Dec. I'T, 1885.] 



F'OREST AND STREAM. 



418 



the reader will perceive, ROt no show in the Coot. We are creatui-es 

 of habit, and judge everything: by comparison. While fitting out in 

 dreary November with leaden slv'ies and blistering winds from north- 

 east, it was a veiy cold and raw day when the thermometer indicated 

 50. After commission and sundiy passages with the merom-y down 

 to freezing point, the fifties assuraed an aspect quite tropical. 



By the time the Coot had got caught witli two reefs in the saii, a 

 heavy snowfall obscuring the vision, and ice rapidly maiiiug, the 

 mercury shrivelled to 3S was no longer dreaded, but welcomed as 

 quite passable moderation in comparison. So it came to pass that 

 the state of the thermometer no longer created alarm, and the prob- 

 abilities of a cruise in midwinter did net deter the Coot from en- 

 joying the prospects. As the frigid era advanced, tlie cold spells 

 were prolonged and more intense. But seasoning to the atmosphere 

 had iiliewise progressed in proportion. A warm breakfast fitted the 

 crew to encounter the chilly blasts, and as the days were not long, 

 a harbor sougnt in good time sent the frozen mariner below by sun 

 down, to the weicome reception of a warm and snug cafem, to thaw 

 and toast, followed by a hearty dinner, one piiie,- and anotber fol- 

 lowed by a third, and an eveniug of entertainment or leisure. Cruis- 

 ing in the cold which at one time seemed almost impracticable, lost 

 its terrors and afforded just as good sport, and sometimes better, 

 than drifting about under the sweltering sun of midsummer. When 

 the auclior was lifted from the muddy bottom below Bordentown. 

 on the Deleware, for example, the mercu'-y indicated 21 degrees, but 

 the sky was clear and the sun shone out bright. Unfortunately a 

 light head wind and the flood tide brought the Coot again to her 

 moorings two miles lo.ver down. With a favorable wind a day's run 

 of 30 to 40 miles cotdd have been accomplished with the same ease 

 as in warmer temperature. All this time no recourse was had to an 

 overcoat, though undf^rclothiag and jerseys were doubled upon as a 

 regular thing, and three pairs of stockings encased the slippered 

 feet. At night, only half a blanket and an oil skin coat formed the 

 covering, with one of the wicks turned down low in the oil stove, 

 securing an average of 45 degrees in the cabin. A fresh current of 

 air was provided through four auger holes, three quarters of an inch 

 diameter, in the fore end of cabin, and similar outlets in the doors. 

 These holes were never closed, so that neither the burning oil, nor 

 the smoke from tne skipper's pipe became disagreeable. Over the 

 stove a tin can half full of water was always kept simmering to pre- 

 vent impoverisliing tbe air. I have spent a day and night with the 

 cabin doors closed without any inconvenience except while cooking, 

 when the fumes were permitted to escape witb one door ajar about 

 two inches. As opportunity offered, the cabin was thoroughly aired, 

 bedding and oilcloths being deposited oittside. In the. wa\' of fresh 

 water, a ten gallon breaker would last about ten d^iys with a litile 

 nursing. Fresh water was only used for making coffee and cooking. 



THE CUTTER MELUSINA. 



WHILE beam ard draft, the latter coupled with metal keels, have 

 long been i-atf d at iiieir full v.alue in Boston waters, many of 

 the yaehts'in which they have been comliined h.ave been faidty in one 

 of tv,'o points. In some an excessive draft, greater than a cutter of 

 the same length, has been coupled with a shoal body, the draft being 

 due to a deep fin or keel, a foi-m that is structurally weak in the event 

 of taking the ground, and that is still more objectionable owing to 

 the lack of headroom and cal>in accommodations. Others, seeking 

 to avoid this latter featui'e, have gone to the opposite extreitie, and 

 produced boats at once broad, of deep draft, and also with a dei>th 

 of body which has increased the displacement inordinately, at the 

 cost of speed and of snug rigs. In the yacht shown in tlie accom- 

 panying drawings it was sought to unite beam, depth and displace- 

 ment in sueli proportions as would give a first-class cruising boat, 

 mere speed l:)eing secondary to easj- performance, ample deckroom, 

 a fair amount of icitial st.ibihty for comfort, and room below for 

 living on bo.ard. The Melusina was designed by Mr. Geo. K. Boutelle, 

 A. S. N. A., of Waterviile. Me., for Mr. Horace Binney, of Providence, 

 . former owner of the Keel sloop Moya. 8])c was ludlt in the winter of 

 1884-5 by Lawley cV: Son, of South Boston, under the superintendence 

 Mr. Edward Burgess. Owing to her owner's illness this season she 

 was not put afloat, although completed last spring, and so no knowd- 

 edge of her speed or seagoing qualities can bs had: but a look at her 

 handsome form, wide, roomy decks and commodious cabms is con- 

 vincing proof of the excellence of this type of boat as a cruiser, and 

 its supei iority over some of tbe mongrels classed generally as "com- 

 promise," where the reqtdred draft, Tft., is not too great. The 

 dimensions and elemenls are- as foUows: 



Length overall I.... .}2ft. 9ni. 



