1.
Reliance (yacht)
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Reliance was the 1903 Americas Cup defender, the fourth defender from the famous designer Nat Herreshoff, and reportedly the largest gaff-rigged cutter ever built. Reliance was designed to take advantage of the Seawanhaka 90-foot rating rule and was regarded as a racing freak. The 1903 Americas Cup was the last to be raced according to the Seawanhaka rule, to save weight, she was completely unfinished below deck, with exposed frames. She was the first racing boat to be fitted with winches below decks, despite this she carried a crew of 64 for racing due to her large sail plan. From the tip of her bowsprit to the end of her 108-foot boom, Reliance measured 201 feet, and the tip of her mast was 199 feet above the water. Everything else was to a gargantuan scale, her spinnaker pole was 84 feet long. Reliance was built for one purpose, to defend the Americas Cup. Her racing career was extraordinarily brief – and undefeated, there was much speculation as to whether Reliances victory was due to the design of the yacht or the skill of Charlie Barr in sailing her. Lipton himself proposed to allow the two boats to swap crew after the race to decide the matter, but the offer was refused by the owners of Reliance and her very successful career was short-lived, and she was sold for scrap in 1913
2.
America's Cup
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The Americas Cup, affectionately known as the Auld Mug, is a trophy awarded to the winner of the Americas Cup match races between two sailing yachts. The timing of each match is determined by an agreement between the defender and the challenger, the Americas Cup is the oldest international sporting trophy. The ewer was originally awarded in 1851 by the Royal Yacht Squadron for a race around the Isle of Wight in England, any yacht club that meets the requirements specified in the deed of gift has the right to challenge the yacht club that holds the cup. If the challenging club wins the match, it gains stewardship of the cup, the history and prestige associated with the Americas Cup attracts not only the worlds top sailors and yacht designers but also the involvement of wealthy entrepreneurs and sponsors. It is a test not only of sailing skill and boat and sail design, from the first defense of the cup in 1870 through the twentieth defense in 1967, there was always only one challenger. Since 1983, Louis Vuitton has sponsored the Louis Vuitton Cup as a prize for the winner of the challenger selection series, early matches for the cup were raced between yachts 65–90 ft on the waterline owned by wealthy sportsmen. This culminated with the J-Class regattas of the 1930s, after a long legal battle, the 2010 Americas Cup was raced in 90 ft lwl multihull yachts in a best of three deed of gift match in Valencia, Spain. The victorious Golden Gate Yacht Club then elected to race the 34th Americas Cup in AC72 foiling, Golden Gate Yacht Club successfully defended the cup. The 35th Americas Cup match was announced to be sailed in 50 ft foiling catamarans, the history of the Americas Cup has included legal battles and disputes over rule changes including most recently over the rule changes for the 2017 Americas Cup. It was originally known as the R. Y. S, £100 Cup, standing for a cup of a hundred GB Pounds or sovereigns in value. The cup was subsequently mistakenly engraved as the 100 Guinea Cup by the America syndicate, today, the trophy is officially known as the Americas Cup after the 1851 winning yacht, and is affectionately called the Auld Mug by the sailing community. It is inscribed with names of the yachts that competed for it, the syndicate contracted with pilot boat designer George Steers for a 101 ft schooner, which was christened America and launched on 3 May 1851. On 22 August 1851, America raced against 15 yachts of the Royal Yacht Squadron in the Clubs annual 53-nautical-mile regatta around the Isle of Wight, America won, finishing 8 minutes ahead of the closest rival. Apocryphally, Queen Victoria, who was watching at the line, was reported to have asked who was second. No challenge to race for the Cup was issued until British railway tycoon James Lloyd Ashburys topsail schooner Cambria beat the Yankee schooner Sappho in the Solent in 1868. This success encouraged the Royal Thames Yacht Club in believing that the cup could be back home. Ashbury entered Cambria in the NYYC Queens Cup race in New York City on 8 August against a fleet of seventeen schooners, the Cambria only placed eighth, behind the aging America in fourth place and Franklin Osgoods Magic in the fleets lead. Trying again, Ashbury offered a match race challenge for October 1871
3.
Sailing
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Sailing employs the wind—acting on sails, wingsails or kites—to propel a craft on the surface of the water, on ice or on land over a chosen course, which is often part of a larger plan of navigation. A course defined with respect to the wind direction is called a point of sail. Conventional sailing craft cannot derive power from sails on a point of sail that is too close into the wind, on a given point of sail, the sailor adjusts the alignment of each sail with respect to the apparent wind direction to mobilize the power of the wind. In the 21st century, most sailing represents a form of recreation or sport, recreational sailing or yachting can be divided into racing and cruising. Cruising can include extended offshore and ocean-crossing trips, coastal sailing within sight of land, until the end of the 19th century, sailing ships were the primary means for marine commerce. The earliest representation of a ship under sail appears on a painted disc found in Kuwait dating between 5000 and 5500 BCE, polynesian oceanfarers traveled vast distances of open ocean in outrigger canoes using navigation methods such as stick charts. Advances in sailing technology from the Middle Ages onward enabled Arab, Chinese, Indian and European explorers to make longer voyages into regions with extreme weather and climatic conditions. There were improvements in sails, masts and rigging, improvements in marine navigation including the tree and charts. Sailing has contributed to many great explorations in the world, the air interacting with the sails of a sailing vessel creates various forces, including reaction forces. If the sails are properly oriented with respect to the wind, however, boats propelled by sails cannot sail directly into the wind. They must tack back and forth in order to progress directly upwind, sails are airfoils that work by using an airflow set up by the wind and the motion of the boat. Sails work in two modes to use the wind to force, PUSH, when the boat is going in the same direction as the wind. The force on the sail is mostly aerodynamic drag, and sails acting in this way are aerodynamically stalled. This force manifests itself as pressure differences between the two sides of the sail - there is a region of low pressure on the front side of the sail and a region of high pressure on the back. Another way to say this is that sails generate lift using the air flows around them in the same way as an aircraft wing. The wind that a boat experiences is the combination of the true wind and this combination is the apparent wind, which is the relative velocity of the wind relative to the boat. When sailing upwind the apparent wind is greater than the true wind, iceboats can typically sail at 5 times the speed of the wind. Where there is a difference in motion, then there is energy to be extracted at the interface, the sailboat does this by placing the sail in the air and the hull in the water
4.
Sail
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A sail derives power from the wind to provide motive power for sailing craft, including sailing ships, sailboats, windsurfers, ice boats, and sail-powered land vehicles. Sails mobilize lift and drag properties as air passes along the surface, in most cases sails are supported directly by a mast rigidly attached to the sailing craft or on a wire stay attached to the mast, however some craft employ a flexible mount for a mast. Sails also employ spars and battens to help determine their shape, as a result, sails come in a variety of shapes that include both triangular and quadrilateral configurations, usually with curved edges that promote three-dimensional curvature of the sail. Kites also power certain sailing craft, but do not employ a mast to support the airfoil and are beyond the scope of this article, sailing craft employ two types of rig, the square rig and the fore-and-aft rig. The square rig carries the primary driving sails are carried on horizontal spars and these spars are called yards and their tips, beyond the last stay, are called the yardarms. A ship mainly so rigged is called a square-rigger, the square rig is aerodynamically most efficient when running. A fore-and-aft rig consists of sails that are set along the line of the rather than perpendicular to it. Vessels so rigged are described as fore-and-aft rigged, archaeological studies of the Cucuteni-Trypillian culture ceramics show use of sailing boats from the sixth millennium onwards. Excavations of the Ubaid period in Mesopotamia provides direct evidence of sailing boats, Sails from ancient Egypt are depicted around 3200 BCE, where reed boats sailed upstream against the River Niles current. Ancient Sumerians used square rigged sailing boats at about the same time, the proto-Austronesian words for sail, lay, and other rigging parts date to about 3000 BCE when this group began their Pacific expansion. Greeks and Phoenicians began trading by ship by around 1,200 BCE, northern Europeans were resistant to adopting the fore-and-aft rig, despite having seen its use in the course of trade and during the Crusades. The lateen sail proved to have better performance for smaller vessels. Aerodynamic forces on sails depend on speed and direction and the speed. The direction that the craft is traveling with respect to the wind is called the point of sail. The speed of the craft at a point of sail contributes to the apparent wind —the wind speed. Depending on the alignment of the sail with the apparent wind, for apparent wind angles aligned with the entry point of the sail, the sail acts as an airfoil and lift is the predominant component of propulsion. For apparent wind angles behind the sail, lift diminishes and drag increases as the predominant component of propulsion, because of limitations on speed through the water, displacement sailboats generally derive power from sails generating lift on points of sail that include close-hauled through broad reach. Downwind sailing with a spinnaker Each rig is configured in a sail plan, a sail plan is a set of drawings, usually prepared by a naval architect which shows the various combinations of sail proposed for a sailing ship
5.
Fore-and-aft rig
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A fore-and-aft rig is a sailing rig consisting mainly of sails that are set along the line of the keel rather than perpendicular to it. Such sails are described as fore-and-aft rigged, fore-and-aft rigged sails include staysails, Bermuda rigged sails, gaff rigged sails, gaff sails, gunter rig, lateen sails, lug sails, the spanker sail on a square rig and crab claw sails. Northern Europeans were resistant to adopting the fore-and-aft rig, despite having seen its use in the course of trade, the lateen sail was more maneuverable and speedier, while the square rig was clumsy but seaworthy
6.
