FOREST AND STREAM. 



383 



her bow is hollow, and extremely long and sharp ■ her midship 

 frame is nearly straight, from the bilge until within a lew planlte 

 of the g.ubel, at which point it takes a sharp downward curve • 

 her forefoot is all cot away in order to prevent griping ; but the 

 most noticeable part ia the keel, which ia rooker shaped, with an 

 inner keel set in that weighs about 6,S001bs. As before stated, 

 Bhe is cutter rigged ; and although this rig ia not regarded with 

 favor by Boston yachtsmen, still it must be acknowledged ihat for 

 cruising it is very handy , as when you are caught in a blow you 

 can house both topmast and bowsprit, and any yachtsman knows 

 what a great advantage this is. Enterprise baa sailed in but one 

 race, and that was unfortunately during a light and variable wind, 

 The raoe was a close one, but her opponent, the centreboard sloop 

 Madcap, was victorious. Had it blown a stiff breeze, it Would 

 probabty have ended differently. Although Enterprise baa not 

 done much in races, in private sailing she has proved to be very 

 fast, a rail breeze to windward being cmo of her strong points. 



Viking is 31ft. water line, 38ft. 6in. oyer all, 14ft. Sin, beam, 

 with 6ft, draught of water ; her bow ia sharp ; she has a hollow. 

 floor and a V stern ; her keel is about the same as Enterprise's, 

 with an iron Bhoe that weighs about l,6001bs. 8ho was built at 

 City Point, South Boston, the headquarters of the yachir. 

 eat. From the time her keel was laid till the day of her trial trip 

 her model was abused by the yachting men. Sua was " too wide" 

 —"had no forefoot, and couldn't go to windward" — were among 

 the objections put forth by the o itics. A few— a very few — recog- 

 nized her fine lines and great power ; but the popular opinion 

 allowed her anything but speed. After hor trial trip there was 

 considerable change in the tone of the critioiBma. Persons who 

 wore loud in her condemnation before, were forced to acknowledge 

 her ability in a breeze. She has sailed in but two regular regattas 

 — one on July 4, during which she carried away part of her rig- 

 ing, thereby losing all chance of a prize ; hor next race was on 

 October 9, in which she was compelled to sail against centreboards 

 without receiving any allowance— an unusual thing in most of the 

 raoee in these waters. Her principal opponents wero the sloops 

 Shadow and Violet, modeled and built by Herreshou", of Bristol. 

 B. I. The course was about 25 miles in length, and the race was 

 given under the auspices of the Dorchester Club, the object being 

 to develop the ciuisiug model. The boats were obliged to sail in 

 cruising trim, carrying tender, stove, etc., as if on a ciuise. The 

 BtMt was a flying OD9, ecu for tho iiret rive miles, dead before the 

 wind. All the boats were reefed, as it was blowing a gale of wind, 

 with an ugly choppy sea. bhadoic Etarted first, followed in 2m. 

 by Viking- Before the wind Shadow increased her load, but when 

 the sheets were trimmed ait Viking gained until the boats got. 

 about even, in which position they remained for a good 10 miles 

 with the sheets a little etarted. Fur the last three miles of tbe 

 race it was close hauled; and juat aa tbe sheets weie trimmed 

 flat aft Viking took the lead. Through a slight accident 

 was compelled to stand out in the tide while her. 1 it throi 

 Gut, the boats crossed tho lino almost together ; bnl aa S 

 started first, Viking was declared the winner ay a couple of mm- 

 rvfes. Tile result ol ibis race caused general surprise th] 

 boating circles; for although it was well known that TV.:. 

 fast in a breeze, it was cot to be expect - . • Boold Bail with 



Shadow, the latter having beaten all the clippers under tho same 

 circumstances. 



In regard to the comparative merits of Vikiaq and Enterprise. 

 my observation of the two boats has convinced me that iU a light 

 wind, free. Enterprise can beat Viking; but to windward in 

 a breeze, Viking is the better boat. The latter is sloop rigged. 



NeWunb. 



