486 
FOREST AND STREAM. 
[Jaw 1, 1886. 
: = — 
precarions. But the change came before morning. Tt blew a living 
gale from N. W., the rain fellin torrents. Inever saw more vivid 
Hashes of lightning, and the fhunder shook the entiré earth. After 
4 time vhe rain ceased, but the wind increased and it became very 
cold, My friend had been standing in & coraer, knee-deep in water, 
wel to the skin, and covered to the eyes in salt hay. He had not 
spoken a word smes we entered the shanty. Hé was asleep. At last 
the water beran to subside, the wind lulled somewhat, and best of 
all, day bezan to break. Ho forthe yacht, Yeho, ye-ho, It was a 
hard pull and troublesome to keep the skifis free. Attiyéd on board 
at 9:30. A.M. Home, sweet home, ete, The Viyaway never looked 
her best before, Ihave been in some pretty severe storms, fought 
the ice and been cut through, have passed the night in sali marshes 
before, but I shall ever remember this night as the most appalling of 
all my experience, And yet my Friend calls it a most delightful 
event, We have had two Sundays in succession smce then, and 
arrived home the next day. Rh. G. 
IS LEAD A “BAD CARGO”? 
RENCH after trench has been taken from the enemy, and now we 
find liiin gasping his last breath in the only diteh remaining be- 
fore the fihal submissioh set down to occur next spring. T opened 
this firht with thé first gun and from the Bourbon has peen wrenched 
point after point as fast as opportunity has been offered in the actual 
trial of yachts to substantiate each and every claim set forth in be- 
halt of the cutter and sailor yachting. With the echo of the first fire, 
a few years ago, came the verdict from the unprogressive majority 
that [and the tew of my thinking were ‘cranks’ to presume that 
auglit afoat could rival ot vaunted hebt deafts in the items of 
speed, beauty, accommodation, equipment, rig, comfort or seazome 
qualities, Aud now bow does the tally stand at this hour? What a 
reversal of former doctrines and rubbishy opitions! Wor it is admit- 
ted on all sides thas the svore foots up on every countin favor of the 
Bedouin as the titest specimen of design and build in American 
waters. Noone bub who chants loud praise in behalf of her style, 
élan, beautiful pose. and her impressive and noble appearance. No 
oné who would any longer lift his voice against her perfection in rig 
aud all her belongings. No one who has notgfranted her more liberal 
deck and accommodations below than Fanny or Gracie, of same 
length. No one who does not concede the noble cutter by far the 
aljlest and most powerful in a sea, sate and hugely comfortable from 
the standpoint of the regular cruiser, And last, though not least, 
the Bedouin’s speed in our winds and waters has been put beyond the 
realm of speculation or controversy by her brilliant career last sea- 
son, which has seen the euemy vanquished and put to fight from the 
line, All the predictions concerning such yachts haye been ruth- 
lessly demolished by the indisputable evidence of cold facts to the 
contrary. It has been discovered by the verdants in the yacht club 
rooms, by the ilinformed nautical critics, by the great million in gen- 
eral, that the Bedouin and her sisters refuse with a most dis- 
agreeable perversity to slide off when they heel, or to dive 
through the seas, or to be slow because heayy in hght winds, 
Tt has been discovered that such vessels are stiff as need be in moder- 
ate weather and even stiffer than the sloop in streng winds. Tt has 
fradually dawned upon the masses that depth contributes to comfort 
and accommodations more rapidly and to better advantage than a 
lselegs extravagance in beam, That double headsail and the peculiar 
arrangements of the cutter’s riz in detail are “complications” most 
deyoutedly to be wished and that the nearer you approach them in 
your copy, the nearer perfection your own vessel will be. It has at 
last soaked through the meanest intelligence that all the dogmas 
upon which we bad pinned onr faith in the construction of shoal 
sloops, were, without one exception, the worst lot of rubbish and 
insipid rot, which ever held sway in this generation and that the pro- 
tTiulgators and promotors of tue sloop heresies were the most ignor- 
ant pretenders and the champions of cant and quackery now classed 
as positively grotesque. It has been discoyered, piecemeal as fast as 
the averaze yachtsman aud yacht builder in Auierica could grasp a 
new thing, that, sofarfrom being a “crank,” the undersigned was 
first to publicly turn on the bright light of common sense and experi- 
ence, to expose in allits nakedness the wild absurdity, the evil in- 
