happens, perhaps somewhere between the Naze and the Skaw, the boat goes close alongside, the pilot jumps on board, and the 'boy' is left to bring the boat home the best way he can. The sail is a sprit, and, notwithstanding the formidable dimensions, one man is supposed to be equal to all contingencies. Whole length of mast about Diameter at top 33ft. 11in. 4 in. "There are no shrouds-only the forestay. They balance on a wind. with the foresail and mainsail, but generally carry a jib or two for sailing free, and often a jib-headed topsail hoisted on a long pole." FIG. 112. The mackerel fishing-boat is the same model; they carry about 600 fathoms of nets, three to four hands. These boats will live a long time in a seaway and keep pretty dry (they are decked); but their great "forte" is their extreme quickness in answering their helm, a necessary quality when ships have to be boarded from them in a gale of wind; and they will work to windward through surprisingly narrow places, and at a good rate too. These boats are all oak except the timbers-thirteen to fourteen strakes 14in. boards-clinker-built, with juniper treenails with heads, placed about 4țin. apart. They look clumsy, chiefly from their upper works spreading so much. If this featurewhich, however, gives them an enormous reserve of buoyancy-were altered, they might be made to look well enough, though peculiar. The boats carry about one-third to one-fourth of their total weight in ballast, CHAPTER XXVIII. THE JULLANAR. THE Jullanar in contour is different from most other vessels, and some peculiarities in her design, if not of much value, are at least original. For instance, her sternpost is upright and built very far in the vessel, so that a large portion of her counter is immersed; and her keel is raked so much that her draught of water at the sternpost is about twelve times what it is at the stem. But setting aside the fact that the America, built in 1851 by Mr. George Steers, and the Kitten, built by Mr John Harvey in 1852, varied in their draught of water fore and aft in much the same way, there is no doubt that the long immersion of counter abaft the sternpost were not the novelties they were first thought to be. In 1852 and 1853 there was a great discussion as to the desirability of altering the manner of taking length for tonnage. Length was taken along the keel to a plumb-line dropped from the fore side of the stem at the deck. This measurement was mainly objectionable because it tempted a man to make a vessel very short on the keel and long on the water-line, and by tripping a vessel the position of the plumb-line could be greatly altered. To meet the difficulty and obtain fixed points, it was proposed to alter the manner of arriving at the length by taking the distance on deck from stem to sternpost. In April, 1853, Mr. William Cooper, under the nom de plume of "Vanderdecken," published a letter in Hunt's Yachting Magazine, in which he showed how easy it would be to evade such a rule. He said: "My plan is as follows: To contract the length between stem and sternpost, by placing the sternpost as near the midship section as the form of the midship section will admit of [nearer, we presume, in proportion as the section approached the V form], consistent with giving power to the operation of the rudder; to project the main body of the vesse considerably beyond the main sternpost, without any keel, false ste post, or dead wood whatsoever, but with a strong, secure frame of timl laid upon a keelson. This projection of the main body thus assumes the form of one immense counter, but, being below the load water-line, enables the preservation, despite the trammels of measurement, of a powerful floating vessel with lengthy water-lines. "Unless some positive advantage, other than that of cheating the measurement for tonnage, may be found to exist upon actual experiment, I should be very sorry to see it introduced; if, however, such may turn out to be the case, then our 'fixed points' for measurement become exploded. My present object is to call the attention of yachtsmen to the probability that such an evasion of measurement as I have stated is practicable, and that yacht club sailing committees should be prepared for it." Mr. Cooper no doubt here gave a very faithful description of the existing Jullanar; however, in the next number of the magazine (May, 1853) appeared a letter stating that, in consequence of the deck measurement for length having been in use some years on one of the Irish lakes, Mr. Marshall, of Dublin, had built a vessel named Banshie, of 10 tons, long before "Vanderdecken" made his proposal. She is said to have had a perpendicular sternpost, with a very long counter, fine water-lines, rudder out of sight, and the immersed counter was said to help the vessel a very great deal. Thus, so far as we can at present trace, Mr. Marshall, of Dublin, "many years" before 1853, invented the Jullanar; but what is odd is the fact that a kind of Banshie was quoted twenty years later by Mr. C. E. Strong as a tonnage-cheater. The accompanying sketch (Fig. 114) is FIG. 114. an exact representation of the sheer drawing of the vessel Mr. Strong published in Hunt's Magazine, in February, 1873, as a "tonnage-cheater." Two years later, in 1875, the Jullanar was laid down, and, whilst she was building, extraordinary stories were current about the wonderful position of her sternpost, and the effect it would have upon her tonnage. However, Mr. Bentall informs us that he had no idea or thought of evading a tonnage rule in designing Jullanar, and that she was the produce of many years' study. Jullanar exemplifies up to a certain point what may be considered a |