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+The Project Gutenberg EBook of The Migrations of an American Boat Type, by 
+Howard I. Chapelle
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The Migrations of an American Boat Type
+
+Author: Howard I. Chapelle
+
+Release Date: July 1, 2009 [EBook #29285]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK AMERICAN BOAT TYPE ***
+
+
+
+
+Produced by Colin Bell, Woodie4, Joseph Cooper and the
+Online Distributed Proofreading Team at http://www.pgdp.net
+
+
+
+
+
+
+
+
+
+
+
+  CONTRIBUTIONS FROM
+  THE MUSEUM OF HISTORY AND TECHNOLOGY:
+  PAPER 25
+
+
+
+  THE MIGRATIONS OF
+  AN AMERICAN BOAT TYPE
+
+  _Howard I. Chapelle_
+
+
+  THE NEW HAVEN SHARPIE             136
+
+  THE CHESAPEAKE BAY SHARPIE        148
+
+  THE NORTH CAROLINA SHARPIE        149
+
+  SHARPIES IN OTHER AREAS           151
+
+  DOUBLE-ENDED SHARPIES             152
+
+  MODERN SHARPIE DEVELOPMENT        154
+
+
+  THE MIGRATIONS OF AN AMERICAN BOAT TYPE
+
+  _by Howard I. Chapelle_
+
+
+[Illustration: FIGURE 1.--Scale model of a New Haven sharpie of 1885,
+complete with tongs. (_USNM 318023; Smithsonian photo 47033-C._)]
+
+
+
+
+
+
+     _The New Haven sharpie, a flat-bottomed sailing skiff, was
+     originally developed for oyster fishing, about the middle of the
+     last century._
+
+     _Very economical to build, easy to handle, maneuverable, fast and
+     seaworthy, the type was soon adapted for fishing along the eastern
+     and southeastern coasts of the United States and in other areas.
+     Later, because of its speed, the sharpie became popular for racing
+     and yachting._
+
+     _This study of the sharpie type--its origin, development and
+     spread--and the plans and descriptions of various regional types
+     here presented, grew out of research to provide models for the hall
+     of marine transportation in the Smithsonian's new Museum of History
+     and Technology._
+
+     THE AUTHOR: _Howard I. Chapelle is curator of transportation in the
+     U.S. National Museum, Smithsonian Institution._
+
+
+For a commercial boat to gain widespread popularity and use, it must be
+suited to a variety of weather and water conditions and must have some
+very marked economic advantages over any other boats that might be used
+in the same occupation. Although there were more than 200 distinct types
+of small sailing craft employed in North American fisheries and in
+along-shore occupations during the last 60 years of the 19th century,
+only rarely was one of these boat types found to be so well suited to a
+particular occupation that its use spread to areas at any great distance
+from the original locale.
+
+Those craft that were "production-built," generally rowing boats, were
+sold along the coast or inland for a variety of uses, of course. The New
+England dory, the seine boat, the Connecticut drag boat, and the yawl
+were such production-built boats.
+
+In general, flat-bottomed rowing and sailing craft were the most widely
+used of the North American boat types. The flat-bottomed hull appeared
+in two basic forms: the scow, or punt, and the "flatiron," or
+sharp-bowed skiff. Most scows were box-shaped with raking or curved ends
+in profile; punts had their sides curved fore and aft in plan and
+usually had curved ends in profile. The rigs on scows varied with the
+size of the boat. A small scow might have a one-mast or two-mast
+spritsail rig, or might be gaff rigged; a large scow might be sloop
+rigged or schooner rigged. Flatiron skiffs were sharp-bowed, usually
+with square, raked transom stern, and their rigs varied according to
+their size and to suit the occupation in which they were employed. Many
+were sloop rigged with gaff mainsails; others were two-mast, two-sail
+boats, usually with leg-of-mutton sails, although occasionally some
+other kind of sail was used. If a skiff had a two-mast rig, it was
+commonly called a "sharpie"; a sloop-rigged skiff often was known as a
+"flattie." Both scows and flat-bottomed skiffs existed in Colonial
+times, and both probably originated in Europe. Their simple design
+permitted construction with relatively little waste of materials and
+labor.
+
+Owing to the extreme simplicity of the majority of scow types, it is
+usually impossible to determine whether scows used in different areas
+were directly related in design and construction. Occasionally, however,
+a definite relationship between scow types may be assumed because of
+certain marked similarities in fitting and construction details. The
+same occasion for doubt exists with regard to the relationships of
+sharp-bowed skiffs of different areas, with one exception--the large,
+flat-bottomed sailing skiff known as the "sharpie."
+
+
+
+
+The New Haven Sharpie
+
+
+The sharpie was so distinctive in form, proportion, and appearance that
+her movements from area to area can be traced with confidence. This boat
+type was particularly well suited to oyster fishing, and during the last
+four decades of the 19th century its use spread along the Atlantic coast
+of North America as new oyster fisheries and markets opened. The
+refinements that distinguished the sharpie from other flat-bottomed
+skiffs first appeared in some boats that were built at New Haven,
+Connecticut, in the late 1840's. These craft were built to be used in
+the then-important New Haven oyster fishery that was carried on, for the
+most part, by tonging in shallow water.
+
+The claims for the "invention" of a boat type are usually without the
+support of contemporary testimony. In the case of the New Haven sharpie
+two claims were made, both of which appeared in the sporting magazine
+_Forest and Stream_. The first of these claims, undated, attributed the
+invention of the New Haven sharpie to a boat carpenter named Taylor, a
+native of Vermont.[1] In the January 30, 1879, issue of _Forest and
+Stream_ there appeared a letter from Mr. M. Goodsell stating that the
+boat built by Taylor, which was named _Trotter_, was not the first
+sharpie.[2] Mr. Goodsell claimed that he and his brother had built the
+first New Haven sharpie in 1848 and that, because of her speed, she had
+been named _Telegraph_. The Goodsell claim was never contested in
+_Forest and Stream_, and it is reasonable to suppose, in the
+circumstances, that had there been any question concerning the
+authenticity of this claim it would have been challenged.
+
+[1] _Forest and Stream_, January 23, 1879, vol. 11, no. 25, p. 504.
+
+[2] _Forest and Stream_, January 30, 1879, vol. 11, no. 26, p. 500.
+
+No contemporary description of these early New Haven sharpies seems to
+be available. However, judging by records made in the 1870's, we may
+assume that the first boats of this type were long, rather narrow, open,
+flat-bottomed skiffs with a square stern and a centerboard; they were
+rigged with two masts and two leg-of-mutton sails. Until the appearance
+of the early sharpies, dugout canoes built of a single white pine log
+had been used at New Haven for tonging. The pine logs used for these
+canoes came mostly from inland Connecticut, but they were obtainable
+also in northern New England and New York. The canoes ranged from 28 to
+35 feet in length, 15 to 20 inches in depth, and 3 feet to 3 feet 6
+inches in beam. They were built to float on about 3 or 4 inches of
+water. The bottoms of these canoes were about 3 inches thick, giving a
+low center of gravity and the power to carry sail in a breeze. The
+canoes were rigged with one or two pole masts with leg-of-mutton sails
+stepped in thwarts. A single leeboard was fitted and secured to the hull
+with a short piece of line made fast to the centerline of the boat. With
+this arrangement the leeboard could be raised and lowered and also
+shifted to the lee side on each tack. This took the strain off the sides
+of the canoe that would have been created by the usual leeboard
+fitting.[3] Construction of such canoes ceased in the 1870's, but some
+remained in use into the present century.
+
+The first New Haven sharpies were 28 to 30 feet long--about the same
+length as most of the log canoes. Although the early sharpie probably
+resembled the flatiron skiff in her hull shape, she was primarily a
+sailing boat rather than a rowing or combination rowing-sailing craft.
+The New Haven sharpie's development[4] was rapid, and by 1880 her
+ultimate form had been taken as to shape of hull, rig, construction
+fittings, and size. Some changes were made afterwards, but they were in
+minor details, such as finish and small fittings.
+
+[3] Henry Hall, Special Agent, 10th U.S. Census, _Report on the
+Shipbuilding Industry of the United States_, Washington, 1880-1885, pp.
+29-32.
+
+[4] Howard I. Chapelle, _American Small Sailing Craft_, New York, 1951,
+pp. 100-133, figs. 38-48.
+
+The New Haven sharpie was built in two sizes for the oyster fishery. One
+carried 75 to 100 bushels of oysters and was 26 to 28 feet in length;
+the other carried 150 to 175 bushels and was 35 to 36 feet in length.
+The smaller sharpie was usually rigged with a single mast and sail,
+though some small boats were fitted for two sails. The larger boat was
+always fitted to carry two masts, but by shifting the foremast to a
+second step more nearly amidships she could be worked with one mast and
+sail. The New Haven sharpie retained its original proportions. It was
+long, narrow, and low in freeboard and was fitted with a centerboard. In
+its development it became half-decked. There was enough fore-and-aft
+camber in the flat bottom so that, if the boat was not carrying much
+weight, the heel of her straight and upright stem was an inch or two
+above the water. The stern, usually round, was planked with vertical
+staving that produced a thin counter. The sheer was usually marked and
+well proportioned. The New Haven sharpie was a handsome and graceful
+craft, her straight-line sections being hidden to some extent by the
+flare of her sides and the longitudinal curves of her hull.
+
+[Illustration: FIGURE 2.--A New Haven sharpie and dugouts on the
+Quinnipiac River, New Haven, Connecticut, about the turn of the
+century.]
+
+The structure of New Haven sharpies was strong and rather heavy,
+consisting of white pine plank and oak framing. The sides were commonly
+wide plank. Each side had two or three strakes that were pieced up at
+the ends to form the sheer. The sides of large sharpies were commonly
+1-1/2 inches thick before finishing, while those of the smaller sharpies
+were 1-1/4 inches thick. The sharpie's bottom was planked athwartships
+with planking of the same thickness as the sides and of 6 to 8 inches in
+width. That part of the bottom that cleared the water, at the bow and
+under the stern, was often made of tongue-and-groove planking, or else
+the seams athwartship would be splined. Inside the boat there was a
+keelson made of three planks, in lamination, standing on edge side by
+side, sawn to the profile of the bottom, and running about three-fourths
+to seven-eighths the length of the boat. The middle one of these three
+planks was omitted at the centerboard case to form a slot. Afore and
+abaft the slot the keelson members were cross-bolted and spiked. The
+ends of the keelson were usually extended to the stem and to the stern
+by flat planks that were scarphed into the bottom of the built-up
+keelson.
+
+The chines of the sharpie were of oak planks that were of about the same
+thickness as the side planks and 4 to 7 inches deep when finished. The
+chine logs were sawn to the profile of the bottom and sprung to the
+sweep of the sides in plan view. The side frames were mere cleats, 1-1/2
+by 3 inches. In the 1880's these cleats were shaped so that the inboard
+face was 2 inches wide and the outboard face 3 inches wide, but later
+this shaping was generally omitted.
+
+[Illustration: FIGURE 3.--Plan of typical New Haven sharpie showing
+design and construction characteristics.]
+
+[Illustration: FIGURE 4.--Plan of a large Chesapeake Bay sharpie taken
+from remains of boat.]
+
+At the fore end of the sharpie's centerboard case there was an
+edge-bolted bulkhead of solid white pine, 1-1/4 or 1-1/2 inches thick,
+with scuppers cut in the bottom edge. A step about halfway up in this
+bulkhead gave easy access to the foredeck. In the 1880's that part of
+the bulkhead above the step was made of vertical staving that curved
+athwartships, but this feature was later eliminated. In the upper
+portion of the bulkhead there was often a small rectangular opening for
+ventilation.
+
+The decking of the sharpie was made of white pine planks 1-1/4 inches
+thick and 7 to 10 inches wide. The stem was a triangular-sectioned piece
+of oak measuring 6 by 9 inches before it was finished. The side plank
+ran past the forward edge of the stem and was mitered to form a sharp
+cutwater. The miter was covered by a brass bar stemband to which was
+brazed two side plates 3/32 or 1/4 inch thick. This stemband, which was
+tacked to the side plank, usually measured 1/2 or 5/8 inch by 3/4 inch
+and it turned under the stem, running under the bottom for a foot or
+two. The band also passed over a stemhead and ran to the deck, having
+been shaped over the head of the stem by heating and molding over a
+pattern.
+
+The sharpie's stern was composed of two horizontal oak frames, one at
+chine and one at sheer; each was about 1-1/2 inches thick. The outer
+faces of these frames were beveled. The planking around the stern on
+these frames was vertical staving that had been tapered, hollowed, and
+shaped to fit the flare of the stern. This vertical staving was usually
+1-3/4 inches thick before it was finished. The raw edges of the deck
+plank were covered by a false wale 1/2 to 3/4 inch thick and 3 or 4
+inches deep, and by an oak guard strip that was half-oval in section and
+tapered toward the ends. Vertical staving was used to carry the wale
+around the stern. The guard around the stern was usually of stemmed oak.
+
+The cockpit ran from the bulkhead at the centerboard case to within 4 or
+5 feet of the stern, where there was a light joiner bulkhead. A low
+coaming was fitted around the cockpit and a finger rail ran along the
+sides of the deck. The boat had a small square hatch in the foredeck and
+two mast holes, one at the stem and one at the forward bulkhead. A tie
+rod, 3/8 inch in diameter, passed through the hull athwartships, just
+forward of the forward bulkhead; the ends of the tie rod were "up-set"
+or headed over clench rings on the outside of the wale. The hull was
+usually painted white or gray, and the interior color usually buff or
+gray.
+
+[Illustration: FIGURE 5.--Chesapeake Bay sharpie with daggerboard, about
+1885. (Photo courtesy Wirth Munroe.)]
+
+The two working masts of a 35-to 36-foot sharpie were made of spruce or
+white pine and had a diameter of 4-1/2 to 5 inches at deck and 1-1/2
+inches at head. Their sail hoists were 28 to 30 feet, and the sail
+spread was about 65 yards. Instead of booms, sprits were used; these
+were set up at the heels with tackles to the masts. In most sharpies the
+sails were hoisted to a single-sheave block at the mast heads and were
+fitted with wood or metal mast hoops. Because of the use of the sprit
+and heel tackle, the conventional method of reefing was not possible.
+The reef bands of the sails were parallel to the masts, and reefing was
+accomplished by lowering a sail and tying the reef points while
+rehoisting. The mast revolved in tacking in order to prevent binding of
+the sprit under the tension of the heel tackle. The tenon at the foot of
+the mast was round, and to the shoulder of the tenon a brass ring was
+nailed or screwed. Another brass ring was fastened around the mast step.
+These rings acted as bearings on which the mast could revolve.
+
+Because there was no standing rigging and the masts revolved, the sheets
+could be let go when the boat was running downwind, so that the sails
+would swing forward. In this way the power of the rig could be reduced
+without the bother of reefing or furling. Sometimes, when the wind was
+light, tonging was performed while the boat drifted slowly downwind with
+sails fluttering. The tonger, standing on the side deck or on the stern,
+could tong or "nip" oysters from a thin bed without having to pole or
+row the sharpie.
+
+The unstayed masts of the sharpie were flexible and in heavy weather
+spilled some wind, relieving the heeling moment of the sails to some
+degree. In summer the 35-to 36-foot boats carried both masts, but in
+winter, or in squally weather, it was usual to leave the mainmast ashore
+and step the foremast in the hole just forward of the bulkhead at the
+centerboard case, thereby balancing the rig in relation to the
+centerboard. New Haven sharpies usually had excellent balance, and
+tongers could sail them into a slip, drop the board so that it touched
+bottom, and, using the large rudders, bring the boats into the wind by
+spinning them almost within their length. This could be done because
+there was no skeg. When sharpies had skegs, as they did in some
+localities, they were not so sensitive as the New Haven boats. If a
+sharpie had a skeg, it was possible to use one sail without shifting the
+mast, but at a great sacrifice in general maneuverability.
+
+[Illustration: FIGURE 6.--North Carolina sharpie with one reef in
+moderate gale, about 1885. (Photo courtesy Wirth Munroe.)]
+
+Kunhardt[5] writing in the mid-1880's, described the New Haven sharpie
+as being 33 to 35 feet long, about 5 feet 9 inches to 6 feet wide on the
+bottom, and with a depth of about 36 inches at stem, 24 inches
+amidships, and 12 inches at stern. The flare increased rapidly from the
+bow toward amidships, where it became 3-1/2 inches for every 12 inches
+of depth. The increase of flare was more gradual toward the stern, where
+the flare was equal to about 4 inches to the foot. According to
+Kunhardt, a 35-foot sharpie hull weighed 2,000 to 2,500 pounds and
+carried about 5 short tons in cargo.
