498 



FOREST AND STREAM. 



§at[fltim; mid ^axting. 



HIGH WATER FOR THE WEEK. 



Date. 



Boston. 



A'eia York. 



Charleston 



Feb. 1 



a. M. 

 11 IS 

 11 53 

 16 



61 



1 24 

 1 57 

 3 29 



H. M. 



T 46 



8 28 



9 07 



9 45 



10 13 



11 00 

 11 37 



H. If. 

 7 01 



Feb. 2 



Feb. 3 



Feb. 4 



Feb. 5 



7 43 



8 81 



8 52 



9 24 



Feb. (i 



10 00 



Feb. 7 



10 35 







BOAT AND YACHT BUILD- 

 ING— (1 1th Paper.) 



BY NAUTIOU8. 

 ELEMENTS OP XACHTS, MASTING, ETC. 



In determining the position of a sloop's mast 

 it is obvious that the farther it is placed forward 

 the larger will be the area of the mainsail. 

 Thys would be of advantage when sailing before 

 the wind were it not for the following disadvan- 

 tages, viz.: leas spread for the shrouds; increased 

 pitching, owing to the mast being removed far 

 forward of the centre of gravity ; and increased 

 weight of boom and mainsail. No rule can be 

 given for (she position of the mast, as it depends 

 on the model of the vessel, cut of sails, distribu- 

 tion of weights and position of the centre of 

 gravity, etc. In ordinary examples the mast is 

 placed at one-third of the length of the load 

 water line, measuring from the stem. In mast- 

 ing schooners many of the foregoing remarks 

 are also applicable. The best general rule that 

 I know iB Maretts, as follows : "The mainmast 

 to be placed at one-tenth of the length of "the 

 load water hue. abaft the centre of vertical lon- 

 gitudinal section immersed, a^id the foremast at 

 three hundred and forty-five thousandths of the 

 length of the load water line, before the main- 

 mast," theBe measures to be made at the height 

 of the centre of effort above the load water line, 

 which height may be taken as one-half the 

 hounded length of the masts. 



With the masis placed as above the sail draw- 

 ing is made, areaa and movements of sails cal- 

 culated, and the centre of effort of the combined 

 sails found, after which— if the centre of effort 

 of the sails Is too far forward or aft— the masts 

 and sails may be shifted forward or aft, until the 

 centre of tffort is in its proper position relative 

 to the centre of lateral resistance, (fiee article 

 on sail drawing.) A small amount of " rake " to 

 the masts is desirable, as it not only adds to the 

 appearance, bit tends to "tauten" the fore- 

 stay. With excessive rake the mainsail will not 

 draw well going before the wind, especially if the 

 wind is light ; the stern of the vessel will also 

 be more-depressed. The area of sail, height 

 of the centre of effort, etc. , are treated of at 

 length in English works. As far as regards 

 English practice, the published tables are valu- 

 able ; but for our use they do not appear to be 

 applicable, except it may be the tables for schoon- 

 ers. I have found Marett's tables for schooners 

 the most satisfactory, and tho nearest to Ameri- 

 can practice. Fincjiam'a treatise on masting, 

 etc., gives smaller areas and spars. Marett's 

 unir,, or measure, for schooners is found by mul- 

 tiplying the area of the load water line "by the 

 area of the vertical longitudinal section. This 

 measure seems reasonable, as it takes in consid- 

 eration width and depth; but in his tables for 

 cutters — which correspond to our sloops — he 

 adopts another measure- viz., the area of the 

 load water line multiplied successively by the 

 length of the load water line, the breadth of the 

 load water lioe, and the decimal seven-tenths, 

 thus practically' making the aiva of the load 

 water line the measure, An empirical rule for 

 sloops may be stated thus: The hoist of main- 

 sail equal to the greatest bc-atn of the boat mul- 

 tiplied by two ; the boom equal to the length of 

 the load water line ; the length of gaff boom 

 equal to the beam of boat ; the mast placed at 

 one-third of the length of the load water line, 

 measuring from the stern ; from mast to end of 

 bowsprit, a distance equal to two-thirds tho 

 length of the load water line. Such a rule will 

 give a good proportioned sail, and it probably 

 would not be much too large or small ; it would 

 probably require shifting forward or aft, more or 

 less, to bring the centre o( effort in its proper 

 position, or the centre of effort may be shifted 

 area by additions and subtractions of the sail fore 

 and aft the centre. This rule is just as safe to 

 follow, and will give as good satisfaction as many 

 others, but, as before staled, is empirical. In 

 the absence of satisfactory rules, or data to form 

 them, we will state some of the requirements to 

 be observed in determining the area of sail. 

