Dbckmbeb 16, 1880.] 



POREST AND STREAM. 



397 



anchor in shallow water), and the ballaKt bhaU lie on the keel aa 

 ranch 88 posBiblc : she Rhall draw a little more than three feet of 

 wat^r. and the cahin "honso" fihall no! bavr tnr.ie thau iudt eufli- 

 cicut height above the deck k) adn i ■ tO,eing 



fitted , Iier taUs shall be ou the ef: ' Id boat. 



fxc-pnt thst the maioBail Bhall -^iribed 



" ;.. li'g of mutton 



'Ifii Hqnall ; the 



, . , ,,,,,,: .1.1 boat, except 



■'.lien i ieino"the yacht aloue; everv rope, even to the sig- 



n;u-ds, shall lead aft to the cockpit, and tiller rop. « ph;;!! bo 



I ' :ic wav around the boat, Irom boM' lo stern, -:• that I .'nn 



hT.jer iier in whatfvor part I happen to be ; borp-oin ' I ■: 1. 1 11 



conHint of four anchors, LeaTT enough to hold III ;i : 1 



ojiuiilla cobles Rball be "used "instead of chain ; aiv 

 have a ton-foot canvaa tender, which will be light i-:ii'i : i: ■ 

 on deck and be oat ily ghiftcd, containing lour or uvf ii.r,:-;e, au-- 

 tight tin cans to make it buovautiu the event of iillmfr. 'Ihufl rin- 

 ged I think I shall be fitted for as long a cruiso as a vachtamau 

 flonld wish to undertake. "Sancehto," for whone opiiuoiiB I have 

 a.n exceeding reverence, grieves me ti.v upholding an " .Sniericau- 

 ized yawl," with a tnll mizzen-rnast and leg fif-muiton sail, and ox- 

 tended bowaprit with correBponoing jib. I think snob a rig would 

 perhaps do where there wore two or three aaiiorr^ alioard, Imt. iu a 

 heav"r ontaide sea, with onlv one man to work her. the original 

 English yawl, iu my opinion, ia the best craft that can be de',-i8ed. 



Ttj a late number I notice your inquiry for an oil-wtove for yacht- 

 ing purposes. I do not use one, for I have been unable to procure 

 one that would stand the roUing and trembling of a yacht at an- 

 clior with a sea running : but instead I have a. largo- tozed alcohol 

 stove, the reservoir being filled with cotton packing ; and with this 

 stove I can boil, fry, broU and even bake better than with any oil- 

 stove I over saw. 'And I have been ducking when my rigging 

 would bo covered with ice, and hy eimply Ughting the alcohol stove 

 and putting over it a sheet iron drum for a heater I have made my- 

 self as warm and comfortable iu my cabin as you are beside a grate 

 at home. The only objection to it ia the eipenso, which ia a trifle 

 more than that of ii kerosene stove. Seneca. 



the full advantage of her increased size, and the Ughtor canvas of 

 of the small vessel may even tell against the large oue. Vp^hen the 

 wind blows harder iho larger vasuel h.as the double advantage of 

 being able to travel fiister than is pitssible with the smaller one, 

 and of standing up to her c.^nvas better, or using more of it. In 

 addition to this there are some minor liams, such as the smaller ef- 

 fect Of sea waves upon hor, and the reduced frictional effect of 

 water tei >vhich inotion has been coinmuaicated I'ypassing over sur- 

 faces which it has reaebcd earlier. 



In bnildine' larger vachta we find that Ijuilders do not connnoidv 

 avail themselves to the full extent of thai 

 which comeii with iucreape of size, Init nr. 

 lent a reduced beam and oasi 



MEABDBEMENT. 



Editor Forest and Slreain : 



The letters from Mr. ^Vrcher which have 1" ' 1 e, ; i jn your 

 paper and your own comments thereon, te i' •" 'i" a few 



lines on the HUbject of yacht mcaBuremen;, i ; r:i e-L j-i- 



olined to this because your pen and pages have Lui - , ' i ' 



manifest effect to influence the construction of yin i 

 mensions and model than those of the prevalliu- 

 pecially of the small claas of yachts, ami i.eeiir i 



measuring has a direct and often .. i iricting 



the embodiment of good features ■ i-iugthe 



development of others undosirnl 1 1 ' ihig ad- 



vantage in speed. Thusithappeii ■ , ■.-.■< '' villhave 



a width of beam equal to less thsn ^^0 per cent, e.f her length, 

 and those built here will sometimes exceed 40 per cent, with a con e.s- 

 pouding disparity in their respective depths. 