. — -«H . 



YACHT MEASUREMENT. 



Bellevuxe, Canada, Nov. 14, 1878. 

 Editor Foeest ahd Stbeah i 



Having read with interest, and I trust not without profit, tho 

 remarks on the subject of yacht measurement in the iseue of your 

 journal of Oat. 7, I, aa an enthusiastic yachtsman— as oao who 

 has had not a little to do with yacht measurement as Secretary of 

 a yacht club for the past four years, and as haying thought con- 

 siderably upon the matter, desire to have my say upon the subject. 



You say a obange is needed in the present rule which is in use 

 in these waters, exactly as quoted In the artiole referred to. But 

 the difficulty is to determiue in what direction the alteration shall 

 be made, considering that it is indispensable that the rutc for I he 

 measurement of yachts shall be a simple one, and easy of applica- 

 tion ; one, in fact, by which the tonnage of a yacht can be deter- 

 mined in a few minutes. Any such rules of measurement aa are 

 applied to vessels for commercial purposes would bo too complex, 

 aa in but few yacht olubs would there bo found a measurer thor- 

 oughly acquainted with the necessary formula, or who would be 

 inclined to spend the time necessary for the measurement of 

 a large fleet of yachts, which such operations would render neces- 

 sary. Therefore, as iu the case of standing keel yachts the pres- 

 ent rule offers a premium to length, and places a heavy handicap 

 on beam, an alteration whereby fairer treatment is accorded to 

 wide vessels of that description is desirable. I say in tho case of 

 standing keel yachts, because the present rule is about aa fair sa 

 can be devised for centreboard craft, which must have great beam 

 in order to carry canvaB safely. The rule proposed by Mr. Dixon 

 Kemp, of which you speak approvingly, would not answer at all 

 for centreboard yachts, as the premium which it offers to beam 

 would produce some ridiculous results, of which I will give you an 

 example, taken at random from the fleet of the Bay of Quiute 

 Yacht Club here : 



Yachts, Length. Beam. Old Rule. Proposed 



ft. in. ft. in. Bute. 



KatieGray 26 8 10 10 9 83-91 4 13-70 



Kathleen 27 6 10 6 9 9191 o 8-70 



Gtaoie 25 9 11 3 9 88-94 2 49-70 



I could give a good many more examples, but the above is suffi- 

 cient to demonstrate the utter absurdity of Mr. Dixon Kemp's 

 proposed rule if applied to vessels of great beam, which under it 

 would escape with about one-fourth of iho tonnage which they 

 measure under the present rule. That the present mode is pref- 

 erable for centreboard boats who can deny, when tho further fact 

 is stated in substantiation of its justice, that any of the above 

 yachta will carry upwards of 15 tons of dead weight, that 



Qraoia will carry as much, if not more, canvas than eith Katie 

 Qray or SaihUen ? Will, therefore, any man in bis senses tell 



me that a rule- which places beam at, such a premium as is shown 

 above is cither just or right? 



Thus 1 am led to the conclusion that there should be two rules 

 for measurement, one for contreboaid yachts and another for 

 standing keel craft. The reasons which I have to give for this 

 idea are that in my opinion a correct rule of measurement ought 

 to take into aceonut the depth of a yacht as well as her length and 

 beam. Such a rule could not be applied to centreboaiders, otber- 

 i e.ratiou of yachts succeeding its enactment would be 

 built to evade measurement in depth, jUBt as the English craft 

 are now constructed to evade measurement in width: and the 

 result would be a class of ''skimming dishes" infinitely more 

 dangerous than many of tho "racing machines" which now skim 

 the surface of many livers, bays and other inland waterB, The 

 present rule is good in this respect, that a builder may make his 

 centrehoard boat as deep aa a draw-well if ho chooaes, and the 

 result is a class of craft in which the happy mean soema to have 

 been struck. 



The construction of the keel boat being widely different, tho 

 builder is obliged to give bis model a certain draught of water in 

 order to obtain stability and weatherly qualities ; and aa the 

 draught must neoeesarily increase with the narrowing of the hull, 

 the depth dould with excellent reBults bo taken into account in 

 measuring yachts of the standing lteel olasa. 