+
+[5] C. P. Kunhardt, _Small Yachts: Their Design and Construction,
+Exemplified by the Ruling Types of Modern Practice_, New York, 1886
+(rev. ed., 1891, pp. 287-298).
+
+The sharpie usually had its round stern carried out quite thin. If the
+stern was square, the transom was set at a rake of not less than 45°.
+Although it cost about $15 more than the transom stern, the round stern
+was favored because tonging from it was easier; also, when the boat was
+tacked, the round stern did not foul the main sheet and was also less
+likely to ship a sea than was the square stern. Kunhardt remarks that
+sharpies lay quiet when anchored by the stern, making the ground tackle
+easier to handle.
+
+[Illustration: FIGURE 7.--Plan of a Chesapeake Bay terrapin smack based
+on sketches and dimensions given by C. P. Kunhardt in _Small Yachts:
+Their Design and Construction, Exemplified by the Ruling Types of Modern
+Practice_, New York, 1886.]
+
+[Illustration: FIGURE 8.--Plan of North Carolina sharpie schooner taken
+from remains of boat.]
+
+[Illustration: FIGURE 9.--Plan of North Carolina sharpie of the
+1880's.]
+
+The cost of the New Haven sharpie was very low. Hall stated that in
+1880-1882 oyster sharpies could be built for as little as $200, and that
+large sharpies, 40 feet long, cost less than $400.[6] In 1886 a sharpie
+with a capacity for 150 to 175 bushels of oysters cost about $250,
+including spars and sails.[7] In 1880 it was not uncommon to see nearly
+200 sharpies longside the wharves at Fairhaven, Connecticut, at
+nightfall.
+
+[6] Hall, _op. cit._ (footnote 3), pp. 30, 32.
+
+[7] Kunhardt, _op. cit._ (footnote 5), pp. 225, 295.
+
+The speed of the oyster sharpies attracted attention in the 1870's, and
+in the next decade many yachts were built on sharpie lines, being rigged
+either as standard sharpies or as sloops, schooners, or yawls.
+
+Oyster tonging sharpies were raced, and often a sharpie of this type was
+built especially for racing. One example of a racing sharpie had the
+following dimensions:
+
+
+  Length:                                     35'
+  Width on deck:                              8'
+  Flare, to 1' of depth:                      4'
+  Width of stern:                             4-1/2'
+  Depth of stern:                             10"
+  Depth at bow:                               36"
+  Sheer:                                      14"
+  Centerboard:                                11'
+  Width of washboards or sidedecks:           12"
+  Length of rudder:                           6'
+  Depth of rudder:                            1'2"
+  Height of foremast:                         45'
+  Diameter of foremast:                       6"
+  Head of foremast:                           1-1/2"
+  Height of mainmast:                         40'
+  Diameter of mainmast:                       5-1/2"
+  Head of mainmast:                           1-1/2"
+
+
+The sharpie with the above dimensions was decked-over 10 feet foreward
+and 4 feet aft. She carried a 17-foot plank bowsprit, to the ends of
+which were fitted vertical clubs 8 to 10 feet long. When racing, this
+sharpie carried a 75-yard foresail, a 60-yard mainsail, a 30-yard jib, a
+40-yard squaresail, and a 45-yard main staysail; two 16-foot planks were
+run out to windward and 11 members of the 12-man crew sat on them to
+hold the boat from capsizing.
+
+[Illustration: FIGURE 10.--North Carolina sharpie under sail.]
+
+Figure 3 shows a plan of a sharpie built at the highest point in the
+development of this type boat. This plan makes evident the very distinct
+character of the sharpie in model, proportion, arrangement,
+construction, and rig.[8] The sharpie represented by the plan is
+somewhat narrower and has more flare in the sides than indicated by the
+dimensions given by Kunhardt. The boatmen at New Haven were convinced
+that a narrow sharpie was faster than a wide one, and some preferred
+strongly flaring sides, though others thought the upright-sided sharpie
+was faster. These boatmen also believed that the shape of the bottom
+camber fore and aft was important, that the heel of the stem should not
+be immersed, and that the bottom should run aft in a straight line to
+about the fore end of the centerboard case and then fair in a long sweep
+into the run, which straightened out before it passed the after end of
+the waterline. Some racing sharpies had deeper sterns than tonging
+boats, a feature that produced a faster boat by reducing the amount of
+bottom camber.
+
+[8] Full-scale examples of sharpies may be seen at the Mariners' Museum,
+Newport News, Virginia, and at the Mystic Marine Museum, Mystic,
+Connecticut.
+
+The use of the sharpie began to spread to other areas almost immediately
+after its appearance at New Haven. As early as 1855 sharpies of the
+100-bushel class were being built on Long Island across the Sound from
+New Haven and Bridgeport, and by 1857 there were two-masted, 150-bushel
+sharpies in lower New York Harbor. Sloop-rigged sharpies 24 to 28 feet
+long and retaining the characteristics of the New Haven sharpies in
+construction and most of its basic design features, but with some
+increase in proportionate beam, were extensively used in the small
+oyster fisheries west of New Haven. There were also a few sloop-type
+sharpies in the eastern Sound. In some areas this modification of the
+sharpie eventually developed its own characteristics and became known as
+the "flattie," a type that was popular on the north shore of Long
+Island, on the Chesapeake Bay, and in Florida at Key West and Tampa.
+
+[Illustration: FIGURE 11.--North Carolina sharpie schooner hauled up for
+painting.]
+
+The sharpie's rapid spread in use can be accounted for by its low cost,
+light draft, speed, handiness under sail, graceful appearance, and
+rather astonishing seaworthiness. Since oyster tonging was never carried
+on in heavy weather, it was by chance rather than intent that the
+seaworthiness of this New Haven tonging boat was discovered. There is a
+case on record in which a tonging sharpie rescued the crew of a coasting
+schooner at Branford, Connecticut, during a severe gale, after other
+boats had proved unable to approach the wreck.
+
+However, efforts to improve on the sharpie resulted in the construction
+of boats that had neither the beauty nor the other advantages of the
+original type. This was particularly true of sharpies built as yachts
+with large cabins and heavy rigs. Because the stability of the sharpie's
+shoal hull was limited, the added weight of high, long cabin trunks and
+attendant furniture reduced the boat's safety potential. Windage of the
+topside structures necessary on sharpie yachts also affected speed,
+particularly in sailing to windward. Hence, there was an immediate trend
+toward the addition of deadrise in the bottom of the yachts, a feature
+that sufficiently increased displacement and draft so that the
+superstructure and rig could be better carried. Because of its large
+cabin, the sharpie yacht when under sail was generally less workable
+than the fishing sharpie. Although it was harmful to the sailing of the
+boat, many of the sharpie yachts had markedly increased beam. The first
+sharpie yacht of any size was the _Lucky_, a half-model of which is in
+the Model Room of the New York Yacht Club. The _Lucky_, built in 1855
+from a model by Robert Fish, was 51 feet long with a 13-foot beam; she
+drew 2 feet 10 inches with her centerboard raised. According to
+firsthand reports, she was a satisfactory cruiser, except that she was
+not very weatherly because her centerboard was too small.
+
+[Illustration: FIGURE 12.--North Carolina sharpie schooner converted to
+yacht, 1937.]
+
+Kunhardt mentions the extraordinary sailing speed of some sharpies, as
+does certain correspondence in _Forest and Stream_. A large sharpie was
+reported to have run 11 nautical miles in 34 minutes, and a big sharpie
+schooner is said to have averaged 16 knots in 3 consecutive hours of
+sailing. Tonging sharpies with racing rigs were said to have sailed in
+smooth water at speeds of 15 and 16 knots. Although such reports may be
+exaggerations, there is no doubt that sharpies of the New Haven type
+were among the fastest of American sailing fishing boats.
+
+[Illustration: FIGURE 13.--Bow of North Carolina sharpie schooner
+showing head rigging.]
+
+Sharpie builders in New Haven very early developed a "production"
+method. In the initial stages of building, the hull was upside down.
+First, the sides were assembled and the planking and frames secured;
+then the inner stem was built, and the sides nailed to it, after which
+the bulkhead and a few rough temporary molds were made and put in place
+and the boat's sides bent to the desired curve in plain view. For
+bending the sides a "Spanish windlass" of rope or chain was used. The
+chine pieces were inserted in notches in the molds inside the side
+planking and fastened, then the keelson was made and placed in notches
+in the molds and bulkhead along the centerline. Next, the upper and
+lower stern frames were made and secured, and the stern staved
+vertically. Plank extensions of the keelson were fitted, the bottom
+laid, and the boat turned over. Sometimes the case was made and fitted
+with the keelson structure, but sometimes this was not done until the
+deck and inboard works were finished.
+
+[Illustration: FIGURE 14.--The entrance of a North Carolina sharpie
+schooner and details of her sharp lines and planking. Note scarphs in
+plank.]
+
+The son of Lester Rowe, a noted sharpie builder at New Haven, told me,
+in 1925, that it was not uncommon for his father and two helpers to
+build a sharpie, hull and spars, in 6 working days, and that one year
+his father and two helpers built 31 sharpies. This was at a time after
+power saws and planers had come into use, and the heavy cutting and
+finishing of timber was done at a mill, from patterns.
+
+In spite of Barnegat Bay's extensive oyster beds and its proximity to
+New Haven, the sharpie never became popular in that region, where a
+small sailing scow known as the "garvey" was already in favor. The
+garvey was punt-shaped, with its bow narrower than the stern; it had a
+sledlike profile with moderately flaring sides and a half-deck; and it
+was rigged with two spritsails, each with a moderate peak to the head
+and the usual diagonal sprit.[9] The garvey was as fast and as well
+suited to oyster tonging as the sharpie, if not so handsome; also, it
+had an economic advantage over the New Haven boat because it was a
+little cheaper to build and could carry the same load on shorter
+length. Probably it was the garvey's relative unattractiveness and the
+fact that it was a "scow" that prevented it from competing with the
+sharpie in areas outside of New Jersey.
+
+[9] The foremast of the garvey was the taller and carried the larger
+sail. At one time garveys had leeboards, but by 1850 they commonly had
+centerboards and either a skeg aft with a rudder outboard or an
+iron-stocked rudder, with the stock passing through the stern overhang
+just foreward of the raking transom. The garvey was commonly 24 to 26
+feet long with a beam on deck of 6 feet 4 inches to 6 feet 6 inches and
+a bottom of 5 feet to 5 feet 3 inches.
+
+[Illustration: FIGURE 15.--Midbody and stern of a North Carolina sharpie
+schooner showing planking, molding, and other details.]
+
+
+
+
+The Chesapeake Bay Sharpie
+
+
+The sharpie appeared on the Chesapeake Bay in the early 1870's, but she
+did not retain her New Haven characteristics very long. Prior to her
+appearance on the Bay, the oyster fishery there had used several boats,
+of which the log canoe appears to have been the most popular. Some
+flat-bottomed skiffs had also been used for tonging. There is a
+tradition that sometime in the early 1870's a New Haven sharpie named
+_Frolic_ was found adrift on the Bay near Tangier Island. Some copies of
+the _Frolic_ were made locally, and modifications were added later. This
+tradition is supported by certain circumstantial evidence.
+
+Until 20 years ago Tangier Island skiffs certainly resembled the sharpie
+above the waterline, being long, rather narrow, straight-stem,
+round-stern, two-masted craft, although their bottoms were V-shaped
+rather than flat. The large number of boat types suitable for oyster
+fishery on the Bay probably prevented the adoption of the New Haven
+sharpie in a recognizable form. After the Civil War, however, a large
+sailing skiff did become popular in many parts of the Chesapeake. Boats
+of this type had a square stern, a curved stem in profile, a strong
+flare, a flat bottom, a sharply raking transom, and a center board of
+the "daggerboard" form. They were rigged with two leg-of-mutton sails.
+Sprits were used instead of booms, and there was sometimes a short
+bowsprit, carrying a jib. The rudder was outboard on a skeg. These
+skiffs ranged in length from about 18 feet to 28 feet. Those in the
+24-to 28-foot range were half-decked; the smaller ones were entirely
+open.
+
+In the late 1880's or early 1890's the V-bottomed hull became extremely
+popular on the Chesapeake, replacing the flat-bottom almost entirely, as
+at Tangier Island. Hence, very few flat-bottomed boats or their remains
+survive, although a few 18-foot skiffs are still in use.
+
+Characteristics of the large flat-bottomed Chesapeake Bay skiff are
+shown in figure 4. While it is possible that the narrow beam of this
+skiff, the straightness of both ends of its bottom camber, and its rig
+show some New Haven sharpie influence, these characteristics are so
+similar to those of the flatiron skiff that it is doubtful that many of
+the Bay sharpies had any real relation to the New Haven boats. As
+indicated by figures 5 and 7, the Chesapeake flat-bottoms constituted a
+distinct type of skiff. Except for those skiffs used in the Tangier
+Island area, it is not evident that the Bay skiffs were influenced by
+the New Haven sharpie to any great degree, in form at least.
+
+[Illustration: FIGURE 16.--Stern of a North Carolina sharpie schooner
+showing planking, staving, molding, and balanced rudder.]
+
+Schooner-rigged sharpies developed on Long Island Sound as early as
+1870, and their hulls were only slightly modified versions of the New
+Haven hull in basic design and construction. These boats were, however,
+larger than New Haven sharpies, and a few were employed as oyster
+dredges. After a time it was found that sharpie construction proved weak
+in boats much over 50 feet. However, strong sharpie hulls of great
+length eventually were produced by edge-fastening the sides and by using
+more tie rods than were required by a smaller sharpie. Transverse tie
+rods set up with turnbuckles were first used on the New Haven sharpie,
+and they were retained on boats that were patterned after her in other
+areas. Because of this influence, such tie rods finally appeared on the
+large V-bottomed sailing craft on Chesapeake Bay.
+
+The sharpie schooner seems to have been more popular on the Chesapeake
+Bay than on Long Island Sound. The rig alone appealed to Bay sailors,
+who were experienced with schooners. Of all the flat-bottomed skiffs
+employed on the Bay, only the schooner can be said to have retained much
+of the appearance of the Connecticut sharpies. Bay sharpie schooners
+often were fitted with wells and used as terrapin smacks (fig. 7). As a
+schooner, the sharpie was relatively small, usually being about 30 to 38
+feet over-all.
+
+Since the 1880's the magazine _Forest and Stream_ and, later, magazines
+such as _Outing_, _Rudder_, and _Yachting_ have been the media by which
+ideas concerning all kinds of watercraft from pleasure boats to work
+boats have been transmitted. By studying such periodicals, Chesapeake
+Bay boatbuilders managed to keep abreast of the progress in boat design
+being made in new yachts. In fact, it may have been because of articles
+in these publications that the daggerboard came to replace the pivoted
+centerboard in Chesapeake Bay skiffs and that the whole V-bottom design
+became popular so rapidly in the Bay area.
+
+
+
+
+The North Carolina Sharpie
+
+
+In the 1870's the heavily populated oyster beds of the North Carolina
+Sounds began to be exploited. Following the Civil War that region had
+become a depressed area with little boatbuilding industry. The small
+boat predominating in the area was a modified yawl that had sprits for
+mainsail and topsail, a jib set up to the stem head, a centerboard, and
+waterways along the sides. This type of craft, known as the "Albemarle
+Sound boat" or "Croatan boat," had been developed in the vicinity of
+Roanoke Island for the local shad fishery. Although it was seaworthy and
+fast under sail, this boat was not particularly well suited for the
+oyster fishery because of its high freeboard and lack of working deck
+for tonging.
+
+[Illustration: FIGURE 17.--Deck of a North Carolina sharpie schooner
+showing U-shaped main hatch typical of sharpies used in the Carolina
+Sounds.]
+
+Because the oyster grounds in the Carolina Sounds were some distance
+from the market ports, boats larger than the standard 34-to 36-foot New
+Haven sharpie were desirable; and by 1881 the Carolina Sounds sharpie
+had begun to develop characteristics of its own. These large sharpies
+could be decked and, when necessary, fitted with a cabin. In all other
+respects the North Carolina sharpie closely resembled the New Haven
+boat. Some of the Carolina boats were square-sterned, but, as at New
+Haven, the round stern apparently was more popular.
+
+Most Carolina sharpies were from 40 to 45 feet long. Some had a cramped
+forecastle under the foredeck, others had a cuddy or trunk cabin aft,
+and a few had trunk cabins forward and aft. Figure 6 is a drawing of a
+rigged model that was built to test the design before the construction
+of a full-sized boat was attempted.[10] The 1884 North Carolina sharpie
+shown in this plan has two small cuddies; it also has the U-shaped main
+hatch typical of the Carolina sharpie. It appears that the clubs shown
+at the ends of the sprits were very often used on the Carolina sharpies,
+but they were rarely used on the New Haven tongers except when the craft
+were rigged for racing. The Carolina Sounds sharpie shown under sail in
+figure 8 is from 42 to 45 feet long and has no cuddy.
