was abandoned and crushed inthe ice off the north shore of Alaska during September
1 87 1 . .She was ship rigged throughout her career.The half-model shows a wooden clipper-hulledship having much rise in the floor and an easy turnof bilge, the bow moderately sharp and withouthollow, the entrance rather short, the run fine andrelatively long. Above the load waterline the bowflares out a good deal; the stem also flares forwardon the rabbet and the cutwater and head are longand graceful. The stern is wide and square, with avery short overhang, upper-and-lower transoms,round tuck, and little rake in the sternpost. Thesheer is slight, in the fashion of the time. The keelis straight; the vessel sailed with a slight drag.Scale of the model is ji inch to the foot, giving a
vessel 129 feet over the rails, 120 feet 10 inches Cus-tomhouse length, 27 feet 6 inches moulded beam, and18 feet 2 inches moulded depth to inside of plank.Customhouse dimensions were 123 feet 6 inchesbetween perpendiculars, 28 feet 4 inches beam,
4T2S46?aO- 245
^-^
Lines of Whaling Ship Built at Rochester, Massachusetts, in 1853. The Reindeer is an excellent exaiBpleof the clipper-model whalers built for the Bering Sea whale fishery in the 1850's. Lines taken off builder'shalf-model USNM 160 124.
14 feet 2 inches depth in hold, 449^^^5 tons, reg-ister; billet head, no galleries.Given by New Bedford Board of Trade.WHALING SHIP, 1853Builder's Half-Model, usnm 76323 Jireh SwiftThe whaling ship Jireh Swift was built from thishalf-model at Dartmouth, Massachtisetts, in 1853.This ship, one of the superior class of American whal-ing vessels of her time, was noted for her speed andwas a good carrier. She was rerigged as a bark in1857, but on her third voyage was captured and i^urn-ed by the Confederate States cruiser Shenandoah inthe Arctic Ocean near Bering Strait, June 22, 1865.It is claimed that the Jireh Swift would have outrunthe steam cruiser had not the wind failed her. Fast-saUing was required in Bering Sea whaling if a vesselwere to escape being trapped by ice floes after a sudden
shift of wind.The half-model shows a wooden, clipper-hulledship having rising floors and a slack bilge, a sharpbut rather short entrance and a long, fine run. Thesheer is rather straight and the keel is straight fore-and-aft; the vessel sailed with moderate drag to thekeel. The stem rakes forward rather markedly;the sections in the bow show strong outward flare;the sternpost is nearly upright, and the stern is wideand square, having upper-and-lower transoms withround tuck below.The model scales 125 feet over the rails for length,119 feet Customhouse length, 27 feet moulded beam,and 18 feet moulded depth. Scale of half-model is]i inch to the foot. Customhouse dimensions of the
Jireh Swift were 122 feet 9 inches length betweenperpendiculars, 28 feet 7 inches beam, 14 feet 3J4inches depth in hold, and 454^5 tons register;billet head, no galleries.Model is painted, with white band and paintedports.Given by White & Allen, New Bedford, Massa-
chu.setts, 1895.WHALING SHIP, 1854Builder's Half-Model, usnm 160125 OnwardThe whaling ship Onward was ijuilt from this half-model in Rochester Township, Massachusetts, forNew Bedford owners in 1854. The Onward belongedto the clipper-model class of whaling vessels, builtafter 1851, designed to have moderate initial stabilityand sharp ends. A good sailer, the ship w^as verysuccessful. She sailed on her last voyage June 25,1872, and in 1876 was one of a fleet of whalers nippedin the ice north of Bering Strait; there she was aban-doned by her crew before she was crushed.The half-model shows a wooden, clipper whalingship combining sharp lines with great capacity andhaving a rising floor, an easy bilge, a short but sharpentrance, a long and easy run, flaring bow sectionsand stem rabbet, a rather upright stern post, a shortoverhang in the upper-and-lower square transomstern, round tuck, slight sheer, and straight keel witha slight drag. The vessel had a long graceful cut-water with billet head.Approximate dimensions to inside of plank, scaledfrom the half-model, are length over rails about 133feet and beam 27 feet 6 inches. Scale of the model is
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% inch to the foot. The vessel was ship riggedthroughout her career, according to the Register, andher Customhosue dimensions were length betweenperpendiculars 124 feet 2)^ inches, breadth 28 feet 7inches, depth in hold 14 feet 3 J^ inches, and 4603%5 tons.Given bv New Bedford Board of Trade.WHALING SHIP, 1850-75Rigged Model, usnm 25726This model represents an ideal design for a large
sailing whaler, ship-rigged. The name U. S. Grant, onthe model, which was obtained for exhibition pur-poses, is fictional; no vessel of this name appearsamong the whaling fleet.The model is of a clipper whaler having a sharp andshort entrance, a long and easy run, a straight keelwith some drag, a rather upright stem rabbet, and asimplified longhead with eagle figurehead and singletrail knee but no trailboards. The post is upright,with a short counter and raking elliptical transom.Midsection is formed with slightly rising floor, lowand full bilge, and a slight tumble-home in the top-
sides. The bottom is copper sheathed.Model represents a full-rigged ship under topsails,spanker and jilj. with cutting-in stage hoisted out andboats in da\its, to show the vessel cruising for whales;and it has the typical sailing whaler's deck arrange-ment: topgallant forecastle with catheads on it, largewooden windlass on main deck, forecastle com-panionway slide, foremast, tryworks, main hatch,mainmast, pumps, after hatch, scuttle, mizzenmast,box skylight, binnacle, and wheel. Three whale-boats are on davits on the starboard side, one whale-boat and cutting-in stage are to port, and two whale-boats are upside down on gallows between the mainand mizzenmasts.Scale of model is supposed to be ji inch to the foot,for a vessel about 134 feet between perpendicularsand 31 feet 6 inches beam, about the size of some of theauxiliary steam whalers of the 1870's and 1880's.Purchased from C. H. Shute & Son, Edgartown,Massachusetts, 1875.WHALING STEAMER, 1882Rigged Model, usnm 76237 OrcaThis large model represents the bark-rigged auxil-iary steamer Orca built at San Francisco, California,in 1882 for the Pacific and Arctic whaling out of thatport. The largest of her type in the United Stateswhen built, the Orca was one of a number of this type
built in this country during the last quarter of the19th century, and resembles the steam whalers builtin Maine about the same time, among which arc theAlarj and Helen, 1879, which became the exploring
vessel LI. S. S. Rogers; the Relvidere, 1880; the secondMary and Helen, 1882; and the Navarch, 1892; allbuilt at Bath. The first steam whaler under theAmerican flag on the Pacific was the Pioneer, fitted in1865, a former government transport rebuilt andstrengthened. These American steam whalers re-sembled the vessels employed under the British flagand usually Scotch built; notable vessels of this classwere the Bear and Thetis, long part of the Arcticpatrol of the U. S. Coast Guard, and the explorationship Alert of the U. S. Navy.These American-built whaling steamers, similar in
size, model, and rig to the sealing steamers employedon the Canadian Atlantic seaboard, differed frommost of their foreign counterparts in being ciuitesharp (clipper-built), with a very sharp entrance andfine run combined with marked rise of floor. TheScotch-built ships were usually rather flat floored;the last ship of this class was the Antarctic exploringship Discovery, 1904.The Orca was designed and built as the most com-plete vessel of her type; she had a steam digester fordrxing out oil and other apparatus considered newat the time of her building. Like many of her sisters,she carried full sail power and was fast under sail orsteam because of her clipper lines.The Orca was one of a fleet of vessels nipped in theice pack in 1897, off Point Barrow, Alaska, where shewas abandoned, A government expedition was sentduring the winter of 1897-98 to rescue the crews.The model represents a w'ooden, keel, clipper-modelsteam bark having a straight keel with slight drag,raking stem with longhead, upright posts with roundstern of moderate overhang, and medium sheer.The entrance is sharp and the run fine. The mid-section is formed with slighdy rising straight floor, alow full bilge, and a slight Uimble-home in the top-
side. This vessel had a much flatter floor than hadmost American steam whalers; her form resemblesthat of the first Mary and Helen, whose lines probablyguided the designers of the Orca. The model has adeckhouse and a steam windlass forward, pilothousejust forward of stack at break of high quarterdeck,wheelhouse at stern, quarterdeck flush with rail andwith stanchioned rail around it; she carried sevenboats on wooden cranes, or davits and two boats onfore deckhouse.
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Scale of the model is ,': incli to the foot. The Orcawas 177 feet between perpendiculars, 32 feet 6 inchesbeam, and 18 feet 11 inches depth; her net tonnagewas 462.39 and her nominal horsepower 280. Bow-
sprit outside knightheads was 28 feet long. Foremastabove deck 51 feet, fore topmast 40 feet, topgallantmast and royal in one 42 feet, fore yard 59 feet 9inches, lower topsail yard 51 feet 6 inches, uppertopsail yard 49 feet 9 inches, topgallant yard 40 feet,royal \'ard 31 feet. Mainmast aijove deck 52 feet3 inches, main topmast 40 feet, topgallant and royalmasts in one 42 feet, main yard 62 feet, lower topsailyard 51 feet 9 inches, upper topsail yard 50 feet6 inches, topgallant yard 41 feet, royal yard 31 feet6 inches. Mizzenmast above deck 47 feet, mizzentopmast 48 feet 9 inches, spanker boom 38 feet,spanker gaff 27 feet. Stack was between main andmizzen masts and stood 16 feet 6 inches above itshousing.The On a, at 177 feet between perpendiculars, canbe compared with the first Mary and HeUn, which was134 feet between perpendiculars, 30 feet 9 inchesbeam, 16 feet 10 inches depth of hold, displaced 496tons light, 1002)^ tons at full load, and drew 16!^ feetat post. A design prepared for a whaler built atBath, Maine, in 1880 showed dimensions of 142 feet9 inches in length between perpendiculars, 27 feet6 inches moulded beam, 16 feet 6 inches depth ofhold, draught of about 17 feet 6 inches at post withfull load and nominal horsepower was 250.In most of these American whalers the propellercould be hoisted into a well in the counter when imder
sail, and also to protect it when in the ice pack. Inthe Orca the screw was 2-bIadecl, so as to be turned inline with the stern and rudder posts when the vesselwas under sail or in the ice, but in general the liftingscrew was favored in this class of vessel.These steam whalers were heavily planked andceiled and were sheathed outside from keel to wellabove the waterline with oak or greenheart, wellmetalled, particularly forward. Internally they werecrossbraced in the hold and well kneed; and at bowand stern the timbering was particularly heavy. TheOrca shows the very raking stem of the ice-workingwhalers; this was first introduced in sailing Arcticwhalers about 1850 to improve their ice-working
ability. This stem allowed the vessel to slide up andout on the edge of the ice enough to bring its weightinto play to break ice.Given by U. S. Fish Commission.
FISHERIES RESEARCH STEAMER, 1880Rigged Model, usnm 39422 Fish HawkThe Fish Hawk was the first fisheries research steamerbuilt in the United States; she was designed by CharlesW. Copeland, consulting engineer of the U. S. Light-house Board and was built by Pusey & Jones Co., Wil-mington, Delaware, for the U. S. Fish Cf)mmission,being commissioned in 1880. Designed primarily forcoastal fisheries research in relatively shoal water, andnot for offshore, cleep-sca work, she \\"as considereda verv fine research vessel when built.
Whaling Steamer Orca, built atSan Francisco, California, in 1882.The largest of her type when built,and most completely fitted, her
register dimensions were 177' x32'6" X i8'i i", 462.39 net tons,280 horsepower. Abandoned offPoint Barrow, Alaska in i88g.Rigged model USNM 76237.{Stnithsonian photo 26y38-h.)
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U.S. Fish Commission Iron Twin-Screw Steamer Albatios.Rigged model USNM 1604 14. {Smithsonian photo -'451.) the second vessel built lor fisheries research.
The model shows an hon, twin-screw, fore-and-aftschooner-rigged steamer, wood-sheathed to the main-deck and coppered. She had sHght rise of floor, a lowand rather hard bilge, and an upright topside; herentrance is long and sharp and the run is of mediumlength and easy; straight keel, upright post and round
stern, straight stem, and raking and flaring bow.Above the maindeck the Fish Hawk's structure wasentirely of wood. She had a hurricane deck extend-ing the full length of the hull; on it were located thepilothouse, captain's quarters, and laboratory. Shehad four watertight bulkheads and one nonwater-tight, and a portion of her main deck was fitted forhatching, with tanks and apparatus particularly de-signed for this purpose. She was also fitted for dredg-ing and the exploration of oyster beds.Scale of model is % inch to the foot. The vessel was156 feet 6 inches overall, 146 feet 6 inches on the7-foot (load) waterline, 27 feet moulded beam, 10 feet9 inches depth of hold, and 6 feet S'o inches mean draft.Given by Pusey & Jones Company Wilmington,Delaware, shipbuilders.
FISHERIES RESEARCH STEAMER, 1882Rigged Model, usnm 160414 AlbatrossThe iron twin-screw steamer Albatross was designedby Charles W. Copeland and built by Pusey & JonesCo. at Wilmington, Delaware, in 1882 for the U. S.Fish Commission. The second and largest vessel thenbuilt in the United States for fisheries research, she wasequipped with all appliances known for this work;she was fitted for sounding and dredging, and in e\eryway was especially designed for her emploNonent.She was an iron, brigantine-rigged, twin-screwsteamer havijig medium sheer, a sharp entrance, mod-erately long and well formed run, straight keel,upright post, round stern, and raking and flaring stem.Her midsection was formed with a slightly risingstraight floor, a low easy bilge, and an upright topside.She had six watertight bulkheads, a poop cabin ex-tending 30 feet forward of the sternpost, a deckhouse83 feet in length and 13 feet 6 inches wide, with pilot-house and stack on it. and a topgallant forecastle 44feet long.
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Scale of the model is V, inch to the foot. The Alba-tross was 324 feet long overaU, 200 feet on the 12-foot(load) waterline, 27 feet 6 inches moulded beam, and16 feet 9 inches depth inside. Her displacement ton-nage on 12-foot draft was 1,000 tons, and her registertonnage 400 net tons.Given by U. S. Bureau of Fisheries.TANCOOK WHALER, about 1910Builder's Half-Model, usnm 311598This half-model was made by O. B. Hamm, Ma-hone Bay, Lunenburg County, Nova Scotia, to repre-sent a "Tancook whaler" of about 1910.The model represents a double-ended clipper-bowcenterboard schooner, 37 feet long, of the type builtat Tancook Island in Mahone Bay on the southeastcoast of Nova Scotia from about 1890 to about 1910.Three boats are supposed to have been built from thismodel. The whalers ranged from about 26 to 45 feetin length and were noted for their speed and sea-worthiness, being used in the shore fisheries at Ma-hone Bay and its vicinity. Now e.xtinct as a type,they were replaced about 1910^12 by boats mod-eled on the fishing schooners. Though early boatsof this type were lapstrake planked, the half-modelrepresents a caravel, or "set work," planked hull,having a straight plank keel wider in the middle thanat the ends, with much drag, a very raking sternpost,raking clipper bow with small gammon-knee head,strong sheer, and sharp stern. The entrance and runare both hollow and very sharp, the run sharper thanthe entrance. The midsection shows very hollowgarboards, a rising floor, and a high and moderatelyhard bilge with slightly flaring topsides.These boats were half-decked; a cuddy was underthe foredeck. They had an iron centerboard and wererigged with two pole masts, schooner fashion. They
set a single jib to a stayjon a short bowsprit, and had aloose-footed gaff-foresail, the clew of which overlappedthe mainsail, a gafT-mainsail and a main-topmast or
"fisherman's" staysail set to the mainmast pole head.Scale of the model is % inch to the foot; 37 feetmoulded length at gunwale, 9 feet beam, 4 feet draftat post, and 2 feet 3 inches forward.Given by George Stadcl, Jr., naval architect, Stam-ford, Connecticut.QUODDY BOAT, 1880Builder's Half-Model, usnm 54478This half-model represents a large fishing boat fromPassamaquoddy Bay, Maine, of a type sometimes
.S.\RDiNE Carrier of the smaller size in use at East-port, Maine, in the i88o's. This type was known asa quoddy boat, after Passamaquoddy Bay, Maine.Rigged model USNM 12099. {Smithsonian photo45605-]-)
called '"Quoddy boat" but more generally called
"pinky" locally, though it does not have the pink sterntisually associated with the pinky schooner in NorthAmerica. These boats were employed in the localherring fishery for attending the weirs and carryingfish to the factories. The boats were double-endersand varied in length from about 20 to 40 feet on deck.Boats from 20 to 28 feet in length usually had one mastand a single gaff-sail. These, as late as 1890, wereclench built, as a rule. They .sometimes had a smallbowsprit, built to unship, on which was set a smallflying jib. The larger boats were caravel built; theywere sloop rigged and had a standing bowsprit, gaff^mainsail, and one large jib hanked on a stay. Theyalways had a cuddy in a small trunk cabin forward, a
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Qt'ODDY Boat Yankee Hero, 1889. Rigged modelUSNM 76266. An average size boat of her type, shewas built to carry sardines from the weirs to thecanneries. The builder's half-nnodcl of this boat isU.SNM 76293. (Smithsonian photo 4^6g6~g.)
large fish hatch amidships, and a standing well, orsmall hatch, right aft for the helmsman.The Quoddy boat was noted for its seaworthiness,and this half-model represents one of the larger class.It shows finer lines than w^ere usual in this type. butrepresents a typical boat from the builder's yard, andthe boats built from it were said to be among the
swiftest of the type.The model shows a double-ended, keel hull haxingstrong sheer, a raking and somewhat cursed stem, araking straight post, the keel straight and with muchdrag, the greatest beam slightly forward of mid-length, a sharp entrance, and a long, well formed run.The midsection has a straight, rising floor ending in ahard turn of bilge and rather vertical sides. There ishollow in the sections fore and aft, with the mostmarked hollow in the after sections, near the post,which are strongly S-shaped.
Scale of the model is % inch to the foot, giving aboat about 37 feet 3 inches on deck, 12 feet 9 inchesmoulded beam, 5 feet 8 inches moulded depth, anddrawing about 5 feet 3 inches at post and 3 feet for-ward. These boats were usually ballasted with ironore obtained locally.Model made at Eastport, Maine, about 1880 andgiven by Albert Hallet, boatbuilder, Eastport, 1882.QUODDY BOAT, 1880Rigged Model, usnm 12099This model represents the smaller cla.ss of Quoddyijoat, as Iniilt by the donor, Albert Hallet of Eastport,Maine, about 1880. These ijoats, which rangedfrom 20 to 28 feet in length, were cat-rigged with asingle gaff-sail. Most were lapstrake planked but inlater years caravel planking became fa\orcd in all
sizes of the Quoddy Ijoat.The model is cataloged as being on a scale of li inchto the foot, and this produces a large boat for the rig,35 feet at gunwale and 12 feet beam, with the lengthof mast 39 feet 6 inches. On a scale of Y^ inch to thefoot, the boat would be 23 feet 5 inches at gunwaleand 8 feet beam, with the length of mast 26 feet 4inches. It is probable that the model was on thelatter scale.The model shows a caravel-planked, keel, half-decked, sailing boat having a straight keel with muchdrag, sharply raking straight sternpost, curved andraking stem, much sheer, sharp entrance, and sharperrun. The midsection is formed with a rising straightfloor, firm round bilge, and slightly flaring topside.The mast stands well forward, with heel over the foreend of the straight keel; it has marked rake. The gaffis rather short and has a single halyard. Deck ar-rangement shows a forward cuddy deck enteredthrough a slide hatch just aliaft the mast, and abaftthis the boat is open, with the washboards along the
sides having low coamings. The open portion isfitted with pen boards and hatch boards forward toform standing and fish rooms. Chock rails are lo-cated near the bow and stern. In summer weathersome of these single-sail boats set a flying jib on aplank bowsprit that could be readily unshipped.Given by Albert Hallet, boatbuilder, Eastport,Maine.QUODDY BOAT, 1889Builder's Half-Model, usnm 76293 Yankee HeroThe Quoddy boat Yankee Hero was built from thishalf-model by J. Brown in 1889 at Lubec, Maine, for
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Fitted with fi\-e thwarts and a horseshoe-shapedstern seat with backboard. It is fitted to steer with atiller; but is not fitted for sail.Scale of model is 2 inches to the foot, for a boat 22feet at gunwale. 6 feet 3 inches Ijeam, about 3 feet keelto gunwale amidships, with oars 14 feet 6 inches long.Given by Cragin & Sheldon, boatbuilders, Boston,Massachusetts.MAINE PEAPOD, 1883Rigged Model, usnm 56864The Maine peapod was a double-ended rowing-
sailing boat developed about 1870 at North Haven,Maine, for use in the lobster fishery. The buildingof this type of boat finally centered at Jonesport,Maine, and it became well-known on the Maine coastas a safe and handy small rowing boat. The typewas built lapstrake. caravel, or strip planked; andthere was much \-ariation in the model; but the boatswere commonly around 1 5 feet long, though a feww-ere as long as 18 feet. This model is of a type alsoemployed by lighthouse tenders on the Maine coast.Many peapods, though primarily a rowing tvpe, werefitted to sail.The model shows a double-ended, lapstrake-planked, keel, open rowing-sailing boat having astrong sheer, straight keel with some drag, a curvedand upright stem and stern, with rudder mounted onpost, and a sharp entrance and run. The midsectionis formed with a rising straight floor, firm round bilge,and flaring topside. Cat-rigged with a single gaff-
sail having a single halyard from an iron crane atmasthead. The boat has two thwarts widely spaced
so that the amidships is left clear to handle lobsterpots. These boats were often rowed standing, andfor this long-shanked iron oarlocks were fitted.Scale of the model is 1 inch to the foot, for a boat15 feet at gunwale, 4 feet 6 inches beam, 1 foot 6 inchesdepth, fitted with a 14-foot mast 14-foot boom and6-foot gaff.Given by U. S. Fish Commission.JONESPORT PEAPOD, 1885Rigged Model, usnm 57561This model represents a type of peapod once popularat Jonesport, Maine, and employed in the alongshorelobster fishery, working among the ledges where alarge boat would be in danger. A burdensome boat,with fine ends, the type is said to ha\e been swift,having been modeled particularly for sailing, but itwas also capable of being rowed easily. The model
shows a double-ended, keel, lapstrake, open boathaving strong sheer; a sharp entrance and run, thelatter the finer of the t^vo; a straight keel with muchwood outside the rabbet and some drag; a straightraking sternpost with rudder hung on it; a curved andrather upright stem; and the midsection with slightlyrising straight floor, low round bilge, and flaringtopside. The two thwarts arc widely spaced to makeroom amidships for lobster pots. The mast thwart iswell forw-ard. Rigged with the single loose-footedspritsail common to the type.Scale of model is 1 inch to the foot, for a boatmeasuring 1 5 feet over gunwales, 4 feet 9 inches beam,and 1 foot 10 inches depth, mast 13 feet long and11 feet 6 inches above its thwart, and spritsail 12 feet6 inches long. Fitted with thole-pins and one pairof oars.Model gi\-en by U. S. Fish Commission.MUSCONGUS BAY SLOOP, 1880Rigged Model, usnm 55795This model represents a class of centerboard sloopsonce employed in the \icinity of Muscongus Bay,Maine, in the shore and lobster fisheries. ^Vith clip-per bow and counter stern, they were originalh' built
at Friendship, Bristol, and Bremen, Maine, but thebuilding of the type spread along the coast in the1880's and 1890's. These sloops were the forerunnersof the better known Friendship sloops, which theyresembled in rig and abo\-e-water appearance. TheMuscongus Bay sloops were built with either caravelor lapstrake planking on the same model, and thisrigged model, though finished cara\'el, was evidentlyintended to represent a lapstrake boat, judging bythe model builder's use of a lower moulding on thesheer strake. These boats, which had a fine reputationfor speed and seaworthiness, ranged in size from 16to about 26 feet length at gunwale and carried a jib-and-mainsail rig.The model shows a rather deep centerboard sloophaving a straight keel with some drag, raking post andshort counter stern ending in a raking V-shapedtransom (sometimes this was elliptical), and a rakingstem with a simple longhead supported by trail knees.The midsection has a sharply rising straight floor, aneasy round bilge, and an upright or slighdy flaringtopsides. The entrance is long and sharp, the runwell formed and of moderate length, and the sheervery strong. Small boats had an oval cockpit; thelarger boats, as shown in the model, had a trunk cabin.These boats usuallv had live wells on each side of the
472S4G?60- -IS 253
centerboard case, and the stone ballast was flooredover in the cockpit.Scale of model is 1 inch to the foot, producing a boat26 feet at gvniwale, 8 feet beam, mast 25 feet 6 inchesabove deck, bowsprit 6 feet outside rabbet, main boom25 feet 9 inches, and gafT 15 feet. The model repre-sents a large boat of the type.Model by U. S. Fish Commission. Restored byMerritt Edson, 1958.MAINE HAMPTON BOAT, 1879Builder's Half-Model, usnm 54484This model represents a small, lapstrake, 2-mastedcenterboard Hampton boat, a type once popularamong fishermen on Casco Bay and along the coastto Muscongus Bay. The half-model, one of the
earliest of this type that has been found, is of a boatbuilt some time prior to 1879 at Phippsburg, on thelower Kennebec River, and intended for the inshorefisheries at the mouth of that river. These boats hada great reputation, in the period when sail was usedin small fishing craft, for being swift, close-winded, andseaworthv. Thev received their name from the old
double-ended boats of the type originated at HamptonBeach, New Hampshire; they do not, however, re-semble the old double-ender, being an entirelydifferent form of ijoat. As fishing craft they had longwash boards and, except for a very short stern deck,were rarely otherwise decked, but when built forpleasure craft they had an oval cockpit and a longforward deck. The planking was usually lapstrake,but caravel planking was sometimes employed, andby 1890 was replacing clench work. Typically theyhad two thwarts with the centerboard case between,oval coamings, a platform over stone ballast, standingrooms formed by pen boards, a fish room amidships,and were fitted with oars and locks or tholes. Whengasoline motors first came into use, many Hamptonboats, because of their peculiar form could readily beconverted from sailing craft to launches. Theycarried two spritsails, the foresail the larger. Theforemast was stepped close to the bow and the foresailhad no boom, overlapping the mainsail slightly andsometimes with a short club at the clew; the shorter ofthe two masts, the mainmast, was stepped close abaftthe centerboard case; the mainsail had a boom.
Muscongus B.w Sloop, i88o. Atvpe of centerboard boat used onthe Maine coast in the vicinity ofMuscongus Bay. It was a fore-runner of the later and betterknown Friendship sloop. Riggedmodel USNM 55795. (.Smith-sonian photo 4^606-c.)
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Both masts were supported by the thwarts, and the
sprits were relatively long, so the sails as a rule hadpeak. Some boats carried a short plank bowspritthat unshipped; on this a small jib was set flying inlight winds. There were variations in the rig ofHampton boats on the Maine coast, but the onedescribed was by far the most common.The half-model is of an open, centerboard boat, lap-strake planked, the plank keel is wide alongside thecenterboard and tapered toward bow and stern; it isstraight in profile and extends only a little outside therabbet. The keel has much drag; the stem is slightlyrounded and raking; the sternpost is raking, with aflat, raking transom and the rudder hung outboard;the sheer is strong, the midsection shows a hollow,
rising floor, a high and hard bilge, and a nearlyupright topside; the entrance is long and very sharp;and the run is rather short but very well formed.Model has been repaired and a lift added belowthe plank keel by error, it being supposed that the
wide, moulded plank keel was the top of a missing lift.
MAINE HAMPTON BOAT, 1880Rigged Model, usnm 57032This model represents a variati(jii in the MaineHampton boat type once employed at MatinicusIsland, Maine, in the shore and lobster fisheries.Unlike most boats of the type, the Matinicus Islandboats had a single mast. Swift sailers and good seaboats, they were usually lapstrake planked. Theywere fitted to row, and some towed a small skiff whenlobstering.The model shows a Maine Hampton boat hullhaving a centerboard, side decks, strong sheer, straightplank keel with some drag, nearly straight and up-right stem, raking post, short counter ending with araking elliptical transom, long and very sharp en-trance, and a long and very fine run. The midsec-tion shows a rising floor with hollow at the garboard,a firm round bilge, and a slight tumble-home in thetopside. The model appears unusual in having acounter; most contemporary descriptions and somehalf-models show that these boats commonly had a
Plan of a Maine Hampton Bo.\t of 1879, Built at Phippsburg, Maine. Lines taken off builder's half-modelUSNM 54484, the oldest of the type yet found.
This model is less sharp at deck forward and not sowall sided forward as later boats of this type whosehalf-models are in the Watercraft Collection.Scale of model 1 inch to the foot, for a boat meas-
uring, to inside of plank, about 21 feet 10 inches atgunwale moulded length, 7 feet 11 inches mouldedbeam, 3 feet 9 inches moulded depth, rabbet to gun-wale, 22 feet 5 inches overall length, and 3 feet 9inches draft at post.Given by Charles H. Mclntire, Phippsburg, Maine,1879.
flat, raking, and rather heart-shaped transom withthe rudder hung outboard. The rigged model some-what resembles the builder's half-model (usnm311150, p. 257) of the Egretta, which has a counter.The model shows a U-shaped seat at the stern,ballast platformed over, and a fish-room made withpen-boards amidships. The rig is that of a spritsailjib-and-mainsail boat, with a large rather square-headed spritsail having no boom but a short clubat the clew, and a jib set up on a bowsprit.Scale of the model is 1 inch to the foot; for a boat21 feet at gunwale, 6 feet 3 inches beam, 3 feet 6
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Maine Hampton Boat Under Sail, about 1890.{Photo courtesy Albert Barnes and the Mariners' Museum,J\ewport News, J'irginia.)
inches depth, 3 feet draft with ijoard raised, bowspritoutboard of stem 5 feet 6 inches, mast 20 feet 6 inches,sprit 16 feet, and club 2 feet 6 inches.Given by U. S. Fish Commission.MAINE HAMPTON BOAT, 1883Rigged Model, usnm 57031This model represents a variation of the MaineHampton boat from Monhegan Island. It differsfrom boats of this class in other areas of its rangein having the counter stern and elliptical transomseen in half-model usnm 57032 instead of the usualhull profile shown in half-models usnm 54484 and311151; probably the counter was employed mostcommonly when these boats were built as pleasurecraft.The model shows a vessel with a sharp entrance,the greatest beam on deck well abaft midlength andthe run long and fine. The sheer is marked, thekeel is made of plank tapering each way from amid-
ships, where it is widest, and straight in profile withstrong drag. The post is raked and there is a counterof moderate length finishe'd with a raking ellipticaltransom like that of a contemporary fishing schooner(usually, the::e boats had a raking flat heart-shapedtransom, with the rudder hung outboard). Thestem is upright and bold. The midsection shows arising floor, very hollow at garboard, a high andhard bilge, and an upright topside, the forwardsections near the bow markedly wall sided, while
aft the sections are strongly Y-shaped.The rig shown consists of two spritsails, the foresailthe largest and loose-footed. The mainsail is boomed.Many boats, as in the model, were fitted with a lightbowsprit that could be imshipped; on it was seta jib in fine weather.Scale of the model is 1 inch to the foot. The boatrepresented is about average in size for her date
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20 feet 6 inches at gunwale, 6 feet beam, 2 ftet 9inches draft with centerboard raised, mainir.ast
al)o\-e thwart 1 3 feet 6 inches, foremast above thwart19 feet, bowsprit outside rabbet 5 feet, main boom9 feet. The boat shows the typical arrangementdescribed under half-model usnm 54484.