Therefore, as the centreboard yaohta derive their stability and 

 sailing qualities from sources entirely different, and indeed 

 opposed to. those from which the keel yachta do, I hold that there 

 should be separate rules of measurement for each— that for the 

 former taking no account of depth, and that for the latter meaaui- 

 ing draught of water as well aa length and breadth. 



Hoping that some of your able correspondents wiil consider 

 and discuss the ideas above aet forth, and that the result will be 

 of benefit to yachting generally, I subscribe myself Ontario. 



In making an application of the new rule proposed by Mr. 

 Dixon Kemp to the yachts mentioned in his letter our corres- 

 pondent, " Ontario," has come to conclusions which are justi- 

 fied by what we had published concerning the proposed 

 change. We should, however, have added in our remarks 

 concerning the innovation proposed, that Mr.Kemp foresaw this 

 anomaly, and consequently made the proviso in his proposi- 

 tion that whenever a yacht's beam exceeded two-sevenths of 

 on water line, in other words, when the yacht has 

 less than three, and a a half times her beam for length, then for 

 measurement for time allowances two sevenths of the length 

 is to be taken as beam in the. formula. Thus Kathleen, would 

 ifi, Gins in length ; two-sevenths of that is 7.86ft., 

 Which ia to be regarded as her beam. Subtracting twice this 

 h leaves 11.78, This multiplied by the assumed 

 again by one-half of that figure gives 303.88, which 

 divided by 70 results in the racing tonnage of 5.20. Similarly 

 ... will ton 4.73 and OtucU 4.34. This places the 

 matter in a better light. Our correspondent, however, de- 

 credited with having discovered tbe omission of 

 tbe limiting' clause from our article- The rule was mentioned 

 rather as an evidence of n gradual giving way of the strict, 

 Ivc feeling hitherto hedged about the; old Thames 

 ! tgle iu England, and which was steadily and surely producing 

 inordinately narrow vessels abroad, ihan as a rule 

 to be applied without modification to American yachts. In 

 general, however, we countenance any system which will 

 modify the tendency toward shallow racing vessels at a sacri- 

 fice of seaworthiness, even though such rule may be theoreti- 

 cally imperfect. If that of the Seawanhaka Club— area of 

 load water line— were assured of permanence, its influence 

 upon model could not fail to be beneficial, for it encourages 

 an easy, deep form, and taxes the dish model, working, 

 therefore, in exactly the right direction. 



both: types practically con- 

 sidered. 



New Jeksey, Dec. 1, 1878. 

 Editob Forest and Stbeaw : 



I have just been reading a most interesting little book, called 

 "Down Channel," which gives a literal description of several 

 eruiaoB from London to Land's End, in Cornwall ; and one com- 

 pletely round Great Britain— the latter in a cutter of the following 

 dimensions : 32ft. over all, 9ft- Sin, extreme beam, and 6ft, draught 

 of water aft. I wish friend "Podgers" would read this little book, 

 and see how suoh a craft behaved in a severe gale in the North 

 Sea, so severe that large vessels felt obliged to lay to, and one 

 large schooner was thrown on her beam ends, and only righted by 

 the loss of her mainmast. He will there see that all his talk about 

 diviog-bells, etc., must be the result of mistaken impressions; for 

 it seems to be pretty evident that Sirius and Orion — two of the 

 finest vessels, the former 32ft. and the latter 42ft. over ah— were 

 as diy boats in a heavy aea as cou!d be desired ; for in the 

 owner's account of a night passed in a very heavy gale, laying to 

 moBt of the time, he tolls us how the top of one aea, "not looking 

 where it was going," sprinkled him with its spray ; and with this 

 exception, she took no water aboard ; yet a very heavy sea was 

 running, as may be judged by the spirited illustrations of the 

 scene. With the bowsprit run close in, and no overhang of stern 

 to speak of, she always lifted cleverly, in time to clear everything. 



