316 



FOREST AND STREAM. 



[May 18, 1883. 



I follO 



coining to tie same, conclusion as ourselves. Length can only "give 

 speed" ff an excess -Implied necessarily a diminution of resistance. 

 Accepting Kroudo's weii-suostantiated conclusion- that in fin* r, ,r,,,.- 

 rosisianoo Is to oe ascnoeU to friction ami wave 

 upon tne very face of matters that a lunger veaj 

 nomic form, of a shorter one, not only gains nothing iiy uerincre i-c-i 

 Jengtu (leaving tne gain due to balk or size for the moment out of 

 yio,v), out adds to uer friction or wet surface, detrimental to speed 

 ■ ::■! is more than able to overcome tnis ineroasod resist mcu 

 it is to bo traced oo uer gain in size, baifc displacement aud power 

 concomitant with the increase oi length, a gain" which growl in a 

 yery rapid ratio, as explained in the appended article. It ia herein 

 that the advantage or cue longer ooat is to Lie sought, not in Che mere 

 extension of a hue, for leugtu is onlv a line and oz itself cannot Bos- 

 sess qualities of any Sort a..- o i. . .'- .... ,, v ,,n a Tangible body, and 

 uo.i c. ei inaca oi iuei lootors uouallf presumed to accompany adui- 

 ttonstolongw maj contribute to Creator speed, the attribution of 

 toeirbjMauytoienBt^iaslinjilyeoh):! j idi ig eausaaod effect. For 

 bnuidj lengi.a be inuulgeu in wirnout being in am- way- supplemented 

 by corresponding grow in in Other respects, it is often an open ques- 

 lion wuemera gain in speed must result. In otner worus, merely 

 lopping on beam or deptn and piloting toe amount thus saved into 

 \y any means certain to result: favorably to speed in a 

 suuiug vessel, let the slovenly eai.cn puraBe, "lougtn gives speed," 

 implies tuac it does, and upon nothing oetter U -' 



1, 



I'd 



;-CU i 



1 pt 



does ut 

 line, In 



larger I 

 rules a. 

 ratner 



ipeno 



f. iu to 



fast as another somewhat shorter and wider not having a straight 

 of breadth. The reason is that the shorter vessel has more bulk 

 and less wave making resistance. Again in the case of two vessels' 

 where the parallclopipetlons about their external dimensions are 

 eubically equal, but the lengths unequal, it is obvious that the 

 greater length of one will clear a passage for a greater midship 

 Bection, and consequently a greater displacement with the sain* 



1 have dwelt on this matter because 1 believe that this notion about 

 length does much harm to the cause of just yacht measurement. But 

 let me bark back. 



Before adopting this rule "several others seem to have been dis- 

 cussed. 



"r'irst, in order came the cubical measurement. This was discarded 

 for t-ne re. ison that Hit; pre.se, ,r desideratum is a boat of heavy dis- 

 placement, and mueb move I eeboard i nan has been customary But 

 cubical measurement is directly against such a type." 



In tue words I have italicized, lies. 1 think, the true and logical 

 reason for the adoption of this rule. But it comes into manifest con- 



flict i, 



-r late. 



my 



', Je 



i tney have a sound logical basis, out 

 _ .J! ■ CO express tne relations of bulk 

 "■•■■■' ■■ i :,ju, .,,..:...... iionco length rules are well enough when 



applied to uoals ot strictly toe same type and detailed peculiarities 



Bat as soon as the length ceases to be interchangeable tvitn size or 



buhv, ii can no longer ue apphed with equity, since the assumption m 

 wmcu comparison oy lengtu nnds i,.s equity is no longer true, for tfle 

 longest uoat then does not necessarily possess me greatest possibili- 

 ties for the display of speed. A practical example will bring tiffs 

 homo more forcioty. If the schooner Tidal Wave, for example were 

 Dneued bit., she would iUely enough prove a faster "vessel, 

 out J also Os a larger uue. Reduce uer beam or depth, fiow- 

 l: ' - s< '" required to gain tne additional Cfc. of leugtu with- 

 •reu.se in uer iota! ^ize and it is at least very muen a question 



- ' ! » " ' --■-'"■ *nd actual trial won la de .clop the fact 



size 



but sue \\ 

 ever, to t 

 out an ini 

 Whether i 

 that t 



id pc 



ouid be 



ed rrom the eatoU 

 „ would have added 

 materially to uer wetted ,mfuce and reduced stability at tne same 

 time, in light, winds it would De a foregone conclusion thutshe would 

 prove slower. 