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This model was obtained at Friendship Maine,1883, from FrankHn Thompson, and was given byU. S. Fish Commission. Restored by Merritt Edson,1958.MAINE HAMPTON BOAT, about 1900Builder's Half-Model, usnm 311150 EgrettaThe Hampton boat Eoretta was built from this modelby Frank Johnson at Bailey's Island, Maine, about1900, and anotiier boat was later built from hermoulds.The model, which represents a somewhat largerHampton boat than was usual in Casco Bay, is madeto a scale of Y^ inch to the foot, giving a vessel 27 feet2% inches overall, 8 feet 6^2 inches moulded beamand 8 feet 7,'4 inches extreme beam, and drawingabout 2 feet 9 inches with centerboard raised. TheEgrelta carried the usual Hampton boat 2-mast sprit-
sail rig without jila. The boats from this model wereclench-built.The half-model shows the overhanging counterwhich some Hamptons had as early as 1882; it repre-sents moulded lines and shows the exaggerated sharp-
ness of the bow at plank-sheer that usually character-ized the Casco Bay Hampton boat. The entrance islong and sharp with rather wall-sided sections wellforward and the greatest beam at the gunwale wellabaft midlength, but moving forward at each levelline in the model as the rabbet is approached; thetotal shift of greatest beam between the lowest lift, orlevel line, in the model and the greatest beam at gun-wale being 4 feet 6 inches toward the stern. The runis long and very fine, beginning well forward of amid-
ships. The stem profile is rounded and the sternpostand transom both rake, the transom, which has thegreater rake, is somewhat U-shaped and flat across.These boats had foredecks 8 feet long and after decks4 feet long; the side decks were about 12 inches, withthe cockpit thus formed having a low oval coaming.The rudder post came up through the counter in theafter deck. This model shows the last developmentsin the Casco Bay sailing Hampton boats.Given by Frank Johnson, Bailey's Island, Maine,1936.MAINE HAMPTON BOAT, 1900-01Builder's Half-Model, usnm 311151This half-model represents two boats, said to havebeen smart sailers, built at Orr's Island, Maine, for
the Casco Bay fishery. They were modeled by Her-bert Wilson and built by Dennis Wilson, it is believedin 1900-01.This half-model represents the common type offishing Hampton boat of Casco Bay, having a straight,rather upright stem, and a raking post and flat tran-som with the rudder hung outboard. The sheer islively and the keel is a plank on the flat, wide amid-ships and tapered toward each end. The centerboardis slightly forward of midlength. The mid.section hashollow floors and a firm bilge, the forward sectionsbeing rather U-shaped; the run is long and extraor-dinarily fine, beginning well forward of amidships.The greatest beam at gunwale is well abaft mid-length, but moves progressively forward as the lifts, orlevel lines, approach the rabbet; this is an exaggerated
shift, the distance from greatest beam at gunwale tothat at the lowest level line being about 10 feet.Scale of the model is % inch to the foot, to repre-sent the moulded form of a boat approximately 22feet long, 1){ feet beam, and drawing nearly 3 feetwith centerboard raised.Given by Dennis Wilson, Orr's Island, Maine, 1936.NEW ENGLAND BOAT, 1876Rigged Model, usnm 26585 Little MaudThis model represents a variation in the Hamptonboat that was once common on the New Englandcoast from Massachusetts to eastern Maine. This
style of Hampton boat, with its caravel-planked hull,had a short vogue. The hull had much the appear-ance of the contemporary fishing schooner, whichprol^ably influenced the type. It reputedly sailed welland was seaworthy. Boats of this model but with flatheart-shaped transoms and rudder outboard, and withrather upright, straight stems and lapstrake hull,were once ired at Rockport, Massachusetts, foi thelobster fishery.These vessels had a strong sheer, straight keel withsome drag, raking straight or flaring stem, raking post,and V-shaped transom with rudder post through itsheel, or a very short counter with elliptical transom.The entrance was sharp, long and often rather hellow
at the forefoot. The run was long and very fine. Themidsection was farmed with a straight, rising tloor,high and moderately high bilge, and tunible-home inthe topside.The model shows a long foredeck, oval cotkpii,orstanding room, short after deck; steering witli a tiller.The rig is that of the Haniplon boat?two spritsails,
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the foresail the larger and loosefooted, the main withboom.Scale of model is 1 inch to the foot; this boat was 19feet 2 inches at gunwale, 6 feet 6 inches beam, fore-mast 13 feet 6 inches above deck, mainmast 12 feet 9inches above thwart. The bald clipper bow of themodel was very popular in small New England fishingboats, between 1865 and 1885, even when no bow-
sprit was employed.Given by Johnson & Young, lS7f). Restored byMerritt Edson, 1958.GLOUCESTER WATERBOAT, 1883Rigged Model, usnm 56937 Aqua Pura
Cat-rigged keel waterboats of the type illustratedby this model were used to supply the fishing schoonersat Gloucester, Massachusetts. Water was carried inwooden tanks below deck amidships and some boatsalso carried ice in a hold abaft the tanks. Water wastransferred by manually operated force-pumps placedon deck. The boats ustially had no cabin or trunk,as they did not leave the harbor and usually had a
Gloucester Waterboat AquaPura, built in 1883. This riggedmodel, USNM 56973, shows verywell the typical deck arrangementand rig. {Smithsonian photo ^^6y-j-m.)
permanent station at a wharf, leaving only uponrcc[ucst to supply a vessel with either water or ice.The boats, which ranged in length hum about 35 to45 feet, usually carried two men and were handv
craft, designed to work among the wharves and in thecrowded slips and harbor. Most of the waterboatswere built at Essex, Massachusetts; similar boatswere also employed at Boston to supply its fishingfleet.The model represents a waterboat having a sharpand moderately long entrance, a rather short butwell formed run, straight keel of moderate drag andwith a skeg and more than average deadwood outsidethe rabbet, flush decked and with log rail, moderatedraft, good sheer, upright curved stem, and a roundfantail stern like that of a tug. The midsection showsa rising straight floor carried well out, a firm, roimd
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bilge, and an upright side with heavy guard at gun-wale. The mast is stepped right forward. A hatch isshown on port side to the Ibrehoid. a hatchway totanks amidship, pumps, and a cockpit for the helms-man. There arc heavy mooring cavels along the deck
at rail for tying the boat to vessels when supplyingthem.Scale of the model is 1 inch to the foot; the vesselrepresented was 37 feet on deck, 12 feet Ijcam, lengthof mast above deck 39 feet, boom 37 feet, and gaff16 feet.Given by U. S. Bureau of Fisheries.PURSE-SEINE BOAT, about 1875Rigged Model, usnm 25826This model is of a purse-seine boat of the form em-ployed in the New England mackerel fishery about
The model is painted in the style of 1875, brightgreen bottom, white topsides, sheer strake set of!" withbeading, red and yellow.Scale of model is 1 inch to the foot, for a boat 36feet long, 8 feet beam, depth amidships 2 feet 6 inchesand at ends 4 feet 6 inches, length of oars 12 feet andof steering sweep 18 feet.These boats rowed easily, turned quickly, and couldbe towed at speeds of 10 to 12 miles per hour withsafety. Later boats were fuller forward at gunwaleand more straight-sided in plan.Gi\en liy U. S. Fish Commission.NEW ENGLAND SAILING DORY, 1882Rigged Model, usnm 160179This is a model of the sailing dories once employedin the shore fisheries in the vicinity of Rockport. Massa-
New England Sailing-Rowing Dory, 1880-83, Employed in the Shore Fisheries. Rigged model USISTM160179, with centerboard case abaft the second thwart. These boats were rigged with one mast and a spritsailand jib or with two masts and leg-of-mutton sails. (Smithsonian photo ^^SgS-c.)
1875-80. It is said that the boats were developedfrom whaleboats and were at first 28 feet long. Thelength was increased to 35 to 38 feet in 1875 and to 40feet in 1882. The lioats were lightly but stronglybuilt and in general, resembled burdensome whale-boats except that the seine boat was usually wider aft,to carry the seine near the stern.The model shows a double-ended, caravel-planked.keel, open boat having slightly rockered keel, curvedstem and sternpost, strong sheer, the hull wide andfull at gunwale aft and sharper forward, and an easyand sharp entrance and run, the latter the fuller. Themidsection shows a slightly rising floor, easy turn ofbilge, and a slightly flaring topside. Fitted with row-locks, purse seine, pursing gear, oars, oar holders, pump,towing link, six thwarts, roller, and the usual gear of amackerel seine boat about to leave the schooner.
chusctts. They were rigged with a sprit-mainsail anda jib tacked to the stemhead, but some of the CapeAnn dories in the 1890's used a leg-of-mutton main-
sail instead of the spritsail. These boats, consideredfast and seaworthy for their size, were worked by oneor two fishermen for short periods, but in exposedwaters.The boat represented was of the dory type having anarrow fliat bottom with some fore-and-aft camlier, araking and very slightly curved stem that is straighterthan usual in this type of vessel, a raking "tomb-stone" transom with rudder hung outboard, strongsheer, and a sharp entrance and run. The lapstrake-planked topsides are heavily flaring and nearly
straight. The model shows a centerboard amidships,washboards along the sides, a short bow deck withcoamings, three thwarts with pen boards, and oars.
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The mast step and clamp are not shown, and the
rig is omitted.The scale of the model is 1 inch to the foot, giving adory 23 feet on the gunwales, 5 feet 3 inches beam,and 2 feet depth.Given by Captain J. \V. Collins.NEW ENGLAND SAILING EXDRY, 1880-83Rigged Model, usnm 57573This large rigged model represents a class of rowing-
sailing dories once common in the New England shorefisheries, particularly in the vicinity of Cape Ann,Massachusetts. They had the reputation of beingseaworthy and swift. The range of length was fromabout 17 feet to 24 feet at gunwale; the boats werefitted with centerboards and were either rigged withone mast and a loose-footed spritsail and a jib tackedto the stemhead, or with two masts and leg-of-mutton
sails having high-cocked booms and moderate hoists.The model shows an open lapstrake dory havingrather narrow flat Ijottom slightly rockered fore-and-
aft, flaring and straight topsides, a sharp entrancewith a raking and slightly curved stem, a narrowV-shaped transom sharply raked and with the rudderhung on it outboard, and a strong, lively sheer.The boat is fitted to row with two pairs of oars.There are washboards along the sides and short fore-deck, three thwarts with pen boards under and mastholes in the two forward thwarts; the after hole is fora sloop rig and the forward hole to allow the mast tobe shifted forward and the jib omitted (the usual heavyweather rig). There is a centerboard amidships.The boat has three strakes to a side.Scale of the model is 4 inches to the foot (one-thirdfull size); the dory was 21 feet on the gunwale, 5 feetbeam, 2\% inches depth amidships, and length ofmast 14 feet. The side frames in some of these boatswere curved rather than straight, as in the model,which appears to represent a "stock," or standard,
sailing dory from a once-noted boat builder, Higgins& Gifl^ord, Gloucester, Massachusetts.Given by Captain J. \V. Collins.NANTUCKET DORY, 1876Rigged Model, usnm 25657This model represents the type of dory once usedat Nantucket and nearby Cape Cod by clam diggersand alongshore fishermen. It was a dory of small
size and light weight in order to allow the iioat tobe pulled over the flats by one man.The model shows an open dory having a strongsheer, a narrow, flat ijottom with some fore-and-aft
rocker, raking stem and V-shaped transom, andflaring straight sides lapstrake planked. It was in-tended for rowing only.Scale of model is 1 inch to the foot; the dory was16 feet 6 inches overall, beam 4 feet at gunwalesand 2 feet 6 inches on the bottom, and about 18inches deep.Given by W. H. Chase, 2nd.FISHING DORY, 1876Rigged Model, usnm 55792This is a model of the standard or "stock" fishingdory carried by fishing schooners in the period 1 860-95, usually referred to as a "15-foot dory."The model shows a rowing boat of the dory formhaving a rather narrow flat bottom with slightfore-and-aft camber, straight flaring sides plankedlapstrake, strong sheer, raking and slightly curvedstem, raking V-shaped transom, very narrow at thebottom, wider at the gunwale and "tombstone"shaped, and fitted with movable thwarts to allowthe dory to be nested on the deck of a fishing schooner,by stowing one inside another.These boats usually had three sets of tholes andthree thwarts, in the foremost of which was a mast
step. A small spritsail was sometimes rigged, andwhen loaded and under sail in a fresh wind, the dory
skillfully handled could be worked to windward aftera fashion, even though without a keel or centerboard.Scale of model is 1 inch to the foot, providing aboat 18 feet 6 inches on the gunwale, 15 feet on thebottom, 5 feet beam, and 24 inches depth.Given by Starling & Stevens, boatlmilders, Ferry-
ville, Maine.SCHOONER'S YAWL BOAT, 1880Rigged Model, usnm 25000The yawl i)oat was emjjloyed on coasting schoonersthroughout their existence in the trade; yawls werealso carried by most fishing schooners until the period1875-85, when they were almost entirely replacedwith the dory. In fishing schooners, until about 1866,the stern davits were usually wood; by 1870 iron davitswere being fitted to all new schooners and also tocoasters. The yawls varied in model and size to fittheir work and the ideas of the individual builder.In many localities along the coast these boats were astandard production of the boat shops.The model represents a typical yawl of a New Eng-land fishing schooner or coaster of about 1855-70.It shows a caravel-planked open boat having a straight
260
New England Shore Fishery Scene, 1862. A keelNew England 2-niasted lobster boat is in the fore-ground. Dories and a spritsail rigged skiff are onthe beach. {Smithionian photo ^^ycjo-j.)
keel with skeg, a curved raking stem, a raking flat andheart-shaped transom, sharp entrance, easy run, andstrong sheer. The beam is great and is carried \\ell
aft; the gunwale is full at bow to give flaring forward
sections. The midsection is formed with a risingstraight floor, rather slack bilge, and flaring topside.There is a good deal of wood outside the keel rabbet.The rudder is hung outboard and fitted with a steer-ing yoke; the model has fi\e thwarts and stern sheets.Square tholes are shown. Boats of this type were usu-
ally fitted to sail as well as to row; the usual rig was aloose-footed spritsail, but other rigs were employed,particularly the boomed gaff-sail.Scale of model is 2 inches to the foot, for a boar 20feet on the gimwales. 6 feet beam, and 2 feet 6 inchesrabbet to gun\vale. The model is of a large yawl,the range of length being from 16 to 22 feet; 18 feetwas a common length on fishing schooners.Given by Cragin & Sheldon, boatljuilders, Boston,Massachusetts.
BOSTON FISHING CUTTER, 1890Rigged Model, usnm 57131This model of an improved Irish fishing cutter suchas was used at Boston, Massachusetts, from 1857 toabout 1906, represents a more finished design thanmost of the Irish cutters but shows the general featuresof their design. This type of sailing fishing boat, in-troduced at Boston in 1857 by Patrick Gannon, aboatbuilder from County Galway in Ireland who hadsettled at Boston, was the old Galway hooker, a cutterhaving a good turn of speed. The Boston boats werevariously called 'Trish boats," "Boston hookers," and
"dundavoes." As the years passed, the Irish boatchanged in details from the old Galway hooker, de-veloping a sharper entrance, a straighter and moreupright stem, and an improved rig. The Bostonboats were often swift sailers, seaworthy and weatherly,though sometimes roughly built and finished.A cuddy deck forward is entered through a com-panionway. Abaft the break, these boats were open,with the after end partitioned off with pen-boards toform a steering well there, with a large fish pen amid-
ships. The stone or iron ballast was floored over inthe open part of the l)oat, and the fish pen was often
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covered with hatch boards when making a passage.The standing room aft was often fitted with side seatsor thwarts. Though the model does not ha\'e them,these lioats usually had low monkey rails of plank-on-edge from the stern forward to a point abreast themast. One characteristic of these i)oats was a hawsechock, often with an outward curve, bolted to theoutside of the log rail forward and to one side of thestemhead; the model-builder has not shown this buthas shown in its place, farther aft, a cathead ne\erused on this craft.The rig is that of a cutter with reefing bowsprit,carrying a gaff-mainsail laced to the boom, forestay-
sail and a jib set flying on an iron traveler on thebowsprit. No topsails were commonly fitted nor weretopmasts employed. The bowsprit in the model is toport of the stemhead, which stands high above rail.The model shows very well the hull characteristicsof an ideal boat of the type, having strong sheer, astraight keel with mtich drag, straight and rather up-
right stern with almost angular forefoot, raking postwith rudder hung outboard, transom flat and heart-shaped, sharp entrance, long and fine run, and mid-section with rising straight floor, high and rather hardbilge, tumble-home topsides. In the model thetuml)le-home is perhaps less marked than in some ofthe actual boats, though wall-sided boats may be seenin old photographs of the Boston Irish boats at T-Wharf (in the VVatercraft Collection). The boatssteered with a short, heavy tiller.Scale of model is 1 inch to the foot. The boat shownwould have been 36 feet at gunwale, 29 feet on thekeel rabbet, 9 feet 3 inches beam, drawing 5 feet 8inches at post and 2 feet 9 inches forward, mast 34feet 9 inches above deck, bowsprit 10 feet 6 inchesoutside the stem, main boom 32 feet 6 inches, andmain gaff 21 feet 3 inches.Given by Captain J. \V. Collins.WHALEBOAT, 1883Rigged Model, usnm 57199This is a miniature of a ftilly equipped New Bedfordwhaleboat of the old 30-foot length class employedin the Arctic whaling, 1860-85. These boats, built atNew Bedford, Massachusetts, were batten-seamcaravel-planked hulls having very light and strongconstruction. The topsides were usually lapstrake.The length varied from 28 to 30 feet at gunwale.They were noted for their good qualities under oarsand sail and in all conditions.
The model shows a double-ended, open, caravel-planked, centerboard, rowing-and-sailing i:)oat havinga straight keel, raking and curved stem and sternposts, strong sheer, sharp entrance and sharper rim,rising floor, round and easy bilge, and flaring topside.The boat has five thwarts, one mast, and a boomedgaff-sail and a jib tacked to the stem. A timberheador "loggerhead" was placed aft near the stern tobelay the harpoon line.Scale of model is 2 inches to the foot; the boat was30 feet at gunwale, 6 feet 6 inches beam, and 2 feet3 inches depth amidships keel to gunwale. Themast was 24 feet 4]^ inches in total length, mainboom 19 feet 6 inches, gaflF 13 feet 3 inches, oars 18feet, and steering sweep 21 feet. These boats carrieda large spread of sail, as they could use the weight oftheir crew when under sail to keep the boat on its feet.Given by U. S. Bureau of Fisheries.BLOCK ISLAND BOAT, 1875Rigged Model, usnm 25825The old Block Island boats, known as "cowhorns,"were noted for their seaworthiness. Originally builtto be launched from beaches, they were small craftfrom about 18 to 26 feet long but, from the middle ofthe 19th century on, larger boats, up to about 40 feetgunwale length, were built, as these could work out ofthe partial harbors built at various times prior to com-pletion of the "Government harbor" in 1873. Tradi-tion claims that only one of these boats was lost, butthe Customhouse records show that two were lost orwrecked: the Vanderbilt was lost in November 1871,and the mail boat Thomas J. Lynch was wrecked in1889 on Peaked Rock off Point Judith. Consideringthe nimibcr of these boats and the exposed waters inwhich they worked, this record is an excellent one.The rig of these boats was 2-masted, with the fore-mast stepped in the eyes of the boat; the masts wereusually of nearly equal height and with some rake.The sails had short gaflTs with single halyards; theforesail was Ijoomless and overlapped the mainsail; thelatter had a boom but the foot of the sail was notlaced. The boats were fitted to row.The model represents a typical Block Island boat ofthe small class in 1875; it illustrates a lapstrake,doui)le-ended, open keel boat having a straight keelwith marked drag, raking straight sternpost with rud-der hung outboard, raking and slightly cur\ed stemwith prominent stemhead, strong sheer, upright wash-boards along the gunwales for about two-thirds theboat's length, and fitted with thwarts and stern sheets.
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The midsection shows a sharply rising floor and veryslack bilge, with sharply flaring topside?the sectionis an almost perfect V. The entrance is sharp, as isthe run, the latter being the finer of the two.Scale of the model is cataloged as ]i inch to the foot,which would produce a vessel measuring 33 feet atgunwale, 13 feet beam, 4 feet 6 inches depth to gun-wale, and washboards 12 inches high. Spar dimen-sions at this scale would be foremast above gunwale34 feet 3 inches, mainmast 22 feet 6 inches, fore gaff 5feet, main gaff 4 feet 3 inches, and main boom 1 9 feet8 inches. These spar dimensions show a much shortermainmast and longer gaffs than appears to have beenusual; a sailmaker's drawing and old photographsindicate that these dimensions in a boat of this ap-proximate length commonly were mainmast abovegunwale 32 feet 6 inches, foremast 34 feet, fore gaffand main gaff 4 feet, and main boom 20 feet. Due to
Eastern Catboats and Block Island Boats inharbor, about igoo. {Smithsonian photo ^6^g/-b,Courtesy of the late John Howard Benson.)
the drag of the keel the mainmast appeared shorterthan it actually was, when the l)oats were afloat.Details of this model, which include oyster tongs,suggest the cataloged scale is in error and the modelmay be to a scale of % inch to the foot, making itrepresent a boat 22 feet 3 inches overall, 8 feet 8inches beam, about 3 feet 3 Inches depth, foremast 22feet 6 inches above the rail cap, mainmast 18 feet(it should be 21 feet 6 inches), main l)oom 13 feet, andgaffs 3 feet (they should be 2 feet) . Boats of this sizewere once common in this type.Made and given by Captain H. C. Chester. Re-stored by Mcrritt Edson, 1958.NO MAN'S LAND BOAT, 1882Rigged Model, usnm 25898The No Man's Land l)oat, also known as the Vine-yard Sound boat, was once a common form of beach-ing boat on the south side of Cape Cod. It variedsomewhat in model. Originally it was a light.
M^. ' >?ajigr^^w
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lapstrake-planked. ojjen l)oat with a rather deep keeloutside the rabbet; l)y 1880 it was commonly being-fitted with a centerbcard placed a little forward ofamidships; and the last sailing model was caravel-planked, half-decked, and unsuited for beach work.The later style, developed at Martha's Vineyard in the1890's, was deeper and more powerful, beaching notbeing required. It carried two masts and small sprit-
sails, and was fitted to work under oars.This model shows the early keel fishing boat in-tended for beach work and designed to sail well instrong winds and rough water. It is a double-ended.lapstrake, open boat having a straight keel, straightraking post, slightly curved raking stem, strong sheer,sharp entrance, fine run, and the midsection formedwith straight rising floor, firm round bilge, and flaringtopside. The rudder is hung outboard on the post.The rig is a 2-masted spritsail form; a tall foremast
is stepped in the eyes of the boat and a short mainmastis stepped a little abaft midlength. The spritsails arcrather square headed and loose footed; the foresailoverlaps the main; and the latter has a short clul) atits clew.Scale of model is 1 'o inch to the foot: the boat wouldbe 22 feet 8 inches at gunwale, 8 feet 10 inches beam,4 feet 6 inches from Ijottom of keel to gunwale, theforemast 15 feet and the mainmast 13 feet 4 inchesabove thwart. This model appears to have beensomewhat deeper than was average: more emphasisjjeing placed on sailing than beaching qualities in thisexainple.Given by Captain William H. C;ie\eland.NO MAN'S LAND BOAT, about 1885Builder's Half-Model, usnm 54477This half-model was made about 1880 and from ita number of beach-fishing boats, employed on theisland of No Man's Land as well as at Nantucket andMartha's \'ineyard and along the Cape Cod shorein the vicinity, were built by James Beetle at NewBedford, Massachusetts. Boats of a similar type wereIniilt at Martha's Vineyard, Fairhaven, and alongthe shores of Vineyard Sound.The model represents a double-ended open boatwith straight keel, strong sheer, curved stein, and a
straight, raking post. The beain is carried wellfore-and-aft, and the greatest beam is about at mid-length. The floors are rising and the turn of thebilge is rather hard, with the topsides slightly flaring.The entrance is sharp and slightly hollow abaft thestem, and the run is easy, with a marked hollow just
forward of the post. The centerboard slot, in theseboats, was usually in the garboard to prevent beachpebbles from jamming the case during beaching orlatmching.The boats measured 17 feel ]-j inch moulded length,5 feet 8-''4' inches moulded beam, and 2 feet 2% inchesmoulded depth: the model is on a scale of 1 inch tothe foot.Given i3y James Beetle, ijoatbuilder. New Bedford,Massachusetts.
No Man's Land Boat L'nder Sail. This recentlyrestored boat has proved to be a fast sailer. {Photos
courtesy oj Hubert Baker.)
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VINEYARD HAVEN HALF-SKIPJACK, about 1885Builder's Half-Model, usnm 160122This half-model represents several boats built atVineyard Haven, Massachusetts, about 1885, forshore fishing. They appear to have been experi-mental and combined a round-bottom sloop hullforebody with the V-bottom and chine of a skipjack,or "corner boat" as the type was called at Province-town. The V-bottom hull form seems to have ap-peared on Narragansett Bay and spread eastward
form was very economical to l)uild. These vesselsused a jib and mainsail rig. Some boats built on themodel were lapstrake planked, or "clinker built,"also called "clench built."The half-model represents a shoal ccnterboardsloop having forward a round bottom of the normalform, with nearly straight and upright stem, straightkeel with some drag, and skeg aft; and a V-bottombeginning slightly forward of midlcngth and endingin a V-shaped transom flat across and set at a sharp
Fishing C.atbo.at of the type usedon the Massachusetts and RhodeIsland coast, 1875-80. Riggedmodel USNM 25026. {Smithsonianphoto 4^6oj-h.)
soon after the Civil War, but it also appeared insouthern waters in the 1870"s along the Gulf and,Florida coasts. The origin of the V-bottom modr' isobscure. Apparently the half-model was an attemptto secure the seaworthiness of a round bottom for-ward with the sail carrying power of a wide V-bottom aft, for it is doubtful that this combination of
rake, tlie rudder stock being inboard and enteringhull just forward of the heel of the transom. Thesheer is strong; the sternpost rakes; and the midsectionis V-bottom with a straight, rising floor right out tothe angular bilge, and above this chine the topsidesarc slightly convex and flaring, the flare being carried
aft to the transom. The forebody is somewhat U-
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shaped; the entrance is lone and sharp, with tliegreatest beam abaft midlength; and the run is shortand rather full.Scale of the model is 1 inch to the foot; at thisscale the vessel would be about 21 feet on deck,7 feet 3 inches moulded beam, draft aft about 1 foot9 inches, 1 foot 1 inch forward, and centerboarcl6 feet long.Given by U. S. Fish Commission.EASTERN CATBOAT, 1875-80Rigged Model, usnm 25026Catboats of the type illustrated in this model wereformerly used in the Massachusetts and Rhode Islandshore fisheries from Narrangansett Bay to Cape Ann,with some \'ariation in model. The fishing cats weregenerally quite seaworthy and fast; their rig wassmaller for their length than in the racing andpleasure-sailing catboats, and their hulls were usuallybetter formed for rough water work. Catboats of theappearance of this model were particularly popular
at Newport, Rhode Island, and in Massachusetts atBuzzard's Bay, Martha's \'ineyard, Nantucket. Fal-mouth, and to the eastward at Plymouth, Cohasset,Hingham. and in Boston harbor. In other portsthe cats often had rather tipright flat transoms withthe rudder hung outboard; this model of cat wasparticularly popular at Chatham, Cape Cod, andvicinity and became known as the "Cape cat.''Usually the Chatham catboats were more powerfulboats than the type shown in the model.This model is of a wide, centerboard catboat havinga long, sharp entrance, rather long and very fine run,straight keel with some drag, skeg, upright post,raking V^ransom with rudder post through its heel,an upright and nearly straight stem, and strong sheer.The midsection shows a rising straight flooi, a highand rather hard bilge, and an upright or slightlyflaring topside. The mast is stepped close to thestem, abaft this is a tnmk cabin and an oval cockpitin which are seats around the sides and after end(stone or iron ballast was stowed under the cockpitfloor). The large centerboard is located amidships.Rigged without shrouds or stays pnd with a boomedgaff-sail.Scale of the model is 1 inch to the foot, for a boatmeasuring 19 feet 9 inches on deck, 7 feet 6 inchesbeam, moulded depth amidships about 3 feet, maststanding above deck 19 feet 6 inches, boom 22 feet,and gaff 1 1 feet.The model represents a medium-size fishing catboat
built about 1875; this type ranged in length from about18 to 25 feet, but catboats for use in the fishing-partybusiness in the summer season were as large as 40 feeton deck, and the Cape cats commonly ranged from20 to 24 feet. Some of the eastern cats had counterswhich brought their deck length above the average,without a comparative increase in beam, depth, andwaterline length. Catboats in the vicinity of Mar-tha's Vineyard often had live wells on each side ofthe centerboard case and some had these covered bya deck and hatch at gunwale height, so that the cockpitwas separated from the cabin tnmk by a bridge deck,but the cockpit coaming usually enclosed the wellhatches as well as the cockpit, which was not self-Ijailing though often watertight. Some cats had aplank bowsprit and forestay, often no more than a formof cathead to handle the ground-tackle, but some set asmall jib on the forestay. The catboats of the 1870'sand 1880's usually steered with a tiller but all largeboats, and later boats above 25 feet in length, weresteered with a wheel and gear.Gi\cn by \\'illiam H. Chase, Jr.PROVIDENCE or NEWPORT BOAT, about 1875Rigged Model, usnm 29537This rigged model of a small, rowing-sailino, fishingboat represents a type, variously named Pro\idenceRiver boat or Newpcrt boat, once popular on Narra-gansctt Bay, in Rhode Island, in the lobster and hook-and-line fisheries.The model shows a lapstrake, keel, rowing-and-sailing boat, open and with wide gunwale caps, hav-ing a sharp entrance and short run, a live well amid-ships, good sheer, straight keel and skeg, curvedstem, raking transom with rudder outboard, andmidsection with rising floor, easy bilge, and flaringtopside. It is cat-rigged with the mast stepped in athwart and a gafT-and-boom mainsail, and is fitted torow. A bowsprit and jib were added in light weather.Made by a prominent boatbuildcr, T. D. .Stoddard,of Newport, Rhode Island, it represents a boat builtbefore 1876. Boats of this form and size, varying
slightly in model and appearance, were built atProvidence, Newport, Warren and Bristol; they rangedin length from about 1 1 feet to nearly 1 5 feet.Model represents the larger of the boats; scale is
1 Jo inch to the foot, producing a boat 13 feet 6 incheslong, 1 ] feet 8 inches on the straight part of the keel,and 5 feet 4 inches beam; the mast was 15 feet long.Given by J. M. K. Southwick. Restored by MerrittEdson, 1958.
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"^mf /May,*, r**?
fta, lie tmrtt y/// e/
NoANK Well-Smack Sloop Manhattan, built at Noank, Connecticut, in 1854 for the New York fisheries. Linestaken off builder's half-model USNM 160118.NOANK WELL-SMACK SLOOP, 1854Builder's Half-Model, usnm 160118 ManhattanThe sloop-rigged well-smack Alanhattan was builtfrom this model in 1854 at Noank, Connecticut,for local owners. Clipper built and intended as aswift sailer for use in the New York market fishery,she was similar to sloops such as the Pronto andViva, built at New York by William H. Webb in1842 for the Havana, Cuba, fishery. Noank ship-builders had a great reputation for fine seagoing
sloops, having built such craft for the fisheries andfor whaling, sealing, and coastal trade since colonialtimes. The Manhattan was built at the time the largesloops were beginning to be replaced with schoonersin the New York fisheries, and represents the finaldevelopment of the Noank seagoing sloop model.Employed as smacks, these sloops had a fish wellamidships and were rigged with a large gafT-mainsailand a single large jib, with gaff-topsail and jib topsailto be set in light weather. They also had a squarecourse and small square topsail set flying, as in theNew "\'ork pilot schooners. Some had flush decksand others low quarterdecks like that of the Man-hattan; earlier vessels had high quarterdecks like thoseof the North River sloops, and usually an open rail.These vessels were heavily sparred and canvassed.The half-model shows a keel, clipper sloop withstraight sheer; a straight keel with some drag; rakingpost and stem; a short, sharj) entrance with thegreatest beam well forward of midlength; and a
long, lean run. The midsection shows a rising floor,rather hard bilge, and little tumble-home ai)ove.The head is long and pointed; the transom is squareand raking.Scale of model is % inch to the foot, for a vessel47 feet 9 inches moulded length at rail, ai)out 44 feet9 inches between perpendiculars, 15 feet 6 inchesmoulded beam, 5 feet 1 1 inches moulded depth, anddrawing about 6 feet 4 inches at post and about 5feet forward.Given by L. D. Ashby of Noank, Connecticut.NOANK SLOOP, 1883Rigged Model, usnm 26809Sloops of the type and size represented by this modelwere employed in the lobster fishery on Long IslandSound from Saybrook to New London, Connecticut,and on Narragansett Bay, Rhode Island. The typeis thought to have originated at Noank, Connecticut,and for that reason they were often called "Noanksloops" though built elsewhere. The majority ofthem were smacks between 18 and 30 feet long, withcenterboard and on each side of the centerboard casea live well. They usually carried a jib-and-mainsail
rig; a few of the larger boats carried gaff-topsails andjib topsails. Considered seaworthy, the type wasnoted for its .speed, and ijoats up to about 28 feetlength were usually handled by one man.The model indicates a rather deep centerboardsloop having a straight keel with some drag, a curvedand rather upright stem nearly straight above theload waterline, an upright post, and a skeg. The
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stern is Ibniied with a strongly raking V-transomwith the rudder stock Ijronght up through its heel,steering with a tiller. The sheer is great. Theentrance is long and sharp, with some hollow at theforefoot; the run is of moderate length, with ratherflat buttocks. The midsection is formed with a risingfloor, moderately hard bilge, and flaring topside, thesections near the stern over the skeg having somehollow in the garboards. The boat shown was half-decked, with live wells on each side of the centerboardcase; larger boats had trunk caisins forward, usuallyU "shaped so that, in plan, the cabin sides andcoamings formed an oval.Scale of the model is 1 inch to the foot. The boatshown w'ould be 24 feet 6 inches at gunwale, 10 feet6 inches beam, 4 feet 6 inches from keel rabbet togunwale amidships, and drew about 2 feet 6 incheswith centerboard raised; bowsprit 9 feet outside thestem, mast 26 feet 6 inches abo\'e deck, main boom26 feet, and gaff 11 feet 6 inches. Boats up to about24 feet in length did not usually have shrouds, butthe larger iaoats often had one or two on a side. Thebowsprit was usually made of a wide plank and washogged down outijoard the stem. The type remainedin use in the commercial fisheries on the Sound untilabout 1914-15, particularly in the oyster fishery.Given by Captain H. C. Chester. Restored byMerritt Edson, 1958.MENHADEN CARRY-AWAY BOAT, 1865Builder's Half-Model, usnm 54341This model represents the type of menhadenfishing boats used immediately after the Ci\'il War;these were soon replaced by small sloops, which asearly as 1871 began to be replaced by steamers.It was employed to build tweKe boats at Greenport,Long Island, in 1865. The boats worked in "gangs"of three, with one of the three boats in the "gang"acting as seine boat, the other two as carry-away boats.The boats were open, double-ended caravel-builthulls, with one mast well forward: they had a gaff
rig, the gaff rather short and the boom long. Theboats ijuilt on this model were reported very fast
sailers and stiff" when carrying sail in a breeze. It is
said that the first boats to be employed in the men-haden fishery were the Block Island "cowhorns"and that this model represents the result of the ex-perience with Block Island boats.The half-model represents a wide, shoal, double-ended hull having strong sheer, a straight keel with
some drag, and a strongly rounded stem and sternpost,with a curved rudder himg outboard on the latter.The midsection is formed with a slightly rising straightfloor, and a slack, well-rounded bilge, with slightlyflaring topsides. The bow sections flare somewhatand the after sections near the stern flare to a greaterdegree. The model resembles the whaleboat, orGloucester seine boat, in profile but is more burden-some and wider than either.Scale of the model is 1 inch to the foot, to measureabout 35 feet 10 inches at the rail, 13 feet 10 inchesmoulded beam, 3 feet 8 inches moulded depth, anddrawing aliout 3 feet 3 inches aft and 2 feet 8 inchesforward. In lieu of a centerboard. the keel is quitedeep ijelow the rabbet.Gi\'en by Charles A.Jackson.MENHADEN CARRY-AWAY SLOOP, 1875Rigged Model, usnm 57029This model represents the small sloops that soon
after the Civil War replaced the double-ender boats(shown by ijuilder's half-model usnm 54341) in themenhaden fishery on Long Island Sound. As with thedouble-enders. three such sloops made up a sailinggang, two boats usuallv working the purse seine andthe third carrying away the catch to market or plant.By 1885 these gangs were oijsolete, and the men-haden steamers were driving the sloops out of thefishery.These sloops were shoal, yacht-like, centerboard
craft ha\ing a long, sharp entrance, fine run, strongsheer, straight keel with some drag, upright post,strongly raking V-shaped transom with rudderpostpassing through its heel, and a raking stem rabbetwith longhead of moderate length. The midsectionwas formed with a slightly rising straight floor, low,round and firm liilge, and rather upright topside.Amidships was a cargo hold entered through a largehatch, aft was a small cai)in trunk, and forward of themast a windlass.Scale of the model is '?> inch to the foot; at this scalethe sloop shown would measure 43 feet 6 inches ondeck, 14 feet beam, 3 feet 6 inches draught at post,hatchwav amidships 14 feet long and 8 feet wide,mainmast 45 feet 6 inches above deck, bowsprit 15feet outside rabbet at deck, topmast 22 feet 6 inchestotal length, main boom 44 feet, main gaff 21 feet,and sharpie skiff" 11 feet 9 inches long and 4 feetbeam.The sloops carried a large gaff-mainsail, a jiij-headed gaff-topsail, a large single jib, and a jib topsail.