 Experiments have determined the fact that a 

 vessel of sharp model requires an impelling 

 force of forty-eight pounds to the square foot of 

 immersed midship section to attain a speed of 

 ten kuots per hour. A " light breeze " presses 

 with a force of eight-hundredtha of a pound on 

 each square foot of isail area ; a "fresh breeze," 

 one-half a pound per square foot ; a "stiff 



square foot of sail area. Taking the immersed 

 area or the midship section as an exponent, I 

 find that yachts are provided with Irom forty to 

 seventy-five square feet of sail area to every 

 square foot oi immersed midship section. If 

 two suits ut Bails are used— one for cruising 

 and the other for racing—the cruising- suit will 

 average Irom forty to fifty, and the racing suit 

 from sixty to seventy square feet area to every 

 square foot of midship section . It will bo mani- 

 fest that the sail aiea should depend largely 

 on the habits of tho owner, prevailing winds etc. 

 Eor small sloops 1 would fix the proportion of 

 sail area at from fifty to seventy times the area 

 of the midship section. The average would be 

 sixty feet. For schooners, from forty to sixty 

 feet, with an average of fifty. The three work- 

 ing sails of the yacht America contained fifty- 



one square feet area to every square foot of 

 midship section. The angle to which the Bails 

 should be braced when working to windward de- 

 pends on the form of the vessel— narrow, weep 

 vessels bearing a smaller angle than others. 

 The proper angle iB best found by experiment, 

 and care taken that the bolt-holes are so placed 

 that the effective angles of the different sails 

 maybe alike. The effective angle of the main- 

 Bail is some three or four degrees more than 

 the angle formed by the boom. Spars may be 

 of spruce, or pine, of seven or more inches in 

 diameter ; they should have four feet in length 

 to every inch of diametef ; if under seven inches 

 diameter, five feet in length to every inch of 

 diameter. The diameter of the mast is greatest 

 at the deck and tapera to the mast-head. At the 

 lower end of the mast-head the diameter of the 

 mast should be three-fourths the deck "diameter. 

 The boom should have its greatest diameter at 

 or near its mid-length, and taper each way to- 

 ward the ends. The diameter of the ends of 

 boom may be half, or a little more than half, the 

 diameter of the middle. A cat-rigged yacht re- 

 quires a larger mast than a sloop-rig" carrying 

 the same amount of sail— for the reason that no 

 shrouds can be used. 



At the present time hollow masts and spars 

 are coming into general use— especially hollow 

 mastB. George Lawley & Son, yacht builders, of 

 City Point, South Boston, have" kindly furnished 

 the following particulars of their practice- : "In 

 all cases we use nice, clean spruce, and have the 

 sticks seasoned and dry before putting together. 

 We generally get the sticks out in the fall, scoop 

 them out to the required depth, and put them 

 overhead in the loft to dry. In spring we put 

 them together and finish off. We have no par- 

 ticular rule as to thickness of shell required, 

 always using our judgment, based upon the 

 stability of the boat wanting the spar; but, as a 

 general thing, a spar thirty-two feet long and 

 seven and one-quarter inches diameter needs a 

 shell one and one-quarter inches thick. We 

 commence to scoop them out about one foot 

 from the bottom of mast, and keep the shell the 

 same thickness — one and one-quarter inches— 

 for about ten feet up ; then wo gradually make 

 the shell less to the top of the mast. The pieces 

 are put together with dowels, five-sixteenths to 

 eight-sixteenths of an inch diameter, driven in 

 with hot glue. The edges of the pieces are also 

 well glued, so that, when finished, the seam can 

 hardly be seen and is the strongest part of the 

 mast. We never knew of one giving out in the 

 seam, and know of but two instances in which 

 masts have been broken, both caused by the 

 shrouds breaking first. Gaffs and main-booms 

 are made on the same principle. Egg-shaped 

 gaffs are dowelled on the upper edges and rivet- 

 ed with copper rivets on the lower edge. We 

 make a saving of from one-third to one-half in 

 weight of spars, which is quite an item. Hollow 

 spars add greatly to the speed, and our fastest 

 boats have them, with but few exceptions.'' 

