Chesapeake Craft
Editor Forest and Stream:
Mention has been made several times recently of the Chesapeake Bug-eye. The etymology of the term makes it "Buck eye" These boats are an exaggeration of the "dugout" canoe, and were developed gradually by the bay shore people, as the necessity for larger boats became apparent. It was easy to get almost any desired length in a single log, but not so as to beam and depth. Very natural it was to add to beam and depth by building up and out with logs bolted to the sides of the long, narrow and shallow dugout. This was done, and masts and sails added to suit the increased size. A large boat required anchors and cables instead of being dragged up on the beach, as with the small canoe. The primitive builder bored two holes, one on each side of the stem, through which to pay out his cables. These were simply two round holes, bored with a large augur, and when the boat was coming head on, resembled to the fancy of the negroes, the eyes of a buck. The illusion was somewhat increased by the addition of a bowsprit and its attendant gear. 'The leg-of-mutton sail -- the primitive sail of all nations -- was adopted, with two masts; the bowsprit and jib being a later accession. This is yet the favorite rig of canoes of thirty feet in length and under.
As before observed, length being the dimension most easily attainable, the Buck-eye was built long and narrow, and being heavy in body but easily driven through the water, with a low center of effort for its sails, it proved a fast and stiff boat. It was sharp at each end; the greatest beam was about one-third the distance from stem to stern, thence sloping by easy lines fore and aft, giving a clear entrance and good clearance. As to deadrise, it was a matter of choice or convenience. Generally the deadrise was slight. Its entire construction depended on convenience and economy. It had no overhang, because it was easier and cheaper not to have any, and besides a "springiness" to the masts was considered desirable, because sudden flaws were not so likely to knock down. The center-board was always inserted, because the Buck-eye was intended for the shallow waters of creeks and inlets as well as for the waters of the bay. One peculiarity was the manner of stepping the masts. The foremast was longer than the mainmast and did not rake so much. To the mainmast was given a rake aft. The negroes say it makes them sail faster on the wind. In small canoes the mainmast is shifted, so as to stand upright when sailing before the wind. The accompanying sketch indicates the rig and position of the masts. Of late years imitations of the old-fashioned buck-eye have been regularly built, timbered and planked, and the beam has been increased. This has necessitated an area of sail, and the schooner rig has been used. Sometimes only the foresail has a gaff. The genuine Buck-eye rarely has less than five beams to the length. The modern imitations sometimes have less than four. This puts them on a par with other broad, shallow boats.
The Buck-eye has a well-deserved reputation for speed and seaworthiness. It pounds somewhat in a heavy sea, but its weight forces it through, if not over, the combers. This makes it a rather wet boat, but the exhilarating sensation produced by great speed, and a sense of security at the same time, makes amends for the inconvenience of flying spray and a wet jacket. Last summer I cruised in company with a Buck-eye, 42ft. long, manned by two gentlemen of Baltimore city. She drew twenty inches without the board. In sudden and heavy flaws she was rarely luffed. She would lie over and appear to spill the wind out of her tall sharp sails, and then right again. Her crew took pleasure in tackling every sailing craft for a race; nothing under 70ft. in length ever beat her. She steered under any two of her three sails. On one occasion this craft, on her way from Cape May to Cape Charles, was driven out to sea before a heavy northwest blow. Her crew, the aforesaid gentlemen, worn out by fatigue, hove her to and went to sleep. She broke her tiller lashing during the night, and when they awoke, she was pegging away on a southeast course under her jib. They put her about, and in twenty hours were inside Cape Henry, pretty well tired out. Buck-eyes frequently run from Norfolk to New York with fruit. For shallow waters, I am satisfied there is no better craft afloat. Built deep with a loaded keel, they would rival the English cutter in seaworthiness and speed.
We have another style of boat in the Chesapeake, the American rival of the English deep boats. It is here styled a pungey. The pungey is regularly built, that is, timbered and planked and is narrow and deep, with no waist to obstruct the seas that may sweep over her. This is a remarkably fast and able sea boat, much used for oyster dredging in winter. It is a saying here that "when a pungey reefs, a steamship had better make harbor." I beg leave to commend our Buck-eye to shallow-water sailors and our pungey to deep-water sailors, suspecting that either would be an improvement on some of the fancy yachts of our Northern brothers.
BUCK-EYE.
[The "pungies" of the Chesapeake are smart, handsome craft with many of the elements of a good vessel. The best of them have moderate beam, considerable depth and great deadrise with a V bottom. Also keel with much drag, well rounded up forward and great rake to sternpost. With the necessary refinement of lines, outside weight and corresponding increase of rig, they would rank high in all respects. They can be classed about half way between the New York pilot boat and the racing cutter.]