By all means join a club, I say. You get all the advantages of the house and the anchorage, and all the benefits that accrue to association with men who are ardent and enthusiastic in the enjoyment of their pet diversion. Besides—let me whisper a word in your ear, my brother, you of the slender purse or may be economic instincts—it will be cheaper for you in the end; it will put money in your purse. Your boat will be looked after all the year round by watchful guardians, who will see that it isn't stripped or rifled by river pirates, and that the elements do not mar its beauty. I confess I was surprised when I learned how little it costs to become entitled to all the privileges of these clubs, and it is owing to their moderate charges that the "mosquito fleet" in the vicinity of New York is growing so big and interest in the sport is increasing so rapidly.
What I have written of New York is true, perhaps, in a greater measure of Boston. There is no finer sheet of water for boat sailing than Boston Bay, and no people in the world are more devoted to the sport than those who dwell in the city of culture and its sea-washed environs. There are plenty of yacht clubs between Point Allerton, on the south, and Marblehead, on the north. It has been ascertained that more than five thousand members have joined these organizations and that nineteen hundred yachts are enrolled on their lists, most of the craft being less than twenty feet on the water line. It will thus be seen that Boston fully appreciates the value of small sailing craft as a means of amusement and healthful recreation. The port from which Volunteer, Mayflower and Puritan originally hailed, though justly proud of those three magnificent racing yachts, has always been distinguished for turning out stout, able and seaworthy vessels of the smaller type, and also for breeding a sturdy race of men who know every trick of seamanship. The majority of the boats are so constructed and rigged as to ensure that they will render a good account of themselves in a blow and a seaway. Thus the "sandbagger" type of vessel is rarely found "down east," and this, in my opinion, need not be regretted.
The catrigged boat, with stationary ballast and a centerboard, may be said to be the type generally preferred in those waters. The Newport cat-boat is famous the world over for her handiness, speed and ability. I know that it is fashionable for scientific men and swell naval architects to decry the seaworthiness of these boats. It has been urged that the weight of the mast in the eyes of the craft is a serious objection, a strain on the hull, and not unlikely to be carried away for want of proper staying. The long boom also has been objected to, because of its liability to trip. The craft has been declared difficult to steer and a regular "yawer." But while saying unkind things of the cat-boat's behavior in a blow, no critic, however biased, has ventured to deny her general handiness.
I might remind these gentlemen that the owner of a pleasure boat does not as a rule sail her in a blow or in a seaway, but this would not be a fair or legitimate argument. The elements are treacherous. A summer storm often plays havoc among the shipping, and a man who ventures seaward in the morning in a balmy breeze and with the water smooth as a horsepond may be caught in a savage blow, followed by a heavy sea, both of which may sorely try the capabilities of his craft and his own resources as a seaman.
I am such a devout believer, however, in a cat-boat of proper form and rig, that I will defend her as a good and handy craft in both fair weather and foul. It blows hard in Narragansett Bay sometimes, and I have often known a devil of a sea to be kicked up off Brenton's Reef lightship. But the Newport cat-boat, with a couple of reefs down, comes out of the harbor and dances over the steep waves like a duck or a cork. I never saw one of them come to grief, and in fact they have always impressed me as being the handiest all-round boat afloat. I have sailed in them in all sorts of weather, and I am not likely to alter my opinion. Many of the objections raised against them are idle. For instance, the mast can be so stayed as to be perfectly secure. There is also no reason why the boom should project so far over the stern as to trip, and in this connection I should like to ask of what use is a topping lift unless one avails himself of it in just such an emergency? A man should always keep the boom well topped up when running before the wind in a seaway, and by this means he may avoid much trouble and possibly peril.
The above remarks are applicable to both salt water and fresh water, to the yachts of the North, the South, as well as of the Great and Little Lakes, and indeed wherever the glorious sport flourishes. In point of fact, all the hints and directions given in these chapters may be followed with profit on the Pacific Coast as well as on the Atlantic Seaboard, on Lake Michigan or on the Gulf of St. Lawrence.
II.
THE CHOICE OF A BOAT.
If any ambitious would-be mariner, old or young, hailing from anywhere were to ask me what sort of a boat I would recommend him to build or buy, I would answer him frankly that an able cat-boat, with a centerboard and stationary ballast would, in my judgment, be best. I would advise him to shun the "sandbaggers"—not that one cannot enjoy an immense amount of exciting sport in one of them, but because they seem to me to be only fit for racing, and I will tell you why. A man when he goes on a quiet cruise doesn't want to be bothered by having to shift heavy bags of sand every time the boat goes about. It is too much like hard work, and by the time your day's fun is finished you feel stiff in the joints. I have other arguments against the use of shifting ballast, but do not think any other save the one mentioned is necessary.
This point disposed of, let us confer. Of what shall the stationary ballast for our able cat-boat consist? Outside lead is of course the best, but its first cost is a serious matter. A cast-iron false keel or shoe answers admirably, and is moderate in price. Some persons object to it, claiming that it rusts and corrodes; that its fastenings decay the wooden keel to which it is bolted, and that its weight strains a boat and soon causes her to become leaky. There is of course some truth in these charges; but if the boat is built by a mechanic and not an impostor, none of these disadvantages will exist, and the cast-iron keel will prove to be both efficient and economical.
But if, by straining a point, lead can be afforded, procure it by all means and have it bolted on outside. It neither tarnishes nor corrodes, and as it does not deteriorate, its marketable value is always the same. Racing yachts have, however, been known to sell for less than their lead ballast cost, but such instances are rare. It should be borne in mind that the lower down the lead is placed the less the quantity required, and the greater its efficiency.