The running rigging

The boat is now fully rigged!  Here it is (first photo) , and it bears a strong resemblance to the hand drawn sketch I included back on November 24, only it looks much better.  Rigging it for the first time was a complicated process with lots of errors in the sequence and fouled lines.  I will have to practice and write a checklist, then practice again so I can get it to be second nature.

This long post is about the running rigging, the edifice of line (rope), blocks (pulleys), cleats (rope tie-offs or stops) and snaphooks that keeps everything in controlled working order.  The boat's masts are unstayed, so there is no standing rigging at all.  With the boat's rig being entirely home-designed and -made, as well as so old-timey as to be almost unknown in sailing circles, it remains to be seen how it works.  Apologies to all non-sailors for the avalanche of technical terms.  I try to explain as I go but it's quite the task.

Materials
I used six types of line for the running rigging and other uses.  Low-stretch 5mm Dyneema for the halyards, 1/4 inch line (braided over core) for the sheets, tack downhaulsand snotters (this one a cheaper line left over from my previous efforts), 3/16 inch braid for the sail lacing and the centerboard (CB) and rudder lines, 1/4 inch twisted cord for painter and yard toggles, and 3/16 inch clothesline (!) for the reefing lines.  I will also need at least 75 ft of line for the anchor, but I'll buy that later.

I used a total of 12 blocks.  Most of them are simple loop ones; there are four pivoting ones for the four sheet ends, two larger ones for the halyards, and one cheek block.  The halyard blocks at the masttops are tied with double loops of line and fishermen's knots to wooden eyepads that I fixed there with screws and glue (second photo--sorry, don't know how to rotate it).  I also used four horn cleats (halyards and tack downhauls), six clam cleats (sheets and snotters) and two v-jam cleats (CB and rudder).

Lacing and halyards

First thing I did was lace the sails to their yards.  First the throat and peak (the fore and aft top corners) were tied to the ends of the yards through holes I had drilled.  Then I laced the head of the sail to the yard through the grommets.  It was my opportunity to practice knots.  Never having been a scout (my dad didn't let me, saying they were a fascist organization, which was true in Greece in his boyhood), I have learnt knotting solely for my sailing needs, and I am not too good at it.  Still, I soldiered on while connected to the Internet for quick references.  I used fishermen's and reef knots for peak and throat respectively, plus a row of marline hitches with a running bowline at one end and a double clove hitch at the other for the lacing.  Time will tell how well I did.

Halyards serve to haul the sail and its yard (hence the name) up the mast.  I had planned to attach them to the yards using Jim Michalak's "loose noose" method, in which the halyard wraps around both the yard and the mast and is clipped to itself, with roller beads to ease the friction.  But then I remembered that the yard has to clear the snotter block on the mast, so I tried two new things.  First I used the Goat Island Skiff method of running the halyard through a block (which I lashed to the yard) and around the mast.  That proved unbalanced, and I was short of blocks anyway, so I went back to my original idea of simply tying the halyard to the yard with a double constrictor hitch, and securing the yard to the mast with a toggle.  The toggles for both yards required a total of eight of my old friends, the eyesplices.  More to do but marlinspike work is a good way to pass a quiet evening (thanks to David Nichols' book for both the idea of toggles and for teaching me the skills).  Also they required two wooden eyepads per yard, as opposed to one for the loose noose.  Here is a photo of the finished product (third photo).  Clean, traditional and practical.    The main halyard goes through a cheek block and is cleated close to the forward splashguard.  However, pulling on the halyard twists the mast in its partner and loosens the halyard.  I have to find a way of stopping that.  The mizzen halyard does not have that problem, since it is cleated directly on the mast. 

Control lines

The snotter (which holds up the sprit boom and controls its tension) is attached to the sprit by threading it through a drilled hole and secured with a knot.  It is then threaded through a block attached to the mast with a steel eyestrap, then cleated off; there is an extra block on the foredeck to change the direction of the mainsail snotter (fourth photo). The sprit boom (which bisects the lower sail and holds it taut) is clipped to the clew (the aft lower corner of the sail) with a snaphook, which is secured to the sprit's aft end with an eyescrew.  When reefing, this clew snaphook has to be clipped to the cunnningham (uh, I give up).  If this proves too difficult, I can always use a line through the cunningham to do the same thing.  It took several fittings to find the right length for the sprits, especially so they don't foul each other when they go about: the clearance of the mainsail's clew from the mizzen snotter is smaller than I had designed.

The tack downhaul line, which secures the forward lower corner of the sail to the hull, is attached to the foredeck (mainsail) or to the underside of the mast partner/thwart (mizzen).  It goes through a snaphook clipped to the tack, giving a 2:1 purchase, and is cleated off.  When reefing, the downhaul needs to be clipped to the new (reef) tack.  Again, if needed, I will devise some sort of line system to avoid having to unclip and clip again.

The sheets (despite their name, they are ropes that control the sail's orientation) are double-ended.  They go through a block near the aft end of each sprit, tied through a wooden eyepad, then a block and a cleat on each side.  The main sprit is actually upside down in the photo--I had threaded the snotter the wrong way, but I fixed it since.  Mainsheet blocks and cleats are fixed to the rowing thwart; the blocks are secured to little wooden extensions glued to the thwart's underside (fifth photo).  The influence of B&B Yacht Designs is gratefully acknowledged.  I needed to use bullseyes for the mizzen sheet to change direction so I could cleat off the ends on the splashguards (last photo).

The CB and the rudder blade are kept in the down position with bungee cord, and are lifted with lines that are cleated off.  The CB line has a block to change its direction so I can cleat it at the aft end of the CB trunk.

Miscellaneous

In all I also had to use eight wooden eyepads, seven stainless steel eyestraps, and a lot of screws: 46 just for these rigging items, plus 18 for the inspection ports and 36 for the hinges.  The hull carpentry of course required hundreds of bronze wood screws and two lbs of bronze ringshank nails.  Not to mention 3.5 gallons of epoxy, three quarts of paint and two quarts of spar varnish.  Or all the plywood and lumber, and the lead shot for ballast.  I haven't calculated the total cost yet, since there were so many mail-order suppliers and trips, large and small, to the hardware store.  But there will be a final reckoning, which I will publish soon, along with the boat's vital statistics.