fiueneces and the baneful tendencies in practics of the ridiculous 
balderdash in behalf of light weight, light draft, beam, bottom, board, 
Single jibs, laced sails. cotton duck, and the whole chapter of sloop 
Glaptrap which had bloomed into rank luxuriance with the ignorant 
eluss in the ascendency on all topics connected with yachting, and 
which, in consequence, had obtained sway over the young and verdant 
yachting people of this country as completely as snakes conjured 
up by the toper bereft of his own proper reason in answer to the 
insiduous jnroads of bad whisky. So far froni continuing to remain 
“cranks, 1 and my few coadjutors now have the supreme satis- 
faction of finding in the fulfilment of ull we had guaranteed for the 
cutter, in the recognized ascendency of the Bedouin as the smartést 
singlestickerin these waters,a change in poptlar sentiment, and 
with it a changé in the programme which shifts us to the head in the 
race, no longer the defenders of a defamed class of vessels, but the 
leaders in a potent widespread reform and the avengers whose venge- 
ance upon the Bourbons will fall with a killmg hand the instant the 
smoke clears from the gun which sends grand Genesta, narrowest, 
deepest, heaviest, most ultra and “utterly utter” of eutters, flying on 
the dash for vietory and the championship bauble whose loss ta us 
roinds up forever the era of the ancient m naval architecture the 
world over. : 
Driyén from their stronghold in regard to cutters in general, 
thrashed on every particular the issue hus offered, whatare the Bour- 
bonsnow doing tosave their yanity yet awhile on paper? Wahy! 
catching on strawslike the drowning man, to besure. Straws are 
few und hard to find any more; but to hunt up some kind of consola- 
tion, airy, mythical, fraudulent though it be, you can depend upon 
your Bourbon blue through to the eleventh hour and fifty-ningh min- 
ute. With cutters of 44 to 484 beams to loadline no longer open to 
attack, the Old Guard which never surrenders and knows not .when 
it. has died real dead, now concentrates its lasishots upon a trifling 
difference of atew inchesin beam. The truly loyal are beguiling 
themselves into the belief that Bedouin and _Orivaare vessels of great, 
reat beam, immensely wide yessely, and the difference of a few 
inches, which would biting them down to narrow five-beam vessels, 
is wrought into the pleasing deception that the triumphant cutters in 
our waters are no-entiers at all, while the real Simon pure, like Gen- 
esta, Tara, and their tribe, are animals ofa very different breed, to 
he judged by 4 separate standard altogether. Gentlemen, you are 
doomed to asad disappointment. If you board such a silly notion, 
that perfect, buoysnt, and full of life as Kedouin may be, a few inches 
off her beam wipes out her typical qualifivationus and causes the pro- 
duction of a reverse, a downfall of the noble erniser you now see in 
the Bedouin to an execrable “racing machine” of Tara or Genesta 
stripe, wet, uncomfortable, without room, and possibly incapable of 
crossing the Atlantic for lack of enough buoyaiey in hull, you are 
building castles upon the slipperiest of slipping quicksand. You, who 
have been found exactly and radically wrong in all your original esti- 
mation of such cutters as we now haye im our waters; you, who haye 
80 recently been obliged to fly around on the other tack, and take 
back every item in your first bill of indictment drawn up against 
Bedouin, Oriva, and their sisters, what right, pray, im your own 
Minds even, hayé you to condenin in adyanee thatot whicn you know 
absolutely nothing? That which you have possibly never seen? That 
which you deny eyin ahearing? How can you yenture to prate 
about Genesta’s probable performance in asea? You, when most 
of your kind haye not even faced the sea off soundings? Yon, who 
have not set foot aboard cutter of any kind? You, green as the green- 
ect grass, who know Jess than nothing, for you drink in, you swallow 
with ayidi y tlie poisonous fabricatious dealt out by newspaper serib- 
blers and club tattlers as \erdant as yourselves? You, who talk of 
the back end and front of your vessels, whose heads are not yet clear 
upon the two tacks you have been sailing while listlessly dawdling np 
phe Sound, then back again? 
So tow you put forth your profound judzment, boiled down from 
trivial club gossip, that ‘lad is a bad cargo,” and *‘therefore” 1 is 
doubtful in your little inexperienced pates whether Genesta, Galatea, 
and the others who thr aten the rourine of your elegant self-sufficient 
¢omposure and the selling value of the old boxes and traps you hap- 
pen fo have on hand, can cross old ocean to disturb you in your dull 
lumber! 