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Centerboard Noank Si.oop of thetype used in the lobster fishery onLong Island Sound, 1875 1900.Rigged model USNM 26809.(Smithsonian photo 4^6o^~d.)
Often fast sailers, they were very similar to the center-board oyster sloops used on Narragansett Bay in thesame period; some had the clipper bow shown in thismodel, others had straight and upright stems; somehad the V-transom of the model, others had a shortcounter or fantail. The model represents a sloopsteered with a tiller, but some employed steering gearand wheel. The sloops were commonly rather low-sided, the bulwarks were usually no more than log
rails, and the centerboards were large. Usually eachsloop could accommodate four men.Given by U. S. Fish Commission.LONG ISLAND FISHING SLOOP, 1869Builder's Half-Model, usnm 315706A centerboard fishing sloop, name unknown, wasbuilt on this model by John Ewing, in 1869, in thevicinity of East Moriches, Long Island, New York.Sloops of this size and type usually had a large ovalcockpit-cabin trunk arrangement and much re-sembled contemporary sloop yachts. They were fast,weatherly and very handy craft; in experienced handsthey were seaworthy enough for the oyster and otherinshore fisheries in which this sloop was employed.The half-model represents a wide, shoal, centerboardsloop having strong sheer, a straight keel with somedrag, nearly vertical curved stem rabbet with rounded
forefoot, raking post, and a sharply raking V-shapedtransom. The entrance is long, sharp, and markedlyhollow abaft the stem; the run is long, flat and fine.The greatest beam is at midlength, the model showingthe "raking midsection" that permits maximumlength in both run and entrance. The midsectionshows a rising straight floor, a high, firm, round bilge,and a slightly flaring topside.Scale of the model is 1 inch to the foot. The sloophad a moulded length on deck of 25 feet 9 inches,moulded beam of 9 feet 6 inches, and a moulded depthof 2 feet 7 inches. The frames were spaced 12 inchesapart, the centerboard was 7 feet long, with thepivot about 7 feet 8 inches from the stem rabbet.Rigged with a single, large jib and a gaff-mainsail;the bowsprit was of plank and long outboard; thecenterboard was on the centerline of the hull, and thestem was straight and unadorned.Gift of Mrs. Otis A. Palmer, East Moriches, LongIsland, New York.LONG ISLAND FISHING SLOOP, 1889Builder's Half-Model, usnm 315696 EstelleThe centerboard fishing sloop Estelle was built onthis model in the vicinity of Jamesport, Long Island,New York, in 1 889, by M. Corwin. The model is of a
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type of sloop then popular in Great South Bay andelsewhere on Long Island for oyster tonging and otherpurposes.The half-model represents a shallow, wide, center-board sloop having graceful sheer, a straight keel withmoderate drag, raking curved stem rabijet with theforefoot rounded in a hard curve, skeg aft having araking post and the stern formed with a raking V-shaped transom, with only a short overhang beyondthe sternpost. The entrance is rather short, but sharpwith some hollow in the forefoot; the run is long andrather flat; the greatest beam is a little forward ofmidlength; the midsection is formed with a risingstraight floor, a high firm bilge, and a slightly flaringtopside.Scale of the model is 1 inch to the foot, for a sloopwith a moulded length at deck 26 feet 6 inches,moulded beam 10 feet, and moulded depth 2 feet 5inches. Model is made to deck. The sloop had lowlog rails, the centcrboard was on the centerline of thehull, and was about 6 feet long, with the pivot about10 feet from the forward end cf the deck.Sloops of this model usually had a plain, straightstem, but some had billet heads. They had an ovalcockpit with a trunk forward; the mast was steppedwell forward; and they carried a large, single jib, agaff-mainsail and sometimes a gaff-topsail and jibtopsail, both hoisted on a long pole head on the mast.Gift of Mrs. Otis A. Palmer, East Moriches, LongIsland, New York.LONG ISLAND FISHING SLOOP, about 1890Builder's Half-Model, usnm 315705A centerboard fishing sloop, name unknown, wasbuilt on this model about 1890 near East Moriches,Long Island, New York.The half-model is of a shoal, rather wide, center-board sloop having moderate sheer, a straight keelwith some drag and a skeg aft, stem raijbet curvedand somewhat raking, with a well rounded forefoot,and a round fantail counter stern overhanging theslightly raked sternpost on the skeg. The hull isformed with a raking midsection, giving a long, sharpentrance with marked hollow in the forefoot, and arather long and straight run. The midsection showsa rising straight floor, a rather firm round bilge, anda slight tumble-home in the topside.Scale of the model is % inch to the foot, for a mouldedlength at rail of 30 feet 2 inches, moulded beam 10feet 3 inches, and a movdded depth to rail 3 feet 3inches; the rail height is Gji inches amidships, 5%
inches at stern, and 7}^ inches at bow. The center-Ijoard was on the center line of the hull and was about7 feet 6 inches long, with the fore end of the slot about10 feet 6 inches from the stem rabbet at rail. Thesloop had a clipper bow with trails. It had a cockpitand was jib-and-mainsail rigged with a single, largejib and a gaff-mainsail. This type of sloop was verypopular on the shores of Long Island and in New-York Bay in the 1880's and 1890's.Gift of Mrs. Otis A. Palmer, East Moriches, LongIsland, New York.FISHING LAUNCH, 1915Builder's Half-Model, usnm 315701A small fishing and general service launch was builton this model at East Moriches, Long Island, NewYork, by Otis A. Palmer, in 1915. In general, thismodel is similar in form to usnm 315702 by thesame builder.The model shows a straight-sheered low-sided launchhull having a long, straight and flat run, the rabbetof the keel straight from the stern to a point about athird of the overall length from the stem, where thekeel rabbet cambers moderately and fairs into a wellrounded stem rabbet. The transom is flat, with asharp tumble-home. The entrance is rather short andconvex; the greatest beam is slightly forward cfmidlength. Midsection shows a slightly rising straightfloor, a full round bilge, and a flaring topside.Scale of the model is 1 inch to the foot, for a mouldedlength overall of 21 feet 8 inches, moulded beam 5feet 8 inches, and moulded depth 2 feet. The boatprobably had a skeg; the rudder post was inboard ofthe top of the transom.Gift of Mrs. Otis A. Palmer, East Moriches, LongIsland, New York.FISHING LAUNCH, 1915-16Builder's Half-Model, usnm 315702A launch for fishing and general service was builton this model at the LI..S. Coast Guard station, .Smith'sPoint, Long Island, New York, by Otis .\. Palmer, in1915-16. The launch was powered with a 4-cylinderMora automobile engine and a 16-inch propeller.It was fast, and a number of similar design were builtby Palmer.The model shows a long, low and rather narrowlaunch, much like some early racing launches, havingstraight sheer, a straight keel rabbet from the sternto a point about a third the length of the hull fromthe stem, where there is a gentle rocker to the heel of
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the stem. The stem rabbet is curved and raking-, witha well rounded forefoot. The stern is formed by a flattransom having a marked tumble-home. The en-trance is long and convex, the run is long and very flat.The greatest beam on deck is about a third the lengthabaft the stem, and the midsection is formed wdth astraight, slightly rising floor, an easy turn of bilge,and a flaring topside. The dead rise dies out as itapproaches the stern.Scale of the model is 1 inch to the foot, for a mouldedlength overall of 27 feet 6 inches, moulded beam 6feet 1 inch, and a moulded depth 2 feet 1 inch. Theboat had skeg and was built to 30 feet overall lengthby lengthening the spacing of the mould stations.Gift of Mrs. Otis A. Palmer, East Moriches, LongIsland, New York.SHARPIE LAUNCH, 1947Builder's Half-Model, usnm 315699Sharpie launches have had periods of popularityon the shores of Long Island and Connecticut. This
half-model represents a 23}i>-fool sharpie launch de-signed in 1947 by Otis A. Palmer of East Moriches,Long Island. A number of launches of this type,which is cheap and eOkient and very suitable forfisheries in protected waters, have been built in thisarea. In 1949 Palmer built the Sassafras, 20 feetoverall, for which a speed of 22 miles per hour wasclaimed; the engine was a 4-cylindcr 144-cubic-inchScripps, the propeller a 13- .\ 8}^-inch narrow blade.Some of these boats have a trunk cabin forward.The half-model is of a square-sterned sharpie hullhaving moderate sheer, a rockered flat ijottom, rakingand curved stem rabbet, and a flat transom set atslight rake. The entrance is long and sharp. Thegreatest beam on the Ijottom is slightly abaft mid-length, the greatest beam at gunwale a little forwardof midlength. The boat is somewhat like a dory ingeneral design. The midsection is formed with a flatbottom, an angular Ijilgc, and stronglv flaring straight
sides.
Centerboard Sloop used as car-r>'-away boat in the menhadenfishery on Long Island Sound inthe I Syo's. Rigged model USNM57029. {Smithsonian jiholo ^j6o^-e.)
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Scale of model is 1 inch lo (he foot, giving a moulciedlength at gunwale 23 feet 4 inches, moulded beam atgunwale 7 feet 2 inches and at chine 4 feet 6 inches,and moulded depth 2 feet 9 inches. Width of bottomis 3 feet 8 inches at transom.Gift of Mrs. Otis A. Palmer, East Moriches, LongIsland, New ^'ork.CHESAPEAKE BAY LOG CANOE, about 1875Rigged Model, usnm 25003This is a rather crude model of an early typeChesapeake Bay log canoe in which a keel was usedinstead of a centerboard; the model apparentlyrepresents a canoe, relatively small for the type,from the vicinity cf Tilghman's Island, Maryland.These canoes, built cf two or more logs hewn toshape and bolted together to form a shoal, double-ended, canoe-like hull and rigged in various fashions,were used for longing oysters, crabbing and fishingon the lower Chesapeake Bay.The model represents a double-ended, shoal-bodied hull having washboards along the sides, keelstraight with much wood below the rabbet line,straight raking sternpost with rudder hung outboard,curved and slightly flaring stem, and a short bowspritsecured to the foredeck. Entrance and run aresharp, the run the finer of the two. Midsectionformed with slightly rising straight floor, firm roundbilge and slightly flaring topside. Rigged with smalljib and two leg-of-mutton sails, of which the foresail
is the more lofty; on sharply raking masts.Scale of model is 1 inch to the foot; the canoe repre-
.sented was 27 feet 6 inches long, 5 feet 3 inches beam,2 feet 9 inches height of side, foremast 20 feet 3 inchesabove thwart, mainmast 16 feet 3 inches. Boatshown with oars 9 feet long and tongs 17 feet long,with heads 2 feet wide.Given by T. B. Ferguson, Baltimore, Maryland.CHESAPEAKE BAY LOG CANOE, about 1890Builder's Half-Model, usnm 312328 Oyster CreekThe standing-rig canoe Oyster Creek was built fromthis half-model on Taylor's Island, Maryland, byJoseph T. Spicer about 1890. This canoe was of logconstruction, and the half-model is made to meet therequirements of this mode of building, in that thelifts are vertical rather than, as in normal construc-tion, horizontal. There are three vertical lifts, indi-cating a "five-log canoe.'" with a center log and two
wing logs on each side. The Oyster Creek was reputedto be a fast sailer on the wind and was employed inthe oyster and crab fisheries. The canoes of thisclass were '"half-decked,"' having a long cockpit withnarrow side decks and short end decks, and a cuddyin a small trunk forward; they were used in tongingand dredging oysters as well as for crabbing andtransportation.The half-model indicates a canoe-like hull with alarge centerboard. ha\ing a moderately sharp en-trance and a fine run; the midsection is slightly for-ward of midlength o\erall. The model shows amoderate sheer, straight keel, and a straight-rakingpost and stem. The midsection shows straight risingfloors carried well out and a high and rather hardbilge. The Oyster Creek had a long, deep, and pointedhead like a bugeye and. according to the donor'sdescription, a small trunk cabin forward. She wasrigged with two leg-of-mutton sails, the fore thelarger, and a single large jib hanked to a stay set upon a short ijowsprit.Scale of the half-model is ^i inch to the foot. Themodel scales 40 feet at gunwale, 8 feet 4 inches ex-treme beam, and 2 feet 9 inches rabbet to gunwale.Given by James K. Spicer, Taylor's Island, Dor-chester County, Maryland.CHESAPEAKE BAY BUGEYE, SCHOONER-RIGGED, 1860-85Rigged Model, usnm 42757This model represents an early bugeye hull withschooner, or "square rig," instead of the standard leg-of-mutton rig. Schooner-rigged bugeyes appear tohave had a period of great popularity on the Chesa-peake from 1870 to 1885, and were considered to befaster sailers than those with the leg-of-mutton sailplan. To carry the schooner rig the bugeye hull hadto be powerful and stiff, and as the cost was the greater,the leg-of-mutton eventually replaced it, though a fewbugeyes retained the square rig until recent years.This model illustrates one of these vessels employedin the oyster fishery, complete with winches, or "wind-ers," and with all sails set: large jib, foresail, mainsail,main gaff-topsail, and main-topmast staysail. Itshows a double-ended hull having marked sheer,straight keel with some drag, raking post and stem,and longhead. Midsection with slight rise of floor, lowand well-rounded bilge, and nearly upright topside.The bow is sharp and the run fine, the latter a littlelonger and sharper than the entrance. The modelappears to be intended to represent a centerboard
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boat, though some early bugeyes, like the log canoes,had keels instead of centerboards. This model is ofthe period where a keel might have been employed.Scale of the model is 1 inch to the foot: the vesselwould measure 48 feet at rail, 12 feet beam, and 4feet in depth; bowsprit 13 feet 6 inches long outsideknightheads, foremast 38 feet and mainmast 38 feet6 inches above deck, main-topmast 7 feet 6 inchestotal length, main boom 25 feet, main gaflf 1 1 feet 6inches, fore boom 16 feet 9 inches, and fore gafT 11feet.Like most of her class this \essel had log rails andprominent knightheads.Given by T. B. Ferguson. Restored by EugeneBeach, 1958.
decked, is of a bugeye though the size represents thatof a canoe.The model shows a double-ended hull ha\'ing astraight keel, raking sternpost with rudder hung out-board on it, raking stem with a long head, markedsheer, sharp entrance, and a long and rather easy run.The beam is greatest forward of midlength, and themidsection shows a rising floor, very easy and slackbilge, and a somewhat flaring topside. The keel out-side the rabbet, is very deep (1 foot along the bottom)and takes the place of the later centerboard. Themasts rake sharply; the bowsprit "hogs" down mark-edly at its outer end. The deck arrangement showsa short trunk cabin with a hatch built into its forwardend, then the mainmast, dredge winches and rollers,
Schooner - Rigged ChesapeakeBay Bugeye, 1865-75, referred tolocally as "square-rigged." Riggedmodel USNM 42757. (Smithsonianphoto 4560J-J.)
CHESAPEAKE BAY BUGEYE, SCHOONER-RIGGED, 1865-75Rigged Model, usnm 55807This model of a small schooner-rigged, or "squarerigged," bugeye of about 1865-75, having a keelinstead of a centerboard, represents the transition be-tween the small log canoe of the Bay and the larger,decked bugeyes. This model, being completely
main hatch, foremast, and heel bitt. These vesselssteered with a tiller. They early obtained a reputa-tion for speed and seaworthiness.Scale of the model is 1 inch to the foot. The vesselwould have been 35 feet long at deck or log rail, 33feet on the keel. 7 feet 6 inches beam, 3 feet depth inhold, bowsprit outboard of knightheads 9 feet 6 inches,foremast above deck 25 feet, mainmast above deck
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25 feet, main-topmast 8 feet 6 inches total length(with 2 feet of doublin!i), fore-boom 13 feet 6 inches,foregaff 9 feet, main boom 18 feet, main gaff 10 feet,jib club 3 feet 6 inches. The spars were very light.Model is shown under full s:iil, with jib, foresail andmainsail, and main gafi-topsail.There were no knightheads, in fact, in this model,but the log rail is brought up sharply near the bow toserve in their place.Given by U. S. Fish C^ommission.CHESAPEAKE BAY BUGEYE, 1885Builder's Half-Model, usnm 76290Lillie SterlingThe bugeye Lilhe Sterling of C'risfield, Maryland,was built from this half-model at Pocomoke City,Maryland, by E. James Tull in 1885, and the designwon an award for the builder at the World's Colum-bian Exposition in 1893. The Sterling was built forthe Chesapeake Bay oyster fishery. The half-modelrepresents a small vessel of her type, by later standards,but one popular in her period of build. She does nothave the overhanging stern platform, or "patentstern," of the later bugeyes, nor does she havethe "drake's tail" or "pink'' enclosing the rudderposthead that also marked later bugeyes.As a development of the older log canoe of thisarea the bugeye difTered from the various classesof these canoes only in being completely decked,a characteristic that appears to have determined
whether or not a vessel was a bugeye. Canoes largerthan the Sterling were often built; these were called
"brogans," "standing-rig canoes," and "coastin'canoes." When so called they had large cockpitswith only short decks at the ends, a small cuddy wellforward, and narrow side decks.The Sterling was not log-built, but framed andplanked in the conventional manner, a style of con-struction slowly becoming common in bugeyes whenthe Sterling was designed. However, log-bottombugeyes, with the logs forming the whole bottom tojust above the turn of the bilge, and with plank-and-frame topsides, remained popular until recent timesbecause of the great durability of the log construction.Small bugeyes of the class of the Lillie Sterling,which is also represented by a rigged model in theWatercraft Collection, had a small trunk cabin; inthe Sterling this was well aft but in many the trunk wasforward, just abaft the foremast. A large cargo hatchwas placed between the masts and sometimes a smallhatch was placed \vell forward. In the Sterling thereis a small hatch abaft the mainmast against the fore-end of the trunk cabin. The early bugeyes steeredwith a tiller and the mainsheet set up to the rudder-head. Some small bugeyes had a small cockpit,or a "standing room" or hatch for the helmsmanduring heavy weather. A larger hatch was some-times fitted amidships in which stood the crew oper-ating the dredge winches; this standing room wasin addition to a cargo hatch; sometimes the standingroom deck, or sole, was self-bailing.
Stufr' fliicK)*' Off. *? y ^^
r ^
The half-model represents a double-ended canoe-like vessel of shoal draft, fitted with a large center-board nearly amidships and having moderate sheer,straight keel with some drag, raking stem and sternrabbets, long pointed head, rudder hung outboard onthe sternpost, a sharp, well-formed entrance and run,apd midsection with slightly rising straight floor andfull round bilge carried to deck, so the topsides flaresomewhat. The run is longer and sharper than theentrance. Greatest beam is about at midlength.Scale of half-model is % inch to the foot. Thebugeye was 45 feet 7 inches on deck, 13 feet 6 inchesmoulded beam, 3 feet 1 inch moulded depth, anddrew 3 feet at post and 2 feet 8 inches at bow; thecenterboard was 1 1 feet long and 4 feet deep.Given by E. James Tull, shipbuilder, PocomokeCity, Maryland.CHESAPEAKE BAY BUGEYE, 1885Rigged Model, usnm 76256 Lillie SterlingThis rigged model represents the Lillie Sterling,which was built on the builder's half-model usnm76290 at Pocomoke City, Maryland, in 1885. Itshows the typical deck arrangement and rig of thebugeye of the Sterling's size and date of build. Thesetwo models brought an award to the builder at theWorld's Columbian Exposition in 1893.The bugeye rig is more nearly related to the schoonerthan to the ketch rig. The foresail is slightly largerthan the after or mainsail; the masts are nearly ofequal length; and the distribution of sail area inthe bugeye is very like that of the old pilot-boatschooner rig. The sails are jib headed, and the mastsrake sharply, with two shrouds to a side on the fore-mast and one to a side on the main.Scale of model is % inch to the foot, representinga bugeye 42 feet in length, in which the bowspritextends 10 feet outboard the stem rabbet at deck,the foremast is 46 feet deck to truck, mainmast 40feet deck to truck, jib club 5 feet long, fore boom 16feet 3 inches, main boom 22 feet 6 inches long, andcenterboard 11 feet long.Given by U. S. Bureau of Fisheries.CHESAPEAKE BAY BUGEYE, 1893Builder's Half-Model, usnm 311015 TriumphThe large framed bugeye Triumph was built fromthis model at Tilghman's Island, Maryland, in 1893by John B. Harrison and represents the highest
development of the type. A typical large bugeyeemployed in the oyster fishery on the Chesapeake,with moderate sail area and graceful appearance,the Triumph is said to have been very swift. Whenbuilt she did not have the "patent stern," and themodel shows only the "drake's tail," the projectingpink-like structure at the stern enclosing the headof the rudderpost and intended to give the ruddersupport and protection, that has been a character-istic of the bugeye type in recent years.The half-model shows a canoe-like doui)le-cndedcenterboard hull to deck and to moulded lines,having bold sheer, straight keel with small drag, andraking stem and post, with the stem rabbet slightlyrounded at forefoot. The head is very long andpointed, the rudder is hung on the post, and themidsection shows a rising straight floor, round easybilge, and slightly rounded topside.A low, log rail is surmounted by a low open railmade of a wooden cap supported by short, closelyspaced pipe stanchions with a bolt pa.ssing througheach. A small trunk cabin is aft. The masts rakeabout lYi inches to the foot.Scale of half-model is '2 inch to the foot; theTriumph was about 65 feet long at deck, 18 feet 2inches moulded beam, 5 feet 3)^ inches mouldeddepth, and drew about 3 feet 6 inches with center-board raised.Given by John B. Harrison, shipbuilder, TUgh-man's Island, Maryland.CHESAPEAKE BAY SKIPJACK, 1897Rigged Model, usnm 312828 Carrie PriceThe Chesapeake Bay skipjack, or "bateau," CarriePrice was built at Holland's Island, Maryland, in1897 by James H. Price for an oyster dredge.The model shows her to have been a rather typicalearly type of skipjack having a long, sharp entranceand very long and flat run; the stem at rabbet isstraight and raking; the transom is flat and rakessharply. The sheer is slight. The rudder is hungoutboard of the transom on a false sternpost which alsosupports the long skeg. The keel is straight andthere is moderate drag; the centerboard is longand shallow. The midsection is formed with veryslightly rising bottom, low angular chine, and straightflaring topside. The chine is low forward, being be-low the load waterline. The deadrise of the bottomincreases from amidships each way to bow and stern.
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The skipjack is shown witli ihc typical lonahcacl.hcadrails, and trails. The single mast is stepped wellIbi'ward and has much rake. Risj is typical and in-cludes a single larg;e jil) and a lesj-ot-mutton mainsaillaced to a long boom. Model shows this skipjack astaken off and does not show the usual deck plan of anovster dredge skipjack of tiiis size. The deck arrange-ment shown is heel bitts right forward, iron jib horse,mast, low trunk cabin, main hatch, and after hatch.Scale of model is 's inch to the foot; the Price was40 feet 6 inches over the log rail, 14 feet 3 inches beam,and drew 2 feet at post and 1 foot 5 inches at stemwith centerboard raised. Her mainmast stood 56feet 9 inches above the deck, the boom was 41 feet 3inches long, and the bowsprit extended 14 feet 9inches outboard of the stem rabbet at deck.Made and given by William E. Lee.CHESAPEAKE BAY SKIPJACK, 1903Builder's Half-Model, usnm 312329Lillie G. SpicerThe Chesapeake Bay skipjack, or "bateau." LilUcG. Spicer was built from this model at Taylor's Island.Dorchester County, Maryland, in 1903 by Joseph T.Spicer for the oyster fishery. This model of sloop,which became popular on the Chesapeake about 1890,was an adaption of the skipjack model that appears tohave come into use on Long Island Sound about 1860.The skipjack or "V-bottom." or "diamond bottom,"or "corner boat" was a framed hull ha\ing sectionsmade up of straight lines with the bottom V-form andusually planked fore-and-aft. The C'hesapeake build-
ers, however, adapted the skiff or sharpie constructionand planked the bottom athwartships; to obtain thenecessarv twist in the bottom plank thev put it on sothat the seams raked aft on each side of the keel. Thisform of bottom plank, locally known as "herring-bone," is now used in Chesapeake Bay V-bottommotorboats.The rig of the Chesapeake skipjacks was usually alarge jib-headed mainsail and a single large jibhanked to a stay set up on a bowsprit. The mastraked sharply aft and the bowsprit was hogged downoutboard. These sloops had the long head of thebugeye and most of them, like the Spicer, had therudder "outdoors," hung on the stcrnpost outside thetransom. The oyster dredge skipjacks ranged inCustom House measurement from about 35 feet to 60feet on deck. A few were rigged like bugeyes, withtwo masts.
The half-model shows a V-bottom hull, wide andshoal, having a wide square stern raking slightly andthe stem rabbet straight and also with a slight rake.The kerl raljbct cambers fore-and-aft (the modelshows the skcg); the keel was thus straight and hadsome drag. The entrance is rather long and sharpand the run somewhat short and full; the dead rise ofthe bottom is moderate and the sides flare out abovethe chine, or angular bilge. The sheer is moderateand the freeboard low.These very shoal-draft craft had a long centerboard;the Spicer' s was 1 3 feet 6 inches. This sloop had atrunk cabin forward, just abaft the mast, and a largecargo hatch amidships with a sip.all standing-roomhatch for the helmsman. In recent times skipjacksoften ha\e an after trunk in place of the old standing-room hatch.Scale of the half-model is 1 inch to the fool; theSpicer was 40 feet 4 inches on deck, 1 5 feel 3 inchesmoulded beam, and 34 inches moulded depth (regis-ter dimensions 38.2 feet .x 15.0 feet .x 2.7 feel). Arigged model of a skipjack is in the \\atercraft Col-lection (usnm 312828, on p. 275).Gi\en by James K. Spicer, Taylor's Island, Dor-chester Covmty, Maryland.CHESAPEAKE BAY 'CRAB SCRAPER," 1915Rigged Model, usnm 316629 Jesse WillardModel is of a small skipjack, or "bateau." of a typeonce used on the Eastern .Shore of Maryland in theChesapeake Bay crab fishery, in summer. Theselioats were also used in \vintertime oyster longing, insome localities. The boats ranged in size from 24 to30 feet on deck and. as a class, they were smart
sailers. The sailing crabber and oyster longer wentout of fashion after the 1 '514-18 war. being replacedby launches.The model represents a boat built at DamesQuarters, near Deal Island, Maryland, in 1915,named the Jesse Jl'illard in honor of the boxingchampion of the world at that time. The Ji'illardwas a typical boat of her class in rig, form, and size.These boats were V-botlomed, of the form known as
"skipjack" to yachtsmen but called "bateau" on theEastern Shore. The Willard was abandoned atCambridge, Maryland, about 1950, after beingconverted to a motor lioat.The model shows the Willard as a bateau having astrong sheer, a straight keel line formed by a skeg.
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nioderaie drag, a raking straight stem rabbet, and a
raJiing, flat transom. She has a longhead, trails, andhead rails. The midsection is forined by a risingstraight floor, an angular, or chine, bilge, and astraight and flaring topside. The rail is formed of acap with pipe stanchions set on a log rail; the rudderis hung outboard on a false sternpost; the mast isstepped well forward, with some rake. The Iroat is
"half-decked." with a large cockpit and a smallportable cabin trunk, which was placed over the for-ward end of the cockpit in w'inter oyster tonging butwas usually removed for the summer fishery. Theentrance is rather long, sharp and convex, the rimeasy and quite straight. .\ large centerboard ishoused amidships. The rig is jii) and mainsail,the latter a leg-of-mutton fitted with a laced boom.Model is painted as the actual boat.The Jesse U'illaid was 25 feet 6 inches long at the
rail cap, 8 feet 8 inches extreme beam, and drew
1 foot 8J4 inches at the sternpost, with centerboardraised. Model was constructed from plans taken off
the l)oat and shows all important details of construc-tion. Scale of model is ji inch to the foot.Made for the museum i)y Merritt .'\. Edson, Jr.RACING LAUNCH, 1902Builder's H.alf-Model, usnm 311239
Fairbanks No. 2The racing launch Fairbanks .\n. 2 was built fromthis half-model in 1902 at Oxford. Maryland, byCharles \V. Langdon. A champion racing launchin her day, she was powered with a Smalley engine,made by the Fairbanks Scale C^ompany and ratedat 12 to 15 horsepower; the boat is reputed to havereached a speed of nearly 26 statute miles per hour.This boat was used as a model for the ChesapeakeBay fishing launches, now known as "Hooper Islandboats"; these, until very recent years had practicallythe same features of design, except that they had alittle more beam and depth in proportion to their
Chesape.\ke Bay Skipj.\ck, or
"crab scraper," Jess Willard, builtnear Deal Island, Maryland, in
1 91 5. Rigged model USNM316629. {Smithsonian photo 4^606-g.)
4T2S46 60- 277
length. The modrl has proved to he a good sea boatin the Chesapeake, and \ery efficient.The half-model shows a long and very narrow V-Ijottoni, hunich. having the gi'eatest depth of keelrabbet at the forefoot; the bow is curved and rakingand the keel rabbet runs nearly in a straight line,from the forefoot up and aft, to the bottom of the
stern, which is round in plan, with much tumble-home, a form once called a "torpedo stern" but nowcalled do\e-tail" by some on the Chesapeake. Thesheer is straight. On deck the greatest beam is aboutamidships, but at the chines it is close to the stern.The entrance is therefore very long and sharp, whilethe run is also long and very flat. The chine in profileis nearly coincident with the load waterline over itsfull length. The half breadth of tlie model is to thekeel rabbet, not to the centerline.Scale of the model is 1 inch to the foot; the boat was37 feet overall, 34 feet 3 inches on deck, 4 feet 2'^inches moulded beam at deck, 3 feet S'^ inches atchines, drew about 1 foot lOJ.i inches at the propeller,and displaced 1890 pounds without crew.
steep, short-dangerous seas of the Chesapeake andran steadily on their course, as required in the trotlinecrab fishery.The half-model is of a long, low, and narrow V-bottom wooden launch having slight sheer; a rockeredkeel rabbet; a slight camber in the chine profile, withthe chine almost coincident with the load line at bowand stern; a straight, raking stem rabbet with smallround at forefoot: and a dove-tail, or torpedo, sternround in plan, with the sides of the hull broughtaround in a sharp tumble-home by vertical, taperedstaving. This marked tumble-home in the stern, inprofile, was the hallmark of this type of launch. Thedeck plan shows the beam to be carried well fore and
aft; the greatest breadth at rail is slightly forward ofmidlength. The chine, in plan, is also carried wellfore and aft with only moderate reduction in width,l)ut at the Imw the chines are brought in to form avery sharp entrance. The nm is long and flat, beingnearly straight in the buttocks as the stern is ap-proached. The midsection is formed with a straight,
rising floor, an angular chine-bilge, and a straight,
/tot ?T C*^*' W I'
at the extreme stern is a short deck, on which the irontiller traverses; and steering is by steering lines or bya steering lever near the engine box. In recent yearsthe cabin of these boats have commonly been fittedwith a high hatch which serves also as a shelteredsteering position, and a small steering wheel is some-times fitted here. The fuel tank is usually under theafter deck. Boats built since 1925 have more beamin proportion to length and have upright squaretransoms, called locally "box sterns."This model of launch was originally developed forlow power and used marine gasoline engines of 5 to15 horsepower (most of these boats were intendedfor engines ranging from 7 to 10 horsepower), withwhich they are said to have achieved speeds of from7 to 12 miles per hour under service conditions.Automobile engines are now employed; ratings up to250 horsepower and speeds up to 30 miles per hourare claimed for some launches.The model is to the inside of plank and its half-breadth is to the keel rabbet. The scale is % inchto the foot; launches built to this half-model were
The half-model shows a V-bottom hull having thekeel rabbet straight in the forebody but sweeping upaft to the bottom of the stern, there to be fitted witha skeg. The stern is round in plan and raking inprofile and is intended to be formed by verticalstaving on stern frames at chine and gunwale. Thebow is straight and raking. The midsection shows astraight, rising floor carried to the angular chineand a straight, somewhat flaring topsides above thechine. The sheer is marked. In profile the chinecurves slightly fore-and-aft and is low at the bow, sothat it would not show there when boat was afloat.Scale of the half-model is '/, inch lo the foot, fora boat to measure 60 feet moulded length at gunwale,18 feet moulded beam, and drawing about 4 feetat skeg.Boats of this size and type had a pilothouse andengine trunk aft, with quarters there for the captain,a cargo hatch and hold forward of the engine room,and a forecasde in the bow. The boats usuallycarried one mast and a gaff-sail and jib to steady
RuwiNu Galley Used For Shad Fishing on the Puiuma(j River,{Smitluonian photo 40^8.) 1880. Rigged model USNM 55877.
about 34 feet long stem rabbet to extreme stern atchine, 6 feet 4 inches extreme beam at deck, depth 3feet 1 inch rabbet to gunwale, and draft about 2 feet3 inches at heel of rudder post. A notation on themodel indicates that the cabin was 8 feet long.Given by James B. Richardson, boatbuilder, Cam-bridge, Maryland.CHESAPEAKE BAY V-BOTTOM MOTOR VESSEL,1929Builder's Half-Model, usnm 311016This half-model was made by John B. Harrison in1929 for a V-bottom, motor vessel for use as a "buyboat" in transporting oysters and to haul shell aswell as general freisrht. No boat was built from it.
the boat in heavy weather. The rudder post wasinboard of the stern.Given by John B. Harrison, shipbuilder, Tilghman'sIsland, Maryland.POTOMAC RIVER SHAD DRAG-SEINE GALLEY,1880Rigged Model, usnm 55877This model represents a lar^e rowing boat, or
"galley," once employed in the Potomac Ri\cr shad-fishery to work a drag seine. These boats carriedabout 1200 to 1500 fathoms of seine, made 30 feetdeep at the channel, or hauling, end and 12 feet deepat the shore end. The mesh was 2)i to 3 inches.The boats rowed 2 oars single-banked and, def)ending
472846?60- -20 279
Croatan Fishing Boat used for shad fishing in the
vicinity of Roanoke Island in the North CarolinaSounds, i88o's and 1890's. Rigged model USNM76255. {Smithsonian photo 4^606-a.)
on their length, 14 to 24 oars double-banked. Netswere carried in the stern and most boats had a net
roller on top of the transom.The model represents a very long, open, keel, rowingboat having a long, sharp entrance and a short, fullrim, with a \ery wide transom stern, the stem curvedand raking, the post nearly upright, the sheer ratherstraight, and the keel straight, with some drag. Themidsection had a slightly rising straight floor, an easybilge, and a slightly flaring topside. To give longi-tudinal strength, the boat was braced along its center-line by a "hogrod" truss passed over some of thethwarts. The after quarter of the boat was withoutthwarts.Scale of model is ,^ inch to the foot, for a boat 72feet long, 12 feet beam, and 3 feet 9 inches depthatnidships.Given by U. S. Bureau of Fisheries.