Sail components
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Sail components include the features that define a sails shape and function, plus its constituent parts from which it is manufactured. A sail may be classified in a variety of ways, including by its orientation to the vessel and its shape. Sails are typically constructed out of material that is shaped by various means, while in use, to offer an appropriate airfoil, according to the strength. A variety of features and fittings allow the sail to be attached to lines and they also may be classified as symmetrical or asymmetrical. Triangular sails have names for each of three edges and three corners, rigs with such sails include Bermuda, cutter, lateen and vessels with mixed sail plans that include jibs and other staysails. Most triangular sails are classified as asymmetrical and fore and aft, gaff, gunter, lug, junk and some sprit sails have four sides and are set fore and aft so that one edge is leading into the wind. Naming conventions are consistent with triangular sails, except for the top edge and these spars are called yards and their tips, beyond the last stay, are called the yardarms. A ship mainly so rigged is called a square-rigger, the shape of a sail is defined by its edges and corners in the plane of the sail, laid out on a flat surface. The edges may be curved, either to extend the sails shape as an airfoil or to define its shape in use, in use, the sail becomes a curved shape, adding the dimension of depth or draft. The top of all sails is called the head, the edge is called the luff, the trailing edge is the leech. Head – The head is the edge of the sail. For a triangular sail the head refers to the topmost corner, luff – The forward edge of a fore-and-aft sail is called the luff, which, in a mainsail, is parallel to the mast. In a symmetrical sail that leech, which is the edge into the wind. Foot – The foot of a sail is its bottom edge and this added area would flutter in the wind and not contribute to the efficient airfoil shape of the sail without the presence of battens. Offshore cruising mainsails sometimes have a hollow leech to obviate the need for battens and their ensuing likelihood of chafing the sail. Roach is a term applied to square sail design—it is the arc of a circle above a straight line from clew to clew at the foot of a square sail. The roach allows the foot of the sail to clear stays coming up the mast, the names of corners of sails vary, depending on shape and symmetry. Head – In a triangular sail, the corner where the luff, on a square sail, the top corners are head cringles, where there are grommets, called cringles
7.
Backstay
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A backstay is a piece of standing rigging on a sailing vessel that runs from the mast to either its transom or rear quarter, counteracting the forestay and jib. It is an important sail trim control and has an effect on the shape of the mainsail. Backstays are generally adjusted by block and tackle, hydraulic adjusters, backstays may be permanent or running. A permanent backstay is attached to the top of the mast, running backstays appear in pairs attached about two-thirds of the way up the mast. In general, most modern sailboats will have a permanent backstay, backstays are not always found on all vessels, especially smaller ones. A permanent backstay is attached at the top of the mast, in a masthead rig, tensioning the permanent backstay will directly tension the forestay. This control is used to adjust the amount of sag in the headsail, increased mast bend tends to reduce the draft of the mainsail. A running backstay always attaches to the mast at a point below the top of the mast and is used in conjunction with a permanent backstay. Running backstays are found on both masthead rigs and fractional rigs, there are some rigs for which running backstays may be used without a permanent backstay. This occurs most often where the mainsail has a significant roach or a large mainsail. Gaff rigged boats invariably have running backstays with no permanent backstay, in both of these cases the mainsail extends aft of a line from masthead to stern, and so a permanent backstay would interfere with the operation of the sail. As a direct consequence of its attachment point a running backstay is always adjustable because it must be engaged and disengaged during every tack or jibe. Adjusting the tension on the running backstay has two effects, First, the forestay is tensioned and Second, mast bend is increased, the overall effect of tensioning the running backstay is a shallower mainsail combined with a reduction in headsail sag. Both effects are desirable as the wind increases
8.
Bermudian rig
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A Bermuda rig, Bermudian rig, or Marconi rig is a configuration of mast and rigging for a type of sailboat and is the typical configuration for most modern sailboats. Originally developed for smaller Bermudian vessels, and ultimately adapted to the larger, ocean-going Bermuda sloop, the Bermuda rigging has largely replaced the older gaff rigged fore-and-aft sails, except notably on schooners. The traditional design as developed in Bermuda features very tall, raked masts, a long bowsprit, in some configurations such as the Bermuda Fitted Dinghy vast areas of sail are achieved with this rig. Elsewhere, however, the design has omitted the bowsprit, and has become less extreme. A Bermuda rigged sloop with exactly one jib is known as a Bermuda sloop, a Bermuda sloop may also be a more specific type of vessel such as a small sailing ships traditional in Bermuda which may or may not be Bermuda rigged. The foot of a Bermuda sail may be attached to the boom along its length and this modern variation of a Bermuda mainsail is known as a loose-footed main. In some early Bermudian vessels, the mainsails were attached only to the mast and deck and this is the case on two of the three masts of the newly built Spirit of Bermuda, a replica of an 1830s British Royal Navy sloop-of-war. Additional sails were often mounted on traditional Bermudian craft, when running down wind, which included a spinnaker, with a spinnaker boom. The main controls on a Bermuda sail are, The halyard used to raise the head, the outhaul used to tension the foot by hauling the clew towards the end of the boom. The sheet used to haul the boom down and towards the center of the boat, the vang or kicking strap which runs between a point partway along the boom and the base of the mast, and is used to haul the boom down when on a run. The Bermuda rig developed from leg-of-mutton sails in Bermuda during the course of the 17th and 18th cnturies, the design was very useful on the gusty Bermudian waters for the boats that were the mainstay of transport around the archipelago into the 20th century. As Bermuda turned to an economy, after the dissolution of the Somers Isles Company in 1684, the rig was adapted to larger, ocean-going ships. The development of the rig is thought to have begun with fore-and-aft rigged boats built by a Dutch-born Bermudian in the 17th Century, the Dutch were influenced by Moorish lateen rigs introduced during Spains rule of their country. The Dutch eventually modified the design by omitting the masts, with the arms of the lateens being stepped in thwarts. By this process, the yards became raked masts, lateen sails mounted this way were known as leg-of-mutton sails in English. The Dutch called a vessel rigged in this manner a bezaanjacht, a bezaan jacht is visible in a painting of King Charles II arriving in Rotterdam in 1660. After sailing on such a vessel, Charles was so impressed that his successor, the Prince of Orange presented him with a copy of his own. The rig had been introduced to Bermuda some decades before this, Ships with somewhat similar rigs were in fact recorded in Holland during the 17th century
9.
Schooner
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A schooner /ˈskuːnər/ is a type of sailing vessel with fore-and-aft sails on two or more masts, the foremast being shorter than the main and no taller than the mizzen if there is one. While the schooner was originally gaff-rigged, modern schooners typically carry a Bermuda rig, such vessels were first used by the Dutch in the 16th or 17th century. They were further developed in North America from the early 18th century, the most common type, with two masts, were popular in trades requiring speed and windward ability, such as slaving, privateering, blockade running, and offshore fishing. In the Chesapeake Bay area several distinctive schooner types evolved, including the Baltimore clipper, bugeye, schooners were also popular among pirates in the West Indies during the Golden Age of Piracy, for their speed and agility. They could also sail in shallow waters, and while being smaller than other ships of the time period. Schooners first evolved in the late 17th century from a variety of small two-masted gaff-rigged vessels used in the coast, most were working craft but some pleasure yachts with schooner rigs were built for wealthy merchants and Dutch nobility. Following the arrival of the Dutch monarch William of Orange on the British throne and this vessel, captured in a detailed Admiralty model, is the earliest fully documented schooner. Royal Transport was quickly noted for its speed and ease of handling, North American shipbuilders quickly developed a variety of schooner forms for trading, fishing and privateering. According to the language scholar Walter William Skeat, the term comes from scoon. The Dutch word schoone means nice, good looking, robinson replied, A schooner let her be. The launch is variously described as being in 1713 or 1745, naval architects such as Howard Chapelle have dismissed this invention story as a childish fable, but some language scholars feel that the legend may support a Gloucester origin of the word. Other sources state the etymology as unknown and uncertain, the first detailed definition of a schooner, describing the vessel as two-masted vessel with fore and aft gaff-rigged sails appeared in 1769 in William Falconers, Universal Dictionary of the Marine. Although a schooner may have up to four masts, the schooner has only two, with the foremast shorter than the mainmast. There may be a bowsprit to help balance the rig, the principal issue with a schooner sail plan is how to fill the space between the two masts most effectively. Traditional schooners were rigged, and the trapezoid shape of the foresail occupied the inter-mast space to good effect, with a useful sail area. A Bermuda rigged schooner typically has four sails, a mainsail, a main staysail abaft the foremast, plus a forestaysail. An advantage of the schooner is that it is easily handled and reefed by a small crew. The main staysail will not overlap the mainsail, and so little to prepare the wind for the mainsail
10.
Barquentine
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A barquentine or schooner barque is a sailing vessel with three or more masts, with a square rigged foremast and fore-and-aft rigged main, mizzen and any other masts. The term barquentine is 17th century in origin, formed from barque in imitation of brigantine, a two-masted vessel square-rigged only on the forward mast, concordia, a sail training ship that capsized and sank on 17 February 2010. Mercator of 1932, Belgian training ship, transit, an experimental design of 1800 that could be worked entirely from the deck. Many smaller ships of the late 19th century Royal Navy were rigged as barquentines, endurance, commanded by Sir Ernest Shackleton and crushed by ice in the Weddell Sea during the Imperial Trans-Antarctic Expedition of 1914–17. Esmeralda, a training ship of the Chilean Navy. Polish-built Pogoria class sail training ships, Pogoria, Kaliakra and Iskra, thor-Heyerdahl Southern Swan, tall ship from 1922 re-rigged as a Barquentine from its original rigging as a Schooner. Sails on Sydney Harbour for cruises, juan Sebastián Elcano 1927 Photo gallery of barquentine Jadran Training Ship
11.
Spanker (sail)
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A spanker is either of two kinds of sail. On a square rigged ship, the spanker is a gaff rigged fore-and-aft sail set from, almost all square rigs with more than one mast have one or two spankers, which evolved from the driver sail. Some also carry a triangular topsail above the uppermost or only spanker, a spanker in this situation is often soft footed in that it has no boom to which it is attached at its foot. On a racing or cruising yacht, a spanker is an additional headsail set beside and it is often of bright colours to match the particular spinnaker with which it is designed to be used, is relatively narrow, and is sometimes called a tallboy or blooper. Death roll, an undesirable broach to windward, countered by rigging a blooper
12.
