166 



FOREST AND STREAM. 



[Mabch 20, 1884. 



litis designed nnd built, during the past fifteen .years, con- 

 tinues. "It has already been observed that the flap side decks 

 have not been titled to arl the Pearl canoes, and that where a 

 canoe has been built with them, they have been subsequently 

 discarded, and that the next canoe' built without them has 

 subsequently been altered by the addition of this contri- 

 vance. The result of this varied experience is to establish 

 them as a very valuable adjunct to a cruising canoe if prop- 

 erly applied and fitted, otherwise they are better omitted. 

 There are two essentials besides the flaps themselves, consist- 

 ing of two sets of coamings around the openings cut in the 

 deck. The first coamings are parallel and close to the cuts 

 across the deck, and consequently at right angles with the 

 ordinary well coamings, and are screwed securely to the 

 deck, and their inboard ends butt on to the well coamings. 

 They entirely prevent any leakage along the deck from for- 

 ward or aft, into the openings of the flap side deck. 



"The second set of coamings are placed transversely, hinged 

 to the deck, and when raised their inboard ends fit closely 

 against the beading or coaming of the hatch cover; and they 

 are not intended to exclude leakage along the deck, but they 

 serve as catches around which the mackintosh coat fits, to 

 prevent any sea breaking into the well. The inboard ends 

 must therefore project about half an inch above the hatch 

 cover when they are raised. Many canoes have had these 

 hinged coamings fitted without the* fixed coamings, and with- 

 out sufficient width to project above the hatch cover, and as 

 the\ neither exclude water running; back along the deck, nor 

 provide a holdfast for the mackintosh, the~wholc contri 

 v;m ce has been condemned." 



In this country the first step in this direction was in the 

 Elfin, a ISew York canoe, which in 1878 had lier coamings 

 cut and hinged; the first real side flaps being put in the 

 Sandy Hook in 1881, since which they have been* tried in 

 various canoes, but have not come into general use. Their 

 construction is shown in the drawings. 



In the Pearl cauoe, the well, which is almost rectangular, 

 is covered by a forward hatch in two parts, the after portion 

 extending to the body being hinged to the forward part, so 

 as to lie flat on it, when opened, On its after end is a bead- 

 ing, over which the skirt of the canoe jacket is drawn, this 

 skirt also being held, by a rubber band run around its lower 

 edge, to a similar beading on the after hatch, and to the 

 hinged coamings described; the deck flaps opening inside the 

 wicie skirt, so that there is no entrance for water below. 

 Where it is desired to close the canoe entirely, the well is 

 covered by three or four hatches, fitting closely together, as 

 shown in the drawingof the Shadow. These are held down 

 by a bar running over them fore and aft, one end of which 

 is inserted in an eyebolt at fore end of well, the other pad- 

 locking to a similar bolt aft. 



THE EVERSON CANOES. 



WHEN the New York C.C. was first organized some fourteen years 

 ago. one of their earliest acts was to look for a boat builder 

 who would undertake to build the heretofore unknown craft. As the 

 result of their search, they settled on Mr. James Everson. of Williatns- 

 burgh, N. Y., already well-known as a builder of "Whitehall boats, 

 and to hire entrusted the drawings of the early Nautilus, sent to them 

 by Mr. Baden-Powell, and since that time many well-known boats 

 have started their first voyage from this shop, the Yioletta, Walrus, 

 Rosalie, Kaloolah. Shadow and Dot, besides others less widely known. 



