My dear old friend Dean Torges, whom I met when I was about twelve, is a master woodworker, a philosopher, one of the most intelligent and most thoughtful men I've ever met. He's a world-famous bowyer, and (this is a compliment from the era of Theodore Roosevelt) a woodsman and hunter of consummate skill. But presently he's building a chicken house. It's a mobile chicken house. A chicken's need for new vistas is something I simply never considered. Still, Dean knows chickens. He's raised them on his little Ohio farmlet for donkey's years and enjoys his own eggs, broilers, and smoked whole chickens. I suppose he knows chickens better than most and if a mobile chicken house will help his fowl, who am I to quibble? He's even built mobile outbuildings, mesh-covered bomb-shelter frames that roll on old lawnmower wheels to keep his chicks out of hawks' talons. Fowlopolis.
He's endured a large ration of kidding about the time he's spent with his elaborate, over-built, fanciful main chicken house. It's a wonder, the Colossus For Rhode Island Reds. I admit to being part of the ridicule: I designed an elaborate windvane for a mythical cupola, as a joke. The cupola is in place and he's cutting the windvane out of sheet-copper presently.
After all the jokes and fun, I find that Dean's chicken house approaches the sublime. I would enjoy sitting on his porch and simply watching his busy Fowlopolis. As an antidote to the ribbing he's getting, I sent him this post:
Dean:
There are burghers and builders who would criticize and even ridicule you for occupying weeks of work with this project. Your project would delight them as an opportunity to prove their superiority in the only game they know: appropriate response. Your response is impractical, disproportionate, questionable because it could be done so much simpler and with less expense. Buy a Home Depot shed, have it delivered, cut some holes, you're done. All this farting around with special shingles and overbuilt framing … who needs it? Get 'er done! Don't sweat the small stuff, and don't try for some high-falutin perfect solution because chickens is chickens and they just don't matter that much. And do the chickens care? Hell, no. This Torges guy is just showing off, making a mountain out of a molehill.
I, for one, admire any wizard who can make a mountain out of a molehill. It's not just a great trick, it's Art. Let's admit right up front that the Sistine Ceiling could have been done with rollers and a nice Benjamin Moore bone white in a sliver of the time it took that greaseball to tart up the place. Who looks at ceilings, anyway? They keep the rain off and there's an end to it.
Some folks would call your chicken house as a quixotic task, but that would be a misuse of the word's original sense. What our jolly wild-and-crazy-guy era doesn't recall is that Don Quixote was a psychopath. He was mad, delusionary, senile. The beauty of the Don was that, even in his madness, he saw goodness and beauty around him. The heroes of that story were Sancho Panza, for sticking with the old fellah and caring for him, about him, and the son-in-law, for going to such lengths to bring the old guy home. You're not mad, Dean. You don't hear the chickens talking to you. (Is there something you're not telling me?) You're not creating a portal in time or constructing an elaborate reliquary. You're building something just-so. My hero, Mr. Rogers, reassured his audience of children that it was fine to "take your time and do it the way you want to." You're expressing the essence of art, Dean: choices beyond practicality that address larger, subtler, sometimes indefinable issues. Your chicken house is not practical but, damn, it will be interesting and in its inimitable way, beautiful.
You know I don't have much truck with organized religions but recently I've been reviewing my peevish, self-obsessed elitism about the church. Like the burghers and builders criticizing your chicken house, I've using bits and bobs of religion to prove my own superiority: I pretend that I'm the logical thinker, the spiritually practical guy, and God loves me more because I don't bullshit Him. But the (broad, many-factioned) church has cherished our myths and stories, has maintained our spiritual culture, and for all its pedophiles and anti-intellectual Bible-thumpers and derelict Popes, it's kept our cultural heritage of love and forgiveness as ideals alive. These aren't practical values. They don't get 'er done when we're assailed by bad guys. They're dangerously impractical ideals. At a glance we might say they've been ignored more often than practiced. They've been subverted thousands of times, marginalized, and redefined to suit. Even so, they're still with us. Not even Dirty Harry could blow them away. The church has, probably unwittingly, been a culturally integrating force.
