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He knew the only way to get a boat built and make any money was to attack the rather complex procedure directly. The one element that dictated the life span of the finished boat was the fasteners. In those days iron nails were the most common way to hold a work boat together.
That iron was more durable than modern steel though not as strong but it still placed a limit on durability, typically somewhere between 20 and 30 years depending on maintenance. There was no point in providing joinery that would last longer than the nails and in these utilitarian vessels frills were kept to a minimum though staving would be beaded and doors occasionally utilized raised panels. It was an age that assumed a certain level of decoration even in simple objects.
A centerboard slot was drilled and cut, and a rabbet roughed in. The stem was set up with a knee to support it. Aft a stack of wood on top of the keel and backed up by a stern post took the upward curve of the rabbet and gave something to attach the transom to. All of this was held together with drifts or rivets. There was a huge amount of handwork with New Jersey Wood Boats For Sale Zillow ax, adze. The frames were often cedar crooks gotten from the roots of the same trees that provided the decking and hull planking.
The shape of the available crooks might also influence the finished shape of the boat. In later boats frames would be sawn out of oak boards and bolted together to keep a good run of grain. With the stem, transom and midship frames set up the master builder would set up battens and describe the shape of the remaining frames. A boat built for capacity would have a full midsection , one built for speed would have a sharp angle to the bottom. A wine glass transom and hollow bows were seen as attributes of a fast vessel.
These shapes gave a great deal of efficiency when moving heavy weights with a small amount of power. In the days before power a premium was placed on light air ability. In a strong breeze these boats would kick up a big bow and quarter wave but reefing was always an option, Any boat could get home with wind to drive her, the trick was to get there when drifting across a glassy bay.
Not coincidentally the clipper ships employed the same concepts. The frames were up and held in place with battens and cross spalls, as planking commenced. Spiling, steaming , fitting , fairing and caulking went quickly. The decisions were behind the builder now, he just had to do it. The sheer clamp provided a landing for the deck beam ends.
Hanging and lodging knees were put in where it was thought necessary. The deck was usually tongue and groove and might be canvas covered if it was not expected to suffer a lot of abuse. The cockpit staving was a major hull stiffener. Paint was applied to the surfaces that were directly in the weather but not the bilge or under the fore deck etc. Often the frames and floors went in with the sawyers marks still on them. Providing the issues of drainage and ventilation were attended to and good quality white oak and white cedar were used it was rusting metal, not rough or unpainted wood, that determined the life of these boats.
Built in short order with a high degree of skill at a reasonable cost everything about the working cat boats was utilitarian. But what is with those cabins? Sometimes a perfectly proportioned graceful hull was topped with an ungainly structure that might not have looked out of place on the fore deck of a battle ship if it had a couple cannon sticking out of it.
These cabins were actually built in a number of styles, staved, paneled and steam bent. They could reflect the character and craftsmanship of the builder even more than the hull. All of the cabins had large windows, sometimes with removable glass, sometimes with a canvas covering. All were removable in the early days. A boat out racing would leave the cabin on the dock saving considerable weight and windage by so doing. With their low freeboard and strong sheer lines these early cats looked very graceful when the cabin was left behind.
A glance at a photograph taken at that time immediately reveals the utility of these rather ungainly structures. What a lot of clothes people wore then. Direct sunlight on the skin was to be avoided at all costs and there was no sun block. No gentleman escorted a lady without his jacket and no lady appeared in public without enough layers to survive a polar expedition.
Wearing all that regalia it is no wonder the crowds were eager to leave the heat of the cities. Such fashions greatly enhanced the value of a well ventilated, shaded area and the day cabins provided that. Being open aft they permitted the passenger free communication with those in that part of the boat. The windows could be closed against rain or spray and opened when sailing off the wind. So whatever their appearance, which could be quite handsome once the eye grows accustomed to their height, the day cabin was essential to the well being of the passenger.
The summer time weather conditions on the back bays were very conducive to the charter business and sailing in general. On a hot summer day a sea breeze can be counted on as the land heats up. This generally comes up out of the south west just after noon and builds all afternoon usually peaking at 15 to 20 knots. A charter Captain had all morning to prepare for his guests and the guests could enjoy a leisurely morning before setting out for the docks. These same conditions made it fairly easy to sail up and down the coast though heading south required good windward ability.