A visit to Mr. Everson"s shop wilt well repay any one interested in 

 Canoes, The first boat noticed on entering- the door is a very hand- 

 some cruising and racing canoe that will soon fly the N. Y. C. C. bur- 

 pee, her lines being designed for a member of that club by Mr. John 

 Hyslop. The leading dimensions are 15x31, with 13in. depth amid- 

 • sliips; a handsome sheer, straight keel, sternpost straight and raking 

 about 3in. aft. The bow is worthy of special notice, and the stem, 

 well cut away below water but nearly plumb above, is handsomer 

 and more yachtlike than the curved form so common here. With Sin. 

 crown to the deck, there will be ample room inside. The well will be 

 pointed and flaring, coaming 3}4in. high forward, The keel is flat, 

 to admit of Child's patent ceuterboard, which will be of brass, weigh- 

 ing nearly 50 pounds, and housing inside the canoe. If fitted with a 

 suitable rig, there should be nothing in the N. Y. 0. C. fleet that can 

 approach her, and she will doubtless make a record at the meets this 

 season. 



Besides several new canoes of the well known Shadow model, there 

 are two designed by Mr. Charles Farnham especially for cruising 

 work that are ahead of most boats of similar dimensions. They are 

 14ft. -Im.xSOin.. without the tumble-home so noticeable in the Shadow 

 — an improvement? in looks at least. The keels are flat, and well 

 rounded up at the stem as well as forward, the fternpost being 

 straight from the water line up. Both are fitted with keels to be 

 screwed on, if required, and also with air tanks of Morse's non-cor- 

 roding metal, the deck hatches being dispensed with. The sliding 

 bulkhead consists of a frame, over which leather straps are passed, 

 making a yoke on which the canoe may be carried. 



Besides the new boats mentioned, there is a curiosity in the shape 

 Of the Violetta, built for ex -Commodore Alden some twelve years 

 since. All the canoes built by Mr. Everson are lapstreak, and their 

 record, after the rough usage of cruising and hard racing, proves not 

 only the excellence of his workmanship, but also of this method of 

 construction. 



CANOE AND SNEAKBOX. 



Editor Farestcmd Stream: 



Wonders will never cease. Who ever thought that a canoeist would 



ii ilil enough to fling out a challenge to sail against the sneakbox. 



1 have had some years' experience in the sneakbox, it being of Jersey 



origin; and gunning from it in my younger days, I think I am pretty 



well conversant as to what it can do. 



I have never sailed in a canoe, but being a close observer of their 



struggles in their endeavors to stanrt up to it. and with their knock 



is, shakes and luffs, I think that the sneakbox would have a 



walk over. And as lor cruising by all-water routes, and for comfort, 



commend me to the sneakbox. 



Staunchness. Weil, 1 always considered myself at home in any 

 weather. I sent a sneakbox to Maryland this winter, of the Kilpatrick 

 make, and the way she skipped across the mouth of Runiney Creek 

 caused my friend William, who never sailed in one of these craft, to 

 remark: "Well, who ever thought these things could sail the way we 

 are going:" Six vards canvas (winter rag), a fearful blow, ana 320 

 pounds to windward. Size of boat, 12.tix3.10. WillDr.Neidepleii.se 

 inform me the kind of race, and where to take, place, he would like 

 aeainst a sneakbox? "Seneca," iu^-he issue of Forest AND Stream of 

 March G. declines. The Doctor will please speak out. Who knows 

 we may have a race yet, Geo. H. YV iuj. 



Red Bank, N. J. 



[There will be a fine opportunity for a race at the Newburgh camp 

 on Slav 29 and 30 of this year, as Dr. Neide. will be there, and many 

 other canoeists, and the friends of the sneakbox will receive a hearty 

 welcome. A correspondent in the South, who has been cruising in a 

 14x30 canoe, with ISO pounds ot ballast and 178 pounds crew, in com- 

 pany with a 14x4ft. 3iu. sneakbox, writes that the canoe is more than 

 a match for the latter on every point, blow high, blow low.] 



THE CHART LOCKER. 



V.— INLAND WATERS OF MAINE. 



oresi and Stream; 



In reply to "X." who asks for information in regard to the route to 



M.gantic Lake and the Obaadiere via the Eennebeck and Dead 



1 causa-, from personal observation that he would find it an 



extreniejv difficult operation 'I doubt if it is possible) to make the 



beck and J lead rivers in a Stella Maris or any 



teed canoe that is not susceptible of being poled. 