Now that I have Max and Luc to consider, I wonder how I can frame a set of ideals and values so they can carry them early and make them part of their character later. One oversimplified, gross solution is to say that God wants them to be good, and this is what we think is good. Why? Because God told us. Honestly, one can't sell love and forgiveness on practical grounds. They're like your chicken house: who would buy them? They're too costly and too quirky and they don't fit the observed data. The only way to sell them might be magic thinking, which I avoid. "Why?" Because God said so, that's why.
It's a beginning. And it's a continuum. "We hold these truths to be self-evident …" Do we? Is truth self-evident? Was independence self-evident as anything more than personal convenience for our Founding Fathers? It's an article of faith with us that truth is simple and understandable but this isn't always a workable assumption. I suppose that's the catch with ideals: they often confute practicality.
What good accrued to the Samaritan who comforted the waylaid traveler in the parable? Nothing practical. He lost money on the deal and went on his way. The Samaritan's ideals – impractical chicken houses of the heart – obliged him to act in an unexpected, illogical, impractical manner. Qui bono? The waylaid traveler. The Samaritan received, we hope, some thanks but not even bragging rights.
Bless your ridiculous chicken house, Dean. It's impractical and a massive waste of time. But it's just so. It's a work of art like one of those kinetic sculptures at Boston's Logan Airport: they endlessly lift tennis balls to a height and let them follow a rolling random course down a mechanically changeable path. What does it do? Nuthin'. It beguiles. Those sculptures have given me hours of pleasure and contemplation. Bless you and the kinetic sculpture guy and your chicken house and all who sail in her.
BRAXINOSO SPEAKS
I worry when Himself waxes poetic about impracticality. It's like an habitual gambler extolling the graphic and mathematical beauty of poker or craps. His connection to the practical world is already too tenuous. Would I recommend that he tilt at even more windmills with the mad Don? I think not.
Showing posts with label woodworking. Show all posts
Showing posts with label woodworking. Show all posts
Tuesday, April 27, 2010
Tuesday, February 16, 2010
CLINKER-BUILT
Every Tuesday evening at the Dolphin Club we give the pulling boats some care – repairing, sanding, varnishing, rebuilding. After we work three hours or so, we all eat together in the boat house at long tables.
A big crowd tonight, but not because it's Fat Tuesday and one of the members has made jambalaya. Big doings in the shop. Word has gone out that the Club's boatwright, Jon Belinski, is installing five new ribs in one of the older pulling boats. This is a rare demonstration of antique skills and methods, requiring teamwork, timing, speed and finesse. It's more than woodworking.
The ribs begin as tough locust staves. To bend this adamant wood into the fair curve of a rib, it must be cut to its cross-section and steamed in a long, closed, hissing iron pipe for half an hour. The locust ribs emerge at 200°F+ as limp as noodles. Limp for only moments. We will pluck ribs out one at a time with thick gloves and push them into the boat's inner shape, working feverishly before the inner heat dissipates and the locust stubbornness revives.
Contemporary sport boats are, in the old Massachusetts boatyard phrase, "built by the mile and cut off to suit." They're mass produced. You won't see ribs being steamed unless you haunt a cranky New England shipwright's shop peopled with wood-heads devoted to traditional (read "lavishly expensive") wooden boats built more carefully than a Hermann Miller coffee table.
We walk through the steps we will take in dumb-show first, noting where our feet will go, what will be in the way, who must step back, who must come forward. Everyone must work fast and in close concert, because the locust will be flexible from the steam box for less than a minute.
We take special care of these exquisite craft but they endure. Some are older than any of the people who work on them. And because why, mate? Because these 'ere boats is clinker-built, as light as eggshells but tough as pigs' noses. They are San Francisco variations on the Whitehall model. This means that they are rowing boats with a distinct and delicately cupped shaped, a "wineglass" transom (aft end), and that they're very light for their size, built in the ancient "clinker" construction.
