Spray (sailing vessel)

The S.V. Spray was the vessel rebuilt by Joshua Slocum and used in his successful attempt to circumnavigate the world single-handedly, the first voyage of its kind.

The "Spray" was a convert|36|ft|9|in|m|sing=on sloop-rigged fishing boat refitted as an ocean cruiser. (It was later re-rigged as a yawl after problems Slocum encountered in the Strait of Magellan.) Its days as a fishing boat, probably as a Chesapeake Bay oysterman, had come to an end by 1885, and it was a derelict, a slowly-deteriorating hulk sitting in a makeshift ship's cradle in a seaside meadow on Poverty Point in Fairhaven, Massachusetts, when Captain Eben Pierce of that town offered it to Joshua Slocum as a gift. Slocum came to Fairhaven to look at the "Spray" (sorry sight that it was), and he undertook to repair and refit it over the next thirteen months.

The story of the "Spray"'s rebirth as a seaworthy craft is probably best told by Slocum himself in the first chapter of his book, "Sailing Alone Around the World":

::"One midwinter day of 1892, in Boston, where I had been cast up from old ocean, so to speak, a year or two before, I was cogitating whether I should apply for a command, and again eat my bread and butter on the sea, or go to work at the shipyard, when I met an old acquaintance, a whaling-captain who said: 'Come to Fairhaven and I'll give you a ship. But,' he added, 'she wants some repairs.' The captain's terms, when fully explained, were more than satisfactory to me. They included all the assistance I would require to fit the craft for sea. I was only too glad to accept, for I had already found that I could not obtain work in the shipyard without first paying fifty dollars to a society, and as for a ship to command, there were not enough ships to go round. Nearly all our tall vessels had been cut down for coal-barges, and were being ignominiously towed by the nose from port to port, while many worthy captains addressed themselves to Sailors' Snug Harbour."

::"The next day I landed at Fairhaven, opposite New Bedford, and found that my friend had something of a joke on me. For seven years the joke had been on him. The 'ship' proved to be a very antiquated sloop called the Spray, which the neighbours declared had been built in the year I. She was affectionately propped up in a field, some distance from salt water, and was covered with canvas. The people of Fairhaven, I hardly need say, are thrifty and observant. For seven years they had asked, 'I wonder what Captain Eben Pierce is going to do with the old Spray?' The day I appeared there was a buzz at the gossip exchange: at last someone had come and was actually at work on the old Spray. 'Breaking her up, I s'pose?' 'No; going to rebuild her.' Great was the amazement. 'Will it pay?' was the question which for a year or more I answered by declaring that I would make it pay."

::"My axe felled a stout oak-tree near by for a keel, and Farmer Howard, for a small sum of money, hauled in this and enough timbers for the frame of the new vessel. I rigged a steam-box and a pot for a boiler. The timbers for ribs, being straight saplings, were dressed and steamed till supple, and then bent over a log, where they were secured till set. Something tangible appeared every day to show for my labour, and the neighbours made the work sociable. It was a great day in the Spray shipyard when her new stem was set up and fastened to the new keel. Whaling-captains came from far to survey it. With one voice they pronounced it 'A-1', and in their opinion 'fit to smash ice.' The oldest captain shook my hand warmly when the breast-hooks were put in, declaring that he could see no reason why the Spray should not "cut in bow-head" yet off the coast of Greenland. The much-esteemed stempiece was from the butt of the smartest kind of a pasture oak. It afterward split a coral patch in two at the Keeling Islands, and did not receive a blemish. Better timber for a ship than pasture white oak never grew. The breast-hooks, as well as all the ribs, were of this wood, and were steamed and bent into shape as required. It was hard upon March when I began work in earnest; the weather was cold; still, there were plenty of inspectors to back me with advice. When a whaling-captain hove in sight I just rested on my adze awhile and 'gemmed' with him."

::"New Bedford, the home of whaling-captains, is connected with Fairhaven by a bridge, and the walking is good. They never 'worked along up' to the shipyard too often for me. It was the charming tales about arctic whaling that inspired me to put a double set of breast-hooks in the Spray, that she might shunt ice."

::"The seasons came quickly while I worked. Hardly were the ribs of the sloop up before apple-trees were in bloom. Then the daisies and the cherries came soon after. Close by the place where the old Spray had now dissolved rested the ashes of John Cook, a revered Pilgrim father. So the new Spray rose from hallowed ground. From the deck of the new craft I could put out my hand and pick cherries that grew over the little grave. The planks for the new vessel, which I soon came to put on, were of Georgia pine an inch and a half thick. The operation of putting them on was tedious, but, when on, the calking was easy. The outward edges stood slightly open to receive the calking, but the inner edges were so close that I could not see daylight between them. All the butts were fastened by through bolts, with screw-nuts tightening them to the timbers, so that there would be no complaint from them. Many bolts with screw-nuts were used in other parts of the construction, in all about a thousand. It was my purpose to make my vessel stout and strong."