My friend, Mr. F. Stanton Hubbard, and myself, made the trip last 



inanopen English (Peterboro) canoe ISft.xHOin., launching at 



would find no scarcity of water m the Keune- 



beck between Gardiner and Norridge.wock, but beyond there bhe 



id very rapid— so say the natives. I have no kuow- 



ibservatfon. 

 it Bombazee Rips, 4 miles above .Norridgewock 

 portaged to Sam Parson's on the Dead River via North Anson, 



distance about thirty miles, over a very excellent road. The portages 

 on the Kennebeck between Gardiner and the point at which we left it 

 are, first, darn at Augusta, carry about H mile on left bank; second, 

 between Watcrville and Kendall's Mills there are several dams around 

 which a carry must be made with a team, distance 3 miles; third, 

 carry around Skowhegan Falls and Dams, distance about a miles. 

 There are also many booms and a few rips over which canoe must 

 be hauled. 



From Parsons to Flagstaff, distance 12 miles, the river is very 

 crooked and current quite rapid; there are two or three short rips, 

 up which canoe must be hauled or toted around. Between Flag- 

 staff and Eustice, distance 18 miles, the river is very crooked. 

 Carry around Arnold's Falls on right bank— distance about % mile. 

 There are several vicious little rips on this stretch, which must be 

 either poled tip or earned around. 



At Eustice there is a dam, carry short ; on left bank, one mile 



distance about 150yds. Chain Pond Dam, six of cine and half dozen 

 of the other, which side carry is made— short in either case. Pass 

 through Round Pond in Long Pond, at head of which lives Peter Le 

 Royer, Indian hunter. Peter's word can be relied on for directions 

 as to reaching Megan tic Lake. 



From Long Pond into Horseshoe Pond, narrow, swift stream, to 

 Atkinson's Dam, distance not less than 4 miles; some hard work 

 must be done in the way of poling, tracking and lugging over ledges 

 and fallen trees. Haul over Atkinson's Dam, cross small pond and 

 carry one-quarter mile into Mud Pond, cross this and then carry one- 

 half mile into Moosehorn or Arnold Pond. 



* rom Arnold Pond to river of same name, carry six miles over 

 a bad trail. At time we were there last year the Arnold River was 

 so full of logs that we were forced to carry six miles to head of Me- 

 gantic Lake. For information in regard to the Chaudiere River, see 

 "Chaudiete by Paddle and Portage.'' hy Chas. E. Chase, in Frank 

 EesKe's Monthly, August, 1881. C'HAS. A. NRlDis. 



Editor Forest and Stream: 



In response to your request for parties able to give information in 

 regard to canoeable waters in this vicinity to send their address to 

 you, I send my own. If any canoe'sts coming this way will call upon 

 me, I shall be most happy to show them about here; and if they can 

 manage to strike here Saturday night. I will take them to one of the 

 prettiest lakes in New England where they will meet a number of 

 canoeists, although no organized club. E.'M. James. 



41 Manchester Street, Manchester. N. H. 



THE WINTER CAMP-FIRE. 



THE attendance at the fifth camp-flre last week was smaller than 

 usual, there being about a dozen members present. Mr. King, 

 who had offered to speak on the subject of canoe tents, was absent, 

 being confined to the house by sickness, and no formal meeting was 

 held; but those present enjoyed a very pleasant evening in the dis- 

 cussion of announced subject, and in comparing experiences of 

 cruises in various places. The date of the next meeting has been 

 changed, as will be noticed above, to Wednesday, April 2. 



RONDOUT C. C— This club gave their first reception on Friday 

 evening, March 7, at their new club house. The invitations, specially 

 designed by a member of the club, summoned the guests at ''8 bells" 

 to the club house, which was decorated with flags, burgees, paddles, 

 boxing gloves, snowshoes, models, pictures and cauoe gear of all 

 kinds, the canoeists themselves being in boating rig. "Mess" was 

 served at 2 bells by the members, and dancing followed at 4 bells. 