"Clinker" is an Old English cognate of "clencher," which indicates that the boat is constructed of thin, overlapping planks of a light, flexible wood (in this case, white cedar) "clenched" to thin ribs with copper rivets. This fastening mode is a very old usage that binds more tightly than nails and more securely than screws. Indeed, nails and screws wouldn't have much to "grab" because the stock is so thin. The soft-as-cheese cedar is milled thin, not much thicker than 1/4" and about three inches wide. The ribs are only 5/8" wide and about 1/2" thick. While they're still whippy and hot, we will drill through and secure a rib, the lower part of an overlapping cedar strake (one of the curving horizontal planks) and the upper part of the next strake.
Now. A rib is whisked out of the steam pipe, slammed into the boat, bent against the soft interior curve of the strakes and forced under some of the boat's inner structure. Held hard, holes are immediately drilled, time management and tool quickness.
As soon as the holes are made a copper riveting nail is tapped through them. The "nail" is square in section to grip the wood more tightly. A round copper washer – called a "burr" – is forced over the square nail with a special riveting tool; it's like a chisel with a flat, blunt end drilled with a hole for the nail to occuply, so that whacking the burr down onto the nail forces the rib and strakes together. When the riveting tool is taken away, the nail is snipped off just above the burr and, while one partner "bucks" (holds a heavy iron on the nailhead end to prevent it from being driven away), the other shapes the soft copper with a small ball-peen hammer. This is the hammer with one flat head and one round head, made specifically for work like this – shaping the "mushroom" with the round head is called "peening". The copper is so malleable that it mushrooms over the burr and each stroke of the shaping ball-peen tightens the assembly.
It seems like intolerably fussy and unnecessary complication but it's the only thing that will bind these whisper-thin planks and light ribs into a remarkably rigid, nearly monocoque hull. It's historic, it's ancient methodology, very cool to watch and do.
Jay and I work as a team. Half the time I'm above the boat, tapping the rivets home, shaping the mushroomed-over heads in the soft copper. Half the time I'm under the boat, lying on the shop floor, holding the heavy bucking iron against the nail head. The shaping is a more focused task, it requires more care, but holding the bucking iron is heavier work.
There are compensations for that heavy work. Lying beneath the boat's lyric curves I see each strake describing a separate curved plane with a strake-thickness separating it from the next plane – graceful lines paralleling and harmonizing, the color of the varnished white cedar glowing golden and varying with the glare from every work light, shading from dark umber in the shadows to chrome yellow in the light. Beautiful.
The locust wood ribs emerging from the steam box smell bitter and damp. The drilled cedar smells like incense. The tapping and the calling between three or four sets of partners – two sets riveting, two sets placing new ribs – has a discernible rhythm and order.
The work had a sensible urgency and a splendid, strong outcome. What do we do in our lives that gives us much of that?
BRAXINOSO SPEAKS
Himself needs more physical work and more contact with working people. The abstract life of a writer and illustrator can be barren, like a room decorated with B&W print-outs of reports. A room and a life need color and a bit of mayhem.
A big crowd tonight, but not because it's Fat Tuesday and one of the members has made jambalaya. Big doings in the shop. Word has gone out that the Club's boatwright, Jon Belinski, is installing five new ribs in one of the older pulling boats. This is a rare demonstration of antique skills and methods, requiring teamwork, timing, speed and finesse. It's more than woodworking.
The ribs begin as tough locust staves. To bend this adamant wood into the fair curve of a rib, it must be cut to its cross-section and steamed in a long, closed, hissing iron pipe for half an hour. The locust ribs emerge at 200°F+ as limp as noodles. Limp for only moments. We will pluck ribs out one at a time with thick gloves and push them into the boat's inner shape, working feverishly before the inner heat dissipates and the locust stubbornness revives.
Contemporary sport boats are, in the old Massachusetts boatyard phrase, "built by the mile and cut off to suit." They're mass produced. You won't see ribs being steamed unless you haunt a cranky New England shipwright's shop peopled with wood-heads devoted to traditional (read "lavishly expensive") wooden boats built more carefully than a Hermann Miller coffee table.
