86 



FOREST AND STREAM. 



[Aug. 4, 1887. 



CORINTHIAN Y. C, JULY 30. 



THE first open race of the young Corinthian T. C. of Marble- 

 head, was sailer] successfully on July 30, with a good list of 

 entries. In the morning a heavy fog hnng over the ocean, but 

 after noon it lifted. At 2:10 the race was started. Shadow was 



fog bound further east and could not start. Puppoose did some 



excellent sailing and Williams's new boat, Prince Karl, again led 

 her class. The times were ; 



SPECIAL CLASS. 



„ „ Length. Actual. Corrected. 



Pappoose, G. C. & C. F. Adams 37.07 2 53 22 2 10 48 



ltamona, W. C. Bray. 33.02 3 56 24 3 18 02 



Magic, E. C. Neal 31.01 4 CO 20 3 19 37 



FIRST CLASS CENTERBOARDS. 



Atalanta, £ R. Thomas 28.01 1 48 55 1 16 58 



Rambler, J. J. Henry 28.07 2 00 51 1 30 26 



Eugenia, L S. Palmer 20.00 2 08 28 1 37 28 



FIRST CLASS KEELS. 



Prince Karl, E. L. Williams 20.01 1 55 22 1 27 21 



Gem, C. S. D^nnison 26.03 2 00 50 1 30 05 



Breeze, C. E. Paget 29.03 2 01 30 J 33 45 



Trudette, L. M. llaskius .'35 10 2 05 04 1 33 54 



Agnes, W. E. Cumminge 28.00 2 11 53 1 40 53 



Levana, E. J. Andrews 29.09 2 09 10 1 41 43 



SECOND CLASS CKNTERBOARD8. 



Good Luck, J. B. Farrell 22.00 2 01 14 1 25 as 



Expert, L. Whitcomb 23.04 2 06 10 1 32 11 



Posy, K. G. Hunt 22.02 2 08 30 1 33 01 



Black Cloud, A. Brown 23.07 2 06 57 1 33 16 



Sea Bird, C. L. Joy 22.08 2 10 00 1 35 12 



Viola, H. Babson 23.03 2 U 56 1 37 51 



Silver Cloud, J. McLaughlin 21 00 2 17 27 1 40 28 



Secret, E. F. Linton 22.08 2 16 48 1 41 47 



Tyrant, S. El well 21 00 2 19 16 1 42 17 



Sprite, Sears Bros 22.08 2 18 33 1 43 45 



Pilgrim, A. P. Hastings 22.06 2 36 36 2 02 01 



SECOND CLASS KEELS. 



Echo, Bunnell & Isham 24.U 2 05 11 1 33 02 



Kitty, Tarbell .fc Adams 23.05 2 08 42 1 35 49 



Halcyon, W. H. Hooper 21.03 2 13 23 1 36 44 



Witch, B. B. CrownL.shield 23 04 2 12 18 1 38 19 



Judith, W. T. Rogers 23.04 2 18 44 1 44 45 



Wona, Cunningham Bros 24.01 2 21 43 1 48 37 



Nydia, D. Moreland 23.02 2 24 27 1 50 16 



Carmita, C. S. Eaton .21.02 2 34 50 1 58 05 



Saracen, W. P. Fowle 23.07 Withdrew. 



Wanda, G. Griffiths .28.00 Withdrew. 



THIRD CLASS CENTERBOARTJS. 



Coyote, W. Abbott 20.02 1 09 55 47 01 



Zoe, W. A. Mc Field 18.01 1 16 13 51 21 



White Wings, F. A. Docherty 20.03 1 13 08 52 41 



Lark, Bishop & Murphy 18.11 1 18 23 54 21 



Tom Cat, C. H. Loekhart 19.00 1 19 02 55 04 



Tartar, J. B. Forsyth 19.06 1 18 40 55 10 



Myrtle, R. C. Poor 19.00 1 19 35 55 33 



Viva, C. H. W. Foster 19.06 1 19 24 55 54 



Nerena, R. Saltonstall 20.11 1 20 21 58 05 



Banshee, H. P. Benson 17.01 1 24 33 59 16 



Ell, E. W. M. Bailey 18.08 1 27 25 1 03 08 



Josephine, D. H. Follett, Jr 18.08 1 30 02 1 05 45 



Greta, S. G.Allen 20.00 1 40 12 1 17 09 



FOURTH CLASS KEELS. 



Vera. Paine & Randall 19.11 1 24 33 1 01 26 



Wraith, J. B. Payne 19.0..! 1 25 55 1 02 07 



Lochiel, J. W. Cameron 18.06 1 82 27 1 08 00 



Rovor, L. R. Peabody 18.11 1 43 44 1 19 42 



Nixie, A. L. Cochrane 20. 19 1 42 37 1 20 13 



Io, I. Amory 17.05 1 47 16 1 21 43 



Vesper, R. M. Bennor ..19 02 Ruled out. 