 Cabins — on small yachts — are a nuisance, and, 

 unless a yacht is to be used for long cruises, 

 had better be omitted. For ordinary use a can- 

 vass can bo stretched over the boom, or ejse 

 hung under it, its edges fastened around the 

 cock-pit, and the ends closed by " flaps," making 

 a comfortable and dry shelter. It a cabin is 

 used, it is better to make it in 6uch a manner 

 that it can be readily removed from the vessel 

 when not wanted. Make the cabin as light as 

 possible, and do not build it too high, or the sta- 

 bility of the vessel will be endangered. The 

 rule to compute the weight of anchor for a ves- 

 sel under one hundred tons is to multiply the 

 square of the extreme breadth by a unit, vary- 

 ing from one and eight-tenths (1.8) to one and 

 two-tenths (1,2), the latter unit for the Brnaller- 

 sized vessel. Thus, a vessel of ten feet beam 

 would require an anchor of one hundred and 

 twenty pounds. 



This rule gives more weight to the anchor than 

 is generally used, but is a safe rule to follow. 

 The diameter of the iron of which the links of 

 the chain is made is as follows : For a fifty- 

 pound anchor, three-sixteenths inch diameter ; 

 seventy-five and one hundred-pound anchors,' 

 chain one-fourth of an inch diameter ; one hun- 

 dred and thirty-pound anchor, chain five-six- 

 teenths of an inch diameter: one hundred and 

 sixty to two hundred and fifty-pound anchors, 

 chain three-eighths of an inch diameter ; two 

 hundred and fifty to three hundred and' fifty- 

 pound anchors, chain seven-sixteenths of an inch 

 diameter. The length of chain depends on the 

 cruising ground— from forty to seventy fathoniH: 

 tor inland waters a dozen fathoms may be suffi- 

 cient. In the next article a model will be given 

 of a cat-rigged yacht in general use, commonly 

 called the "Newport Boat." 



Naval Abchitectuee.— Mr. A. Carey Smith 

 gave the second lecture of the course before the 

 Seawanakas at Delmonico's, last Saturday even- 

 ing. Ihe topic of the evening was the calcula- 

 tions to show the important eloments of a vessel 

 so as to ascertain what her performance would 

 be by comparison with other vessels Bimilar in 

 size and dimensions. The lecturer sailed as one 

 one of the crew of the White Cat for three 

 years, and could*ot tell why she steered so bad- 

 ly. He procured her model, took the proper 

 draught of water from the boat, made a draught 

 and all tho calculations, andfouud that the centre 

 of lateral resistance of tho vessel was some dis- 

 tance forward of the centre of lateral resistance 

 of the centre-board, which explained the mysterv 

 All that could be done to obviate the trouble 

 was to put a deep skag upon her aft, and this 

 would be objectionable as lessening the spoed 

 Mr. Smith showed how this defect in shape of 

 model could be avoided, explaining in detail 

 how the area of each section could be calculated 

 and from these the exact displacement of the 

 vessel ascertained, the calculations being by 

 what ia known as "Simpson's rule." While 

 showing the difference of measurement with the 

 plank off or on, he alluded to the models which 

 are hung up in the New York and other club 

 rooms and guarded so jealouslv, and said that 

 they did well enough to hang up and look at, 

 but some of them were no. more like the craft 

 they purported to represent than he was Hh 

 next explained the method of finding tho centre 

 of gravity of displacement or the exact point at 

 which, if weight was applied, the vessel would 

 sink squarely down, not tipping at either end. 

 lnis waB important in view of the placing of the 

 spars. The weight of those forward and abaft 



of this poir t being known, it could easily be seen 

 how much of ballast abaft this point would be 

 required to preserve her balance. He then ex- 

 plained what was meant by the immersed and 

 amersetJ wedges, meaning those portions of the 

 hull above or below the load-water line that 

 were either elevated or depressed when the ves- 

 sel careened under tho pressure of the wind, and 

 he instructed his hearers as to the manner of cal- 

 culating their areas. In conclusion he explained 

 how to.fiud the lateral point of resistance so at* 

 to properly place the centre-board, the centre of 

 gravity of which sheuld be immediately under 

 the point of lateral resistance, which meant that 

 point where, if a, line were fastened, the vessel 

 would be drawn exactly sideways. 



—The yacht Wave has been sold to Mr. Under- 

 bill, of Staten Island. 



— Commodore Noble, of the Columbia Yacht 

 Club ; will have a new racing boat from the house 

 of Richard Walten. 



—The PJuok and Luck has gone to New Orleans. 



—The yacht Tidal Wave goes to partie3 in San 

 Francisco. 



The Intebnatiokai. Regatta Association.-^ 

 A cable dispatch from London to the Boston 

 Globe, dated 21st inst., says: " The Internation- 

 al Regatta Association has decided to hold a grand 

 regatta in July, and, in order to induce scul- 

 lers and crews from the provinces. United States 

 and all points of the world, will give .£2,000 in 

 purses for professionals (scullers and crews) and 

 silver plate for amateur oarsmen. Every induce- 

 ment is to be made to bring over the oarsmen. 