::"Now, it is a law in Lloyd's that the Jane repaired all out of the old until she is entirely new is still the Jane. The Spray changed her being so gradually that it was hard to say at what point the old died or the new took birth, and it was no matter. The bulwarks I built up of white-oak stanchions, fourteen inches high, and covered with seven-eighth-inch white pine. These stanchions, mortised through a two inch covering board, I calked with thin cedar wedges. They have remained perfectly tight ever since. The deck I made of one-and-a-half-inch by three-inch white pine spiked to beams, six by six inches, of yellow or Georgia pine, placed three feet apart. The deck-inclosures were one over the aperture of the main hatch, six feet by six, for a cooking-galley, and a trunk farther aft, about ten feet by twelve, for a cabin. Both of these rose about three feet above the deck, and were sunk sufficiently into the hold to afford head-room. In the spaces along the sides of the cabin, under the deck, I arranged a berth to sleep in, and shelves for small storage, not forgetting a place for the medicine-chest. In the midship hold, that is, the space between cabin and galley, under the deck, was room for provision of water, salt beef, etc., ample for many months."

::"The hull of my vessel being now put together as strongly as wood and iron could make her, and the various rooms partitioned off, I set about 'calking ship'. Grave fears were entertained by some that at this point I should fail. I myself gave some thought to the advisability of a 'professional calker'. The very first blow I struck on the cotton with the calking-iron, which I thought was right, many others thought wrong. 'It'll crawl!' cried a man from Marion, passing with a basket of clams on his back. 'It'll crawl!' cried another from West Island, when he saw me driving cotton into the seams. Bruno simply wagged his tail. Even Mr. Ben J., a noted authority on whaling-ships, whose mind, however, was said to totter, asked rather confidently if I did not think 'it would crawl'. 'How fast will it crawl?' cried my old captain friend, who had been towed by many a lively sperm-whale. 'Tell us how fast,' cried he, 'that we may get into port in time.' However, I drove a thread of oakum on top of the cotton, as from the first I had intended to do. And Bruno again wagged his tail. The cotton never 'crawled'. When the calking was finished, two coats of copper paint were slapped on the bottom, two of white lead on the topsides and bulwarks. The rudder was then shipped and painted, and on the following day the Spray was launched. As she rode at her ancient, rust-eaten anchor, she sat on the water like a swan."

::"The Spray's dimensions were, when finished, thirty-six feet nine inches long over all, fourteen feet two inches wide, and four feet two inches deep in the hold, her tonnage being nine tons net and twelve and seventy-one hundredths tons gross. Then the mast, a smart New Hampshire spruce, was fitted, and likewise all the small appurtenances necessary for a short cruise. Sails were bent, and away she flew with my friend Captain Pierce and me, across Buzzard's Bay on a trial trip all right. The only thing that now worried my friends along the beach was, "Will she pay?" The cost of my new vessel was $553.62 for materials, and thirteen months of my own labour. I was several months more than that at Fairhaven, for I got work now and then on an occasional whale-ship fitting farther down the harbour, and that kept me the overtime."

The "Spray", was lost with Captain Slocum aboard, in 1909, while sailing from Vineyard Haven on the island of Martha's Vineyard for the mouth of the Orinoco River in Venezuela. Many speculate that she was struck by a steamship in mid-ocean or, possibly, sunk in a collision with a whale. A less creditable theory is that the "Spray" was yet another unexplained disappearance in the Bermuda Triangle, but there is no evidence whatever to support the idea that Slocum and the "Spray" were even in the triangle when they met their final misfortune.

The "Spray", while ably captained by Slocum, would not be considered as seaworthy as other crafts of its day. Modern capsize formulas would classify the "Spray" as a capsize hazard; the "Spray's" D/L (Displacement to Length) ratio would classify it as a light-displacement vessel. This would not be considered a "seaworthy" craft under ordinary circumstances, but Captain Slocum's sailing skill well compensates for such handicaps. Indeed, all modern life rafts have a low D/L ratio, and are not considered un-seaworthy. As a general rule, the skipper is the most reliable judge of a vessel's seagoing-ability [http://www.smallcraftadvisor.com/seaworthiness.html] .

External links

* [http://www.joshuaslocumsocietyintl.org/ The international Joshua Slocum Society]
* [http://www.smallcraftadvisor.com/seaworthiness.html Dudley Dix on seaworthiness]
* [http://www.gutenberg.org/etext/6317 "Sailing Alone Around the World "] , available at Project Gutenberg.
* [http://www.archive.org/details/sailingalonearou00slocuoft "Sailing Alone Around the World"] , available at Internet Archive. Illustrated by Thomas Forgarty and George Varian. Pan-American edition. New York Century Co., 1901.
* [http://www.ibiblio.org/eldritch/js/saaw.htm "Sailing Alone Around the World "] , available at IBiblio. Illustrated.
* [http://sailing-alone-around-the-world.t.ebooks2ebooks.com/1.html "Sailing Alone Around the World "] , eBook.
* [http://librivox.org/sailing-alone-around-the-world-by-joshua-slocum/ "Sailing Alone Around the World "] , audiobook at Librivox