On Yachts and Yacht Handling

by Thomas Fleming Day

His argument was good from his side of the deck, but things had a different aspect from mine. In the first place, he always anchored where he wanted to, but I, being a roving bird, had frequently to anchor where I did not want to. In the second, if I turned in to sleep I had to do so feeling sure that my boat would be in the same place the next morning, or else I could not sleep peacefully. Again, a small line is awkward to handle and is easily chafed through; these are things to be considered as well as strength. The breaking strain of a cable used should always be at least four times the weight you expect to put on it. It is to the extra factor of safety that you must frequently trust for the odd trick and the game.

A heavily-built cabin craft, or a yacht loaded with lead on the keel, needs an anchor at least a pound weight for each foot of her deck length. This is for a regular stand-by, something to be used whenever she comes to a halt. Such weight will, under all ordinary conditions, give sufficient hold, admitting that the bottom is suitable for anchoring. I have seen a 25-foot cabin sloop hang to a twenty-pound anchor in a gale of wind, in a place where there was no sea to bother her. But the sea is what troubles the anchor, not the direct strain.

A yacht of 40 feet, used for cruising to distant ports and anchoring here, there, and everywhere, should carry four anchors. Of course you can get along with less, perhaps, for many seasons, but to have peace of mind and absolute security, you need four. Two of these anchors are for constant use and the other two for special work and dangerous emergencies.

The two first are what are called on large vessels bowers, being the anchors hung at the bows, but we will sometimes speak of them as stand-bys, they being the instruments always ready for use. The third is a light fellow, exceedingly useful when needed, called a kedge. The fourth is the big-weight, whose services are only called upon as the last resource, and who passes the bulk of his days in idleness below—he is called the spare.

The stand-bys for a 40-footer should weigh together twice the boat's length in pounds—80 pounds. This can either be evenly divided or unevenly, as you see fit. I prefer to divide the weight unevenly, having, say, one thirty-five and one forty-five-pound, or one thirty and one fifty-pound. These anchors should be galvanized and be uniformly strong throughout, the large one being of heavy shank and broad palm; the smaller, lighter in build, with narrow palm and sharp bill. This lighter anchor should always be ready for service under the bowsprit or at the cathead.

On a cruiser the heavier stand-by should also be kept ready to shackle to the chain or bend to the hawser. It need not be kept hanging under the bowsprit or at the cathead, but can be lashed on the fore deck, so as to be available for instant use. I remember once going ashore because the owner insisted upon having the second anchor unshackled and stowed below; his reason being that it made the boat look untidy forward. When we rounded-to and let go the small one, the chain parted; and before the other could be brought on deck and bent on we were blown on the beach.

The spare anchor is kept below, but not, as in most boats, in a place where you cannot get at it without hauling over a mass of dunnage. One time, when anchored in an open bight, we were joined at sunset by a large sloop; she letting go outside and to windward of us. During the night it came on to blow very hard, and at daylight we were riding to both anchors with a full hawse ahead. The big sloop was dragging badly, and, in response to their calls for help, I took my crew and went aboard her. She was in charge of her owner and three other amateurs. They had let go both her bowers and all the chain, but they failed to hold the yacht and she was slowly going for the beach.

As soon as I got on board I asked if they had a spare anchor. The owner, who had just bought the boat and was taking her home, after a little thinking, said he thought it was mentioned in the inventory, but he had never looked to see. Taking my two hands I went below to the usual place and began a search. We pulled out sails in bags and sails out of bags, awnings and stanchions, old mops, holystones, rope, brooms, deck cushions and the devil knows what, before finally the spare hook was brought to light. Into a cabin, that looked like a South street junk shop, we at last lugged it and its cable, and from the looks of both, decided it was their first call to action. That as may be, when once overboard they did yeoman service and held the sloop in safety. I did not fail to read the owner a lesson on how not to keep his reserve ground tackle, and I guess the job of putting the dunnage back helped to impress it on his mind.

The spare anchor occupies but little room if properly stowed, takes up the work of the same weight of ballast, and is a harmless but exceedingly useful creature. It inspires a feeling of safety that more than pays for its keep. This anchor should always be used with a hawser, and a long and stout one, and to make assurance doubly sure, should be fitted with three fathoms of chain and a stout ring to which to bend the rope. You can either have the chain permanently attached to anchor or hawser as you prefer, but keep both where the ends can be readily laid hands upon. The best place to stow it is aft under the cockpit floor, placing it in such a way as it will lie snug and not get adrift, no matter how the boat pitches or heels. If your compass is over it, you had better see that the placing of it does not affect that instrument, and if so, how much. Frequently compasses are thrown into error by the keeping of anchors and awning stanchions under the cockpit floor.