Some of this difference may rea.souablv and oroperly iio duo to 

 diiTerence in water, hut to any one w!in has wstelied the eonstautly 

 increasing length and depth of KiiKlisb vaelits .-.nn ti:e .•ontraotion 

 of beam it i.^ a" plain raauifcfltatiou of ilieir furner s wiUmgness to 

 suffer loss of aocommodution and to incm- iuereuBU of expense to 

 e vade the penalizing effect of a faulty meaaurcmeut rnle, which 

 makes necessary an ontlay for ballast to serve a yiurpose which 

 might be better accomplished by giving the vessel a little more 

 beam and Ixitter accommodations. 



Thus to cope with the cramping effect of the EngUsh rule, a yacht 

 oivner must receive from hia builder a much smaller boat than he 

 coiild got for the same money and invest a considerable sum in 

 lead, or give np oxpc^ctation of prize winning m regattas. While 

 this is the case it cannot be ci arged against the rule that it produces 

 a dangerous class of yachts, or yachts that are heavily rigged and 

 unhandy. 



It ia no uncommon thing for na to speak of the English rule as 

 bad to the extent of being rithculous. How ia it with the rules 

 here? 



The effect of length measurement in developing the flat and wide 

 variety has been so oft«n the subject of your effeetive editorial 

 comments that I will only say that I hope never to be caught out 

 in one of those craft in a nasty sea and bad weather unless there 

 in a port within easy distance to leeward. 



There are, however, worse rules, I opine, than either the English 

 or length niles, and after some study of tlie matter through many 

 years, I have formed the conclusion thatthe very worst rule with 



which I am acquainted is that of the New York Yacht Club. View- 

 ing the Rubjeot an I do, it is diiBcalt to conceive of any rule which 

 oould be worse and yet ].«■ -t" ■ i, i • . i nigh to Becm-e any consider • 

 ation from yachtsuie.e '■ - i " a single good 'feature m 



yachts that it tends t>i 'i, ■ .iid one that it diseourageB. 



if any one should build u . . ^ - ilm the kind of tax which it 

 imposes, sueb vessel n-ei.ld ner-ep^-aiily be delicieiit in lliecbaracter- 

 iflt'cB of a Eafo, eoiiifortable .se.".-gobig vessel The best, that can 

 be hoped of sueb a rule, is that unv ene about to build will fait to 

 pay any attention to it, and tliat be »ill not stint hia craft of 

 froe-boiird, and ^\dll give her amyile dejitb and disjilaeement to 

 make her easy, commodious and safe, let the eubii[!l contents be 

 what they may. This brings ua Ui the q.iesuon : What wonki bo 

 the characteristics of a good nilc for time allowance ? fu rrriiig lo 

 answer this question T ahall trv to .teal ™tb._-r ndtb tbeonneiiilL-!- to 

 be attended to than the details of the applii/adm,. \ rule f-hculd 

 tax only the elements out of ivhieh speed may be r.ljtainerl ^n far 

 as these aro capable of recognition. Tt hbould, us iur ae maybe 

 consistent mth eejuity, avoid penabiiiiig features tiint make a boat 

 aafe, handy, roomy, economienl or otlierwise dcairrdile. Other 

 Uuugs being eeiual tHo rule ^^■bich perniita tlie largept liljcrty in de- 

 sign is best. Something has already Ijeen said in your iiaper as to 

 the reasons why allowance flhould lie made by one voseel to an- 

 other, but a few words on this part of the subject may be timely. 

 In the first place Mr. Sentt Hii^Kell Im.l down the prineir.le over 

 f ortv-tive yeai-B ago, tba! . '. ■.!: .... :i . : . i..! ' '- ."ind-r than 

 short ones, BO the water V 1 : , , - .1 vlierpri> 



gresB through it travelei:! _.jng ves- 



sel than a short one, anti 1 ' j v- !.. , i . . , • in.- .: -.n oceord- 

 ance with this theory. In sail-ranying M-ppelf; rhere ip an advan- 

 tage apart from this, inasmuoh a.s tbat otability or Bail-oariyiug 

 power increaaos much faster than the resistance due to size 

 and con.iequcut friction of skin surface. Thus if we preserve the 

 same relatiA-fc proportions and build a veshel douMe tjie length of 

 another oue we have increased the ^^ et a lu-f ace to four times the or- 

 iciual amount, but the diapb.u.'enient and t.oner of cierrviug sail baa 

 b&en incrBaaed to eight times that ot_ the first vessel. As. boneyer, 

 the opportunity of caiTying sad consists only in length and height 

 it has been increased only as the square of the propoitiun exist- 

 ing betwoeu the two vesBels. and not as the cube.' It has been 

 uiiftdrnpled, heuco iu light breozea the largor veaaal la unable to gain 



Tbe^ 



f -tability 

 11 equiya- 



r spcodB. 

 i has been 



the area 



.....d'belore, stabihty increases with size nne-b faciei ;b..n 

 over which sail can be eonvenientlj' and effectively spread. 



