Ostkust was designed to be an ideal day sailer, with a large cockpit that is almost 6 ft. 6 in. long, but yet has a com­fortable snug cabin that would be perfect for two people for short cruises or for much longer cruises for two young people who don't mind roughing it a bit. However, as most of the sailing time is in reality day sailing where ease of handling is desirable, greater emphasis has been placed on de­signing a roomy cockpit so that a few con­genial souls can find ample room for their utmost comfort while enjoying the sun­shine and air of a day on the water.

In contrast to most so-called day sailers, provision has been made for the installa­tion of one of the many small inboard air or water-cooled engines. The one shown on the plans is a Lauson 2½ horsepower water-cooled engine with magneto igni­tion, which is ample to get the Ostkust into port after the wind has fallen to a flat calm at night or when it is necessary to make a train.

She's 24 feet from stem to stern, large enough for limited cruises and roomy enough for day sailing.

No companionway slide is indicated as this was deemed unnecessary. However if desired it would not be too troublesome to fit one, making the opening the same width as the companionway door openings and extending to the beam on about frame 21½. This would mean relocating the 5-in. cleat now shown on the centerline, but it would be a simple job. While not shown elsewhere except on the deck plan, the bulkhead forming the clothes locker on frame 24 is to extend to the cabin top or deck as necessary. Except to mention that no attempt has been made to indicate any of the shelves that would be desirable or required, there is very little more need be said about the cabin joiner work. However it is suggested that a single shelf port and starboard over the berths near the clamp be added with a lip of at least 2 in. height and 5 in. width to hold personal equipment. Forward opposite the hatch two shelves on each side should be fitted to stow ship's gear, etc., and these should be arranged to take the various items that normally would be stowed in this portion, as sail repair kit, tool box, lights, etc.

Also an extremely desirable and suc­cessful arrangement for a small boat is to provide various hooks for hanging duffel bags, sailbags, etc., and to keep various items in order and convenient when re­quired. In fact the essence of a success­fully arranged small boat is to have all the gear stowed in positions where it will be instantly available when required, and a place for everything that does not mean moving twenty different objects to find the desired item. An orderly ship is a happy ship!

As to the rig of Ostkust, this was de­signed to be efficient yet simple. As can be seen there are no shrouds above the jib-stay as there is very little load on the mast above this point which the jumper struts cannot take care of. This arrangement of standing rigging has been used with con-.;  arable  success  on  many   sailboats  of equal sail area, and while often a bit more troublesome to adjust to keep a straight mast, it has proved to be reliable. With the wide beam and the resulting wide spread to the shrouds the loads will not be as great as on the narrower rig. How­ever one slight disadvantage for a wide spread of rigging is that it will not permit sheeting the Genoa jib when hard on the wind as might be desired, but in a wide short boat as Ostkust in a short choppy head sea it is impossible to sail as hard on the wind as in the narrower types. Hence the shrouds act as a check as to exactly how close one can really sail while on the wind. However when the breeze is light or off the wind in stronger breezes, the Genoa would be desirable, but when on the wind in a short choppy sea the working jib sheeted inside the shrouds would be much more suitable.

Speaking of the sails, mention should be made of the spinnaker; while it has been designed to the 1940 CCA. rule, this sail would not be too large for cruising when sailing off the wind, yet would be large enough to make things interesting while racing. Incidentally, rather than using a swivel halliard block, which always seems to jam or cause trouble, a lignum vitae lizard is used, simple and efficient.

One thing should be mentioned at this point and that is the purpose of the various cleats not indicated otherwise, as follows:

Six-inch cleats P. and S. off end of the cabin are for main and jib halliards.

Five-inch cleat on centerline of cabin top is for the boom downhaul.

Six-inch cleats on the inside of the cock­pit coaming port and starboard, frame 33, are for the double ended mainsheet.

Six-inch cleats on the outside of the cockpit coaming P. and S., frame 32, are for the jib-sheets.

Five-inch cleats P. and S. on the mast are for the double ended spinnaker halliard.

Incidentally no provisions should be made for the boom lift outside of a lanyard for initial adjustment. The length of the boom lift should be such that when the sail is lowered and the boom is not in the boom crotch, the boom does not come down and "bosh in" some guest's head. What other times a need for an adjustable boom lift exists are so rare as to make it im­practical to carry the extra gear in the form of blocks, tackles and cleat.