 Hanlon, of Toronto ; Wallace Ross, of St. John, 

 N. B., and Courtney, Scharffaud Moms, of the 

 United States, scullers. The amount of all the 

 purses has not yet been decided on, but thepurBe 

 for the single scull race, for the championship 

 of the world, if tho Canadian and American 

 champions will compete, will be £200 to the first, 

 £150 to the second and £75 to the third. The 

 other numerous contests will comprise pair and 

 four-oared races, open to all, for the champion- 

 ship of the world. There will also be a single, 

 pah, four and six-oared race for the amateur 

 championship, open to all universities and regu- 

 lar amateur crews in the world. All the races 

 wiU be rowed on the Thames, from the aqueduct 

 at Putney to Mortlake. The regatta will last 

 three days and probably four days. Advices re- 

 ceived from the American side stcte that a scratch 

 amateur four are to visit these shores ; also an 

 amateur pair and the Columbia College crew ; 

 also Hanlon, the Canadian champion, and the 

 famous Paris crew." 



NitiEAtjANSETT Boat Club.— The Narragan- 

 sett Boat Club, of Providence, have elected the 

 following officers for the eusuingyear: Presi- 

 dent, Frederick A. Gower; Vice-President, A. C. 

 Zingley ; Captain, Frank A. Sheldon ; Lieutenant, 

 W. L. Tourtellot; Secretary, William C. Smith; 

 Treasurer, Frederick W. Greene ; Directors- 

 Clinton Hall, L. Newton Peck, F. W. Greene, 

 W. C. Smith, W- L. Tourtellot, F- A. Sheldon, 

 F. A. Gower and A. C. Zingley. 



Hahvabd Freshman Crew.— The captain of 

 the present Harvard Freshman crew is Mr. W. 

 H. North, of Somerville, and the names of the 

 crew are as follows : A. W. Whiting, New York 

 City; J. S. Jie.ll, Louisville, Ky.; N. J. Stevens, 

 Lawrence, Kan.: VV. Binuev, Providence, B. I.; 

 E. D. Blandegei, Utica, N. Y.; W. Brewster, 

 Boston ; E. B. Harkins, New York City ; P. S. 

 Morse, Boston ; W. D. Swan, Cambridge ; J. 

 Stewardson, Germantown, Pa.; 8. Hammond, 

 Nahant, and H, B. Howard, Worcester. Capt. 

 North is the heaviest man in the crew, his 

 weight being 1SS pounds, and E. D. Harkins is 

 tho lighost man, his weight being about 155 

 pounds. The average weight of the men is 

 about 165 pounds, and the height about five feet 

 ten inches. 



Boating at Yale.— The candidates for the 

 honors of pulling in the coming race have been 

 reduced by Capt. Thompson to eleven men as 

 follow.- : Oliver David Thompson, Butler, Pa. ; 

 Herman Livingston, New York City ; Frank El- 

 dridge Hyde, Hartford, Conn.; Julian W. Cur- 

 tiss, Fairfield, Conn.; Adrian SuvdamPolhemus, 

 Astoria, N. Y.; John Proctor Clarke, New York 

 City ; Henry Waters Taft, Cincinnati, O. , Wil- 

 liam Reynolds Innis, Poughkeepsie, N. Y.; Prank 

 Alexander Wright, Goshen, N. Y. ; John William 

 Keller, Paris, Ky.; George Bliss Rogers, Lexing- 

 ton, Mass. Their ages, heights and weights are 

 furnished by Captain Thompson as follows : 



Age. Height. Weight, 

 ft. in. lbs. 



Thompson, '79 22 5 10^ 190 



Livingston, '79 2* 5 11 176 



Hyde, '79 20 5 1AJ4 178 



C'urciss, '79 19 5 10V 170 



Polliemus, '79 81 5 llv 170 



Clarke, 78 22 5 11^ 176 



Taft, '80 19 6 01=4 1S2 



luniS.'SO 19 6 00 173 



Wright, 'SO 21 5 11 177 



Keller,>79 ; 21 6 01 193 



Rogers, 'SO, S. S. S 20 6 03& 193 



The crew will be selected next month. 



