356 



FOREST ANt) STREAM. 



[M'ov. 30, 1883 



AN IMPROVED OPEN BOAT, 



Till: (iv.lrllei 

 saile ■ 

 tram yachting hundreds of likely 

 i iwaxd the water have beeu offset ' 

 tend all classes of yachts. The 

 tlu- drownings of individuals am 

 I lie . •!>. ii e.itlmnis ami jib ami 



SINGLE HAND YACHTS. 



[CONTINUED.] 



AT the present day so much prejudice against large displacement 

 ha, h-ec ■-■■, ! that I I.,- m-:iv to intelligent modelling seems 



much clearer and more likely to be follow oil than a feu- years ago. 

 The notion hitherto prevailing araiiifure;! builders and accepted 

 vervgem-r.dh a- an irrevocable law of nature that displacement is 



the legitimate spo 



traps and carieatu 

 the foreign cutters 

 lied n's sailing, 



., the deeper and a 



in the most obstim 

 obliged lo admit tin 

 rare. If Bedoi " 



__._*• loose 

 • do duty as bogv against 

 ichts in defense of fanci- 

 isw in the discovery the 

 nong yacht builders, for 





ml Lo a 



, but 



in thi-i light todri 

 lies thr-iu to en jut 

 umns, the knight: 



practice in Mir own waters 

 lions of such .null,. rilios as 

 died 1)V numerous delicate 

 roofs, were '■pooh poolied" 

 .1 write ami totally unlit to 

 tertainiug. We hare time 

 M move any int -big. ,1 n 



oars before such : 

 e,-d as Ecduiiin fin 



lite average taien 

 ck, or such thing 



e of the ludaa 



nee has dually : I i 



no fioin 

 in.i vi ah: : au.n; 



■hi at eel essayed, U perfectly- 1 



' speetl when properly shaped ii 

 slight displacement litis no virtu 

 use only on the strength of the 



be forced to retire, affords accommodation, and If rightly propor- 

 tioned can be propelled with less area of sail than a trap of great 

 beam and flat as a pancake with noinsides at all and carrying no 

 other ballast than the load of ignorance she represents in her dan- 

 gerous fashioning. 



Our single-hand yacht, to offer the most satisfaction, must first 

 have a liberal allowance of displacement. In the expressive though 

 not classic language of lite boat shop, "sin- must have plenty of guts 

 below water." The next question arising is how to dispose of the 

 amount to the best advantage. Displacement without form is no 

 gain except in room, and may bo a detriment in other respects. 

 What form should it take to make small oca aye ,. h ,r a. a : 

 minhtering to the needs of the cruiser! We liave in our last issue 

 decided the shoal, wide and also the chubby boat unlit for his pur- 

 poses. The third general division of type' comprisas narrow deep 

 boats, and to this class we will now turn our attention. 



No precise limits or proportions are here to he laid down, nor is the 

 definition of the third division restricted to extremes, but should be 

 considered as compr) ii c- customary 



normal, in other words boats of less beam and greater depth than 

 typical representatives embody. We propose to clip from beam and 

 add to depth and length instead. A limit to this clipping will soon 

 be reached in very sin ill yachts, since a certain amount of beam is 

 absolutely required lo furnish floor and berth down below and other 

 1 >la si d m ssil vhtl raising II s t, this amount will dif- 

 fer, but whatever they be we would not counsel going an inch more 

 in breadth than demanded by these considerations. The very least 

 floor and the narrowest berth the skipper can tit himself to with 

 reasonable peace of mind is all the liberty to be taken with a dimen- 

 sion from which no goo ,1 can be expected and which must be esti- 

 mated a necessary evil to be discountenanced at the peril of loss in 

 ability, voatborliuess and speed. 



There is an unaccountable veneration for beam in the community, 

 as though breadth was conducive to praiseworthy characteristics, 

 when, as a matter of fact, beam is detrimental to good performance 

 on every count, and U to be indorsed only on the score of wider 

 decks ii 



nl" 



a hac'.e , i.-o ea alts ]LL.-I 



' " s and add to depth or 

 ailing, but the 



'.Bet 



a shy 



effected by n fulh 

 >r and berths ar 

 the spread. All ; 



ic eye with vastness all 

 i for any other object 

 ke depth an increase 

 i the bilge up to rail, 

 e bilge, they profit 

 ir your trouble is a 



j, and a chubby bounce 



a little more deck, of no practical value in'workiug 

 p. With like bull:, however, as the start for the comparison, what 

 i patch on beam has to come off the depth and length. The boat 

 tens out, her cabin is no longer practicable, and though speed can 

 retained hv falling back upon a, big rig, the boat has passed into 

 t m ah udy condemned, and is no longer fit to knock about the 



itly stn 



makes steering easy, 



e have to solve is on. _. 



