CHAPTER V
SLIDING KEELS AND CENTREBOARDS
By R. T. Pritchett[5]
MIDSHIP SECTIONS, DATES, AND TONNAGE OF SCHOONERS, YAWLS, AND CUTTERS
Drawn to scale by J. M. Soper, M.I.N.A.
Centreboards have been so prominently before the yachting world of late that, endeavouring carefully to avoid the argumentative phases of the question, it may be well to notice certain points of their history which may be generally unknown. Centreboards are essentially American in general adoption. Their origin was the natural outcome of the shallow coasts and sand-banks of New York Bay and the New Jersey coast, where wild fowl flock, and the fowler finds happy hunting grounds. Sportsmen originally sank boxes in the marshes; in the course of time these developed in length, and became 'scows' or floating blinds; then the corners forward were rounded off, to facilitate their being hauled up on a beach or bank. This mobility led to their passing into deeper water, the scows were developing into boats, and then came the practical germ of centreboards. To give stability to the box, a hand board was dropped through a well slot, as the simplest way of achieving the object, until they reached land or some other marsh. The board was not hinged or pivoted in any way, and when no longer required was pulled up and laid on the floor of the craft, ready for any emergency. These boards were first known as 'dagger boards,' and as they were likely to touch the sand unexpectedly, they were rounded off at the bottom, curving aft, so that notice was given, and before the hull touched the ground the boat could be put about into deeper water. This was the early form of American centreboard. On this side of the Atlantic, it is to be noted, our forefathers were not so prejudiced against their introduction as many are inclined to assume. In 1774 A.D. Lord Percy had a boat built in Boston, New England, with one long centreboard, and sent over here in order that he might try the new system in this country. In 1789 a boat was built at Deptford with three centreboards or sliding keels.
Built in Boston for Lord Percy, 1774, with one centreboard.
Built at Deptford, 1789, with three sliding keels.
The Admiralty in 1790 A.D. had a revenue cutter called the 'Trial,' built with three sliding keels. The report was most satisfactory, and a note on their application describes—
Use of fore keel in tacking and laying to.
Use of keels on a wind, raised or depressed according as necessary to assist helm or gain the wind.
Use of after keel, in wearing or scudding in a gale of wind.
Keels hove up going over shoals or before the wind.
Laying to.
On a wind.
Scudding.
The Admiralty soon after this proceeded to make a bold experiment, and built a 60-ton brig, the 'Lady Nelson,' with three sliding keels, designed to perform a voyage of discovery to New South Wales. She was built in 1797, and began her expedition of 1800-1-2 under the command of Lieutenant James Grant, R.N., when she first sailed round Tasmania, at the same time as the 'Flinders's' voyage to Australia. A full account was published in 1803. The whole report was favourable to the keels, and H.M. sloop 'Cynthia' was built. Private individuals also made experiments, and some cargo boats at Teignmouth were fitted with them for river-work. About this time a very prominent personage in the yachting world was the Commodore of the Cumberland Sailing Society in the Thames. Commodore Taylor had a yacht built with five sliding keels, the illustration here given being his from a photograph of the model now in possession of Mr. Richard Taylor, his grandson. The original lines of this vessel have been presented to the Royal Thames Yacht Club, together with the pennants and ensigns flown by the Commodore during his period of office, and are now carefully preserved in the Club House in Albemarle Street; the cups are still retained in the family, by Messrs. Robert and Richard Taylor. Early in the present century the sliding keels were pivoted (1809) here in England, by Captain Shuldham, R.N.
Cumberland Fleet: Commodore Taylor's 'Cumberland,' with sliding keels.
Showing the five keels down, as on the wind.
In America centreboards became general, in fact almost universal, from scows to catboats, catboats to sloops, sloops to schooners and coasters. As regards their application to English modern racers, Mr. Jameson, who is always to the fore either in adopting improvements or sailing races, built 'Irex' in 1873 with a centreboard; but after careful trials to thoroughly test its capabilities, it was discarded, the slot filled up, and 'Irex' became the crack of the season without it.
'Dora,' 10-tonner, by Mr. G. L. Watson, was a success with a centreboard. In 1892 'Queen Mab,' 40-rater, designed also by Watson, had a centreboard, and at first sailed with it in the Thames; but after Dover it was not used. Still 'Queen Mab' became the 'Queen of the 40-raters' for the year 1892.
Recent yacht-building in America offers some interesting data. Mr. Edward Burgess, a very successful designer, planned a keel boat, 'Gossoon,' which was a great success in 1890, and many was the close tussle between her and Fife of Fairlie's 'Minerva,' built in 1888. After the death of Edward Burgess, 'Nat' Herreshoff produced a keel boat, 'the Gloriana,' with new ideas of form and bow, and she acquitted herself well (1891). In 1892 he followed on with the 'Wasp,' keel boat, and in 1893 two cup defenders were designed and built by Messrs. Herreshoffs of Rhode Island, the 'Vigilant,' centreboard, and 'Colonia,' keel boat. The 'Vigilant' was victorious in the best races, and afterwards won the race for the America Cup; nevertheless 'Colonia,' the keel boat, was the designer's favourite.
The battle of centreboard v. keel will doubtless be continued. Among the cup defenders, General Paine, one of the most scientific and earnest yachtsmen in America, decided to throw aside all conventionality, and to have advanced science carried out in a real racing machine 'up to date.' Full details are not obtainable, but they are understood to be: Canoe hull, canoe bow, hull drawing 5 feet. Fin keel of 12 feet with bulb, through both of which drops centreboard; a small centreboard forward like Commodore Stevens's 'Black Maria' sloop, and the rudder slung on a small fin. It is a matter of general regret that the gear of the boat gave way during the trials. The aluminium blocks were not strong enough, and the jaws of the gaff were carried away. General Paine may, however, be expected to try again.
The general feeling on this side among the very best authorities on the subject is certainly that a keel racing cutter can be designed and built to compete with any centreboard vessel, and the victory of 'Vigilant' in the late races has not yet convinced that excellent sportsman and practical yachtsman the owner of 'Valkyrie' that nothing but a centreboard can win the America Cup. One thing must be remembered: it is neither centreboard nor keel per se that makes a perfect racer; it is the happy combination and balance of quantities that get the much-coveted 'gun' at the finish.
It is curious that in the very early days of sliding keels a patent for a design should have been taken out, not by a practical sailor or naval architect, but by a London coach-builder. In 1785, Lionel Luken, who followed that trade, wrote a pamphlet upon the 'invention, principle, and construction of insubmergible boats'; such boats were to be protected by bands of cork round the gunwales, to be made buoyant by using air compartments, especially at bow and stern, and 'to be ballasted with or by an iron keel.' Apparently after much trouble Luken found an opportunity of testing his idea, and the first iron-keel boat at Bamborough Head saved lives from shipwreck.
H.M. 'Trial', cutter—sheer draught.
Designed by Captain Schanks, 1791.
'Kestrel,' 202 tons (Earl of Yarborough, Commodore R.Y.S.), 1839.