Could any boat do better? I fail to see how she could. Now 

 on the other hand, take a New York boat of the same length— 

 "Podgers'" boat for instance— 30ft. long, and 13^ beam; 4>.< 

 hold , wi th a draught of about 3ft. to 3?£f t. aft, and half of that, or 

 less, forward. Place her in the same position, and how would she 

 make out ? Would she do as well, think you ? (There can be no 

 question of doing better, for a little boat which will carry safely, 

 aiid always be under perfect control in such weather, eannot be 

 excelled by anything that floats.) My impression, judging from 

 what experience I have had, is that she — '' Podgers' " boat — 

 would be in great danger, from her extreme buoyancy and great 

 bBam, of being tosBed up by Borne of those seas, and coming down 

 again wrong side up, which would be certain to occasion more dis- 

 comfort to hor passengers than to run the chance of a little apray 

 being thrown oyer them occasionally, in oonaequence of their boat 



being lose broad and loss buoyant. But different situations cill 

 for different things. In San Francisco Bay scows are perhaps the 

 beat boats ; but 1 am not yet convoi ted to the belief that 3cowa in 

 the English Channel would be much of a success. 



Even orossing Sandy Hook Point I saw an improved aoow— the 

 Mohawk— maks her bow — not gracefully, either, but very abruptly 

 —to a couple of not very bad seas, when away went her bobatay, 

 and she had to turn tail instantly, or lose her masts, If she had 

 been cutter rigged, she could have done better than that ; for she 

 could have run that abominable bowsprit in, and saved things. 

 Do you think, dear P., that if Vision had 8 or 10 ft. more beam, 

 she could have won that cup a few weeks ago ? I have seen her 

 try to Bail to windward in a seaway, and fail ; and I think I know 

 what's the matter with her, but I dont think that it is want of 

 beam. On the other baud, I mnst say that I don't want auoh 

 a machine aa Muriel Forty-six feet over all, Oft. 2in. beam— no 

 cockpit, no house! Where tho deuce ia a fellow going to stay on 

 thiB thing, with such a very narrow strip of deck, and no rail to 

 speak of ? If I failed to grab the tiller, I should have to sling 

 myaelf to the mast, or go below, or overboard. No; thia doesn't 

 suit me either. 1 like the rig very well, theoretically, but I want 

 what I oall a decent boat under it. 



Now lot me say what my notion of a boat is, Thirty-six feet 

 keel, about 45ft. over all, 6ft. to G>£ft. depth of bold, and 12ft. Sin. 

 extreme outside beam ; centreboard, because I have not water 

 enough for a keel, which otherwise I should decidedly prefer, and 

 to draw 4ft 8in. to 5ft.; cutter rige-t probablyi ail but the top. 

 oai!, whioh I would prefer jib heaved, and to furl aloft. Now, if 

 the owner and a boy or a friend can manage "Corinthian's" boat 

 I think they could as easily manage this, and be very much safer. 

 At all events, I think very seriously of trying it, and am only wait- 

 ing till this little matter of the perfect dimensions is settled to my 

 satisfaction to begin building. 



"Podgers" thinks ho has settled it, but he hasn't with me ; for 

 according to his creed, I should be obliged to be over 16ft. beam. 



Well, I don't want it, for I ba 

 16ft. Sin. beam, has 41ft. keel, ant 

 all ; and yet when she got in a heav; 

 we couldn't keep cur sea legs any 

 not come in stays until aho went 8 



nth one which, with 

 it little loss than 50f(, aver 

 a eho wolloped about so that 

 sre under us, and she would 

 u first a while, and was man- 

 id round by a skillful manipulation of that huge rudder and 

 with the jib to windward. She was a splendid working boat too 

 in smooth water, and very smart ; but make a boat bulky enough 

 and with sufficiently small displacement to suit about here, and in 

 a seaway there is only one direction iu which she can nail and 

 that ia to leeward. If tho scows can lay to well, that is a good 

 thing for them ; for they certainly must have to do it a great det.1 

 of the time— that is, if the wind is ahead, and tho water a httle 

 rough; and I guess I had bettar follow their example. So, a« 

 reooir. ' ^ Hami-a-Lee. 