It mil appear from the foregoing stiitemont that a largB vessel 

 should allow time to a smaller one ;Ylien such speed is attained that 



waves of displacement and replacement are generated -when the 

 surface traveled over is roughened by waves— when per square foot 

 of surfaee it is necessarily leas in the larger vessel than the emaller 

 one. 



If these premises are correct the conclusion follows that allow- 

 ance for size ought to be greater hi a strong vpind than a light one 

 and greater also over a rough water course thau a smooth one, and 

 should be very little over a smooth water course in a hght wind. 



Some of the above conditions might be met by making the time 

 allowance with special adaptation to the course, and by making it 

 ■-renter relatively when the coiu'se was gone over in short time, and 

 . i: i ineiitlv at jiigh speed. There eoidd be no difficulty in formu- 

 .1 ..-: tiiia. ' 



J I might be assumed that as vessels of the same mode! increaao 

 then- sail carrying power and rBsistance in a ratio approximately 

 known, that their displaesment or tonnage would form a good basis 

 on which to reckon time aUowa.ner'. 



Such an inference ia correct otJv when the same type of Teasel 

 is in competition and can, I eltiim, only be reUed upon for jnat 

 results when othtr |i;:rti, .ii ilie rules for measurement insure that 

 only such vesnelB Khali be mi! jeet to the rule as have similar por- 

 por'tiemal dimenfionp. (itiier .vise the inference ia as false and the 

 operation of the rule as mieehievoiis as it svell can be. .A.t this time 

 when opmiou is quite unsettled, it is, I think, important that no 

 iaUacy in regard to this matter should pass unohaUenged. 



A h'ttle attention to the subject will sliow that of the tliree di- 

 mensions which enter into tonnage or diplacement the uses and ef- 

 fects of each are different from the other, and that they have dif- 

 ferent values as ageuts for thoproourement of speed. They ought 

 to be treated very differently, and to mix them up indiscriminately 



is to my mind to mate confusion of a kind that can produce only 

 the worst reaiilta. It is, in fact, to follow the example of the old 

 time man-ot-waxs-man, who, to get rid of counting lent his meaa- 

 mate a handful of mixed gold and ailver, and asked a like repay- 

 ment. 



I contend that no well proportioned vessel designed for comfort, 

 handmesB and aca worthmess, can by displacement or bulk meas- 

 urement rule afford to allow time to another one designed express- 

 ly to win jirizes in regattas over a summer course. 



By aaeriflciug the better qualities of a yacht it woidd, I think, 

 oot be difficult to design a vessel that should he notably suooeBRfnl 

 under the conditions given. That we have not moreyachta built 

 of a worse than Mohawk kind is perhaps due to the smallnese of 

 the inducement afforded by one or two regattas in a season. 



It appears to me that to t«x free-board is eapeciaUy inexpedient. 

 That to tsx displacement ia inequitable, and inasmuoh as it must 

 chiefly operate to produce a limitation of depth such a rule ia det- 

 riment.al to good modeluig. 



As some help to the Btiidy of this question let ns take the mid- 

 ship section of a well-known ya.-bt, aay the L'ndiuo, and see the 

 character of the change which would bo effected by nu alteration 

 of her proportiona. 



..\ccording to the draft of her iu mv po.Hse^aion, the Undme's deck 

 could reach the water at an inclination of LI dog. It will be suffi- 

 ciently accurate for our purpose here— that of aseertaing tho geii- 

 er.al character of the change iu the yacht's stability produced by 

 alterations in her depth and bredth— to leave ontof acceuut the 

 tnie centre of gravity of that vessel, and to make oiu- comparisons 



in e.ach case between the centre ■ I .i ii', . i .. . • n. 



and the centre of buoyancy of ea.l : . 