POTOMAC RIVER FISH LIGHTER, 1883Rigged Model, usnm 56950During the latter part of the 19th-century fishermenon the lower Potomac River employed a special formof lighter, or barge, to transport fish to market.Aboard these craft, which were between 45 and 60feet long, the daily catch was placed, and at a fixedtime a number of them were picked up by a tug andtowed to port. Most of them operated out of Wash-ington and Alexandria.The lighters represented by the model were offlatiron shape and had a flat bottom, usually rockered
aft only in profile, with little flare to the straight sidesand wide at the stern, a rather sharp bow, long en-trance, short but easy run, rather raking stem, andthe greatest beam just forward of the transom, whichwas rather upright.They were steered with an outboard rudder havinga tiller. Aft was a small cuddy for the crew and amid-ships a long hatch with covers. A strong towing bittwas placed forward. The boats were tarred insteadof painted and were roughly built.Scale of model is f^, inch to the foot; the boat repre-sented was 52 feet overall, 14 feet 8 inches beam, andabout 5 feet 4 inches depth. The lighers were towedquite fast, hence their unusual form.Given by George Woltz.ROANOKE RIVER DUGOUT CANOE, 1893Rigged Model, usnm 76275Dugout canoes of this type were once used on theRoanoke River, in North Carolina, in the shadfishery employing dip-nets. The canoes were madeby hollowing out a cypress log; they were rowed,paddled, and poled.The type of canoe shown by the model was double-ended, having a nearly flat bottom and slightlyflaring topside. It was roughly decked with plankfor a short distance at each end and fitted with three
seats, or thwarts. Amidships it had a deck, underwhich was a shallow live well, or box, in which thebottom of the canoe was perforated to allow circula-tion of water. Some of these canoes had a stern seatand were employed by sportsmen in fishinsj on the
river.Scale of model is 1 inch to the foot, for a canoe18 feet 3 inches long, 3 feet beam, and 14 inchesdepth, with a well 1 foot 9 inches square on thebottom, and its hatch 6 by 9 inches.Given bv U. S. Bureau of Fisheries.
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Albermarle Sound Shad Boats Being Built at Roanoke Island, North Carolina, at the yard of the notedlocal builder, Washington Creef, in the 1890's. These boats, fitted with planked stern deadwoods, are large fortheir class. A good example of the simple boat shops in which these small fishing boats were built. {Smith-
sonian photo 44793?f-)CROATAN FISHING BOAT, 1890Rigged Model, usnm 76255Boats of this type were once employed in the shadfishery on the North Carolina Sounds in the vicinityof Roanoke Island. They were noted for sailingqualities and seaworthiness. Hulls of some of theseboats, with gasoline engines installed, were to be seenat Roanoke Island in 1953.The model is of an open, caravel-planked, center-board boat, like a yawl boat in form and having
strong sheer, a straight plank keel with some drag, astraight raking stem, a raking heart-shaped transomwith rudder hung outlxiard, the greatest beam alittle forward of midlength, a sharp entrance, and along and fine run. There is some reverse curve inthe afterbody sections, and the midsection is formedwith a rising straight floor, easy bilge, and flaringtopside.Model shows narrow washboards and low coamingsalong the sides, a very short stern deck, six thwarts.
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and sternsheets. The centerboard is slightly forwardof midlength. The model does not have the usualskeg, the run being formed with a planked deadwoodnot commonly found in this type. The mast is steppedin the third thwart, at the fore end of the center-board case, and rigged with a loose-footed sprit-mainsail; the jib is tacked to the stemhead; there isa pole topmast, with much of it overlapping themainmast, and a jib-headed boom topsail is sheetedindependently of the mainsail.Scale of the model is 1 inch to the foot, for a boat24 feet long, 7 feet 3 inches beam, and about 2 feet3 inches depth, mainmast 14 feet 6 inches abovethwart, sprit 20 feet 6 inches long, and topmast 21feet 9 inches total length and standing 13 feet 11inches above masthead. The boat is fitted to row twooars to a side; six sandbags are shown as ballast.Made and given by U.S. Fish Commission, 1893.Restored by Merritt Edson, Jr., 1958.SHARPIE, about 1890Rigged Model, usnm 76249The sharpie, a flat-bottom sailing boat with thebottom planked athwartships, was employed widelyin the American coastal fisheries during the last halfof the 19th century. The boat type, developed some-time before 1849, first rose to prominence at NewHaven, Connecticut, and by 1876 the "New Havensharpie" had become a standardized model and rigbuilt in two basic sizes. One, between 24 and 28feet overall, carried about 75 to 100 bushels of oysters,and was rigged with one or two masts and leg-of-mutton sails; the other, between 34 and 36 feet,carried 150 to 175 bushels. The New Haven sharpiewas low sided and rather narrow; the beam on thebottom was one-sixth to one-fifth the length; thebeam of a 35-foot boat was about 6 feet at chines, 7feet 2 inches at rail; that of a 28-foot boat was 4 feet 6inches to 4 feet 9 inches at chine and about 6 feetbeam at rail. The stem was straight and upright,the stern was either round (with a vertically stavedfantail) or finished in a flat and much raked transom.The sheer was strong and the rocker of the bottomwas such that the heel of the stem was brought justclear of the water. The bottom was flat athwart-ships and the sides straight and cjuitc flaring. Alarge centerboard was fitted; its length was almostone-third that of the boat, and the sharpies werehalf-decked, with a large o\al cockpit. The mastscould be shifted so that the boat could be sailed withvarious combinations of sail. The rig was simple
nnd efficient; the sails were loose-footed and spreadby a sprit boom whose heel was set up by a masttackle to give flat sails on the wind.From this parent type many variations of sharpiewere developed as the type was introduced into newlocalities. In general, the variations were in the di-rection of increased size, particularly in beam, togive greater capacity for a given length. The sharpiewas introduced on Lake Champlain and on theGreat Lakes, on the North Carolina Sounds, and,by 1885, on the Florida coast. It was also adaptedto yachting in the years between 1857 and 1885.The model represents a small sharpie of the typedeveloped first on the North Carolina sounds. Thiswas a close copy of the New Haven type except fora marked increase in the beam. The first New Havensharpie was brought to the Carolina Sounds in 1875and was a 34-foot boat. Soon the sharpie was beingbuilt there in lengths up to 45 feet and by 1890 the
rig had become that of a gaff-schooner. In Floridathe type was first a yacht, but commercial sharpieswere soon being built with some modifications in
rig, and as schooners up to about 60 feet of length.Generally speaking, the sharpies had the reputationof being inexpensive and swift, as well as of carryingheavy loads on light draft. This model is of an oystersharpie of Newbern, North Carolina, built about1889.The model shows a flat-bottom, skiff-like hullhaving a large centerboard, two masts and two Icg-
Sh.\rpie Schooner 28-32 feet long, a type once pop-ular in the Middle and South Adanuc Coast fisheries.Drawing b)' Kunhardt, from Forest and Stream, 1885.
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of-mutton sails with sprit booms, a long and sharpbow with heel raised to clear the water, a straightand upright stem, a bottom rockered fore-and-aft,a flat and raking transom, strong sheer, and flaring
sides. The deck arrangement is for a half-deckedboat having a large oval cockpit, a long foredeck,and a short afterdeck. The foremast is stepped inthe eyes of the boat, the main at the after end of thecenterboard case.The model is on a scale of 1 inch to the foot, andis for a sharpie 35 feet on the gunwale, 10 feet 9 inchesbeam, 2 feet 2 inches depth, cockpit 15 feet 9 incheslong, and 7 feet 9 inches wide, foremast 33 feet 6inches above deck, mainmast 29 feet 9 inches aboveits thwart, fore sprit 20 feet, main sprit 14 feet 6 inches.Rail chocks are fitted at bow and stern. The modelshows an unusually wide hull; 8 feet 10 inches beamwould probably be the normal width of a boat ofthis length and date on the Carolina sounds.Given by U. S. Bureau of Fisheries.NORTH CAROLINA FISHING LAUNCH, 1929Builder's Half-Model, usnm 311?44 SeabirdThe gasoline-engined fishing launch Seabird wasbuilt from this half-model at Beaufort, North Carolina,in 1929 by VVhitehurst & Rice.The Seabird had a raised deck forward, imderwhich there was a cuddy. She was caravel-plankedand had a skeg, the keel rabbet cambering fore-and-
aft (more sharply aft). She had a straight shoe tothe keel and skeg, a raking square stern, a curvedand rather upright stem rabbet. The sheer wasrather straight. The midsection showed a rising floor,rather slack round bilge, and nearly plumb topside.The entrance was long and sharp, the run short andrather full.Model is believed to be on a scale of '^i inch tothe foot, to produce a launch about 28 feet 8 inchesmoulded length at gunwale, 9 feet 4 inches mouldedbeam, and drawing about 2 feet 9 inches. Theengine was in box in cockpit well aft.Given by John Rice, shipbuilder, Beaufort, NorthCarolina.MENHADEN STRIKER BOAT, about 1932Builder's Half-Model, usnm 311245A rowing striker boat was built from this half-modelabout 1932 by VVhitehurst & Rice at Beaufort. NorthCarolina.
The boat was a rowing dinghy in model, having asquare upright transom with a slight dcadrisc in thebottom, rather straight upright stem rabbet, straightkeel shoe with skeg, the keel rabbet rising aft, andmoderate sheer. The midsection shows a ratherrounded, rising floor, a slack bilge, and nearlyupright topsides. Both in model and arrangementit generally resembles a yacht tender.Scale of the model is 1 inch to the foot, for a boat13 feet 6 inches long, 4 feet moulded beam, andabout 1 foot 4 inches deep.Given by John Rice, shipbuilder, Beaufort, NorthCarolina.MENHADEN FISHING BOAT, 1934Builder's Half-Modbl, usnm 311243A menhaden fishing boat was built from thismodel at Beaufort, North Carolina, in 1934 byWhitehurst & Rice.The half-model is for a V-bottom launch, or
"Hatteras boat," having a moderate rise of flooramidships, angular chine, and flaring straight topside.The stem rabbet is straight and rather upright, thestern is round, flaring and formed by \ertical staving.In profile, the chine has little camber and is lowforward, the foremost section just abaft the stembeing almost a V-shape from gunwale to rabbet;
afloat, it is not visible forward. The sheer is moder-ate; keel rabbet is straight forward and rises aft tothe bottom of the stern; keel-shoe is straight, withsome drag, and has a skeg; rudder post is inboard ofthe stern; forward sections have a hollow flare;entrance is sharp and has the appearance of beingslightly hollow near the stem at waterline; and therun is short but easy. These boats have a reputationfor seaworthiness.Scale of model is )i inch to the foot, for a boat 50feet 6 inches moulded length at gunwale, 10 feet4 inches moulded beam, and drawing about 4 feetat the skeg.Given by John Rice, shipbuilder, Beaufort, NorthCarolina.KEY WEST SPONGE SLOOP, 1880RiGGFD Model, usnm 76251The sloop represented by this model was built atKey West, Florida, in 1 880 for the sponge fishery onthe Florida reefs and among the Keys, in shoal water.She was caravel-planked and had a skeg and straightkeel with some drag, upright post, raking V-transom,upright straight stem, strong sheer, long and sharp
283
entrance, and a long, easy run. The midsection hada rising floor, high and rather easy bilge, and sUghtlyflaring topside.Scale of the model is 1 inch to the foot; the boat was24 feet 3 inches at gunwale, 10 feet 3 inches beam, and2 feet 6 inches moulded depth. It has a jib and main-
sail rig, and the spar dimensions, which are also re-corded as those of the Terror, are mainmast 27 feet6 inches above deck, topmast heel to truck 11 feet 9inches, bowsprit outside stem 12 feet, main boom 26feet 6 inches, and main ajaff 12 feet 9 inches.The model, which shows an elliptical cockpit andtrunk, appears to have been built with some referenceto the half-model of the Terror (usnm 76083), but itdoes not have the cuddy and there are other de-partures. Aijout 1890 sharpie sloops 24-28 feet inlength became popular as small spongers at KeyWest. Resembling in hull and rig the small half-decked sloop yachts of 1870-80, they represent biuone of the many types of small sloops employed in theFlorida sponge fishery.Given bv U. S. Bureau of Fisheries.
KEY WEST SPONGE SLOOP, 1881Builder's Half-Model, usnm 76083 TerrorThe small centerboard sloop Terror was iiuilt fromthis model at Key West. Florida, in 1881, for thesponge fishery on the Florida reef and among theKeys, where shoal draft was desirable. She was simi-lar, in hull, rig, and arrangement of deck to many ofthe small sloop yachts of 1870-80, which apparentlyinspired this design. The craft employed in the KeyWest sponge fishery were not homogeneous in type.Some were old yachts, some were centerboard schoon-
ers of small size, some were sharpie sloops, some werecenterboard sloops similar to Terror, while others weresmall keel sloops of the same model and rig as theKey West smackee and Bahama sloops.The Terror was a shoal centerboard sloop hax'ing anearly plumb stem, raking and V-shaped flat transom,
a long and sharp entrance, and a rather short run.The hull had a skeg and the after sections were slightlyhollow at the garboard. The midsection showed a
rising floor and an easy bilge. The rudder post wasinboard, entering the hull at the heel of the transom.
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Key West Sponge Sloops andsmackees, about 1892. (Smithsonianphoto ^^ygi-h.)
Key West Sponge Sloop . Riggedmodel USNM 762 5 1 . (Sniithsonianphoto 4j6oj~g.)
The model shows an elliptical house and cockpitcoaming. Rig was a gaff mainsail and a single jibhanked to a stay. The sloop had a long main boomand bowsprit, the latter well hogged down, and alarge sail area, as spongers did not work in heavyweather, and speed rather than seaworthiness wasmuch prized.Scale of the model is % inch to the foot, giving a ves-
sel about 24 feet 3 inches on deck, 10 feet mouldedbeam, 2 feet 8 inches moulded depth, and drawingabout 2 feet with centerboard raised, the latter beingabout 7 feet long and 3 feet 6 inches wide, and locatedin the middle third of the length.Given by Lawrence Higgs, Key West, Florida.KEY WEST SMACKEE, 1883Builder's Half-Model, usnm 76086
Jeff BrownThe leg-of-mutton sloop Jeff Biowri was built fromthis model at Key West, Florida, in 1883. She wasa small-well smack. Sloops of this size and type,locally known as "smackees," ranged in length from17 to 26 feet length and were shoal, keel craft withskegs, most with the rudder hung outboard. Some
had straight stems, others had small gammon-kneeheads and, in general, they resembled the smallfishing and sponging sloops of the Bahamas. Mosthad a flat transom with post and rudder outboardand some had clipper bows or stems rounded inprofileThe Jeff Brown is also represented by a rigged model(usnm 76258) in the Watercraft Collection.The half-model, for a fast and seaworthy smallboat, shows a shoal, keel-sloop hull having a hand-some sheer, raking curved stem, sharply raking V-or heart-shaped flat transom, with rudder stock pass-ing through its heel, nearh vertical post, straight keelwith drag, sharp entrance, and a very long easy run.The midsection shows a sharply rising and slightlyhollow floor; the hollow is carried right aft to thetransom but disappears forward; an almost constantdeadrise is shown in the after sections. Forward theflare is moderate. The keel outside the rabbet isquite deep.Scale of the model is 1 inch to the foot, to scaleabout giving a vessel 25 feet 3!^ inches overall, 24feet 3 inches on deck, 8 feet 5)^ inches mouldedbeam and 2 feet lOH inches moulded depth. Thedraft at post would be about 3 feet and about 2 feet
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2 inches forward. The well amidships was about 5feet 6 inches square at bottom and 3 feet 6 inches atunderside of deck. Most of the boats contemporarywith tiie Jeff Brown were somewhat smaller than shewas, but by 1895 the smackees were generally of her
size.Given by the U. S. Fish Commission.KEY WEST SMACKEE, 1883Rigged model, usnm 76258
Jejf BrownThe leg-of-mutton sloop Jeff Brown that was builtat Key West, Florida, in 1883 from half-modelUSNM 76086 was fitted as shown in this rigged model.Most of these small smacks carried a variation ofthe leg-of-mutton Bermuda or Bahama rig, a jib-headed mainsail and large single jib. The model,however, shows the mainsail laced to the booin,which was not done in either of these rigs. Somehad a small cabin trunk that could be fitted over oneof the hatches when it was desirable to shelter thecrew.The model show^s a small sloop-rigged boat having astraight keel and skeg, straight raking stem, ratherupright post and V-shaped transoin with rudderstock passing through its heel, sharp entrance, goodrun, and a midsection with rising floor slightly hollowat the garboard, firm bilge, and flaring topside.The deck arrangement shown includes a U-shapedstanding well for the helmsman, a well hatch amid-
ships, and a small hatch to a cuddy forward.Scale of the model is 1 inch to the foot; the boat was25 feet 3)^ inches overall, 24 feet 3 inches at gimwale,8 feet 3J^ inches beam, about 2 feet 10 inches depth;the mast stood 28 feet 9 inches above deck, the bow-
sprit extended 6 feet outside the stem, and the boomwas 23 feet long.Given by U. S. Bureau of Fisheries.BAHAMA SCHOONER SMACK, 1883Rigged Model, usnm 76010This model represents the type of schooner smackused in the Bahama Islands; many schooners of thistype worked out of Great Abaco and nearby islands,supplying fish to Nassau. In general they resembledthe old pungy schooners of the Chesapeake Bay,some had overhanging sterns but many had heart-shaped raking transoms with outboard rudders andsternposts. The schooners had a reputation for speed
and weatherliness. Sloops W'cre built on the samegeneral model but with greater proportionate beam.The model shows a caravel-planked, keel schoonerhaving a straight keel with much drag, a curved andraking stem rabbet with longhead, a light square
stern, moderate sheer, a long and sharp entrance, along easy run, and the midsection formed with asharply rising straight floor, an easy round bilge, andan upright topside. These schooners were flushdecked, with low bulwarks or a log rail; they usuallyhad aft a trunk cabin, amidships a large well enteredthrough a hatch with grating, and just abaft the fore-mast a slide companionway to enter the forepeak.This model shows a schooner having a single largejib, a loose-footed foresail, boomed loose-footed main-
sail; the main topmast is fitted but the main gaff-topsail and main-topmast staysail are omitted. Modelis equipped with two square-stern dinghies.These schooners were usually metal sheathed withMuntz metal or "yellow metal" and the inside of thewells was sometimes sheathen with sheet-lead, asyellow metal was thought to poison the fish in the
well. The lead also had the advantage of beingeasily worked around frames, keel, and in the per-forations of the bottom. The marine boring wormtoredo caused damage to these smacks in Bahamianwaters.Scale of the model is H inch to the foot, for a schooner54 feet at rail, 14 feet 3 inches beam, 5 feet depth (thekeel outside rabbet scales 21 inches deep), trunkcabin 12 feet long and 7 feet wide, bowsprit outboardof rabbet 10 feet, foremast above deck 44 feet, main-mast 44 feet, main topmast 15 feet total length, foregaff 12 feet, main boom 30 feet, and main gaff" 13feet. In latter years these schooners often had aboomed foresail and in the late 1880"s schooners re-sembling the Key West smacks were built in theBahamas.Given by Commissioners for the Bahama Islands,International Fisheries Exposition, London, 1883.BAHAMA SPONGE-FISHING SCHOONER, 1883Rigged Model, usnm 160143This model represents a class of Bahama schoonerformerly used in the sponge fishery and in the sea-turtle fishery. The schooners were clipper builtand resembled the old Baltimore clipper type, fromwhich they are supposed to have descended.The model shows a sharp schooner having a straightkeel w^ith much drag, strongly cur\-ed and rakingstem rabbet with a longhead, raking post and heart-
286
?^ .a,?M3-!i.
?
Plan of the Key West Smackee Jeff Brown built at Key West, Florida, 1883. Taken off the builder's half-model USNM 76086. Deck arrangement and spar dimensions from the rigged model USNM 76258.
shaped transom of marked width, sharp convexentrance, long sharp run, medium sheer, low bul-warks, and flush deck. The midsection shows asharply rising straight floor, high easy bilge, andflaring topside. The flare forward is moderate.A large trunk cabin is placed well aft; the modelshows two sponging dinghies stowed bottom up ondeck. The model is schooner rigged with threelower sails; the foresail is boomless. The.se boatsusually had a large deck bo.\ in which there was acharcoal brazier or fireplace to serve as the galley.When sponge-fishing, the schooner usually workedtwo dinghies only; when in the turtle fishery, onlyone boat was usually carried.Scale of model is ^i inch to the foot; the schoonerwas 54 feet at rail, 14 feet 6 inches beam, 5 feetdepth, bowsprit outside rabbet 10 feet 6 inches, fore-mast 43 feet 6 inches, mainmast 44 feet above deck,main topmast heel to truck 14 feet, fore gaff 12 feet,main boom 30 feet, main gaflflS feet 6 inches, dinghies13 feet long and 4 feet 6 inches beam, and spongehooks shown 17 and 25 feet long.Given by commissioners for the Bahama Islands,International Fisheries Exposition, London, 1883.FLORIDA CAT-RIGGED SHARPIE OYSTER BOAT,about 1880Rigged Model, usnm 76272This model represents a sharpie, or "flattie," cat-rigged boat built about 1880 for the local oyster fish-ery at Cedar Keys, Florida. The sharpies built atCedar Keys were of a wide range in size; from about18 feet to nearly 40 feet at gunwale; the smaller boats
were 1 -masted and cat or sloop rigged; the largersharpies were 2-masted sharpie rig or leg-of-muttonschooners. Generally, the sharpies built on the westcoast of Florida were less well finished than thosebuilt elsewhere.The model shows a wide, sharpie hull having strongsheer, the greatest beam unusually far forward, thebottom cambered fore and aft, straight stem with a
slight tumble-home, slightly raking transom, skegfitted aft and rudder hung outboard, and moderateflare to sides. There is a deck forward and widewashboards with coamings along the sides, one thwartamidships, and a large centerboard amidships. Theboat is fitted to row. Although the sloop rig, usuallywith a jib and gaff-mainsail, was most common inthese boats in the 1890"s, it is rigged catboat fashionwith single boomed gaff'-sail. The model representsan unusually ugly boat of the type.Scale of model is 1 inch to the foot, producing asharpie 20 feet on the gunwales, 11 feet beam, 21inches depth, mast 17 feet 4 inches above the gun-wales, boom 19 feet 6 inches, gaff" 10 feet, and oars12 feet 3 inches.Given by U. S. Bureau of Fisheries.FLORIDA SLOOP-RIGGED FISHING SHARPIE,1880Rigged Model, usnm 76273This model is of one of a class of sharpies once com-mon in the Florida Gulf Coast fisheries in the vicinityof St. Andrews and Panama City. These boats rangedin length from about 16 to 22 feet on the gunwale andwere either open or half decked. They were unusual
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in having a fore-gripe, or bow skeg, as well as a skeg
aft. As a result they were very steady on the helm.When a fi.sherman was taking up his gear he oftenhad to attend this rather than the helm, so the fore-gripe proved useful in these boats.The model shows an open skifT-like sharpie havinga fiat bottom and straight, flaring sides, the flare verygreat at stern, strong camber fore-and-aft withmoderate round forward and more aft, strongsheer, large centerboard, a nearly vertical straightstem, a raking transom of marked width, the rudderhung outboard, a bow (or breast) thwart, a wide mastthwart, one thwart aft of the centerboard case, andstern sheets. There is a skeg at stern, and asmaller skeg, or fore-gripe, at stem; the bow is longand sharp with a short but rising and flat run. Theseboats were characterized by the marked twist in theirside planks; the flare of the sides gradually increasing
as the stern was approached.The rig consists of a loose-footed sprit-mainsail andjib, the latter tacked to the stemhead. The model isfitted to row; a pair of oars and a steering sweep arestowed.Scale of model is 1 inch to the foot, producing aboat 20 feet 9 inches on the gunwale, 5 feet 7 inchesbeam, 22}^ inches depth, mast 14 feet 8 inches abovegunwales, sprit 18 feet 6 inches, and oars 12 feet 2inches.Given by U. S. Bureau of Fisheries.CEDAR KEYS SEINE SKIFF, about 1890Rigged Model, usnm 76270This model is of a wide, shoal, sharpie skiff of the
"flat iron" model that was once employed in thealongshore seine fishery at Cedar Keys, Florida.These boats were commonly fitted to row only, twooars to a side, using double thole pins at each oar.
As illustrated by the model, the skiff had its greatestbeam well aft, abaft the second thwart from thestem, and carried the seine at the stern, on a netdeck a few inches below the gunwale. The stemwas straight and nearly upright; the sides flared, theamount increasing from bow to stern. The sheerwas slight and the rocker of the bottom moderate,coming from the heel of the stem in a straight linefor about a fourth the bottom length and then ciu'vingvery gently amidships to well aft, where the shortrun was formed. The entrance was rather sharp,considering the great beam. The boat was arrangedwith a foredeck at thwart height, two rowing thwarts,and a net deck about 4 feet long about 3 inchesbelow the gunwale. The bottom was cross-plankedand there was a very shallow skeg, or fore-gripe, atthe stem and a small skeg at the stern. The transomwas wide and set at a moderate rake. Floor boardswere fitted inside to protect the bottom.Scale of the model is 1 inch to the foot, for a skifl'20 feet 7 inches long overall, 8 feet 3 inches beam, about18 inches deep, stern 6 feet 4 inches wide at gunwalewith a vertical depth of about 13 inches, foredeckreaching aft 4 feet 6 inches from face of stem, andnet deck carried forward 4 feet 3 inches from topof transom. Oars sho^\n lashed to thwarts, 12 feetlong.Given by U. S. Fish Commission.FLORIDA GILL-NET ROWING SKIFF, 1893Rigged Model, usnm 76271This type of rowing skiff was once used at CedarKeys, Florida, for gill-net mullet fishing. Theseboats were burdensome and did not have to berowed long distances or maneu\'ered quickly.This model shows a large, open, flat-bottomedsharpie rowing skiff having strong sheer; a short.
Bvilf of Timpm f/?n^o
fa-f1 ui-
Lines of a Florid.a Sharpie Schoo.ner, Built at Tampa, Florida, about 1891-92. Taken ofl" builder's halt-model USNM 76292.
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straight, and upright stem; sharp entrance and shortrun; straight sides with moderate flare; a wide sternwith a flat and raking transom; and the bottom muchcambered fore-and-aft and fitted with bow and stern
skegs, the former large. On the stern is mounted aplatform for the nets. Fitted with two thwarts andtholes.Scale of the model is 1 inch to the foot, for a boat20 feet 6 inches at gunwale, 7 feet 9 inches beam, and19^2 inches deep amidships.Given by U. S. Bureau of Fisheries.FLORIDA SHARPIE SCHOONER, 1892Builder's Half-Model, usnm 76292A large schooner-rigged sharpie was built from thishalf-model at Tampa, Florida, in 1891-92. This
vessel was to be employed in the Gulf fisheries of thatport, serving as a "run boat" to carry the catch fromthe "fishing ranches" to the Tampa market. Similarschooners were employed on the Florida east coast,in the Spanish mackerel fishery. The type wasswift and could carry heavy loads on a light draft.The bottom was planked athwartships, and many ofthese sharpie schooners had clipper bows and roundsterns or had flat, raking transoins. They were us-ually lofty in rig; sorne had gaff-sails and others hadleg-of-mutton sails. Sharpies having no headsailand onlv two leg-of-mutton sails, with hulls up to45 feet length, were also employed at Tampa in thefisheries; these usually had round sterns and straight,upright stems.The half-model is of a schooner-rigged sharpie,having marked sheer and a long, sharp forebody withthe greatest beam well aft of amidships. The run is
short but easy and somewhat full near the stern. Thebottom is cambered heavily fore-and-aft, the camberbeing greatest toward the stern, which is round andslightly flaring. The stem rabbet is straight andslightly raking. The midsection has flat floor carriedstraight across, an angular bilge, and a straight and
.slightly flaring topside. Scale of the model is ], inchto the foot, for a vessel about 50 feet 5 inches on gun-wale, 12 feet 6 inches moulded beam, and 3 feet 11 J^inches moulded depth.Somewhat similar schooners were built for theoyster fishery on the North Carolina Sounds in theperiod 1890 to 1910. These schooners usually had ashort trunk cabin aft and a large hatch between themasts.Given by \V. S. Sweat, Tampa, Florida, 1892.FLORIDA SPONGE SLOOP, about 1906Builder's Half-Model, usnm 311525 EmilyThe centerboard sponge sloop Emily was built fromthis half-model at Tarpon Springs, Florida, for theFlorida sponge fishery.The model represents a centerboard sloop havingsome dead flat amidships and rather straight sheer;the keel is straight and its rabbet curves up aft tothe V-shaped raking transom, where a skeg is fitted;the stem rabbet is nearly upright; and the entranceis sharp but short and the run short and full. Themidsection shows a rising floor, hard bilge, and
vertical topsides.Scale of the half-model is % inch to the foot, pro-ducing a sloop 26 feet 8 inches moulded length at
Plan of a Sharpie Fishing Schooner Built at West Palm Beach, Florida, in 1899 for the Spanish mackerelfishery along the Florida reef. As taken off the vessel by the author.
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deck, 8 feet moulded beam, and about 3 feet mouldeddepth.Given by E. P. MacrenarLs, Tarpon Springs,Florida.V-BOTTOM FISHING SCHOONER, about 1908Builder's Half-Model, usnm 311265This model of a fishina; and freighting schooner wasbuilt by Samuel Johnson, at Apalachicola, Florida,about 1908, the half-model represents a V-bottomhull having a keel rabbet that is straight forwardand rises aft to the bottom of the transom, so as tobe fitted with a skeg and centerboard. The transomrakes and is flat athwartships; the stem rabbet israther straight and upright; the entrance is short butsharp and the run short but rather straight in thebuttocks. The midsection shows a gently risingstraight floor carried out to the chine, which isrounded off slightly; the topside flares out a littleand is straight. The sheer is marked. The modelsomewhat resembles that of the Chesapeake BayV-bottom hulls.Scale of the model is % inch to the foot, for a vesselmeasuring 46 feet 6 inches length on deck, 13 feet6 inches moulded beam, and about 4 feet mouldeddepth.Given bv Samuel Johnson, shipbuilder, Apa-lachicola, Florida.FLORIDA FISHING BOAT, 1912Builder's Half-Model, usnm 311261This model is of a fishing craft stated by the donorto have been built at Apalachicola, Florida, about1912, and fitted with sail. However, judging by itsform, this model is of a launch and not of a sailinghull.The half-model has a sharp, short entrance with thegreatest beam well terward of midlength; a long,flat run; a straight keel with skeg aft, the keel rabbetrising aft to the Ijottom of the flat and raking transombut straight forward; a nearly straight and uprightstem rabbet; and a rather straight sheer. The mid-section is formed with a moderately rising floor, ahard turn of bilge, and a nearly upright topsides.Scale of the model is 1 inch to the foot, for a boatmeasuring 31 feet 10)^ inches moulded length at rail,10 feet 3 inches moulded beam, and about 3 feetmoulded depth.Given by Samuel Johnson, shipbuilder, Apalach-cola, Florida.
FLORIDA SPONGE BOAT, 1931Rigged Modfl, usnm 311882 Century oj ProgressThis model represents a modern "Greek spongeboat," the Century of Progress. Built in 1931, she wasrigged as a yawl and auxiliary-powered with a gasolineengine, and was employed on the west coast ofFlorida in the vicinity of Tarpon Springs.The half-model shows a cara\-el-planked keel sail-ing hull having a rather short, straight keel with somedrag, a raking and strongly curved stem with the headcarried high above deck, a raking sternpost; and adeep, heavy flat transom with rudder hung outboardand its blade partly cut away for the propeller
aperttire.The entrance is short and convex, the rim shortand full; the sheer is great; and the midsection isformed with a rising floor, very slack bilge, and flaringtopside.She is rigged with a short mainmast having a gaff
sail with loose foot and boom; the headstays comedown to the stemhead and are capable of carrying ajib, though none is shown. The short jigger mast isstepped on the transom rail; its sail is a loo.se-footedleg-of-mutton sheeted to a swinging boom or outrigger,with the heel fixed on the transom.The deck arrangement shows at the bow a shortraised deck with a cathead to port and at the breakof this deck a timberhead carried high above the railto starboard. Also to starboard and abaft the timber-head is a ladder for a diver, and abaft this and on thecenterline is a high mooring bitt. Next abaft is themainmast, followed by a diver's pump in a deck box,a low trunk cabin, a short deck space, a small aftertrunk cabin, small hatch, tiller, and transom with thejigger stepped on it.The model is painted white topsides, with a redcopper bottom, and red and yellow moulding at andabove the plank-sheer.Scale of the model is % inch to the foot, for a JDoat43 feet 5 inches long at rail, 14 feet 10 inches beam,and drawing 5 feet 3 inches at post.Made and given by Ray F. Henry.FLORIDA SPONGE BOAT, about 1935Builder's Half-Model, usnm 311524A yawl-rigged auxiliary-powered sponge-fishingboat was liuilt from this half-model on the west coastof Florida near Tarpon Springs about 1935. This
class of sponge boat is represented by a rigged modelin the Watercraft Collection.
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Greek Sponge Boat from TarponSprings, Florida, showing typicalhull at the time, about 1920, whenthe type was being "modernized."{Smithsojiian photo 3242^.)
The half-model represents a caravel-planked keelhull having a straight keel with some drag, a stronglycurved stem rabbet and stem, a raking sternpost, flattransom with rudder hung outboard, an almoststraight sheer, and the midsection formed with astraight rising floor, very slack bilge, and flaring top-
side. The entrance and run are unusually full and
short.The scale of the half-model is % inch to the foot,for a boat measuring 37 feet moulded length at rail,13 feet 7 inches moulded beam, and about 6 feet 6inches moulded depth.Given by A.. Kaminis, Tarpon Springs, Florida.FLORIDA SPONGE BOAT, 1943Builder's Half-Model, usnm 312756A yawl-rigged au.xiliary-powered sponge boat wasbuilt from this half-model on the west coast of Floridaat Tarpon .Springs in 1943 by Leo Faskalitis. Theseboats were used by sponge divers of Greek descent,using di\ing hoods. A boat of this type is representedby a rigged model in the Watercraft Collection.Scale of the model is ^{^ inch to the foot, and repre-sents a boat about 37 feet 9 inches moulded length,14 feet 3 inches moulded beam, and about 6 feet 6inches moulded depth.