A REPLY TO " ROUGE-CROIX." 



New 1'okk, Nov. 20, 1878. 

 Editob Forest Akd Stiikam : 



In your communication headed " A lew Words to ' Oorinthiaa 

 your correspondent, ".Rouge-Croix, 1 '' has evidently found a mare'e 

 neat in my letterof Oct. 25; whereas, a little thought upon the 

 words he quotes therefrom would have shown him that rig was 

 not treated of at all in my communication, but American an.i 

 English types of vessels— one designated largo bulk aud small dis- 

 placement ; the other, small oulk with large displacement, ot 

 English cutter type. 1 beg to inform your correspondent, 

 " Bonge-CroU," that I urn familiar with thepchoonorrig, aud have 

 had the pleasure of viewing the Cambria ; also, that I have done 

 considerable sailing and yachting, principally in schooners, for the 

 last twenty-five years, and know the difference between bobstay 

 and dingey pennant. However, aa he hails from Halifax, I am 

 glad to see his interest ; since, perhaps, the Dominion may again 

 be a competitor for what ia known aa tbe Queen's Cup, and aend 

 hie approved type of vessel to contend with our cracks inslead-of 

 a nondescript. I am aleo glad to sea my old acquaintance, "Pod- 

 gers," to the fore. Aa to his oentreboard in the run, I believe it 

 a good thing, having seen it tried thirty yeara ago. 



,„ , ., , OoBIKTHIAN. 



Organs and Pianos.— The celebrated instruments of Daniel 

 F. Beatty, the great piano aud org.™ manufacturer: of Wash- 

 ington, N. J., are unrivalled in purity of tone, action and ex- 

 cellency of finish, being the result of years of indefatigable 

 labor, the aim of which has been to make only tbe very best 

 and sell at tbe least possible profit. This course has resulted 

 in the name of Beatty becoming a household word in everv 

 State and Territory of the Onion and Oanadas, and familiar to 

 numbers of the residents of England, Germany, France and 

 Italy. Tbe special offers of Mr. Beatty, which appear id our 

 columns to-day, mean just what they say. The instruments 

 are all and more than 13 claimed for them, While the prices 

 are barely manufacturer's cost, for Mr. Beatty is determined 

 to place his unexcelled instruments in the homes of the entire 

 music-loving population. No one contemplating the purchase 

 of an organ or piano should fail to take advantage of his offer* 

 as a neglect to do so will be a matter of regret. Bemernber 

 these offers are only good during the next thirty days. The il- 

 lustrated catalogue of Mr. Beatty is detailed and full of infor- 

 mation interesting to every one. It will be mailed free on ap- 

 plication. Send for a copy to Daniel F, Beatty, Washington 

 New Jersey.— \_Adv. ° ' 



As hrpRovEo Steam Esgine— The " Dead-Cbntkb " 

 Ovkbcomb. — It is a well-known fact that steam has always 

 worked at a disadvantage. In the Steam Engine now in use 

 there is no leverage except at the loss of an angle ; and there 

 are two points in each revolution where there i:i absolutely 

 none. These points ure called tho " dead centres." An en- 

 gine having but one cylinder and stopped here, has no power 

 to move. To do away with these "dead centres," and give 

 steam a chance to work directly on the long end of a lever 

 was the idaa had in mind by the inventor of the "Double 

 Action Eatchet Engine," which has just been perfected- and 

 a working model built which promises nothing less than a 

 revolution in tho manufacture of engines. The advantages 

 gained are many and important. Among them are the-per- 

 feet adaptation of steam to all farming purposes such as 

 ploughing, mowing, stump and rock pulling, etc!, also to 

 road wagons, where such are needed ; to street cars and ele- 

 vated railways. A model of this improved engine will be on 

 exhibition in this city early in December, due notice of which 

 will be given.— (Mm, Bute. 



