114 



FOREST AND STREAM. 



[Mabcb 6, 1884. 



of prominence in these columns, and hope our contemporaries who 

 look to us for their cue will lend what aid they can to put the small 

 decked cruiser with fixed ballast upon the plane of appreciation she 

 ought to occupy in America, as she already does abroad. No more 

 suitable waters for small cutters exist than the chain of lakes on our 

 northern border. The short jump which quickly makes and the 

 necessity of putting to sea for a CWiise. are certain to demonstrate 

 before long; the special adaptability of decked boats of good weight 

 In opposition to Jight drafts of unsteady behanor, and devoid of 

 ability in troubled waters. The Chicago Y. C. proposes regular 

 matches 'every two weeks, and will not be slow to offer purses or 

 trophies to attract competition, A shipkeeper and suitable harbor 

 will be found, SO that it only remains for some one to start the ball 

 with a two or three tou Cutter, aboard of which live individuals can 

 catch the sailing fever, which never releases its clutches in a life- 

 time. 



THE RATIONAL VIEW OF IT. 



THE following we quote from an interview with Mr. A. Gary Smith 

 recently published in the Herald. It is the most sensible view of 

 affairs we have seen in print, and coincides with the progressive spirit 

 Of the day inaugurated through these columns: 



•Many, or in fact all the improvements in yacht building can be 

 placed to the credit of the younger generation of yachtsmen. Vet- 

 erans of the sport, on the contrary, have frequently stood shoulder 

 to shoulder against any departure from the time-honored methods of 

 the olden times, and to'o often decried the universal right of judicious 

 experiment. To my mind great improvements in yachts will be made 

 in the next few J ears. Even now yacht designing'is being recognized 

 as a profession." The tendency of "the day is toward specialties, and 

 the result will be for the bette'r. The desire for extended cruises is 

 growing every day. and an improved typeof boat will, of necessity, lie 

 built. Every yachtsman cannot: afford to build and sail a craft 100 

 feet on the water line, so that smaller boats muat be constructed able 

 to cope with any kind of weather. It will not be long before our 

 coast is made a cruising ground for yachts, eveu as is the coast of 

 England. The nation is fast growing wealthy, and yachting will keep 

 pace with our prosperity. The size of a yacht in the near future will 

 have but little to do with the length of a cruise. Two years ago, 

 while the fleet of the New York Club was at the eastward, the weather 

 began to look dirty, and a signal was made to return to anchorage. 

 One of the boats that kept on to the last was only 36ft. 6in. on the 

 water line: but of course she was a deep craft, with weight on the. 

 keel— the only kind of boat that can be depended upon in bad weather. " 



THE MEW ENGLAND Y. A. 