+
+[10] In building shoal draft sailing vessels, this practice was usually
+possible and often proved helpful. In the National Watercraft Collection
+at the United States National Museum there is a rigged model of a
+Piscataqua gundalow that was built for testing under sail before
+construction of the full-scale vessel.
+
+The Carolina Sounds sharpies retained the excellent sailing qualities of
+the New Haven type and were well finished. The two-sail, two-mast New
+Haven rig was popular with tongers, but the schooner-rigged sharpie that
+soon developed (figs. 9, 11-18) was preferred for dredging. It was
+thought that a schooner rig allowed more adjustment of sail area and
+thus would give better handling of the boat under all weather
+conditions. This was important because oyster dredging could be carried
+on in rough weather when tonging would be impractical. Like the Maryland
+terrapin smack, the Carolina sharpie schooner adhered closely to New
+Haven principles of design and construction. However, Carolina sharpie
+schooners were larger than terrapin smacks, having an over-all length of
+from 40 to 52 feet. These schooners remained in use well into the 20th
+century and, in fact, did not go out of use entirely until about 1938.
+In the 1920's and 1930's many such boats were converted to yachts. They
+were fast under sail and very stiff, and with auxiliary engines they
+were equally as fast and required a relatively small amount of power.
+Large Carolina sharpie schooners often made long coasting voyages, such
+as between New York and the West Indies.
+
+[Illustration: FIGURE 18.--Deck of a North Carolina sharpie schooner
+under sail showing pump box near rail and portion of afterhouse.]
+
+
+
+
+Sharpies in Other Areas
+
+
+The Carolina Sounds area was the last place in which the sharpie was
+extensively employed. However, in 1876 the sharpie was introduced into
+Florida by the late R. M. Munroe when he took to Biscayne Bay a sharpie
+yacht that had been built for him by Brown of Tottenville, Staten
+Island. Afterwards various types of modified sharpies were introduced in
+Florida. On the Gulf Coast at Tampa two-masted sharpies and sharpie
+schooners were used to carry fish to market, but they had only very
+faint resemblance to the original New Haven boat.
+
+[Illustration: FIGURE 19.--Sharpie yacht _Pelican_ built in 1885 for
+Florida waters. She was a successful shoal-draft sailing cruiser. (Photo
+courtesy Wirth Munroe.)]
+
+The sharpie also appeared in the Great Lakes area, but here its
+development seems to have been entirely independent of the New Haven
+type. It is possible that the Great Lakes sharpie devolved from the
+common flatiron skiff.
+
+The sharpie yacht was introduced on Lake Champlain in the late 1870's by
+Rev. W. H. H. Murray, who wrote for _Forest and Stream_ under the pen
+name of "Adirondack Murray." The hull of the Champlain sharpie retained
+most of the characteristics of the New Haven hull, but the Champlain
+boats were fitted with a wide variety of rigs, some highly experimental.
+A few commercial sharpies were built at Burlington, Vermont, for hauling
+produce on the lake, but most of the sharpies built there were yachts.
+
+
+
+
+Double-Ended Sharpies
+
+
+The use of the principles of flatiron skiff design in sharp-stern, or
+"double-ended," boats has been common. On the Chesapeake Bay a number of
+small, double-ended sailing skiffs, usually fitted with a centerboard
+and a single leg-of-mutton sail, were in use in the 1880's. It is
+doubtful, however, that these skiffs had any real relationship to the
+New Haven sharpie. They may have developed from the "three-plank"
+canoe[11] used on the Bay in colonial times.
+
+[11] A primitive craft made of three wide planks, one of which formed
+the entire bottom.
+
+The "cabin skiff," a double-ended, half-decked, trunk-cabin boat with a
+long head and a cuddy forward, was also in use on the Bay in the 1880's.
+This boat, which was rigged like a bugeye, had a bottom of planks that
+were over 3 inches thick, laid fore-and-aft, and edge-bolted. The
+entire bottom was made on two blocks or "sleepers" placed near the ends.
+The sides were bevelled, and heavy stones were placed amidships to give
+a slight fore-and-aft camber to the bottom. The sides, washboards, and
+end decks were then built, the stones removed, and the centerboard case
+fitted. In spite of its slightly cambered flat bottom, this boat, though
+truly a flatiron skiff in midsection form, had no real relation to the
+New Haven sharpie; it probably owed its origin to the Chesapeake log
+canoe, for which it was an inexpensive substitute.
+
+[Illustration: FIGURE 20.--Florida sharpie yacht of about 1890.]
+
+R. M. Munroe built double-ended sharpies in Florida, and one of these
+was used to carry mail between Biscayne Bay and Palm Beach. Although
+Munroe's double-enders were certainly related to the New Haven sharpie,
+they were markedly modified and almost all were yachts.
+
+A schooner-rigged, double-ended sharpie was used in the vicinity of San
+Juan Island, Washington, in the 1880's, but since the heels of the stem
+and stern posts were immersed it is very doubtful that this sharpie was
+related in any way to the New Haven boats.
+
+
+
+
+Modern Sharpie Development
+
+
+The story of the New Haven sharpie presents an interesting case in the
+history of the development of small commercial boats in America. As has
+been shown, the New Haven sharpie took only about 40 years to reach a
+very efficient stage of development as a fishing sailboat. It was
+economical to build, well suited to its work, a fast sailer, and
+attractive in appearance.
+
+When sailing vessels ceased to be used by the fishing industry, the
+sharpie was almost forgotten, but some slight evidence of its influence
+on construction remains. For instance, transverse tie rods are used in
+the large Chesapeake Bay "skipjacks," and Chesapeake motorboats still
+have round, vertically staved sterns, as do the "Hatteras boats" used on
+the Carolina Sounds. But the sharpie hull form has now almost completely
+disappeared in both areas, except in a few surviving flat-bottomed
+sailing skiffs.
+
+Recently the flat-bottomed hull has come into use in small,
+outboard-powered commercial fishing skiffs, but, unfortunately, these
+boats usually are modeled after the primitive flatiron skiff and are
+short in length.
+
+The New Haven sharpie proved that a long, narrow hull is most efficient
+in a flat-bottomed boat, but no utilization has yet been made of its
+design as the basis for the design of a modern fishing launch.
+
+
+U.S. GOVERNMENT PRINTING OFFICE: 1961
+
+For sale by the Superintendent of Documents,
+U.S. Government Printing Office
+Washington 25, D.C.      Price 25 cents
+
+
+
+Transcriber's note:
+
+Printer's errors have been corrected, all other inconsistencies are
+as in the original. The author's spelling has been maintained.
+
+
+
+
+
+
+
+
+
+
+End of the Project Gutenberg EBook of The Migrations of an American Boat Type, by 
+Howard I. Chapelle
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+
+The Project Gutenberg EBook of The Migrations of an American Boat Type, by 
+Howard I. Chapelle
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
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+Title: The Migrations of an American Boat Type
+
+Author: Howard I. Chapelle
+
+Release Date: July 1, 2009 [EBook #29285]
+
+Language: English
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+*** START OF THIS PROJECT GUTENBERG EBOOK AMERICAN BOAT TYPE ***
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+Online Distributed Proofreading Team at http://www.pgdp.net
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+</pre>
+
+
+
+
+<p style="margin-left: 70%;"><span class="smcap">Contributions From<br />
+The Museum Of History And Technology:<br />
+Paper 25</span><br /><br /><br /><br /><br /><br /><br /></p>
+
+<p style="margin-left: 70%;"><span class="smcap">The Migrations Of<br />
+An American Boat Type</span></p>
+
+<p style="margin-left: 70%;"><i>Howard I. Chapelle</i><br /><br /></p>
+
+<div class="center">
+<table border="0" cellpadding="4" cellspacing="0" summary="contents table">
+
+<tr><td align="left">THE NEW HAVEN SHARPIE</td>
+<td align="right"><a href="#Page_136">136</a></td></tr>
+
+<tr><td align="left">THE CHESAPEAKE BAY SHARPIE</td>
+<td align="right"><a href="#Page_148">148</a></td></tr>
+
+<tr><td align="left">THE NORTH CAROLINA SHARPIE</td>
+<td align="right"><a href="#Page_149">149</a></td></tr>
+
+<tr><td align="left">SHARPIES IN OTHER AREAS</td>
+<td align="right"><a href="#Page_151">151</a></td></tr>
+
+<tr><td align="left">DOUBLE-ENDED SHARPIES</td>
+<td align="right"><a href="#Page_152">152</a></td></tr>
+
+<tr><td align="left">MODERN SHARPIE DEVELOPMENT</td>
+<td align="right"><a href="#Page_154">154</a></td></tr>
+
+</table><br /><br /></div>
+
+<h1><i>THE MIGRATIONS OF<br />AN AMERICAN<br />BOAT TYPE</i></h1>
+
+<p style="margin-left: 70%;"><i>by Howard I. Chapelle</i><br /><br /><br /><br /></p>
+
+<div class="figcenter" style="width: 569px;">
+<img src="images/002.png" width="569" height="600" alt="" title="" />
+<span class="caption">FIGURE 1.--Scale model of a New Haven sharpie of 1885,
+complete with tongs. (_USNM 318023; Smithsonian photo 47033-C._)</span>
+</div>
+
+<p><br /><br /></p>
+
+<hr style="width: 65%;" />
+
+<p><span class="pagenum"><a name="Page_135" id="Page_135">[Pg 135]</a></span></p>
+
+<p style="margin-left: 20%;"><i>The New Haven sharpie, a flat-bottomed sailing skiff, was<br />
+originally developed for oyster fishing, about the middle of the<br />
+last century.<br />
+
+Very economical to build, easy to handle, maneuverable, fast and<br />
+seaworthy, the type was soon adapted for fishing along the eastern<br />
+and southeastern coasts of the United States and in other areas.<br />
+Later, because of its speed, the sharpie became popular for racing<br />
+and yachting.<br />
+
+This study of the sharpie type&mdash;its origin, development and<br />
+spread&mdash;and the plans and descriptions of various regional types<br />
+here presented, grew out of research to provide models for the hall<br />
+of marine transportation in the Smithsonian's new Museum of History<br />
+and Technology.<br />
+
+THE AUTHOR: Howard I. Chapelle is curator of transportation in the<br />
+U.S. National Museum, Smithsonian Institution.<br /></i>
+</p>
+
+<p>For a commercial boat to gain widespread popularity and use, it must be
+suited to a variety of weather and water conditions and must have some
+very marked economic advantages over any other boats that might be used
+in the same occupation. Although there were more than 200 distinct types
+of small sailing craft employed in North American fisheries and in
+along-shore occupations during the last 60 years of the 19th century,
+only rarely was one of these boat types found to be so well suited to a
+particular occupation that its use spread to areas at any great distance
+from the original locale.</p>
+
+<p>Those craft that were "production-built," generally rowing boats, were
+sold along the coast or inland for a variety of uses, of course. The New
+England dory, the seine boat, the Connecticut drag boat, and the yawl
+were such production-built boats.</p>
+
+<p>In general, flat-bottomed rowing and sailing craft were the most widely
+used of the North American boat types. The flat-bottomed hull appeared
+in two basic forms: the scow, or punt, and the "flatiron," or
+sharp-bowed skiff. Most scows were box-shaped with raking or curved ends
+in profile; punts had their sides curved fore and aft in plan and
+usually had curved ends in profile. The rigs on scows varied with the
+size of the boat. A small scow might have a one-mast or two-mast
+spritsail rig, or might be gaff rigged; a large scow might be sloop
+rigged or schooner rigged. Flatiron skiffs were sharp-bowed, usually
+with square, raked transom stern, and their rigs varied according to
+their size and to suit the occupation in which they were employed. Many
+were sloop rigged with gaff mainsails; others were two-mast, two-sail
+boats, usually with leg-of-mutton sails, although occasionally some
+other kind of sail was used. If a skiff had a two-mast rig, it was
+commonly called a "sharpie"; a sloop-rigged skiff often was known as a
+"flattie." Both scows and flat-bottomed skiffs existed in Colonial
+times, and both probably originated in Europe. Their simple design
+permitted construction with relatively little waste of materials and
+labor.</p>
+
+<p>Owing to the extreme simplicity of the majority of scow types, it is
+usually impossible to determine whether scows used in different areas
+were directly related in design and construction. Occasionally, however,
+a definite relationship between scow types may be assumed because of
+certain marked similarities in fitting and construction details. The
+same occasion for doubt exists with regard to the relationships of
+sharp-bowed skiffs of different areas, with one exception&mdash;the large,
+flat-bottomed sailing skiff known as the "sharpie."<br /><br /></p>
+
+<p><span class="pagenum"><a name="Page_136" id="Page_136">[Pg 136]</a></span></p>
+
+<h2>THE NEW HAVEN SHARPIE</h2>
+
+<p>The sharpie was so distinctive in form, proportion, and appearance that
+her movements from area to area can be traced with confidence. This boat
+type was particularly well suited to oyster fishing, and during the last
+four decades of the 19th century its use spread along the Atlantic coast
+of North America as new oyster fisheries and markets opened. The
+refinements that distinguished the sharpie from other flat-bottomed
+skiffs first appeared in some boats that were built at New Haven,
+Connecticut, in the late 1840's. These craft were built to be used in
+the then-important New Haven oyster fishery that was carried on, for the
+most part, by tonging in shallow water.</p>
+
+<p>The claims for the "invention" of a boat type are usually without the
+support of contemporary testimony. In the case of the New Haven sharpie
+two claims were made, both of which appeared in the sporting magazine
+<i>Forest and Stream</i>. The first of these claims, undated, attributed the
+invention of the New Haven sharpie to a boat carpenter named Taylor, a
+native of Vermont.<a name="FNanchor1" id="FNanchor1"></a><a href="#Footnote1" class="fnanchor">[1]</a> In the January 30, 1879, issue of <i>Forest and
+Stream</i> there appeared a letter from Mr. M. Goodsell stating that the
+boat built by Taylor, which was named <i>Trotter</i>, was not the first
+sharpie.<a name="FNanchor2" id="FNanchor2"></a><a href="#Footnote2" class="fnanchor">[2]</a> Mr. Goodsell claimed that he and his brother had built the
+first New Haven sharpie in 1848 and that, because of her speed, she had
+been named <i>Telegraph</i>. The Goodsell claim was never contested in
+<i>Forest and Stream</i>, and it is reasonable to suppose, in the
+circumstances, that had there been any question concerning the
+authenticity of this claim it would have been challenged.</p>
+
+<p>No contemporary description of these early New Haven sharpies seems to
+be available. However, judging by records made in the 1870's, we may
+assume that the first boats of this type were long, rather narrow, open,
+flat-bottomed skiffs with a square stern and a centerboard; they were
+rigged with two masts and two leg-of-mutton sails. Until the appearance
+of the early sharpies, dugout canoes built of a single white pine log
+had been used at New Haven for tonging. The pine logs used for these
+canoes came mostly from inland Connecticut, but they were obtainable
+also in northern New England and New York. The canoes ranged from 28 to
+35 feet in length, 15 to 20 inches in depth, and 3 feet to 3 feet 6
+inches in beam. They were built to float on about 3 or 4 inches of
+water. The bottoms of these canoes were about 3 inches thick, giving a
+low center of gravity and the power to carry sail in a breeze. The
+canoes were rigged with one or two pole masts with leg-of-mutton sails
+stepped in thwarts. A single leeboard was fitted and secured to the hull
+with a short piece of line made fast to the centerline of the boat. With
+this arrangement the leeboard could be raised and lowered and also
+shifted to the lee side on each tack. This took the strain off the sides
+of the canoe that would have been created by the usual leeboard
+fitting.<a name="FNanchor3" id="FNanchor3"></a><a href="#Footnote3" class="fnanchor">[3]</a> Construction of such canoes ceased in the 1870's, but some
+remained in use into the present century.</p>
+
+<p>The first New Haven sharpies were 28 to 30 feet long&mdash;about the same
+length as most of the log canoes. Although the early sharpie probably
+resembled the flatiron skiff in her hull shape, she was primarily a
+sailing boat rather than a rowing or combination rowing-sailing craft.
+The New Haven sharpie's development<a name="FNanchor4" id="FNanchor4"></a><a href="#Footnote4" class="fnanchor">[4]</a> was rapid, and by 1880 her
+ultimate form had been taken as to shape of hull, rig, construction
+fittings, and size. Some changes were made afterwards, but they were in
+minor details, such as finish and small fittings.</p>
+
+<p>The New Haven sharpie was built in two sizes for the oyster fishery. One
+carried 75 to 100 bushels of oysters and was 26 to 28 feet in length;
+the other carried 150 to 175 bushels and was 35 to 36 feet in length.