13deg. The diatauoe which Sep; 



gi-avity from the centre of buo> :l,i: •, !, .1 ,.i .- ' ,^,: . ..f 



the BCetiou as repivefienttsl by the iii.^i.Jai'trLii ut, wfU, of COUl'rie. 

 give the force of the ngbtiug |i.jwcr at the angle ishown, lUld. fb" 

 eonsequcnt relative abUity tc. eairysnU ..iver aueh a •' .•!■>!. f- 

 the aeotion A repreaaut tliu Undine. B, tiie aai: i . .i ,.* i.,.i 



feet draught, and the aame amount taken from beam. C, the Un- 

 dine with two feet added to draught.. D, the Undine wi!h wo feet 

 added to beam. liOt W represent tho weight of each section, and 

 L the length of the righting lever or the distance horizontally 

 wliieli separates the ccutre of gravity from the centre of buoyancy 

 and we have the following : 



A— W 1 xLl =1. 



B- "W 1.S57 X L .4054 = . 55 



C— W 1.514XL.65 =.984 



D— W 1.142 xL 1.35 =1.54 

 It will be seen that the addition to depth gives no such advantage 

 for carrying sail as is to be got by increase of beam. That it is 

 not equivalent when exchanged for it ia shown by reference to B. 

 That adchtion to depth without diminution of beam may fail to 

 give advaidage iu stabiliU-, nuleas accompanied by increase of free- 

 board, is shown by 0. That addition to beam does add immensely 

 to sail carrying power on a wind is shown by D. 



That tho loss of stability in nan'ow yachts ia piu'tly compensated. 

 even in smooth water, by easier lines and smaller rigs, ami thai 

 Buch boats are iinnieabmably superior and more handy in, 1 think, 

 so palpable that Ilie ree-ogiuiiuu of it must constantly increase. 



Hitherto, however, notwithstanding that the N. Y. Y. 0. is ex- 

 ceptionally conspicuous in taxing depth and free-board, and that 

 ordinarily we have no limitation of these properties, our yaebtBuiea 

 and builders have shown no disposition to take more than a mini- 

 mum of either. Our open yacht-!, the most extreme type of racing 

 machine, usually have a draught of about % of .an inch to a foot of 

 length, and are dock to water when inclined 12 deg. Larger ves- 

 sels commonly have then- decks to water at an inclination of 15 

 deg. Yacht builders will teU you they do not want too much boat. 

 Nor do they want to get the flails too high. There appears to bo 

 a more healthy disposition growing, but I am afraid that it would 

 not hear- to lie' handicapped. The Seawarihaka Club has a rale that 

 is probably the least objectionable in use It takes into account 

 beam and length only, and although the club contams some deep 

 boats as well as very wide ones, it dees not appear that the 

 wide ones need to be e'noouraged to enter regattas, or that the ones 

 with heavy di.splacemeiit and great free-board take all the prizes. 

 There can be no question that the introduction of a displacement 

 rule would effectually shut out from competion this type of boat. 

 In yeaaels of the extreme Enghsh form like the Jtdlanar, and more 

 especially where outside lead is permitted, it would be easy to 

 shOAV why the inducement is toward the most extreme, and why 

 some penalty ou depth or the favorite mode of ballasting would 

 be reasonable. A much better alternative would be to reheve the 

 yachts from the cramping and injurious effects of the ijresent too 

 heavy tax ou beam. If this were done and at the same time our 

 own rules modified so as to enconrage more depth and less beam, 

 Mr. Archer woidd find that we had found the long .and the short of 

 the question, and better yachts would be produced in both coun- 

 ti-ies. .J. Htsi.op. 



Mw York, Dec. 4. 



YACHTING NE^VS. 



New Yachts. —Hardly has the season closed for oue year, before 

 the chips begin to fly In all the building yards in expectation of the 

 next. Prosperity having returned to commercial circles, it seems 

 more than likely that this winter will see a larger number of keels 

 stretched than any yet gone by. The builders of Boston already 

 have much new work in hand, principally of the smaller eriustng 

 classes of sloops which meet with so much favor along the rugged 

 Eastern coasts and the list of vessels undergoing alterations and 

 repairs promises likewise to be a long one. Nearer home. Ward &. 

 Stanton have launched the new composite steam yacht for Mr. 

 Lorillard already described in a recent issue, and they are getting 

 out the plans for another seagoing steamer to replace "the Polynia. 

 Eoach & Son, of Chester, have nearly ready for deliverv the Yose- 

 mite. The Pioneer Iron Works close by are" busy vrith a" flush deck 

 steamer and in Baltimore Mr. Say's bark-riggedBretagne is soon 

 to go into commission. Carll, of Northport, has a large schooner 

 on the stocks for Mr. Ferris, of New York, and the PoUlous are 

 busy with one lilco the Noma to the order of Mr. Goelet, while on 

 the lakes the prospects are bright and a fleet of new yachts will be 

 turned out in time for the Spring races. In California much- 

 activity is manifested in yachting circles. The new schooner 

 Aggie, soft, long, built for Commodore Macdonough, by Hall 

 Brothers, of I-ort Ludlow, W. T., having recently been delivered 

 in San Eranciiico. llie demand for steam yachts, especially for 

 those 9f high speed, is brisk and the Herresfioffs of Bristol. 'K. I., 

 have their hands full in consequence. TJr. Holland's new steamer 

 is well advanced. She ia fiOft. long, Stt. beam and of composite 

 build, the boiler being of the coil typo with a grate 42in. diameter. 