Square rig
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These spars are called yards and their tips, beyond the last stay, are called the yardarms. A ship mainly so rigged is called a square-rigger, the square rig is aerodynamically the most efficient running rig, and stayed popular on ocean-going sailing ships until the end of the Age of Sail. The last commercial sailing ships, windjammers, were usually square-rigged four-masted barques, square-rigged masts may also have triangular staysails that are deployed fore-and-aft between masts. Square-rigged is also used for the uniform of a rating in the Royal Navy since 1857 and it is slang and refers to anyone wearing the famous blue square collar on the shoulders and bell-bottomed trousers. The name perhaps reflects the fact that it was men who managed the square-rigged sails. The peaked cap worn by Senior Ratings and Officers is known colloquially as fore-and-aft rig. A mast is considered square-rigged if its lowest sail or course is square-rigged, if the course is fore-and-aft, square topsails can still be carried in front of the mast. In their heyday, square-rigged vessels ranged in size from small boats to full rigged ships, but this rig fell from favour to fore-and-aft gaff rigs and bermuda rigs after the development of steam power and new materials. Ocean-going sailing ships stayed mostly square-rigged, Square rigs allowed the fitting of many small sails to create a large total sail area to drive large ships. 18th century warships would often achieve speeds of 12–13 knots. Some clipper ships that had square rigs and for speed was critical could be much faster. The late windjammers were as fast as the clippers, being much bigger, not only could a smaller sail be managed by a smaller crew but also these smaller sails constrained the impact of weapons on them. A hole from a cannonball affected only one area, whilst a hole in a large sail would eventually tear the whole larger area. This reduced running costs and also enlarged the space available in the ship for profitable cargoes, new materials also changed sail designs, particularly on hybrid vessels carrying some square-rigged sails. The low aspect ratio of square-rigged sails produces much drag for the lift produced, so they have poor performance to windward compared to modern yachts, the Bermuda rig is the undisputed champion of windward performance in soft sails, due to its very low drag and high lift-to-drag ratio. One advantage of square rigs is that they are efficient when running, where the high lift to drag is irrelevant. Square-rigged sails are also prone to broaching when running than Bermuda rigs. Ocean-going vessels take advantage of e. g. the trade winds, on a square-rigged mast the sails had names which indicated their vertical position on the mast
13.
Sloop
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A sloop is a sailing boat with a single mast and a fore-and-aft rig. A sloop has only one head-sail, if a vessel has two or more head-sails, the cutter is used, and its mast may be set further aft than on a sloop. The most common rig of modern sailboats is the Bermuda-rigged sloop, typically, a modern sloop carries a mainsail on a boom aft of the mast, with a single loose-footed head-sail forward of the mast. Sloops are either masthead-rigged or fractional-rigged, on a masthead-rigged sloop, the forestay attaches at the top of the mast. The mainsail may be smaller than the headsail, which is called a genoa jib. On a fractional-rigged sloop, the forestay attaches to the mast at a point below the top, typically 3/4 of the way to top, or perhaps 7/8 or some other fraction. The mast of a fractional-rigged sloop may be placed forward, compared to a masthead-rigged sloop. After the cat rig, which has only a mainsail, the rig is one of the simpler sailing rig configurations. A sloop typically has two sails, a mainsail and a headsail, while the cutter has a mainsail and two or more headsails, next in complexity are the ketch, the yawl and the schooner, each of which has two masts and a minimum of three sails. A sloop has a system of mast rigging — a forestay. By having only two sails, the sails of a sloop are larger than those of an equivalent cutter. Until the advent of lightweight sailcloth and modern sail-handling systems, the sails of a sloop could be a handful. So, until the 1950s, sailboats over 10 metres Length Over All would typically use a rig or a two-mast rig. After the advent of modern winches and light sailcloth, the became the dominant sailing rig type for all. No rig type is perfect for all conditions, sloops, with their paucity of spars and control lines tend to impart less aerodynamic drag. Compared to other rigs, sloops tend to very well when sailing close hauled to windward. Cutters, ketches and yawls are often preferred to sloops when venturing far offshore, because it is easier to reef small sails as the wind increases, while still keeping the boat balanced. To maximize the amount of sail carried, the classic sloop may use a bowsprit, for downwind sailing, the typical foresail may be replaced by larger curved sails known as spinnakers or gennakers
14.
Ketch
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A ketch is a sailing craft with two masts. The distinguishing characteristic of a ketch is that the forward of the two masts is larger than the after mast, historically the ketch was a square-rigged vessel, most commonly used as a freighter or fishing boat in northern Europe, particularly in the Baltic and North seas. In modern usage, the ketch is a rigged vessel used as a yacht or pleasure craft. To assist going to windward, a ketch may carry one or more jibs or foresails, if a ketch has no jibs, it is called a cat ketch or a periauger. On older, larger ketches the main mast may in addition one or more square rigged topsails. The large fore-and-aft sail on the mainmast is the mainsail, while the sail on the mizzen mast is the mizzen and these sails may be any type of fore-and-aft sail, in any combination. Most modern ketches are Bermuda rigged, but other possible rigs on a ketch include gunter rigs, the Scots Zulu, for example, had a dipping lug main with a standing lug mizzen. In northern Europe and among long distance cruisers, the ketch is often preferred to a sloop, since the additional sail allows a balance. An advantage of the ketch is when sudden increases in wind strength require a rapid reefing, the ketch rig also allows sailing only on the mizzen and jib, without introducing excessive lee helm, and in an emergency can be quite well steered without use of the rudder. When running before the wind or reaching across the wind, a ketch may set extra sails such as a spinnaker on the main mast, and a spinnaker or mizzen staysail on the mizzen mast. Another advantage of a ketch is at anchor, where the sail may be used to hold the boat steady in the wind. The square-rigged ketch was largely supplanted by the brig, which differs from the ketch by having a forward mast smaller than the after mast, and by the hoy, other similar craft include the snow and the pink. But the balance of sail area can be an overriding characteristic, if 20% or more of the sail area is in the mizzen sail the rig would be termed a ketch. This is particularly true on center cockpit yachts, compared to a ketch, a similar size yawls mizzen sail is much smaller than the main, because of the limitations of the mizzen sheet. So on a ketch, the purpose of the mizzen sail is to both propel and balance the vessel, while on a yawl, the smaller mizzen mainly serves the purpose of trim or balance. Yawls tend to have mainsails almost as large as those of comparable sloops, a ketch may be distinguished from a cutter or a sloop by virtue of having two masts rather than one, though a ketch with two foresails is sometimes called a cutter-rigged ketch. Both the ketch and the yawl differ from the two-masted schooner, if a vessel has two masts of approximately the same height, the rig with the larger sail forward is called a ketch, while the rig with the larger sail aft is a schooner. The American two-masted schooner is rare in Europe, where the rig is preferred
15.
Yawl
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The mizzen sail is hoisted on the mizzen mast. The yawl was originally developed as a rig for fishing boats. In its heyday, the ability to be trimmed to sail without rudder input made it particularly popular with single-handed sailors, such as circumnavigators Harry Pidgeon. Modern self-steering and navigation aids have made less important. A good example of this was Olin Stephens Finisterre, a small ships boat, usually rowed by four or six oars. To add a sailing rig to a rowboat, the masts must not interfere with the rowers, the mainmast is placed well forward and the mizzen as far back as possible. The mizzen has to be small in size to keep the sail area balanced around the centre of lateral resistance to ensure the boat will sail in a straight line without excessive correction. Both the yawl and the ketch have two masts, with the main mast foremost. On classic yacht types with long overhangs and inboard rudders, the distinction is simple, for boats with shorter overhangs or outboard rudders the distinction is more usefully determined by comparing the purposes and relative sizes of the mizzens. Compared to a ketch, a similar size yawls mizzen sail is much smaller than the main, and is usually situated very far aft, behind the helm station. On a ketch, the purpose of the mizzen sail is to help propel the vessel as part of the working sail. On a yawl, the smaller mizzen mainly serves the purposes of trim and balance, Yawls tend to have mainsails almost as large as those of sloops of comparable sized hulls. The common definition of Yawl and Ketch using the rudder post does not reflect the tradition and was created by much more recent developments of a handicap system for racing yachts. The CCA rating rule was developed following World War II to allow different styles of boats to race against each other with a handicap calculated from measurements of each boat. It was later combined with the RORC rule to become the IOR rule in the late 1950s which was used to handicap international racing until the late 1980s, canoe Yawls have a pointed stern similar to a canoe. Rudders were usually placed on the back of the boat which allows the rudder to be raised to allow the boat to be landed on a beach
16.
Bermuda rig
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A Bermuda rig, Bermudian rig, or Marconi rig is a configuration of mast and rigging for a type of sailboat and is the typical configuration for most modern sailboats. Originally developed for smaller Bermudian vessels, and ultimately adapted to the larger, ocean-going Bermuda sloop, the Bermuda rigging has largely replaced the older gaff rigged fore-and-aft sails, except notably on schooners. The traditional design as developed in Bermuda features very tall, raked masts, a long bowsprit, in some configurations such as the Bermuda Fitted Dinghy vast areas of sail are achieved with this rig. Elsewhere, however, the design has omitted the bowsprit, and has become less extreme. A Bermuda rigged sloop with exactly one jib is known as a Bermuda sloop, a Bermuda sloop may also be a more specific type of vessel such as a small sailing ships traditional in Bermuda which may or may not be Bermuda rigged. The foot of a Bermuda sail may be attached to the boom along its length and this modern variation of a Bermuda mainsail is known as a loose-footed main. In some early Bermudian vessels, the mainsails were attached only to the mast and deck and this is the case on two of the three masts of the newly built Spirit of Bermuda, a replica of an 1830s British Royal Navy sloop-of-war. Additional sails were often mounted on traditional Bermudian craft, when running down wind, which included a spinnaker, with a spinnaker boom. The main controls on a Bermuda sail are, The halyard used to raise the head, the outhaul used to tension the foot by hauling the clew towards the end of the boom. The sheet used to haul the boom down and towards the center of the boat, the vang or kicking strap which runs between a point partway along the boom and the base of the mast, and is used to haul the boom down when on a run. The Bermuda rig developed from leg-of-mutton sails in Bermuda during the course of the 17th and 18th cnturies, the design was very useful on the gusty Bermudian waters for the boats that were the mainstay of transport around the archipelago into the 20th century. As Bermuda turned to an economy, after the dissolution of the Somers Isles Company in 1684, the rig was adapted to larger, ocean-going ships. The development of the rig is thought to have begun with fore-and-aft rigged boats built by a Dutch-born Bermudian in the 17th Century, the Dutch were influenced by Moorish lateen rigs introduced during Spains rule of their country. The Dutch eventually modified the design by omitting the masts, with the arms of the lateens being stepped in thwarts. By this process, the yards became raked masts, lateen sails mounted this way were known as leg-of-mutton sails in English. The Dutch called a vessel rigged in this manner a bezaanjacht, a bezaan jacht is visible in a painting of King Charles II arriving in Rotterdam in 1660. After sailing on such a vessel, Charles was so impressed that his successor, the Prince of Orange presented him with a copy of his own. The rig had been introduced to Bermuda some decades before this, Ships with somewhat similar rigs were in fact recorded in Holland during the 17th century
17.