+The smaller sharpie was usually rigged with a single mast and sail,
+though some small boats were fitted for two sails. The larger boat was
+always fitted to carry two masts, but by shifting the foremast to a
+second step more nearly amidships she could be worked with one mast and
+sail. The New Haven sharpie retained its original proportions. It was
+long, narrow, and low in freeboard and was fitted with a centerboard. In
+its development it became half-decked. There was enough fore-and-aft
+camber in the flat bottom so that, if the boat was not carrying<span class="pagenum"><a name="Page_137" id="Page_137">[Pg 137]</a></span> much
+weight, the heel of her straight and upright stem was an inch or two
+above the water. The stern, usually round, was planked with vertical
+staving that produced a thin counter. The sheer was usually marked and
+well proportioned. The New Haven sharpie was a handsome and graceful
+craft, her straight-line sections being hidden to some extent by the
+flare of her sides and the longitudinal curves of her hull.<br /><br /><br /><br /></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/137.png" width="600" height="366" alt="" title="" />
+<span class="caption">FIGURE 2.&mdash;A New Haven sharpie and dugouts on the
+Quinnipiac River, New Haven, Connecticut, about the turn of the
+century.</span>
+</div>
+
+<p><br /><br /></p>
+
+<p>The structure of New Haven sharpies was strong and rather heavy,
+consisting of white pine plank and oak framing. The sides were commonly
+wide plank. Each side had two or three strakes that were pieced up at
+the ends to form the sheer. The sides of large sharpies were commonly
+1&frac12; inches thick before finishing, while those of the smaller sharpies
+were 1&frac14; inches thick. The sharpie's bottom was planked athwartships
+with planking of the same thickness as the sides and of 6 to 8 inches in
+width. That part of the bottom that cleared the water, at the bow and
+under the stern, was often made of tongue-and-groove planking, or else
+the seams athwartship would be splined. Inside the boat there was a
+keelson made of three planks, in lamination, standing on edge side by
+side, sawn to the profile of the bottom, and running about three-fourths
+to seven-eighths the length of the boat. The middle one of these three
+planks was omitted at the centerboard case to form a slot. Afore and
+abaft the slot the keelson members were cross-bolted and spiked. The
+ends of the keelson were usually extended to the stem and to the stern
+by flat planks that were scarphed into the bottom of the built-up
+keelson.</p>
+
+<p>The chines of the sharpie were of oak planks that were of about the same
+thickness as the side planks and 4 to 7 inches deep when finished. The
+chine logs were sawn to the profile of the bottom and sprung to the
+sweep of the sides in plan view. The side frames were mere cleats, 1&frac12;
+by 3 inches. In the 1880's these cleats were shaped so that the inboard
+face was 2 inches wide and the outboard face 3 inches wide, but later
+this shaping was generally omitted.<br /><br /><br /><br /></p>
+
+<div class="figcenter border" style="width: 600px; height: 288px;"><a href="images/hr138.png">
+<img src="images/138.png" width="600" height="288" alt="" title="Click for larger image" /></a>
+<span class="caption">FIGURE 3.&mdash;Plan of typical New Haven sharpie showing
+design and construction characteristics.</span><br /><br />
+</div>
+
+<p><br /><br /><br /><br /><br /><br /></p>
+
+<div class="figcenter border" style="width: 600px; height: 238px;"><a href="images/hr139.png">
+<img src="images/139.png" width="600" height="238" alt="" title="Click for larger image" /></a>
+<span class="caption">FIGURE 4.&mdash;Plan of a large Chesapeake Bay sharpie taken
+from remains of boat.</span>
+</div>
+
+<p><br /><br /><br /><br /></p>
+
+<p><span class="pagenum"><a name="Page_139" id="Page_139">[Pg 139]</a></span></p>
+
+<p>At the fore end of the sharpie's centerboard case there was an
+edge-bolted bulkhead of solid white pine, 1&frac14; or 1&frac12; inches thick,
+with scuppers cut in the bottom edge. A step about halfway up in this
+bulkhead gave easy access to the foredeck. In the 1880's that part of
+the bulkhead above the step was made of vertical staving that curved
+athwartships, but this feature was later eliminated. In the upper
+portion of the bulkhead there was often a small rectangular opening for
+ventilation.</p>
+
+<p>The decking of the sharpie was made of white pine planks 1&frac14; inches
+thick and 7 to 10 inches wide. The stem was a triangular-sectioned piece
+of oak measuring 6 by 9 inches before it was finished. The side plank
+ran past the forward edge of the stem and was mitered to form a sharp
+cutwater. The miter was covered by a brass bar stemband to which was
+brazed two side plates 3/32 or &frac14; inch thick. This stemband, which was
+tacked to the side plank, usually measured &frac12; or 5/8 inch by &frac34; inch
+and it turned under the stem, running under the bottom for a foot or
+two. The band also passed over a stemhead and ran to the deck, having
+been shaped over the head of the stem by heating and molding over a
+pattern.</p>
+
+<p>The sharpie's stern was composed of two horizontal oak frames, one at
+chine and one at sheer; each was about 1&frac12; inches thick. The outer
+faces of these frames were beveled. The planking around the stern on
+these frames was vertical staving that had been tapered, hollowed, and
+shaped to fit the flare of the stern. This vertical staving was usually
+1&frac34; inches thick before it was finished. The raw edges of the deck
+plank were covered by a false wale &frac12; to &frac34; inch thick and 3 or 4
+inches deep, and by an oak guard strip that was half-oval in section and
+tapered toward the ends. Vertical staving was used to carry the wale
+around the stern. The guard around the stern was usually of stemmed oak.</p>
+
+<p>The cockpit ran from the bulkhead at the centerboard case to within 4 or
+5 feet of the stern, where there was a light joiner bulkhead. A low
+coaming was fitted around the cockpit and a finger rail ran along the
+sides of the deck. The boat had a small square hatch in the foredeck and
+two mast holes, one at the stem and one at the forward bulkhead. A tie
+rod, 3/8 inch in diameter, passed through the hull athwartships, just
+forward of the forward bulkhead; the ends of the tie rod were "up-set"
+or headed over clench rings on the outside of the wale. The hull was
+usually painted white or gray, and the interior color usually buff or
+gray.<span class="pagenum"><a name="Page_140" id="Page_140">[Pg 140]</a></span><br /><br /></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/140.png" width="600" height="444" alt="" title="" />
+<span class="caption">FIGURE 5.&mdash;Chesapeake Bay sharpie with daggerboard, about
+1885. (Photo courtesy Wirth Munroe.)</span>
+</div>
+
+<p><br /><br /></p>
+
+<p>The two working masts of a 35-to 36-foot sharpie were made of spruce or
+white pine and had a diameter of 4&frac12; to 5 inches at deck and 1&frac12;
+inches at head. Their sail hoists were 28 to 30 feet, and the sail
+spread was about 65 yards. Instead of booms, sprits were used; these
+were set up at the heels with tackles to the masts. In most sharpies the
+sails were hoisted to a single-sheave block at the mast heads and were
+fitted with wood or metal mast hoops. Because of the use of the sprit
+and heel tackle, the conventional method of reefing was not possible.
+The reef bands of the sails were parallel to the masts, and reefing was
+accomplished by lowering a sail and tying the reef points while
+rehoisting. The mast revolved in tacking in order to prevent binding of
+the sprit under the tension of the heel tackle. The tenon at the foot of
+the mast was round, and to the shoulder of the tenon a brass ring was
+nailed or screwed. Another brass ring was fastened around the mast step.
+These rings acted as bearings on which the mast could revolve.</p>
+
+<p>Because there was no standing rigging and the masts revolved, the sheets
+could be let go when the boat was running downwind, so that the sails
+would swing forward. In this way the power of the rig could be reduced
+without the bother of reefing or furling. Sometimes, when the wind was
+light, tonging was performed while the boat drifted slowly downwind with
+sails fluttering. The tonger, standing on the side deck or on the stern,
+could tong or "nip" oysters from a thin bed without having to pole or
+row the sharpie.</p>
+
+<p>The unstayed masts of the sharpie were flexible and in heavy weather
+spilled some wind, relieving the heeling moment of the sails to some
+degree. In summer the 35-to 36-foot boats carried both masts, but in
+winter, or in squally weather, it was usual to leave the mainmast ashore
+and step the foremast in the hole just forward of the bulkhead at the
+centerboard case, thereby balancing the rig in relation to the
+centerboard. New Haven sharpies usually had excellent balance, and
+tongers could sail them into a slip, drop the board so that it touched
+bottom, and, using the large rudders, bring the boats into the wind by
+spinning them almost within their length. This could be done because
+there was no skeg. When sharpies<span class="pagenum"><a name="Page_141" id="Page_141">[Pg 141]</a></span> had skegs, as they did in some
+localities, they were not so sensitive as the New Haven boats. If a
+sharpie had a skeg, it was possible to use one sail without shifting the
+mast, but at a great sacrifice in general maneuverability.<br /><br /><br /></p>
+
+<div class="figcenter" style="width: 574px;">
+<img src="images/141.png" width="574" height="601" alt="" title="" />
+<span class="caption">FIGURE 6.&mdash;North Carolina sharpie with one reef in
+moderate gale, about 1885.<br /> (Photo courtesy Wirth Munroe.)</span>
+</div>
+
+<p><br /></p>
+
+<p>Kunhardt<a name="FNanchor5" id="FNanchor5"></a><a href="#Footnote5" class="fnanchor">[5]</a>writing in the mid-1880's, described the New Haven sharpie
+as being 33 to 35 feet long, about 5 feet 9 inches to 6 feet wide on the
+bottom, and with a depth of about 36 inches at stem, 24 inches
+amidships, and 12 inches at stern. The flare increased rapidly from the
+bow toward amidships, where it became 3&frac12; inches for every 12 inches
+of depth. The increase of flare was more gradual toward the stern, where
+the flare was equal to about 4 inches to the foot. According to
+Kunhardt, a 35-foot sharpie hull weighed 2,000 to 2,500 pounds and
+carried about 5 short tons in cargo.</p>
+
+<p>The sharpie usually had its round stern carried out quite thin. If the
+stern was square, the transom was set at a rake of not less than 45°.
+Although it cost about $15 more than the transom stern, the round stern
+was favored because tonging from it was easier; also, when the boat was
+tacked, the round stern did not foul the main sheet and was also less
+likely to ship a sea than was the square stern. Kunhardt remarks that
+sharpies lay quiet when anchored by the stern, making the ground tackle
+easier to handle.<span class="pagenum"><a name="Page_142" id="Page_142">[Pg 142]</a></span><br /><br /><br /></p>
+
+<div class="figcenter border" style="width: 600px; height: 219px;"><a href="images/hr142a.png">
+<img src="images/142a.png" width="600" height="219" alt="" title="Click for larger image" /></a>
+<span class="caption">FIGURE 7.&mdash;Plan of a
+Chesapeake Bay terrapin smack based on sketches and dimensions given by
+C. P. Kunhardt in <i>Small Yachts: Their Design and Construction,
+Exemplified by the Ruling Types of Modern Practice</i>, New York, 1886.</span><br /><br /><br /></div>
+
+<p><br /><br /><br /><br /><br /><br /><br /><br /></p>
+
+<div class="figcenter border" style="width: 600px; height: 209px;"><a href="images/hr142b.png">
+<img src="images/142b.png" width="600" height="209" alt="" title="Click for larger image" /></a>
+<span class="caption">FIGURE 8.&mdash;Plan of North Carolina sharpie schooner taken
+from remains of boat.</span>
+</div>
+
+<p><br /><br /><br /><br /><br /></p>
+
+<p><span class="pagenum"><a name="Page_143" id="Page_143">[Pg 143]</a></span><br /></p>
+
+<div class="figcenter border" style="width: 600px; height: 265px;"><a href="images/hr143.png">
+<img src="images/143.png" width="600" height="265" alt="" title="Click for larger image" /></a>
+<span class="caption">FIGURE 9.&mdash;Plan of North Carolina sharpie of the
+1880&#39;s.</span><br /><br />
+</div>
+
+<p><br /><br /><br /><br /></p>
+
+<p>The cost of the New Haven sharpie was very low. Hall stated that in
+1880-1882 oyster sharpies could be built for as little as $200, and that
+large sharpies, 40 feet long, cost less than $400.<a name="FNanchor6" id="FNanchor6"></a><a href="#Footnote6" class="fnanchor">[6]</a>In 1886 a sharpie
+with a capacity for 150 to 175 bushels of oysters cost about $250,
+including spars and sails.<a name="FNanchor7" id="FNanchor7"></a><a href="#Footnote7" class="fnanchor">[7]</a>In 1880 it was not uncommon to see nearly
+200 sharpies longside the wharves at Fairhaven, Connecticut, at
+nightfall.</p>
+
+<p>The speed of the oyster sharpies attracted attention in the 1870's, and
+in the next decade many yachts were built on sharpie lines, being rigged
+either as standard sharpies or as sloops, schooners, or yawls.</p>
+
+<p>Oyster tonging sharpies were raced, and often a sharpie of this type was
+built especially for racing. One example of a racing sharpie had the
+following dimensions:</p>
+
+
+<div class="left">
+<table border="0" cellpadding="4" cellspacing="0" summary="boat dimensions">
+
+<tr><td align="left">Length:</td>
+<td align="left">&nbsp;&nbsp;&nbsp;&nbsp;</td>
+<td align="left">35'</td></tr>
+<tr><td align="left">Width on deck:</td>
+<td align="left"></td>
+<td align="left">8'</td></tr>
+<tr><td align="left">Flare, to 1' of depth:</td>
+<td align="left"></td>
+<td align="left">4'</td></tr>
+<tr><td align="left">Width of stern:</td>
+<td align="left"></td>
+<td align="left">4-1/2'</td></tr>
+<tr><td align="left">Depth of stern:</td>
+<td align="left"></td>
+<td align="left">10"</td></tr>
+<tr><td align="left">Depth at bow:</td>
+<td align="left"></td>
+<td align="left">36"</td></tr>
+<tr><td align="left">Sheer:</td>
+<td align="left"></td>
+<td align="left">14"</td></tr>
+<tr><td align="left">Centerboard:</td>
+<td align="left"></td>
+<td align="left">11'</td></tr>
+<tr><td align="left">Width of washboards<br /> or sidedecks:</td>
+<td align="left"></td>
+<td align="left">12"</td></tr>
+<tr><td align="left">Length of rudder:</td>
+<td align="left"></td>
+<td align="left">6'</td></tr>
+<tr><td align="left">Depth of rudder:</td>
+<td align="left"></td>
+<td align="left">1'2"</td></tr>
+<tr><td align="left">Height of foremast:</td>
+<td align="left"></td>
+<td align="left">45'</td></tr>
+<tr><td align="left">Diameter of foremast:</td>
+<td align="left"></td>
+<td align="left">6"</td></tr>
+<tr><td align="left">Head of foremast:</td>
+<td align="left"></td>
+<td align="left">1-1/2"</td></tr>
+<tr><td align="left">Height of mainmast:</td>
+<td align="left"></td>
+<td align="left">40'</td></tr>
+<tr><td align="left">Diameter of mainmast:</td>
+<td align="left"></td>
+<td align="left">5-1/2"</td></tr>
+<tr><td align="left">Head of mainmast:</td>
+<td align="left"></td>
+<td align="left">1-1/2"</td></tr>
+</table></div>
+
+<p>The sharpie with the above dimensions was decked-over 10 feet foreward
+and 4 feet aft. She carried a 17-foot plank bowsprit, to the ends of
+which were fitted vertical clubs 8 to 10 feet long. When racing, this
+sharpie carried a 75-yard foresail, a 60-yard mainsail, a 30-yard jib, a
+40-yard squaresail, and a 45-yard main staysail; two 16-foot planks were
+run out to windward and 11 members of the 12-man crew sat on them to
+hold the boat from capsizing.<br /><br /><br /></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/144.png" width="600" height="485" alt="" title="" />
+<span class="caption">FIGURE 10.&mdash;North Carolina sharpie under sail.</span>
+</div>
+
+<p><br /><br /></p>
+
+<p>Figure 3 shows a plan of a sharpie built at the highest point in the
+development of this type boat. This plan makes evident the very distinct
+character of the sharpie in model, proportion, arrangement,<span class="pagenum"><a name="Page_144" id="Page_144">[Pg 144]</a></span>
+construction, and rig.<a name="FNanchor8" id="FNanchor8"></a><a href="#Footnote8" class="fnanchor">[8]</a> The sharpie represented by the plan is
+somewhat narrower and has more flare in the sides than indicated by the
+dimensions given by Kunhardt. The boatmen at New Haven were convinced
+that a narrow sharpie was faster than a wide one, and some preferred
+strongly flaring sides, though others thought the upright-sided sharpie
+was faster. These boatmen also believed that the shape of the bottom
+camber fore and aft was important, that the heel of the stem should not
+be immersed, and that the bottom should run aft in a straight line to
+about the fore end of the centerboard case and then fair in a long sweep
+into the run, which straightened out before it passed the after end of
+the waterline. Some racing sharpies had deeper sterns than tonging
+boats, a feature that produced a faster boat by reducing the amount of
+bottom camber.</p>
+
+<p>The use of the sharpie began to spread to other areas almost immediately
+after its appearance at New Haven. As early as 1855 sharpies of the
+100-bushel class were being built on Long Island across the Sound from
+New Haven and Bridgeport, and by 1857 there were two-masted, 150-bushel
+sharpies in lower New York Harbor. Sloop-rigged sharpies 24 to 28 feet
+long and retaining the characteristics of the New Haven sharpies in
+construction and most of its basic design features, but with some
+increase in proportion<span class="pagenum"><a name="Page_145" id="Page_145">[Pg 145]</a></span>ate beam, were extensively used in the small
+oyster fisheries west of New Haven. There were also a few sloop-type
+sharpies in the eastern Sound. In some areas this modification of the
+sharpie eventually developed its own characteristics and became known as
+the "flattie," a type that was popular on the north shore of Long
+Island, on the Chesapeake Bay, and in Florida at Key West and Tampa.<br /><br /><br /><br /></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/145.png" width="600" height="476" alt="" title="" />
+<span class="caption">FIGURE 11.&mdash;North Carolina sharpie schooner hauled up for
+painting.</span>
+</div>
+
+<p><br /></p>
+
+<p>The sharpie's rapid spread in use can be accounted for by its low cost,
+light draft, speed, handiness under sail, graceful appearance, and
+rather astonishing seaworthiness. Since oyster tonging was never carried
+on in heavy weather, it was by chance rather than intent that the
+seaworthiness of this New Haven tonging boat was discovered. There is a
+case on record in which a tonging sharpie rescued the crew of a coasting
+schooner at Branford, Connecticut, during a severe gale, after other
+boats had proved unable to approach the wreck.</p>
+
+<p>However, efforts to improve on the sharpie resulted in the construction
+of boats that had neither the beauty nor the other advantages of the
+original type. This was particularly true of sharpies built as yachts
+with large cabins and heavy rigs. Because the stability of the sharpie's
+shoal hull was limited, the added weight of high, long cabin trunks and
+attendant furniture reduced the boat's safety potential. Windage of the
+topside structures necessary on sharpie yachts also affected speed,
+particularly in sailing to windward. Hence, there was an immediate trend
+toward the addition of deadrise in the bottom of the yachts, a feature
+that sufficiently increased displacement and draft so that the
+superstructure and rig could be better carried. Because of its large
+cabin, the sharpie yacht when under sail was generally less workable
+than the fishing sharpie. Although it was harmful to the sailing of the
+boat, many of the sharpie yachts had markedly increased beam. The first
+sharpie yacht of any size was the <i>Lucky</i>, a half-model of which is in
+the Model Room of the New York Yacht Club. The <i>Lucky</i>, built in 1855
+from a model by Robert Fish, was 51 feet long with a 13-foot beam; she
+drew 2 feet 10 inches with her centerboard raised. According to
+firsthand reports, she was a satisfactory cruiser, except that she was
+not very weatherly because her centerboard was too small.</p>
+
+<p><span class="pagenum"><a name="Page_146" id="Page_146">[Pg 146]</a></span></p>
+
+<p><br /><br /></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/146a.png" width="600" height="249" alt="" title="" />
+<span class="caption">FIGURE 12.&mdash;North Carolina sharpie schooner converted to
+yacht, 1937.</span>
+</div>
+
+<p><br /></p>
+
+<p>Kunhardt mentions the extraordinary sailing speed of some sharpies, as
+does certain correspondence in <i>Forest and Stream</i>. A large sharpie was
+reported to have run 11 nautical miles in 34 minutes, and a big sharpie
+schooner is said to have averaged 16 knots in 3 consecutive hours of
+sailing. Tonging sharpies with racing rigs were said to have sailed in
+smooth water at speeds of 15 and 16 knots. Although such reports may be
+exaggerations, there is no doubt that sharpies of the New Haven type
+were among the fastest of American sailing fishing boats.<br /><br /><br /><br /></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/146b.png" width="600" height="390" alt="" title="" />
+<span class="caption">FIGURE 13.&mdash;Bow of North Carolina sharpie schooner
+showing head rigging.</span>
+</div>
+
+<p><br /></p>
+
+<p>Sharpie builders in New Haven very early developed a "production"
+method. In the initial stages of building, the hull was upside down.
