Knickerbockers are
better than trousers, both on board and for wading;
they should be double-seated and made without buckles,
an elastic cord half-way round being used at the knee
instead.
At sea, this dress would be
conspicuous, because unusual, and ordinary yachting
costume is more appropriate. If the canoeist is a
"seaman" it is rather an advantage that his dress
should declare the fact. Suppose, for example, one is
asking for any information from local pilots or
fishermen, if they take one for a "landsman" they will
probably attempt to translate their remarks into
"shore" language, at the total sacrifice of
intelligibility. Again, in a harbour, if you have to
cross the decks of any vessel to reach your craft,
your appearance will excite surprise if in landsman's
attire; while, as a sailor, no one thinks anything of
it.
The "landsman's" dress leads to
one's receiving all sorts of unnecessary offers of
assistance; one is warned and cautioned! against this
and that till one is almost frightened; and one is
regarded by extortionate "boatmen" as a prey specially
delivered into their teeth. At the same time I would
not have a canoeist rig himself out like the owner of
a 290 tonner, "Est modus in rebus."
In some places neither rowing nor
yachting dress is as suitable as a Norfolk jacket and
knickerbockers of soft but strong flannel or
home-spun. In any case a flannel shirt should be worn,
and warm socks.
A duplicate working suit, with the
exception perhaps of the coat, should be carried, also
a shore suit carefully packed by itself in a bag or
large handkerchief. If made of blue cloth or serge, it
may be made to act two parts, when topped by a
yachting cap it 'has a sufficiently nautical
appearance, while under an ordinary hat it does for
going "inland." There are some patent waterproof
collars, which last a long time, and can be washed
with soap and water; one of these will last a cruise,
if only required for going ashore. In addition to
these should be carried a change of shirt, socks,
etc., necktie, handkerchiefs, and a brush, comb,
scissors, etc. These with soap and a sponge, a towel
or two, nail and tooth brushes, and a little
looking-glass, will complete the list of "toilet
requisites." It is generally best to get shaved on
shore, but shaving tackle may be carried, and now and
then may be very useful. A nightshirt should be
carried for sleeping on shore. This, with the clothes,
dressing things, etc., should be in a light waterproof
bag, which stows with the bedding in the great
after-locker-bag, and thus is doubly protected from
damp. For going ashore only the smaller bag need be
taken out of the boat. A small but good clothes brush
should on no account be omitted, for the cleaning and
tidying of clothes, etc. Of course everything should
be aired and shaken every day in dry weather, or may
be hung over the boom for an hour or so when at
anchor.
Flags. -
It adds greatly to appearance
to have flags of correct size and description, nothing
looks so lubberly as to see a canoe sailing about with
a jack or an ensign at her masthead, as if she was
signalling for a pilot. If a member of a canoe club,
or any yacht or sailing club, one should carry a
burgee, and observe the custom of always flying the
burgee of the club at whose station one is lying (of
course if a member of it). Burgees for a canoe are
lightest and smartest of silk, but bunting will do.
The size should be very carefully judged; about 12
inches is the general length for a canoe. An ensign
should be on board, to be set at the mizen when at
anchor, and at the peak if carried underway, which
should be done on Sundays, etc., and at regattas. In
foreign waters the ensign should be carried at the
peak all the time, to show one's nationality. For this
purpose a rather small ensign, say 20 inches "fly,"
may be used stitched to the sail, or fastened by two
little elastic loops. * The ordinary size would be 30
inches, more or less, and would look very grand in
silk.
* It is necessary to remind non-nautical
readers that the British flag is NOT the jack, but
the red ensign. The blue and white ensigns are only
carried by H.M. Fleet, and by registered yachts
belonging to clubs, having permission under
Admiralty warrant to use these colours. The same
applies to the red ensign if any device be put upon
it. Thus, the only ensign a canoe has any business
to carry is the red ensign without device. It is
easy for anyone who can paint at all to make his
own burgees. The designs must be painted on silk
with ordinary artists' colours, using "Roberson's
medium," and no oil or turpentine besides. They
will take some time to dry, but when dry will not
crack or alter, and the unpleasant "blur" round the
edges which occurs with oil will be entirely
avoided. Flags thus made will cost next to nothing
to make, but would cost 8s. or 9s. each to
buy.
For racing, of course, you will
have your colours, on a square flag of regulation
size, carried at the mainmast-head.
Flag-halliards are out of the
question, except perhaps on regatta days, so each flag
should have a little staff to which it is fitted with
rings, so as not to get "wound up." Try to get the
flags down at the right hour, if lying at anchor any
public place. At the same time, too much fussing with
flags looks childish and unbusinesslike.
Neatness. -
The greatest possible
neatness and cleanliness should be observed in a
canoe, without which there is no chance of comfort in
so small a craft. Water should not be spared either on
deck or below, every corner being frequently
washed& out, and no mess being allowed to
accumulate in the bilges, limbers, etc. The boat will
last much longer if this is well seen to. I find it is
possible to keep much cleaner in a canoe than small
yachts, probably because all things are lighter and
smaller, and so there is less "detrition." Probably
also the absence of ballast has something to do with
it. It seems even if small canoes were cleaner than
big ones.