CLUB NOTES.— A canoe club is now being organized in St. Paul, 

 Minn. TheYesper Boat Club, of Lowell, Mass., has now a fleet of 

 twenty-five canoes, and proposes to organize a canoe division. Mr. 

 Frank H. Pullen has returned to Lowell from Chicago. Dr. Neide 

 writes that there have been thirty-five applications for membership 

 since the last meeting. 



fachting. 



May 34.- 

 May 34.- 

 May 30.- 

 May 30.- 

 May 30.- 

 May 31.- 

 June 9,- 

 June 10.- 

 Juue 12.- 

 June 14.- 

 June M.- 

 June io\- 

 June 23.- 

 June 28.- 

 June 30.- 

 July 9.- 

 July 12,- 

 July 12.- 

 July 20.- 

 Aug. S.- 

 Aug. 9.- 

 Aug. 10.- 

 Aug. 23.- 

 Ang. 23.- 

 Sept. 6.- 

 Sept. 13 - 

 Sept. 13- 



F1XTURES. 



-Oswego Y. C, Opening Cruise, 

 -Boston Y. C, Opening Cruise. 

 -Knickerbocker Y . O, Spring Matches. 

 Atlantic Y. C, Opening Cruise. 

 -Newark Y. C. Spring Match. 



-Boston Y.C., First Match, Connor and Commodore's cups. 

 Portland Y. C, Challenge Cup. 

 -Atlantic Y. C, Annual Match. 

 -Mew York Y. C., Annual Matches. 

 -Hull Y. C, Club Meet, 



-Seawanhaka Corinthian Y. C, Annual Matches. 

 -East River Y. C, Annual Matches. 

 Newark Y. O, Open Matches. 

 -Boston Y. O. Ladies' Day. 

 -Manhattan Y. C, Annual Cruise. 

 Beverly Y. C. Marblehead, First Championship. 

 -Hull Y. C, Club Meet. 

 -Boston Y. C Second Club Match. 

 -Beverly Y. C. Nahaut. Second Championship. 

 -Hull Y. C. Club Meet, 

 Boston Y. C, Open Matches, all clubs, 

 -Beverly Y. C, Swampscott, Third Championship. 

 -Beverly Y. C. Marblehead, Open Matches. 

 Boston Y. O. Third Club Match. 

 -Beverly Y C, Marblehead. Special Matches. 

 -HullY. O, Club Meet. 

 -Boston Y. O, Second Ladies' Day. 



SOME VALUABLE EXPERIENCES. 



Editor Forest and Stream: 



About six years ago I was skipper of a little yawl hailing from 

 Quebec. She was 18ft. keel, 8ft. beam and 3Jgft. draft, She carried 

 US through almost any weather in safety and moderate comfort, 

 thanks to plenty of ballast and moderate deadrise, but had too little 

 keel to go to windward very well, and was too short and chubby to 

 run fast, especially when jumping about in the short seas which the 

 Lower St, Lawrence and Gulf can get up when wind is against tide. 

 Later I took a cruise in a grand boat of the same type, but 7 or 8ft. 

 longer on the same beam and depth, and with the addition of a lOin. 

 deep oak keel ; ballast, pig iron, and all inside. Long floor, with mod- 

 erate deadrise : bows fairly fine on water-line, with lots of flare. T<vo 

 of us ran her day and night and through any weather, and a magnifi- 

 cent run we had". 



