It happens that my grandfather not long before he passed helped settle a minor dispute as to the origins of the Cape Island boat. And he knew whereof he spoke. William E. "Bill" Smith was himself a builder of Cape Island boats in the 1930s and '40s and '50s, and was born at Centreville on Cape Sable Island near enough to the time of the advent of our Cape Island boat, in 1902, in a house built by one of the boat's inventors who like my grandfather and father and a good many other Cape Island boatbuilders was a carpenter when he wasn't a boatbuilder. Before he left us, Grampie explained that two men in Clark's Harbour on the Island were "building about the same thing at about the same time and about the same place," namely Ephraim Atkinson and William Kenny, known on the Island in their times as Eefy Atkins and Willy Kenny, and those two together are certainly the inventors of the Cape Island boat. My grandfather's pronouncement as I recollect it now went, "Eefy Atkins gets the credit for the boat, and he deserves it, but Willy Kenny was building about the same thing at about the same time and about the same place." My grandfather was quite adamant that the both men should share in the credit.
As to the name of the thing, Cape Islanders themselves use "Cape Island boat" because obviously a "Cape Islander" to them is a person, but outsiders use "Cape Islander", and outsiders further afield use "Novi boat" or "Downeaster". I take it that "Novi" is short for "Nova Scotia", but Nova Scotians know the boat as the "Cape Islander".
The principal idea of the Cape Island boat was to accommodate a forward engine, which would drive a shaft run through the length of the keel and fixed to an aft propeller, with a rudder mounted on the skeg directly behind, the propeller and rudder being fully submerged. The idea would succeed the sloop which had been the workboat of the Island and Municipality since their settlements in the founding migration of New England Planters in the 1760s.
The older Cape Island boats were not so long as a lot of their more contemporary descendants, very much narrower at their beams, lower at their sides, shallower in their drafts, and they narrowed more sharply toward their sternboards. The old-time boats were built low enough at the sides to where a couple strong men could pick a boat up by grabbing it around the gunwales at the stern, where anymore a man can just about stand upright in the draft of a larger Cape Island boat, "grounded out". And the tubbiest of today's Cape Island boats can run half as wide as they are long, where on the older boats the ratio of length overall to beam would be something like 3:1, and until not so very long ago 2:1 was unthinkable. But the fundamental design and idea of the Cape Island boat is unchanged from the earliest times.
The very old Cape Island boats dispensed sometimes with a wheelhouse altogether, making do with what was called a "spray hood", which is to say an oiled canvas stretched over a wooden frame to afford the pilot some shelter. The older boats were very often "straight sheer", or absent a "break", that diagonal step-up at the main bulkhead to allow for more headroom in the forecastle and more hull forward for higher seas. A pilothouse, a sort of windowed bump on the forward deck, was found on a lot of the older boats through to more recent times, before the hulls went tall enough to where there was no call for the extra forward headroom of the pilothouse.
The construction of those old, wooden Cape Island boats didn't diverge appreciably from the construction of wooden boats and ships more generally, but a point or two on wooden-age construction may be useful here. A Cape Island boat in those times began as what was called a "half-model", which is to say a hand-carved scale-model of half a hull, to be chopped into sections, measured, and scaled up for the construction of the wooden hull. A Cape Island hull is a lot of curves and not so many angles, and any hull must be perfectly symmetrical, so one side can't be duplicated exactly by hand and eye, but the one side may be measured and mirrored. The hulls as well as the superstructures on the old boats were built to their owners' specifications and so every inch of the half-model for a hull was amendable, 'til the boat was just so. Then among the finishing stages, "knees" or L-shaped reinforcements connecting the deck and bulwark were cut out of tree roots, where the tree met the ground.
The Cape Island boat was of course a wooden boat, until the 1970s and later, before Reginald "Reggie" Ross of Stony Island -- which notwithstanding the insular name is another of the communities of Cape Sable Island -- added his chapter to the story. Reggie Ross had studied chemistry in England and was familiar with fiberglass technology and appreciated the value in applying it to the Cape Island boat, and sometime in the '70s he ordered the requisite supplies and built the first fiberglass Cape Island boat. Since that time and with an interim phase when the later wooden hulls were very often sealed in fiberglass, the hulls of Cape Island boats have been formed of solid fiberglass in fiberglass molds, a mold being a sort of inside-out boat, derived from a "plug" which is a wooden hull built more or less in the way Cape Island hulls were built from the earliest times. Cape Island boats still for the most part are "finished" in wood so as to be amendable to the specifications of their owners, with any woodwork that's to be exposed to the elements being sealed in fiberglass and gelcoat, a heavy paint based on fiberglass resin. But the larger part of the history of the Cape Island boat even now is the history of a wooden boat.
The Cape Island boat never was built for speed, but for seaworthiness and workability. One very fine fisherman from Maine observed that it was "like a tank." The Cape Island boat was taken up near and far -- my family boat business alone in its time built boats for the Island and province, for New Brunswick and Newfoundland, for Quebec and Ontario, for Maine and New Hampshire and Massachusetts and Connecticut, and indeed for Oregon -- and has been in service from its advent early in the 20th Century to this second decade of the 21st Century. That's testament enough, but they do say that the Cape Island boat was known even to Lloyd's of London, as a good risk.