" T know how hard and difficult the task of bringing about convic- 
tion on anything technical from men who lack the rudivents of accu- 
nate training, and whose logical bumps may scarce be pers eH tes 
But, none the less, once more let me harneys tothe job. A short 
time only remains for skirmishing inink. Six months, and the whole 
issue becomes & contest of the past. ’ 
You deem “lead a bad cargo,” and with that dictum would fain 
Tull yourselyes into a false sense of security from the cutter’s visit 
you instioctiyely dread, You think it doubtful if Genesta can accom- 
plish the passage. You will be startled at my proposition, which is 
nothing less than this: A finer, abler, more buoyant type of yacht 
than Genesta does net exist] Thatis putting 1 plain e.ough to go 
on record without reservation Iam bold io meet your vations, be- 
ciuse on my sidé Lhave to back meé experience in narrow yessels 
and # vast Aniount of unimpeachable evidence to boot, besides infer- 
ences of logical derivation, 
Lhave sailed in a modern five-beam cutter enough to form correct 
judgment. Ihave also sailed in yachts of every kind. Thaye never 
met a drier, easier, wore buoyant eraft than the self-same five-beam 
eutter, She rose to every sea and not a green one did she board. 
She exhibited life beyond all expectation, fairly jumped herself high 
out clear of all, and gaye evidence of buoyancy to spare in any quan 
tity to suit the most exacting. Tustinetively I realized my safety 
from any such dire disaster as being “swallowed up” by turbulent 
waters, the fate you predict for the Genesta, It is true that this 
statement relabes to a design of “only” fiye beams, while the class of 
cutters we are expecting count about fiys and one-half. If you choose 
to quibble on this difference, I cannot offer personal experience as an 
offset. But, if you eccnsider an imaginary vessel of five beams, say 
5OFt. by 10Ft., you will see at a glance that scant Gin. off each side 
will reduce your éxample to a 514-beam craft, and surely, if 50 by 10 
be a success, then 50 by 9, compensated, perhaps, a trifle in free- 
board, cannot, in common logic, be hounded down as a “bathing: 
machine,’ and the nian who névertheless would ascribe to her radi- 
cully different qualities as a seabout, and go so far as to predict her 
incapable of accomplishing what such boats have, in full equivalent, 
ab leas, already accomplished thousands of fimes in Muropean 
Waters, 1s—well, I set him down ag not worth contradicting. 
As to testimony from reliable sources, not mere anonymous par- 
agrapns in newspapers, L have personal letters from Mr. Dixon 
Kemp, in which the Saniosna of 5 beams is deseribéd as an able and 
dry yessel in a reefing breeze. T have a letter from Lieutenant 
Saefkow, naval architect at the great German yards of Kiel, a gentle- 
man of mpe scientific attaimments and avery extensive experience 
in building and sailing yachls of @very ediiceivyable kind. In this 
letter he explicitly mentions his 614 beam cutter Anta, as by far the 
easiest, driest and best seaboat he ever constructed, haying put her 
through one of the worst storms in the Baltic with the greatest success 
and satisfaction, I have letters (rom the owner and passengers 
aboard the Tleen of 584 beams, in which her dryness and ability asa 
Staboat is extolled, Inhumetable communications over the signa- 
tures of owners of narrow yessels hayes been published from time to 
tine, all protesting against the erroneous views current and giving 
authentic information, invariably strongly in fayor of the modern 
idea. And these gentlemen are nob the mere green club loungers 
and gossip miougers as with us, but hardy marinéi's who know a good 
boat and have no axés to grind by misrepresentation and no pol- 
house patriotism to air, The history of Mnglish yachting bristles 
with favorable notices of the hard weather passages and qualities of 
the Jullanars, Seabelles. Vanduaras, Fredas, and even the Chitty wees, 
Snarleyows, Amies and like, of the two and three tons only. 
Likewise are numerous sea passages on record in the public prints. 
Passages across the Channel, across the Bay of Kiseay, up the Baltic, 
etc., brought to successful finish by big and little cutters of racin 
dimensions, in which all the risks of heavy weather are anConbed 
without the faimbest missiving as to want of buoyaney to carry their 
lead through all im safety. 
Now let me make an admission. These racing cutters are wet, very 
wet at times, butibisin wind and weather which no other type of 
yacht could face to any advantage. When the séa is so high that 
your beamy craft of chubby mien shirks her work and snappingly 
tugs at her chains in a harbor awaiting a shift in the wind for a fair 
run. or until an unruly séa has quieted down, thenis the time your cut 
ter puts in her grand licks to windward. Then is the time of all others 
when you learn to appreciate the value ef big displacement, the mo- 
mentum if engenders, and then you admire at her best the narro\ 
beamed ship which takes her cue therefrom like unto the engine 
taught uniform motion by the controlling infiuence of the balance 
wheel. And then the cutter may likewise be wet and get a washing 
fore and aft with nearly eyery sea. But this is no fanit of her form. 