Li strong winds the effect would hinge altogether upon whether the 

 fining ot uer form reduced wave mailing to more tunu eoimit bal- 

 ance tbe loss due Co tbe redaction in stability and sails. It might, of 

 course, and tueii again it might not, and tout is all toat ia required to 

 refute toe Oat assei Hon indulged in so freely of late by amateurs that 

 '• lengtn gives speed,' and tiiat length is tne measure of the possioih 

 ties ot speed, and t.aerefore the logical oasis for taxation. JS'o vessel's 

 performance is or can be derived from a single dimension. Lengtn 

 does no] makeu bout, neither does beam nor deptn. Tne cembiua- 

 nation of all three produces tier qualities, and all three taken at every 

 spot ot the huh go to make up bute, The amount of bulk represents 

 tne possibilities tor speed. Its arrangement is productive of speed in 

 a greater or less degree, according to its good or bad fashioning to 

 that end. Au equitable rule must deal with the possioilities im- 

 pressed, so that, the result of a race may give a fair answer as to the 

 value of their arrangement in the model. We will recur to this suu- 

 jeet as opportunity offers, for it is evident that, simple as too problem 

 really is, wnen viewed from ail sides, tno tendency to bore in tats or 

 that direction, losing sight altogether of the legitimate object of 

 allowing lime, is so universal that all manner of empirical offsuoots 

 are made to do ephemeral duty in the clubs much as a quack cures 

 disease by covering up the sores instead of removing then- cause. Re- 

 turning to Mr. JlaelCeazie's paper, we note his leading up to a system 

 including a consideration of displacement. 



What Mr. MaeKenzie's ultimate conclusions will be remains to be 

 seen. So far as he goes his logic is uncontrovertible. Continuing his 

 hue of argument and "going Dehind the returns" we are led up to 

 measurement by bulk, since the amount of displacement which can 

 be assigned to a vessel may be deemed as varying with the bulk 

 employed. The man dealing with the greatest bulk in his design has 

 inherently the greate-i displacement at his disposal. Just what he 

 fixes upon is a question of model as much as the stability, length or 

 Otner elements making up his design, in all of which ne should be 

 allowed absolute freedom to select and apportion in ratios as ne sees 

 fit and without being asked to pay for his choice. The bulk he is 

 handling in the production of ail his elements is the ultimate source 

 upon wiuoh he draws, arid to compare his finished labors with those 

 of other men we insist that clear logic demands comparison by the 

 bulk brought into play. Given more bulk and an advantage is At 

 once conceeded, for fashioning upon the exact hues of a smaller 

 vessel the larger one will outsail her. Given less bulk and following 

 the lines of a larger boat ends in being outstripped ex liyputhensi. 



The models in ooth cases are equally as goou, since they are iden- 

 tical in proportions, and the results of a match should place them 

 across tne line at tue same instant. By the proper allowance for 

 their difference iu bulk, this is accomplished in logical sequence. 

 Wnen tne models differ in shape in addition, the application of the 

 same allowances for variations of bulk demonstrates in the "cor- 

 rected urnes' toe extent to which orie style of mould is faster than 

 tne otner. Liu substitute for this basis a trial by length, and the 

 sheer "power," the "orute force" of the larger boat receiving time 

 from a longer though smaller hull may completely muddle tne In- 

 tended deductions trom a race, for it is impossible " to say how much 

 the score was due to superiority of shape, and how much to "brute 

 force," pure and simple, incidental to greater tonnage, it may even 

 completely reverse tne truth, and toss the cup to a vessel winning on 

 her "bigness" not taxed, snatching legitimate lam els from a smaller 

 and longer boat, saddled with an unjust handicap, for the very fact 

 that sue is the better moulded of the two. A left-handed proceeding, 

 misleading, creating false standards of esteem and vicious in its effect, 

 driving moderate forms most worthy of esteem out of exisuinee, and 

 falsely lauding uncouth tubs to tne skies. A proceediug without 

 rhyme or reason, aud one which Fokest and Stream wiU light into 

 the grave. 