THEKE is a general disposition to adopt loadliue length as the 

 standard for measurement in all classes in Eastern circles. So 

 let it be. This must be understood. If length is a fair criterion of 

 relative performance, the consequences must be accepted in all cases 

 without reservation. Animated only by a sense of justice to every 

 craft. Foeest \xj> Stream has urged with all its force and logic the 

 adoption of a bulk rule, to force large cutters on a length to pay as 

 theyoushtto lighter and smaller sloops, sharpies, dugouts ai/d' the 

 like. But in refusing to accord recognition to views based upon 

 equity, as we have sought to explain, and in setting up a length rule, 

 the yachting community must be prepared to shoulder full responsi- 

 bility for what may happen. AVhena big, powerful .cutter thrashes 

 a light and smaller sloop in a breeze and a lop, when she twists 

 away from her in light airs on account of her weight, there must be 

 no backsliding, no childish, whimpering excuses, and no attempt to 

 shirk the decision of a race by pointing to the cutter's big displace- 

 ment and draft as an advantage not taxed. Either the length 

 rule is equitable or it is not. If not it should not be set up as 

 a standard of comparison. If set up and accepted, the big boat 

 has a right to her bigness, and the little boat cannot complain 

 under any pretext. The •simplicity" of the length rule is 

 quite likely to lead to its adoption. Having done eur full duty 

 in defending the small sloop against the encroachments of large 

 cutters, we herewith wash our hands of the whole business and will 



Sermit affairs to take their own course. Let no one say Forest ajcd 

 tream was ever untrue to justice to the sloop, for it was the sloop's 

 battle we have, been fighting in seeking the furtherance of the bulk 

 rule, though little-brained chatterers failed to grasp the trend and 

 course of our arguments. When length for length the large vessel 

 wins ,\t is without the pro\ ince of length measurement logic to ascribe 

 the score to aught but equity. It mil be too late then to put about in 

 search of restrictions to save the light displacements from extinc- 

 tion All hands once agreed upon length, they must swallow their 

 own medicine, sour as the dose will undoubtedly be. When the deep 

 draft, with her low keel weights and wackiug big rig lords it over her 

 -mailer sisters and drives them out of existence under the length 

 rule, she does so upon her merits (in the light of that rule). It is well. 

 Now for cutters with unheard-of displacement, greater draft than 

 ever before, tremeudous lead keels and swinging, sky-scraping rigs, 

 and woe to the puny traps who may tackle the giants because they 

 happen to be of like length 1 The light of the small, handy, econom- 

 ies! boat has gone out. Brute force is the cue to the model of the 

 futore. The biggest, the deepest, the most expensive on the length, 

 and none other need apply. The star of the mammoth cutter has 

 risen and the last faint ray of hope for the light displacement has 

 flickered out its life. And it is very, yery rough on the sharpie and 

 soan boxes. 



Length let it be. All hail length measurement then. All hail to 

 biff displacement. Thrice hail to the modem cutter! 



The flounder-bottom sloop with her board and light displacement 

 has been strangled. Choked by her own nurse, so short-sighted that 

 poison has been administered while the weakling has hetn crying for 

 pap. 



Now for the bigaest kind of cutters on the length, with the deepest 

 kind of keels and the biggest lumps of lead hung in the lowest pos- 

 sible way. The good patriot's slab with a board, skimming "over the 

 water" is dead. The work of reform is nearing completion. We are 

 *appy. 



A GENERAL TOPIC. 



Editor Forest and StrL-om: 



In reply to your editorial comments upon my communication, pub- 

 lished in your last issue, I will take up the matter in the order taken 

 by vou. As to weight in light airs, "experience has settled" that 

 when the sea is heavier than the wind and s'oops "slat" it out of their 

 sails, cutters have an advantage in their depth, which prevents them 

 from rolling so much, and consequently they hold the wind better and 

 keep their headway. Upon these terms they have beaten the sloop 

 in light winds; but given a day when the sea was quiet, and the result 

 has always been to the credit of the lighter vessel, as all logic must 

 admit, that the less resistance in weight or anything else, must obtain 

 superior speed You say "to make a sloop a good sloop she must 

 be turned into a cutter. She should have ouly four beams, like the 

 great majority of cutters. She should nave the depth, and rig, and 

 sheer, and straight side of a cutter." To the best of my information 

 the great majority of cutters average at least five beams, and racing 

 Butters on the other side, that 1 have seen, have, very frequently, 

 fully six beams. The Bedouin, which is oue of the broadest here, has 

 5)4 oeams, so I fail to find any warrant for your assertion of four 

 beams. 



As to depth, I would advocate some, certainly, but by no means the 

 extreme: rig for a slonp could incorporate some of the cutter's best 

 points, as suggested before, without having the doublings in the 

 middle of the mast, or the mainsail loose on the foot, which are both 

 Objectionable for many reasons. As to sheer, the less of that the 

 better for either class. From this resume 1 fail to see that I have 

 advocated going "about nine-tenths of the whole thing at a bound." 

 That a sloop may have all that I suggest and still be a sloop, I must 

 still maintain. No yacht of any class with ten or twelve feet of fixed 

 draft could anchor within hailing distanae of shore in twenty yacht- 

 frequented harbors that I can name, while eight, feet of water can be 

 obtained in the great majority of them. As to "finding fault with 

 icic's mode 1 ," the evils I noted were known and remedied by 

 Captain Phil. Ellsworth in all his models long before cutters came 

 here to instruct us in yacht designing. While admitting that the 

 Grade is the •queen of the fleet in America," I still contend that she 

 is so through superior size only; that a vessel of the same dimensions, 

 designed, built and rigged as I suggested in my last, would give her 

 time in any kind »{ weather. That the Bennett champion cup was 

 won by Bedouin in "our weather and our waters" is quite true, but 

 the result would certainly have been more satisfactory to every one 

 if both competitors could have had some wind at jhe same time. 