The principal causes of "mess"
appear to be crumbs and fragments; mud, etc., from the
feet; hair and "flue" from rugs etc., dust blown from
shore, and so on. The first of these must be kept in
check by using a cloth to catch the crumbs, and
carefully picking up any bits that escape this.
Extreme care as to not getting on board with muddy
feet will do much to diminish dirt. The boots or shoes
worn ashore should be taken off on coming aboard, and
stowed in a separate bag.
If necessary to get on board
through mud, the best plan is to take off one's shoes
and socks, and so reach the boat, and to wash off the
mud from one's feet before putting them below. For the
rest, plenty of washing and cleaning out all holes and
corners with a knife point will keep the craft sweet
and wholesome. From the first the formation of corners
and recesses likely to act as dirt-traps should be
avoided.
Work on Rigging. -
No trouble should be spared
on hull or gear to make everything look thoroughly
neat and shipshape. No ends flying about, no
fishermen's hitches in the rigging, but neat coils,
and neat splices, properly tapered and served. Anyone
can learn the few absolutely necessary bends, hitches,
splices, etc., in a few hours. The most important are
"reef-knot" "sheet-bend," "figure of eight,"
"bowline," "clove-hitch," "timber-hitch,"
"eye-splice," "grommet," "to strop a block," "to put
on a seizing," to "whip an end." At all events, do not
start to without knowing some one good way to make
fast a rope. One is continually required to make fast
one thing or another, one's own safety, or that of the
boat, or possibly that of other people or other craft,
may depend on its being efficiently done. For
instance, I have had a line thrown me from the shore
by a couple of boating men, who kindly volunteered to
tow me up a rapid, and a knot joining two pieces of
the rope has "drawn" below the rush of water. If it
had done so a little later the boat must inevitably
have been smashed, and her occupant very possibly
drowned, while a non-swimmer would have been
exterminated to a certainty.
Double Canoes. -
Any canoe of 15 feet or more
in length may easily be so fitted as to be used
occasionally for two persons, by removing the hatches,
steering gear, etc. The aftermost occupant of the boat
will then sit in the locker end of the well, and the
other further forward, having a temporary back-board
fixed about 18 inches forward of midships. Temporary
steering gear may also be fitted, by attaching a loop
of cord to each rudder line, to take the feet of one
or other of the crew, or in a more elaborate manner. A
regular "two-man canoe" has these same arrangements in
a permanent fashion, with a length of 17 or 18 feet.
The advantage of these canoes is chiefly increased
paddling speed, and great convenience for portage, as
the crew can carry the craft without
assistance.
They are not very sociable craft,
as the passengers are in the worst possible relative
position for conversation, which indeed is almost
impossible unless the canoe is large enough for the
foremost "hand" to turn round when he wishes to "hail
the afterguard." Sleeping on board, unless in a very
large canoe, would be impossible, and sailing, except
with fair winds, is poor work, it being difficult to
canvass the boat properly while allowing 6 feet
between 'the sails for the crew. Canoes noes for three
and for four paddlers have been built, but are little
used.
The two-man canoe is generally
called a "double canoe," but this name more properly
applies to those craft which are composed of two
hulls, attached to each other by a
framework.
The French "perissoire" is of this
type, and is navigated by one man seated on a chair
above the centre of the framework. A better plan is to
have a well and seat for one man in each hull. Canoes
thus fitted will carry sail to any extent, and
extraordinary speed in running and reaching has been
attained by them. For general work cruising, turning
to windward, etc., all such contrivances are out of
place.
Canoe-boats. -
The excellence of canoes in a
seaway, as compared with small boats, has led many to
build "Canoe boats," that is craft of 17 to 22 feet
with the deck, ends, and general style of a canoe.
They are, however, always of greater proportionate
beam than a canoe, xxxxxraft, do not perform such
wonders as the analogy of a real canoe would lead one
to expect. It remains to be seen what would be the
success of an enlarged model of a canoe, proportioned,
rigged and handled in canoe fashion. Such a craft
might be 21 feet by 4 feet 3 inches, with it depth at
2 feet inside, and if it her crew could be got to work
together as unanimously as the two hands of a single
canoeist, she would probably carry everything before
her before in the small boat racing classes.
A lead keel of 5 cwt. or so might
take the place of the inside ballast used in racing
canoes, and this, with a couple of heavy centre-boards
would make her very stiff, but it would be the
stability of a canoe, and not that of either a yacht
or a sailing gig. She would require great smartness in
handling, but not more than is shown in the sailing of
some fishing luggers, and other craft in which the
sails are large in proportion to the displacement and
beam. Perhaps, however, with a canoe, as with toy
sailing boats, her proportions, etc., will not answer
if the scale is enlarged beyond a certain
limit.