The half-model is for a keel, sailing hull having astraight keel with some drag, raking post, flat andrather deep transom with rudder hung outboard,curved and raking stem rabbet, moderate sheer, shortand full entrance, short but clean run, and a midsec-tion formed with slighdy rising straight floor, slackwell-rounded bilge, and slighdy flaring topside.These boats were very seaworthy but not fast under
sail or power. They replaced an older form of rowingand sailing double-ended boat ha\ing a single largesquare-headed spritsail; much sheer; a high stem andsternpost, both curved; short straight keel; and steeply
rising floor and very slack bilge, with flaring topsides.They are similar in almost all particulars, to the
"Sacoleve," of the Greek Archipelago.Given by Philip A. Sawyer, St. Augustine, Florida,1943.MENHADEN PURSE-SEINE BOAT, 1921Builder's Half-Model, usnm 311250Purse seineboats were built from this half-model forthe menhaden fishery at Millville, Florida, in 1921.The half-model represents an open, double-endedcaravel-planked boat having curved and ratherupright stem and stern rabbets fairing into a straight
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keel rabbet, moderate sheer, rather sharp and convexends, and a midsection formed with a slightly risingstraight floor, hard round bila;e, and shghtly flaring;topside.Scale of half-model is 1 inch to the foot, for a boatmeasuring 31 feet moulded length at gunwale, 8 feetmoulded beam, and about 2 feet 8 inches mouldeddepth. These boats resembled the Gloucester seineboats in both form and arrangement, but are slightlymore burden.some than those used in the mackerelfishery in New England.Given by Alexander Ceruti. Millville. Florida.FLORIDA SHRIMP BOAT, 1933Builder's Half-Model, usnm 312757A shrimping boat was built from this model in1933 at Tarpon Springs, on the west coast of Florida,and 40 or 50 boats are said to have been built on itbefore 1943. Powered with automobile engines, andgood carriers for their length, these boats usuallyhave a small trunk cabin forward.The half-model represents a launch-type fishing boathaving a long, sharp entrance and a short full runrather straight sheer, an upright and somewhatcurved stem rabbet, a flat and slightly raking transom,and a midsection showing a rising straight floor,slack bilge, and rather upright topside.Scale of the model is 1 inch to the foot. The boatwas 34 feet 3 inches moulded length at gunwale, and10 feet beam.Given by Philip A. Sawyer, St. Augustine, Florida.NEW ORLEANS LUGGER, about 1890Builder's Half-Model, usnm 311218A lugger was built from this half-model, about1890, by Henry Frentz at Bilo.xi, Mississippi, toengage in the shrimp and other shore fisheries. Thistype of centerboard, shoal-draft boat, rigged withone mast and a large dipping lug sail, was popularlyknown as the "New Orleans lugger." This type isalso represented by a rigged model (usnm 76267) in theWatercraft Collection. The boats had a great localreputation for speed and seaworthiness, and could
sail very close to the wind.The half-model shows a shoal, centerboard hullhaving a straight keel with slight drag, bold, sweepingsheer, upright and slightly curved stem, and a slightlyraking post and transom, with rudder hung outboard.The stern is broad and the beam is carried wellforward, so the bow at deck is rather round and full;the greatest beam at rail is forward of midlength.
The entrance is short, slightly hollow, and sharpThe run is rather long and easy. The plank keel waswide at the centerboard slot and tapered to bow and
stern. The midsection shows slightly rising floorscarried out straight and an easy bilge, coming plumbin the topsides. The bow sections are convex andwithout hollow; the run is hollow just forward of thepost; and the transom is heart-shaped. The vesselis caravel planked.Scale of the model is % inch to the foot, for a vesselabout 33 feet 3 inches on deck, 1 1 feet 4 inches mouldedijeam, 3 feet 2 inches moulded depth, and drawingabout 2 feet 3 inches at post.Given by George Frentz, Biloxi, Mississippi, 1936.NEW ORLEANS LUGGER, about 1893Rigged Model, usnm 76267This model represents the type of lug-rigged fishingboat, having a centerboard hull; once employed atand near New Orleans and commonly called the
"New Orleans lugger"; it is the only known type ofAmerican fishing boat that had a dipping lug sail inthe 19th century. A half-model (usnm 311218) ofone of these luggers, in the Watercraft Collection,is for a smaller boat than this one. These boats werevery weatherly and swift. The range of length was18 to 45 feet long.The rigged model is of a caravel-planked center-board hull, partially decked and having a largeoval-shaped cockpit with a cuddy under a flush deckforward, entered through a slide companionway.The cockpit is partly covered with hatch covers andpartitioned with pen boards. The entrance is ratherfull, with the sides at deck level rather straight fore-and-aft, in plan. The run is long and easy; the keel,a wide plank, is straight with some drag; the stern isnearly upright and is finished with a wide, heart-shaped transom, with the rudder hung outboard;and the stem is nearly straight and upright. Themidsection shows a rising, straight floor, firm bilge,and upright topside.The mast stands well abaft the stem; to it a singlelarge, loose-footed dipping lug is fitted. The tacktravels on an iron horse across the bow and the sheettravels on another iron horse across the stern (bybelaying the sheet and tack to windward it was notnecessary to dip the lug in making short tacks inconfined waters).Scale of the model, which represents a large boat ofthe type, is 1 inch to the foot, for a boat 40 feet 6inches at gunwale, 12 feet 6 inches beam, 4 feet 9
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inches moulded depth, 2 feet 9 inches draft at post,mast 45 feet heel to truck, and yard 38 feet 6 inches.Given by U. S. Bureau of Fisheries.LOUISIANA OYSTER SLOOP, about 1900Builder's Half-Model, usnm 311188 SpectreThis model was employed in the construction of thesloop Spectre at Morgan City, Louisiana, about 1900,for the oyster fishery.The half-model shows a centerboard sloop hullhaving a straight, upright stem rabbet, the keelrabbet straight forward but sweeping up aft to thebottom of a V-shaped raking transom. A small skeg
is shown and the shoe of the keel is straight, withsome drag. The entrance is short and rather sharp;the run is short and full in the buttocks. The mid-section is formed with a rising floor, a hard roundbilge, and nearly upright topside. The sides amid-ships are nearly straight fore-and-aft and in generalthe hull is full-ended and burdensome. The sheer
is very great.Scale of the model is apparently Yi inch to thefoot, for a boat measuring 36 feet moulded length
at gunwale, 13 feet moulded beam, and about 5feet moulded depth, .\lthough for a much moreburdensome vessel, this half-model resembles some-what the old New York and Long Island Soundcenterboard working sloops of 1845-1900, whichhad a single large jib, gaff-mainsail, and a longbowsprit.Given by R.J. Terrebonne, Morgan City, Louisiana.BILOXI CATBOAT, about 1911Builder's Half-Model, usnm 311225This model represents a centerboard catboat builtby Anson Holley at Biloxi, Mississippi about 1911.These boats were used in the shrimp fishery to someextent before launches were employed. They carriedthe single gaff-sail of the cat rig and differed frompleasure catboats only in being more burdensome andhaving fuller ends. They usually had a cuddy for-ward.The half-model shows a 24-foot centerboard cat-boat having moderate sheer, a rockered keel rabbetwith skeg, producing a straight keel shoe with somedrag, a raking flat transom, and a rather uprightcurved stem rabbet. The midsection has a risingstraight floor, a hard turn of bilge, and upright top-
sides. The entrance is short and sharp; the run israther full and short.
Scale of the model is ]{ inch to the foot, for a boatmeasuring 24 feet moulded length at gunwale, 9 feetmoulded beam, and about 2 feet 4 inches mouldeddepth.Given by .\nson Holley, shipbuilder, Biloxi,Mississippi.FISHING SLOOP, about 1912Builder's Half-Model, usnm 31 1237 AnnieThe fishing sloop Annie was built from thishalf-model at Corpus Christi, Texas, about 1912 forthe local fisheries.The half-model shows a keel sloop of yacht-likeform having a short, straight keel with some drag, araking post, a long counter ending in a sharplyraking V-shaped transom. The stem rabbet iscurved and fairs into the keel rabbet well aft, givinga marked forward overhang. The entrance is sharpbut short; the run is rather long and easy. Thesheer is rather straight. The midsection shows arising straight floor and a very slack bilge, with ashallow upright topside. The greatest beam isabout at midlenglh.Scale of the model is )> inch to the foot; the modelscales about 35 feet 9 inches length at rail, 11 feetmoulded beam, and 5 feet 9 inches moulded depth.Given by Gustaf T. Nelson, shipbuilder, CorpusChristi, Texas.BILOXI SCHOONER-TYPE FISHING \^SSEL,about 1932Builder's Half-Model, usnm 311224A power fishing boat was built from this half-model, about 1932, at Biloxi, Mississippi, by AnsonHolley.The half-model is of the proportions and generalform of the centerboard schooners built earlier atBiloxi, but is slighth- modified at the stem; the out-line of the usual clipper bow rabbet is penciled onthe back of the model, indicating the extent of thechange from the old schooner form. It shows a
vessel having a straight keel, a curved and ratherupright stem rabbet, raking flat transom, a slightlyhollow, sharp entrance and long flat run, moderatesheer, a straight side fore-and-aft amidships withgreatest beam forward of midlength; the midsectionshows a rising straight floor, hard turn of bilge, andan almost upright topside.Scale of the model is ]!, inch to the foot, to representa vessel measuring about 60 feet 3 inches at gunwale
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or rail, 14 feet 6 inches moulded beam, and about4 feet moulded depth.Model given by Anson Holley, shipbuilder, Biloxi,Mississippi.BILOXI FISHING LAUNCH, about 1900Builder's Half-Model, usnm 3112.27A fishing launch was built from this half-modelabout 1900 or earlier by Willy Nels Johnson atBilo.xi, Mississippi. It may be the model from whichthe launch Blue Ribbon was built about 1895.The half-model shows a narrow launch of the oldtype, having a straight and upright stem, keel rabbetstraight forward and swept up aft to the fantail
stern. Aft there is a skcg. The sheer is moderate;the entrance is long and sharp and the run rathershort but well-formed; and the midsection shows a
rising floor, a slack round bilge, and an uprighttopside. In general the form of this model resemblesthat of the old steam and naphtha launches of the1890's.Scale of model is probably % inch to the foot, toproduce a boat about 27 feet 6 inches mouldedlength at gunwale, 7 feet 4 inches moulded beam,and about 3 feet moulded depth.Given by Jack Covacovich, shipbuilder, Bilo.xi,Mississippi.BILOXI FISHING LAUNCH, 1912-14Builder's Half-Model, usnm 311223Six fishing launches were built from this model atBiloxi, Mississippi, by Anson Holley about 1912-14. The model is of a type of Gulf coast fishinglaunch much used in the local shrimp fishery.The half-model shows a skeg-fitted hull, having akeel rabbet straight forward and swept up aft to thebottom of the transom, which is raking, flat, andwide. The straight keel shoe has some drag; thestem is straight and slightly raking; the entrance isshort and sharp, and the run is also short but well-formed. The hull has a rather long straight sideamidshijjs, and the midsection shows a rising floor, ahard round bilge, and a nearly upright topside. Thehull of such launches as represented by this modelwas relati\ely shoal; the boats were suited only forwork in protected waters.Scale of the model is fi inch to the foot, and itrepresents a launch about 29 feet 9 inches mouldedlength at gunwale, 8 feet 10 inches moulded beam,and drawing about 2 feet 4 inches at skeg.Given by Anson Holley, shipbuilder. Biloxi,Mississippi.
BILOXI SHRIMP BOAT, 1905-10Builder's Half-Model, usnm 311219A launch for the shrimp fishery was built from thishalf-model at Biloxi, Mississippi, about 1905-10 byAnson Holley. The half-model is much damaged butrepresents a launch having rather straight sheer, thekeel rabbet is nearly straight forward; but curves ina long sweep aft, where a skeg was to be fitted. Thegreatest depth of hull is well forward, the bow is longand sharp, and the run is straight and rather flat.The stem is curved at the rabbet and is rather up-
right; the transom is wide, flat, and raking.Scale of the half-model is apparently ^^ inch to thefoot, producing a vessel about 29 feet 6 inches longand perhaps 9 feet 6 inches beam.Model given by Anson Holley, shipbuilder, Biloxi,Mississippi.BILOXI SHRIMP BOAT, 1912-14Builder's Half-Model, usnm 311221This half-model is of a shrimp boat, built at Biloxi,Mississippi, in 1912-14 by Anson Holley. She wasdesigned for a relatively low-powered gasoline engine.The half-iuodel represents a shoal launch having
slight sheer, a rockered keel rabbet (there is the sug-gestion of a built-in skeg aft to give reverse curves inthe sections in the wake of the built-in skeg), a straightkeel shoe with some drag, a slightly raking and almoststraight stem rabbet, and a wide and sharply rakingtransom. The midsection shows a moderately risingfloor, a quick turn of bilge, and a rather upright top-
side. The entrance is long and sharp and the run iswell formed.Scale of the model is Y^ inch to the foot, for a boatmeasuring 36 feet 6 inches moulded length at gun-wale, 9 feet 3 inches moulded beam, and about 4 feetmoulded depth.Given by Anson Holley, shipbuilder, Biloxi,Mississippi.BILOXI SHRIMP BOAT, about 1915Builder's Half-Model, usnm 311220Twelve launches for the shrimp fishery were builtfrom this model at Biloxi, Mississippi, before 1920 byAnson Holley.The half-model represents a long, shallow launchhaving slight sheer, a cambered keel rabbet sweepingup aft and intended to be fitted with a skeg, a widesquare stern raking slightly, and a rather uprightcurved stem rabbet. The entrance is sharp andrather long, the rim long and straight in the buttocks.The greatest depth of hull is near the bow. The mid-
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Isection shows a rising floor, rather hard Isilge, and anupright topside. The bow is rather high and bold.Scale of the model is ji inch to the foot, for a boatmeasuring about 37 feet 4 inches moulded length atgunwale, 9 feet moulded beam, and about 3 feetdraft at skeg.Given by Anson Holiey, shipbuilder, Biloxi,Mississippi.BILOXI SHRIMP BOAT, 1920-22Builder's Half-Model, usnm 311233A launch for the shrimp fishery was built from thismodel at Bilo.xi, Mississippi, in 1920-22 bv HenryBrasher.The half-model shows a round-bottomed launchwith its gi'eatest depth well forward and having asharp entrance and rather long and flat run, astraight upright stem rabbet, a vertical square sternwith a broad transom, a cambered keel rabbet, towhich a skeg is intended to be fitted aft, and littlesheer. The midsection shows a slightly rising floor,hard bilge, and upright topside.
.Scale of the model is % inch to the foot, to producea launch about 34 feet 2 inches moulded length atgunwale, 9 feet 8 inches moulded bean^, and drawingabout 3 feet at skeg.Given by Henry Brasher, shipbuilder, Biloxi,Mississippi.PASCAGOULA SHRIMP BOAT, 1925Builder's Half-Model, usnm 311248 LucilleThe shrimp boat Lucille was built from this model atPascagoula, Mississippi, in 1925 by Portevin Brothers.She was a gasoline-engine powered launch, with thecuddy in a small trunk cabin.The half-model shows a launch-type hull havinga wide square stern, a long run, a short sharp en-trance, an upright curved stem, and a raking flattransom. The midsection shows a rising floor witha rather slack round bilge.Scale of the model is '^ inch to the foot; the launchwas 38 feet long, 12 feet beam, and about 4 feetmoulded depth.Given by Portevin Brothers, boatbuilders, Pas-cagoula, Mississippi.TEXAS COAST FISHING LAUNCH, about 1928-30Builder's Half-Model, usnm 311251A fishing launch was to be built from this model atPalacios, Texas, by Rowland Hicks about 1928-30,but was not laid down.
The half-model shows a launch-t\pe hull to befitted with skeg and straight shoe with some drag; thekeel rabbet is straight forward and sweeps up aft toa fantail stern, the stem is nearly straight and upright,and the sheer is quite straight. The midsectionshows a rising floor, slack round bilge, and flaringtopsides. The entrance is sharp and the run ratherfull.The model is on the scale of % inch to the foot, torepresent a launch 38 feet moulded length at gunwale,12 feet moulded beam, and about 6 feet depth of side.Given b>' Rowland Hicks, boatbuilder, Palacios,Texas.MOTOR FISHING BOAT, 1929Builder's Half-Model, usnm 311251This model is of a design for a fishing vessel pro-posed by Rowland Hicks, of Palacios, Texas, butnever built.The half-model shows a very full-ended andburdensome motor vessel having a fantail stern,straight sheer, keel rab'bet straight forward andcurved up aft to the stern (a small skeg is shown), stemnearly straight and upright, entrance short and full,as is the run. The midsection shows a rounding andrising floor, a very slack bilge, and a flaring topside.The greatest beam is forward of midlength.Scale of the model is ]^ inch to the foot, for a vesselabout 53 feet moulded length on deck, 21 feet mouldedbeam, and about 7 feet moulded depth.Given bv Rowland Hicks, boatbuilder. Palacios,Texas.BILOXI TRAWL BOAT, 1930Builder's Half-Model, usnm 311229From this model a trawl boat was built in 1930 atBiloxi, Mississippi, by Jack Co\-aco\-ich. Altogether,four boats were built from it.The half-model is for a launch having an uprightstem rabbet, upright flat transom, small sheer, andthe keel rabbet straight forward but rising aft to thebottom of the transom and intended to be fittedwith a skeg. The entrance is short but sharp, therun long and flat, the stern is wide, the greatest beamis well forward of midlength, and the midsection isformed with a rising floor, slack rounded bilge, andan upright topside.Scale of the model is % inch to the foot, for a vessel33 feet 3 inches moulded length, 10 feet 4 inchesmoulded beam, and about 5 feet moulded depth.Given bv Jack Covacovich, shipbuilder, Biloxi,Mississippi.
29.5
Columbia River Salmon Boat oftlie type developed about 1885.Rigged model USNM 285033.(Smithsonian photo 4^606.)
BILOXI FISHING LAUNCH, 193337Builder's Half-Model, usnm 211230Seacoast No. 1, Dr. Ki/lgis, 'Kemuui B.A number of fishing launches were built at Biloxi.Mississippi, from this model by W. H. Bowen between1933 and 1937. Among these were Seacoast No. 7,Dr. h'ulgis, and Rcmma B. This class of fishing launchworked in sheltered waters.The half-model shows a common type of fishinglaunch having a caravel-planked hull the keel rabbetin a long sweep, with a skeg fitted aft to give a straightkeel having some drag, a raking curved stem, anda raking flat transom of marked width. The hull israther wide and shoal; the midsection shows a risingstraight floor, a hard turn of bilge, and a nearlyupright topside. The entrance is short but sharp;the run is also short, with the dead rise amidshipscarried at a nearly constant angle to the transom.The sheer is marked.Scale of the model is apparently % inch to the foot,
to produce a huinclt 25 feet 3 inches long, 12 feetbeam, and about 2 feet draft.Given by W. H. Bowen, boatbuilder, Biloxi,Mi-ssissippi.LOUISIANA PIROGUE, 1882Rigged Model, usnm 55820This type of canoe, or pirogue, was dug out of asingle large cypress log and was usually rather boatlikein form.The model represents an open log canoe havinga sharp bow curved at the forefoot and nearly uprightabove, a sharp entrance and a short but easy run.a nearly upright heart-shaped transom, rather straightsheer and straight keel, and the midsection showing anearly flat floor, round easy bilge, and flaring topside.The model is fitted with two thwarts, stern sheets,and four oars. These canoes were rowed, paddled,or poled, and a few were sailed with a small spritsail:in these there was often a rather deep keel nailedto the bottom about amidships.
296
Scale of model is 2 inches to the foot, giving alength of 17 feet, beam 3 feet l}i inches, depth inside16 inches, and oars 6 feet 2 inches long.Given by U. S. Bureau of Fisheries.
LOUISIANA PIROGUE, 1886Rigged Model, usnm 160353This model, from Assumption Parish, Louisiana, isof the same type as the dugout canoe shown above.These craft were employed on the bayous, rivers, andalong the protected coastal waters of Louisiana andneighboring States in the fisheries as well as forhunting and general transportation.This model represents a vessel made from a cypresslog shaped and hollowed to form a sharp-bowed opencanoe having a narrow flat bottom, a round easy-bilge, a flaring topside, a long, sharp, and slightlyhollow entrance, an easy run, slight sheer, a straightkeel, or bottom line, with the stem curved at forefootand nearly straight and upright above, and the sternslightly raking and formed into a narrow V-shapedtransom. The model, the appearance roughly thatof a narrow Whitehall rowboat, is fitted with two
sets of tholes on a side and a seat at each end, with
risers shown for shifting the thwarts amidships.Scale of model is 1 inch to the foot, for a vesselhaving a length of 17 feet 8 inches, beam 30 inches,and depth inside 1 1 '2 inches.Given by U . S. Bureau of Fisheries.
LOUISIANA PIROGUE, 1946Full Size Craft, usnm 314923A dugout (made of a single red-cypress log) ofthe type employed on the bayous of southern Loui-siana, this craft is of the small, one-man, huntingand fishing type, and was built by Ebdon Allemandin 1 946 as part of the Acadian Bicentennial Cele-bration. A motion picture film record was made ofthe construction of the canoe, showing the traditionalmethods employed in building pirogues.The canoe is 12 feet long and 23 inches wide atgunwale and about 10 inches deep. It is double-ended, with rather straight sheer, bottom straight formost of its length, but rockered toward each endin the last Iji feet. The bow and stern are curvedin profile; the midsection is formed with a flatbottom, quick turn of Ijilge, and flaring topsides;and the entrance and run are nearly alike, sharp with
slight hollow close to stem and stern. This canoe hasthin sides and is light enough to l^e carried by one
man. It is fair and smooth and very well finished.With paddle.From E.SSO Standard Oil Clompany, New York.COLUMBIA RIVER SALMON BOAT, 1876Rigged Model, usnm 22216This type of boat was introduced on the Pacificcoast in 1868 for use of the gill-net fishermen at SanFrancisco, California. In 1869 one of these boats wassold to a fisherman for use on the lower ColumbiaRiver, and there the model was extensively copied.The early boats were 22 to 23 feet long but in the late1880"s the length reached 28 feet, which apparendyi)ecame the standard. The type was also introducedinto the British Columbian and .Alaskan fisheries.
CoLUMBi.\ River .S.almon Bo.^ts, unriggfd, about
1 9 1 4. (Sniithsrmian photo 46597-c.)
The San Francisco boats usually had a leg-of-mutton
sail, but elsewhere the spritsail was employed. -Allhad centerboards and a single mast and sail.The model shows a sharp-stern, caravel-planked,centcrboard, sailing hull, having sharp entrance andrun, the latter the finer of the two and both with hol-low in the lower waterlines; full-ended at deck;strong sheer; straight keel; straight and rather up-right sternpost; no rudder shown but one wouldnormally be fitted to the upright curved stem; wash-boards along gunwales, with low coaming. Themidsection shows a rising straight floor, low and ratherhard bilge, and upright topside. The model isfitted to row, having three thwarts and three oars.
.\ mast is stepped in a clamp well forward, andrigged with a single spritsail (on occasion a spritboom was used).Scale of model is 1 inch to the foot, giving; a boat25 feet 6 inches at gunwale, 6 feet 3 inches beam, 2
472S46?60- 297
Small San Francisco Itall\nfishing boat, 22-26 feet, in the late
1 88o's. This is one of the two typesof lateen-rigged boats used inNorth America. {Smithsonian photo
feet 3 inches deep amidships, 3 feet at ends, mast 16feet 3 inches, spritsail 14 feet 6 inches, and oars 12feet long. This was considered large for a boat of thetype when she was built, 24 feet then being average.Given by Livingston Stone.COLUMBIA RIVER SALMON BOAT, 1885Rigged Model, usnm 285033 0.971This model represents a Columbia River salmonboat of later date than that represented by usnm22216, and shows the inboard arrangement of theseboats in great detail.The model is of a double-ended centerboard, half-decked boat rigged with one mast set in a clamp atthe after end of the foredeck, a spritsail with sprit,and a sprit boom. The entrance and run are sharpand somewhat hollow, the sheer moderate, the keelstraight and with slight drag, the stem and sternpostsboth rather upright and with heels rounded, thestem more so. The midsection is formed with a
rising straight floor, rather easy turn of bilge, andflaring topside.The boat is fitted with short bow and stern decksand a narrow washboard along each side. Thecoaming is carried around the boat and is roundedat bow and stern. There are three thwarts, with a
"dividing board" just abaft the after thwart. Thecenterboard case extends from the forward to theaftermost thwart and is capped; the centerboard israised and lowered by a jointed iron handle. Oneach side of the case, between the forward and middle,and middle and aftermost thwarts are fish holdswith hatches at thwart level. The boat is fitted torow two pairs of oars and is steered with an outboardrudder and tiller. The painter leads through anavel hole in short foredeck; another navel hole isin the short after-deck. A fore-and-aft hole throughthe stem head serves as a fair leader, or hawse, for thebow painter.Scale of model is 1 inch to the foot; the boat repre-sented was 26 feet 5 inches overall, 7 feet 6 inchesbeain, 2 feet 9 inches deep amidships, 3 feet 9 inches
298
at bow, and 3 feet 10 inches at stern, centerboardabout 6 feet 6 inches long, mast 22 feet 6 inches,
sprit 22 feet, sprit boom 26 feet long.The rigging shown in the model is that indicatedin contemporary photographs and drawings.Transferred from the Bureau of Fisheries. Restoredby Merritt Edson, 1958.SAN FRANCISCO ITALIAN FISHING BOAT, 1876Rigged Model, usnm 22213This model represents a type of fishing boat em-ployed at San Francisco by fishermen of Italian,Portuguese, and Greek extraction; the local name ofthe type was Dago boat but governmental reports onthe boats refer to them as Feluccas. The type is now
extinct. The boats were considered very fast and sea-worthy and were employed for many years in the localmarket fishery. In confined waters they usuallyemployed sweeps in place of sail.The model shows a double-ended half-decked,caravel-planked sailing hull having a straight keel
with slight drag, upright straight stem and sternpost,strong sheer, and sharp, hollow entrance and run,the latter the finer. The midsection shows a risingfloor, hard bilge, and slighdy flaring topside.The deck is well crowned; there is a small highhatch abaft amidships and a small standing-roomhatch aft for the helmsman. The boat carries a singlelateen sail, and a jib rigged on a bowsprit. The mastrakes forward sharply.Scale of model is % inch to the foot representing aboat 26 feet 10 inches at gunwale, 9 feet 6 inchesbeam, 2 feet 6 inches depth, bowsprit 3 feet 4 inchesoutboard, mast 17 feet 8 inches above deck, and yard32 feet 4 inches.Given by Livingston Stone. Restored by MerrittEdson, 1958.SAN FRANCISCO ITALIAN FISHING BOAT, 1876Rigged Model, usnm 22214This is another boat of the type represented byrigged model usnm 22213. These boats ranged in sizefrom about 1 8 feet to nearlv 40 feet, the most common
I
San Fr.'\ncisco Fishing Boat of1876, developed by local fishermenof Italian descent. Rigged modelUSNM 22214. (Smithsonian photu45606?b )
299
Italian Fishing Boats at '1'heir Pihr i.\ San Francisco, California, in the Lath ibbos{Smithsonian photo 331 42-b.)
size being in the range of 26 to 32 feet. The largeboats went as far afield as Monterey, Drake's Ba\-, orthe Farralone Islands. The boats were stiff andcarried a press of sail; the fishermen were skilledhandlers of the rig and sailed in an apparently recklessbut actually safe manner.The model represents a half-decked, double-ended,caravel-planked sailing hull having a straight keelwith slight drag, upright straight post and stem,strong sheer, low bulwarks, high-crowned deck, sharpentrance with hollow at forefoot, sharp and veryhollow run, and the midsection with rising straightfloor, hard bilge, and rather upright topside.The boat has a bowsprit, a long hatch amidships,and a steersman's standing-room hatch right aft. Itis rigged with a single lateen sail and a small jib.Scale of the model is fi inch to the foot, giving aboat 26 feet overall, 9 feet 3 inches beam, 2 feet 6inches depth. This appears to have been an averagesize boat of the type.Given by Livingston Stone. Restored by MerrittEdson, 1958.
San Francisco Italian fishingboat sailing on the wind in the latei88o"s. {Smithsonian photo 23142-c.)
SAN FRANCISCO ITALIAN FISHING BOAT, 1876Rigged Model, usnm 22215This model is of a large double-ended, flush-deckboat of the same type as usnm 22213 and 22214,once employed at San Francisco.The model shows a boat having easy sheer, straightkeel, upright curved stem, upright post, sharp en-trance hollow near forefoot, a fine, hollow run, andthe midsection formed with a rising straight floor,high easy bilge, and slightly flaring topside.The deck is heavily crowned, with low, flush bul-warks. Forward is a wooden horse for the fore tackof the lateen mainsail; this horse also secures the heelof the bowsprit, which is to starboard of the stem head.There is a very large hatch amidships and a smallsteering-room hatch right aft. The single mast isfitted with a large lateen sail. A jib is set to the bow-
sprit.
300
Scale of model is % inch to the foot, representing alarge boat of the type, about 37 feet 10 inches overall,
1 1 feet 6 inches beam, and 3 feet depth.Given by Livingston Stone. Restored by MerrittEdson, 1958.SAN FRANCISCO CHINESE SHRIMP BOAT, 1876Rigged Model, usnm 22217This model of a boat in use in 1876, shows a typeonce used by Chinese fishermen on San Francisco Bayand vicinity, in California. Roughly and cheaplybuilt, these boats were designed for easy beachingand were buoyant; they sailed well with the wind freebut usually used oars to work to windward. Therange in length was from 15 to 40 feet.The boat represented by the model was a flat-bottomdouble-ended open sharpie with wedgelike ends,moderate flare amidships, strong fore-and-aft camberin the bottom near the ends but nearly straight amid-
ships, and moderate sheer. There were platforms onthe gunwale at each end and two thwarts. The craftwas rigged with a lateen sail and one mast steppedabout one-third the length from the bow. It was
steered with a sweep and was fitted to be rowed,sailed, or sculled. Some of these boats had a smallkeel nailed to the bottom amidships.Scale of the model is \% inch to the foot; to meas-ure about 39 feet overall, 7 feet beam, 3 feet depth,the model may be too narrow for the length.Given by U. S. Bureau of Fisheries.CHINESE DUGOUT CANOE, 1876Rigged Model, usnm 72744This type of dugout canoe, once used by Chinesefishermen on the California and Oregon coasts in thealongshore fisheries, was intended to be poled andsculled not far from shore.The canoes represented by this model were roughlymade from a log dug out from end to end, the endtransoms being nailed on. They had strong sheer andsome rocker in the bottom, the latter flat athwartshipsfor a short distance, and were round-bilged, withslightly flaring topsides. The sides, along whichwashboards were fitted, were straight in plan, and thebow and stern square and raking.Scale of model is 1 inch to the foot, for a canoe 20
301
I'cc't lonti". 3 feet 6 inches beam, and aliout 2 feetdepth of side. The model is fitted with two sculls,single tholes with a becket, and one pole.Given by U. S. Bureau of Fi.sheries.WELL-SMACK SLOOP, 1894Rigged Model, usnm 76268 SparrowhawkThis model was made from a design prepared in1893-94 by Captain J. \V. Collins for an improvedwell smack for use in the shore fisheries of the PacificCoast. The purpose was to produce a swift and safesloop of moderate size to bring live fish to marketwithout the need of ice, which at the time was scarceand expensive in the fishing areas where the sloopwas intended to be used. Such an improved smack,it was believed, would also prove useful in southernwaters. In 1895 the sloop Sparrowhawk was built fromthis design, but without the well, by Lawrence Jensenat Gloucester, Massachusetts. Ballasted with ironinside and built for fishing, her speed attracted suchattention that she was purchased and fitted as a yachtwith ballast keel and additional sail. The attempt tointroduce the well into small craft was not very suc-cessful in spite of the practical advantages, and rela-tively few American fishing boats, except in New-England and on the Florida coast, have employedthis fitting since 1885.The model represents a keel sloop with strong andgraceful sheer, long, sharp entrance, stem straightabove the waterline and much curved below, the keeland rabbet much rockered and the outside deadwoodquite deep, forefoot very shallow, raking post, highand light counter ending in a small V-shaped transom,and the run short but well formed. The greatest beamis abaft midlength. The midsection shows a steeply
rising floor with slight hollow at the garboards, a veryslack and easy bilge, and a flaring topside.The well, of the usual truncated pyramid form, wasamidships and there was a raised cuddy deck forwardin the design (in the model the deck is flush), a com-panionway slide-hatch was placed just forward of thewell hatch, then the well grating, hatch to hold,binnacle, and, well aft, a steersman's cockpit, or ovalstanding room.The boat was steei'ed with a tiller. The mainmaststood about one-third the overall length from thestem and the rig was that of a cutter but with fixedbowsprit, following the then fashion in American keelcutter yachts.Scale of model is 1 inch to the foot. The smack was
34 feet 3 inches at gunwale (the design showed a log-
rail forward and 1-foot bulwarks aft), load waterlinewas 28 feet 2;.) inches, beam 10 feet 9^^ inches, depth6 feet, extreme draft 5 feet ]i inch, fish well at bot-tom 8 feet long and 5 feet wide, well at deck 3 feetlong and 2 feet wide. Mast from deck to hounds was22 feet 9 inches, masthead 4 feet 6 inches, topmast heelto truck 22 feet, main boom 30 feet 6 inches, gaff 20feet, and bowsprit outside face of stem 14 feet 6 inches.Sails carried were gaff-mainsail with foot laced toiioom, jackyard gaff-topsail with headyard 23 feet 6inches long and foot boom 16 feet 6 inches long, fore-
staysail, jib, and jib topsail.Smacks of this size would usually be manned by acrew of two, and boats of this type and model wouldha\c been very profitable in many areas.Given bv U. S. Bureau of Fisheries.
Gre.\t L.\kes Pound-Net Sharpie under sail, i8go.(Smithsonian photo 447g3-g-)
LAKE ERIE POUND-NET SHARPIE, about 1876Rigged Model, usnm 26790Sharpies of this type were once used in the pound-net fisheries on Lake Erie and later on Lake Huron.The model, developed before 1870, was employed ina variety of sizes and some variation in appearance.The boats ranged from 20 to about 42 feet on the gun-wale and had the usual flat bottom and athwartshipsbottom-planking of the sharpie, with strong fore-and-
aft rocker, flaring straight sides, long sharp entrance,
302
short but flat run, strong sheer, straight and rakingstem, flat and raking transom with Ijalanced rudderhung outboard.The boats were open, but with a u ide gunwale cap,and were fitted with two thwarts, the bow mastthwart and stern sheets usually connected to shortside-seats at the fore ends of which was a pen board.The masts were in the usual sharpie position but the
sails were battened at the head, so that they appearedto be gaff-sails with gaff-topsails in one, the battensbeing on each side of the sail and fastened through it.These sharpies were designed to carry heavy loadsand had very large rigs, so were fast and powerfulboats. An av-erage boat was about 36 feet long, 10feet beam, and 3 feet deep. The lifting of the bowl ofthe pounds required a very stiflf boat, hence the inarkedbeam of the pound-net sharpies generally.The model is on a scale of 1 inch to the foot; theboat would be 24 feet 9 inches on the gunwales, 9 feet6 inches beam, width of stern 7 feet, depth amidshipsabout 3 feet, foremast 23 feet 3 inches, and mainmast21 feet 6 inches. The boat represented is a sharpiebuilt at Dover Bay, Ohio, where the sharpies were 20to 26 feet long, 7 feet 9 inches to 9 feet 6 inches beam,and 28 inches to 36 inches deep; the model is thussomewhat wide in proportion to her length.Given by J. W. Milner.