Mi*. MaeKenzie's paper reads as under: 



The new Y. K. A. rule, though it is distinctly an improvement on 

 its predecessor, lacks the flavor of finality. It lias not yet been tried, 

 but evidently, it is very generally regarded as no more than a 

 temporary stepping-stone from the crass absurdity of the old Thames 

 rule, to a more honest and intelligent action. It behoves us, there- 

 fore, in the meantime, to cast an eye to windward now and again, to 

 see wuat is going on, and to derive a lesson of encouragement or 

 warning from wuat others do. 



Tne rapid and maintained successes of the Scotch cutter Madge, in 

 America last autumn, seems to have startled tne yachting gentlemen 

 of that country, with uncomfortable suddenness, out of a very 

 religious trust in their method of spreading craft out upon the top of 

 the water, and to have shown them the necessity for a now departure, 

 with us much force as the America did to us iu 1851. 



The Seawanhaka Yacht Club, in especial, learned that, their meas- 

 urement, the product of length and breadth (which is the sunie in 

 principle as the V. R. A. rule, and not materially different in practice) 

 permitted the deep stranger to "go through" them with uncommon 

 ease, and moreover, put a premium on her type. They deserve our 

 admiration and respect, that in changing their rule they have eacZear- 

 orexL to meet that type without fear or favor, rather than to protect 

 their own, and dream i.ily tuatitis omnipotent. 



In tho Field of April 1, appeared a rery interesting record of what 

 the S. Y. C. has done and tneir reasons for doing it. Some days aftel 

 it was followed by a leading article in the Dade T. legrt^)h, suggesting 

 that in toe same course lay a panmcia for the evils we grutiu under. 



What the S. Y. C. has done, is to adopt a proposal made in the Field, 

 1880, by Mr. Kemp, but somewhat modlfled in detail; briefly stated it 

 is to derive theareaol her sails, train the dimensions of a craft's 

 spars, and multiply this, area by her length of load hue; and their 



type, 



pent invariably t 



..i -.- ~ "r-i :•:!. t.o k : evto ' iSmss tne powei 

 obtained by beam, or outside lead with 

 for smooth water, but outside lead is bet 

 out altogether the important factor of a 

 puted, Bui nol only would the calcula 

 club purposes, but stability changing 

 would be of doubtful utility if it were ea 

 bo taken as a sulffeieutlv aceura 



1 to by all good autho 



calculai 



The 



iails 



.. _ired in a short time, and as all th 

 simple, every owner can verifv them. This measurcinciit also alio 

 a designer toe greatest latitude of choice of dimensions, aud modes 

 of ballasting, and any shape of overhang can be put on, either for- 

 ward or aft." 



Here let me break off to fry and refute what I believe to be a 

 fallacy, and confess myself not in accord with "all good authorities" 

 by denying that it is an axiom, stated in an unqualified way, "that 

 length gives speed" in sailing vessels. It Is a fact that a vessel of 

 a given length and depth, witli a straight of breadth, will not be so 



i. This is a very good measurement 

 i that are of the same type; and tho 

 this measurement that an boats are 

 ;luo the boats are widely different in 

 ed with fairness to all, a length meas- 

 ide, ii ml re. i v.. i mrisli.-il . .-.-. ;-l.., vi, r e 

 t.nst in smooth water, but not. lifted for long cruises." 



There are many in England who hanker after a length measure- 

 ment, and tins expression ui adverse opinion from a country where 

 it is much used, should do them good. 



•'Thirdly, a dimension rule was broached; but when it was eare- 

 fully examined it was found that -.-nil? depth could be utilized in a 

 small boat, like Madge, with all the ballast outside, depth could not be 

 made use of in the same way with a large boat, thus giving' aepth a 

 changing value that no formula could equalize." 



"The same, conclusion was reached in regard to beam, as the ttt. Sin. 

 beam iu Madge with all ballast outside, has been found equal about to 

 the 14ft. Gin. of the Scbem, i ■■. i, ,, ;d n-.ilasl aide. This put an end 

 to taxing beam usa dimension." 