It is the natural consequence of driving in trying times under the 
most adverse of circumstances. And it ig better to haye a ship which 
will go and get somewhere in good shape, even though half under 
water, than a toy and an object of compassion which has to taize it 
out in looking on from a place of refuge. As the modern cutter is 
often found forcing a passage which other types shirk, so, too, a 
refiex of their performance in contemporaneous publications affords 
us the picture of a wet boat. swept fore and aft, reaching her 
destination upon passing through a terrible battle with the elements. 
From this we are apt to conclude such craft inherently wanting in 
buoyancy and divers of first quality, forgetting the while that itis a 
5-ton narrow beam essaying what an old-fashioned 15 or 20 would not 
care to attempt, or a modern 20 put at it where a 40 of the good old 
times would have plugged into the same hole so often and jumped 
off to leeward at such a rate that nothing but squaring away tor port 
saved her from threatened jeopardy. Yes, the lean racer of the day is 
a wet boat, but only when tie sloop twice her size collapses altogether 
and is no boat at all, but a hulk sulking it out at an anchor. 
Once J looked out the companion of a much maligned narrow beam 
in these waters and found it blowing great guns, with a tumble in the 
open, doubly harrassing by a weather-going tide. The owner was 
obliged to fetch tie city that day, and we faced what we would not 
have dreamed of undertaking in a sloop, The cutter made most ex- 
cellent work, and under reefed mainand second jib clawed out [rom 
a leé shore in wondrous shape. Our professional crew had seen much 
service aboa dasloop about half the length again of our cutter, and 
was a smart and knowing hand. He confessed his surprise, adding 
that the big sloop he used to haye in charge could have done nothing 
in the jump acd her owners would have gone home by vail. This was 
a case where time was money, and the cutter established herself par- 
ticularly suited to the requisites of busiiess men, 
Granting all this, you may say, is it not true that dissension and 
reyolt against the modern idea crops ont eyer and anon in the Eng- 
lish journals given to yachting affairs? True enough, answer. But 
the change from the old to the new has been so rapid that we cannot 
Wonder if some of our British cousins, always slawer and more con- 
servative than onrselves, should hesitate to cast off from one loyeand 
gobble another without the growling and gruntng every elfort 
toward a change iscertain to bring forth. Besides, vested mferests 
fancy they detect a pecuniary loss in the revolution and refuse to ad- 
just themselves readily to a fresh order of dancing. There are people 
in England as little familiar with the merits of the narrow beam and 
quite 4s prejudiced agaist them in their bhudness as any people in 
this country, and a mighty slow team the two lots make to drive up 
to the latest developments. Of this, though, you may rest assured. 
Not one soul who has ever tried the narrow beam who ever falls back 
to his old-time, round-sided bouncer. Notone but who confesses lis 
unbounded joy at the possession at last of a vessel of fhe highest 
order of naval design, a tool which can more fully accomplish the 
ends of true yachting than any other yet devised, 
That narrow beam is not merely an adjunct of the out-and-out 
racer, but a most desirable feature in every good vessel intended for 
eruising, can be inferred from the very pronounced tendency in the 
practice of the period abroad, Ont-buile racers, onee dubbed 
machines, unfit for yachting purposes, are eagerly bought up, rig 
sometimes cut down, and then blossom forth all of a suddén as staid 
cruisers with ample beam, though they may differ from the latest 
edition of the ‘‘machine,”* only by the trifle of afew inehes. Thus, 
ouce upon a time, everything of 444 beams was described as ‘‘noth- 
ing but a machine.”’ Then 6 beams came into vogue and the 4144 
fellows were shelved, but quickly gobbled as “fast eruisers,” and 
ranked a little better for cruising than the old4. Then 544 beams 
came to the fore, whereupon the 5 at once received recognition as 
the best kind of a cruiser, away and ahead of the tubby 414, which 
was relegated to the tolerably antique. Andso the story goes, Just 
as fast as a fam trial is vouchsafed, less beam is accepted by the 
eruiser, as a step in adyance, just as with the racer, one boat before 
him. And now your genuine e:uising man, scouting all notions of 
racing, deliberately lays down his ‘comfortable cruiser” with 514 
and 5144 beams without the least compunction, convinced that he 1s 
to have a more serviceable and effective boat than anything wider 
can be, learning at last what I have often put forward, that ‘the best 
racer is alno the best eruiser.”’ when gauged by her performance as 
asauer and not with the oblique vision of old women, who confound 
a floating hotel kept for the edification of landsmen, who are every- 
thing first and yachtsmen last, with a rezular yacht in their identity. 