I will not forget in a hurry our return to the grand old city ot 

 Quebec. Flying up the river before the remains of an easterly gale, 

 on the top of the flood tide, after a trying night of darkness and 

 storm and rain, during which we ran ninety miles with only a trian- 

 gular corner of the mainsail set, the peak being dropped. That was 

 the last of my salt-water cruising so far. I hope it will not be the 

 finish altogether. Then followed a long series of years on inland 

 rivers, where I was obliged to content myself with skiffs and center- 

 boards anel factory cotton, and used to balance myself on the 

 weather gunwale, and keep a sharp lookout for puffs. Lake Superior 

 was a magnificent change for the better. First I tried a fishing skiff 

 about 25ft. keel, flat as a pancake on the bottom. A few rocks for 

 ballast and one mast right in her nose and another in her center, 

 with two spritsails. the most unscientific rig I believe that was ever 

 invented. She was a centerboard, of course. 



I pounded around Thunder Bay in this thing until I was sick, and 

 had nearly broken the boat's back, and sprung both masts, ami was 

 glad to sell out for twenty-five dollars. Next I trie i a catamaran 

 and the first puff pulled up the backstays and the deck with them, 

 and the least little sea threatened to dislocate the whole, contrivance. 

 Then followed a good honest boat, yawl again, of seven tons, with 

 standing keel and lots of ballast, which a friend and self built to suit 

 ourselveB. She was 25ft. keel, 8ft. beam, and 4}^ draft. And she 

 is to this day the most comfortable cruiser and the ablest boat on the 

 bay My friend was a busy man and not often able to cruise, and the 

 If at !v: I :i ;g Ear kle t , hanlle myself so I seld cut and built ir.\ self 

 a rough and ready little yawl of 20ft. keel, 5ft. beam, and 4ft. 9in. 

 draft with some ballast hitched on to the keel and any amount .inside. 

 More as an experiment than anything else, and consequently just 

 thrown together in any shape so long as it was cheap. 



This little i her bottom foul all the time, she was merely 



paid over with coal tar. and bolt heads and rivets sticking out all 

 over, ballast of blacksmith's scrap and sand, berthed three of as on a 

 , cruise of 500 miles in her tiny cabin under a Hush deck, 

 I ed in an astonishing way in a stiff breeze and rough water. 

 lie was lightened up a little and rigged as a cutter, and is 

 said to sail liiiicn better. Laet tall, in a southeasterly gale, beat out 

 si\" miles to windward with a couple of ladies on hoard, made her 

 port and came back, when a 30ft. fishing boat of the centerboard per- 

 suasion making for the same point, turned and fled. Her faults were 



that she was too short and "jumped short," as the fishermen sa 

 and her accommodations were rather meager 



For the last two summers I have been knocking about the coast, 

 and incidentally have done a lot, of boat traveling. Have made long 

 trips in every month, from early in May to late in January, andhave 

 had a nerve-trying time in these wretched Bat-bottomed, clinker- built 

 boa.s, hammering at head seas with a disheartening amount of lee- 

 way, and the boat threatening to stave in her bows or break her hack 

 at any moment. Y\ as obliged lb bear away, and run before a furi- 

 ous squall on one occasion simply because all the centerboard we 

 could give her would not hold her waste hulk above water and light 

 weight, and enable her to worx up under short canvas. Another 

 time we were literally blown away from our anchor and hove on the 

 beach in fairly smooth water, and nearly starved and frozen to death 

 before we got afloat and reached camp again. All this, and the pros- 

 pect of more traveling next summer, has moved me ro design the 

 i'reda, a narrow yawl or ketch-rigged vacht of 29ft. waterline. and Oft 

 4m. beam, with 5,000 lbs. on the keel. H. K W, 



Port Arthur, Lake Superior. 



A VERY FAST YACHT. 