Halyard
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In sailing, a halyard or halliard is a line that is used to hoist a ladder, sail, flag or yard. The term halyard comes from the phrase, to haul yards, halyards, like most other parts of the running rigging, were classically made of natural fibre like manila or hemp. A square rig sail with a halyard is mounted on a yard that is free to slide on a short section of the mast. The halyard is used to raise the yard when setting the sail, a gaff rigged sail has two, a throat halyard to lift the end of the gaff nearer the mast, and a peak halyard to lift the outer end. A more modern triangular sail has only one halyard which is attached at its uppermost point, halyards can be attached a number of ways to the head of a triangular sail. The most common methods are as follows, A shackle through a headboard on the sail, a bowline through a hole in the head. A half hitch with a knot, preferred over a bowline because it allows the sail to get closer to the top of the mast. The other end of the halyard is attached to the mast at its foot by way of a cleat. It is convention in some places to fasten the main halyard on the side of the mast. This allows quicker access to the lines in a time-critical situation, jumping the halyard is a technique used to raise a large sail quickly by employing a few crew members to work simultaneously on the halyard. The person jumping stands next to the mast and manually grabs the halyard as high as he can and pulling it down as fast and far as possible. While this crew member reaches for the next heave, a crew member tails or takes up the slack created by the jumper. When the person jumping can no longer pull up the sail simply by hanging on the halyard, to sweat the halyard is to take as much slack out of it as possible. This may be done with a winch, or manually, to manually sweat a halyard, the sweater grasps the line and, in a fluid motion, hauls it laterally towards himself, then down toward the deck, letting the tailer take up the new slack
18.
Topsail
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A topsail is a sail set above another sail, on square-rigged vessels further sails may be set above topsails. On a square rigged vessel, a topsail is a sail rigged above the course sail. A full rigged ship has either single or double topsails on all masts, the single or lower topsail being the second sail above the deck, the bottom edge of the topsail, like that of other square sails, is slightly concave. Although topsails of a kind were used at least as early as Roman times, they first came into use in Europe some time in the 15th century. It was quite common for a ship to sail with topsails and jibs alone, the larger topsails were difficult and dangerous to handle in strong winds. Sometime in the 1680s, reef-bands were introduced to tie up part of the sail, with topsails eventually getting four of these, and reefing the sails became a regular occupation of sailors. In the mid 19th century, topsails of merchant vessels were split into upper and lower topsails that could be managed separately. Competing versions of the double topsail were invented by Robert Bennet Forbes, although Forbes strove to defend his rig, the Howe rig dominated. In the Forbes rig, both topsail yards are fixed vertically, in the Howe rig, the upper topsail yard slides on the topmast so it can be lowered in a few seconds to close reef the upper topsail. Howe had the foot of the upper topsail closely attached to the lower topsail yard, in 1865 the British clipper Ariel introduced a gap there. Forbes first tried his rig in the topsail schooner Midas in 1844. The clipper Climax built in 1853 under the supervision of Howes was the first ship with Howe rig, gaff topsails, like gaff rigs in general, may still be seen at Tall Ships gatherings. The gaff rig has been superseded by the Bermuda rig. On a gaff-rigged sailing boat, topsails may take a few different forms, a gaff-rigged vessel might have a gaff topsail above any or all of its gaff sails. A yard topsail is similar, but set on a yard, early 19th-century topsail yards were set almost horizontally, but gradually increased in angle until they became almost vertical extension of the topmast. A jack-yard topsail instead has its lower edge extended out beyond the end of the gaff with a short yard, a jack-yard topsail may also have the aforementioned vertical yard, although this makes for a very large topsail. A cornish topsail is a triangular sail having its luff extended well above the masthead by being laced to a yard hoisted by a halyard rove through a sheave fitted diagonally in the mast. The heel of the yard fits immediately about the gaff and is kept in place by a called a timminoggy. A square topsail is a sail, carried above the foresail only
19.
Mast (sailing)
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The mast of a sailing vessel is a tall spar, or arrangement of spars, erected more or less vertically on the centre-line of a ship or boat. Its purposes include carrying sail, spars, and derricks, and giving necessary height to a light, look-out position, signal yard, control position. Large ships have several masts, with the size and configuration depending on the style of ship, nearly all sailing masts are guyed. Until the mid-19th century all vessels masts were made of wood formed from a single or several pieces of timber which typically consisted of the trunk of a conifer tree. From the 16th century, vessels were built of a size requiring masts taller and thicker than could be made from single tree trunks. On these larger vessels, to achieve the height, the masts were built from up to four sections, known in order of rising height above the decks as the lower, top, topgallant. Giving the lower sections sufficient thickness necessitated building them up separate pieces of wood. Such a section was known as a made mast, as opposed to sections formed from pieces of timber. Jigger-mast, typically, where it is the shortest, the aftmost mast on vessels with more than three masts. On a two-masted vessel with the main-mast forward and a smaller second mast, such as a ketch, or particularly a yawl. Although two-masted schooners may be provided with masts of identical size, the aftmost is still referred to as the main-mast, schooners have been built with up to seven masts in all, with several six-masted examples. On square-rigged vessels, each mast carries several horizontal yards from which the sails are rigged. A two-masted merchant vessel with a sizable foresail rigged on a slightly inclined foremast is depicted in an Etruscan tomb painting from 475–450 BC. While most of the ancient evidence is iconographic, the existence of foremasts can also be deduced archaeologically from slots in foremast-feets located too close to the prow for a mainsail. Artemon, along with mainsail and topsail, developed into the rig of seagoing vessels in imperial times. The imperial grain freighters travelling the routes between Alexandria and Rome also included three-masted vessels, a mosaic in Ostia depicts a freighter with a three-masted rig entering Romes harbour. Special craft could carry many more masts, Theophrastus records how the Romans imported Corsican timber by way of a raft propelled by as many as fifty masts. Throughout antiquity, both foresail and mizzen remained secondary in terms of size, although large enough to require full running rigging
20.
Gunter
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In sailing, a gunter is used for two main configurations of rig, The gunter is defined as a wire that leads from one point near the end of a gaff to a point near the other end. A block travels along this wire, and a halyard is attached to this block and this allows the gaff to be raised to the vertical by a single halyard, though another halyard is required at the gaff jaws to control height. The gunter is created by hoops or parrel beads which secure the gaff loosely to the mast in a vertical position, a halyard is bent to the gaff jaws to control height. A sail raised by either of these means is called a gunter rigged sail, a vessel with a gunter rigged mainsail is called a gunter rig. The effect is to have a topmast which is a pseudo telescopic extension of the shorter mast. One reason given for the popularity of the rig in dinghies is that the mast. In what follows, broadly speaking, the single halyard sail is known as a sliding gunter, the sliding gunter yard stays essentially vertical while being raised, while the folding gunter is hinged up to the mast from the horizontal, much like a high-peaked gaff sail. Secure jaws of the gaff around the mast with parrel beads if the gaff is a jawed gaff, the other, the throat halyard, is used to raise or lower the jaws of the gaff. Adjust the tension in the luff of the sail by adjusting the throat halyard, downhaul, gooseneck or any combination of these. Reefing a gunter rigged boat with a single halyard requires the sail to be lowered into the boat. Over time the two terms have been used with some interchangeability and this looks like a gunter rig when the boat is fully rigged. However it does not have the sliding component of the wire or the hooped gunter, nonetheless such small dinghies have been termed gunter rigged and gaff rigged with free use of each term. It is likely that the fluidity of language allows both terms to be used with correctness for these small boats, for larger craft the terms tend to be more rigorously applied. Gaff rig Sail plan Description of rigs, with pictures
21.
Spritsail
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The spritsail is a form of three or four-sided, fore-aft sail and its rig. Unlike the gaff where the head hangs from a spar along its edge, this rig supports the leech of the sail by means of a diagonal spar or spars named a sprit. The forward end of the spar is attached to the mast but bisects the face of the sail. It is said to be the ancestor from which the common gaff rig evolved in 16th-century Holland, historically, spritsails were the first fore-and-aft rigs, appearing in Greco-Roman navigation in the 2nd century BC. The spritsail was best known from its use in the Thames sailing barge, the sprit is free to move laterally, nearly as far to each side as the shrouds. This enables the vessel to reach and run, the instability caused by allowing such a weighty spar to extend too far away from the vessels centreline, however, had to be borne in mind when designing hull and rigging. The peak of the sail is attached to the head of the sprit. The spritsail rig was used without a boom. Such loose-footed sails can also be found on the Norfolk wherry, in this last example, the ability to furl the foot of the sail cleared the deck of the sheet while the sail could still be controlled by the vangs. This made gunnery much more readily possible, from the deck, the sail can very readily be set or reduced by very small increments so as to control the power obtained from it. Meanwhile, the boom does not project outboard so that the vessel can reach through a gap between moored vessels. Also, the head of the sail or a similarly controlled topsail can readily be set so as to use of the air above the wind-shadow of moored ships, warehouses. This fine control of the sail without need for the crew to leave the deck, is achieved by brailing up, rather than lowering the mainsail, it is gathered up against its own luff and head by means of lines called brails. This technique is a way of stowing the mainsail but more importantly. However, it means that the sail is stowed aloft and unreachable from the deck and it also means that the sail cannot easily be covered when it is stowed, and thus protected from the elements. But in any case, the crews of working vessels did not trouble with such dainty ways, in keeping with the general philosophy of working boats, all sails would therefore be traditionally treated with red oxide and other substances. A good crew could sail under a low bridge without losing steerage way. In the photograph, the windlass can be seen below the tack of the foresail and the tackle at the foot of the forestay, in striking the gear, the foresail tack tackle had to be cast off
22.