We walk through the steps we will take in dumb-show first, noting where our feet will go, what will be in the way, who must step back, who must come forward. Everyone must work fast and in close concert, because the locust will be flexible from the steam box for less than a minute.
We take special care of these exquisite craft but they endure. Some are older than any of the people who work on them. And because why, mate? Because these 'ere boats is clinker-built, as light as eggshells but tough as pigs' noses. They are San Francisco variations on the Whitehall model. This means that they are rowing boats with a distinct and delicately cupped shaped, a "wineglass" transom (aft end), and that they're very light for their size, built in the ancient "clinker" construction.
"Clinker" is an Old English cognate of "clencher," which indicates that the boat is constructed of thin, overlapping planks of a light, flexible wood (in this case, white cedar) "clenched" to thin ribs with copper rivets. This fastening mode is a very old usage that binds more tightly than nails and more securely than screws. Indeed, nails and screws wouldn't have much to "grab" because the stock is so thin. The soft-as-cheese cedar is milled thin, not much thicker than 1/4" and about three inches wide. The ribs are only 5/8" wide and about 1/2" thick. While they're still whippy and hot, we will drill through and secure a rib, the lower part of an overlapping cedar strake (one of the curving horizontal planks) and the upper part of the next strake.
Now. A rib is whisked out of the steam pipe, slammed into the boat, bent against the soft interior curve of the strakes and forced under some of the boat's inner structure. Held hard, holes are immediately drilled, time management and tool quickness.
As soon as the holes are made a copper riveting nail is tapped through them. The "nail" is square in section to grip the wood more tightly. A round copper washer – called a "burr" – is forced over the square nail with a special riveting tool; it's like a chisel with a flat, blunt end drilled with a hole for the nail to occuply, so that whacking the burr down onto the nail forces the rib and strakes together. When the riveting tool is taken away, the nail is snipped off just above the burr and, while one partner "bucks" (holds a heavy iron on the nailhead end to prevent it from being driven away), the other shapes the soft copper with a small ball-peen hammer. This is the hammer with one flat head and one round head, made specifically for work like this – shaping the "mushroom" with the round head is called "peening". The copper is so malleable that it mushrooms over the burr and each stroke of the shaping ball-peen tightens the assembly.
It seems like intolerably fussy and unnecessary complication but it's the only thing that will bind these whisper-thin planks and light ribs into a remarkably rigid, nearly monocoque hull. It's historic, it's ancient methodology, very cool to watch and do.
Jay and I work as a team. Half the time I'm above the boat, tapping the rivets home, shaping the mushroomed-over heads in the soft copper. Half the time I'm under the boat, lying on the shop floor, holding the heavy bucking iron against the nail head. The shaping is a more focused task, it requires more care, but holding the bucking iron is heavier work.
There are compensations for that heavy work. Lying beneath the boat's lyric curves I see each strake describing a separate curved plane with a strake-thickness separating it from the next plane – graceful lines paralleling and harmonizing, the color of the varnished white cedar glowing golden and varying with the glare from every work light, shading from dark umber in the shadows to chrome yellow in the light. Beautiful.
The locust wood ribs emerging from the steam box smell bitter and damp. The drilled cedar smells like incense. The tapping and the calling between three or four sets of partners – two sets riveting, two sets placing new ribs – has a discernible rhythm and order.
The work had a sensible urgency and a splendid, strong outcome. What do we do in our lives that gives us much of that?
BRAXINOSO SPEAKS
Himself needs more physical work and more contact with working people. The abstract life of a writer and illustrator can be barren, like a room decorated with B&W print-outs of reports. A room and a life need color and a bit of mayhem.
Thursday, February 11, 2010
MORE SMALL BOAT TALK
I REMEMBER a daysail with the Traditional Small Craft Association up in the Sacramento Delta. I had an idyllic morning and afternoon aboard a Redwing 18, a home-built plywood skiff with a big cockpit and a cuddy. WoodenBoat sells the plans for about $100, and I'm wondering how many Redwings there are, carrying couples and families over small waters.