LAKE ERIE POUND-NET SHARPIE, about 1893Rigged Model, usnm 76265This model of a pound-net sharpie represents thet\pe built at Green Bay, Ohio, in the 1880's for thelocal pound-net fisheries. An attempt was made,under the sponsorship of the Bureau of Fisheries, tointroduce this model of sharpie into the North Caro-lina .Sounds, but this was not very successful. Fewboats of this model and rig were built there, thoughthe model was cataloged as being from the Clarolina
.Sounds.The model shows a typical Lake Erie pound-netsharpie, having a flat, rockered bottom, straight rak-ing stem, flat raking transom, flaring straight sides,strong sheer, wide stern, sharp entrance, and a shortand flat run with good lift at the stern. The model isopen, with thwarts and stern sheets, two masts, andpound-net boat rig.Scale of model is 1 inch to the foot; the model scales28 feet at gunwale. 9 feet 6 inches beam, 3 feet depth,foremast above thwart 27 feet 3 inches, and mainmastabove thwart 25 feet 6 inches. The foresail is loosefooted, the mainsail boomed. As a class the pound-net sharpies were very loftily rigged; the use of a boomon the foresail seems to have been a matter of indi-vidual owner preference.Given by U. S. Bureau of Fisheries.
tAaritime Materials in the Watercraft Collection
of the United States National Museum
Historic American Merch.^nt Marine SurveyA collection of ship and boat plans, photographs,and notes obtained by U. S. Works Progress Admin-istration Project 6, in 1937. Plans are of varyingquality, precision, completeness, and scale. A specialcatalog is obtainable from the Curator of Transporta-tion.Griffiths' CollectionShip plans, some items of correspondence, half-models, patent drawings, and other material pertain-ing to work of the American ship-designer, John \V.Griffiths, of New York. He designed a number ofclipper ships, steamers, and other craft in the period
1842-70, and was senior editor of The Monthly XauticalMagazine and Qjiarterly Review, later as United States
.Nautical Magazine and Naval Journal, Ne\%' York City1854-57. No catalog of this material is at present
availal)le.Ship Plan FilesPlans of a large number of sailing ships, Americanand foreign; small American sailing and power craft;steamships; and of some models in the \VatercraftCollection. Includes plans from the collections ofthe author and of others. Plans are of varyingcompleteness; many are suitable for model-buildingand for illustration.
303
Bibliography
Albion, Robert Greenhalgh. Square-riggers on schedule; the New York sailing packets toEngland, France, and the cotton ports. Princeton University Press, 1938, pp.xii-(-371, illustr.Competent history of the New York packet trade in the North Atlantic;economic marine history ilkistrated by some reproductions of paintinsjs ofnotable packet ships; a list of packets by Lines is given.Boole, L. H. The shipwright's handbook and draughtsman'' s guide. Milwaukee, Burdickand Treyser, 1858, pp. 41, illustr.Description of all loft work required for merchant ships and use of the half-model. Introduction refers to the early use of the half-model at New York.Brevvington, Marion V. Chesapeake Bay log canoes. Newport News, Virginia,The Mariner's Museum, 1937, 2 vols., illustr.History and study of the dev^elopment of the type; illustrated with plans andphotographs (vol. 2 contains plans).
. Chesapeake Bay bugeyes. Newport News, \'irginia, The Mariner'sMuseum, 1941, pp. x+ lH, illustr.A very complete study of the type, complete with photographs of these boats,with details, plans, and general history of development of the type.Butts, I. R. The merchanfs and shipwright's manual and shipbuilder's and sailmaker's
assistant. Boston, I. R. Butts & Co., 1870 (ed. 4), illustr.Useful material on sparring of vessels, tonnage measurement and calculations.Chapelle, Howard I. The Baltimore clipper; its origin and development. Salem,Massachusetts, Marine Research Society, 1930, pp. xii+192, illustr.History of the Baltimore clipper type, with plans of examples at various dates.
. The history of American sailing ships. New York, VV. W. Norton & Co.,1935, pp. xvii+400, illustr.Discussion of the design and development of American sailing vessels, withplans. Old American sailing crajl. New York, Kennedy Publishing Co., 1936(ed. 2, New York, Crown Publishing Co., 1939), pp. xiii+239, illustr.Reprint of some articles by author that appeared in Yachting Magazine, 1932-35. Describes some types, with special reference to their use as yachts. Illus-trated by plans.American small sailing craft, their design, development, and construction. NewYork, W. W. Norton & Co., 1951, pp. xviii+363, illustr.Plans and descriptions of a large number of .American commercial smallsailing boat types under 45 feet in length, with some discussion of colonial
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Clark, Arthur H. The dipper ship era; an epiluiiie nf fartious American and British clipper
ships, their owners, builders, commanders, and crews, 784J~1869. New York anciLondon, G. P. Putnam's Sons, 1910, pp. xii+404, illustr.A short history of the American clipper ship, with personal recollections andopinions.Cutler, C..\rl C. Greyhounds of the sea; the story of the American clipper ship. New Yorkand London, G. P. Putnam's Sons, 1930, pp. xxvii+592, illustr.Standard history of the American clipper ship, with some plans, a list ofpackets, some lines drawings, and extensive discussion of the ships, theirbuilders, their design, and sailing records.Davis, Charles G. Ships of the past. Salem, Massachusetts, The Marine Research
.Society, 1929, pp. xi+170, illustr.Contains short and inaccurate history of the development of the New Englandfishing schooner and some useful information on individual schooners, includingphotographs, plans, and sketches of details. Plans of New England and NovaScotian pinkies. New Orleans lugger, and Block Island boat.Eastman, Ralph M. Pilots and pilot boats of Boston Harbor. Boston, Second Bank
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State Street Trust Company, 1956, pp. x+89, illustr. (some in color).Pictures of boats and a short account of Boston pilotage.Fairburn, William Armstrong. Merchant sail. Center Lovell, Maine, FairburnMarine Educational Foundation, Inc. (privately printed and distributed),1954-55, 6 vols., no plans or illustr.Deals with freighting ships, clipper ships, and clown-Easters. Contains a listof packet ships and an extensive discussion of their design and records. Fair-burn was naval architect for the Sewalls of Bath, Maine, at the end of the sailingship period. He deals extensively with the little-recognized influences of eco-nomics on sailing ship design in the 19th century. Interesting and controversialevaluation of McKay and other clipper ship designers.GooDE, George Brown. The fisheries arid fishery industries of the United States. Pre-pared through the cooperation of the commissioner of fisheries and the super-intendent of the tenth Census. Washington, D. C, Government PrintingOfiice, 1884-87, 2 vols, and adas.Describes various fisheries gear and boats, including many small Americanfishing craft, with many illustrations (the atlas contains all the plates, but fewillustrations of small craft).Griffiths, John W. The shipbuilder's manual, and nautical referee. New York, pub-lished by the author, 1853, 2 vols., illustr.Material on design, construction, and masting.
. A treatise on marine and naval architecture, or theory and practice blended in
shipbuilding. London, George Philip & Son, 1857 (new ed.; ed. 1, 1851), pp.200, illustr. (50 engravings).Instructions on design by use of half-model; discussion of ship design andconstruction, steamship and sail, lines plans.
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. The down-Easters, American deepwater sailing ships, 7869-7929. Glasgow,Brown, Son & Fergu.son, Ltd., and Boston, C. E. Lauriat Co., 1929, pp. xv+ 280 (the American edition is in 2 vols.).Profusely illustrated with photographs of down-Easters. The records of theindividual ships are given.M'Ka\', L. Tlie practical shipbuilder: containing the best mechanical and philosophicalprinciples for the construction of different classes of vessels, and tlie practical adaptation
of their several parts, with the rules carefully detailed. The whole being plainly and
comprehensively arranged for the instruction of the inexperienced. New York, CollinsKeese & Co., 1839, pp. 107, 7 plates.First American book on ship design and lofting. Lines of freighting ship,brig, and schooner, and a description of design and construction in the pre-clipper period. Masting rules are given and useful information on contemporaryship-design practice.McKa\', Richard C. Some famous sailing ships and their builder, Donald McKay.New York and London, G. P. Putnam's Sons, 1928, pp. xxviii-f395. illustr.Partisan account of Donald McKay and the .ships he built.
307
Matthews, Frederick C. American mcrchnnl ships, 1850-1900. Salem, Massachu-
setts, The Marine Research Society, 1930 (ser. 1), 1931 (ser. 2), 2 vols., illustr.Contains reproductions of paintings and photographs of down-Easters,clippers, and freighting ships.McFarland, R.11YMOND. A history of the New England fisheries, with maps. Philadel-phia, University of Pennsylvania. New York. D. Appleton & Co., agents, 1911,pp. v-{-457, 3 maps.Emphasis on political and economic history, with a short account of thedevelopment of the vessels.
. The masts of Gloucester; recollections of a fisherman. New York, \\'. \V.Norton & Co.. Inc., 1937, pp. x-f 268, illustr.Recollections of life aboard a fishing schooner at the turn of the century, withsome description of individual vessels.Morris, Edw.^rd Parmelee. Thefore-and-aft rig in America. New Haven, Connecti-
cut, Yale University Press, 1927, pp. xx+215, pi.The pioneering study of the rigs of American small commercial sailing craftand of schooner and other rigs in North America. Contains much material oncolonial craft.Morrison, John H. History of American steam navigation. New York, W. F. Sametz& Co., Inc., 1903, pp. iii+630, illustr.A general history of the American steamship up to 1900. Not complete andnontechnical. Illustrated with fine sketches of notable steamers drawn fromold paintings and prints.Parker, W.J. Lewis, Lt., U. S. C. G. The great coal schooners of New England. 1870-1909. Mystic, Connecticut, The Marine Historical Association, Inc., 1948,pp. 135.Historv and description of schooners in the coal trade illustrated by photo-graphs of notable vessels and plans of a large five-masted coaster.Pierce, Wesley George. Gain' fishin'; the story of the deep-sea fisherman of New England.Salem, Massachusetts, The Marine Research Society, 1934, pp. xiii+ 323,illustr.Personal account cf a fisherman, with some descriptions of vessels and aninaccurate history of their development.Pilot lore from sail to steam and historical sketches of the various interests identified with thedevelopment of the world's greatest port. New York, The United New York andNew Jersey Sandy Hook Pilots' Benevolent Society, 1922, xxiii4-323, illustr.Memorial to pilots, with some records of individual pilot boats and pilots.Preble, Georoe Henry, R. Adm., U.S.N. A chronological history of the origin anddevelopment of steam navigation. Philadelphia, L. R. Hamersly & Co., 1883, pp.xix-f484.An attempt to recount the complete history of steam navigation up to 1880,but with many important omissions.Proctor, George H. The fishermen s memorial and record hook. Gloucester, Massa-chusetts, Procter Brothers, 1873, pp. iv+172, illustr.A useful record of schooners lost and many recollections of old fishing vesselsand events.Robinson, John, and Dow, George Francis. The sailing ships of New England,1607-1907. Salem, Massachusetts. The Marine Research Society, 1922 (ser.1), pp. 66, illustr. (1924, ser. 2: 1928, ser. 3).Reproductions of paintins;s and photographs of freiijhtins; ships.
308
Russell, Charles Edward. From Sandy Hook to 62?; being, some account of the adven-tures, exploits, and services of the old New York pilotboal. New York and London,The Century Co., 1929, pp. vi+ 400, Ulustr.A journalist's recollections and stories of the New York pilots with a list ofsome of the losses of New York and New Jersey pilot schooners.Starbuck, Alexander. History of the American whale fishery, from its earliest inception tothe year 7876. Waltham, Massachusetts, published by the author, 1878,pp. i+768, 6 pis.Contains material on whaling vessels.Stevenson, David. Sketch of the civil engineering of North America. London, JohnWeale, 1838, pp. vii+ 320, illustr.Lines and data on Hudson River and Long Island Sound steamers of theperiod.Stu.^rt, Charles B. The naval and mail steamers of the United States. New York,Charles B. Norton, 1853 (ed. 2), pp. 216Plan of a coastal steamer and pictures, engine, and boiler plans of notablenaval and mail steamers.Tredgold, Thom.\s. Tredgold on the steam engine, marine engines and boilers. London,James S. Virtue, n.d., 2 vols., illustr.Plans of Ohio River packet steamer, 1838.Turnbull, Arc:hibald Dougl.^s. John Stevens, an American record. New York andLondon, The Century Co., 1928, pp. xvii+545, illustr.Contains descriptions of Steven's experiments with steamboats, engines, andboilers, with much valuable detail.United States Fish Commission. Annual reports and Bulletins. Washington, Govern-ment Printing Office, 1871-94.Contain articles on fishing vessels and small craft.United States Works Progress Administr.-\tion, N.ational Archives Project.Ship registers and enrollments (titles vary), varying places of publication, 1938-41.Mimeographed volumes of Register enrollment information from the Custom-house records of many United States ports. Those consulted were: Pordand,Maine; Portsmouth, New Hampshire; Barnstable, Boston, Dighton-Fall River,Gloucester, New Bedford, Plymouth, Massachusetts; Bristol, Newport, Provi-dence, Rhode Island; New Orleans, Louisiana.Varney, William H. Ship-builder's manual, or mould loft guide. Three parts. NewYork, Thomas Homan, 1877, pp. viii-1-45, illustr. (8 pis.)Only part 1 has been seen, and it is believed that the other parts were notpublished. Part 1 deals with loft-work, with details on laying down woodensteamers.Webb, W^illiam Henry. Plans of wooden vessels selected as types from one hundred andfifty of various kinds . . . built by Wm. H. Webb, in the city of New York, from theyear 1840 to the year 1869. . . . New York, published by the author, n.d., 2 vols.,illustr.Plans of noted clipper ships built by the author, a leading American shipdesigner and builder of the clipper ship period.Fore and Aft, Cleveland, Ohio (vol. 1, 1899?).Plans and articles, small fishing craft.Forest and Stream. New York (vols. 1-100, 1873-1930).Plans of pleasure and hunting craft and information on small fishing boats(saU).
309
Marine Coast Fisherman, Camden, Maine (vol. 1, 1947).Plans and articles, United States and Canadian fishing boats.Nautical Research Journal, Nautical Research Guild, New York (vol. 1, 1949).Plans and articles, American ships.Rudder, New York (vol. 1, 1890; vols. 3-5 as Rudder, Sail and Paddle).Plans and articles, small boats and pleasure craft; historical articles on theAmerican fishing schooner.Steamship Bill of Fads, Journal of the Steamship Historical Society of America, ^\'est Bar-rington, Rhode Island (vol. 1, 1944).Material on steamship history and development.T/ie American Neptune, Salem, Massachusetts (vol. 1, 1941).Marine research; articles on American small craft and ships, sail and steam.United States Nautical Magazine and Naval Journal, New York, Griffiths and Bates(vols. 1-7, 1854-58; vols. 1-2 as Monthly Nautical Magazine and QiiarterlyReview.Contains much technical data and some plans of clipper ships and trading
vessels; material on contemporary steamers, with lines of a few vessels; articleson the form, design, and construction of coasters; plans and descriptions of anumber of Great Lakes vessels; critical articles on specific ship designs.Yachting, New York (vol. 1, 1907).Plans of pleasure craft; articles on American small boat types; historical
articles on American fishing schooners.
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* ?
* *
310
IndeX
(Italic numbers indicate illustrations.)
Aaron, 2-masted coasting schooner,descr. of half-model, 78Abbf ]t'atson, brigantine, descr. of half-model, 69Aberdeen, fishing schooner. 208Ada S. Allen, 2-masted coasting schooner,descr. of half-model, 79Adams, Edward H.. boat and gimdalowbuilder, 103, 105Adams, John, President, letter regard-ing Marblehead schooners, 163Adclita, steam yacht, descr. of half-model, 156Adirondack skifl", descr. of riggedmodel, 98Adriatic, Collin's Line steamer, 1 1
4
Alabama, Confederate raider, 1 30, 131,175Alaska (ex Farralones, ex steamer Massa-
chusetts) sailing ship, 1 14Albatross, New England wooden dieseldragger, descr. of rigged model, 244-245; fisheries research steamer, descr.of rigged model, 249-250Albemarle, bark, coffee clipper, 37, 63;descr, of half-model, 62-63; Con-federate ram, 154Albemarle Sound fishing boat, descr. ofhalf-model, s8o, 281, 282Albion, R. G., historian, 29Alert, chebacco boat, 180; U.S.N, ex-ploration ship, 247Alexander Kirkland, brigantine, descr. ofhalf-model, 70-7/Alice G. ]\'onso7i, fishing schooner, 5;descr. of half-model, 205Alice M. Jacobs, steam mackerel seining
schooner, 174; 242; descr. of riggedmodel, 243Alta V. Cole, 2-masted coasting schooner,descr. of half-model, 82Alzema, 2-masted coasting schooner,descr. of half-model, 80Amanda F. Lewis, Chesapeake Baypungy schooner, plan of, ig^America, yacht, 35, 53America's cup defender. Rainbow, 96American Eagle, Chesapeake Bayschooner, 218American International ShipbuildingCorporation, shipbuilders, 141American Merchant, screw steel freighter,(ex Cambrai, ex Shohokin) descr. ofrigged model, 141Amethyst, brigantine, descr. of half-model, 66Amherst, diesel trawler, descr. of half-model, 244Amiral de Joii\ auxiliary screw steamer,descr. of half-model, 1 33Andrew Jackson, clipper ship, 34Angelo, Stephen, boatbuilder, 152Anita Owen, merchant brigantine, descr.of half-model, 70Ann Mch'im, Baltimore clipper ship,dimensions, 24; not first clipper ship,24, 31Anna Eve, Biloxi fishing schooner, descr.of half-model, 235Anna M. Frame, New Jersey oysterschooner, descr. of half-model, 233-234Atmie. fishing sloop about 1912, descr.of half-model, 293Antelope, brigantine, descr. of half-model, 72
Apprentice, hermaphrodite, 24-25Aqua Pura, Gloucester water boat,descr. of rigged model, 255-259Arctic, Collin's Line steamer, 114Ariel, centerboard sloop yacht, descr. ofrigged model, 96Arizona, fishing schooner, 1 98Ark, brig, 65Arrowsic, square topsail schooner, descr.of half-inodel, 73-7^Arthur D. Story, fishing schooner, 170,224, 228Arthur V. S. Woodruff, 3-masted fishingschooner, 212, 220A. S. & R. Hammond, fishing schooner,170, 224-225Aspen, screw, steel lighthouse tender,descr. of half-model, 138Athens, brig, 65Atkinson and Filmore, shipbuilders, 86Atlantic, Collin's Line Steamer, 114;wooden screw tug, descr. of half-model, 149; diesel trawler, descr. ofhalf-model, 244Atticus, merchant ship 1818, descr. ofhalf-model, 55
.?\u Sable River fishing skiff, descr.of rigged model, 99Auxiliary steam screw, Amiral de Joie,133; General Admiral, 130; Massachu-
setts, 114; Meteor, 130, ly, 132B
Rahy Ann, Gulf Coast fishing schooner,descr. of half-model, 236Bahama schooner smack, 1883, descr.
of rigged model, 286
311
Bahama sponge-fishing schooner, 1883,descr. of rigged modeh 286-287Baird, George W., U.S.N, engineer, 238Baird, Spencer Fullerton, Secretary ofthe Smithsonian Institution, 1878-1887, establishment of U.S. FishCommission, 6Baltic, Colhns Line steamer, 1 14Bahimore cHpper, 40-47; appearance,20; French purchases, 20-2 1 ; Non-pareil, Qi; size, 22; brigantine, buihby Flannigan and Persons, 23-2./;changes in model, 23; Ann McKim,24, 31; United States, 24; slavers,25-26; Vaquero, 25, 26, 32; buildersin France, 20-2 1 ; builders in Cuba,26; comparison in speed with clipperships, 32; shortcomings, 34. {SeeBaltimore clipper brig)Baltimore clipper brig, descr. of half-model, 67-68Baltimore shipbuilding, 24-25Barbadoes, American privateer ship ofthe Revolution, descr., 19-20Barge, colonial, 16; lake cargo, 115;canal tug-barge, 148-/^5; coastal, 151Bark, 4, 5/; William Shroeder, 60Edward Koppisch, 61; Saone, 61-62Crusader, 62; Hesper, 62; Julia, 62Albemarle, 37, 62, 6^', Gayhead, 174Barkentine, 45Bateau, Chesapeake Bay?i'c^ Skipjack,Chesapeake BayBath Iron Works, shipbuilder, 243Batory, diesel-powered trans-Atlanticliner, descr. of rigged model, 143-144Baxter, William, barge designer, 148-149Bazaar, merchant ship, ^oBeach, Eugene, model-builder, 273Bear, steam whaler and sealer, U.S.Coast Guard vessel, 247Beetle, James, boatbuilder, 264Belle Franklin, fishing schooner, underconstruction, 225Belle of the West, clipper ship, 34Belvidere, steam whaling ship, 247Berbice, American privateer schooner,descr., igBermuda schooners, descr., 22Bermuda sloop, descr., 16-17; relationto Chesapeake Bay schooners, 1
9
Bertha Louise, 3-masted schooner,
coaster, 42Bethlehem Steel Company, Shipbuild-ing Division, 148, 243-244
Biloxi catboat, descr. of half-model, 293Bilo.xi fishing and freighting schooner,descr. of half-model, 234Biloxi fishing launch, about 1900,descr. of half-model, 294Biloxi fishing launch, 191 2-1 4, descr. ofhalf-model, 294Biloxi fishing launch, 1933-37, descr. ofhalf-model, 296; Seacoast \o. i, 296;Dr. Kulgis. 296; Remma B., 296Biloxi fishing schooner, descr. of half-models, 235; H. E. Grumbel, 235;/. Heidenheim, 235, 257; H. Golman,235; Anna Eve, 235; F. B. ]Valker, 236;James Velich, 236; L. L. Colle. 236Bilo.xi freight boat-launch, descr. ofhalf-model, 157-158Biloxi schooner-type fishing vessel,about 1932, descr. of half-model,293-294Biloxi shrimp boat, 1905-10, descr. ofhalf-model, 294Biloxi shrimp boat, 191 2-1 4, descr. ofhalf-model, 294Biloxi slirimp boat, about 1915, descr.of half-model, 294-295Biloxi shrimp boat, 1920-22, descr. ofhalf-model, 295Biloxi trawl boat, 1930, descr. of half-model, 295Bishop, John, shipbuilder, 215, 216, 221Bishop, John and Hugh, shipbuilders,206Black Ball Line, packet service, 27Blanchard Shipyard, Yarmouth, Maine,39Block Island boat, 176; descr. of riggedmodel, 262-263; in harbor, 263;Thomas J. Lynch, 262; Vanderbilt, 262Block model, description, //-12; his-tory, 11-12; age, 12; taking off, 12Bloomer, 2-masted coasting schooner, 8rBloomfield, Maryland-built fishingschooner, 1 97Bo.\TBUiLDERs: Adams, Edward H.,103, 105; Angelo, Stephen, 152;Beetle, James, 264; Bowen, W. H.,296; Brown, J., 251; Clasper, J. H.,102; Cornwall and Weston, 99;Corwin, M., 269; Cragin & Sheldon,253; Cram, John, 159; Creef, Wash-ington, 281; Ewing, John, 269;Fogarty, "Bat", 92, 94, 95, 157;Gannon, Patrick, 261; Hallet, Albert,251; Harrison, James B., 275, 279;Hicks, Rowland, 295; Higgins and
Gifford, 260; Holley, Anson, 157,293. 294, 295; Johnson, Frank, 257;Johnson, Samuel, 95, 151, 152, 158,234; Johnson, John, 97, 98, 137, 236;Langdon, Charles W., 95, 157, 277;Lawley, George, & Son, 96, 156;Nash and Sons, 98; Nelson, GustafT., 152; Palmer, Otis, 95, 96, 158,159, 270, 271; Paskalitis, Leo, 291;Portevin Brothers, 295; Price, JamesH., 275; Rushton, J. H., 100; Stod-dard, T. D., 266; Tull, E. James,274; Whitehurst & Rice, 283; Wilson,Herbert and Dennis, 257Boatbuilding in English colonies, 14;timber in colonial, 16Boat-canoes, colonial, descr., 15, 176Booze, Thomas, shipbuilder, 25Boston fishing cutter, descr. of riggedmodel, 261-262
"Boston Hookers," 261
"Boston model" of ship, 34Bowen, W. H., boatbuilder, 296Brasher, Henry, shipbuilder, 235Break O'Day, fishing schooner, 200;
sail plan, 201Breeze, Chesapeake Bay oyster schooner,descr. of half-model, 1 93Brig, 26, 44, 48; Spark, 22; Dove, 63-64;Powhatan, 64-65; Pocahontas, 64-615;Palos, 65-66; Salisbury, 6^; Carthage,65; Athens, 65; Corinth, 65; JamesGray, 65; Nicholas, 65; James Caskie,65; Ark, 65; Massachusetts, 65; Smith,65; Tuttle, 65; Keying, 65; Chenamus,66-67. i^^'^ Baltimore clipper brig)Brigantine, Spanish, descr., 14; Balti-inore, built by Flannigan and Parsons,23, 2^; West Indian traders, 38-39;Baltimore clipper, 40-47; coasting,43-44; rig, 43, 44, 45; hull forms, 44;San Bias, 48; descr. of unnamed half-models, 64, 69; Amethyst, 66; ^\'atson,68; Telula, 68; Iscarioti, 69; AbbyWatson, 69; Fredonia, 70; Anita Owen,70; Hurricane Bird, 70; Alexander Kirk-land, 70-71; George Latimer, 70, 71;Eva M. Johnson, 71; Mary E. Fennel,71; Antelope, 72; Gazelle, 72; MinnieSmith, 72; J. W. Parker, 72-73; fish-ing, 162; whaling, 175; Viola, 175Briggs, Enos, shipbuilder, 8
"Brogan," 274Brown, Adam and Noah, shipbuilders,23Brown, J., boatbuilder, 251
312
Brusstar Shipbuilding Company, ship-builders, 2o8-2ogBugeye
?
See Chesapeake Bay bugeyeBuilder See Boatbuilders, Model-builders, ShipbuildersBulwarks, in half-models, loBureau of Fisheries, U.S., 6Burgess. Edward, naval architect, 170Burnham, Daniel A., and Willard R.,
sliipbuilders, igg, 208Burnham, David, shipbuilder, 213Burnham, Jeremiah, shipbuilder, 190,
1 97, 198, 200
C. C. Thompson, merchant ship, descr.of half-model, 59-60C. Chase, Chesapeake Bay centerboardfishing schooner, descr. of half-model,189Cactus, 3-masted coasting schooner, 8^Calderon, screw cargo steamer, descr. ofdecorative half-model, 133-134California (renamed Uruguay), passengerliner, descr. of rigged model, 143Cambrai, U.S. Army transport
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SeeAmerican Merchant, 141Camille, paddle-wheel fishing steamer,descr. of rigged model, 235-239Canada, ships, 46; builders, 46, 47;brigantines, schooners, 46; ship-builders, 46, 47; relation to Americanships, 46; salt fish carriers, 47, ^g;clipper, last of, 47; ocean freight ship,52; merchant vessel, descr. of un-named half-model, 60; shipbuilder\W Powers, 60, 94; schooner-yacht,94; chebacco boat, 165, 181; sharp-shooters, 168; racing, 172; dogbody,182; Tancook whaler, 250Canal tug, 119, 148; Robert E. Stockton,119, 128-129; William Baxter, 148-
Candelaria (i), 2-masted tradingschooner, Puerto Rico, descr. of half-model, 83Candelaria (2), 2-masted tradingschooner, Puerto Rico, descr. of half-model, 83Canoe, boat canoe, 15, 176; "pilotcanoe," 50; Sairey Gamp, loo-ioi;Capital, 1 01; canvas-covered, loi;dugout, 176; Chesapeake Bay logcanoe, 272; Oyster Creek, 2T2; Roa-
noke River, 280; Louisiana piroque,296-297; Chinese dugout, 301-302Canvasback, steam seine boat, 238
"Cape Cat," 266Cape Cod oyster schooners, 176Capital, wooden sailing-paddling cruis-ing canoe, descr. of full-sized canoe,lOICar of Neptune, Fulton's third Americansteamboat, 1 12Carrie E. Phillips, fishing schooner, 170,226, 227Carrie Louise, fishing schooner, 208Carrie Price, Chesapeake Bay skipjack,descr. of rigged model, 275-276Carter, C. P., and Company, ship-builders, 75, 83, 84, 85Carthage, brig, 65Cat rig, 177Cat-rigged sharpie, Florida oyster boat,287Catboat, 2^3, sGj, 266; Biloxi, 293Catch, descr. of colonial, 14, 15, 162;replacement, 162; rig, 162Cedar Keys seine skiff", about 1890,descr. of rigged model, 288Centennial, fishing schooner. 1876, decklayout, 2ogCenterboard, in coasters, 40: in fishingschooners, 176; in boat hulls, 177Centerboard schooner, C. Chase, 189;Mary Jones, Bloomfield, 197; Chesa-peake Bay fishing schooner, 205, 2 1 7-218, 223; G. W. Harrison, 208; City
of Key West, Q23-224; Anna M.Frame, 233; Nordic, 234; fishingschooner, about 1900, 234; Biloxifishing schooners, 235, 236Centerboard sloop, descr. of half-models, 94, 95, 96; Eclipse, 94; Mer-maid, 94; Pathfinder, 95; Ariel, 96;Minnezitka, 96-97Century of Progress, Florida sponge boat,
1 93 1 , descr. of rigged model, 290Challenge, clipper ship, 7Chancellor Livingston, side-wheel steamer,descr. of rigged model, 127-128Chapelle, Fioward I., ship plans, 303Charmer, 2-masted packet schooner,descr. of half-model, 75-79Chasseur. Baltimore privateer, 22; yacht,9, 88Chebacco boat, ancestry, 16; origin,164; development, 164; description,164, 165, 166; size, 164; mooring,164-165; arrangement, 164; dog-
body type, 164, /<9/-i82; construc-tion areas, 165; relation to pinky,165; fare, 165-166; relation to Gaspeboats, 165; reconstruction, i/g; Lion,/75-181Chenamus, brig, descr. of half-model,66-67Chesapeake Ba\' bugeye, 55; schooner,descr. of unnamed rigged models,272, 273-274; Lillie Sterling, 27.^-275;Triumph, 275Chesapeake Bay bugeye schooner,1860-85, descr. of rigged model,272-273Chesapeake Bay bugeye schooner,1865-75, descr, of rigged model,273-274Chesapeake Bay centerboard fishingschooner, 1868, descr, of half-model,205Chesapeake Bay centerboard fishingschooner, 1880, descr. of half-model,217-218Chesapeake Bay centerboard fishingschooner, 1884, descr. of half-model,223Chesapeake Bay fishing launch, about
1 91 2, descr. of half-model, 278-279Chesapeake Bay fishing pungy, about1885, descr. of half-model, 193-194Chesapeake Bay fishing schooner, 1857-58, keel, pungy type, descr. of half-model, 197Chesapeake Bay log canoe, about 1875,descr. of rigged model, 272; OysterCreek, 272Chesapeake Bay oyster schooners, 176Chesapeake Bay skipjack
?
See Skip-jack, Chesapeake BayChesapeake Bay V-bottora motor ves-
sel, 1929, descr. of half-model, 279Chinese-American craft, 301Chinese dugout canoe, 1876, descr. ofrigged model, 301-302City of Ellsworth, 2-masted coastingand packet schooner, descr. of half-model, 81-82City oj Havana, schooner smack, descr.of half-model, 213; lines, 213City of Key West, centerboard spongefishing schooner, descr. of riggedmodel, 223-224City of Paris, trans-.'\tlantic liner
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SeePhiladelphia, 139-140Clara M. Littlefeld, fishing schooner, I/3Clasper, J. H., boatbuilder, 102
313
Clermont, Fulton's first stramboat inU.S.A.?See .\orth River, in. ris, 126,127, 149Clipper, British, comparison withAmerican, 37. (See Marco Polo, 46)Clipper, diesel trawler, 244Clipper fishing schooner, sail plan, 168;demand for, i68-i6g; advantages,169; heavy loss of, 169-170; men-tioned, 182, 185, 191, 192, 193, 194,195. 196, 197. 198, igg- 200, 201.202, 203, 204, 205, 206, 207, 208,209, 210, 211, 212, 213, 215, 216,217, 218, 2 1 9, 220, 221, 222, 223,286Clipper liermaphrodite brig. Appren-
tice, 24-25Clipper schooner, 3-masted, 21, 22, 25Clipper ship
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See Ship, clipperClipper whaling vessel, Gayhead, 174Cornelius Howland, 245; Nautilus, 245Reindeer, 2/^.^-246; Jirek Swift, 246Onward, 246-247; Orca, 247-248U. S. Grant, 249Coal, burned in American steamboats,
1 12Coastal barge, descr. of half-model,151Coastal tug Rattler, 150Coasters, colonial, 38; trades, 38; car-goes, 38, 39, 42; ownership, 39; types,39-40, 41; centerboard, 40; Chesa-peake Bay, 40; development, 40;3-masted schooners, 42; rig, 42, 43;packet, 42-43; brigantine, 43, 44, 45;barkentine, 45; Great Lakes, 45, 46;West Coast, 46-47; scow schooner,46; Nova Scotian, 46, 47
"Coastin' Canoe," 274Coasting schooner, 2-masted, 4; colo-
nial, 38; West Indies, 38-39; cargoes,38-39; in Maine, gg, 42-43; WestCoast, 46; steam, 46; Canadian, 46-47; Hudson River brick, ^7; RuthThomas, 73; Arrowsic, 12r74! ^"S^'':73~74i ^\'atchman, 74; Marcia Trihou,75; Lucy, 75; Wakeag, 75-76; J. If.Hale, 76; North Star, yS--]-]; R. B.Sumner, 77-78; Aaron, 78; Charmer,y8~-j(j; Iowa, 78, 197; descr. of un-named half-model, 79; E. Closson, 79Ada S. Allen, 79; Mountain Laurel, 80Mahle F. Staples, 80; Alzema, 80William H. Archer, 80; Lenora, 80Bloomer, 81; D. S. Lawrence, 81-82City of Ellstvorth, 81-82; 'Helen, 82
Alia V. Cole, 82; Pojara, 82; Hunter,82; Candelaria (i), 83; Candelaria (2),83Coasting schooner, 3-rnasted, center-boards in, 41 ; J. S. Hoskins, 41; trades,42; Bertha Louise, 42; Great Lakes,45-46; Pacific Coast, 46; Canadian,46-47; Nellie S. Pickering, 8^-84;Fame Gorham, 8^-84; James M. Riley,84; Susan P. Thurlow, 84; John Bird,84-85; Emelie E. Birdsall, 85; WilliamF. Frederick. 8j, 86; Daniel S. Williams,Jr., 86; Meyer arid .\tuller, 86; WilliamC. French, 86; Chesapeake Bay, descr.of unnamed half-model, 86-87; Cac-tus. 87; Gaviota. 88Coasting schooner, 4 or more masts,William L. White, 42; Governor Ames,42; George II'. ]\'ells, 42; ThomasLawson, 42; King Phillip, 44; Sam G.Mengel, 43Coasting schooner, topsail, 39, 44;Ruth Thomas, 73; Arrowsic, 1'},-74'>Marcia Trihou, 75Coeur de Lion, clipper ship, ^6, 57Coffee trade, 37, 63Collins, Edward K., steamshi]j owner,
1 12Collins, Joseph William, Captain, 3-6;169, 224, 228, 229, 241; designs by,170; smack-boats, 178; command ofLizzie F. Choate. 204; well-smack, 221,222, 223Colonial craft, 14, 15, 16, 17, 18, 162,163, 164Columbia River salmon boat, 1876,descr. of rigged model, 297-298Columbia River salmon boat 1883.descr. of rigged model, 298-299Columbia River salmon boat, 1914, 2g7Comet, clipper ship, g; descr. of half-model, 57-58; sternwheel steamboat.116Comfort, glass-cabin launch, descr. ofhalf-model, 157Conestoga, seagoing tug, descr. of riggedmodel, 150-/5/Congress, fishing schooner, sail plan, i8hConnecticut dragboat, 177Constitution, passenger liner, descr. ofrigged model, 148Coquette, yacht, pilot schooner, descr. ofhalf-model, 92-93Cora S. McKay, 3-masted fishingschooner, 212, 220Corinth, brig, 65
Cornelius Howland. whaling siiip, descr.of half-model, 245Cornell, diesel trawler, descr. of half-model, 244Cornwall and Weston, boatbinldcrs, 99Corvvin, M., boatbuilder, 269Cotton trade, 56, 57, 59, 60Cousins, Hamen, shipbuilder, 69, 76, 80
"Cowhorn," 262Cragin & Sheldon, boatbuildcrs, 253Cram, John, boatbuilder, 1 59Cramp, shipbuilder, 1 1
5
Creef, Washington, boatbuilder, 281Croatan fishing boat, descr. of riggedmodel, s8o, 281. 282Crowninshield, B. B., naval architect,171, 232Crow's nest model
?