+First, the sides<span class="pagenum"><a name="Page_147" id="Page_147">[Pg 147]</a></span> were assembled and the planking and frames secured;
+then the inner stem was built, and the sides nailed to it, after which
+the bulkhead and a few rough temporary molds were made and put in place
+and the boat's sides bent to the desired curve in plain view. For
+bending the sides a "Spanish windlass" of rope or chain was used. The
+chine pieces were inserted in notches in the molds inside the side
+planking and fastened, then the keelson was made and placed in notches
+in the molds and bulkhead along the centerline. Next, the upper and
+lower stern frames were made and secured, and the stern staved
+vertically. Plank extensions of the keelson were fitted, the bottom
+laid, and the boat turned over. Sometimes the case was made and fitted
+with the keelson structure, but sometimes this was not done until the
+deck and inboard works were finished.<br /><br /><br /><br /></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/147.png" width="600" height="457" alt="" title="" />
+<span class="caption">FIGURE 14.&mdash;The entrance of a North Carolina sharpie
+schooner and details of her sharp lines and planking. Note scarphs in
+plank.</span>
+</div>
+
+<p><br /></p>
+
+<p>The son of Lester Rowe, a noted sharpie builder at New Haven, told me,
+in 1925, that it was not uncommon for his father and two helpers to
+build a sharpie, hull and spars, in 6 working days, and that one year
+his father and two helpers built 31 sharpies. This was at a time after
+power saws and planers had come into use, and the heavy cutting and
+finishing of timber was done at a mill, from patterns.</p>
+
+<p>In spite of Barnegat Bay's extensive oyster beds and its proximity to
+New Haven, the sharpie never became popular in that region, where a
+small sailing scow known as the "garvey" was already in favor. The
+garvey was punt-shaped, with its bow narrower than the stern; it had a
+sledlike profile with moderately flaring sides and a half-deck; and it
+was rigged with two spritsails, each with a moderate peak to the head
+and the usual diagonal sprit.<a name="FNanchor9" id="FNanchor9"></a><a href="#Footnote9" class="fnanchor">[9]</a> The garvey was as fast and as well
+suited to oyster tonging as the sharpie, if not so handsome; also, it
+had an economic advantage over the New Haven boat because it was a
+little cheaper to build and could carry the same load on<span class="pagenum"><a name="Page_148" id="Page_148">[Pg 148]</a></span> shorter
+length. Probably it was the garvey's relative unattractiveness and the
+fact that it was a "scow" that prevented it from competing with the
+sharpie in areas outside of New Jersey.<br /><br /><br /></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/148.png" width="600" height="367" alt="" title="" />
+<span class="caption">FIGURE 15.&mdash;Midbody and stern of a North Carolina sharpie
+schooner showing planking, molding, and other details.</span>
+</div>
+
+<p><br /></p>
+
+<hr style="width: 65%;" />
+
+<h2>The Chesapeake Bay Sharpie</h2>
+
+<p>The sharpie appeared on the Chesapeake Bay in the early 1870's, but she
+did not retain her New Haven characteristics very long. Prior to her
+appearance on the Bay, the oyster fishery there had used several boats,
+of which the log canoe appears to have been the most popular. Some
+flat-bottomed skiffs had also been used for tonging. There is a
+tradition that sometime in the early 1870's a New Haven sharpie named
+<i>Frolic</i> was found adrift on the Bay near Tangier Island. Some copies of
+the <i>Frolic</i> were made locally, and modifications were added later. This
+tradition is supported by certain circumstantial evidence.</p>
+
+<p>Until 20 years ago Tangier Island skiffs certainly resembled the sharpie
+above the waterline, being long, rather narrow, straight-stem,
+round-stern, two-masted craft, although their bottoms were V-shaped
+rather than flat. The large number of boat types suitable for oyster
+fishery on the Bay probably prevented the adoption of the New Haven
+sharpie in a recognizable form. After the Civil War, however, a large
+sailing skiff did become popular in many parts of the Chesapeake. Boats
+of this type had a square stern, a curved stem in profile, a strong
+flare, a flat bottom, a sharply raking transom, and a center board of
+the "daggerboard" form. They were rigged with two leg-of-mutton sails.
+Sprits were used instead of booms, and there was sometimes a short
+bowsprit, carrying a jib. The rudder was outboard on a skeg. These
+skiffs ranged in length from about 18 feet to 28 feet. Those in the
+24-to 28-foot range were half-decked; the smaller ones were entirely
+open.</p>
+
+<p>In the late 1880's or early 1890's the V-bottomed hull became extremely
+popular on the Chesapeake, replacing the flat-bottom almost entirely, as
+at Tangier Island. Hence, very few flat-bottomed boats or their remains
+survive, although a few 18-foot skiffs are still in use.</p>
+
+<p>Characteristics of the large flat-bottomed Chesapeake Bay skiff are
+shown in figure 4. While it is possible that the narrow beam of this
+skiff, the straightness of both ends of its bottom camber, and its rig
+show some New Haven sharpie influence, these characteristics are so
+similar to those of the flatiron skiff that it is doubtful that many of
+the Bay sharpies had any real relation to the New Haven boats. As
+indicated by figures 5 and 7, the Chesapeake flat-bottoms constituted a
+distinct type of skiff. Except<span class="pagenum"><a name="Page_149" id="Page_149">[Pg 149]</a></span> for those skiffs used in the Tangier
+Island area, it is not evident that the Bay skiffs were influenced by
+the New Haven sharpie to any great degree, in form at least.<br /><br /><br /></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/149.png" width="600" height="380" alt="" title="" />
+<span class="caption">FIGURE 16.&mdash;Stern of a North Carolina sharpie schooner
+showing planking, staving, molding, and balanced rudder.</span>
+</div>
+
+<p><br /></p>
+
+<p>Schooner-rigged sharpies developed on Long Island Sound as early as
+1870, and their hulls were only slightly modified versions of the New
+Haven hull in basic design and construction. These boats were, however,
+larger than New Haven sharpies, and a few were employed as oyster
+dredges. After a time it was found that sharpie construction proved weak
+in boats much over 50 feet. However, strong sharpie hulls of great
+length eventually were produced by edge-fastening the sides and by using
+more tie rods than were required by a smaller sharpie. Transverse tie
+rods set up with turnbuckles were first used on the New Haven sharpie,
+and they were retained on boats that were patterned after her in other
+areas. Because of this influence, such tie rods finally appeared on the
+large V-bottomed sailing craft on Chesapeake Bay.</p>
+
+<p>The sharpie schooner seems to have been more popular on the Chesapeake
+Bay than on Long Island Sound. The rig alone appealed to Bay sailors,
+who were experienced with schooners. Of all the flat-bottomed skiffs
+employed on the Bay, only the schooner can be said to have retained much
+of the appearance of the Connecticut sharpies. Bay sharpie schooners
+often were fitted with wells and used as terrapin smacks (fig. 7). As a
+schooner, the sharpie was relatively small, usually being about 30 to 38
+feet over-all.</p>
+
+<p>Since the 1880's the magazine <i>Forest and Stream</i> and, later, magazines
+such as <i>Outing</i>, <i>Rudder</i>, and <i>Yachting</i> have been the media by which
+ideas concerning all kinds of watercraft from pleasure boats to work
+boats have been transmitted. By studying such periodicals, Chesapeake
+Bay boatbuilders managed to keep abreast of the progress in boat design
+being made in new yachts. In fact, it may have been because of articles
+in these publications that the daggerboard came to replace the pivoted
+centerboard in Chesapeake Bay skiffs and that the whole V-bottom design
+became popular so rapidly in the Bay area.</p>
+
+
+
+<hr style="width: 65%;" />
+<h2>The North Carolina Sharpie</h2>
+
+<p>In the 1870's the heavily populated oyster beds of the North Carolina
+Sounds began to be exploited. Following the Civil War that region had
+become a depressed area with little boatbuilding industry. The small
+boat predominating in the area was a modified yawl that had sprits for
+mainsail and topsail, a jib set up to the stem head, a centerboard, and
+waterways along the sides. This type of craft, known as the<span class="pagenum"><a name="Page_150" id="Page_150">[Pg 150]</a></span> "Albemarle
+Sound boat" or "Croatan boat," had been developed in the vicinity of
+Roanoke Island for the local shad fishery. Although it was seaworthy and
+fast under sail, this boat was not particularly well suited for the
+oyster fishery because of its high freeboard and lack of working deck
+for tonging.<br /><br /><br /></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/150.png" width="600" height="457" alt="" title="" />
+<span class="caption">FIGURE 17.&mdash;Deck of a North Carolina sharpie schooner
+showing U-shaped main hatch typical of sharpies used in the Carolina
+Sounds.</span>
+</div>
+
+<p><br /></p>
+
+<p>Because the oyster grounds in the Carolina Sounds were some distance
+from the market ports, boats larger than the standard 34-to 36-foot New
+Haven sharpie were desirable; and by 1881 the Carolina Sounds sharpie
+had begun to develop characteristics of its own. These large sharpies
+could be decked and, when necessary, fitted with a cabin. In all other
+respects the North Carolina sharpie closely resembled the New Haven
+boat. Some of the Carolina boats were square-sterned, but, as at New
+Haven, the round stern apparently was more popular.</p>
+
+<p>Most Carolina sharpies were from 40 to 45 feet long. Some had a cramped
+forecastle under the foredeck, others had a cuddy or trunk cabin aft,
+and a few had trunk cabins forward and aft. Figure 6 is a drawing of a
+rigged model that was built to test the design before the construction
+of a full-sized boat was attempted.<a name="FNanchor10" id="FNanchor10"></a><a href="#Footnote10" class="fnanchor">[10]</a> The 1884 North Carolina sharpie
+shown in this plan has two small cuddies; it also has the U-shaped main
+hatch typical of the Carolina sharpie. It appears that the clubs shown
+at the ends of the sprits were very often used on the Carolina sharpies,
+but they were rarely used on the New Haven tongers except when the craft
+were rigged for racing. The Carolina Sounds sharpie shown under sail in
+figure 8 is from 42 to 45 feet long and has no cuddy.</p>
+
+<p>The Carolina Sounds sharpies retained the excellent sailing qualities of
+the New Haven type and were well finished. The two-sail, two-mast New
+Haven rig was popular with tongers, but the schooner-rigged sharpie that
+soon developed (figs. 9, 11-18) was preferred for dredging. It was
+thought that a schooner rig allowed more adjustment of sail area and
+thus would give better handling of the boat under all weather
+condi<span class="pagenum"><a name="Page_151" id="Page_151">[Pg 151]</a></span>tions. This was important because oyster dredging could be carried
+on in rough weather when tonging would be impractical. Like the Maryland
+terrapin smack, the Carolina sharpie schooner adhered closely to New
+Haven principles of design and construction. However, Carolina sharpie
+schooners were larger than terrapin smacks, having an over-all length of
+from 40 to 52 feet. These schooners remained in use well into the 20th
+century and, in fact, did not go out of use entirely until about 1938.
+In the 1920's and 1930's many such boats were converted to yachts. They
+were fast under sail and very stiff, and with auxiliary engines they
+were equally as fast and required a relatively small amount of power.