If 1 understand this, the dimensions were discussed separately. 1 

 utterly fail to go with this method of reasoning. If it was a three- 

 dimension rule under discussion, the very essence of it is, to take 

 them collectively, then Hie on-, compensates the other, and the result 

 is the sine of the vessel, which cannot from the nature of it, leave a 

 large cratt at the mercy of a small, as seems to be implied. 



Broadly speaking, the Madge is called equal to the Schemer in 

 1 i I ii I ig breadth, aud draft together, there is only five 

 square feet difference, aud multiplying again by the respective 

 lengths (which by the by is the method advocated by Elife of r'airlie) 

 we have, Madge, 3j837, and Schemer, 3,0OU cubic feet, which leaves 

 little to be desired. 



"At length a suggestion was made to try the formula now before 

 you. It was found to classify widely different types of boats so fairly 

 that it was adopted. This f ormula allows the wide and heavily can- 

 vassed boat to contend ou equal terms with tho long, and moderately 

 rigged boat. In this case, one pays for her sail, and' the other pays 

 for length, thus allowing boats to compete that could not meet fairly 

 under any other measurement." 



But this is at variance with the hint given above, that the S Y C 

 desires "a boat of heavy displacement," and if tho club believes that 

 the rule will engender such a type, they cannot ulso believe it to be 

 fair to the exait opposite. And it ia not difficult to show that it will 

 engender such a type. 



The fallacies of simple "sail area measurement" have been often 

 shown up; notably by 0. E. S. in his pamphlet ou Tonnage Measure- 

 ment, IM'3. It is unnecessary to say anything about them here, 

 beyond this, that the struggle would be to get the greatest speed with 

 the least soil area, which could best be done by exaggerating the 

 length. To check- this, it is here proposed to multiply the sail area by 

 the length; but it will not check it. 



The editor of the Field, writing at the time of tbe races in America 

 says; 



"Of course the merits of the two types are apt to be judged by the 

 rule for classing them, and the rule of the S. % C, under which 

 Madge sailed some of her races, is one which is very bard on the 

 broad and shallow type; thus it makes Schemer, which is equal in 

 length to Madge, allow some seventeen minutes over a forty-mile 

 course, because she has nearly double Madge's beam, but then Madge 

 had double the depth of Schemer, and tins depth, being weighted, 

 answers the purpose of breadth, in fact the two yachts can be re- 

 garded as of equal capaoility, and ought to sail without time allow- 

 ance." 



Assume, two boats like these, exactly equalin length, then the differ- 

 ence of their sail areas, will be the i i ■-.■■-. 1. 1 1 ■ . ■ oi II - rene. of roe >■ 



rateiugs, as both have to be multiplied by the same length. Therefore 

 the "wide and heavily ea/iea.-sed uuut" is most taxed. But broadly 

 speaking they may be looked on as "of equal capability." The 

 teachings of the Madge victories seem to be, that whenever there is 

 Strength enough of wind to overcome the inertia of the heavy displace- 

 ment boat, she will sail! aster with less, or the same sail, in a strong 

 wind, when they are both neeled over, she will carry the must sail of 

 the two. So that in this case we have the absurdity of the boat which 

 actually cau carry only the least sail being taxed for the greater 

 areal 



This is not a merely fancied instance. The stability curves of Flor- 

 inda and Jullanar were published in this magazine for April, 1880. By 

 them we may see that at small angles of heel the former has the 

 greatest area of sail; at 23deg. they are equal, and at 45deg. i'Torinda 

 nas reached her maximum, which Jullanar does not reach till TOdegi 

 or more. 



With such a paramount advantage, it is clear that the exaggerated 

 type Which has grown up under the Thames rule, and been supreme 

 ever since, would be supreme still were this rule employed. 



The Daily Teleyruph cannot have considered this, or it would not 

 suggest that sail urea multiplied by lengtn would be a cure for a 

 plethora of depth, which is what we are suffering from. 



Tbe measurcme.it question in itself is vary simple, aud demands 

 but a simple solution; it has become involved solely at t lie hands of 

 those dealing with it, who, making proselytes, have chopped opinion 

 into au inanity of repellant divisions. 