I'm accustomed to big, powerful sloops and ketches in the 36' to 65' range – OPB's, other people's boats – but that odd little outboard in the complex little sloughs of the Delta offered a scaled-down, wholly delightful adventure.
The four-stroke, ten horsepower engine was quiet at the pokey rate of travel the slough mandated, perhaps 5.5 knots. Conversation was easy, the banks were lovely and the birds were plentiful and varied – egrets, green herons, great blue herons, redwing blackbirds, crows (my favorites), wrens, robins, mockingbirds . . . Some spoke of seeing otters in less-traveled sloughs. The cooler with sodas and lunch was in the shade of the cuddy cabin. The day was fine though I could see that a canvas Bimini cockpit cover would be a blessing in the depth of summer.
An oddly pleasing part of the voyage was the wheel, itself. It was a small galvanized workboat wheel, with its six teak hand-spokes extending the cast galvanized spokes, mounted on the starboard face of the coach house. The little engine swung to it, and the engine controls were mounted to the right of the wheel. Perhaps the comfortingly elderly wheel made it feel more like a sea boat. We're all suggestible, subject to delusions, me more than most. I remember it as one of my favorite little passages.
I love big boats, long may they wave, but I'm speculating that the marine industry must expand the base of small boaters. Small experiences may lead to big-boat purchases in time. Even an 18-footer consumes an appreciable amount of marine equipment, year by year.
I could be way wrong about this. If I were a businessperson I wouldn't be a writer. For boatbuilders already set up to produce grand vessels the only course is to winkle out high-ticket owners from the Fortune 500. One thinks of steep oil price increases, however, and wonders what big breweries were thinking just before Prohibition. Some actually went into the root beer business.
Welcoming a wider public to life on the water is good sense and good seed. By and by most dinghy sailors want a bigger boat for longer voyages, and for learning new things. Young people who play on the water with their families are more likely to invest in a big boat when they have families of their own. Should boatbuilders and chandleries be thinking about what Stewart Brand calls "the Long Now?"
I find such peace and a settling of the soul on the water. I can't imagine not getting onto the water – on a big boat, a Redwing 18, or an innertube. Water is the only magic I know. So I'm an advocate, and were I the Pied Piper the trail of my tiny-footed band would lead to the shore. I want kids to see the grace of the water, and to see the shore from the ocean perspective – both useful visions.
Adkins
BRAXINOSO SPEAKS
It's true that Himself is calmer and more lucid, less flighty and anxious, when he returns from a trip around the Bay. Perhaps other men center themselves in the woodshop or on their bicycles or hunting moose. Himself is a Water Healer; get him off the shore for a few hours and he's nearly tolerable. He says that the problems of the land diminish in proportion to the height of the trees as he sails away from the dock. Is it merely one form of temporary nepenthe, or is it like the old Norton Utilities program that rearranged your hard drive storage into logical, faster segments? Either way it's better than vodka.
Adkins
I'm accustomed to big, powerful sloops and ketches in the 36' to 65' range – OPB's, other people's boats – but that odd little outboard in the complex little sloughs of the Delta offered a scaled-down, wholly delightful adventure.
The four-stroke, ten horsepower engine was quiet at the pokey rate of travel the slough mandated, perhaps 5.5 knots. Conversation was easy, the banks were lovely and the birds were plentiful and varied – egrets, green herons, great blue herons, redwing blackbirds, crows (my favorites), wrens, robins, mockingbirds . . . Some spoke of seeing otters in less-traveled sloughs. The cooler with sodas and lunch was in the shade of the cuddy cabin. The day was fine though I could see that a canvas Bimini cockpit cover would be a blessing in the depth of summer.
An oddly pleasing part of the voyage was the wheel, itself. It was a small galvanized workboat wheel, with its six teak hand-spokes extending the cast galvanized spokes, mounted on the starboard face of the coach house. The little engine swung to it, and the engine controls were mounted to the right of the wheel. Perhaps the comfortingly elderly wheel made it feel more like a sea boat. We're all suggestible, subject to delusions, me more than most. I remember it as one of my favorite little passages.