THE Petrel, the property of Mr. John Hyslop. of New York, is 

 pretty well known to local circles as a vaeht of more than ordi- 

 nary speed, and, above all. as a yacht which excels on all points in 

 all sons of weather. But with ber form under water few are ac 

 quaiuted. The Petrel carries valuable lessons on many of the prin- 

 cipal topics continually cropping out in elub gossip, and also demon- 

 strates what c^n be done by earnest study and the application of 

 science. She is a production of great interest to all, and is to be con- 

 sidered a prominent beacon, marking the turn around which public 

 opinion ha.s swept during recent years. Built-in 1870, the honor of 

 leading off in the reform must be conceded this handsome little 

 vessel. True, the cutter Vindex had preceded the Petrel by several 

 years, but the Yindex did not represent in the elements of her de- 

 sign a very radical departure from the proportions of a deep sloop, 

 though in point of outline and rig she properly enough laid claims to 

 recognition as a cutter. The Petrel, on the contrary, bortowed none 

 of the sloop's elements, but was a complete departure and bold 

 "revolution' upon, all the cherished traditional uogmas of the old 

 sloop school, according to whose creed she should have been a de- 

 pressing failure in every respect. Had the owner sought promi- 

 nence for bis boat through working up a racing record, the 

 advent of the Madge and her victories would have possessed 

 nothing novel or instructive, as we should have learned 

 through the Petrel's performance what, the Madge drove 

 into our heads at a much later period. Indeed, the few 

 who fo'lowed the Petrel with intelligence, and who were free 

 from preconceived notions, did privately reach those very conclu- 

 sions which escaped the public at large, until the fame of the Madge's 

 victories had been spread broadcast over the land. What we may 

 for short call "cutter principles" received the most successful and 

 complete vindication through the sailing of the Petrel. Most promi- 

 nent is of course the fact that she Is a keel boat, and the equal, or 

 rather more than the equal, of any centerboard of her loadline sail- 

 ing with fixed ballast. She exploded most thoroughly that ludicrous 

 old fancy, that in practice the board is a whit faster than the keel, and 

 for that alone, if nothing else, the Petrel deserves to rank among the 

 most influential achievements in the yachting world. The old school 

 w r as much given to theorizing and the construction of rickety samples 

 of logic. The new takes its departure on the basis of facts and ac- 

 curate observation. Now, in theory the board is a faster contrivance 

 than the keel, for the reason that its area is more effective, and con- 

 sequently a smaller amount exposed to skin friction supplies the same 

 weatherliness as a larger amount of keel which, owing to its lengtk, 

 is not as effective. But in practice all this is again wiped out, because 

 the keel offers the chance to hang ballast so much lower, equivalent 

 to an increase of sail area, which overcomes, and often more than 

 overcomes the extra amount of friction. And furthermore, the keel 

 so steadies a boat on her helm, and holds her down to busiuess in 

 choppy water, that the actual advantages in practice at least balance 

 the theoretical inferiority. The Petrel is proof most posi- 

 tive of the foregoing. For, cut the keel from, beneath 

 and supply a board instead, and a single glance at the accompanying 

 plans will convince any yachtsman that the Petrel, as a centerboard, 

 would have been a complete failure. She could not have carried her 

 present sail plan by a good deal, nor could she have been pressed. 