Ballast
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Ballast is material that is used to provide stability to a vehicle or structure. Ballast, other than cargo, may be placed in a vehicle, often a ship or the gondola of a balloon or airship, a compartment within a boat, ship, submarine, or other floating structure that holds water is called a ballast tank. Water should move in and out from the ballast tank to balance the ship, in a vessel that travels on the water, the ballast will remain below the water level, to counteract the effects of weight above the water level. The ballast may be redistributed in the vessel or disposed of altogether to change its effects on the movement of the vessel. The basic concept behind the ballast tank can be seen in forms of aquatic life. The concept has been invented and reinvented many times by humans to serve a variety of purposes, the simplest form of ballast used in small day sailers is so-called live ballast, or the weight of the crew. By sitting on the side of the hull, the heeling moment must lift the weight of the crew. On larger modern vessels, the keel is made of or filled with a high density material, such as concrete, iron, by placing the weight as low as possible the maximum righting moment can be extracted from the given mass. Traditional forms of ballast carried inside the hull were stones or sand, sailing ballast is used in sailboats to provide moment to resist the lateral forces on the sail. Insufficiently ballasted boats will tend to tip, or heel, excessively in high winds, too much heel may result in the boat capsizing. If a sailing vessel should need to voyage without cargo then ballast of little or no value would be loaded to keep the vessel upright, some or all of this ballast would then be discarded when cargo was loaded. Ballast weight is added to a race car to alter its performance. In most racing series, cars have a minimum allowable weight, often, the actual weight of the car is lower, so ballast is used to bring it up to the minimum. The advantage is that the ballast can be positioned to affect the handling by changing its load distribution. This is near-universal in Formula 1 and it is also common in other racing series that ballast may only be located in certain positions on the car. In some racing series, for example the British Touring Car Championship, ballast is used as a handicap, ballast may also be carried aboard an aircraft. For example, in gliding it may be used to increase speed and/or adjust the aircrafts center of gravity, if a cargo vessel wishes to travel empty or partially empty to collect a cargo, it must travel in ballast. This keeps the vessel in trim, and keeps the propeller and rudder submerged, typically, being in ballast will mean flooding the ballast tanks with sea water
23.
Forces on sails
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Similar principles in a rotating frame of reference apply to wind mill sails and wind turbine blades, which are also wind-driven. They are differentiated from forces on wings, and propeller blades, kites also power certain sailing craft, but do not employ a mast to support the airfoil and are beyond the scope of this article. Forces on sails depend on speed and direction and the speed. The direction that the craft is traveling with respect to the wind is called the point of sail. The speed of the craft at a point of sail contributes to the apparent wind—the wind speed. Depending on the alignment of the sail with the apparent wind, for apparent wind angles aligned with the entry point of the sail, the sail acts as an airfoil and lift is the predominant component of propulsion. For apparent wind angles behind the sail, lift diminishes and drag increases as the predominant component of propulsion, because of limitations on speed through the water, displacement sailboats generally derive power from sails generating lift on points of sail that include close-hauled through broad reach. This knowledge is applied to the design of sails in such a manner that sailors can adjust sails to the strength, the combination of a sailing crafts speed and direction with respect to the wind, together with wind strength, generate an apparent wind velocity. A component of this lift pushes the craft crosswise to its course, which is resisted by a sailboats keel, an important component of lift is directed forward in the direction of travel and propels the craft. To understand forces and velocities, discussed here, one must understand what is meant by a vector, velocity, denoted as boldface in this article, is an example of a vector, because it implies both direction and speed. The corresponding speed, denoted as italics in this article is a scalar value, likewise, a force vector, F, denotes direction and strength, whereas its corresponding scalar denotes strength alone. Graphically, each vector is represented with an arrow that shows direction, vectors of consistent units may be added and subtracted, graphically, by positioning tips and tails of the arrows, representing the input variables and drawing the resulting derived vector. Pressure differences result from is the force per unit area on the sail from the air passing around it. The lift force results from the pressure on the windward surface of the sail being higher than the average pressure on the leeward side. These pressure differences arise in conjunction with the air flow. To generate lift, a sail must present an angle of attack between the line of the sail and the apparent wind velocity. Angle of attack is a function of both the point of sail and how the sail is adjusted with respect to the apparent wind. As the lift generated by a sail increases, so does lift-induced drag, sails with the apparent wind behind them operate in a stalled condition
24.
Ship stability
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Ship stability is an area of naval architecture and ship design that deals with how a ship behaves at sea, both in still water and in waves, whether intact or damaged. Stability calculations focus on the center of gravity, center of buoyancy, ship stability, as it pertains to naval architecture, has been taken into account for hundreds of years. Historically, ship stability calculations for ships relied on rule of thumb calculations, some of these very old equations continue to be used in naval architecture books today. Master shipbuilders of the past used a system of adaptive and variant design, ships were often copied from one generation to the next with only minor changes being made, by replicating a stable design serious problems were not often encountered. Before this a breach in any part of a vessel could flood the entire length of the ship. Longitudinal bulkheads have a purpose, but damaged stability effects must be taken into account to eliminate excessive heeling. Today, most ships have means to equalize the water in sections port and starboard and these systems are designed to reduce the effects of waves or wind gusts. They do not increase the stability of the vessel in a calm sea, the International Maritime Organization International Convention on Load Lines does not mention active stability systems as a method of ensuring stability. The hull must be stable without active systems, a bilge keel is a long fin of metal, often in a V shape, welded along the length of the ship at the turn of the bilge. Bilge keels are employed in pairs, a ship may have more than one bilge keel per side, but this is rare. Bilge keels increase the resistance when a vessel rolls, thus limiting the amount of roll a vessel has to endure. Outriggers may be employed on vessels to reduce rolling. Rolling is reduced either by the required to submerge buoyant floats or by hydrodynamic foils. In some cases these outriggers may be of sufficient size to classify the vessel as a trimaran, antiroll tanks are tanks within the vessel fitted with baffles intended to slow the rate of water transfer from the port side of the tank to the starboard side. The tank is designed such that an amount of water is trapped on the higher side of the vessel. This is intended to have a completely opposite to that of the free surface effect. Paravanes may be employed by slow-moving vessels to reduce roll, many vessels are fitted with active stability systems. Active stability systems are defined by the need to input energy to the system in the form of a pump, hydraulic piston and these systems include stabilizer fins attached to the side of the vessel or tanks in which fluid is pumped around to counteract the motion of the vessel
25.
Hull (watercraft)
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The hull is the watertight body of a ship or boat. Above the hull is the superstructure and/or deckhouse, where present, the line where the hull meets the water surface is called the waterline. The structure of the hull varies depending on the vessel type, the uppermost continuous deck may be called the upper deck, weather deck, spar deck, main deck, or simply deck. The particular name given depends on the type of ship or boat. In a typical wooden sailboat, the hull is constructed of wooden planking, supported by transverse frames and bulkheads, often but not always there is a centerline longitudinal member called a keel. In fiberglass or composite hulls, the structure may resemble wooden or steel vessels to some extent, in many cases, composite hulls are built by sandwiching thin fiber-reinforced skins over a lightweight but reasonably rigid core of foam, balsa wood, impregnated paper honeycomb or other material. The shape of the hull is entirely dependent upon the needs of the design, shapes range from a nearly perfect box in the case of scow barges, to a needle-sharp surface of revolution in the case of a racing multihull sailboat. Hulls come in varieties and can have composite shape, but are grouped primarily as follows. Examples are the flat-bottom, v-bottom, and multi-bottom hull and these types have at least one pronounced knuckle throughout all or most of their length. These hull shapes all have smooth curves, examples are the round bilge, semi-round bilge, and s-bottom hull. After this they can be categorized as, Displacement The hull is supported exclusively or predominantly by buoyancy, vessels that have this type of hull travel through the water at a limited rate that is defined by the waterline length. They are often, though not always, heavier than planing types, planing The planing hull form is configured to develop positive dynamic pressure so that its draft decreases with increasing speed. The dynamic lift reduces the surface and therefore also the drag. They are sometimes flat-bottomed, sometimes V-bottomed and more rarely, round-bilged, the most common form is to have at least one chine, which makes for more efficient planing and can throw spray down. Planing hulls are more efficient at speeds, although they still require more energy to achieve these speeds. An effective planing hull must be as light as possible with flat surfaces that are consistent with sea keeping. Sail boats that plane must also sail efficiently in displacement mode in light winds, semi-displacement, or semi-planing The hull form is capable of developing a moderate amount of dynamic lift, however, most of the vessels weight is still supported through buoyancy. At present, the most widely used form is the round bilge hull, in the inverted bell shape of the hull, with a smaller payload the waterline cross-section is less, hence the resistance is less and the speed is higher
26.