The chances of adding victories to the cutter's side would certainly 

 he increased by a large fleet from which to select a champion, and the 

 absence of a number to choose from is exactly the difficulty upon the 

 stoop side. There really isn't a flrsfc-claSj sloop in the country When 

 Americans have felt like building 80-foor. yachts they have Invariably 

 built schooners, Vou say that "in point of cost, the modern beamy 

 sloop of large displacement is more expensive aiidhas a greater draft 

 than the eurter." Tfcie Bedouin cost not a cent less than $46,000, aud 

 I have heard ir estimated even at $50,000; the owner of the Grade 

 would very cheerfully sell out for naif that sum. and any biuBbr in 

 this country would do glad to take a contract to build and fit out 

 complete a" sloop or schooner 100ft. long for $40,000, so that I am 

 ugaiu compelled. to question your claim as regards cost, and aero 

 GftrdB draft. I fail to comprehend how au American centerboard 

 raw anywhere near as muoh as an English keel In concluding, 



you say that, in reference to the Fortuna,"it Is one of her good points 

 to lift readily to everything." Now a yacht that lifts to a tenor 

 fifteen foot sea instead of jamming into it and checking ber head- 

 way is certainly doing well, but that can hardly be said of Fortuna's 

 "lifting" in the Goelct- cup race, when there was no sea over six feet 

 in height, and when that same "lifting"' evidently did more to defeat 

 her than anything else. Franklyn Basrford. 



55 Concord Street, Brooklyn. 



[A review of this subject is crowded out till next week 1 



MIGNONETTE. CUTTER. 



IN placing before the public a series of designs for small yachts, 

 we have been animated with the desire to supply the general 

 reader with accurate information relating to the capabilities of such 

 boats, and above all to disabuse his mind of the prevailing but mis- 

 taken notion that yachting and a long purse must needs go hand in 

 hand, and that the sport to be got from small tonnage is necessarily 

 more limited than is to be expected from vessels of considerable 

 size. Two greater falacies could not exist. ■ A very small outlay and 

 a very small boat will realize to the beginner or adept everything 

 contributing to the fullest participation in the enjoyments and bene- 

 fits of yachting. It is important that this should be thoroughly un- 

 derstood, as the small craft is within the purchasing power and man- 

 agement of hundreds who may never expect or care to make the 

 investment of time and money entailed with the ownership of an 

 unwieldy affair demanding a hired crew. In fact, unless able to de- 

 vote one's time to cruising all the year round, size in a yacht acts as 

 a damper upon quick and ready ardor, inasmuch as the. attainment 

 of the. end desired is more, distant and indefinite. A large yacht is 

 always a sort of financial millstone about the neck, and represents 

 such a big undertaking in all her doings that she is naturally put to 

 service with hesitation at intervals only ; the crew, however, never 

 once ceasing their onslaught upon the grub locker, nor is there any 

 let up to other expenses of commission while idly swinging to ah 

 anchor. Of course, the sailing of large yachts has charms and ad- 

 vantages of its own in some respects, but so far as all the essentials 

 of the sport are concerned we know they are at our command on 

 two tons just as well as upon ahu»dred times two, while the little 

 boat likewise has certain good points of her own as an offset to those 

 of her big sister. The belief to the contrary has a certain basis of 

 justification. It has been almost a universal" custom in America to 

 model, rig and fit small boats as toys merely, no one oxaer-ing from 

 them more than boys' play, never suspecting the possibilities of 

 which they were really capable, because hidden to first impresions. 

 Our small yachts have not heen built as yachts at all, but as 

 makeshifts and machines, flourishing only in a sort of ephemeral 

 afternoon butterfly existence. The possession of sturdy vested quali- 

 ties characterizing big tonnage has not until recently been contem- 

 plated in their planning, With the present development of 

 the sailorizing side of the sport and the practical lessons inculcated 

 through the instrumentality of "cutter ideas." a new field of utility 

 has suddenly opened to the small boat which is being welcomed by 

 the masses, for it offers them a chance to participate in that chapter 

 of yachting from which they have so long considered themselves 

 shut out. 



To adapt a small boat to the same ends as a large one and with equal 

 success, it is only necessary to abandon prevailing impressions and to 

 boldly branch out in the directions indicated by experience. 