The issu3 lies here. If we double the dimensions of the design of a 

 boat, anil then double tho fresh dimensions so obtained, the second 

 design has four times the surface, but eight times the bulk of tho first; 

 aud tne third design has sixteen times the surface and sixty-four 

 times tl e bulk of tne first, and so on. Therefore, since tho bulk, or 

 (same thing) weight, increases with the size hi such a much greater 

 ;\oio ila, i the surface or (same thing) friction, the inertia once over- 

 come, the greater impetus of the larger vessel will give her greater 

 speed. Owing to this cause of superiority, aud this only, a large 

 vessel should be made to allow time to a small. 



How is it, but for this reason, that tho heavy displacement boat 

 will sail faster in a light wind, with the same or less area of sail, 

 than the broad and shallow, as Madge seems to havesboivnis the 

 case? 



When they are the same size by "paralleloplpedon measurement, 1 ' 

 the broad boat has the least actual friction, nut, tin-deep has the least 

 compared to her iteiglit. And this subtle influence Of weight shows 

 the profound importance of considering it chiefly in measurement. 



j ment not so based is wron< iu principle; and dealing 



with some quality of design iu a vessel, as it necessarily must, is no 

 other than an nroura.y and, therefore, a bad handicap. 



I will conclude this attempt to "smooth the way" by quoting the 

 opinion of W. td. White, Ksq.. Chief Constructor of the Navy, which 

 1 was delighted to hear given at a recent meeting of the'Institute of 

 Maval Architects, in his paper "On tbe Revision of the Tonnage Law" 

 for merchant shipping (it has its question, alsm. Be says: 



u i proposal deserving notice is what may be termed 'Paral- 

 leloplpedon tonnage. ' .... The volume of the parallelopipedon, 

 whose sides are the length extreme, breadth extreme, and mean (or 



extreihei draught, ii to be taken as a basii for tonnage It 



is alleged, for example, that 'box-shape I' ressels would be built, and 

 vessels of decent form handicapped. Further, it is assorted that the 

 evils of tins old B. 0. M. rule would reappear. I do not thiuk that 

 either of these, results would follow." 



I think it: is fair to argue [hat it such a high authority as Mr. White 

 does not anticipate evil effects ro th« mercantile marine from the use 

 of such a rule, how much less need we fear it for the Yachting Ma- 

 rine? ___^ 



DELAWARE YACHTING. 

 ind Stream- 



r City Yacht Club's annual regatta this year promises 

 est yacht tournament ou the Delaware, the mention 

 s cabin yachts may not be out of place. The Clara, 

 . r barn," is one of the neatest lined yachts 

 g harmonizing, an:l altera close inspection from keel 

 we pronounce her perfect, at least, so for as the dish- 

 oncerued She does not as yet seem to have had a 

 : ii lerstauds her "nervous" sensitive nature, and 

 : ago, with her main shoet blocks hauled together 

 cramping point, she did some splendid sailing. The 



Editor Fo 



rer.li 



As tho Q 





to be tbe ,. 





of these f- 





although i 





., . ... 





■a plank-s 





joat Btfle 





master, on 





yet a few 



day 



almost to 



una 



Minerva, our champion, being larger, overcomes her quick-heeled 

 competitor by power. Yet behoving as I now honestly do, that this 

 extraordmary boat cannot be beaten by any cabin boat in the States 

 of her length, still I protest with all my strength against "bigness" 

 ruhng the roost. The Clara is too fine and low m the water for heavy 

 ballast and large sails. Why not let her up to the builder's original 

 displacement, thus retaining her natural tree! man 1 and life A race- 

 horse cannot be made to trot faster by placing upon him the carl^ 

 horse load. 1 do hope the gentlemen of the Q, 0. i 0, v, hi take hold 

 of your suggestions as to measurement rides, and place this flourish- 

 ing club on a footing with others, consistent with the spirit of the age. 

 At a meeting of tne Cooper's Bonn Yacht Club the officers of last 

 year were elected. Their annual regatta will take plaae on the Uflth 

 May, Entries for the race will positively close on tne SSd tnst. Cap- 

 tain Joseph Tully, wvll known to the "tuck up" class, has oiL-aniied 

 the Continental Yacht Club, und will Oe enrolled in the O. t\ Y C 



k. o. vr. 