Aspect ratio
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The aspect ratio of a geometric shape is the ratio of its sizes in different dimensions. For example, the ratio of a rectangle is the ratio of its longer side to its shorter side – the ratio of width to height. The aspect ratio is expressed as two separated by a colon. The values x and y do not represent actual widths and heights but, rather, as an example,8,5,16,10 and 1.6,1 are three ways of representing the same aspect ratio. In objects of more than two dimensions, such as hyperrectangles, the ratio can still be defined as the ratio of the longest side to the shortest side. The term is most commonly used reference to, Graphic / image Image aspect ratio Display aspect ratio. A square has the smallest possible ratio of 1,1. An ellipse with a ratio of 1,1 is a circle. A circle has the minimal DWAR which is 1, a square has a DWAR of sqrt. The Cube-Volume Aspect Ratio of a set is the d-th root of the ratio of the d-volume of the smallest enclosing axes-parallel d-cube. A square has the minimal CVAR which is 1, a circle has a CVAR of sqrt. An axis-parallel rectangle of width W and height H, where W>H, has a CVAR of sqrt = sqrt, if the dimension d is fixed, then all reasonable definitions of aspect ratio are equivalent to within constant factors. Aspect ratios are mathematically expressed as x, y, in digital images there is a subtle distinction between the Display Aspect Ratio and the Storage Aspect Ratio, see Distinctions. Ratio Equidimensional ratios in 3D List of film formats Squeeze mapping Vertical orientation
27.
Stall (fluid mechanics)
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In fluid dynamics, a stall is a reduction in the lift coefficient generated by a foil as angle of attack increases. This occurs when the angle of attack of the foil is exceeded. The critical angle of attack is typically about 15 degrees, but it may vary depending on the fluid, foil. Stalls in fixed-wing flight are often experienced as a reduction in lift as the pilot increases the wings angle of attack. A stall does not mean that the engine have stopped working, vectored thrust in manned and unmanned aircraft is used to surpass the stall limit, thereby giving rise to post-stall technology. Because stalls are most commonly discussed in connection with aviation, this article discusses stalls as they relate mainly to aircraft, the principles of stall discussed here translate to foils in other fluids as well. A stall is a condition in aerodynamics and aviation wherein the angle of attack increases beyond a point such that lift begins to decrease. The angle at which this occurs is called the angle of attack. The critical angle of attack is the angle of attack on the lift coefficient versus angle-of-attack curve at which the lift coefficient occurs. Flow separation begins to occur at angles of attack while attached flow over the wing is still dominant. As angle of attack increases, the regions on the top of the wing increase in size. At the critical angle of attack, separated flow is so dominant that additional increases in angle of attack produce less lift, a fixed-wing aircraft during a stall may experience buffeting or a change in attitude. Most aircraft are designed to have a stall with characteristics that will warn the pilot. For example, an aircraft that does not buffet before the stall may have an alarm or a stick shaker installed to simulate the feel of a buffet by vibrating the stick fore. The buffet margin is, for a set of conditions, the amount of ‘g’. The critical angle of attack in steady straight and level flight can be attained only at low airspeed, attempts to increase the angle of attack at higher airspeeds can cause a high-speed stall or may merely cause the aircraft to climb. Any yaw of the aircraft as it enters the stall regime can result in autorotation, as air no longer flows smoothly over the wings during a stall, aileron control of roll becomes less effective, whilst simultaneously the tendency for the ailerons to generate adverse yaw increases. This characteristic increases the lift from the wing and increases the likelihood of the aircraft entering into a spin
28.
Point of sail
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Point of sail is a sailing boats orientation in relation to the current wind direction. Sailboats cannot sail directly into the wind, nor on a course that is too close to the direction from which the wind is blowing, the range of directions into which a boat cannot sail is called the no-go zone. When attempting to sail into the zone, the boats sails do not produce enough drive to maintain way or forward momentum through the water. Therefore, the boat will eventually coast to a stop, with the rudder becoming less and less effective at controlling the direction of travel, the size of the no-go zone varies, but all sailboats have one. Its width depends on the design of the boat, its rig, and its sails, as well as on the wind strength and the sea state. Depending on the boat and the conditions, the zone may be from 30 to 50 degrees either side of the wind. A sailboat is said to be in if it is stopped. This is also known as being taken aback, especially on a vessel whose sails can be blown back against the masts. A boat is said to be sailing close-hauled when its sails are trimmed in tightly and this point of sail lets the boat travel diagonally to the wind direction, or upwind. When the wind is coming from the side of the boat, a beam reach is when the wind is at a right angle to the boat. A close reach is a closer to the wind than a beam reach. I. e. any angle between a reach and close-hauled. The sails are trimmed in, but not as tight as for a close-hauled course, a broad reach is a course further away from the wind than a beam reach but above a run. In a broad reach, the wind is coming from behind the boat at an angle and this represents a range of wind angles between beam reach and running downwind. The sails are eased out away from the boat, but not as much as on a run or dead run, on this point of sail, the wind is coming from directly behind the boat. Running can be dangerous to those on board in the event of an accidental jibe, when running, the mainsail is eased out as far as it will go. The jib will collapse because the mainsail blocks its wind, and must either be lowered and replaced by a spinnaker, running with the jib to windward is known as gull wing, goose wing, butterflying or wing and wing. A genoa gull-wings well, especially if stabilized by a whisker pole, which is similar to but lighter than a spinnaker pole
29.
Sail plan
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A sail plan is a set of drawings, usually prepared by a naval architect which shows the various combinations of sail proposed for a sailing ship. Alternatively, as a term of art, it refers to the way such vessels are rigged as discussed below, the combinations shown in a sail plan almost always include three configurations, A light air sail plan. Over most of the Earth, most of the time, the force is Force 1 or less. Thus a sail plan should include a set of huge, lightweight sails that will keep the ship underway in light breezes and this is the set of sails that are changed rapidly in variable conditions. They are much stronger than the light air sails, but still lightweight, an economical sail in this set will include several sets of reefing ties, so the area of the sail can be reduced in a stronger wind. This is the set of small, very rugged sails flown in a gale, to keep the vessel under way. In all sail plans, the attempts to balance the force of the sails against the drag of the underwater keel in such a way that the vessel naturally points into the wind. In this way, if control is lost, the vessel will avoid broaching, broaching always causes uncomfortable motion, and in a storm, the breaking waves can destroy a lightly built boat. The architect also tries to balance the force on each sail plan against a range of loads. The calculation assures that the sail will not knock the vessel sideways with its mast in the water, capsizing, fore-and-aft rig features flat sails that run fore and aft. These types of sails are the easiest to manage, because they often do not need to be relaid when the ship changes course, Bermuda rig is a type of fore-and-aft rig with a triangular mainsail. Gaff rig features fore-and-aft sails shaped like a triangle minus its point, the top of the sail tends to twist away from the wind reducing its efficiency when close-hauled. However, due to the gaff on the top edge of the sail the centre of effort is typically lower, square rig features sails set square to the mast from a yard, a spar running transversely in relation to the hull. In ships built using designs of the square rig, sailors would have to climb the rigging. In a modern square rigged design the crew can furl and unfurl sails by remote control from the deck, lateen rig features a triangular sail set on a long yard, mounted at an angle on the mast and running in a fore-and-aft direction. This is one of the lowest drag sails, each form of rig requires its own type of sails. Among them are, A staysail is a piece of cloth that has one or two attached to a stay, that is, one of the ropes or wires that helps hold the mast in place. A staysail was classically attached to the stay with wooden or steel hoops, sailors would test the hoops by climbing on them
30.
Broach (sailing)
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A sailboat broaches when its heading suddenly changes towards the wind due to wind/sail interactions for which the rudder cannot compensate. This happens when the force on the rig greatly exceeds the hydrodynamic force on the hull. In small boats and dinghies, broaching can lead to a death roll, in larger boats broaching can lay the mast horizontal, putting both rig and crew at risk. It can be dangerous when racing other boats at close quarters. More succinctly, a broach is to slew around on a wave front, another source says it is extremely dangerous and likens it to turning broadside and losing control in following seas, so as to present the ships side to oncoming large waves. In that event, the ship may trip on its keel, roll, capsize, historically, it has been defined as, Broach-to. It generally happens when there is considerable sea on, and the ship is carrying a press of canvas with a deal of after-sail set. When a ship sails with the aft, or on the quarter, the wind acts in the direction of the ship s course. This may be due to excessive heeling, swell that causes the rudder to be lifted out of the water. The boat will come quickly across the wind with too much sail set and it can also happen on a close reach where it is typically precipitated by sudden waves. With an inattentive helmsman it can be a consequence of gybing, when it happens unexpectedly and the helm isnt corrected, the heading of the boat may veer into the wind causing a broach. In addition the sea conditions also falsely seem milder on this point of sail as developing white caps are shielded from view by the back of the waves and are less apparent. When changing course in a wind from a run to a reach or a beat. One of the less obvious causes of broaching is an oscillation developed when running downwind, when running dead downwind, the sails are set with an angle of attack of nearly 90 degrees to the wind. The high angle of attack causes turbulent bubbles to form on the side of the sail. The sudden separation of a turbulent bubble drops the lift of the sail to nearly nothing, at angles of attack near 90 degrees, lift can generate on the leech, or trailing edge of the sail. As the boat due to separation of turbulent bubbles, a constructive interference is formed. Once started, the oscillation builds quickly, especially in modern ultra-light displacement centerboard boats and sportsboats, once this oscillation reaches a certain point, the extreme change in heel angle will cause the boat to broach
31.
Watersail
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A watersail is a sail hung below the boom. It is used mostly on gaff rig boats for extra downwind performance when racing, often a watersail will be improvised from an unused foresail. Its psychological effects may be effective than its aerodynamic ones. Because they are so low down, they do not pull as hard as you might hope, to see a long boomed gaffer overtaking from dead upwind with spinnaker on one side, and main, topsail and watersail on the other, is devastating. She seems to fill the sky, while the air for 50yds ahead of her is so still that the victims pipe-smoke goes straight up as his yacht is inexorably overhauled
32.