See Hawk's nestmodelCruising launch, descr. of half-models,158-159Crusader, bark, descr. of half-model, 62Cuba, iron passenger and freightsteamer, descr. of rigged model,0-^'33Canard, fishing schooner, 208Gushing, John N., .Sr., ship owner,brig model proffered, 24; vesselsowned by, 58, 59, 62, 63, 64, 65, 66,67Gushing, Lt. W. B. (U.S.N.), 154Customhouse dimensions, mode ofmeasurement, 6-7Cutler, Carl G., author, 33D
D. S. Lawrence, 2-masted coasting andpacket schooner, descr. of half-model, 81-82DaboU, G. L., shipbuilder, 92Dancing Feather, pilot schooner, descr.of half-model, 89Daniel Marcy, fishing schooner, i 70-/7/Daniel S. Williams, Jr., 3-masted coast-ing schooner, descr. of half-model, 86Dartmouth, diesel trawler, descr. of half-model, 244Dauntless, fishing schooner, descr. ofrigged model, !g2Dauntless Shipyard, Inc., 95David F. Low, fishing schooner, descr.of half-model, 207David R. Proctor, fishing schooner, descr.of half-model, 189-190; descr. ofrigged model. 190
314
Decatur, screw steam packet, descr. ofhalf-model, 129Deck layout, Chebacco, 164, 16^, lyg,180; Pinky, 166; halibut fishingschooner, lyo; schooner Centennial,209; mackerel seining schooner, 216Decorative model, g, 12, 57-58; Cal-deron, steamer, 133-134Design competition for steamer Meteor(ex L''. S. Grant), 130Designer
?
See Naval architectsDessalines, Haitian vessel, 240
"Diamond Sculls," 102Diesel-powered vessels, Pilsiidki, 143;Batory, 143-144; Thomas E. Moran,153; harbor tug, 152; seagoing tug,154; Shawmut, 243-244; Trirnount,243-244; William J. O'Brien, 243-244; Dorchester, 244; Qiiincy, 244;Winthrop, 244; Dartmouth, 244; Am-herst, 244; Cornell, 244; ThomasIt'halen, 244; Atlantic, 244; Plymouth,244; Storm, 2^j, 244; Albatross, 244-245; IIW Duck, 244; Clipper, 244;Pocahontas, 244Dimensions, Customhouse register, asmeans of identifying half-models, 6-7Discovery, exploration ship, 247Donors: Adams, Edward H., 103, 105;Albury, William J., 213; Allen,Gideon, 245; Allyn, James H., 87,91; American Car and Foundry Co.,85, 86, 133; American Export Lines,148; Angelo, Stephen, 152; Ashby,L. D., 267; Bain, Robert E. M., 151;Bayley, Captain Charles M., 61;Beetle, James, 264; Bethlehem Ship-building Corporation, 244; Bishop,John, 215, 216, 219; Board of Trade,Bath, Maine, 59; Bowen, W. H.,296; Brasher, Henry, 234, 235, 295;Brasher, P., 100; Brown, J., 252;Brusstar Shipbuilding Co., 208, 2og;Buck, Harry H., 83, 200; Burnham,Jeremiah, 186, 198; Burnham, Wil-lard R., 199, 200, 208; Campbell,G. R., and Co., 69; Canada-PacificRailway Co., 142; Candage, R. G. F.,60; Carter, C. P., and Co., 73, 84,85, 86; Ceruti, Alexander, 292;Chase, William H., Jr., 266; Chase,W. H., and, 260; Chester, CaptainH. C, 197, 263, 268; Choate, A.,204; Christian, W. L., 149; Cleve-land-Cliffs Iron Co., 143; Cleveland,Captain William H., 264; Coffin,
V. L., 71, 72, 80, 82; Collins, CaptainJ. W., 187, 188, 191, 194, 200, 260,262; Commissioners for the BahamaIslands, International ExpositionLondon, 1883, 286, 287; Cook, H.and S., 212; Coolidge, Newell B.,195, 206; Cornwall and Weston, gg;Cousins, Hamen, 76, 80; Covaco-vich. Jack, 235, 295; Cragin &Sheldon, 261; Cram, John, 159;Crawford, James B., 55, 56; Gushing,John N., 59, 62, 64, 65, 66, 67, 68;Daboll, G. L., 92; Dauntless Ship-yard, Inc., 95; Day, Moses B., 76;Dority, Robert, 75, 79, 205; Dyer,Captain Austin, 62, 70, 71, 72;Echevarria, Jose E,, 83, 88; EssoStandard Oil Co., 297; Ferguson,T. B., 206, 272; Fitzhugh, D. A.,Jr., gg; Fogarty, "Bat," g2, g4, gs,157; Fontain, Martin, 235; Frenlz,George, 292; Geoghegan, V\'iiliamE., 88; Gdynia-American Line. 144;Gifford, J. D., gg; Goodwin, E. P.,79; Grant, Isaac M., 62, 80, 82;Hallel, Albert, 251; Hansen, CaptainA., 137; Harrington, C. B., 94; Har-rison, John B., 275; Henry, Ray F.,290; Hicks, Rowland, 295; Higgs,Lawrence, 285; Hodgkins, D. D.,223; Hodgkins, Gillman, 187; Hol-land-American Line, 142; HoUey,Anson, 158, 293, 2g4, 2g5; Hovey,Chandler, g6; Howard Shipyardsand Dock, 134; Hudson River DayLine, 137; Irving, Thomas A., 220;Jackson, Charles A., 268; Johnsonand Young, 210; Johnson, Frank,257; Johnson, John, g7, g8; Johnson,Samuel, g5, 137, 151, 152, 158, 235,236, 2go; Joyce, Captain H. B., 240,243; Kaminis, A., 2gi; Kennedy, J.,78; King, Louis, igo; Krebs, .Sideon& .Son, 236; Langdon, Charles W.,95, 157, 278; Lawlor, Dennison J.,90, 9i> 92, 93. '32. i49> 155. 156,202, 204, 205, 207, 224; Lee, WilliamE., 276; Levingston ShipbuildingCo., 153; Lord, Abraham, 70; Love-land, Major John W., 96; Macre-
naris, E. P., 290; Main, W. R., 160;Martin, Stephen J., 181; McClain,Captain George M., 217; Mclntire,Charles H., 255; McManus, ThomasF., 230, 233; Milner, J. W., 303;Moran Towing and Transportation
Co. Inc., 153; Nash and Sons, 98;Neafic & Levy, 133, 150; Nelson,Gustaf T., 152, 2g3; New BedfordBoard of Trade, 245, 246, 247; OldTown Canoe Co., 101; Palmer, Otis,Mrs., 96, 158, i5g, 26g, 270, 271,272; Passeno, J., loi ; Pattee, WilliamP-. 56, 57. 62, 64, 6g, 74; Poland,Daniel, Jr., 216; Portevin Brothers,295; Powers, W., 60, 94; Puscy &Jones Co., 249; Rice, John, 283;Richardson, James B., 279; Rogers,William, 60; Roosevelt, Franklin D.,141-142; Rowc, Captain E. L., 207;Sawyer, Phillip A., 291; Shillings-burg, George, 234; Shute, C. H. &Son, 247; Simpson, D. A., 67, 77;Skinner, William, and Sons, 63, 70,71, 189, 193, 197; Smith, LcathamD., Shipbuilding Co., 148; Smith,Virgil, 152; Southwick, J. M. K.,266; Spicer, James K., 194, 195,205, 218, 223, 272, 276; Stadel,George, Jr., 250; Starling andStevens, 260; Stone, Livingston, 298,299, 300, 301; Story, Arthur Dana,229; Story, Charles O., 196, 197,198; Story, Joseph, 195, 201; Story,William, 188; Sumner, Swasey &Currier, sg, 78, 7g, 129; Swazey,John, 75; Sweat, W. S., 289; TenEyck, James A., 102; Terrebonne,R. J., 293; Thompson, Walter A.,
'55; T"". E. James, 275; Tyler,F. L., 73; United States Lines, 143;U.S. Bureati of Fisheries, 156, 179,184, 185, I go, igi, 192, 202, 203,211, 212, 224, 229, 231, 232, 239,241, 242, 262, 280, 284, 286, 287,288, 293, 297, 301, 302, 303; U.S.Coast Guard, 137, 138, 139; U.S.Fish Commission, 155, 182, 183, 186,188, 190, 191, 200, 205, 206, 208,222, 223, 229, 237, 238, 246, 248,25o> 252, 253, 254, 256, 257, 259,266, 269, 274, 282, 283, 286; U.S.Maritime Commission, 144, 145,146, 148; U.S. Naval HistoricalFoundation, 88; L^S. Navy Depart-ment, 89; U.S. Post Office, 134, 140;LI.S. Senate Committee on Com-merce, 141; U.S. Shipping Board,Emergency Fleet Corp., 142; Virnel-son, Marian H., 57; Walker, F. B.,236; Warden, Charles G., 102;Water. J. W., 240; Watson, Joshua,
315
68, 6g, 74; Webb, William H., 57,58, 130; Welch, William, 79; Whiteand Allen, 246; Wilson, Dennis, 256;Young, C. L., 69Dorchester, diesel trawler, descr. of half-model, 244Dority, Robert, shipbuilder, 75Dory, descr., 16; 259, 260Dove, brig, descr. of half-model, 63-64Down-Easter, 49, 33; Exporter, 59;Reporter, 59; Oregon, 59-60; Hercules,59-60; C. C. Thompson, 59-60; High-land Light, 59-60Dr. Kulgis, Biloxi fishing launch, 296Drag seine galley, Potomac River, 275-280Dragboat, Connecticut, 177Dragger, Albatross, 249-250; Pocahontas,244; Clipper, 244; Wild Duck, 244Dreadnought, pocket ship, 28
"Dundavoes," 260-261Dyer, Ezekiel, shipbiailder, 70, 72
E. Closson, 2-masted coasting schooner,descr. of half-model, 79E. K. Kane, fishing schooner, 1 98E. P. Theriault, 3-masted Canadianschooner, 4gEagle, square topsail schooner, descr.of half-model, 73-7^Earl of Egmont, Marblehead schooner,
'63Eastern catboat, in harbor, 163; model
of, 26?; descr. of rigged model, 266Eckford, Henry, shipbuilder, 24, 47Eclipse, centerboard-sloop, descr. ofhalf-model, 94; Mississippi Riversteamboat, 1 1
6
Edson, Merritt, Jr., model-builder,254, 257, 258, 263, 266, 268, 277,282, 299, 300, 301Edward Grover, fishing schooner, 208Edward Koppisch, bark, descr. of half-model, 61Edwin Forrest, pilot schooner, descr. ofhalf-model, 89-90Egg Harbor melon seed, hunting skiff,descr. of rigged model, 99-/00Egretta, Maine Hampton boat, descr.of half-model, 257Eliza, ketch, 8Elizabeth Gushing, merchant ship, descr.of half-model, 59
Elizabeth J . . .son, pungy fishingschooner, 1 93Elsha Holmes, fishing schooner, descr.of rigged model, 190Enianuela (ex Sunny South), slaver, 35Enielie E. Birdsall, 3-masted coastingschooner, descr. of half-model, 85Emily, Florida sponge sloop, descr. ofhalf-model, 289-290Emma S. Osier, fishing schooner, descr.of half-model, 216Emma II'. Lowe, schooner smack, descr.of rigged model, 2 1 0-2 1
1
Empress of Asia, mail and passengerliner, descr. of rigged model, 1 42Empress of Russia, mail and passengerliner, descr. of rigged model, 142Engine, diesel, 120, 143; gasoline, 120;steam, 124-125Enterprise, U.S.N, schooner, 22Ericsson, John, inventor, 1 14-1 19Erie, screw steamer, trans-Atlantic, 1 15Essex, New England fishing pinky, plan
of, 182, 184Estelle, Long Island fishing sloop, descr.of half-model, 269Etta G. Fogg, fishing schooner, 1857,descr. of half-model, 195-196; descr.of rigged model, igS-iQjEva M. Johnson, brigantine, descr. ofhalf-model, 71Ewing, John, boatbuilder, 269Experiment, U.S.N, schooner, 22; JohnFitch's and Henry Voight's steam-boat, log, no, 121, 122Exporter, merchant ship, descr. of half-model, 59
F. B. ]\'alker, Biloxi fishing schooner,descr. of half-model, 236Fairbanks No. s, racing launch, descr. ofhalf-model, '2i-!~2-8Fairfield Shipbuilding and EngineeringCompany, Ltd., shipbuilders, 142Falkland, 4th Rate, 16Fame Gorham, 3-masted coastingschooner, descr. of half-model, 83-5^Farralones, U.S.N, store ship, 112Fearless, clipper ship, 35, 36Ferryboat, first steam, 1 1
2
Fickett, Francis, shipbuilder, 113
"File-bottom," 167, 168, 194Firefly, Fulton's fifth -American steam-boat, 1 12
Fish Commission, LI.S., 3; establish-ment, 6; changes in name, 6; Collins,169-170; smack, 170Fish and Wildlife Service, 6Fish Hawk, fishing schooner, 198; fish-eries research steamer, descr. ofrigged model, 248-2^5Fisheries research vessels, 6, 170, 224,225, 248, 24g. 250Fishing craft, 3-4Fishing dory, 1876, descr. of riggedmodel, 260Fishing launch, 191 5, descr. of half-model, 270Fishing launch, 1915-16, descr. ofhalf-model, 270-271Fishing schooner, 46, 53; Lizzie F.Choate, 5, 203, 204; Alice G. Wonson,5, 205; Grampus, 6, 170, 224-225;Iowa, 78, 197; Mary D. Dyer, 161;Romp, 168; 3-masted, 170, 212, 220-221; Fredonia, 170, 225, 226, 22J, 228;Carrie Phillips, 170, 226, 227; A. S. &R. Hammond, 170, 224-225; Juhn H.McManus, 170, 224; Arthur D. Story,170, 224, 228; Roulette, 170, 224-225;Daniel Marcy, 1 70-/7/; Helen B.Thomas, 172, 232, 233; Clara M.Littlefcld, 173; Rob Roy, 173, 231, 232;descr. of unnamed rigged models,178-179, 197, 220-221; Essex, 182,184; Tiger, 183, 184; Glide, i8j, 186;July, 185-186; Mount Vernon, 186-187; Trenton, 187; descr. of unnamedhalf-models, 186, 187, 188, 190, 191,194, 200, 201, 212, 216-217, 234-235;Storm King, 188; C. Chase, 189; DavidProctor, 189-190; Elisha Holmes, 190;Dauntless, ig2; Sunny South. 192;Breeze, 193; John Ronlelt, 193; Ripple,195; George Fogg, 195-196; Ella G.Fogg, 195, ig6, 197; Garland, 197;Leading Star, 197; John, 197; MaryJones, 197; Bloomfeld, 197; FlyingFish, 197-198; Lookout, 198; MayQueen, 198-199; Juno, 198-199; OliveHayward, 198; ]Ve\e Here, 199;Break O'Day, 200, 201; Sarah Hill,200; Laura Roberts, 200; Galena, 200-201; Prince of J\'ales, 200-201; Sylph,201, 202, 204; W. F. McKewen, 203;Thomas E. Evans, 203-204; Sarah H.Cressy, 204-205; M. E. Torry, 205;Harvest Home, 205-206; Nimbus, 206,2oy; J. L. Carroll, 206; Helen M.Foster, 206-207; David F. Low, 207;
316
Mary O^Dell. 207?208; Howard, 208;Cunard, 208; Carrie Louise, 208; Aber-deen, 208; Edward Grover, 208; Na-thaniel ]\'ebster, 208; G. IT. Garrison,208; Centennial, 209; Emma 11'. Lowe,210-21 1 ; iV/a/7 Fernald, 210, sir, 212;Willie A. McKay, 212, 220; ArthurV. S. ]\'oodruff, 212, 220; Cora 5'.McKay, 212, 220; Henry S. }\'oodrujf,212, 220; Lizzie II''. Matheson, 212,220; William M. Gaffney, 213-214;Ivanhoe, 215-216; JoAw A/. Smart, 216;Emma S. Osier, 216; James A. Garfield,218; Spencer F. Baird, 218-220; Grac??. Littleton, 220; Nannie C. Bohlin, 22 1
;
schooner on marine railway, 22a;Nellie Coleman, 223; City of Key West,223-224; Belle Franklin, 225; NellieDixon, 225, 228; New Era (No. i),228; New Era (No. 2), 229; JamesSteele, 230; Richard C. Steele, 230;John L. Flaherty, .230-231; ftoi Roy,232; Harmony, 232; Tarter, 232;Stranger, 232; //?/? fi. Thomas, 233;
.4??rt A/. Frome, 233-234; Nordic, 234;//. ?. Gumbel. 235; /. Heidenhcim, 235,237; //. Golman, 235; .4Kna ?ji?, 235;F. fi. Walker, 236; James Velich, 236;
Z,. /,. C'o//c, 236; 5oAy .-In?;, 236. (&?fl/io under Biloxi, Chesapeake Bay,Grand Banks codfishing, pinky,pungy, smack)Fishing sloop, Annie, of Te.xas, 293Fishing steamer, 172, 173, 178; Novelty,174, 220-240; Alice M. Jacobs, 174,242, 243; Great Lakes gill-net, 236-237; Jemima Boomer, 237-238; steamseine boat, 238; Camille, 235-239;Jeremiah Smith, 239; welled steamlaunch, 240; Royal, 240-241; GoldenGate, 241-242; Margaret McCann,242-243Fitch, John, steamboat inventor, 108;patent drawing, of, log, no; modelof boat of, i2o; descr. of rigged modelof first steamboat, 720-122Flannigan & Parsons, shipbuilders, 24Fiatbottom sailing craft, 55Flatties, 55Florence, pilot schooner, descr. of half-model, 90Florida cat-rigged sharpie oyster boat,descr. of rigged model, 287Florida, Confederate raider, 71Florida fishing boat (launch?), 1912,descr. of half-model. 290
Florida gill-net rowing skiff, 1893,descr. of rigged model, 288-289Florida sharpie, 287-289Florida sharpie schooner, 1892, lines,288; descr. of half-model, 289; planof sharpie schooner, 1899, 28gFlorida shrimp boat, 1933, descr. ofhalf-model, 292Florida sloop-rigged fishing sharpie,descr. of rigged inodel, 287-288Florida sponge boat, about 1935, descr.of half-model, 290-291Florida sponge boat, 1943, descr. ofhalf-model, 291Florida sponge boat. Century of Progress,290Flying Cloud, clipper ship, 34Flying Fish, fishing schooner, 1857,descr. of half-model, 197-198; descr.of rigged model, 198Flying Fish (Poisson Volant), 3-mastedBaltimore clipper, descr., 21, 22;Hawk's Nest model, //Fogarty, "Bat," boatbuilder, 92, 94,95> '57Folly, fishery police schooner, descr. ofhalf-model, 209Foster, James M., shipbuilder, 25Four-masted schooner
?
See CoastingschoonerFrancis Skiddy, Hudson River steamer,1852, descr. of rigged model, i2g-/j}0Franklin, steamship, 85, 114Fredorua, merchant brigantine, descr. ofhalf-model, 70; fishing schooner, 170;descr. of rigged model, 225, 226-226;lines, 22y; sail plan, 228Fredonia model, 170, 229, 231, 232Freighting ship, 4, 47, 48, 49; Albe-marle, 37, 62, 63; Bazaar, 50; WilliamLawrence, 52; Atticus, 55; Lucas, 56;Glasgow, 56; John N. Gushing, 58;Elizabeth Gushing, 59; Exporter, 59;Reporter, 59; Oregon, 59-60; Hercules,59-60; C. C. Thompson, 59-60; High-land Light, 59-60; Canadian, 60;Hesper, 62; Crusader, 62; Julia, 62Friendship sloop, 253Frigate, 14
"Frisco Felucca," 299Frolic, fishery police schooner, descr. ofhalf-model, 209Fruit trade, 25Fulton, Robert, steamboat inventor,108, 110-113; first steamboat(France), iio; first American steam-
boat, ///, 112, 126; steamboat, con-temporary drawings, /;/, I2yFulton, side paddle-wheel steamer, ///G
G. II'. Garrison, Chesapeake Bay oysterschooner, descr. of half-model, 208Galena, fishing schooner, descr. of half-model, 200-201Galley, 14; galley-ships, 14; galley-brigantine, 14, 16; as fishing vessels,162; drag seine, 279-280Gamage, Harvey, shipbuilder, 244Gannon, Patrick, boatbuilder, 261Garland, Baltimore-built fishingschooner, 1 97Garvey, New Jersey, gasoline-powered,descr. of rigged model, 159-160; sail-ing, 177Gaviota, 3-masted trading schooner,descr. of half-model, 87-88Gayhead, whaling bark, 174Gazelle, clipper ship, 34; brigantine,descr. of half-model, 72Geared-turbine drive, 120General Admiral, steam frigate, descr. ofhalf-model, 130General Armstrong, privateer, 22General Taylor, Hudson River steamer,1852, 129George Fogg, fishing schooner, 1857,descr. of half-model, 195-196George Latimer, brigantine, descr. ofhalf-model, 70, 7/George's Bank, fishing, 166; halibutschooner, 1840-50, 188George IT. Wells, first 6-masted coastingschooner, 42Gertie E. Foster, fishing schooner, crewmembers, iy2-\i2,Glasgow, cotton ship, descr. of half-model, 56Glass-cabin launch, descr. of half-model, 157; Comfort, 157Glide, Gloucester well-smack, descr. ofhalf-model identified as, /S5, 186Gloucester water boat, Aqua Pura, descr.of rigged model, 255-259Glyn, pilot schooner, descr. of half-model, 92Golden Fleece, clipper ship, 34Golden Gate, fisliing steamer, descr. ofrigged model, 241-242Governor Ames, 5-masted coastingschooner, 42
317
Grace E. Littleton, 3-masled fishingschooner, 1884, 2QOGrace F. Littleton, 3-masted fishingschooner, 1883, 220Grampus, fisheries research schooner-smack, 6, 170; descr. of rigged model,224-225Grand Banks codfishing schooner, old-fashioned type, 767Grant, Isaac M., shipbuilder, 62, 80, 82Great Lakes, 4, 45, 46, 115, 143, 148,302, 303Great Lakes shai'pies, 302-303Great Lakes Engineering Works, ship-builders, 142-143Great Lakes fishing tug, MargaretMcCann, 242-243Great Lakes gill-net steamer, 1880,descr. of rigged model, 236-237Great Lakes ore and bulk carrier.William G. Mather, 142-/^5; descr. ofrigged model, 148Great Lakes pound net sharpie, 1890,under sail, 502Greek sponge boats, 290-297Greenbriar, stern-wheel steel lighthousetender, descr. of half-model, 138Grey Eagle, side-wheel Ohio Riversteamer, descr. of rigged model,
'34-'35Griffiths, John VV., naval architect,author, 29, 30; seven-day steamers,119; collection of, 303Gulf Coast, 4Gulf Coast fishing schooner, Baby Ann,236. {See also Biloxi fishing schooner)Gulf of Mexico, shipbuilding, develop-ment of, 118Gundalow, descr. of colonial, 20, 38;descr. of Piscataqua River gundalow,55; rigged model of latter, 703, 70.^,105; rig, 177; stem head, 181H
H. Golman, Bilo.xi fishing schooner,descr. of half-model, 235H. E. Gurnbel, Biloxi fishing schooner,descr. of half-model, 235Hagan, Thomas E., shipbuilder, 220Half-model, basic collection, 3; build-
er's, 3; identification, 6, 7, 8; taking
off, 7-10; materials made of, 8-9;lift, <9, 9, lo-ii; shaping, 10; scale,10; tools used to make, 10; interpre-tation, 11; crow's nest, 77, 12, 13;
"checkerboard." 12; design by use of,12; use of, 12. {See also?Blockmodel. Decorative model. Hawk's
nest model. Lift model)Half-skipjack, 265-266Halibut fishing, schooner being tripped,76"'9; Georges Bank, 188Hallet, Albert, boatbuilder, 251Hampton beach boat, 176Hampton boat, 176, 254. 2jj, 3j6, 257Hanna, Jay, model-builder, 245Hannibal, Baltimore-built ship, 181 o, 34Hansen, Captain H., shipbuilder, 137Harbor tug, half-models descr., Apa-lachicola. 151-152; Corpus Christi,152; Biloxi, 152; Port .-\rthur, 152;Port Orange, 152-153Harlan and Wolf, shipbuilders, 142Harmony, fishing schooner, 232Harrington, C. B., shipbuilder, 94Harrison, James B.. boat- and ship-builder, 275, 279Harvest Home, fishing schooner, descr. ofhalf-model, 205-206Harwood, Thomas, shipbuilder, 56Hawk's nest model, description, 77-13;history, 12; age, 12, 73; Ruth Thomas,73Heather, screw, steel lighthouse tender,descr. of half-model, 138Helen, 2-masted coasting schooner,descr. of half-model, 82Helena. China packet-clipper, 33Helen B. Thomas, knockabout fishingschooner, 172, 232; descr. of exhibi-tion half-model, 233Helen M. Foster, fishing schooner, descr.of half-model. 206-207Hendel. Geerd N.. naval architect, 244Hendrirk Hudson, Hudson River steamer,descr. of rigged model, 135, ij6, 137Henry S. Woodruff, 3-masted fishingschooner, 212, 220Henry, William, steamboat inventor,108Hercules, merchant ship, descr. of half-model, 59-60Hermann, steamship, t i 4Herreshoff Manufacturing Co.. 96Hesper, Boston pilot schooner, j./; descr.of half-model, 91-92; bark, descr. ofhalf-model, 62Hicks, Rowland, boatbuilder, 295Higgins and Giffbrd, boatbuilders, 260Highland Light, merchant ship, descr. ofhalf-model, 59-60
Hinged masts, 55Historic American Merchant MarineSurvey, 4, 104, 199, 303HoUey, Anson, boatbuilder, 157, 293,294: 295Hooper Island launch, 278Howard .Shipyards and Dock Com-pany, shipbuilders, 1 34Howard, fishing schooner, descr. ofhalf-model, 208Hudson River brick schooner, .^7Hudson River steamers, iii, 112, 113,
"5, 129, IJO, 135, T36, 137Humbolt, steamship, 1 1
4
Humphreys, .Samuel, naval construc-tor, 88Hunter, 2-masted coasting schooner,descr. of half-model, 82Hurricane Bird, merchant brigantine,descr. of half-model, 70
/. Heidenheim, Biloxi fishing schooner,descr. of half-model, 235, 237Ice in fishing vessels, 167Independence, passenger liner, descr. ofrigged model, 148
"Indian Headers," 171Inland Lake Yacht Racing Association,96, 97, 98Invincible, clipper ship, 34Iowa, 2-masted packet schooner built inMaryland, 78, 197
"Irish Boats," 260-261Irving, Thomas, shipbuilder, 3, 220Iscarion, brigantine, descr., 69Italian fishing boats, 299, joo, jorIvanhoe, fishing schooner, descr. of half-model, 215-216 /
J. Coolidge, fishing schooner, 1856,descr. of half-model, 194-195J. L. Carroll, Chesapeake Bay pungyschooner, descr. of rigged model, 206J. S. Hoskins. 3-masted coastingschooner, 41J. S. Wright, brigantine, 204J. W. Hale, 2-masted coasting schooner,descr. of half-model, 76J. ir. Parker, brigantine, descr. of half-model, 72-73Jackman, George W., shipbuilder, 59Jackman, .Stephen, shipbuilder, 65, 129
318
Jackson and Sharpe, shipbuilders. 85,86, 133Jacmel (ex Novelty), 240Jamaica sloop, 16Jaines A. Garfield, fishing schooner,descr. of rigged model. 218James Baines, clipper ship, 3
1
James Gray, brig, 65James Caskie, brig, 65James Howard, side-wheel MississippiRiver steamer, descr. of rigged model,
James, John, & Son, shipbuilders, 175,212James M. Riley, 3-masted coastingschooner, descr. of half-model, 84James S. Steele, fishing schooner, descr.of exhibition half-model, 230James Velich. Biloxi fishing schooner,descr. of half-model, 236Java, U.S. frigate, 23, 25
"Jebacco" (chebacco) boat, 164, 179.{See also Chebacco boat)JefJ Brown, Key West smackee, descr. ofhalf-model, 285, 286, ^cS/; descr. ofrigged model, 286Jemima Boomer, Menhaden fishingsteamer, descr. of rigged model,237-238Jensen, Lawrence, shipbuilder, 3Jeremiah Smith, New Haven oysterdredge, descr. of rigged model, 239Jess H'illard, Chesapeake Bay "CrabScraper," descr. of rigged model,276-277Jib-and-mainsail rig, 177Jireh Swift. \\'haling ship, descr. of half-model. 246John, Maryland-built fishing schooner.197John Bird, 3-masted coasting schooner,descr. of half-model, 84-85John H. McManus, fishing schooner.170, 224John J. Flaherty, fishing schooner, descr.of rigged model, 230-231John M. Smart, fishing schooner, descr.of half-model, 216John .v. Gushing, merchant ship, descr.of half-model, 58John Ronlett, fishing schooner, 193Johnson, Frank, boatbuilder, Q57Johnson, John, boatbuilder, 97, 98,137, 236Johnson, .Samuel, boatbuilder, 95, 151,152. 158, 234
Jonesport peapod, 1885, descr. ofrigged model, 253Julia, bark, descr. of half-model, 62July or July ,fth, pinky fishing schooner,185-186Juno, fishing schooner, descr. of half-model, 198-199K
Kara, steam launch, descr. of half-model, 156Keel, form of in fishing schooners,171-172Kelly and Spear, shipbuilders, 43Ketch, colonial, 14-15, 162; coasters,38; beam trawler, 170; replacement
of, 162; Resolute, 228-229Kettle bottom, 61, 64, 65Key West smackee, 284; Jeff Brown,285, 286, 28/Key West sponge sloop, 1880. de.scr. ofrigged model, 283. 284, 28^; Terror,284-285Keying, brig, 65King Philip, 4-masted coasting schooner,44
"Knockabout" schooner. 172; Helen B.Thomas, 2jjKrebs, Sideon, & Son. shipbuilders,236
L. L. Colle, Biloxi fishing schooner,descr. of half-model, 236Laird's .Shipyard, 119Lake Erie pound net sharpie, about1876, descr. of rigged model, 302-303Lake Erie pound net sharpie, about1883. descr. of rigged model. 303Lake trade, 115, 119Langdon, Charles W., boatbuilder, 95,157. 277Larkspur, screw, steel lighthouse tender,descr. of half-model, 137-138Lateen rig, 177Laughing Water, fishing schooner, 198Launch. Chesapeake Bay, 277, 278, 279Launch, cruising, descr. of half-models,158-159; Pawnee, 158Launch, fishing, 270, 271, 272, 290,292, 293, 294. (See Sharpie launch)Launch, gasoline-powered. Comfort,157; Nymph, 157; Biloxi freight boat,157-158; Pawnee. 158; New Jersey
Garvey, 159-160; in fisheries, 178,292; Fairbanks No. 2, 2-jj-2y8; Chesa-peake Bay fishing launch, 278-279;Seabird, 283; Menhaden fishing boat,283; Florida shrimp boat, 292;Biloxi fishing launches, 294, 296;Biloxi shrimp boats, 294-295; Lucille,295; motor fishing boat, 295; Biloxitrawl boat, 295Launch, glass-cabin, 157; Comjort, 157Launch, steam, in fisheries, 178; descr.of half-models, 154-155; Trio, 155;welled, steam, descr. of half-model,240Laura Roberts, fishing schooner, descr.of half-model, 200Laura Sayward, fishing schooner, 2igLawley, George, & Son, boat- and ship-builders, 96, 156Lavvlor, Dennison J., shipbuilder anddesigner, 4, 47, 52, 53, 90, 91, 92, 93,
'3?. '49> 154. 156, 17O' 201, 202,203, 204, 206, 207, 224, 225, 237,302Leading Star, Baltimore-built fishingschooner, 197Leeboards, 55Leg-of-mutton rig, 177Le Havre Packet Line, 27Lenora, 2-masted coasting schooner,descr. of half-model. 80Levingston Shipbuilding Company,shipbuilders, 152, 153Liberty, chebacco boat. 180Liberty ship, 121; descr. of riggedmodel, 1 46-/^7Lift model, history, 8; description, 8, p,10; spacing of lifts, 9; age, 10; scale,10; taking off, lo-ii. (See Decora-tive model)Lighter, fish, Potomac River, 280Lighthouse tender. Maple, 137; Lark-
spur, 137-138; Heather, 138; Aspen,138; Grcenhriar, 138Lightning, clipper ship, 34Lightship, U.S., 138-139
Lillie, pilot schooner, descr. of half-model, gi
Lillie G. Spicer, Chesapeake Bay skip-jack, descr. of half-model, 276
Lillie Sterling, Chesapeake Bay bugeye,descr. of half-model. 274-2-1^; descr.of rigged model, 275Liner, Philadelphia (ex City of Paris),139-140; Mauretania, 1/^0-141; Sta-
319
tendam, 1 42 ; Empress of Asia, 1 42
;
Empress of Russia, 142; President Polk,142; Uruguay (ex California), 143;Pilsudski, 143; Batory, 143-144; Inde-pendence, 148; Constitution, 148Lines, device for taking off, 7; instruc-tions on use, 7; pantograph, 12; leadbar, 12
Z,/o?, Chebacco boat, descr. of riggedmodel, 779-181
