class, and it is a moot point whether they would not have been better for a little more beam. They have about the same displacement as Heathen Chinee, but are a trifle deeper in the body; they are undeniably fast along the wind, but do not carry their canvas quite so well as they might, that is, in comparison with the three-tonners. Whether Heathen Chinee, with her greater beam, will be successful against her narrower compeers in the 18ft. class, and in the three-ton class as well, has yet to be put to the proof. The Ianthe is the narrowest boat of the class, and is cutter rigged; but the hitherto most successful boat, Shrimp, has a few inches more beam, and is sloop rigged, as will be Heathen Chinee. The one headsail is set flying with tack to bowsprit end like a jib, and Heathen Chinee will have as many as four jibs to suit different points of sailing, strength of wind, or reduced mainsail. The forestay is set up to the stem by a lanyard, and on going about the clew of the headsail is, of course, hauled round this stay.

The topsails are very peaked, similar to Alert's (see Plate XI.), the tack being fast to the heel of the yard. A spinnaker is carried, and the booms for the same are usually longer than the boat-the Shrimp's being about 24ft. long.

The boats are actually only half open, as they are decked forward and aft, with a large cockpit amidships. The Ianthe had a movable deck (formed with cockpit) so as to be qualified as a real open boat. The deck was a heavy one of 2in. pine, screwed down to a stout gunwale with strips of india-rubber listing between.

In the 18ft. class counters are not allowed, even though they be included in the 18ft. length; but, nevertheless, counters are found to be of such service to the boats, and so convenient in working the long boom that most of them are fitted with movable counters, which are fixed when it is not de rigueur to sail without one.

The counter is usually about 4ft. long, and is framed and planked. The fore end corresponds to the transom, but is fitted with a rudder case or trunk, of which t in Fig. 103 is a section. Fig. 104 represents a fore end view of the counter; a, a, a, a, are large in. washer plates screwed to the end frame; b, b, b, b, are in. bolts with large heads, so as to have a good grip of the washers. On the fore side of the transom frame of the boat similar washers are fitted, and the bolts thereon are screwed up tightly by thumbscrews, as shown by s s, Fig. 105. The counters are securely held by this arrangement; but if additional strength were required to meet any unusual strain, a tye rod might be used similar to that recommended for the Windermere boats (see Fig. 106).

If accurately and securely fitted these counters look well and answer well, but viewed end on appear rather narrow on account of the "tuck up"

and narrowness of the transom, necessary for sailing as a square-sterned boat. (See remarks on this subject in reference to fitting counters to the Itchen boats, p. 340).

The lines of the Heathen Chinee are represented on Plate XXX., but the following table of "offsets" will be referred to in making moulds for building.

CHAPTER XXVII.

PENZANCE LUGGERS, GALWAY HOOKER AND POOKHAUN, NORWEGIAN PILOT BOAT, &c.

PENZANCE LUGGERS enjoy a very considerable reputation for weatherliness, and it has even been said that in this quality they exceed the famous cutter yachts of this kingdom. Be this as it may, there is no doubt that with two large and well cut sails, a sharp entrance, and equally sharp run, they are highly adapted for sailing by the wind. They vary in length from 40ft. to 52ft. length of keel, and have a good proportion of beam, usually a little less than one-third the length on deck, or about 0·3 of that length. The greatest beam is on deck, the turn of the bilge is very easy, and the floors nearly straight, with but little dead rise. The displacement of the boats is comparatively small, and although the greatest transverse section is ahead of the centre of length of load line, yet is the centre of buoyancy a little abaft that centre. The displacement of the fore-body and the displacement of the after-body are thus nearly equal, and this is accounted for by the more or less rake given to the mid-section-so that practically the mid-section is not so far forward as the position shown in the drawing -and to the steepness of the buttock lines aft and the lightness of the draught forward. It will be observed that there is little or no dead wood aft, in fact it is "all vessel" there, and the comparative fulness of the buttock lines is compensated for by the fineness of the horizontal or water lines, as shown in the Half Breadth Plan. It is said that the Penzance luggers are wonderfully dry in a head sea, and they are particularly lively. They have long easy lines; an almost perfectly balanced fore and after body; no weight in the ends; no heavy bowsprit, or boom, or rigging; and not a large weight of ballast to carry. The mast, it is true, is stepped rather far forward, but the absence of a bowsprit more than compensates for this, and, whilst it may increase the momentum acquired during pitching and scending, it does not cause them to plunge their bows under. A smaller class of lugger, built on the same lines,