J. & E. Riggin (schooner)
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The schooner J. & E. Riggin, a National Historic Landmark, was built on the Maurice River in Dorchester, New Jersey in 1927. She is one of a number of surviving two-masted schooners. Now based in Rockland, Maine, she serves as a windjammer offering sailing cruises to tourists, charles Riggin had her built for his oyster dredging fleet and named her after his sons, Jacob and Edward. They all captained her at one time or another on the Delaware Bay and she was always known as a quick, light air vessel and her speed was proven in 1929 when she handily won the only official Oyster Dredging Race in the Delaware Bay. She was used for oyster-dredging until the 1940s, when the regulations changed. The Riggin family sold her and she was converted to power to begin fishing for groundfish and mackerel in Cape Cod, in the early 1970s she was bought by Dave and Sue Allen and converted from a fishing vessel to a passenger carrying vessel which is what she remains. Her engine was removed and cabins added below to create space for guests and she is part of the Maine Windjammer fleet, carrying vacationers on 3-, 4- and 6-day sailing trips in Penobscot Bay, Maine. Her homeport is Rockland, Maine and her sailing grounds range from Boothbay Harbor, Maine to Bar Harbor, much of her deck, underwater planking and frames are original. She is currently owned by Jon Finger and Anne Mahle, J. & E. Riggin was declared a National Historic Landmark in 1992. J. & E. Riggins sparred length is 120 feet,89 feet on deck,23 feet at the beam and draws 7 feet with the centerboard up. She is a schooner with low sides and a spoon bow, using a yawl boat for auxiliary power as one might a small tug boat to maneuver the vessel on and off the dock. List of schooners List of National Historic Landmarks in Maine National Register of Historic Places in Knox County, Maine Official web site
33.
Jib
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A jib is a triangular staysail that sets ahead of the foremast of a sailing vessel. Its tack is fixed to the bowsprit, to the bow, jibs and spinnakers are the two main types of headsails on a modern boat. Boats may be sailed using a jib alone, more commonly jib make a direct contribution to propulsion. Generally, a jibs most crucial function is as an airfoil, increasing performance, on boats with only one jib, it is common for the clew of the jib to be further aft than the mast, meaning the jib and mainsail overlap. An overlapping jib is called a genoa jib or simply a genoa and these are efficiently used when reaching more broadly than a close reach. Alternatively, a boat may carry smaller jibs, to compensate aerodynamics when the sail is reefed. On a boat with two staysails the inner sail is called the staysail, and the outer is called the jib and this combination of two staysails is called a cutter rig and a boat with one mast rigged with two staysails and a mainsail is called a cutter. On cruising yachts, and nearly all racing sailboats, the jib needs to be worked when tacking, on these yachts, there are two sheets attached to the clew of the jib. As the yacht comes head to wind during a tack, the sheet is released. This sheet becomes the new active sheet until the next tack, schooners typically have up to three jibs. The foremost one sets on the topmast forestay and is called the jib topsail, a second on the main forestay is called the jib. Actually, all three sails are both jibs and staysails in the generic sense, jibs, but not staysails, could also be set flying, i. e. not attached to the standing rigging. A large square-rigged ship typically has four jibs, but could have as many as six, from forward to aft, these sails are called, Jib of jibs Spindle jib Flying jib Outer jib Inner jib Fore staysail. The first two were used except by clipper ships in light winds and were usually set flying. A storm jib was a small jib of heavy canvas set to a stay to help to control the ship in bad weather
34.
Staysail
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A staysail is a fore-and-aft rigged sail whose luff can be affixed to a stay running forward from a mast to the deck, the bowsprit, or to another mast. Most staysails are triangular, however some are four-cornered, notably some fishermans staysails, triangular staysails set forward of the foremost mast are called jibs, headsails, or foresails. The innermost such sail on a cutter, schooner, and many other rigs having two or more foresails is referred to simply as the staysail, while the others are referred to as jibs, flying jibs, etc. Types of staysail include the tallboy staysail, the staysail. Unlike the cutter staysail, none of these sails have their luff affixed to a stay, on large rigs, staysails other than headsails are named according to the mast and mast section on which they are hoisted. Thus, the staysail hoisted on a stay that runs forward, if two staysails are hoisted to different points on this mast, they would be the mizzen upper topgallant staysail and the mizzen lower topgallant staysail. In square rigged ships the staysails can help in tacking, overcoming the lumbering square sails tendency to prevent bearing up to windward, where a ship attempts to tack but fails and has to bear away again on the original tack, she is said to have missed her stays. In cutter rigged yachts the genoa will often need to be furled before changing tack due to the difficulty in passing the big sail between the two forestays, here the staysail can help bring the bow through the wind more effectively
35.
Johannes Christiaan Schotel
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Johannes Christiaan Schotel was a 19th-century painter from the Northern Netherlands known for his marines. Schotel was born and died in Dordrecht, according to the RKD he was the pupil of Adriaan Meulemans, Martinus Schouman, Abraham van Strij, and Jacob van Strij. He was a member of the Dordrecht artists society Pictura and was the father of Petrus Johannes Schotel
36.
Port Jackson
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Port Jackson, consisting of the waters of Sydney Harbour, Middle Harbour, North Harbour and the Lane Cove and Parramatta Rivers, is the ria or natural harbour of Sydney, New South Wales, Australia. The harbour is an inlet of the Tasman Sea and it is the location of the Sydney Opera House and Sydney Harbour Bridge. The location of the first European settlement in Australia, Port Jackson has continued to play a key role in the history and development of Sydney. Many recreational events are based on or around the harbour itself particularly the Sydney New Years Eve celebrations, the waterways of Port Jackson are managed by the Roads & Maritime Services. Sydney Harbour National Park protects a number of islands and foreshore areas, swimming spots, bushwalking tracks, the land around Port Jackson was occupied at the time of the European arrival and colonisation by the Eora clans, including the Gadigal, Cammeraygal, and Wangal. The Gadigal occupied the land stretching along the side of Port Jackson from what is now South Head. The Cammeragal lived on the side of the harbour. The area along the banks of the Parramatta River to Rose Hill belonged to the Wangal. The Eora occupied Port Jackson, south to the Georges River, the first recorded European discovery of Sydney Harbour, was by Lieutenant James Cook in 1770 - Cook named the inlet after Sir George Jackson. His ships log notation states at noon we were. about 2 or 3 miles from the land, eighteen years later, on 21 January 1788, after arriving at Botany Bay, Governor Arthur Phillip took a longboat and two cutters up the coast to examine Cooks Port Jackson. Phillip first stayed over night at Camp Cove, then moved down the harbour, landing at Sydney Cove, Phillip returned to Sydney Cove in HM Armed Tender Supply on 26 January 1788, where he established the first colony in Australia, later to become the city of Sydney. From 1938, seaplanes landed in Sydney Harbour on Rose Bay, in 1942, to protect Sydney Harbour from a submarine attack, the Sydney Harbour anti-submarine boom net was constructed. It spanned the harbour from Green Point, Watsons Bay to the battery at Georges Head, on the night of 31 May 1942, three Japanese midget submarines entered the harbour, one of which became entangled in the western end of the boom nets central section. Unable to free their submarine, the crew detonated charges, killing themselves in the process, a second midget submarine came to grief in Taylors Bay, the two crew committing suicide. The third submarine fired two torpedoes at USS Chicago before leaving the harbour, in November 2006, this submarine was found off Sydneys Northern Beaches. The anti-submarine boom net was demolished soon after World War II, and all that remains are the foundations of the old boom net winch house, today, the Australian War Memorial has on display a composite of the two midget submarines salvaged from Sydney Harbour. The conning tower of one of the submarines is on display at the RAN Heritage Centre, Garden Island. Fort Denison is a former site and defensive facility occupying a small island located north-east of the Royal Botanic Gardens in Sydney Harbour
37.
Cutter (boat)
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A cutter is typically a small, but in some cases a medium-sized, watercraft designed for speed rather than for capacity. Traditionally a cutter sailing vessel is a small single-masted boat, fore-and-aft rigged, the cutters mast may be set farther back than on a sloop. In modern usage, a cutter can be either a small- or medium-sized vessel whose occupants exercise official authority, examples are harbor pilots cutters and cutters of the U. S. Coast Guard or UK Border Force. Cutters can also be a small boat serving a one to ferry passengers or light stores between larger boats and the shore. This type of cutter may be powered by oars, sails or a motor, the cutter is one of several types of sailboats. Traditionally the sloop rig was a rig with a single mast located forward of 70% of the length of the sailplan, in this traditional definition a sloop could have multiple jibs on a fixed bowsprit. Cutters had a rig with a single mast more centrally located, which could vary from 50% to 70% of the length of the sailplan, with multiple headsails, a mast located aft of 50% would be considered a mast aft rig. Somewhere in the 1950s or 1960s there was a shift in these definitions such that a sloop only flew one headsail, in this modern idiom, a cutter is a sailing vessel with more than one head sail and one mast. Cutters carry a staysail directly in front of the mast, set from the forestay, a traditional vessel would also normally have a bowsprit to carry one or more jibs from its end via jibstay on travelers. In modern vessels the jib may be set from a permanent stay fixed to the end of a fixed bowsprit, or directly to the stem fitting of the bow itself. In these cases, that may be referred to as the forestay, and the inner one, a sloop carries only one head sail, called either the foresail or jib. These could be managed without the need for crews, winches, or complex tackles, making the cutter especially suitable for pilot, customs. For example, a pilot cutter may only have two people on board for its outward trip—the pilot to be delivered to a ship and an assistant who had to sail the cutter back to port single-handed. The cutter sailing rig became so ubiquitous for these tasks that the modern-day motorised vessels now engaged in these duties are known as cutters, the open cutter carried aboard naval vessels in the 18th Century was rowed by pairs of men sitting side-by-side on benches. The cutter, with its transom, was broader in proportion compared to the longboat, the Watermen of London used similar boats in the 18th Century often decorated as depicted in historical prints and pictures of the River Thames in the 17th & 18th Centuries. The modern Waterman’s Cutter is based on drawings of these boats and they are 34 feet long with a beam of 4 ft 6 in They can have up to six oarsmen either rowing or sculling and can carry a cox and passengers. The organisers of the Great River Race developed the modern version in the 1980s, watermen’s Cutters also compete annually in the Port of London Challenge, and the Port Admirals’ Challenge. Cutter races are also to be found at various town rowing and skiffing regattas, in addition the cutters perform the role of ceremonial Livery Barges with the canopies and armorial flags flying on special occasions
38.