The small boat engaged in active work makes heavy weather of it 

 so much of tener than the large one that it is paramount to incorpor- 

 ate in her scheme the greatest possible power and ability to face 

 whatever may come along. She must for this reason possess the 

 maximum weight on her length. As this cannot be engrafted upon 

 a beamy form, it is a sequence that she should be deep and narrow T 

 in proportion. To further add to her ability the weights should be 

 stowed as low as the structure will allow. The boat should possess a 

 keel upon which to hang them. Both of these requisites carry with 

 them the greatest accommodation and safety and moderation in rig. 

 The first due to the absence of a centerboard trunk, good height un- 

 derneath the beams, with ventilation and light; the second due to a 

 low center of gravity, and the third to fkaeness of form, it being well 

 established that large displacement on small beam can be more 

 economically driven than less displacement on wide beam. These 

 provisions will insure the three chief virtues a small craft should dis- 

 play—ability, practically available room, safety from capsizing. The 

 fourth essential is speed. Success or failure in this respect will de- 

 pend upon the proper distribution of the boat's bulk for ready pas- 

 sage through the water and for sail-carrying to be derived from a 

 consideration of both form and the weights. Of secondary impor- 

 tance, but none the less deserving of attention, are such matters as 

 handiness of rig in connection with efficiency, the various 

 requirements of comfort and convenience, and the ar- 

 rangement of detads of equipment. Simplicity through- 

 out should of course be studied, but in no case should sim- 

 plicity be allowed to overrule adaptability. Such a sacrifice cannot 

 be tolerated. Far better have a surplus of complex contrivances 

 than be unprepared to execute just wiaat ought to be executed under 

 all circumstances likely to arise. It is a grave and common mistake 

 to seek simplicity at all hazards and to sacrifice far more important 

 considerations in magnifying the value of simplicity beyond all rea- 

 son. Simplicity is the easiest thing attainable. A clothes pole, a 

 night shirt, and that irresistible charm to ill-matured conceptions, the 

 "single halliard," are within the comprehension of every one, but of 

 what avail is such a primitive affair, if success in plying to windward 

 is at stake? And a clothes pole without proper staying is simplicity 

 itself, but where is the man of experience who would expect the 

 highest performance with masthead whipping about, and who would 

 choose to buck such poverty-stricken equipment into a steep sea? 

 The green hand may fail to appreciate the issue. Those who "have 

 been there" cannot be inveigled by the claptrap of "simplicity" at the 

 expense of other things worth having. 



In the foregoing we have outlined the general principles which 

 must be followed where the most in hhe way or performance is 

 wanted outof the least in the way of boat. A neglect to acquiesce in 

 these principles established through endless practice, is only to in- 

 vite failure in proportion to the departure. Innumerable notions 

 have risen to the surface, and every now and then pop up again in 

 some trifling disguise, whereby their promoters seek to evadeeomrnon 

 laws of nature and the multiplication table. First, it is this or that 

 fisherman's old hulk, then some dugout of a canoe, then a Block 

 Island bouncer, then the sharpie, then some Fiji Island importation, 

 and so on, which are in turn held up to admiration as the personifica- 

 tion of all that is perfect in naval design. Worshippers of the primi- 

 tive are never found wanting to take up the cudgels for transparent 

 accidents, which an expert can dissect at cnce as radically wanting 

 and faulty in some of the principal elements imperative in a small 

 yacht. But the combined science and experience of the civilized 

 professional world is not easily overthrown by the crudities of abo- 

 riginals, with whom form and peculiarities in boat building are in- 

 variably the merest accident of the immediate surroundings. 

 Limited in wealth, in material or in skill, their boats are makeshifts 

 to cover one or a few special wants. To the well-planned yacht 

 designed to meet a wider range of more exacting contingencies, all 

 these makeshifts must bow in deference to the broader intelligence 

 which calls the modern yacht into being. 



Let no one be deceived. It is impossible to juggle nature. Sou 

 cannot circumvent her. You must accomplish your aims by calling 

 nature to your aid. You must expect to pay for what you get. and 

 a saving by curtailing the weight upon which you depend for mo- 

 mentum, or the draft to hold you against surface agitation, or the 

 equipment with which you are to do your pointing can only lead to 

 disappointment. A small boat which is not able in lumpy water is 

 worthless for aueht but restricted harbor operations, and that is not 

 the kind of boat with which to solve the proposition of "yachting 

 on small tonnage." 