 She would have been exceedingly tender, without a will of her own, 

 and in no way the good vessel she really is. It is often the custom to 

 point to some of the old-fashioned, flat-floored boats, with a plank 

 spiked underneath, as evidence against the keel, or to the many an- 

 cient keel tubs sailing in competition with the fastest modern 

 boards of the day. But their comparatively poor display is to be, in 

 justice, attributed to form and poor design, as well as inferior ballast- 

 ing. Whatever such keel boats may do, the Petrel is always indis- 

 putable proof that a keel boat can be made to equal any board yet 

 produced, if the design, as a whole, is made to conform to the re- 

 quirements of a keel, just as experience has clearly marked out cer- 

 tain attributes as necessary to a successful vessel supplied with a 

 board. The Petrel, the Bedouin, the Oriva, would all be fearful fail- 

 ures were they to change to the board, and similarly it is rational to 

 suppose that the keel must fail unless the vessel, as a whole, is of 

 suitable planning. Where this is overlooked, the keel, as a matter of 

 course, turns out more or less of a failure, and as all our builders 

 were brought up to the trade of scheming upon boards, the new de- 

 parture in favor of keels finds them laboring under the disadvantage 

 of old associations, from which they cannot as yet quite free their 

 minds while exploring an unaccustomed field. But give them the 

 time to unlearn and learn afresh, and tha» brilliant suc- 

 cess of such yachts as the Petrel ought to be convincing 

 enough as to what is possible with the keel. More especially so, 

 when we mention that owing to the exigencies of personal business 

 affairs, Mr. Hyslop has never been able to bestow more than casual 

 attention to the equipment of the Petrel, and nowadays no experi- 

 enced man needs to be told that want of perfect preparation in this 

 respect is a very heavy handicap with which to come to the line as a 

 fighting vessel. The official record of the Petrel, though an excellent 

 one, is dimmed somewhat by the unavoidable drawback as ex- 

 plained. But it is to her cruising reputation, her many off-hand 

 brushes with other well-known yachts of her class, that we must 

 look for a true interpretation of her capacities. It has been our good 

 fortune to ship aboard the Petrel upon many an occasion, and our 

 own verdict as well as that of those intimately acquainted with the 

 yacht, stamps the Petrel as a cutter of phenomenal speed. Should 

 she ever be taken in hand in earnest and skippered for what there 

 really is in her, we do not hesitate to predict for her a racing career 

 which will put her in the van of public estimation as the fastest 

 yacht of her loadline yet launched lrom any port on this side of the 

 Atlantic. 



Her lines and elements are therefore deserving ot the closest study 

 and wo deem their production in these pages for the benefit of the 

 public one of the great services rendered to yachting through this 

 journal. 



The Petrel is a craft entitled to a niche in the temple of fame for 

 reasons other than her speed. She is a '•scientific" design in the 

 fullest meaning of the word. She was not whittled out as a happy' 

 go-lucky venture, but was deliberately planned for a purpose. Mr. 

 Hyslop had given Scott Russell's wave line theory ftdl investigation, 

 and backed hy numerous well executed experiments arrived at the 

 conclusion that wave lines only opened the door to an enlarged system 

 of construction of far more importance and in&re immediate applica- 

 bility than mere eycloidal waterlines could possibly cover. Long 

 before the Petrel was struck out on paper, Mr. Hyslop had formu- 

 lated the system of "wave-line areas," in which the cross sections 

 are made to correspond in the relation of their areas to the ordinates 

 of the wave curve mooted hy Scott Russell, instead of giving such 

 shape to waterlines. only regardless of their areas. Thus the theory 

 which Scott Russell applied to the contour of lines only. Mr. Hyslop 



don Field some years ago. and by his name the system now gener- 

 ally goes. It is right, however, that Mr. Hyslop should share in the 

 credit of the production of a method which, in some of its details, 

 he has carried to a degree of refinement beyond the proposition of 

 Colm Archer. Of course, we are not prepared to reason from the 

 single success of the Petrel that the system is the long 

 philosopher's stone, and that equally favorable results can lie 

 counted upon with certainty by simply mechanically revolving the 

 crank of some set formula, but the Petrel is at all events strong 

 prima facie evidence, that a close adherence to the formula is com- 

 patible, if not directlv conducive to the highest results, while as a 

 general standard of comparison for estimating the elements and data 

 of boats, the system admits of no question. There seems good rea- 

 son to invest it with promising import, as Mr. Hyslop has hrought 

 the formula into requisition upon other occasions with favorable re 

 *ults. The new cutter Merlin was designed hy Mr. Ripley on the 

 same principles, and will be watched closely in pursuit of further 

 testimony for or against. It is likewise noteworthy that all fust 

 yachts of which data are at hand correspond in their cross areas 

 very closely to the wave line ordinates, including : hose owing their 

 hat is whittling with an eye to whittle by. It 

 should he added that Petrel's waterlines are also in themselves 

 wave curves. 



Ber main features can be described as folio earn, in- 



suring generally fine form. "Two ends," in placeof the long entrance 

 and short, heavy haunches prevailing in sloops. A rocker keel with 