Expense of Canoeing. -
A good canoe should be built
for £15 to £25 according to dimensions,,
materials, design, locality and builder. A perfectly
sound second-hand one should cost from half to
two-thirds of this sum. The materials for sails, tent,
etc., will come to about £3, and the work to
them, if one gets that done instead of doing it, about
the same amount. The further outfit will depend on the
things required but it is bad economy to go without
really useful articles or to use any thing short of
the best quality. The housing of a canoe will cost
from a shilling to half-a-crown a week.
If taken home for the winter,
something off this will be saved ; besides which one
can then do varnishing, repairs, alterations, etc.,
one's self at leisure.
Danger of Canoeing. -
This has been partly treated
of under the subject of "upsets" and of coasting. If a
man can swim, and uses reasonable caution, not
venturing on exploits beyond his skill, canoeing is as
free from danger as any other out-door
exercise.
The loss of an experienced canoeist
by drowning or other accident afloat is almost an
unheard of thing. The melancholy accidents of which
one hears, almost always happen to men of little skill
in canoeing, who have ventured into places, or played
tricks of which their ignorance prevented the danger
from being perceived before-hand, or properly dealt
with when it arose. The fact that anyone, without
previous experience, can paddle pretty fairly, leads
many to attempt canoeing who have no skill of
watermanship, and a few of these are unhappily lost
before that skill can come to them. To all such
beginners I would say, remain in safe waters or within
reach of help till you have gained skill in handling
your craft, and in the mean time lose no opportunity
of learning all you can from older hands. Also, if a
non-swimmer, learn to swim at once; a very little
swimming is enough for regaining and righting the
canoe; and if physically incapable of swimming,
through accident or deformity, have a life-belt on
whenever alone on deep water.
Never bathe from a canoe at sea
without lowering the mainsail, and so arranging the
mizen, centre-boards, etc., that she cannot sail away
from you. I have had a canoe sail away a hundred yards
in almost a calm, under the influence of some
imperceptible "chill" of air, through the mizen sheet
getting adrift when hove-to under both sails, and
might have had trouble to catch her had she gone on;
while as for land, a swim of two miles and no clothes
at the end of it is a poor prospect. Of course if
subject to cramp, never bathe alone at sea at all, nor
indeed unless you can swim long and easily.
Do not think every upset you hear
of or see is an "accident." Dozens of upsets take
place which would not if the canoeists did not choose.
In experimenting, and often in racing, canoeists to
whom a capsize is no danger, and in summer if suitably
dressed not even an inconvenience, deliberately chance
an upset in testing stability, or in carrying on to
weather a mark, or to overhaul an opponent. These are
no more "accidents" than is a header off a bathing
place.
Loneliness. -
Some people find fault with
canoeing as a solitary and unsociable way of
travelling. Now in the first case, if two or more
canoes are together there us no loneliness or w ant of
good company. At the same time men are not so much
kept together as the crew of one yacht or boat, and so
are less I likely to bet tired of each other's
society, and are free to separate at will. A cruise of
several canoes in company has been described as "a
continual regatta and picnic."
But even if alone in the canoe
there is seldom any oppressive sense of loneliness.
Plenty to do in t lie the management and care of the
boat prevents thus feeling. Besides it often brings
rest to the mind wearied by the pressure of business
or of society to be quite alone, without any thought,
for the moment, about other people at all.
And then there is not so very much
solitude after all what with meeting old friends and
making new acquaintances; the water-folk of all kinds,
gentle and simple; the people who ask questions,
often, alas, so unintentionally comical, about the
little craft and her fittings, sometimes out of mere
curiosity and often with an idea of following her
example; all these give interest and variety to a
single handed cruise; and, failing these, a man must
be poor company who is not good enough company for
himself.
Conclusion. -
I have heard canoeing called
"a waste of time," but it is difficult to see in what
sense this is more applicable to canoeing than to
other amusements. It does not lead to any kind of
frivolity, vice, or intemperance, but is rather
opposed to all these. It encourages strength and
activity, both of mind and body; and, especially when
practised alone, deserves to share with angling the
title of the "contemplative man's recreation."
The canoeist, brought to face the
beauties and the terrors of nature in silence and
alone, is, I say, more likely to turn his mind to
grave and worthy thoughts concerning these things, and
the Ruler of them, than he who is hurried along in the
distractions of a crowd in trains, coaches, and
hotels. Moreover, good work has been done by canoeists
with canoes, both in geographical, scientific, and
missionary service. The canoe fleet has also
contributed largely to the defence of our country in
the Royal Naval Volunteers, of the patriotic services
of which force it is impossible to speak too highly.
Canoeing, while open to those of moderate means as
well as to the wealthy, has never been vulgarized, and
the flags of our canoe clubs are deservedly regarded
as a passport to "society afloat."
Such, feebly indicated, is the
worth and the honour of "this our craft" of canoeing,
and I pray all those who may use this little book as a
guide to their first attempts, not only to maintain
and be worthy of, but by all means in their power to
promote this good name and repute of it, "Spartam
nactus es, hanc exorna", and so take my leave of them,
commending them to good fortune and fair
weather.
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