Little Maud, New England boat, descr.of rigged model, 257-258Livingston, Chancellor Robert, 108Lizzie F. Choate, fishing" schooner, 5;sail plan, 503; descr. of half-model,204Lizzie 'I Matlhion, 3-masted fishingschooner, descr. of hall-model, 212,220Lofting", from half-models. 10- 11Log canoe, 55; Chesapeake Bay, 272Long Head, appearance on the Chesa-peake, 189Long Island fishing sloop, i86g, descr.of half-model, 269; Estelle, 269Long" Island fishing sloop, about 1890,descr. of half-model, 270Long Island Sound steamers, 112;schooners, 1 76Lookout, fishing schooner, 1857, descr.of half-model, 198Lorenzo D. Story, 1842, pinky schooner,184Louisiana, coastwise steamer, 140Louisiana oyster sloop, Spectre, 293Louisiana piroque, 1882, descr. ofrigged model, 296-297Louisiana piroque, 1946, descr. of full-size canoe, 297Lucas, merchant ship, descr. of half-model, 56Lucille, Pascagoula shrimp boat, 1925,descr. of half-model, 295Lucy, 2-masted coasting schooner, descr.of half-model, 75Lug rig, 177Lugger, New Orleans, 292-293Lyme, British 24-gun ship, 17-18MM. E. Torry, fishing schooner, descr. ofhalf-model, 205Mabel Dilloway, fishing schooner, 2/5
Mablc F. Sta/>lcs, 2-masted coastingschooner, descr. of half-model, 80Mackerel fishery, 167Mackerel seiners, steamers, Novelty,239-240; Alice M. Jacobs, 174, 242,
?-^43Maine Hampton boat, descr. of un-named rigged and half-models, 254,
-53^ 256, 257; under sail, 236; Egretla,257Maine peapod, 1883, descr. of riggedmodel, 253Malek Adhel, New York clipper brig,24Manhattan, Noank well-smack sloop,descr. of half-model, .267Maple, screw, steel, lighthouse tender,descr. of half-model, 137Marblehead schooner, descr., 19; num-ber in 1721 and 1741, 162; "Catch"and ".Scooner," 162; tradition of in-vention, 162; development, i62-/ffj/speed, /(%; form, 163; PresidentJohn .'\dams' reference to, 163; asraiders, 163; color, 163; burdensometype of, 166; descr. of rigged models,178-179, 182-183Marcia Tribou, square topsail coastingschooner, descr. of half-model, ~f;Marco Polo, Canadian clipper ship, 46Marestier, French naval constructor,114, !l6Margaret McCann, Great Lakes fishingsteamer, descr. of rigged model,242-243Maria, harbor tug, descr. of half-model,152Maritime Commission, U.S., 4Market-fishing, 166-167Mary and Ellen, oyster fishing schooner,pungy, descr. of half-model, 199, 203Mary and Helen, steam whaling ship, 247Mary D. Dyer, fishing schooner, i6rMary E. Pennel, brigantine, descr. ofhalf-model, 71Alary Fernald, fishing schooi"ier, 210;plan, 211; sail plan, 212; descr. ofrigged model, 211-212Mary Jones, Baltimore-built fishingschooner, 1 97Mary O'Dell, fishing schooner, descr. ofrigged model, 207-208Maryland state fishery police, 209Massachusetts, brig, 65; first screwsteamer to cross the Atlantic, 114
Mauretania, trans-.^tlantic liner, descr.of rigged model, 140-/.^/May Queen, fishing schooner, descr. ofhalf-model, 198-199
"Mayflower," name painted on half-model of down-Easter, 59McKay, Donald D., shipbuilder, 31,47, 161M'Kay, L., author and shipbuilder,113. "5McLain, Captain George, "Mel,"naval architect, 171, 216, 217, 231McManus, Thomas F., naval architect.171, 230, 232, 233Mediator, .American colonial sloop, 77,18Menhaden carry-away sloop, descr. ofrigged model, 268-269, -7'Menhaden fishing boat, descr. of half-model, 283Menhaden purse seine boat, 1921,descr. of half-model, 291-292Menhaden striker boat, desrr. of h.nlf-model, 283Merchant marine, attempts to revive,49-50; modern condition of, 50; de-velopment of steamers in, 117, 118,119Merchant ship, descr. of unnamedhalf-models, 56-57, 59, 60; standardAmerican, C-i, C-2, C-3 Class,descr. of rigged models, 144, 143, 146Meridian, pinky fishing schooner, 185Mermaid, ccnterboard sloop, descr. ofhalf-model, 94Merrill, Orlando, shipbuilder, 8Metal sheathing of Bahama schooners,286Meteor, au.\iliary steam clipper ship,53; descr. of half-model, 130, ly, 132Meyer and Muller, descr. of half-model,86Minnezitka, centerboard racing scow,Inland Lake, descr. of rigged model,96-57Minnie Smith, brigantine, descr. of half-model, 72Mississippi River barge, 55Mississippi River steamboat, Orleans,
1 16; Comet, 1 16; Vesuvius, 1 16; Eclipse,116; Robert E. Lee, 117; .Natchez, 117Mitman, Carl W., curator of mineraland mechanical technology, U.S.National Museum, 4Model-builders: Beach, Eugene, 273;Edson, Merritt, Jr., 254, 257, 258,
320
263, 266, 268, 277> 282, 299, 300,301; Hanna, Jay, 245; Irving,Thomas, 3; Jensen, Lawrence, 3;Ryder, F. Van Loon, 128-130;Sawyer, Carroll Ray, 244Models, accuracy of in watercraft col-lection, 3-4. {See Block model, Dec-orative model, Half-model, Hawk'sNest model. Lift model, Riggedmodel)Model-testing tanks, 121Monfalcone Shipyards, shipbuilders,143Montauk, Oram, packet-clipper, 33Moore, .Samuel L., & Son, shipbuilders,137Moran Bros. & Company, shipbuilders,138Morey, Samuel, steamboat inventor,108Morgan Line, 140Moses boat, descr., 16Motor cruiser, descr. of half-models,58-159Motor fishing boat, 1929, descr. of half-model, 295Motor vessel, Chesapeake Bay V-bottom, 1929, 279Mount Vernon, fishing schooner, half-model named, 186; descr. of riggedmodel, 186-187Mountain Laurel, 2-masted coastingschooner, descr. of half-model, 80Muscongus Bay sloop, descr. of riggedmodel, 253-25^ N
Namiie C. Bohlin, fishing schooner, 221Nantucket dory, descr. of rigged model,260Nash and Sons, boatbuilders, 98Nason, Captain Josiah D., shipowner,25Natchez, Mississippi River steamboat,117Nathaniel ]\'ehster, fishing schooner, 208Nautilus, whaling ship, descr. of half-model, 245Naval architects: Burgess, Edward,170; Crowninshield, B. B., 171, 232;Griffiths, John W., 29, 30, 119, 303;Hendel, Geerd N., 244; Humphreys,Samuel, 88; Lawlor, Dennison J., 4,47. 52, 53. 90. 91. 92. 93' '3?' i49>154, 156, 170, 201, 202, 203, 204,
206, 207, 224, 225, 237, 302; Mares-tier, 114, irS; McClain, CaptainGeorge "Mel," 171, 216, 217, 231;McManus, Thomas F., 171, 230,232, 233; Pook, Samuel H., 34, 223;Stadel, George, Jr., 250; Steers,George and Henry, 34, 53, 114, 119,130; Water, J. W., 240; Winde,Lewis, 92Naval architecture, section of Ameri-can, 3-4; effects of packet ship build-ing on, 28-29; publications on, 29;effect on ocean freighters, 48Naval steam launch, descr. of half-model, 154-155Navarch, steam whaling ship, 247Neafie and Levy, shipbuilders, 132, 150Nellie Coleman, fishing schooner, descr.of half-model, 223Nellie Dixon, fishing schooner, 170,descr. of rigged model, 225-228Nellie S. Pickering, 3-masted coastingschooner, descr. of half-model, 83-fi/Nelson, Gustaf T., boatbuiider, 152Neptune, packet ship. Black Ball Line,27
"Nessmuk," pseudonym of George W.Seers, 100New England boat, s6iNew England boat. Little Maud, 257-258New England fishing schooner, 3;losses in 1870, 5; old style, descr. ofrigged model, 182-183; pinky, 182,183, 184, 185, 186. {See Schooner,Fishing schooner, Pinkx-)New England sailing dory, 1 880-1 883,descr. of rigged model, 260New England sailing dory, 1882, descr.of rigged model, 255-260New England sailing-rowing dory,1880-83, 2JPNew England Shipbuilding Company,shipyard, 118New Era, fishing schooner, smack, descr.of half-model, 228New Era (No. 2), fishing schooner,descr. of half-model, 229; descr. ofrigged model, 229New Haven oyster dredge, JeremiahSmith, 239New Jersey garvey, gasoline-powered,descr. of rigged model, 159-160New Jersey oyster schooners, 176, 233,234, 236
New Jersey sneakbo.x, hunting skilf,descr. of rigged model, 99New Orleans lugger, descr. of half-models, 292-293New York clipper, model of, 24; MalekAdhe.l, 24; Appreittice, hermaphroditebrig, 24-25New York pilot schooner, 51-52; descr.of half-model, 89New York Shipbuilding Corporation,142Newport boat, 266Newport News Shipbuilding Company,143Niagara, U.S.N, steamer, 53, 132Nicholas, brig, 65Nightingale, clipper ship, 13, 34Nimbus, fishing schooner, descr. of half-model, 206; plan of, soyNoank sloop, descr. of rigged model,267-268, 269Noank sloops and smacks, 177Noank well-smack sloop, Manhattan,descr. of half-model, s6/No Mans Land boat, descr, of riggedmodel, 263-264; descr. of half-model,264; under sail, 26.J.Nonpareil, Baltiinore clipper schooner,2!Nordic, New Jersey oyster schooner,descr. of half-model, 234Norfolk pilot schooners, 51North Carolina fishing launch, 1929,descr. of half-model, 283North River, Fulton's first Americansteamboat, ///, iia, is6, i2y, 149;descr. of rigged model, 112North River sloop, 267North Star, 2-masted coasting schooner,descr. of half-model, yG--]-]Noi Wester, clipper ship, 34Nova Scotia tern schooner, 47Novelty, fishing steamer for mackerelseining, 174; descr. of half-model,339-240Nymph, ferry launch, descr. of half-model, 157
Oasis, small mackerel seining schooner,1868,202Ocean freighter, Albemarle, 37, 62-?[3;
sail, 47, 48, 49-50; Bazaar, 50; 117/-liam Lawrence, 52; Atticus, 55; Glasgow,56; descr. of, 57; John N. Gushing, 58;
321
Elizabeth Cushing, 59; C. C. Thompson,59-60; Highland Light, 59-60; Ex-porter, 59; Reporter, 59; Hercules, 59-60;William Shroeder, 60; Edward Koppisch,61; Saone, 61-62; Hesper, 62; Crusader,62; Julia, 62Ocean Herald, clipper ship, j/Ocean steamer, wooden, unnamed,descr. of half-model, 133Ohio, side-wheel steam packet, descr. ofhalf-model, 129Olata, yacht and pilot schooner, descr.of half-model, 55Old Style New England fishingschooner, descr. of rigged model,182-183Old Town Canoe Company, loiOlive Hayward, fishing schooner, descr.of half-model, igSOntario, screw steamer, trans-Atlantic,115; Great Lakes steamboat, iijOnward, whaling ship, descr. of half-model, 246-247Open Sea, model of Marbleheadschooner, about 1820, 182-183Orca, steam whaler, descr. of riggedmodel, 247, 248Ore and bulk carrier. Great Lakes,William G. Mather, 142-/./JJ; descr. ofrigged model, 148Oregon, merchant ship, descr. of half-model, 59-60Oriental, clipper ship, 33Orleans, first steamboat on Ohio andMississippi Rivers, 1 1
6
Orziba, side-wheel steamer, loyOyster boats, 176Oyster Creek, Chesapeake Bay log canoe,descr. of half-model, 272Oysters, transportation of, 167;schooners, 1 76Oxner & Story, shipbuilders, 233
Pacific, Collins Line steamer, i 1
4
Pacific Coast, 4, 66, 67, 68Pacific Coast shipbuilding, develop-ment of, 118Packet, British Mail, 26; brig, 27;coastal, 28, 42; sloops, 42; boat,102-103Packet schooner, 42, 43; Vaquero, 25, 26,32; Eagle, 1^-74^ ^- B. Sumner, yy, 88;Charmer, yS-qe^; Iowa, 78, 197; D. S.
Lawrence, 81-82; City of Ellsworth. 81-82 ; Olata, g^Packet ship, sail, 4, 26, 29; Neptune, 27;hard sailing of, 27-28; Dreadnought.28; Racer, 28; construction, 28; form,28; general descr., 28; size, 28; speed,33; effect, 48, 57; Universe, 57Packet steamer, Decatur, 129; Ohio, 129;James Howard, 134; Grey Eagle, 1J4-
'35Paddle-wheels, collection of models, 160Palmer, Otis, boatbuilder, 95, 96, 158,i59> 270. 271Palos, brig, descr. of half-model, 65-66;spar dimensions, 66Paragon, Fulton's foiu'th .Americansteamboat, 112-//JJPascagoula shrimp boat, Lucille, 295Paskalitis, Leo, boatbuilder, 291Passenger and freight launch, descr. ofhalf-model, 159. (See also Bilo.xifreight boat)Pathfinder, centerboard sloop, descr. ofhalf-model, 95Pattee. Samuel, shipbuilder. 56, 73Pattee, William P., shipbuilder, 56, 57,62, 64, 69, 74Pawnee, cruising launch, descr. of half-model, 158Peapod, 253Pendergast and Brother, shipbuilder, 70Pennsylvania Railroad Co., 1 15Periagua, descr. of colonial, 16Pet, pilot schooner, descr. of half-model,90Phantom, pilot schooner, descr. of half-model, 90Phoenix, steamboat, Stevens', 109; descr.of rigged model, 126-127Philadelphia, trans-Atlantic liner (exCity of Paris, ex Tale), descr. of riggedmodel. 139-140Pilot boat, lift model, 8; Chasseur, 9, 22,88; Snap Dragon, 11, 88; ''model," 22;types, 50, 51, 52, 54; designers andbuilders, 52, 53; Hesper, 54, 91-92;yacht for Canton, 88; New Yorkpilot schooner, 89; Dancing Feather,89; Edwin Forrest, 89-90; Florence, 90;Phantom, 90; Pet, 90; Thomas Howard,90-qi; Lillie, 91; Glyn, 92; Coquette,92-93; Olata, g3Pilot-boat sloop, descr. of half-model,92Pilot "canoe," 50
Pilot schooner, 4, 50-53; Snap Dragon,n, 88; colonial, 18, 19, 22, 25, 33;Hesper, 5^, 91-92; yacht, descr. ofhalf-model, 88; New York, descr. ofhalf-model, 8g; Dancing Feather, 89;Edwin Forrest, 89-90; Florence, 90;Phantom, 90; Pet, 90; Thomas Howard,90-91; Lillie, gi; Glyn, 92; Coquette,92-93; Olata, g3Pilsudski, diesel-powered trans-Atlanticliner, descr. of rigged model, 143Pink, descr, of colonial, 14. {See alsoPinky)Pinky, privateer, 55; introduction of,165; weatherliness, 165; deck arrange-ment, i66\ typical New England, 182;Essex, 182, 184; sail plan, 1840, / 130. 149. 154.156, 170, 201, 202, 203, 204, 206,207, 224, 225, 237, 302; LevingstonShipbuilding Company, 152, 153;Monfalcone Shipyards, 143; McKay,Donald D., 31, 47, 161; M'Kay, L.,113, 115; Merrill, Orlando, 8;Moore, Samuel L,, & Son, 137;Moran Brothers & Company, 138;Neafie and Levy, 132, 150; NewEngland Shipbuilding Company,118; Newport News ShipbuildingCompany, 143; New York Ship-building Corporation, 142; Oxner &Story, 2J3; Pattee, Samuel, 56, 73;Pattee, William P., 56, 57, 62, 64,69, 74; Pendergrast and Brother, 70;Poland & ^Voodbury, 215; Poland,Daniel, 215, 216; Powers, W,, 60,94; Pusey and Jones, 248, 249;Raynes, George, 36; Roach, John,& Son, 140; Rogers, William, 59;Sampson, A. and G. T., 35; Simpson,Richard, 77; Skinner, William, andSons, 62, 189, 192, 197, 199; Smith,
324
Leatham, D.. 148; Smith, \'iigil,152; Spicer, 193, 205, 217, 223, 275,276; Steers, George and Henry, 34,53, 114, 119, 130; Story, ArthurDana, 219; Story, Charles O., 196,197, 198; Story, Joseph, 195, 201;Story. William, 209; Swan, Hunter,and W'igham Richardson, 140; Tarrand James Shipyard, 2/7; Thompson,James & George, 139; Tobey andLitdefield, 130; Tull, E. James, 274;Turner, M., 240; Watson, Joshua.74; Webb, William H., 7, 57, 58,114, 130, 267; Whitehurst & Rice,283; Wilton's Yard, 142; Winde andClinkard, 92Shipbuilding, activity in 1884-85. 4;Spanish, 14; colonial English, 14, 162;timber in colonial, 16; steamers, 117,
1 18, 1 19Shipping Board, U.S.. EmergencyFleet Corporation, 1 41-142Shipyard, Smith & Dimon, 2g; Blanch-ard, Yarmouth, Maine, 59; Daunt-less, Inc.. 95; Lawley. George, andSon, 96; Herreshoff ManufacturingCo., 96; Cramp, 115; New EnglandShipbuilding Co., 118; Tarr c& James,217; Oxner & Story, 233Shohokin (ex Cambrai)?See AmericanMerchant, 141Shrimp boat, 294-295Simpson. Richard, shipbuilder, 77Single-scull racing shell, 102Sir Edward Hawke, Marbleheadschooner, 162Skiff, 14; descr. of colonial. 15Skiff-shaped craft, 55Skinner, \Villiam, and Sons, ship-builder, 62, 189, 192, 197, 199Skipjack, Chesapeake Bay, 177; CarriePrice, 275-276; Lillie G. Spicer, 276;Jess W'illard, 276-277. {See Half-skipjack)Slaving vessels, 25-26Sloop, 14; descr. of colonial, 15;Jamaica, 16; Bermuda, 16-17, 19;Mediator, 17, 18; coasters, 38; packet,42; pilot-boat, 92; centerboard. 94,95, 96; Mermaid, 94; Eclipse, 94;Pathfinder, 95; racing scow, 96, 97,98; Minnezitka, 96-97; Ariel, 96;descr. of unnamed rigged models,96, 97, 98; fishing, 162; Manhattan,267; Muscongus Bay, 253-25^; Men-haden carrv-awav, 268-269, syi;
Key West sponge, 283, 284, 28y,Long Island fishing, 269, 270; Estelle,269; Terror, 2Q^-i8y, Jeff Brown, 18^,286, 28j; Florida sloop-rigged fishingsharpie, 287-288; Emily, 289-290;Spectre, 293; Annie, 293
.Smack
?
See Well-smackSmith and Dimon Shipyard, 2gSmith, brig, 65
.Smith, Leatham D., shipbuilder, in-ventor, 1 48Smith, Virgil, shipbuilder, 152Smuggling vessels, 1 20Snap Dragon, pilot schooner, privateer,//; descr. of half-model, 88South Atlantic states, 4Sovereign oj the Seas, clipper ship, 34Spanish colonial shipbuilding, 1
4
Spark, brig, privateer model in U.S.N.,22Sparrowhawk, well-smack sloop, descr. ofrigged model, 302Spectre, Louisiana oyster sloop, descr. ofhalf-model, 293Speed, of ships, 31, 32, 33, 121; otfishing craft, 163, 164, 166, 167;demand for in fishing schooners,167, 168, i6gSpencer F. Baird, fishing schooner, descr.of rigged model, 218-220Spicer, Joseph T., shipbuilder, 193,205, 217, 223, 275, 276Splendid, pink fishing schooner, 1 85Sport fishing boat, descr. of half-model,59Spray, first steam trawler in NewEngland fisheries, 174Sprit sail rig, 176Spy, 3-masted pinky, 212Stadel, George, Jr., naval architect, 250Staghound, clipper ship, 34Standard American cargo steamer.Liberty Ship, descr. of rigged model
of, i46-/<;7Standard American cargo steamer.Victory Ship, descr. of rigged model,146, 147, 148Standard .\merican merchant ship,C-i class, descr. of rigged model, 144Standard .'\merican merchant ship,C-2 class, descr. of rigged model.
Standard .American merchant ship,C-3 class, descr. of rigged model, 145Standard .American merchant ship.
C-3 class, type C-3-S-A2, descr. ofrigged model, 145-146Standard American tanker, type2-SE-Ai, descr. of rigged model, 146Standing rig canoe, 274Slatendam, twin-screw trans-Atlanticliner, descr. of rigged model, 142Steam launch, descr. of half-models,155; Trio, 155; Kara, 156Steam seine boat, 1 885, descr. of half-model, 238Steam whaler
?
See Whaling vessel,steamSteam yacht, 1 884, descr. of half-model,156Steamboat, Fitch's, 120Steamer, 4; Meteor, 53, 130, iji, 132;Orziba, 107; Experiment, log, 110, 121,122; North River, ni, 112, 126, isy,149; Raritan, 112, 116; Car of Neptune,112; Paragon, 112-113; Firefly, 112;Savannah, 113, 114, ji6; Massachu-
setts, 1 14; distinctiveness of American,115; Orleans, 116; Comet, 116; Eclipse,116; Fulton, ny; Robert E. Lee, 117;Natchez, 117; Portland, if 8, 128;Robert E. Stockton, 119, 128-129;Liberty Ship, 121; Chancellor Living-
ston, 127-128; Decatur, 129; Ohio, 129;General Admiral, 130; Cuba, 132, 133;Amiral de Joie, 133; Calderon, 133-134;Hendrick Hudson, 135, i^f), 137;Thomas A. Edison, 136, 137; Uneeda,137; Maple, 137; Larkspur, 137-138;Heather, 138; Aspen, 138; Greenbriar,138; U.S. Lightship 82, 138-139; U.S,Lightship 8g, 139; U.S. Lightship g8,139; U.S.Lightshipgg, 139; Philadelphia,139-140; Maurentania, 1^0-141; Louis-iana, 140; Statendam, 142; Empress ofAsia, 1 42 ; Empress of Russia, 1 42 ; Presi-dent Polk, 142; William G. Mather, 143;Uruguay, 143; standard Americanmerchant ship, class Cl, C2, C3,144, 1 4J, 146; standard Americantanker, 146; Victory Ship, 146, 147,148; Independence, 148; Comtitution,148; William Baxter, \^Q-i4g; Rattler,150; Conestoga, 150-151; Atlantic, 244
.Steamer, fishing
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See Fishing steamerSteamer, wooden, ocean, unnamed,descr. of half-model, 133Steers, George and Henry, shipbuildersand naval architects, 34. 53, 1 14, 130;seven-day steamer, 1 19Steinlein, Eric V., 4
325
Stevens, John, steamboat designer, in-ventor, 1 09, no, 112Stevens, Robert L., model tester, 121,123, 124, 125, 126, 127Stevens' multitubular boiler and steamengine, descr., 755, 124, /pj; screwpropeller, descr. of replica, 124;twin-screw steamboat, descr. of riggedmodel, 123, 124, i2jStoddard, T. D., boatbuilder, 266Storm, diesel trawler, 243; descr. ofrigged model, 244Storm King, fishing schooner, smack,188; schooner smack, descr. of riggedmodel, 209-210Story, Arthur Dana, shiiibuildcr, 219Story, Charles O., shipbuilder, 196,197, igSStory, Joseph, shipbuilder, 195, 201Story, William, shipbuilder, 209Stranger, fishing schooner, 232Sunny South, clipper ship, 34, 55, 37, 53;centerboard oyster schooner, descr.of half-model, 192Surfboat, 1875, descr. of rigged model,252-253Surprise, clipper ship, 34Susan Center, fishing schooner, half-model formerly identified as, 187Susan P. Thurlow, 3-masted coastingschooner, descr. of half-model, 84Swallowtail Packet Line, 27Swan, Hunter, and Wigham Richard-son, shipbuilders, 140Swift, American privateer scliooner ofthe Revolution, 19Sylph, fishing schooner, 204; descr. ofhalf-model, 201-202; descr. of riggedmodel, 202
Tancook whaler, descr. of half-model,250Tanker, standard American, Type2-SE-Ai steamer, descr. of riggedmodel, 146Tarr and James Shipyard, 2iyTartar, fishing schooner, 232Telula, brigantine, descr. of half-model,68Ten Eyck, James, professional sculler,102; E. H., amateur sculler, 102
"Tern" schooners, 47Terror, Key West sponge sloop, descr.of half-model, 284-285
Thetis, steam whaler and sealer, U.S.Coast Guard vessel, 247Thomas A. Edison, stern-wheel riversteamer, 136; descr. of hail-model,
'37Thomas E. Evans, fishing schooner,descr. of half-model, 203-204Thomas E. Moran, harbor tug, descr. ofrigged model, 753Thomas Howard, pilot schooner, descr.of half-model, 90-91Thomas J. Lynch, Block Island boat,loss of, 262Thomas IT. Lawson, only 7-iuastedcoasting schooner, 42Thomas Whalen, diesel trawler, descr. ofhalf-model, 244Thompson, James & George, ship-builders, 1 39Three-masted coasting schooner
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SeeCoasting schoonerThree-masted fishing schooner, 170;descr. of half-model, 212; descr. ofrigged model, 220-221Tiger, pinky fishing schooner, 183-184Timber, employed in colonial ship-building and boatbuilding, 16Tobey and Littlefield, shipbuilders, 130Tools, for model building, 10; colonialship and boat building, 16Travers Spicer, Maryland-built center-board schooner, 205Trawler, introduction of steam, 172-174; Spray, 174; Syljih, 201-202;Resolute, 228-229; Shawmut, 243-244;Trimount, 243-244; William J. O'Brien,243-244; Dorchester, 244; Amherst, 244;Cornell, 244; Thomas Whalen, 244;Atlantic, 244; Plymouth, 244; Storm,243, 244; Wild Duck, 244; Pocahontas,244; Clipper, 244; Albatross, 249-250Trenton, pinky fishing schooner, 1840,descr. of half-model, 187Trimount, diesel trawler, descr. of lialf-model, 243-244Trio, European steam launch, descr. ofrigged model, 155Triumph, Chesapeake Bay bugeye,descr. of half-model, 275Tug, development, 119; harbor, iig;Robert F. Stockton, 128-129; canal,128-129, 148-149; ]\'illiam Baxter,148-149; Atlantic, 149; seagoing, 149,
1 50-1 51, 154; Rattler, 150; Conestoga,150-151; descr. of unnamed half-models, 1 51-152; Maria, 152; Thomas
E. Moran, 152; descr. of unnamedrigged model, /j.^TuU, E. James, boat and shipbuilder,274Turner, Matthew, shipbuilder, 240Tuttle, brig, 65Two-masted schooner
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See Coastingschooner, Fishing schooneru
Uneeda, sternwheel wooden riversteamer, descr. of half-model, 137United States, early clipper ship, 24;steamship, 114Universe, packet ship, descr. of half-model, 57Uruguay (ex California), passenger liner,descr. of rigged model, 143U. S. Grant, 130, 247U.S. Bureau of Fisheries, 6U.S. Fish Commission, 3; establish-ment, 6; changes in name, 6; Collins,169-170; smack, 170U.S. Lightship 82, descr. of half-model,138-139U.S. Lightship 8g, descr. of half-model,139U.S. Lightship g8, descr. of half-model,139U.S. Lightship gg, descr. of half-model,139U.S. Maritime Commission, 4U.S. Shipping Board, Emergency FleetCorporation, 1 41-142V
V-bottom, in New Jersey motor garvey,160; sailing-fishing boats, 177; motorfishing boats, 178; fishing schooner,descr. of half-models, 236, 290; half-skipjack, 265-266Vaquero, Baltimore clipper schoonerpacket, 2^-26; dimensions, 25; recordrun, 25, 32; lines, 26Vandalia, screw steamer, 1 15Vanderbilt, "Commodore" W. K.,shipowner, 1 1
4
Vanderbilt, steamer, 114, 115; BlockIsland boat, loss of, 262Vesuvius, river steamboat, 116Victory Ship, standard American cargosteamer, descr. of rigged model, 1 46,
'47> '48
326
Vineyard Haven half-skipjack, descr.of half-model, 265-266Vineyard Sound boat, 263Viola, whaling brigantine, 175Virginia, Revolutionary War frigate, 25\'irginia pilot boat, 18-19Vina, sloop smack, 267Voigt, Henry, partner of John I'ilch,steamboat inventor, 1 1 ow
11'. F. McKewrn, Chesapeake Bay pungyschooner, descr. of rigged model, 203IVakeag, 2-masted coasting schooner,descr. of half-model, 75-76Walk-iti-the-Water, Great Lakes steam-boat, 1 15Washington, steamship, i 14]\'atchman, 2-masted coasting schooner,descr. of half-model, 74Water, J. W., naval architect, 240Watson, Joshua, shipbuilder, 74Watson, brigantine. descr. of half-model,68Webb, Isaac, shipbuilder, introduction
of half-model at New York, 8Webb, William H.. shipbuilder, 7, 57,58, 114, 130. 267Webster Sanborn, fishing schooner, descr.of half-model, 2 1
2
Well-smack, Grampus, 6, 170, 224-225;section of, 168; boats, 178; Collin'sinterest in, 178; Glide, 18^, 186; EmmaW. Lowe, 210, 211; City oj Havana,212; fishing schooners, descr. of half-models, 221, 222, 223, 228; New Era(No. i), 228; steam launch, 240;sloop, 267; Manhattan, zGy; Pronto,267; Viva, 267; Jess Brown, 285, 286,287; Bahama schooner, 286; Sparrow-hawk. 302Well-smack fishing schooner, proposedby Captain Collins, descr. of half-models, 221-222; designed by SamuelH. Pook, descr. of half-model, 223;
New Era (No. i), descr. of proposedhalf-model, 228Well-smack sloop, Manhattan, 267;Viva, 267; Pronto, 267; Sparrowhawk,302Welled steam launch, descr. of half-model, 240n Vrc Here, fishing schooner, descr. ofhalf-model, 199West Indian trade, 15, 16, 17, 26, 38,60, 61, 63, 64, 66, 67, 68, 69, 70, 71,72, 73' 75. 76, 84, 85, 162Whaleback steamers, 1 1
9
Whaleboat, 16; descr. of rigged model,262Whaling vessel, 174, 175, 176Whaling vessel, clipper, Gayhead, 174Cornelius Howland, 245; Nautilus, 245Reindeer, 245-2.^6'; Jireh Swift, 246Onward, 246-247; Orca, 247-248U. S. Grant, 249Whaling vessel, schooner, //j, 250Whaling vessel, steam, Orca, 247, 248;Mary and Helen, 247; U.S.S. Rogers,247; Belvidere, 247; Navarch, 247;Pioneer, 247; Bear, 247; Thetis, 247;Discovery, 247Wherry, 16, 102Whitehall boat, descr. of rigged model,98Whitehurst & Rice, boat and shipbuilders, 283
"Whitewashed Yankees," 168Wild Duck, diesel trawler, 244]Villiam Baxter, screw canal tug barge,descr. of rigged model, 148-/^51ll'illiam C. French, 3-masted coastingschooner, 86Jl'illiam F. Frederick, 3-masted coastingschooner, descr. of half-model, 8j, 86William G. Mather, Great Lakes ore andbulk carrier, descr. of rigged model.
]Villiam H. Archer, 2-masted coastingschooner, descr. of half-model, 80
William J. O'Brien, diesel trawler, descr.of half-model, 243-244William L. White, 4-mastcd coastingschooner, 42]i'illiam Lawrence, ocean freighting ship(Canadian), 5sWilliam M. Gafjney, fishing schooner,descr. of rigged model, 213-214William Shroeder, bark, descr. of half-model, 60]Villie A. McKay, 3-masted fishingschooner, 212, 220Wilson, Herbert and Dennis, boat-builders, 257Wilton's Yard, shipbuilders, 142Winde and Clinkard, shipbuilders, 92Winde, Lewis, naval architect, 92Winthrop, diesel trawler, descr. of half-model, 244Witch of the Wave, clipper ship, 34Works Progress Administration, 4
Yacht, centerboard sailboat, descr. ofhalf-model, 95Yacht, centerboard sloop, descr. ofhalf-models, 95-96Yacht, J-class racing sloop. Rainbow, 96Yacht, pilot schooner, g; descr. of half-model, 88; ''Yacht for Canton," 88;descr. of half-model, 92 ; Coquette, 92-93; Olata,g3Yacht, schooner, descr. of half-models,94Yacht, steam, descr. of half-model, 156;Adetita, 156; Princess, 156-157Talc, auxiliary armed cruiser, descr. ofrigged model, 139-140Yankee Hero, quoddy boat, descr. ofhalf-model, 251-255; descr. of riggedmodel, 2J/-252Yawl boat, 16, 260-261Toung America, clipper ship, descr. ofhalf-model, 58
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U.S. GOVERNMENT PRINTING OFFICE: I960
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