Vor the truth of the foregiong, vide the last London Field, in which 
détails of a new cruiser are given, said vessel being laid down as the 
outcome of trial and experience of a genuine cruising owner, who 
proposes to ballast the new eraft withiron at that, There will be 
no more wide beam “tin his’n,’* and his Conclusion all hands are work: 
ing up to as fast as they get a chance to find out for themselves 
That chance we will have with the appearance of Genesta in these 
waters, One thing more in this connection, The Mageie in the Hast 
is very nearly a 544-beam vessel. Willany Hastern man who has fol- 
lowed her doings aver she is a wet boat, deficientim huoyancy? IT 
fancy the nnanimous verdict from “around the Cape” will be to quite 
contrary effect. On the other hand, has not the sloop Vixen been 
“raised upon” because she squatted and threatened to run herself 
under? 
Let me bring this testimony of fact to a close. A volume in sub- 
stantiation might be written, but the foregoing is quice enough to 
establish my point by actual example, than the modern narrow beam 
is a seaboat of sreat power and plenty of buoyancy to boot, so that 
her outside ballast of lead “is uot a bad cargo.” I will new endeayor 
to make thesame thing clear upon theoretic investigation, confining 
the exposition to popular form within the comprehension of every 
reader without his being versed in naval science. 
When a broad, shoal hoat keels she alters her form under water 
very rapidly by immersing much width on the lee side and talking 
outless to windward. The center of herimmersed body, called the 
Center of Buoyancy, shifts outboard a great deal in the altered form 
in consequence. <A vertical drawn through this puint until it culs 
the inclined mast indicates at the intersection the location of a point 
known as the Meta Oenter, snificiently correch for my present pur- 
pose, About this last named the yacht revolves iu heeling further 
down. The distance between this center and the general center of 
weight of hull, ballast and equipment, called the Center of Gravity, 
and found usually below the loadline, and always, of course, in the 
vertical middle plane bisecting the vessel fore and aft, is denomin- - 
ated the Metacentric Height. The desire of the boat to return to the 
uprightis brought about by the upward Dressure of the bnoyancy af 
the water acting vertically through the Center of Booyaney, and the 
drag of the yessel’s weight acting downward thiough the Center of 
Gravity. The further spa these two points are in a horizontal 
direction, the greater will the leyérage be with which they fores 
the yacht to xeturn to the plumb, Wurthermore, the Metacentric 
6 Meta Centre 
Cerra Brcovyarrey 
where frecteck 
Height atfords a measure of this leverage, for the further to leeward 
the Center of Buoyancy is, the higher will the Meta Center cimb up 
the mast, and the reverse, the nearer the Canter of Buoyaney ap- 
proaches the Center of Gravity, the lower the Meta Center will drap 
on the mast, Hence, a yessel known to have a high Meta Center has 
along jever upon the ends of which the two righting forces act, as 
the accompanying sketch will make clear, A boat with a long lever 
will haye a stronger tendency to right herself thay another with a 
shorter arm, Such a boat will fly back quickly. She wili ba com- 
paratively quick, shart, jerky, hard inher motions, and known as a 
“stiff boat,” 
On the other hand, a narrow boablike the modern cutter, when 
heeled over, will shift her Center of Buoyancy only astmall distance, 
because she scarcely immerges more width and only a little yoluma 
to leeward, and the state of affairs when upright is less disturbed. A 
vertical through the Center of Buoyancy when shifted to the Genter of 
the body heeled down, will cut the mast low; that is to say, her Meta 
Cxire pBed AY PLAY. 
wher Reéfect 
Center is low, and the distance between that and the Center of Gravity 
will be small, She will have a small Metacentrie Height by compari- 
sou with the first example. The lever upon thé ends of which the 
two righting forces act, will be short, aud her tendency to tly back 
correspondingly moderate, She will be easy, measured and compla- 
cent in her behavior, and known asa ‘tender or cranky boat,?' at 
ea at the beginning of her heeling as long as the leyer remains 
short. 