I love big boats, long may they wave, but I'm speculating that the marine industry must expand the base of small boaters. Small experiences may lead to big-boat purchases in time. Even an 18-footer consumes an appreciable amount of marine equipment, year by year.
I could be way wrong about this. If I were a businessperson I wouldn't be a writer. For boatbuilders already set up to produce grand vessels the only course is to winkle out high-ticket owners from the Fortune 500. One thinks of steep oil price increases, however, and wonders what big breweries were thinking just before Prohibition. Some actually went into the root beer business.
Welcoming a wider public to life on the water is good sense and good seed. By and by most dinghy sailors want a bigger boat for longer voyages, and for learning new things. Young people who play on the water with their families are more likely to invest in a big boat when they have families of their own. Should boatbuilders and chandleries be thinking about what Stewart Brand calls "the Long Now?"
I find such peace and a settling of the soul on the water. I can't imagine not getting onto the water – on a big boat, a Redwing 18, or an innertube. Water is the only magic I know. So I'm an advocate, and were I the Pied Piper the trail of my tiny-footed band would lead to the shore. I want kids to see the grace of the water, and to see the shore from the ocean perspective – both useful visions.
Adkins
BRAXINOSO SPEAKS
It's true that Himself is calmer and more lucid, less flighty and anxious, when he returns from a trip around the Bay. Perhaps other men center themselves in the woodshop or on their bicycles or hunting moose. Himself is a Water Healer; get him off the shore for a few hours and he's nearly tolerable. He says that the problems of the land diminish in proportion to the height of the trees as he sails away from the dock. Is it merely one form of temporary nepenthe, or is it like the old Norton Utilities program that rearranged your hard drive storage into logical, faster segments? Either way it's better than vodka.
Adkins
Thursday, February 7, 2008
Boat Night
Tuesday is boat night at the Dolphin Club. The Dolphin is a large frame building rambling along the shoreline below the Ghirardelli Chocolate factory, next to the public beach and it's art deco building, across the cove from the San Francisco Maritime Museum. It's a little outpost of New England on the Bay, woody, genteely distressed and (for San Francisco) old. The first floor shelters the weight room, the kitchen, the boatshop, and a collection of pulling boats [lubber's note: rowboats]. Most are for a single oarsperson but there are longboats for two, four and more rowers. Locker rooms, showers, steam rooms and a spartan but easygoing lounge with a spectacular view occupy the upper floor.
The basic Dolphin Activity is quite mad: swimming in the Bay. There is an annual swim to Alcatraz and back. Ahem. I doubt that I will join them. But every Tuesday John Bielinski, the Dolphin's boatbuilder, organizes the 10 or 15 volunteers that show up to maintain the exquisite smaller boats. Like all wooden boats thoughtlessly dunked in water, they need obsessive attention. Add to this, they are bright-finished – varnished. This requires yearly scraping, sanding, and reapplication. The methods, approaches, brands, brushes and application of varnishes can be a religious observance for waterfolk and has created angry sects. The Dolphin is interdenominational in the canon of marine finishes, so even varnish nights are relatively peaceful.
After the volunteers work three hours or so, we all eat together in the boat house at long tables. Since tonight was Fat Tuesday, one of the members had made jambalaya. The kitchen was already fragrant with sausage and filé when a big crowd of about 20 assembled. Word had gone out that one of the older pulling boats needed five new ribs, an operation requiring teamwork, timing, speed and finesse. This was not merely woodworking but time management and tool quickness. And because why, mate? Because these 'ere boats is clinker-built and as light as eggshells, but tough as a pig's nose.
The pulling boats are Whitehalls. This means that they're rowing boats with a distinct and delicately cupped shaped, a "wineglass" transom [back end]. They're very light for their size, built in the ancient "clinker" construction. "Clinker" is an Old English cognate of "clencher," which indicates that the boat is made up of thin, overlapping planks of a light, flexible wood (in this case, white cedar) "clenched" to tough ribs with copper rivets. Rivets are very old usage that binds more tightly than nails and more securely than screws. To fit the locust wood ribs to the inside of the boat's pronounced curves, they must be milled thin (a little thicker than 1/4" and about 5/8" wide) and softened in a steam box for about half an hour. They're taken out with heavy gloves and pressed immediately into the boat. While the ribs are still whippy and hot they're clamped into place and immediately drilled through. The drilled hole passes through a rib, the lower part of an overlapping strake [long hull plank] and the upper part of the next strake below it.