 Speed 15 miles. The cabins wiU be handsomely flnished in hard 

 woods, the saloon being 12ft. long mth a stateroom opening into 

 it. Mr. Lorillard is having a steam launch built by tie same par- 

 ties. Length, 30ft., beam 5ft., mahogony planking, and cherry 

 and ash mside. Her engines will be compound, taking steam from 

 a coU. All the metal work will bo of poUshed bronze, including 

 engine and boiler, and a speed of eight infles is guaranteed. This 

 lamich wiU probably be the handsomest piec« of work of the kind 

 over turned out in America and m point of speed and aeaworthuiess 

 much superior to the usual itm of launches of the old pattern. 

 The well-known sloop Sadie is also in their hands for alterations. 

 She will appear next year as a schooner 64ft long and thoroughly 

 overhauled and refurnished. This will add another to the IViton 

 and Agnes class iu the metropolitan matches. The Herreshoff 

 Manufaetming Company have also jnat delivered to Messrs. FUrnt 

 & Earl a steam launch for sporting purposes, her design and ar- 

 rangements having been planned especially for the purpose. She 

 ia 45ft. long with 8ft. beam, schooner-rigged and steams ten mUes, 

 compound condensing engines, twin screws which, by a novel device 

 can bo raised or lowered to suit the depth of water, the laimch be- 

 ing able to steam in fourteen inches depth. The cabin is 12ft. 

 long, finished in cherry, oak, mahogany and California red-wood. 

 She has been named the " Sport," and is no%v in active service 

 on the Chesapeake, her owners bagging 180 ducks as the result of 

 one day's shooting. Besides their yacht work, the company has a 

 large amount of general orders under way, including an engine for 

 a draw bridge, machinery for the Atrato Gold Mining Company, 

 and a portable pumping engine for tho U. S. Fish Commission, 

 the latter delivering 1,800 gallons a miuatc. The Commission 

 will use the pumps for flUing and emptying ponds in which the fish 

 breeding ia carried ou. The works are employing over sixty men. 



Ex_PEUlENOE Kti THE TEST.— Ko much uonsense is WTittcn and 

 talked against outside ballast by those who have never been i n 

 board a yacht so fitted, that the imniaginaUve brains of th« 

 patriots who despise what is obvioualv the most natural and mi ei 

 beneficial iio.aition for ballast will do well to note the result .if 

 English experience m this matter. There is na tbe, ..t „i.,i,,t it, 

 but the very practice which thcv so nnich aff' ..- .', 



little. We q'uote from the Loudon J-'ifld .■ " I'm . . 

 the ballaBt outside was thought to be a hold ox] ■ - -. . . ..j 



who know how Loreh, Quu-aing and Madge had ,.. ui i,,,._ . ,,,,aicl 

 baton to no objections. And so the designers of Fr. du and Finola 

 put practically tho whole of then- ballast on the ke,;.l, but Uie 

 builder of Euterpe was advcrBe to doing the same and Euterpe, 

 by comparison, snffered in consequence. The heavy weights, too, 

 Samvoua and Vanduara, had a much larger portion 'of their baHast 

 outside than had been previously attempted, with the single excep- 

 tion of Kiiex, and that exceedingly comfrjrtable yawl was un- 

 doubtedly improved iu seagoing quaUtiea by the increased weight 

 of lead ontaide : and ao no one who understood the matter felt the 

 least dnntt oloiit the manner the heavy lead keela would perform 

 in a ten, .-Old ;dl ibe old prejudice ngainet outside ballasting has 

 been, it can he ast-umed, swept away forever." It ia abonttimo 

 tbat the tunubly and stupid cant phrases against outside balhisfc 

 ni Amenea were tbromi overboard that wk might derive the bent>- 

 nta of more moderate beam by a low centre of gravity. 



DuTBoiT Ca>-oe Clith.— The following oflScerg have bseu elected ■ 

 flommndore, C. B. Hull : Vice Goniniodnre, P. H. Seymonr ; I'enr 

 '■onintodoiv.. .1. E. Wat^ou; Secretary, W. J, a'aig; Treasurer, 