+Large Carolina sharpie schooners often made long coasting voyages, such
+as between New York and the West Indies.<br /><br /><br /></p>
+
+<div class="figcenter" style="width: 586px;">
+<img src="images/151.png" width="586" height="600" alt="" title="" />
+<span class="caption">FIGURE 18.&mdash;Deck of a North Carolina sharpie schooner
+under sail showing pump box near rail and portion of afterhouse.</span>
+</div>
+
+<p><br /></p>
+
+<hr style="width: 65%;" />
+
+<h2>Sharpies in Other Areas</h2>
+
+<p>The Carolina Sounds area was the last place in which the sharpie was
+extensively employed. However, in 1876 the sharpie was introduced into
+Florida by the late R. M. Munroe when he took to Biscayne Bay a sharpie
+yacht that had been built for him by Brown of Tottenville, Staten
+Island. Afterwards various types of modified sharpies were introduced in
+Florida. On the Gulf Coast at Tampa two-masted<span class="pagenum"><a name="Page_152" id="Page_152">[Pg 152]</a></span> sharpies and sharpie
+schooners were used to carry fish to market, but they had only very
+faint resemblance to the original New Haven boat.<br /><br /><br /></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/152.png" width="600" height="533" alt="" title="" />
+<span class="caption">FIGURE 19.&mdash;Sharpie yacht Pelican built in 1885 for
+Florida waters. She was a successful shoal-draft sailing cruiser. (Photo
+courtesy Wirth Munroe.)</span>
+</div>
+
+<p><br /></p>
+
+<p>The sharpie also appeared in the Great Lakes area, but here its
+development seems to have been entirely independent of the New Haven
+type. It is possible that the Great Lakes sharpie devolved from the
+common flatiron skiff.</p>
+
+<p>The sharpie yacht was introduced on Lake Champlain in the late 1870's by
+Rev. W. H. H. Murray, who wrote for <i>Forest and Stream</i> under the pen
+name of "Adirondack Murray." The hull of the Champlain sharpie retained
+most of the characteristics of the New Haven hull, but the Champlain
+boats were fitted with a wide variety of rigs, some highly experimental.
+A few commercial sharpies were built at Burlington, Vermont, for hauling
+produce on the lake, but most of the sharpies built there were yachts.</p>
+
+<hr style="width: 65%;" />
+
+<h2>Double-Ended Sharpies</h2>
+
+<p>The use of the principles of flatiron skiff design in sharp-stern, or
+"double-ended," boats has been common. On the Chesapeake Bay a number of
+small, double-ended sailing skiffs, usually fitted with a centerboard
+and a single leg-of-mutton sail, were in use in the 1880's. It is
+doubtful, however, that these skiffs had any real relationship to the
+New Haven sharpie. They may have developed from the "three-plank"
+canoe<a name="FNanchor11" id="FNanchor11"></a><a href="#Footnote11" class="fnanchor">[11]</a> used on the Bay in colonial times.</p>
+
+<p>The "cabin skiff," a double-ended, half-decked, trunk-cabin boat with a
+long head and a cuddy forward, was also in use on the Bay in the 1880's.
+This boat, which was rigged like a bugeye, had a bottom of planks that
+were over 3 inches thick,<span class="pagenum"><a name="Page_153" id="Page_153">[Pg 153]</a></span> laid fore-and-aft, and edge-bolted. The
+entire bottom was made on two blocks or "sleepers" placed near the ends.
+The sides were bevelled, and heavy stones were placed amidships to give
+a slight fore-and-aft camber to the bottom. The sides, washboards, and
+end decks were then built, the stones removed, and the centerboard case
+fitted. In spite of its slightly cambered flat bottom, this boat, though
+truly a flatiron skiff in midsection form, had no real relation to the
+New Haven sharpie; it probably owed its origin to the Chesapeake log
+canoe, for which it was an inexpensive substitute.<br /><br /><br /></p>
+
+<div class="figcenter" style="width: 499px;">
+<img src="images/153.png" width="499" height="600" alt="" title="" />
+<span class="caption">FIGURE 20.&mdash;Florida sharpie yacht of about 1890.</span>
+</div>
+
+<p><br /></p>
+
+<p>R. M. Munroe built double-ended sharpies in Florida, and one of these
+was used to carry mail between Biscayne Bay and Palm Beach. Although
+Munroe's double-enders were certainly related to the New Haven sharpie,
+they were markedly modified and almost all were yachts.</p>
+
+<p>A schooner-rigged, double-ended sharpie was used in the vicinity of San
+Juan Island, Washington, in the 1880's, but since the heels of the stem
+and stern posts were immersed it is very doubtful that this sharpie was
+related in any way to the New Haven boats.</p>
+
+
+
+<hr style="width: 65%;" />
+
+<p><span class="pagenum"><a name="Page_154" id="Page_154">[Pg 154]</a></span></p>
+
+<h2>Modern Sharpie Development</h2>
+
+<p>The story of the New Haven sharpie presents an interesting case in the
+history of the development of small commercial boats in America. As has
+been shown, the New Haven sharpie took only about 40 years to reach a
+very efficient stage of development as a fishing sailboat. It was
+economical to build, well suited to its work, a fast sailer, and
+attractive in appearance.</p>
+
+<p>When sailing vessels ceased to be used by the fishing industry, the
+sharpie was almost forgotten, but some slight evidence of its influence
+on construction remains. For instance, transverse tie rods are used in
+the large Chesapeake Bay "skipjacks," and Chesapeake motorboats still
+have round, vertically staved sterns, as do the "Hatteras boats" used on
+the Carolina Sounds. But the sharpie hull form has now almost completely
+disappeared in both areas, except in a few surviving flat-bottomed
+sailing skiffs.</p>
+
+<p>Recently the flat-bottomed hull has come into use in small,
+outboard-powered commercial fishing skiffs, but, unfortunately, these
+boats usually are modeled after the primitive flatiron skiff and are
+short in length.</p>
+
+<p>The New Haven sharpie proved that a long, narrow hull is most efficient
+in a flat-bottomed boat, but no utilization has yet been made of its
+design as the basis for the design of a modern fishing launch.<br /><br /><br /><br /></p>
+
+
+<h6><span style="font-size: 20%">U.S. GOVERNMENT PRINTING OFFICE: 1961</span></h6>
+
+<h6>For sale by the Superintendent of Documents, U.S. Government Printing Office
+Washington 25, D.C.      Price 25 cents</h6>
+
+<p><br /><br /></p>
+
+<h3>Footnotes</h3>
+
+<p class="footnote"><a name ="Footnote1" id ="Footnote1"></a><a href="#FNanchor1"><span class="label">[1]</span></a><i>Forest and Stream</i>, January 23, 1879, vol. 11, no. 25, p. 504.</p>
+
+<p class="footnote"><a name ="Footnote2" id ="Footnote2"></a><a href="#FNanchor2"><span class="label">[2]</span></a><i>Forest and Stream</i>, January 30, 1879, vol. 11, no. 26, p. 500.</p>
+
+<p class="footnote"><a name ="Footnote3" id ="Footnote3"></a><a href="#FNanchor3"><span class="label">[3]</span></a>Henry Hall, Special Agent, 10th U.S. Census, <i>Report on the
+Shipbuilding Industry of the United States</i>, Washington, 1880-1885, pp.
+29-32.</p>
+
+<p class="footnote"><a name ="Footnote4" id ="Footnote4"></a><a href="#FNanchor4"><span class="label">[4]</span></a>Howard I. Chapelle, <i>American Small Sailing Craft</i>, New York, 1951,
+pp. 100-133, figs. 38-48.</p>
+
+<p class="footnote"><a name ="Footnote5" id ="Footnote5"></a><a href="#FNanchor5"><span class="label">[5]</span></a>C. P. Kunhardt, <i>Small Yachts: Their Design and Construction,
+Exemplified by the Ruling Types of Modern Practice</i>, New York, 1886
+(rev. ed., 1891, pp. 287-298).</p>
+
+<p class="footnote"><a name ="Footnote6" id ="Footnote6"></a><a
+href="#FNanchor6"><span class="label">[6]</span></a>Hall, <i>op. cit.</i>(footnote 3), pp. 30, 32.</p>
+
+<p class="footnote"><a name ="Footnote7" id ="Footnote7"></a><a
+href="#FNanchor7"><span class="label">[7]</span></a>Kunhardt, <i>op. cit.</i>(footnote 5), pp. 225, 295.</p>
+
+<p class="footnote"><a name ="Footnote8" id ="Footnote8"></a><a
+href="#FNanchor8"><span class="label">[8]</span></a>Full-scale examples of sharpies may be seen at the Mariners' Museum,
+Newport News, Virginia, and at the Mystic Marine Museum, Mystic,
+Connecticut.</p>
+
+<p class="footnote"><a name ="Footnote9" id ="Footnote9"></a><a
+href="#FNanchor9"><span class="label">[9]</span></a> The foremast of the garvey was the taller and carried the larger
+sail. At one time garveys had leeboards, but by 1850 they commonly had
+centerboards and either a skeg aft with a rudder outboard or an
+iron-stocked rudder, with the stock passing through the stern overhang
+just foreward of the raking transom. The garvey was commonly 24 to 26
+feet long with a beam on deck of 6 feet 4 inches to 6 feet 6 inches and
+a bottom of 5 feet to 5 feet 3 inches.<br /><br /></p>
+
+<p class="footnote"><a name ="Footnote10" id ="Footnote10"></a><a
+href="#FNanchor10"><span class="label">[10]</span></a> In building shoal draft sailing vessels, this practice was usually
+possible and often proved helpful. In the National Watercraft Collection
+at the United States National Museum there is a rigged model of a
+Piscataqua gundalow that was built for testing under sail before
+construction of the full-scale vessel.</p>
+
+<p class="footnote"><a name ="Footnote11" id ="Footnote11"></a><a
+href="#FNanchor11"><span class="label">[11]</span></a> A primitive craft made of three wide planks, one of which formed
+the entire bottom.</p>
+
+<div class="tnote">
+
+<h3>Transcriber's Note</h3>
+
+<p>Printer's errors have been corrected, all other inconsistencies are as in the original. The author's spelling has been maintained.</p>
+</div>
+
+
+
+
+
+
+
+
+<pre>
+
+
+
+
+
+End of the Project Gutenberg EBook of The Migrations of an American Boat Type, by 
+Howard I. Chapelle
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@@ -0,0 +1,1222 @@
+The Project Gutenberg EBook of The Migrations of an American Boat Type, by
+Howard I. Chapelle
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The Migrations of an American Boat Type
+
+Author: Howard I. Chapelle
+
+Release Date: July 1, 2009 [EBook #29285]
+
+Language: English
+
+Character set encoding: ASCII
+
+*** START OF THIS PROJECT GUTENBERG EBOOK AMERICAN BOAT TYPE ***
+
+
+
+
+Produced by Colin Bell, Woodie4, Joseph Cooper and the
+Online Distributed Proofreading Team at http://www.pgdp.net
+
+
+
+
+
+
+
+
+
+
+
+  CONTRIBUTIONS FROM
+  THE MUSEUM OF HISTORY AND TECHNOLOGY:
+  PAPER 25
+
+
+
+  THE MIGRATIONS OF
+  AN AMERICAN BOAT TYPE
+
+  _Howard I. Chapelle_
+
+
+  THE NEW HAVEN SHARPIE             136
+
+  THE CHESAPEAKE BAY SHARPIE        148
+
+  THE NORTH CAROLINA SHARPIE        149
+
+  SHARPIES IN OTHER AREAS           151
+
+  DOUBLE-ENDED SHARPIES             152
+
+  MODERN SHARPIE DEVELOPMENT        154
+
+
+  THE MIGRATIONS OF AN AMERICAN BOAT TYPE
+
+  _by Howard I. Chapelle_
+
+
+[Illustration: FIGURE 1.--Scale model of a New Haven sharpie of 1885,
+complete with tongs. (_USNM 318023; Smithsonian photo 47033-C._)]
+
+
+
+
+
+
+     _The New Haven sharpie, a flat-bottomed sailing skiff, was
+     originally developed for oyster fishing, about the middle of the
+     last century._
+
+     _Very economical to build, easy to handle, maneuverable, fast and
+     seaworthy, the type was soon adapted for fishing along the eastern
+     and southeastern coasts of the United States and in other areas.
+     Later, because of its speed, the sharpie became popular for racing
+     and yachting._
+
+     _This study of the sharpie type--its origin, development and
+     spread--and the plans and descriptions of various regional types
+     here presented, grew out of research to provide models for the hall
+     of marine transportation in the Smithsonian's new Museum of History
+     and Technology._
+
+     THE AUTHOR: _Howard I. Chapelle is curator of transportation in the
+     U.S. National Museum, Smithsonian Institution._
+
+
+For a commercial boat to gain widespread popularity and use, it must be
+suited to a variety of weather and water conditions and must have some
+very marked economic advantages over any other boats that might be used
+in the same occupation. Although there were more than 200 distinct types
+of small sailing craft employed in North American fisheries and in
+along-shore occupations during the last 60 years of the 19th century,
+only rarely was one of these boat types found to be so well suited to a
+particular occupation that its use spread to areas at any great distance
+from the original locale.
+
+Those craft that were "production-built," generally rowing boats, were
+sold along the coast or inland for a variety of uses, of course. The New
+England dory, the seine boat, the Connecticut drag boat, and the yawl
+were such production-built boats.
+
+In general, flat-bottomed rowing and sailing craft were the most widely
+used of the North American boat types. The flat-bottomed hull appeared
+in two basic forms: the scow, or punt, and the "flatiron," or
+sharp-bowed skiff. Most scows were box-shaped with raking or curved ends
+in profile; punts had their sides curved fore and aft in plan and
+usually had curved ends in profile. The rigs on scows varied with the
+size of the boat. A small scow might have a one-mast or two-mast
+spritsail rig, or might be gaff rigged; a large scow might be sloop
+rigged or schooner rigged. Flatiron skiffs were sharp-bowed, usually
+with square, raked transom stern, and their rigs varied according to
+their size and to suit the occupation in which they were employed. Many
+were sloop rigged with gaff mainsails; others were two-mast, two-sail
+boats, usually with leg-of-mutton sails, although occasionally some
+other kind of sail was used. If a skiff had a two-mast rig, it was
+commonly called a "sharpie"; a sloop-rigged skiff often was known as a
+"flattie." Both scows and flat-bottomed skiffs existed in Colonial
+times, and both probably originated in Europe. Their simple design
+permitted construction with relatively little waste of materials and
+labor.
+
+Owing to the extreme simplicity of the majority of scow types, it is
+usually impossible to determine whether scows used in different areas
+were directly related in design and construction. Occasionally, however,
+a definite relationship between scow types may be assumed because of
+certain marked similarities in fitting and construction details. The
+same occasion for doubt exists with regard to the relationships of
+sharp-bowed skiffs of different areas, with one exception--the large,
+flat-bottomed sailing skiff known as the "sharpie."
+
+
+
+
+The New Haven Sharpie
+
+
+The sharpie was so distinctive in form, proportion, and appearance that
+her movements from area to area can be traced with confidence. This boat
+type was particularly well suited to oyster fishing, and during the last
+four decades of the 19th century its use spread along the Atlantic coast
+of North America as new oyster fisheries and markets opened. The
+refinements that distinguished the sharpie from other flat-bottomed
+skiffs first appeared in some boats that were built at New Haven,
+Connecticut, in the late 1840's. These craft were built to be used in
+the then-important New Haven oyster fishery that was carried on, for the
+most part, by tonging in shallow water.
+
+The claims for the "invention" of a boat type are usually without the
+support of contemporary testimony. In the case of the New Haven sharpie
+two claims were made, both of which appeared in the sporting magazine
+_Forest and Stream_. The first of these claims, undated, attributed the
+invention of the New Haven sharpie to a boat carpenter named Taylor, a
+native of Vermont.[1] In the January 30, 1879, issue of _Forest and
+Stream_ there appeared a letter from Mr. M. Goodsell stating that the
+boat built by Taylor, which was named _Trotter_, was not the first
+sharpie.[2] Mr. Goodsell claimed that he and his brother had built the
+first New Haven sharpie in 1848 and that, because of her speed, she had
+been named _Telegraph_. The Goodsell claim was never contested in
+_Forest and Stream_, and it is reasonable to suppose, in the
+circumstances, that had there been any question concerning the
+authenticity of this claim it would have been challenged.
+
+[1] _Forest and Stream_, January 23, 1879, vol. 11, no. 25, p. 504.
+
+[2] _Forest and Stream_, January 30, 1879, vol. 11, no. 26, p. 500.
+
+No contemporary description of these early New Haven sharpies seems to
+be available. However, judging by records made in the 1870's, we may
+assume that the first boats of this type were long, rather narrow, open,
+flat-bottomed skiffs with a square stern and a centerboard; they were
+rigged with two masts and two leg-of-mutton sails. Until the appearance
+of the early sharpies, dugout canoes built of a single white pine log
+had been used at New Haven for tonging. The pine logs used for these
+canoes came mostly from inland Connecticut, but they were obtainable
+also in northern New England and New York. The canoes ranged from 28 to
+35 feet in length, 15 to 20 inches in depth, and 3 feet to 3 feet 6
+inches in beam. They were built to float on about 3 or 4 inches of
+water. The bottoms of these canoes were about 3 inches thick, giving a
+low center of gravity and the power to carry sail in a breeze. The
+canoes were rigged with one or two pole masts with leg-of-mutton sails
+stepped in thwarts. A single leeboard was fitted and secured to the hull
+with a short piece of line made fast to the centerline of the boat. With
+this arrangement the leeboard could be raised and lowered and also
+shifted to the lee side on each tack. This took the strain off the sides
+of the canoe that would have been created by the usual leeboard
+fitting.[3] Construction of such canoes ceased in the 1870's, but some
+remained in use into the present century.