When it comes to a matter of model and rig in specific detail, it 

 should not be overlooked that success may be expected from more 

 than one individual design. Indeed within reasonable limits there 

 must always be a variety to choose from, each excelling most iu the 

 direction her features are most salient. Thus the narrow and heavy 

 boat will he the ablest driving to windward in rough water. She will 

 heel rather more at the start, but show stiffness in strong breezes; 

 can be crowded more, but calls for smaller rig; will draw more 

 water; have narrower deck, less wings, but more headroom and ends 

 below; will be drier than a shoaler, wider boat; toss less spray: be 

 easier iu her rolling, but pitch rather more on account ot fine ends 

 and little floor: will be steadier on her helm, hold her way better, 

 show more speed in trilling airs, and. in short, show the distinguish- 

 ing attributes of a regular'eutter on a larger scale. 



On the other hand, the broader and the lighter of two boats will be 

 stiff er in ordinary winds, have more deck room and wings below, re- 

 quire the larger rig, draw less water, have less headroom, toss rather 

 more spray, be quicker iu her rolling, slower in her pitching, harder 

 on her helm, with less ability in a sea, lose way quicker, aud, in 

 short, partake of the flat bottom centerboard's qualities to a greater 

 degree than another boat having less beam, greater depth and 

 weight, all of which may be no cause foi complaint, If the departure 

 from the trap model has been marked enough to correct her faults 

 to such an extent that we can afford to overlook what remains as of 

 no great consequence. 



A boat which appears In every way to answei as an exponent of 

 the last-described class is the new cutter Mignonette, which is illus- 

 trated with this article. Stated curtly, she is the product of ingraft- 

 ing beam enough upon the cutter type- to realize the objects for which 

 she is intended— for cruising about the coast between this and Mount 



Desert, single-handed or with a friend, as occasion demands. Her 

 model is from Keating, of Marblehead, a further modification upon 

 his well-known Carmita toward the cutter, inasmuch as the beam has 

 been clipped, depth and displacement increased, and a regular cutter 

 rig accepted, with the jib set flying on its ow n luff She embodies, 

 as a whole and in detail, the well-digested ideas of Dr. E. G. l.oriDg. 

 her owner and projector. Long experience iu small boat and 

 yaeht-sading along the coast, and experiments with various 

 styles and rigs have led up to the construction of the 

 Mignonette, and there is little doubt that she will suit 

 his purposes famously and become the first of u large class soon 

 to follow. She has been built in excellent, fttylB to Wullm & Uor- 

 man, of South Brooklyn, to whom she is a decided credit in her 

 smooth skin and tidy finish about decks. With a i,r>O01hs. shoe hung 

 low and a small well the Mignonette is without question uncapsizable. 

 and also "unhilable" in the event of a serious knock clswn, A 

 judicious apportionment of beam and depth permits 4ft. .Sin. under a 

 low house of 12in. height, with a floor of SOin. This with two berths 

 of 24iu. width (shown too low in the plans) by 7ft., lockers, shelving, 

 racks, etc.. give exceedingly liberal accommodations on the length 

 of 30ft 10in. The cockpit "is peculiar. The floor of the well is I2in 

 below level of deck and C by 3}<Jft. with 14in. of deck allrouud 

 utilized for seats, the mahogany coaming being Set back from the 

 well that distance. In this way the volume of water which could hn 

 shipped is reduced to a harmless amount, and phe cabin doorsiJT is 

 almost at deck height to prevent a sea finding its way below. The 

 ■overhang supplies a good lead to maiusueef, and increases useful 

 deck area. The rig is that of a full cutter, chosen after experiment 

 with many other kinds. The '.division of sail puts the yacht within 

 easy control of one hand, who finds himself at all times prepare! for 

 anything that may come along. Indeed, the cutter represents a com- 

 bination in speed and handiness which is not equalled by any other 

 rig under the sun. That it is a fast and close-winded arrangement 

 all know from observation of the races in these and Boston waters. 