e not looking for the largest boat from which the 

 least service can be got, but, on the contrary, for the smallest design 

 offering the greatest capacity for useful duty. Locating bulk where 

 it is not needed is, therefore, an evasion of the, task. Any one can 

 give beam by the mile to a plan, but the nut to crack is how to 

 make out as well, or oven better, without any extravagance, 

 in other words how best to dispose a given size or amount of bulk. 



Should the reader turn this over in his mind, let him remember that 

 a just comparison of results must be instituted upon the basis of 

 equal bidks. An addition in any direction by impressing more bulk 

 is a license not permissible in equity. Such a procedure would 

 simply be the building of a larger boat, and no one is likely to dis- 



fiute a big boat is bigger than a little boat on general principles. The 

 Itnit to beam is, therefore, best governed by physical cm, -a Inv 



d( accommodation below, and every inch beyond is a wasteful dis- 

 position of bulk which will subserve better ends elsewdiere in the 

 boat. 



Depth on the other hand is a virtue In every boat well worth culti- 

 vating to the utmost. The objection to its free use, apart from the 

 exploded delusion that it is a hindrance to speed, is founded upon 

 rathermore substantial reasons in small boats thau the abhorrence 

 of narrow beam. Boasting no regular crews it is always advisable 

 to moor in some snug bight where the water is apt to be shoal and 

 deep draft and a high bilge might give trouble at low tides. This is 

 perhaps the oni rtou Si a back which can be urged against small 

 craft of the deep typ3, but it is realty exceptional, for the cases must 

 be very few indeed where sotn • suitable shelter within reasonable 

 distance cannot be found with water enough to float the yacht at all 

 stages of the tide. 



In the exceptional cases it resolve I itself into a balance between thc 

 sacriliceof model to unfortunate surroundings or tbetroubleof seek- 

 ing harbor not as convenient as might be wish-d fur the sake of preserv 

 ing intact the tool which is to mlaiiuisl _-r to our pleasure. Shall the 

 boat be lowered to the level of the waters or the waters selected ac- 

 cording to the boat; We fancy no good yachtsman would hesitate 

 long, but would promptly decide to hoof it for miles so his boat ac- 

 complish his wishes anil meet, his expectations when once she Alls 



away. In these small yachts co . cl ,rds are out of bhe ■ ao: ■ 



a cabin small enough as it is. Occasionally it is a handy thing to 

 trice up at a moment's notice or to "cut across lots," but this wo 

 deem fully offset in practice by the risks run in twistiug, splitting and 

 leaking and tending. Nor is the board at all to be compared to the 

 loaded keel for general service, and its use entails a shoaler, beamier 

 yacht thau compatible with foregoing considerations. 



A keel is the only scaur .1 fC , our problem, and this ar- 



rangement involves really less draft than a centerboard yacht in 

 efficient sailing condition. It is the rule for the keel to draw less 

 water when under way than the board, while the reverse is the ex- 

 ception. Keels show to advantage in practice quite as often as the 

 boards, and on the score of draft there is not much choice between 

 thetwo. On all oilier p lints Ih.'. ke.-l is qiote as good, and on some 

 very essential ones in small boat sailing it, is decidedly to be preferred, 

 SO that moorings should be sal. age 1 accord in c, he, as a ecu -orb i.aial i 

 virtually debarred from the design now in hand. 

 L * ^ith a given displ. 



a more of the 

 :l the better to windward. The 

 i stowage below, the faster 

 jeaking always within modera- 

 oo long and' shoal, should be 

 the lesser evil. Depth should 

 .bility with weight on the k 'el. 

 at any specified ratio, for boats 



extent have been found equally 



all round estimate, though each has its particular 



weather and sea. Some further remarks on model and rig will be 

 taken up next week. 



Sportsmen having guns which they wish to have rebored or re- 

 paired in aiiv manner, will do well to consult the advertisement of 

 E. H. Madison.— Adv. 



As to depth and length 

 former, the better between uook 

 more of the latter the tonga 

 down wind and the smaller the 

 tion. A boat too short and deef 

 avoided. Of the two, the forms 

 always be enough to insure uuc: 

 A hard and fast line cannot be d: 

 differing in length and depth 

 good 