+
+The first New Haven sharpies were 28 to 30 feet long--about the same
+length as most of the log canoes. Although the early sharpie probably
+resembled the flatiron skiff in her hull shape, she was primarily a
+sailing boat rather than a rowing or combination rowing-sailing craft.
+The New Haven sharpie's development[4] was rapid, and by 1880 her
+ultimate form had been taken as to shape of hull, rig, construction
+fittings, and size. Some changes were made afterwards, but they were in
+minor details, such as finish and small fittings.
+
+[3] Henry Hall, Special Agent, 10th U.S. Census, _Report on the
+Shipbuilding Industry of the United States_, Washington, 1880-1885, pp.
+29-32.
+
+[4] Howard I. Chapelle, _American Small Sailing Craft_, New York, 1951,
+pp. 100-133, figs. 38-48.
+
+The New Haven sharpie was built in two sizes for the oyster fishery. One
+carried 75 to 100 bushels of oysters and was 26 to 28 feet in length;
+the other carried 150 to 175 bushels and was 35 to 36 feet in length.
+The smaller sharpie was usually rigged with a single mast and sail,
+though some small boats were fitted for two sails. The larger boat was
+always fitted to carry two masts, but by shifting the foremast to a
+second step more nearly amidships she could be worked with one mast and
+sail. The New Haven sharpie retained its original proportions. It was
+long, narrow, and low in freeboard and was fitted with a centerboard. In
+its development it became half-decked. There was enough fore-and-aft
+camber in the flat bottom so that, if the boat was not carrying much
+weight, the heel of her straight and upright stem was an inch or two
+above the water. The stern, usually round, was planked with vertical
+staving that produced a thin counter. The sheer was usually marked and
+well proportioned. The New Haven sharpie was a handsome and graceful
+craft, her straight-line sections being hidden to some extent by the
+flare of her sides and the longitudinal curves of her hull.
+
+[Illustration: FIGURE 2.--A New Haven sharpie and dugouts on the
+Quinnipiac River, New Haven, Connecticut, about the turn of the
+century.]
+
+The structure of New Haven sharpies was strong and rather heavy,
+consisting of white pine plank and oak framing. The sides were commonly
+wide plank. Each side had two or three strakes that were pieced up at
+the ends to form the sheer. The sides of large sharpies were commonly
+1-1/2 inches thick before finishing, while those of the smaller sharpies
+were 1-1/4 inches thick. The sharpie's bottom was planked athwartships
+with planking of the same thickness as the sides and of 6 to 8 inches in
+width. That part of the bottom that cleared the water, at the bow and
+under the stern, was often made of tongue-and-groove planking, or else
+the seams athwartship would be splined. Inside the boat there was a
+keelson made of three planks, in lamination, standing on edge side by
+side, sawn to the profile of the bottom, and running about three-fourths
+to seven-eighths the length of the boat. The middle one of these three
+planks was omitted at the centerboard case to form a slot. Afore and
+abaft the slot the keelson members were cross-bolted and spiked. The
+ends of the keelson were usually extended to the stem and to the stern
+by flat planks that were scarphed into the bottom of the built-up
+keelson.
+
+The chines of the sharpie were of oak planks that were of about the same
+thickness as the side planks and 4 to 7 inches deep when finished. The
+chine logs were sawn to the profile of the bottom and sprung to the
+sweep of the sides in plan view. The side frames were mere cleats, 1-1/2
+by 3 inches. In the 1880's these cleats were shaped so that the inboard
+face was 2 inches wide and the outboard face 3 inches wide, but later
+this shaping was generally omitted.
+
+[Illustration: FIGURE 3.--Plan of typical New Haven sharpie showing
+design and construction characteristics.]
+
+[Illustration: FIGURE 4.--Plan of a large Chesapeake Bay sharpie taken
+from remains of boat.]
+
+At the fore end of the sharpie's centerboard case there was an
+edge-bolted bulkhead of solid white pine, 1-1/4 or 1-1/2 inches thick,
+with scuppers cut in the bottom edge. A step about halfway up in this
+bulkhead gave easy access to the foredeck. In the 1880's that part of
+the bulkhead above the step was made of vertical staving that curved
+athwartships, but this feature was later eliminated. In the upper
+portion of the bulkhead there was often a small rectangular opening for
+ventilation.
+
+The decking of the sharpie was made of white pine planks 1-1/4 inches
+thick and 7 to 10 inches wide. The stem was a triangular-sectioned piece
+of oak measuring 6 by 9 inches before it was finished. The side plank
+ran past the forward edge of the stem and was mitered to form a sharp
+cutwater. The miter was covered by a brass bar stemband to which was
+brazed two side plates 3/32 or 1/4 inch thick. This stemband, which was
+tacked to the side plank, usually measured 1/2 or 5/8 inch by 3/4 inch
+and it turned under the stem, running under the bottom for a foot or
+two. The band also passed over a stemhead and ran to the deck, having
+been shaped over the head of the stem by heating and molding over a
+pattern.
+
+The sharpie's stern was composed of two horizontal oak frames, one at
+chine and one at sheer; each was about 1-1/2 inches thick. The outer
+faces of these frames were beveled. The planking around the stern on
+these frames was vertical staving that had been tapered, hollowed, and
+shaped to fit the flare of the stern. This vertical staving was usually
+1-3/4 inches thick before it was finished. The raw edges of the deck
+plank were covered by a false wale 1/2 to 3/4 inch thick and 3 or 4
+inches deep, and by an oak guard strip that was half-oval in section and
+tapered toward the ends. Vertical staving was used to carry the wale
+around the stern. The guard around the stern was usually of stemmed oak.
+
+The cockpit ran from the bulkhead at the centerboard case to within 4 or
+5 feet of the stern, where there was a light joiner bulkhead. A low
+coaming was fitted around the cockpit and a finger rail ran along the
+sides of the deck. The boat had a small square hatch in the foredeck and
+two mast holes, one at the stem and one at the forward bulkhead. A tie
+rod, 3/8 inch in diameter, passed through the hull athwartships, just
+forward of the forward bulkhead; the ends of the tie rod were "up-set"
+or headed over clench rings on the outside of the wale. The hull was
+usually painted white or gray, and the interior color usually buff or
+gray.
+
+[Illustration: FIGURE 5.--Chesapeake Bay sharpie with daggerboard, about
+1885. (Photo courtesy Wirth Munroe.)]
+
+The two working masts of a 35-to 36-foot sharpie were made of spruce or
+white pine and had a diameter of 4-1/2 to 5 inches at deck and 1-1/2
+inches at head. Their sail hoists were 28 to 30 feet, and the sail
+spread was about 65 yards. Instead of booms, sprits were used; these
+were set up at the heels with tackles to the masts. In most sharpies the
+sails were hoisted to a single-sheave block at the mast heads and were
+fitted with wood or metal mast hoops. Because of the use of the sprit
+and heel tackle, the conventional method of reefing was not possible.
+The reef bands of the sails were parallel to the masts, and reefing was
+accomplished by lowering a sail and tying the reef points while
+rehoisting. The mast revolved in tacking in order to prevent binding of
+the sprit under the tension of the heel tackle. The tenon at the foot of
+the mast was round, and to the shoulder of the tenon a brass ring was
+nailed or screwed. Another brass ring was fastened around the mast step.
+These rings acted as bearings on which the mast could revolve.
+
+Because there was no standing rigging and the masts revolved, the sheets
+could be let go when the boat was running downwind, so that the sails
+would swing forward. In this way the power of the rig could be reduced
+without the bother of reefing or furling. Sometimes, when the wind was
+light, tonging was performed while the boat drifted slowly downwind with
+sails fluttering. The tonger, standing on the side deck or on the stern,
+could tong or "nip" oysters from a thin bed without having to pole or
+row the sharpie.
+
+The unstayed masts of the sharpie were flexible and in heavy weather
+spilled some wind, relieving the heeling moment of the sails to some
+degree. In summer the 35-to 36-foot boats carried both masts, but in
+winter, or in squally weather, it was usual to leave the mainmast ashore
+and step the foremast in the hole just forward of the bulkhead at the
+centerboard case, thereby balancing the rig in relation to the
+centerboard. New Haven sharpies usually had excellent balance, and
+tongers could sail them into a slip, drop the board so that it touched
+bottom, and, using the large rudders, bring the boats into the wind by
+spinning them almost within their length. This could be done because
+there was no skeg. When sharpies had skegs, as they did in some
+localities, they were not so sensitive as the New Haven boats. If a
+sharpie had a skeg, it was possible to use one sail without shifting the
+mast, but at a great sacrifice in general maneuverability.
+
+[Illustration: FIGURE 6.--North Carolina sharpie with one reef in
+moderate gale, about 1885. (Photo courtesy Wirth Munroe.)]
+
+Kunhardt[5] writing in the mid-1880's, described the New Haven sharpie
+as being 33 to 35 feet long, about 5 feet 9 inches to 6 feet wide on the
+bottom, and with a depth of about 36 inches at stem, 24 inches
+amidships, and 12 inches at stern. The flare increased rapidly from the
+bow toward amidships, where it became 3-1/2 inches for every 12 inches
+of depth. The increase of flare was more gradual toward the stern, where
+the flare was equal to about 4 inches to the foot. According to
+Kunhardt, a 35-foot sharpie hull weighed 2,000 to 2,500 pounds and
+carried about 5 short tons in cargo.
+
+[5] C. P. Kunhardt, _Small Yachts: Their Design and Construction,
+Exemplified by the Ruling Types of Modern Practice_, New York, 1886
+(rev. ed., 1891, pp. 287-298).
+
+The sharpie usually had its round stern carried out quite thin. If the
+stern was square, the transom was set at a rake of not less than 45 deg..
+Although it cost about $15 more than the transom stern, the round stern
+was favored because tonging from it was easier; also, when the boat was
+tacked, the round stern did not foul the main sheet and was also less
+likely to ship a sea than was the square stern. Kunhardt remarks that
+sharpies lay quiet when anchored by the stern, making the ground tackle
+easier to handle.
+
+[Illustration: FIGURE 7.--Plan of a Chesapeake Bay terrapin smack based
+on sketches and dimensions given by C. P. Kunhardt in _Small Yachts:
+Their Design and Construction, Exemplified by the Ruling Types of Modern
+Practice_, New York, 1886.]
+
+[Illustration: FIGURE 8.--Plan of North Carolina sharpie schooner taken
+from remains of boat.]
+
+[Illustration: FIGURE 9.--Plan of North Carolina sharpie of the
+1880's.]
+
+The cost of the New Haven sharpie was very low. Hall stated that in
+1880-1882 oyster sharpies could be built for as little as $200, and that
+large sharpies, 40 feet long, cost less than $400.[6] In 1886 a sharpie
+with a capacity for 150 to 175 bushels of oysters cost about $250,
+including spars and sails.[7] In 1880 it was not uncommon to see nearly
+200 sharpies longside the wharves at Fairhaven, Connecticut, at
+nightfall.
+
+[6] Hall, _op. cit._ (footnote 3), pp. 30, 32.
+
+[7] Kunhardt, _op. cit._ (footnote 5), pp. 225, 295.
+
+The speed of the oyster sharpies attracted attention in the 1870's, and
+in the next decade many yachts were built on sharpie lines, being rigged
+either as standard sharpies or as sloops, schooners, or yawls.
+
+Oyster tonging sharpies were raced, and often a sharpie of this type was
+built especially for racing. One example of a racing sharpie had the
+following dimensions:
+
+
+  Length:                                     35'
+  Width on deck:                              8'
+  Flare, to 1' of depth:                      4'
+  Width of stern:                             4-1/2'
+  Depth of stern:                             10"
+  Depth at bow:                               36"
+  Sheer:                                      14"
+  Centerboard:                                11'
+  Width of washboards or sidedecks:           12"
+  Length of rudder:                           6'
+  Depth of rudder:                            1'2"
+  Height of foremast:                         45'
+  Diameter of foremast:                       6"
+  Head of foremast:                           1-1/2"
+  Height of mainmast:                         40'
+  Diameter of mainmast:                       5-1/2"
+  Head of mainmast:                           1-1/2"
+
+
+The sharpie with the above dimensions was decked-over 10 feet foreward
+and 4 feet aft. She carried a 17-foot plank bowsprit, to the ends of
+which were fitted vertical clubs 8 to 10 feet long. When racing, this
+sharpie carried a 75-yard foresail, a 60-yard mainsail, a 30-yard jib, a
+40-yard squaresail, and a 45-yard main staysail; two 16-foot planks were
+run out to windward and 11 members of the 12-man crew sat on them to
+hold the boat from capsizing.
+
+[Illustration: FIGURE 10.--North Carolina sharpie under sail.]
+
+Figure 3 shows a plan of a sharpie built at the highest point in the
+development of this type boat. This plan makes evident the very distinct
+character of the sharpie in model, proportion, arrangement,
+construction, and rig.[8] The sharpie represented by the plan is
+somewhat narrower and has more flare in the sides than indicated by the
+dimensions given by Kunhardt. The boatmen at New Haven were convinced
+that a narrow sharpie was faster than a wide one, and some preferred
+strongly flaring sides, though others thought the upright-sided sharpie
+was faster. These boatmen also believed that the shape of the bottom
+camber fore and aft was important, that the heel of the stem should not
+be immersed, and that the bottom should run aft in a straight line to
+about the fore end of the centerboard case and then fair in a long sweep
+into the run, which straightened out before it passed the after end of
+the waterline. Some racing sharpies had deeper sterns than tonging
+boats, a feature that produced a faster boat by reducing the amount of
+bottom camber.
+
+[8] Full-scale examples of sharpies may be seen at the Mariners' Museum,
+Newport News, Virginia, and at the Mystic Marine Museum, Mystic,
+Connecticut.
+
+The use of the sharpie began to spread to other areas almost immediately
+after its appearance at New Haven. As early as 1855 sharpies of the
+100-bushel class were being built on Long Island across the Sound from
+New Haven and Bridgeport, and by 1857 there were two-masted, 150-bushel
+sharpies in lower New York Harbor. Sloop-rigged sharpies 24 to 28 feet
+long and retaining the characteristics of the New Haven sharpies in
+construction and most of its basic design features, but with some
+increase in proportionate beam, were extensively used in the small
+oyster fisheries west of New Haven. There were also a few sloop-type
+sharpies in the eastern Sound. In some areas this modification of the
+sharpie eventually developed its own characteristics and became known as
+the "flattie," a type that was popular on the north shore of Long
+Island, on the Chesapeake Bay, and in Florida at Key West and Tampa.
+
+[Illustration: FIGURE 11.--North Carolina sharpie schooner hauled up for
+painting.]
+
+The sharpie's rapid spread in use can be accounted for by its low cost,
+light draft, speed, handiness under sail, graceful appearance, and
+rather astonishing seaworthiness. Since oyster tonging was never carried
+on in heavy weather, it was by chance rather than intent that the
+seaworthiness of this New Haven tonging boat was discovered. There is a
+case on record in which a tonging sharpie rescued the crew of a coasting
+schooner at Branford, Connecticut, during a severe gale, after other
+boats had proved unable to approach the wreck.
+
+However, efforts to improve on the sharpie resulted in the construction
+of boats that had neither the beauty nor the other advantages of the
+original type. This was particularly true of sharpies built as yachts
+with large cabins and heavy rigs. Because the stability of the sharpie's
+shoal hull was limited, the added weight of high, long cabin trunks and
+attendant furniture reduced the boat's safety potential. Windage of the
+topside structures necessary on sharpie yachts also affected speed,
+particularly in sailing to windward. Hence, there was an immediate trend
+toward the addition of deadrise in the bottom of the yachts, a feature
+that sufficiently increased displacement and draft so that the
+superstructure and rig could be better carried. Because of its large
+cabin, the sharpie yacht when under sail was generally less workable
+than the fishing sharpie. Although it was harmful to the sailing of the
+boat, many of the sharpie yachts had markedly increased beam. The first
+sharpie yacht of any size was the _Lucky_, a half-model of which is in
+the Model Room of the New York Yacht Club. The _Lucky_, built in 1855
+from a model by Robert Fish, was 51 feet long with a 13-foot beam; she
+drew 2 feet 10 inches with her centerboard raised. According to
+firsthand reports, she was a satisfactory cruiser, except that she was
+not very weatherly because her centerboard was too small.