 In speed the cutter is second to no rig, and it is probable that no 

 other can really equal it. Iu hamliness it is far superior 

 to the sloop. The Mignonette, for example, strikes into strong 

 wind. She lowers foresail in a jiffy, and has taken off nearly 

 one-fourth the sail plan, equivalent to a double reef in mainsail at a 

 tithe of the trouble and time. Should a squall overtake her. mainsail 

 and jib can be let go by the run, and the boat can still ply to wind 

 ward under forasail alone. To enable her to do so to some good, the 

 foresail is "lugged" three feet abaft the mast. The owner slates that, 

 by keeping foreside of mast clear of pins, and jointing the boom band 

 by a bolt passing down flush through lugs, dovetailing hinge fashion. 

 in place of setting up with screw and nut, he finds no trouble m light- 

 ing over the sheet when heaving about in stays, and that he finds the 

 long foot foresail a fine pulling sail, a sort of continuation of the 

 mainsail forward the mast-, sheets being led to trim \ cry tlal . 1 Tnder 

 all circumstances just the right balance can lie preserved through 

 five successive modifications of ihe sail plan. Thus: All plain lower 

 sail; mainsail and jib; reefed mainsail aud small jib, or full foresail ; 

 close reefed mainsail and reefed foresail or small jib; and fifth, under 

 foresail only. You can always reef at leisure by keeping on your 

 course with foresail, making mora sail as convenient. You can work- 

 out of a harbor under foresail and set the rest when clear. The main- 

 boom is but 19ft. long against some 33 or 24 in a*sloop. Toe jib is 

 small and easily trimmed.' It is run out to bowsprit end on it traveler, 

 and when not wanted is quickly got rid of by a pull on the in haul and 

 lowering away. In a sea it saves laying out on alight spar to furl, 

 and likewise takes the weight and bunt of the sail out of harm'sway . A 

 little dexterity is required iu handling the jib lest: it get away from you 

 during the operation, and this a little practice speedily teaches. This 

 method also enables you to run jib out or in to a suitable distance to 

 balance, the rest of the sail. That there is need for all these accom- 

 modations no sailornian needs to be told, but we may say that Dr. 

 Loring has often had occasion when single handed to go through all 

 these operations, notably in a coarse-weather beat of twenty-two 

 miles on a passage in from the Isles ot Shoals, The safety of a 

 shifting jib was vividly brought home to him one day when his 

 brother nearly lost his life trying to reef jib out on the bowsprit in a 

 tumbling sea. On the other hand, no more lubberly and ineffectual 

 way of shortening sail thjin " bobbing" the jib of a sloop can well be 

 imagined. It involves the loss of control over head sheets, and this 

 no good sailor will view with favor, however much the custom may 

 per tain among green hands, or as a hasty and cheap makeshift among 

 small fishing smacks, engaged principally in smooth water, lobe 

 sure the cutter carries with it one more halliard and sheet than the 

 sloop, but as you are not obliged to attend all sails at once the "com- 

 plexity" in practice amounts to absolutely nothing whatever. You 

 trim jib first, then flatten foresail in the nexi half minute. But 

 should even this bother a beginner, he may drop foresail for short 

 work in and out of a crowded anchorage. As between the delusive 

 value of simplicity so called and the practical adaptability cf a rig, 

 we advise adaptability without hesitation. 



The principal specifications of the Mignonette are as follows: 

 Keel, 6x8: stem, sided, 3}^; post, 10in., moulded; all of oak, includ- 

 ing deidwood. Frames, oak, 1^4x3 at heels aud lj£xl§£ at head, 

 double, riveted together, boxed into keel, with hackmatack floors 

 bolted through keel. Clamps of oak, lx3>i, full length of boat, as is 

 also all other plank. Deck frame of oak, fi^xSJ^, riveted to clamps. 

 with knees to side. Top streaks «f oak, lx3J4, with two wales of 

 Georgia pine, rest of lin. cedar. Planksheer of oak. IJ^xSU, whole 

 length; deck of white pine, bright, \\i square. Ceiling Jfctn. thick, 

 narrow and beaded. Mahogany fittings. Four sidelights to house 

 and two oin. brass ports in forward end. All ironwork of best gal- 

 vanized Norway iron; lignum vitas deadeyes, iron strapped, two 

 shrouds each side. Spars of spruce, three coats of varnish. Patent 

 bouched iron strap, lignum viiee blocks. Builder to furnish yacht 

 complete with all rigging, gear, anchors, chain, hawser, sails of lOoz. 

 deuble-bighted cotton ducic. Ballast. 2,3J01bs. inside and 1.500lbs. on 

 keel. 