Boating at Wesletan.— After a period of com- 

 parative inaction in boating matters the students 

 at Middletown are now turning their attention 

 to aquatic sports, and it is probable that should 

 the college have an opportunity to participate in 

 a New England regatta she would be represented 

 by an able crew. Among the men who will 

 probably be selected for the crew are : one mem- 

 ber of the crew of '75, D. H. Jack, of the Senior 

 Class, and E. L. Mead, '78 ; E. A. Sumner, '78 

 (substitute) ; E. A. White, '79 ; B. A. Rich, '78, 

 and J. w. Van Dusen, '79, of the crew of 1876. 

 Ihe college is to row a match with the Hartford 

 Rowing Club, and hopeB to meet Harvard or 

 Yale at New London. 



Boating at Trinity.— The enthusiasm of Trin- 

 ity in boating matters bids fair to triumph over 

 the disasters of the flood which carried away her 



boat-house, and the difficulties her delegates 

 have met in their attempts to arrange for New 

 Lngland inter-collegiate matches. The subscrip- 

 tions tor the new boat-house amount to f 600 

 and the new structure will shortly bo put up on 

 the Connecticut. There is good material among 

 the students, and the members of the crew would 

 be formed from the following four who have nre- 

 viously rowed together. 



Height. Weight 



E D ApplGfon, '80 "s o?' m 



FPWi„ox,'S0 5 JJ HS 



RH Nelson, '80 ; a uu ira 



wMEibert;™ :;;:;::;; i s; j™ 



Tiffany & Co., Silversmiths, 

 Jewellers, and. Importers, have 

 always a large stock of silver 

 articles for prizes for shooting, 

 yachting, racing and other 

 sports, and on request they pre- 

 pare special designs for similar 

 purposes. Their TIMING 

 WATCHES are guaranteed 

 for accuracy, and are now very 

 generally used for sporting and 

 scientific requirements. TIF- 

 FANY & CO. are also the agents 

 in America for Messrs. PATEK, 

 PHILIPPE & CO., of Geneva, of 

 whose celebrated watches they 

 have a full line. Their stock of 

 Diamonds and other Precious 

 Stones, General Jewelry, Artis- 

 tic Bronzes and Pottery, Electro- 

 plate and Sterling Silverware 

 for Household use, fine Station- 

 ery and Brie-a-brae, is the 

 largest in the world, and the 

 public are invited to visit their 

 establishment without feeling 

 the slightest obligation to pur- 

 chase. 



UNION SQUARE, NEW YORK 



J^eclmml 



APOLLINARIS 



N A T IT E A L 



Mineral Water- 



THE QUEEN OF TABLE WATERS. 

 HIGHLY EFFERVESCENT. 



DK. J. MILNEK FOTHERGILL, London -" The 

 Exquisite Apollinarls; a delicious beverage '• 



PROF. J. A WANKLYN, St. George's Hospital 

 London.-" Highly effervescent, wholesome ana 

 absolutely pure ; superior to all others. 



DK. R. OGDEN DOREMTJS.-" Absolutely pare and 

 wholesome; superior to ail for daily use- free 

 from all the objections urged against Croton and 

 artificially-aerated waters. 



DR. PETER HOOD, President of the Herts. Medical 

 Bociely, etc.—" Superior to Vichy acd Vals " 



PETER SQUIRE, EL. S., Chemist to the Queen.- 

 Tenth edition of Companion to the Jlritiih Phar- 

 ■macopcera. "Exhilarating; good for sickness 

 dyspepsia, and loss of appetite." 

 M acNAMARA, F. R. c. S., C. S. I., 8nrgeon to 

 Westminster Hospital, London.— "More whole- 

 some and refreshing than soda or seltzer water " 



W. ALLINGHAM, F. R. C. S„ Surgeon to St. Mark's • 

 Hospital, London.— "By far the beat sparkling 

 water for daily use." v * 



FKED'K DE BABY & CO., 



41 and 43 WARREN ST., N. Y. 



Sole J gents for United States an4 Canada. 



For Sale by Dealers, Grocers and Druggists. 



Every genuine bottle bears the YELLOW label. 



fanfed. 



WANTED— Heavy single-barrelled breech-load- 

 ing Shot-gun, .4 or ,8'CSJ. R. VALENTINE, 

 Janesville, Wis. Jan31 g J, 



WANTED— Second-hand breecfc-Jottdmg ehot- 

 t xi? a ^r : TT S ? n r. d r. aesorl P tlon aud lowest cash price 

 toJ.W. MILLER, P.O. box 150, New Harmony 

 Indiana. jan31 ft 



WANTED.— A double breech-loading shot-gun 

 12-bore. Address E. P., office Eobbst ani> 



WEBEAM. j^j j 