The cat rig was always considered the most weatherly and these conditions could place a premium on that quality. A charter cat set out on a great variety of expeditions. Before dawn they would drift out with a flotilla of sneakboxes laden with decoys in tow. The guide would lead his sports to a favored sedge and moor the cat to it sending the sneak boxes out to hide in the reeds. When the hunt was over the cat would tow her charges home, possibly providing a warm beverage in the process.
All manner of fishing expeditions were undertaken both for pleasure and profit and at all hours of the day. In the shell fish industry the cats provided a base of operations for a fleet of garveys and some were even built to operate as buy boats. Crabs, bluefish, flounder, shad, stripers, sea bass and numerous other species were to be readily caught along much of the coast.
On the way to and from these fishing and hunting spots many an impromptu race was undertaken and it was inevitable that more formal contest should be arranged with cabins left behind and rigs tuned to perfection or at least with the sail stretched out as best it could be.
The first formal racing was for the Toms River Cup in A club was formed and a trophy purchased in the town of that name, From the first cat boats from New York to Beach Haven showed up to compete. A number of the early winners of this contest came from the shop of Capt. Bill Force of Keyport, New Jersey. Force was a noted builder of sandbaggers in New York. The Barnegat boats all carried sandbags but generally sailed with the cat rig though many could be rigged as sloops. She has a plumb stem and transom, an out board rudder, a rather rudimentary day cabin.
The large sail has a rather low peak and the boom extends well outboard. Other boats from this shop are Rival, winner of the cup in , and Gem, winner in and Martha herself won in , , and The cup records are intermittent but do extend to the present day and provide a good indicator of the types of boats raced in each era.
It is fair to assume that the boat types through this period were similar as no single boat appears to dominate the field. This was the classic New Jersey cat boat with a plumb stem, under slung rudder, low freeboard, day cabin, and large gaff rig. Fleets of these boats would be built and used along the full length of the New Jersey coast.
Within these parameters a considerable variation in hull shape could be found when looking over the work of various builders. Some thought a narrow transom provided better sailing though these absolutely had to be kept flat in a breeze as there weather helm was even more brutal when heeled. Most builders tended to carry the wide beam all the way aft.
Some boats were built with hollow garboards and a marked deadrise, giving up some carrying capacity in the search for racing silver. Each boat carried the unmistakable stamp of her builder and much research needs to be done to assign these styles to the builders responsible more than a hundred years after the fact.
The professional yacht designers who would follow these prolific rule of thumb builders had a cornucopia of ideas to choose from when they sat at there drawing boards and worked out solutions to the problem all sailing presents. Commissioned by Philadelphia business man John P. So it has always been and will always be with racing. She had a spoon bow with its cut away forefoot, and full forward waterlines. She had an underslung rudder and was steered with a horizontal wheel, Her freeboard was rather higher than the local cats and she had no day cabin though some shelter was to be had under the fore deck.
For ballast she carried lead shot in bags with leather handles. Like many of the older New York boats she could be rigged as a sloop or a cat, though she raced as a cat. All of this was the outward manifestation of a much more profound change. Boat building was no longer the province of folk science and rules of thumb, it had become a process of engineering and building to precise plans.
A successful boat may still be a blend of art and science but now science would have its full share. Those who embraced this trend won races. Those who did not or could not retired. The impact all this had on the south Jersey cat boat cannot be overstated. On the heels of this new trend in racing came another revolution in how boats were powered.
Almost overnight the work boat fleets of North America lost their rigs to be pushed along by small internal combustion engines. At first the existing boats received auxiliary power. These boats did not exist to sail, they existed to perform tasks made much easier and more profitable by mechanical aid.
Piers once lined with boats drying their sails now had not so much as a single mast. Cabins were made even higher as there were no booms to clear them. We are proud to offer a large selection of wooden boats for sale. Katz's Marina is the 1 antique boat dealer in the world with a selection of over Chris Craft, Gar Wood, Century and Higgins antique boats in stock. We are the only antique boat dealer with a one year warranty on boat sales.
Browse our large selection of wooden boats for sale. We also offer boats repairs, preventative maintenance and refinishing services. We carry a large assortment of parts and accessories for antique and classic boats. We are located on the largest lake in New Jersey, Lake Hopatcong.
We are a full service marina offering dock slips, boat repairs on all makes and models, boat storage, marine repairs, pump out services, travel lifts, dry dock, bath house and a well-stocked ship's store.
Wooden Boats for Sale. Whether you're new to the boating world or an avid boater, we provide all services to take care of your boat. Katz's Marina will remain open to serve our customers needs during this time.
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