The increase in displacement of the Mignonette over the Carmita 

 we have considered offset by the cabin nouse deeper throating to 

 floors, and regular cruising outfit and stores to be carried. The bal- 

 last and its ratio to displacement would vary of course with the out- 

 lit. The manner of keying the locust bitts to the deck to do away 

 with crowding the eyes below is shown in our sketch. A wood knee 

 will in addition be worked on the forward side oil deck to further 

 stiffen them. 



The sections shown in the plans are not building frames, but the 

 sections by which the boat was laid down. The elements are as 

 under: 



Mignonette. Carmita. 



Lengthondeck 25ft. lOin. Sift, sin. 



Length loadllne 20ft. f Oin . 30ft. 6in. 



Greatest beam moulded 7ft. flin. 7f t, lliu. 



Beam on loadline 'Jit. 8in. -ft. Gin. 



Depth M. S. planksheer to rabbet 4ft. Sin. 3ft. 11 in. 



Greatest draft lit, 3ft. 7in. 



Least freeboard top planksheer 1ft. Oin. 1ft. Tin. 



Area immersed M.S. with keel U.4li...q. ft,, 10 35sq.fl. 



Area loadline plane 105.35sq. ft, 101 gfLq. ft 



Ratio sq. root M.S. to L.W.L 3.8H 8.30 



Area longitudinal section with rudder 5 l.Ssq. it. iM.Osq. ft. 



Ratio MS. to same fc06 



Area wetted surface with rudder S03sq. ft, 184sq. ft. 



Displacement B,8o01bs. 7,?aUhs. 



Bisplatementin short tons 4.176 tons. 3.867 tons. 



Same per inch at loadline oQSIbs. 5401bs. 



Wet surface per short ton displacement lti.Ssq. ft. 47 6sq. ft. 



Ballast inside S.35Ulhs. 2,050lbs. 



Ballast on keel l.oOOlbs. l.iSOlbs. 



Ratio ballast to displacement 4Gpr. ct, ISrx \ fit. 



M.S. from end L.WL 12ft. 4m. 13ft. tii ,-,, 



Center lateral resistance from L.W.L 12ft. 4iu. lift, 4in. 



Center effort of sails from L.W.L lift, Sin, lift, fin. 



Center of buoyancy from L.W.L lift, tnu 



Area three lower sails ,. 



Rat io to square of loadline 



Sail Tier sq. ft, wet surface 



Sail per ton of displacement 



Area mainsail 



Area lug foresail 



Area large jib 



Hoist of mainsail 



Foresail on foot 



Jib on foot 



Mast from end L.W.L 



Mast from deck to hounds 



Boom over all 



Gaff over all 



Bowsprit end L.W.L. to stay 



,40'hq. It, 



..106 percent, 



:'--'Ssq ft. 

 ..i-m.isq.'ft, 

 .279sq. ft. 

 . Olsq. ft, 

 a. ft. 



3in. 



Bin. 



... 12ft. 



I Bin, 



lilOsq. ft. 

 102 p. cent. 

 8.33sq. ft. 

 111.,'sq. ft 

 SBSsq.it. 



5tsq. ft. 



-feq. tt 



ir.fi, 

 83ft. 

 10ft, 6in 



7ft, Oin, 

 17ft. Gin. 

 l.sft, 

 10ft. 



Oft, Sin. 



ARRIVED oil'. Bohooner !Wontauk made Bermuda hi safety 

 Feb. 27, a ft or a very long and bad passage DisUuce 801.1 miles. Time 

 of passage o»ejr seven days. Was compelled to heave to sixteen 

 hours, and eleven hours unable to face the sea. Till Skipper watches 

 her closely to prevent a capsize, and will not, buck her at i 1 

 sea, which should allay all fears for her safety. 



CRUISING.— Steamer Atalanta, Mr. Gould, sailed ir»i 

 toH, March 4, bound south. Schooner Fortuua, STi 

 from Havana, March 4, bound for Bermuda, 