This manifest that like results can be produced in both the cases 
cited. if we conceive small forces acting at the ends of the long léver 
in the sloop, and large forces at the ends ef the short lever in the tar- 
row boat. But we have seen that these forces consist of the boat's 
weight at one end and the buoyancy of the displaced water ar the 
other, this latter’being also exactly equal to the boat's weight, as we 
know from very familiar laws in physics. Hence. the heavy displace- 
ment of a cutter, brought about by large amounts of Jead ballast 
operating upon a short righting lever, will bring about just the same 
results as the light displacement of a sloop working upon her long 
lever, so that the same behavior can be expected from both types at 
sea to the degree that this equality exists. 
Now turning to practice, we find that broadly speaking the modern 
racing cutter carries near enough thesameé area of canvas as a racing 
sloop, but she also heéls down to a greater angle in moderate breezes 
before finding stability enough to equal the sloop. Irom, this if fol- 
lows thatin spite of her excess in weight the moderh entteris not as 
hard and quick as the sloop in the character of her stability. Inter- 
preted in relation to the question before us, this means that the cut- 
ter will carry her large cargo of lead with less violence at sea than 
the sloop will pull through with a much smaller dose of lead in her 
bottom, Thatis the point I have been seeking to demonstrate by in- 
duction. To those who have sailed in the two types the truth of all 
this is self-evident, as such persons know that the easier behavior of 
the cutter, with all her lead cargo, is one of her chief recoammenda- 
tions as a ‘‘comfortable” cruiser, for a very decided comfort such 
ease really is. ; 
The foregoing includes only a consideration of thwartship stability 
and behavior, “Precisely the same train of reasoning applies iu fore 
and aft motion. The sloop has a round full water line plane of large 
area and a wide body above. flaring forward, and with heavy quar- 
ters aftto aggravate the eyil. Asshe pitches either end below the 
normal level a large volume of boat is immersed at the end, and the 
fore and aff lever is long and the Metacentric Height is very preat, 
This the reader can elearin his own mind by Seana fore and aft 
section, and remembering that the volume immersed by the pitching 
of a wide light displacement boat bears a mueh larger proportion to 
the whole immersed body than the volume of a narrow boat of biz 
displacement ata like angle of pitch. Hence the Center of Buoyancy 
will shift forward or afb further in the sloop than in the cutter, and 
the effort of the former to return would bein excess of thar of the 
latter. Again the sloop would be much quicker and shorter andi 
jerkier than her sister. This is. however, in part made up by the 
Eero weight and displacement at the ends of the cutter’s fore aud 
att lever, 
To expert critics, 1 need not point ont that the above involves only 
a consideration of statical stability. Ihavenot referred to dynamical 
effect, to avoid mixing up the reader and also becattse the key to 
behavior at the moderate angles we have to reyiew is Lo be found in 
statical stiffness. The use vf lead and wide kecls enables us to ¢on- 
centrate ballast to. such an entent asto render its dynamic effecr of 
minor account and though it will to some degree affect a cutter’s per- 
formanee, practice demonstrates that ordinary care in lorating 
ballast; obyiates what otherwise would deserve serious attention. 
The general conclusions the argument leads up to are these: ; 
As you decrease Metacentric Height, so, 100, you can afford fo in 
crease displacement without incurring penalvy m the behavior of the 
result, 
To the narrowest of boats properly belongs ths greatest aisplace 
ment and to the widest the smallest weight. : 
It is impossible to ballast a wide boat heavily. expecting like ease, 
speed and excellence at sea as in a boat of bean reduced to meet the 
addition of displacemenf. The Boston keel slaops ave evidence of 
the truth of this, They do not attain the speed of centerbosrds of 
like length, because they seek to reconcile beam and weight, which 
cannot be made to hitch. The King Philip, about as deepand wide 
as she is loug, with tremendous displacement and nearly all ballast 
outside, is © pronounced failure in every respect, ay a tyro might 
have foreseen. Hence the present cry for ‘““heayy sloops’ with to 
reduclion in bear is a cry for the futile and a waste of funds. And 
continuing the corollary leads us to this: A heavy sloop with beam 
decreased to meet the addition to weight is nothing but casting an 
eye askance atthe cutter. Sheis but the ‘compromise’ which has 
already been tested and promises nothing for the future. More 
weight and a further clipping of beam at once ensues, and so you are 
destined after imumerable tailures, disappointment and the loss of 
your funds to land at last in spite of yourselves on the decks of that 
very combination you now seek in your ignorance to decry, the 
greatest weight coupled with the least of beam on suitable form, 
the acme and end of all naval architecture. i 
No, if Genesta fails to turn up here in spring iv will not be for any 
i 