LENGTH MEASUREMENT. 



IT is pleasant to kndw that Mr. Collin Archer has receded from his 

 former advocacy of length, as we may infer from his indorse- 

 ment of the Seawanhaka staoilify rule. Possibly Mr. Archer may be 

 induced to look with more favor upon a bulii rule when the latter 

 shall have been fully discussed in these columns. At ah events, In 

 withdrawing ids support from length he has tue thanks of all who 

 wish to see model go unlettered. When Mr. Archer first was led to 

 declare hi favor of length, he supposed the rule yet untried U 

 uould seem that: through these columns he has come to recognize the 

 rather glaiing inequity of a leugth rule, and has settled upon a sail 

 area measurement, which may oe considered as a half-way station 

 in the transition from length to bulk. We took occasion ourselves to 

 congratulate the Seuv. r.nnaka Corinthians upon their new rule, on the 

 ground, however, that they had been clear-neaded enough to escape 

 the snares of "simple length." In tne Seawanhaka rule Mr. Archer 

 and ourselves meet on common ground. Though not a theoretically 

 sound deduction, that rule is far ahead of length in that respect aud 

 more liberal to the development of model. W uere objection is taken, 

 with or without reason, to the more accurate, system of measuring 

 actual size or bulk, instead of a fictitious size, we join with -ilr. 

 Archer in recommending th* Seawaahaka rule as th# best yet put 

 into practice. 



BUFFALO YACHT CLUB. 



Editor Forest and Stri 



A. Allen; Begatta Committee, C. M. Cordell, chairman, Chaa. L. 

 Battey and ii. P. Fields; liouse Committee, i\ H. Urdner, chairman 

 Henry B. Doyle aud Chas, A. Nagle. 



Vice-Commodore Frank is having lead put on keel of his sloop, 

 and this looks like a reform step and as he says, he is following the les- 

 sons learned from FoaEsr anc Stream. 



We have our regular regatta on July 18, but in the meantime we 

 will try to .get up so leral sera rj races, also one or two "single banders, 'j 

 to test the quality of our Coriuthiaus. 



Our club house is going to be overhauled and newly painted, and 

 after to-morrow the new nag presented to the club by our new com- 

 modore will ffy from its staff. MiLDGH. 



CUTTERS. 



jEdt'for .Forest and Stream : 



Will you be kind enough to inform me why the cutter Muriel did 

 not go South, but went bast instead. The writer is unkind enough to 

 think bad she gone South, or attempted to do so, uud got caugut in 

 present northeaster, that the famous cutter would never have been 

 heard of again. Am I right or wrong;' ANji-Uun'Eit. 



[Exactly wrong. Why the Muriel went East we do not know, sho 

 met worse weather than if she had run down the coast. As to the 

 capacities of cutters iu rough water, wo rater our correspondent to 

 the English publications teeuiiug with hard weather passages and 

 voyages by cutters from three tons up. We would readdy undertake 

 to turn the ten ton- Muriel against a sea which would scud tue nf ty- 

 ton sloops Oracle and Fanny home half-wrecked, if they did notdri/o 

 on to the beech before. We have tried botn kinds. As woathet ly. 

 able sea boats, cutters are immeasurably superior to boats of snoal 

 hold and flat floor]. 



DEAD RISE IN CANOES. 



Editor Forest and Stream: 



In your issue of 20th April is an article under aboVo heading. I 

 have not much to say on the subject at present, as I want to know 

 what I am talking about before 1 say any cuing. I have asked several 

 "who know," what a Diamond canoe is, aud tney all give it up and 

 request to be asked something easier, something" coutneted with toe 

 differential calculus or hyperbolical logarithms. If anyone would 

 oblige with a sketch of prottle au 1 cross section of a Diamond, it would 

 greatly oblige. The Wren is uncurtain about Lake Oeorge this sum- 

 mer. It is a far cry from ilig Lick, Roanoke county, Va., to Lake 

 Ueorge, and it is doubtful if arraugemeats can be made to suit. 



Koanoek, Ya. When. 