As soon as the holes are drilled a copper riveting nail is hammered through them. The "nail" is square in section to grip the wood more tightly. A round copper washer – called a "burr" – is forced over the square nail with a special riveting tool. The tool is like a chisel with a flat end and a hole for the nail, so that whacking the burr down onto the nail forces the rib and strakes together. The nail is then snipped off just above the burr and, while one partner "bucks" (holds a heavy iron on the nailhead end to prevent it from being driven away), the other shapes the soft copper over the burr with a small ball-peen hammer (the kind with one flat head and one round head, made especially for work like this). The copper is so malleable that it mushrooms easily and each stroke of the shaping ball-peen hammer tightens the assembly.
Is this is more than you want to know? But it's historic stuff, ancient methodology, very cool to watch and do.
The trick is that everyone must work fast and in close concert, because the wood stays flexible from the steam box only a few minutes. Whisked out of the pressure and heat, slammed into the boat against the inside of the strakes and under some of the longitudinal structure, immediately drilled, nails hammered home, burrs forced down against the inside of the rib, the nails cut off at just the right length above the burr, and tap, tap, tap, tap until the rivet is shaped.
Jay and I worked as a team. Half the time I was above the boat, tapping the rivets home, shaping the mushroomed-over heads in the soft copper. Half the time I was under the boat, lying on the shop floor, holding the heavy bucking iron against the nail head. The peening (shaping] was a more focused task. Holding the bucking iron was heavier work. The compensation for that heavy work was lying beneath the boat's lyric curves, each strake describing a separate curved plane with a step separating it from the next plane, the graceful strake lines paralleling and harmonizing, the color of the varnished white cedar glowing golden and varying with the glare from every work light, shading from dark umber in the shadows to chrome yellow in the light. Beautiful. The locust wood ribs emerging from the steam box smelled bitter and damp. The drilled cedar smelled like incense. The tapping and the calling between three sets of partners – two sets riveting, one set placing new ribs – was a cacophony with a subtly discernible rhythm and order.
The work had a sensible urgency and a splendid, strong outcome. What do we do in our lives that gives us much of that? These boats are old fashioned, outmoded in everything but their intrinsic utility: one person using oars to skim the water quickly and with assurance. Some of the boats themselves are old, relics, cockleshells rowed by the oldest members when they were young. We make them live over and over, replacing ribs, strakes, fittings, finish. We have a stake in the heritage. Boats like this are lent to us by dead oarsmen to keep for unborn oarsmen. It's a privilege we share.
Jan Adkins
Braxinoso speaks:
My attention is usually wasted on reminding Himself of tradition and continuity. Occasionally, however, he gets the bit between his teeth and waxes eloquent about the oldness of things. He's quite right to underscore our maritime heritage, of course, but he leaves out the real reason he attends boat night: it's just fun fooling around with boats. As the rat said, there's nothing like it.
Braxinoso
The basic Dolphin Activity is quite mad: swimming in the Bay. There is an annual swim to Alcatraz and back. Ahem. I doubt that I will join them. But every Tuesday John Bielinski, the Dolphin's boatbuilder, organizes the 10 or 15 volunteers that show up to maintain the exquisite smaller boats. Like all wooden boats thoughtlessly dunked in water, they need obsessive attention. Add to this, they are bright-finished – varnished. This requires yearly scraping, sanding, and reapplication. The methods, approaches, brands, brushes and application of varnishes can be a religious observance for waterfolk and has created angry sects. The Dolphin is interdenominational in the canon of marine finishes, so even varnish nights are relatively peaceful.