Length L. W. L 36ft. 



Beam at L. W. L 9 . 85ft. 



Beam, extreme 10.30ft. 



Draft, maximum 7.00ft. 



Draft, mean 5 8(3ft. 



Least freeboard ,Sft. ]i^,in 



Displacement (long tons) 19.03 



Iron on keel 9 5 tons. 



Area midship section 31 1 sq.ft. 



Area immersed longitudinal section 31G.4 sq.ft. 



Area load water plane T 234. Osq ft. 



Area wetted surface 501. 5 sq.ft. 



Blidship section from end of L.W L 19.14ft. 



Center of buoyancy from end of L.W.L 18 76ft. 



Center of gravity L. W. P from end of L. W. L ly 30ft. 



Center of lateral resistance from end of L.W.T,.' 20. '23ft. 



Center of buoyancy below L W. L 2 00ft. 



Metacenter above C. B l.'Mit 



Mast, deck to hounds 29,00ft. 



Topmast, fid to shoulder 2C.00ft. 



Main boom 34.00ft. 



Main gaff -.W.OOft. 



Bowsprit, stem to pin 19. OOft. 



Topsail yard 25 OOfc. 



■ Mast from end of L. W. L H.4ft. 



Ai-ea mainsail 895 sq.ft. 



Area foresail 178 sq.ft. 



Area jib 286 sq.ft.— 



Area plain sail 1,359 sq.ft. 



Area gafftopsail ,S4(j sq.ft. 



■ Sail area per square foot wetted surface 2,71 



Ratio sail area to (L, W. L )- 1,U4 



Center of effort from end of L. W. L 19.Coit. 



Center of effort forward of center of lateral resistance TJ^in. 



Convenience and comfort in cruising being the chief objects, the 

 beam was made ample so as to give good deck and 'thvvartships cabin 

 room, while the displacement was made as large as seemed consist- 

 ent with a good average of pprforraance. Iron was chosen for 

 ballast, and in order to secure its longitudiual distribution within 

 proper hmits, the rabbet of the garboard was carried high up, the 

 lower side of the wooden keel made very wide, 2.5£t. amidships, and, 

 the iron casting so moulded as to carry out the curve of the floors 

 down to the bottom. Thus almost the whole of the ballast was got 

 on the keel without too much spreading fore and aft. 



In the arrangement of displacement the attainment of good sea- 

 going qualities was kept in view, and to that end the midship section 

 was put somewhat further forward than usual, and the radius of tbe 

 eonstruction circle was made rather small. Thus, whUe a pure wave- 

 form was secured, the fore and after bodies were nearly balanced, 

 the center of buoyancy heing only about 9in. abaft the middle of the 

 loadlme. The center of gravity of the load waterplane is only about 

 ijin. abaft the center of buoyancy, thus it is safe to conclude that no 

 great pitching moment will be found in that neighborhood 



In fixing the amcimt of canvas it was desired to keep the area of 

 plam sail moderate as far as seemed consistent with the attainment 

 of a reasonable speed in light winds. Owing to the general fullness 

 of the lines it was found possible to secure a fairly high ratio of sail 

 area to wetted surface, as an indication of what might be expected 

 within the limits of the application of the ratio, and at the same 

 time to keep the ratio to the square of the loadline as small as is 

 usually found in boats of a similar kind. 



In details of material, workmanship and proportion, the Melusina 

 i,s an excehent example of modern yacht construction at a moderate 

 cost. The workmanship and finish is strong, substantial and ship, 

 shape, without costly and useless elaboration, but tne general effect 

 whether on the clean bright deck with its polished elm rail and 

 niahogany buhvariis. or below in the snug cabin with hardwood fit- 

 tings and cheerful fireplace, will delight the genuine sailor man 

 The frame is of white oak, the keel being 30in. wide on top, 25iu. on 

 bottom and 8in. deep. As mentioned above, the iron keel is shaped 

 ro It so that the body lines are fair from bottom of keel tO gunwale 

 with no angle at the rabbet. The bolts of tbe iron keel are IWiu. 



floubJe frame and heavily bolted to them and the keel. The stem is 

 sided 5m. and moulded 9in.: tlie .sternpostis sided 6in. and naoulded 

 12in at heel The shelf of oak is 3x4m., securely bolted, and the 

 clamps are lUm thick. 8ni. deep amidships and "tapering to Sin at 

 ends: while -, he bilge ciajups, one on each side, are of the snme di- 



h oak 

 Tlie 



^•.'lllle the forward hutch, mam and after skylight and companion 

 sai hatcli and cock-pit are of mahogany. The deck, interior and 

 sai plans, which will follow shortly, wiU give a more complete idea 

 ot tbe special teatures of the boat comfort— accommodation ancL 

 easy nandling, t» 