SEAWAKHAEA RULE. -In reviewing stability rules, our French 

 contemporary Le Tachit has the following.' 'Mnene.v measurement 



of the S. Y. C. will certainly give equitable results for existing boats, 

 but it is to be presumed iu spile of the committee's report recom- 

 mending its adoption, that it wdl tend to create yachts ot had quali- 

 ties. In fact, one will be iuduced to construct nulls offering, its is 

 true, little resisteuce tu p.'op.dsi >n, but at a sacrifice in staoiluy, for 

 by the rule it is fbond that a compe isation is granted for tne uimln- 

 utiohin stability. Vhu same as length mdasurenunt nas produced 

 broad, flat boats, and as the English rule has produced a narrow and 

 deep type with all tin: uallust on tho keel, the sail area measurement 

 must produce a new mo. lilleaLiou in the construction of yachts cud- 

 ing m a new type which wili lively not be desirable. Rut it will at all 

 events be an interesting study to follow the development. Let us 

 thank the Seawanhaka i'. 0. for having opened a new ucld of study 

 through the experiences its membe.s will undergo." 



JOURNEYMAN.— The little racing sloop, Journeyman, formerly of 

 the Columoia Yacht Club, now hailing from Stamford, couu., will not 

 be put iu commission until late in tne season, as her owner, Mr. W. 

 L. brooks, of tne -V. i'. Y. C, is enjoying a tup through E.u-upe with 

 his bride. Tne Journeyman has cue reputation of being one of the 

 fastest boats of her size— 27ft. 9in., having won twenty-four out of 

 twenty-six races in which she entered. Last fall she received a wheel 

 and a new suit Of sails by Sawyer, aud is now trim and shipshape in 

 appearance. She is laid up at Stevens' Point, about tnree miles from 

 Stamford. 



Eaton, Seawanhaka Corinthian 'f. C, desci bled i 

 of this paper. Wo expect many similar yachts H 

 time, as tho superiority of -deep keel boats of 

 effective cruising and life afloat is becoming 

 ceeded. Four tons of cutter will go as far as two 

 affording a rational participation in tne sport fro. 



j last issues 



.do 



i in 



rdrr for 



rally con- 



I tons if sloop iu 



all points of view 



WAVE CREST.-Mr. E. N, Dickerson, Jr., S. 0. V. C, has bought 

 the old-time Behoom-r Juniata and re-cnrislcned her as above, She la 

 79ft. over all, 74ft. Bin. load line, 18ft. (Jin. beam, and lift. deep. Has 

 been hauled out at Piepgms- to receive new decks, sp irs and 

 fittings. As she is, or was, something of a liver, she may. when in 

 shape aud properly tooled, take the starch out of some of 'the later 

 productions. 



OUTSIDE BALLAST.— The San Francisco schooner Chispa Is re- 

 ported much improved with her lead keel, and more buoyant than 

 oefore. A gain in speed is also claimed tor her, Tne Nancy f>., of tab 

 Cape Ann Y. C, has received an iron keel. The Turk, pt Buffalo, is 

 also having a lead keel added, 



MAGGIE. -An illustration and description ofthia fatuous 15-tou 

 cutter soon tu rn ike aer appearum:.' in our waters is left over till 

 next week, thanks to old Sol " 'im,. ■• app-ir iroui bohiud his 

 drizzling veil to phoiograt, I ' ill a : - special artist. 



OUTSIDE LEAH -San, n .■■e„oi; "The schooner 



Aggie is to have a lead keel at once. Five of the BIS large schooner* 

 in our bay now have outffde lead. Forest A2.-o Steicau is still keeping up 

 its good work in behalf of outside ballast." 



CUTTERS.— Cn.pt. Geo. Patterson, Cape Ann Y, C, has given his 

 yacht Nellie Burkett a regular cutter ri,'. Sue loo'ts much improved, 

 and her example is likely to be followed in the club. 



TRUANT-Mr. Chas. A. DneeVer has purchased this sloop and will 

 give her an overhauling, Over all 51ft. j on line 4oft. ; beam 15ft. ; 

 uold oft. 9in. ; draught, without board, 5ft. 8in. 



YAWLS.— The new deep draft four-tonner Mr. H. W. Eaton is 

 about to build will be va vi-rig -,'..• 1. Abe the new -Uft. -yacht Pwvtt 

 has on the stocks in San ffrausisco. 