After the volunteers work three hours or so, we all eat together in the boat house at long tables. Since tonight was Fat Tuesday, one of the members had made jambalaya. The kitchen was already fragrant with sausage and filé when a big crowd of about 20 assembled. Word had gone out that one of the older pulling boats needed five new ribs, an operation requiring teamwork, timing, speed and finesse. This was not merely woodworking but time management and tool quickness. And because why, mate? Because these 'ere boats is clinker-built and as light as eggshells, but tough as a pig's nose.
The pulling boats are Whitehalls. This means that they're rowing boats with a distinct and delicately cupped shaped, a "wineglass" transom [back end]. They're very light for their size, built in the ancient "clinker" construction. "Clinker" is an Old English cognate of "clencher," which indicates that the boat is made up of thin, overlapping planks of a light, flexible wood (in this case, white cedar) "clenched" to tough ribs with copper rivets. Rivets are very old usage that binds more tightly than nails and more securely than screws. To fit the locust wood ribs to the inside of the boat's pronounced curves, they must be milled thin (a little thicker than 1/4" and about 5/8" wide) and softened in a steam box for about half an hour. They're taken out with heavy gloves and pressed immediately into the boat. While the ribs are still whippy and hot they're clamped into place and immediately drilled through. The drilled hole passes through a rib, the lower part of an overlapping strake [long hull plank] and the upper part of the next strake below it.
As soon as the holes are drilled a copper riveting nail is hammered through them. The "nail" is square in section to grip the wood more tightly. A round copper washer – called a "burr" – is forced over the square nail with a special riveting tool. The tool is like a chisel with a flat end and a hole for the nail, so that whacking the burr down onto the nail forces the rib and strakes together. The nail is then snipped off just above the burr and, while one partner "bucks" (holds a heavy iron on the nailhead end to prevent it from being driven away), the other shapes the soft copper over the burr with a small ball-peen hammer (the kind with one flat head and one round head, made especially for work like this). The copper is so malleable that it mushrooms easily and each stroke of the shaping ball-peen hammer tightens the assembly.
Is this is more than you want to know? But it's historic stuff, ancient methodology, very cool to watch and do.
The trick is that everyone must work fast and in close concert, because the wood stays flexible from the steam box only a few minutes. Whisked out of the pressure and heat, slammed into the boat against the inside of the strakes and under some of the longitudinal structure, immediately drilled, nails hammered home, burrs forced down against the inside of the rib, the nails cut off at just the right length above the burr, and tap, tap, tap, tap until the rivet is shaped.
Jay and I worked as a team. Half the time I was above the boat, tapping the rivets home, shaping the mushroomed-over heads in the soft copper. Half the time I was under the boat, lying on the shop floor, holding the heavy bucking iron against the nail head. The peening (shaping] was a more focused task. Holding the bucking iron was heavier work. The compensation for that heavy work was lying beneath the boat's lyric curves, each strake describing a separate curved plane with a step separating it from the next plane, the graceful strake lines paralleling and harmonizing, the color of the varnished white cedar glowing golden and varying with the glare from every work light, shading from dark umber in the shadows to chrome yellow in the light. Beautiful. The locust wood ribs emerging from the steam box smelled bitter and damp. The drilled cedar smelled like incense. The tapping and the calling between three sets of partners – two sets riveting, one set placing new ribs – was a cacophony with a subtly discernible rhythm and order.
The work had a sensible urgency and a splendid, strong outcome. What do we do in our lives that gives us much of that? These boats are old fashioned, outmoded in everything but their intrinsic utility: one person using oars to skim the water quickly and with assurance. Some of the boats themselves are old, relics, cockleshells rowed by the oldest members when they were young. We make them live over and over, replacing ribs, strakes, fittings, finish. We have a stake in the heritage. Boats like this are lent to us by dead oarsmen to keep for unborn oarsmen. It's a privilege we share.
Jan Adkins
Braxinoso speaks:
My attention is usually wasted on reminding Himself of tradition and continuity. Occasionally, however, he gets the bit between his teeth and waxes eloquent about the oldness of things. He's quite right to underscore our maritime heritage, of course, but he leaves out the real reason he attends boat night: it's just fun fooling around with boats. As the rat said, there's nothing like it.
Braxinoso
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