Governor Ames
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The Governor Ames was the first five-masted schooner. In the late 19th century, she was the worlds largest cargo vessel and she was launched on December 1,1888 by the Leavitt-Storer shipyard of Waldoboro, Maine, United States, and was named for Oliver Ames. The Governor Ames was owned and operated by the Atlantic Shipping Company based in Somerset, the David Dows was longer than the Governor Ames but otherwise smaller. The anchor chain broke, and the schooner ran aground on Georges Bank. The lumber trade proving profitable, she was employed for the five years in that trade, venturing far away from the Eastern seaboard. She rounded Cape Horn to bring lumber to Redondo Beach, California and was employed hauling lumber from Pacific ports to Australia. Returning to the waters of the Eastern United States via Cape Horn once more, on May 30,1899, the Governor Ames grounded in eighteen feet of water near Key West, Florida. With assistance from the tug Childs and other schooners and the jettisoning of 200 short tons of coal, the schooner was driven onto Wimble Shoals and broke up within two hours. Thirteen of the fourteen aboard perished, including the master, Captain King, the sole survivor was one Joseph Speering of New York
39.
Victory Chimes (schooner)
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The three-masted schooner Victory Chimes, also known as Edwin and Maud or Domino Effect, is a US National Historic Landmark. She is the last surviving Chesapeake Ram schooner, the boat on the Maine State Quarter is meant to resemble the Victory Chimes. Victory Chimes was built at Bethel, Delaware in 1900 by George K. Phillips Co and she was named Edwin and Maud after the children of her first Captain, Robert E. Riggen. The traditional ram rig was a standing jib, flying jib, staysail, foresail, mainsail and spanker, the heads of the fore, main and mizzen sails are supported by gaffs and the feet are laced to booms. The standing rigging is steel wire, standing rigging was minimal on rams, to enable deck cargo to be stowed on uncluttered decks. She was designed to carry cargo in the Chesapeake Bay. She was built with a centerboard, and a draft for work in the Bay. Her centerboard, replaced in 1965, draws 7 feet 6 inches with the centerboard up and 18 feet with the centerboard down, Edwin and Maude served in the cargo trade until 1945 carrying sawn lumber, grain, soft coal and fertilizer. She was converted to carry passengers in 1946 and she was renamed Victory Chimes after purchase by a syndicate in 1954, for charter in Maine. In 1984, the ship was purchased by a Minnesota banker, Jerry Jubie, for about $1 million, who brought her to Duluth, Minnesota. She was used for educational cruises for school students, sold at auction in 1987, and sold again by Norwest Bank in 1988 to Thomas Monaghan. He used the vessel for employee incentive cruises, and invested an amount of money in restoring her with traditional methods at Samples Shipyard in Boothbay Harbor. The ship returned to Maine in 1989, where she was purchased by Captain Kip Files and they changed her name back to Victory Chimes. In 1997, it was reported that the vessel was operating as a sailing ship. Just as when Victory Chimes was built, the schooner does not carry an engine, maneuvering assistance is provided by a nineteen foot wooden yawlboat which pushes against the stern. When not in use it is towed astern, the current yawl boat was built in 1991. to enable the vessel to compete with other vessels in the passenger schooner trade which have been modified to carry engines. Probably a bit bigger than would have originally been used and it is powered by a 135 horsepower Ford diesel engine. Three other boats are carried on davits, as of 2010, Victory Chimes was equipped with a 210 HP Cummins diesel engine for powering a donkey thrower which retrieves the anchors
40.
USS Zaca (IX-73)
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The second USS Zaca was a wooden-hulled, schooner-rigged yacht with an auxiliary engine. She was designed by Garland Rotch and completed in 1930 at Sausalito, California, built by Nunes Brothers Boat and Ways Co. Due to the need for patrol and rescue craft in the busy waters in the San Francisco area during World War II. Turned over to the War Shipping Administration on 21 May 1945, Zaca was acquired in 1946 by Errol Flynn, Zaca is featured prominently in the 1947 Orson Welles film The Lady from Shanghai. A documentary short film Cruise Of The Zaca which features Errol Flynn aboard his vessel was made in 1952 and has shown on the Turner Classic Movies TV channel. Flynn owned the yacht until his death in 1959, as of 2008, Zaca is privately owned and berthed in Monaco. The skipper is Bruno Dal Pias, a crew of four regularly sail Zaca to ports such as Punta Ala, Gaeta, Capri, Cagliari, and throughout the Aegean Sea. The Zaca is frequently seen at prestigious sailing races in the Mediterranean and her winter port is in Port de Fontvielle, Monaco. In 2009, the Sailing Channel dedicated a program to the history of the Zaca from original construction to the present entitled In the Wake of the Zaca. According to Richard Winer, the Zaca is supposed to be haunted, witnesses have reported seeing the visage of Errol Flynns frustrated ghost pacing on board. Others have described the sounds of voices and laughter as if a party was happening on board. This article incorporates text from the public domain Dictionary of American Naval Fighting Ships, the entry can be found here. In the Wake of the Zaca,2009
41.
Errol Flynn
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Errol Leslie Flynn was an Australian-born actor who achieved fame in Hollywood after 1935. He was known for his romantic roles in Hollywood films, as well as frequent partnerships with Olivia De Havilland. Errol Leslie Flynn was born in a suburb of Hobart, Tasmania and his mother was born Lily Mary Young, but shortly after marrying Theodore at St. Johns Church of England, Birchgrove, Sydney, on 23 January 1909, she changed her first name to Marelle. Flynn described his mothers family as seafaring folk and this appears to be where his lifelong interest in boats, both of his parents were native-born Australians of Irish, English, and Scottish descent. Despite Flynns claims, the evidence indicates that he was not descended from any of the Bounty mutineers and his formal education ended with his expulsion from Shore for theft, and, he later claimed, for a sexual encounter with the schools laundress. He spent the five years oscillating between the New Guinea frontier territory and Sydney. In January 1931, he engaged to Naomi Campbell-Dibbs, the youngest daughter of Mr and Mrs R Campbell-Dibbs of Temora and Bowral NSW. Chauvel was looking for someone to play the role of Fletcher Christian, there are different stories how Errol Flynn was cast. According to one, Chauvel saw his picture in an article about a wreck involving Flynn. The most popular account is that he was discovered by cast member John Warwick, the film was not a strong success at the box office, but it was the lead role and seemed to ignite Flynns interest in acting. In late 1933 he returned to Britain to pursue a career in acting, Northampton is home to an art-house cinema named after him, the Errol Flynn Filmhouse. He performed at the 1934 Malvern Festival and in Glasgow, in 1934 Flynn was dismissed from Northampton Rep. after he threw a female stage manager down a stairwell. Asher cast him as the lead in Murder at Monte Carlo, the movie was not widely seen ), but Asher was enthusiastic about Flynns performance and cabled Warner Bros in Hollywood, recommending him for a contract. Executives agreed, and Flynn was sent out to Los Angeles, on the ship from London, Flynn met Lili Damita, an actress five years his senior whose contacts proved valuable when Flynn arrived in Los Angeles. Warner Bros publicity described him as an Irish leading man of the London stage and his first appearance was a small role in The Case of the Curious Bride. Flynn had two scenes, one as a corpse and one in flashback and his next part was slightly bigger, in Dont Bet on Blondes, a B-picture screwball comedy. Warner Bros were preparing a big budget movie, Captain Blood, based on the novel by Rafael Sabatini. They originally intended to cast Robert Donat but he turned down the role, Warners considered a number of other actors, including Leslie Howard and conducted screen tests of those they had under contract, such as Flynn
42.
Dutch East India Company
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It is often considered to be the worlds first truly transnational corporation and the first company in history to actually issue bonds and shares of stock to the general public. In other words, the VOC was officially the first publicly traded company of the world, the company was also considered by many to be the very first major and the greatest corporation in history. Statistically, the VOC eclipsed all of its rivals in international trade for almost 200 years of existence. Between 1602 and 1796 the VOC sent almost a million Europeans to work in the Asia trade on 4,785 ships, the VOC enjoyed huge profits from its spice monopoly through most of the 17th century. Having been set up in 1602, to profit from the Malukan spice trade, in 1619 the VOC established a capital in the city of Jayakarta. Over the next two centuries the Company acquired additional ports as trading bases and safeguarded their interests by taking over surrounding territory and it remained an important trading concern and paid an 18% annual dividend for almost 200 years. Around the world and especially in English-speaking countries, the VOC is widely known as the Dutch East India Company, the name ‘Dutch East India Company’ is used to make a distinction with the East India Company and other East Indian companies. The abbreviation VOC stands for Vereenigde Oost-Indische Compagnie or Verenigde Oostindische Compagnie in Dutch, the VOC monogram was possibly the first globally-recognized corporate logo. The logo of the VOC consisted of a large capital V with an O on the left and it appeared on various corporate items, such as cannon and coins. The first letter of the hometown of the conducting the operation was placed on top. An Australian vintner has used the VOC logo since the late 20th century, the flag of the company was orange, white, and blue, with the company logo embroidered on it. Before the Dutch Revolt, Antwerp had played an important role as a centre in northern Europe. At the same time, the Portuguese trade system was unable to supply to satisfy growing demand. Demand for spices was relatively inelastic, and therefore each lag in the supply of pepper caused a rise in pepper prices. These three factors motivated Dutch merchants to enter the spice trade themselves. Further, a number of Dutchmen like Jan Huyghen van Linschoten and Cornelis de Houtman obtained first hand knowledge of the secret Portuguese trade routes and practices, thereby providing opportunity. The stage was set for Houtmans 1595 four-ship exploratory expedition to Banten, the main pepper port of West Java. Houtmans expedition then sailed east along the north coast of Java, losing twelve crew to a Javanese attack at Sidayu, half the crew were lost before the expedition made it back to the Netherlands the following year, but with enough spices to make a considerable profit