At one point within my lifetime and by our count, or my memory of our count, there were something over twenty working boat shops on the Island; at the time of this writing the grand total would be countable on one hand, with fingers to spare.
(My little and fairly antique website for the family boat business may be found at McGrayBoatbuilders.com. Gone but not forgotten.)
As to the name of the thing, Cape Islanders themselves use "Cape Island boat" because obviously a "Cape Islander" to them is a person, but outsiders use "Cape Islander", and outsiders further afield use "Novi boat" or "Downeaster". I take it that "Novi" is short for "Nova Scotia", but Nova Scotians know the boat as the "Cape Islander".
The principal idea of the Cape Island boat was to accommodate a forward engine, which would drive a shaft run through the length of the keel and fixed to an aft propeller, with a rudder mounted on the skeg directly behind, the propeller and rudder being fully submerged. The idea would succeed the sloop which had been the workboat of the Island and Municipality since their settlements in the founding migration of New England Planters in the 1760s.
The older Cape Island boats were not so long as a lot of their more contemporary descendants, very much narrower at their beams, lower at their sides, shallower in their drafts, and they narrowed more sharply toward their sternboards. The old-time boats were built low enough at the sides to where a couple strong men could pick a boat up by grabbing it around the gunwales at the stern, where anymore a man can just about stand upright in the draft of a larger Cape Island boat, "grounded out". And the tubbiest of today's Cape Island boats can run half as wide as they are long, where on the older boats the ratio of length overall to beam would be something like 3:1, and until not so very long ago 2:1 was unthinkable. But the fundamental design and idea of the Cape Island boat is unchanged from the earliest times.
The very old Cape Island boats dispensed sometimes with a wheelhouse altogether, making do with what was called a "spray hood", which is to say an oiled canvas stretched over a wooden frame to afford the pilot some shelter. The older boats were very often "straight sheer", or absent a "break", that diagonal step-up at the main bulkhead to allow for more headroom in the forecastle and more hull forward for higher seas. A pilothouse, a sort of windowed bump on the forward deck, was found on a lot of the older boats through to more recent times, before the hulls went tall enough to where there was no call for the extra forward headroom of the pilothouse.
The construction of those old, wooden Cape Island boats didn't diverge appreciably from the construction of wooden boats and ships more generally, but a point or two on wooden-age construction may be useful here. A Cape Island boat in those times began as what was called a "half-model", which is to say a hand-carved scale-model of half a hull, to be chopped into sections, measured, and scaled up for the construction of the wooden hull. A Cape Island hull is a lot of curves and not so many angles, and any hull must be perfectly symmetrical, so one side can't be duplicated exactly by hand and eye, but the one side may be measured and mirrored. The hulls as well as the superstructures on the old boats were built to their owners' specifications and so every inch of the half-model for a hull was amendable, 'til the boat was just so. Then among the finishing stages, "knees" or L-shaped reinforcements connecting the deck and bulwark were cut out of tree roots, where the tree met the ground.
The Cape Island boat was of course a wooden boat, until the 1970s and later, before Reginald "Reggie" Ross of Stony Island -- which notwithstanding the insular name is another of the communities of Cape Sable Island -- added his chapter to the story. Reggie Ross had studied chemistry in England and was familiar with fiberglass technology and appreciated the value in applying it to the Cape Island boat, and sometime in the '70s he ordered the requisite supplies and built the first fiberglass Cape Island boat. Since that time and with an interim phase when the later wooden hulls were very often sealed in fiberglass, the hulls of Cape Island boats have been formed of solid fiberglass in fiberglass molds, a mold being a sort of inside-out boat, derived from a "plug" which is a wooden hull built more or less in the way Cape Island hulls were built from the earliest times. Cape Island boats still for the most part are "finished" in wood so as to be amendable to the specifications of their owners, with any woodwork that's to be exposed to the elements being sealed in fiberglass and gelcoat, a heavy paint based on fiberglass resin. But the larger part of the history of the Cape Island boat even now is the history of a wooden boat.
The Cape Island boat never was built for speed, but for seaworthiness and workability. One very fine fisherman from Maine observed that it was "like a tank." The Cape Island boat was taken up near and far -- my family boat business alone in its time built boats for the Island and province, for New Brunswick and Newfoundland, for Quebec and Ontario, for Maine and New Hampshire and Massachusetts and Connecticut, and indeed for Oregon -- and has been in service from its advent early in the 20th Century to this second decade of the 21st Century. That's testament enough, but they do say that the Cape Island boat was known even to Lloyd's of London, as a good risk.
At one point within my lifetime and by our count, or my memory of our count, there were something over twenty working boat shops on the Island; at the time of this writing the grand total would be countable on one hand, with fingers to spare.
(My little and fairly antique website for the family boat business may be found at McGrayBoatbuilders.com. Gone but not forgotten.)