+
+[Illustration: FIGURE 12.--North Carolina sharpie schooner converted to
+yacht, 1937.]
+
+Kunhardt mentions the extraordinary sailing speed of some sharpies, as
+does certain correspondence in _Forest and Stream_. A large sharpie was
+reported to have run 11 nautical miles in 34 minutes, and a big sharpie
+schooner is said to have averaged 16 knots in 3 consecutive hours of
+sailing. Tonging sharpies with racing rigs were said to have sailed in
+smooth water at speeds of 15 and 16 knots. Although such reports may be
+exaggerations, there is no doubt that sharpies of the New Haven type
+were among the fastest of American sailing fishing boats.
+
+[Illustration: FIGURE 13.--Bow of North Carolina sharpie schooner
+showing head rigging.]
+
+Sharpie builders in New Haven very early developed a "production"
+method. In the initial stages of building, the hull was upside down.
+First, the sides were assembled and the planking and frames secured;
+then the inner stem was built, and the sides nailed to it, after which
+the bulkhead and a few rough temporary molds were made and put in place
+and the boat's sides bent to the desired curve in plain view. For
+bending the sides a "Spanish windlass" of rope or chain was used. The
+chine pieces were inserted in notches in the molds inside the side
+planking and fastened, then the keelson was made and placed in notches
+in the molds and bulkhead along the centerline. Next, the upper and
+lower stern frames were made and secured, and the stern staved
+vertically. Plank extensions of the keelson were fitted, the bottom
+laid, and the boat turned over. Sometimes the case was made and fitted
+with the keelson structure, but sometimes this was not done until the
+deck and inboard works were finished.
+
+[Illustration: FIGURE 14.--The entrance of a North Carolina sharpie
+schooner and details of her sharp lines and planking. Note scarphs in
+plank.]
+
+The son of Lester Rowe, a noted sharpie builder at New Haven, told me,
+in 1925, that it was not uncommon for his father and two helpers to
+build a sharpie, hull and spars, in 6 working days, and that one year
+his father and two helpers built 31 sharpies. This was at a time after
+power saws and planers had come into use, and the heavy cutting and
+finishing of timber was done at a mill, from patterns.
+
+In spite of Barnegat Bay's extensive oyster beds and its proximity to
+New Haven, the sharpie never became popular in that region, where a
+small sailing scow known as the "garvey" was already in favor. The
+garvey was punt-shaped, with its bow narrower than the stern; it had a
+sledlike profile with moderately flaring sides and a half-deck; and it
+was rigged with two spritsails, each with a moderate peak to the head
+and the usual diagonal sprit.[9] The garvey was as fast and as well
+suited to oyster tonging as the sharpie, if not so handsome; also, it
+had an economic advantage over the New Haven boat because it was a
+little cheaper to build and could carry the same load on shorter
+length. Probably it was the garvey's relative unattractiveness and the
+fact that it was a "scow" that prevented it from competing with the
+sharpie in areas outside of New Jersey.
+
+[9] The foremast of the garvey was the taller and carried the larger
+sail. At one time garveys had leeboards, but by 1850 they commonly had
+centerboards and either a skeg aft with a rudder outboard or an
+iron-stocked rudder, with the stock passing through the stern overhang
+just foreward of the raking transom. The garvey was commonly 24 to 26
+feet long with a beam on deck of 6 feet 4 inches to 6 feet 6 inches and
+a bottom of 5 feet to 5 feet 3 inches.
+
+[Illustration: FIGURE 15.--Midbody and stern of a North Carolina sharpie
+schooner showing planking, molding, and other details.]
+
+
+
+
+The Chesapeake Bay Sharpie
+
+
+The sharpie appeared on the Chesapeake Bay in the early 1870's, but she
+did not retain her New Haven characteristics very long. Prior to her
+appearance on the Bay, the oyster fishery there had used several boats,
+of which the log canoe appears to have been the most popular. Some
+flat-bottomed skiffs had also been used for tonging. There is a
+tradition that sometime in the early 1870's a New Haven sharpie named
+_Frolic_ was found adrift on the Bay near Tangier Island. Some copies of
+the _Frolic_ were made locally, and modifications were added later. This
+tradition is supported by certain circumstantial evidence.
+
+Until 20 years ago Tangier Island skiffs certainly resembled the sharpie
+above the waterline, being long, rather narrow, straight-stem,
+round-stern, two-masted craft, although their bottoms were V-shaped
+rather than flat. The large number of boat types suitable for oyster
+fishery on the Bay probably prevented the adoption of the New Haven
+sharpie in a recognizable form. After the Civil War, however, a large
+sailing skiff did become popular in many parts of the Chesapeake. Boats
+of this type had a square stern, a curved stem in profile, a strong
+flare, a flat bottom, a sharply raking transom, and a center board of
+the "daggerboard" form. They were rigged with two leg-of-mutton sails.
+Sprits were used instead of booms, and there was sometimes a short
+bowsprit, carrying a jib. The rudder was outboard on a skeg. These
+skiffs ranged in length from about 18 feet to 28 feet. Those in the
+24-to 28-foot range were half-decked; the smaller ones were entirely
+open.
+
+In the late 1880's or early 1890's the V-bottomed hull became extremely
+popular on the Chesapeake, replacing the flat-bottom almost entirely, as
+at Tangier Island. Hence, very few flat-bottomed boats or their remains
+survive, although a few 18-foot skiffs are still in use.
+
+Characteristics of the large flat-bottomed Chesapeake Bay skiff are
+shown in figure 4. While it is possible that the narrow beam of this
+skiff, the straightness of both ends of its bottom camber, and its rig
+show some New Haven sharpie influence, these characteristics are so
+similar to those of the flatiron skiff that it is doubtful that many of
+the Bay sharpies had any real relation to the New Haven boats. As
+indicated by figures 5 and 7, the Chesapeake flat-bottoms constituted a
+distinct type of skiff. Except for those skiffs used in the Tangier
+Island area, it is not evident that the Bay skiffs were influenced by
+the New Haven sharpie to any great degree, in form at least.
+
+[Illustration: FIGURE 16.--Stern of a North Carolina sharpie schooner
+showing planking, staving, molding, and balanced rudder.]
+
+Schooner-rigged sharpies developed on Long Island Sound as early as
+1870, and their hulls were only slightly modified versions of the New
+Haven hull in basic design and construction. These boats were, however,
+larger than New Haven sharpies, and a few were employed as oyster
+dredges. After a time it was found that sharpie construction proved weak
+in boats much over 50 feet. However, strong sharpie hulls of great
+length eventually were produced by edge-fastening the sides and by using
+more tie rods than were required by a smaller sharpie. Transverse tie
+rods set up with turnbuckles were first used on the New Haven sharpie,
+and they were retained on boats that were patterned after her in other
+areas. Because of this influence, such tie rods finally appeared on the
+large V-bottomed sailing craft on Chesapeake Bay.
+
+The sharpie schooner seems to have been more popular on the Chesapeake
+Bay than on Long Island Sound. The rig alone appealed to Bay sailors,
+who were experienced with schooners. Of all the flat-bottomed skiffs
+employed on the Bay, only the schooner can be said to have retained much
+of the appearance of the Connecticut sharpies. Bay sharpie schooners
+often were fitted with wells and used as terrapin smacks (fig. 7). As a
+schooner, the sharpie was relatively small, usually being about 30 to 38
+feet over-all.
+
+Since the 1880's the magazine _Forest and Stream_ and, later, magazines
+such as _Outing_, _Rudder_, and _Yachting_ have been the media by which
+ideas concerning all kinds of watercraft from pleasure boats to work
+boats have been transmitted. By studying such periodicals, Chesapeake
+Bay boatbuilders managed to keep abreast of the progress in boat design
+being made in new yachts. In fact, it may have been because of articles
+in these publications that the daggerboard came to replace the pivoted
+centerboard in Chesapeake Bay skiffs and that the whole V-bottom design
+became popular so rapidly in the Bay area.
+
+
+
+
+The North Carolina Sharpie
+
+
+In the 1870's the heavily populated oyster beds of the North Carolina
+Sounds began to be exploited. Following the Civil War that region had
+become a depressed area with little boatbuilding industry. The small
+boat predominating in the area was a modified yawl that had sprits for
+mainsail and topsail, a jib set up to the stem head, a centerboard, and
+waterways along the sides. This type of craft, known as the "Albemarle
+Sound boat" or "Croatan boat," had been developed in the vicinity of
+Roanoke Island for the local shad fishery. Although it was seaworthy and
+fast under sail, this boat was not particularly well suited for the
+oyster fishery because of its high freeboard and lack of working deck
+for tonging.
+
+[Illustration: FIGURE 17.--Deck of a North Carolina sharpie schooner
+showing U-shaped main hatch typical of sharpies used in the Carolina
+Sounds.]
+
+Because the oyster grounds in the Carolina Sounds were some distance
+from the market ports, boats larger than the standard 34-to 36-foot New
+Haven sharpie were desirable; and by 1881 the Carolina Sounds sharpie
+had begun to develop characteristics of its own. These large sharpies
+could be decked and, when necessary, fitted with a cabin. In all other
+respects the North Carolina sharpie closely resembled the New Haven
+boat. Some of the Carolina boats were square-sterned, but, as at New
+Haven, the round stern apparently was more popular.
+
+Most Carolina sharpies were from 40 to 45 feet long. Some had a cramped
+forecastle under the foredeck, others had a cuddy or trunk cabin aft,
+and a few had trunk cabins forward and aft. Figure 6 is a drawing of a
+rigged model that was built to test the design before the construction
+of a full-sized boat was attempted.[10] The 1884 North Carolina sharpie
+shown in this plan has two small cuddies; it also has the U-shaped main
+hatch typical of the Carolina sharpie. It appears that the clubs shown
+at the ends of the sprits were very often used on the Carolina sharpies,
+but they were rarely used on the New Haven tongers except when the craft
+were rigged for racing. The Carolina Sounds sharpie shown under sail in
+figure 8 is from 42 to 45 feet long and has no cuddy.
+
+[10] In building shoal draft sailing vessels, this practice was usually
+possible and often proved helpful. In the National Watercraft Collection
+at the United States National Museum there is a rigged model of a
+Piscataqua gundalow that was built for testing under sail before
+construction of the full-scale vessel.
+
+The Carolina Sounds sharpies retained the excellent sailing qualities of
+the New Haven type and were well finished. The two-sail, two-mast New
+Haven rig was popular with tongers, but the schooner-rigged sharpie that
+soon developed (figs. 9, 11-18) was preferred for dredging. It was
+thought that a schooner rig allowed more adjustment of sail area and
+thus would give better handling of the boat under all weather
+conditions. This was important because oyster dredging could be carried
+on in rough weather when tonging would be impractical. Like the Maryland
+terrapin smack, the Carolina sharpie schooner adhered closely to New
+Haven principles of design and construction. However, Carolina sharpie
+schooners were larger than terrapin smacks, having an over-all length of
+from 40 to 52 feet. These schooners remained in use well into the 20th
+century and, in fact, did not go out of use entirely until about 1938.
+In the 1920's and 1930's many such boats were converted to yachts. They
+were fast under sail and very stiff, and with auxiliary engines they
+were equally as fast and required a relatively small amount of power.
+Large Carolina sharpie schooners often made long coasting voyages, such
+as between New York and the West Indies.
+
+[Illustration: FIGURE 18.--Deck of a North Carolina sharpie schooner
+under sail showing pump box near rail and portion of afterhouse.]
+
+
+
+
+Sharpies in Other Areas
+
+
+The Carolina Sounds area was the last place in which the sharpie was
+extensively employed. However, in 1876 the sharpie was introduced into
+Florida by the late R. M. Munroe when he took to Biscayne Bay a sharpie
+yacht that had been built for him by Brown of Tottenville, Staten
+Island. Afterwards various types of modified sharpies were introduced in
+Florida. On the Gulf Coast at Tampa two-masted sharpies and sharpie
+schooners were used to carry fish to market, but they had only very
+faint resemblance to the original New Haven boat.
+
+[Illustration: FIGURE 19.--Sharpie yacht _Pelican_ built in 1885 for
+Florida waters. She was a successful shoal-draft sailing cruiser. (Photo
+courtesy Wirth Munroe.)]
+
+The sharpie also appeared in the Great Lakes area, but here its
+development seems to have been entirely independent of the New Haven
+type. It is possible that the Great Lakes sharpie devolved from the
+common flatiron skiff.
+
+The sharpie yacht was introduced on Lake Champlain in the late 1870's by
+Rev. W. H. H. Murray, who wrote for _Forest and Stream_ under the pen
+name of "Adirondack Murray." The hull of the Champlain sharpie retained
+most of the characteristics of the New Haven hull, but the Champlain
+boats were fitted with a wide variety of rigs, some highly experimental.
+A few commercial sharpies were built at Burlington, Vermont, for hauling
+produce on the lake, but most of the sharpies built there were yachts.
+
+
+
+
+Double-Ended Sharpies
+
+
+The use of the principles of flatiron skiff design in sharp-stern, or
+"double-ended," boats has been common. On the Chesapeake Bay a number of
+small, double-ended sailing skiffs, usually fitted with a centerboard
+and a single leg-of-mutton sail, were in use in the 1880's. It is
+doubtful, however, that these skiffs had any real relationship to the
+New Haven sharpie. They may have developed from the "three-plank"
+canoe[11] used on the Bay in colonial times.
+
+[11] A primitive craft made of three wide planks, one of which formed
+the entire bottom.
+
+The "cabin skiff," a double-ended, half-decked, trunk-cabin boat with a
+long head and a cuddy forward, was also in use on the Bay in the 1880's.
+This boat, which was rigged like a bugeye, had a bottom of planks that
+were over 3 inches thick, laid fore-and-aft, and edge-bolted. The
+entire bottom was made on two blocks or "sleepers" placed near the ends.
+The sides were bevelled, and heavy stones were placed amidships to give
+a slight fore-and-aft camber to the bottom. The sides, washboards, and
+end decks were then built, the stones removed, and the centerboard case
+fitted. In spite of its slightly cambered flat bottom, this boat, though
+truly a flatiron skiff in midsection form, had no real relation to the
+New Haven sharpie; it probably owed its origin to the Chesapeake log
+canoe, for which it was an inexpensive substitute.
+
+[Illustration: FIGURE 20.--Florida sharpie yacht of about 1890.]
+
+R. M. Munroe built double-ended sharpies in Florida, and one of these
+was used to carry mail between Biscayne Bay and Palm Beach. Although
+Munroe's double-enders were certainly related to the New Haven sharpie,
+they were markedly modified and almost all were yachts.
+
+A schooner-rigged, double-ended sharpie was used in the vicinity of San
+Juan Island, Washington, in the 1880's, but since the heels of the stem
+and stern posts were immersed it is very doubtful that this sharpie was
+related in any way to the New Haven boats.
+
+
+
+
+Modern Sharpie Development
+
+
+The story of the New Haven sharpie presents an interesting case in the
+history of the development of small commercial boats in America. As has
+been shown, the New Haven sharpie took only about 40 years to reach a
+very efficient stage of development as a fishing sailboat. It was
+economical to build, well suited to its work, a fast sailer, and
+attractive in appearance.
+
+When sailing vessels ceased to be used by the fishing industry, the
+sharpie was almost forgotten, but some slight evidence of its influence
+on construction remains. For instance, transverse tie rods are used in
+the large Chesapeake Bay "skipjacks," and Chesapeake motorboats still
+have round, vertically staved sterns, as do the "Hatteras boats" used on
+the Carolina Sounds. But the sharpie hull form has now almost completely
+disappeared in both areas, except in a few surviving flat-bottomed
+sailing skiffs.
+
+Recently the flat-bottomed hull has come into use in small,
+outboard-powered commercial fishing skiffs, but, unfortunately, these
+boats usually are modeled after the primitive flatiron skiff and are
+short in length.
+
+The New Haven sharpie proved that a long, narrow hull is most efficient
+in a flat-bottomed boat, but no utilization has yet been made of its
+design as the basis for the design of a modern fishing launch.
+
+
+U.S. GOVERNMENT PRINTING OFFICE: 1961
+
+For sale by the Superintendent of Documents,
+U.S. Government Printing Office
+Washington 25, D.C.      Price 25 cents
+
+
+
+Transcriber's note:
+
+Printer's errors have been corrected, all other inconsistencies are
+as in the original. The author's spelling has been maintained.
+
+
+
+
+
+
+
+
+
+
+End of the Project Gutenberg EBook of The Migrations of an American Boat Type, by
+Howard I. Chapelle
+
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