Speaking of the boom, this is to be solid while the mast is hollow, and this was done so that the heavy boom would keep the sail from spilling the wind at each roll of the ship, besides tending to improve the set of the sail at all other times. There is so much more to be said in favor of a heavy boom than there is in favor of the light boom that it seems doubly justified to use it on a small vessel like Ostkust.

Mentioning the boom brings up one other feature of this design. As will be noted on the construction plan, a canvas awning has been indicated to fit over the boom and attached each side to the outside of the cockpit coaming and aft edge of the cabin top, providing additional shelter in the cockpit while at anchor on a rainy night, and also sheltering those who might be sleeping in the cockpit. As shown, pro­vision has been made for two stretcher-type berths in the cockpit, which will bring the total sleeping accommodation in a pinch to four people. Although four is too many people for regular sleeping, it might be highly desirable on occasional week­ends, and when these berths were not re­quired they could be conveniently stowed.

These specifications are in standard form as intended for use by the professional builder. Consequently, some of the para­graphs in the general conditions apply primarily to the professional builder and should be amplified and form part of the contract between the builder and owner. However in portions of the specifications alternate arrangements and materials have been given in addition to other notes that would apply only to amateur builders. It is these points that must be settled be­tween the owner and a professional builder before being made a part of the contract, either by crossing out the nonapplicable portions or rewriting only the parts that should be retained.

SPECIFICATIONS

General Conditions

It is the intent and purpose of these specifications, together with the accom­panying plans, to produce a first class and complete keel cruising sloop of the fol­lowing dimensions: Length overall about 24 ft. 1 in., length waterline about 19 ft. 2 in., beam, extreme, about 7 ft. 0 in., draft about 3 ft. 7 in.
It is the intent that the builder shall com­plete the boat ready for sea, to be delivered afloat at the builder's yard, complete in all respects, with all equipment on board, paint work cleaned, and the bilges cleaned of all chips, sawdust, shavings, dirt or any rub­bish before the application of paint or which may obstruct the timbers on pumps.

The builder will provide suitable dry storage space and any labor necessary for storing any equipment purchased by the owner and intended for the vessel, and also provide the necessary materials and labor to bend, install or stow such equip­ment on board.
Items shown in the plans and not ap­pearing in the specifications or vice versa shall be considered as appearing in both, and it is understood that the builder will supply and fit, without extra cost to the owner, any small fittings or fixtures not specifically mentioned herein, but required to make the vessel complete.

All workmanship must be first class, and to the entire satisfaction of the owner. The work must be carefully and thoroughly executed by skilled mechanics, and work open to inspection at all reasonable times.

All materials and manufactured articles used in the construction must be of the best grade and quality. All wood to be of select stock, free of sap, bad knots, shakes, checks or other defects. Planking must be of close grained, firm, rift sawed stock. All oak must be dense hard white oak. No red oak is to be used in any place. All wood must be properly seasoned. Defective ma­terial, equipment or workmanship will be removed whenever developed and replaced without cost to the owner.

Should the owner consider it necessary or desirable in the course of construction to make any changes in the arrangement or details, so long as the general character and arrangement of the vessel is maintained, such changes must be made by the builder without invalidating the contract, provid­ed that no work has been done on the par­ticular part to which the alteration refers. Charges or credits for such alterations will be agreed on in writing before the exe­cution of the work. No charges for extra work will be allowed unless such charges have been authorized in writing by the owner before beginning the work. No extra work is to be considered as invalidat­ing the contract and no delay in the com­pletion of the contract due to such extra work is to be allowed, unless authorized in writing by the owner.

The vessel is to be covered by the stand­ard builder's risk insurance by the builder during the construction, ashore, during launching, and afloat until delivered fully and specifically insured. The insurance is to be in an amount at least equal to the partial payments that shall have been made by the owner, the loss if any to be payable as the interests of the respective parties may appear.

The lines are to be laid down full size from the offsets and carefully faired.

After final inspection and satisfactory trial and all details of the plans and speci­fications have been completed as acknowl­edged by the owner, the builder shall de­liver to the owner all documents showing clear title, license fees paid, etc., and for­mally deliver the vessel upon payment of the balance of money due.

The following plans by the architect are hereby made a part of the specifica­tions: Lines and Offsets Dwg. No. S-610-1, Sail and Rigging Plan Dwg. No. S-620-1, Cabin—Construction Plan Dwg. No. S-635-1.

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