FIFTH CLASS CENTER BO ABDS. 



Spark, W. Crowley 16.06 1 23 20 56 48 



Wildfire, W. A. Keith 17.09 1 24 05 58 53 



Thera, G. W. Bryden 15.09 1 30 00 1 02 53 



Dolphin, Royal Robbing 17.02 1 32 50 1 07 01 



Arab, H. W Friend 14.10 Ruled out. 



Reba, W. S. Palmer 12.09 Withdrew. 



THE NEW YORK Y. C. CRUISE. 



TO-DAY the annual cruise of the New York Y. C. begins at New 

 London, where the fleet has gathered. The fleet will probably 

 reach Newport to-night, and the race for the Goelet Cups will be 

 sailed on Saturday. No dates have been set for the Citizens' Cups 

 at Newport, for which a considerable sum has been raised, but the 

 fleet will probably hurry on to Marblebead. With the exception 

 of Galatea and Stranger, detained by fog on the Eastern coast, all 

 the racers will be witli the fleet, and a large turnout will be seen 

 on Saturday. Volunteer has been on Lockwood's Railway for a 

 coat of potlead, her figurehead has been set in place, and she is in 

 as good a condition as her newness permits for her first race. 

 Dauntless is expected from England in time to join the cruise, and 

 altogether the fleet will probably be the largest that bas ever gone 

 round Cape Cud. The courses for the Goelet Cups will be the 

 usual ones, from Brencon's Reef Light around Block Island Buoy 

 and stakeboat off West Island, or around Sow and Pigs Lightship 

 and Hen and Chickens, The former will be signalled by the letters 

 K. V. and the latter by S. M. 



THE CRUISE OF THE BRUNHILDE. 



ON July 30 the schooner yacht Brunhilde, with her owner, Mr. 

 J. J. Phelps and two friends on board, cinchored off Bay 

 Ridge af cer a cruise around the world. The following summary 

 of the cruise is from an interview with Mr. Phelps in the Tribune: 

 "We did not stay long at New London. Yale was beaten that 

 year, so we cleared out just as soon as the races were over and set 

 sail for Cowes, England, which we reached in twentv-six days. 

 From there we took a little side trip to London, where I had a lit- 

 tle trouble with my mates and part of the crew. I had my papers 

 as captain, but the mates thought they could run the yacht to 

 suit themselves and paid little attention to my orders. That sort 

 of thing had to be stopped. We then returned to Cowes, and early 

 in September started for the Mediterranean Sea, having 'done' 

 Boulogne, Cherbourg and Paris. When we struck the Bay of Bis- 

 cay, we also struck, or were struck, by a rough sea and a violent 

 storm. It was the worst storm we encountered, for our jihboom 

 was carried away and the whole yacht waB swept pretty clean. 

 We tried to make Gibraltar, but were driven to Cadiz, where we 

 secured a new jibboom. But as there was cholera there when we 

 went in, we yrere quarantined at Tangiers and six hours were 

 given us in which to get out of the harbor. We 'got.' Then we 

 were quarantined for four days at Oran, in Africa. We finally 

 landed and saw the queer old places, Algiers, like a small bit of 

 Paris, and Bougie ana Bona. When we set sail for Malta we en- 

 countered a frightful sirrocco, which is a hot wind in which it is 

 impossible to breathe. It is like standing on a smoke-stack while 

 the hot cinders are coming up and trying to breathe there. 



"When we reached Cairo our party scattered, and I took my 

 gun and dog and took a trip up the Nile on my own account. We 

 spent two days at Alexandria, and went up the Nile together in 

 dahabeahs. After seeing Port Said we went through the Suez 

 Canal in early November, and then saw the gardens of Ismailia. 

 It was then that we met another lively storm which tore away our 

 jibboom, bowsprit and foretopmast. We put in at Jebelzukir for 

 repairs and enjoyed good snipe shooting and gazelle hunting. 

 From there we went to Perim Island, where Governor Turner 

 gave us a reception and dinner. From there we went by Aden 

 and started for Bombay on Dec. 12. At Socotra the chief gave us 

 a grand feast and we had great sport trading with the natives, 

 I remember we traded a red parasol and an old spotted vest for 

 three turtles, and a necktie for a boatload of cocoanuts. Our 

 piano was a source of great terror to the natives, who would run 

 every time we touched a note. 



"it was here that we were almost captured by pirates. It was 

 a clear night, but a dark cloud came up for fifteen minutes, and 

 when we first discovered the pirates a great black boat was close 

 to windward of us, with one solitary man in sight. The next min- 

 ute the black deck was covered with a howling crowd of black 

 devils, and we had to run for it. It was a close chase and a nar- 

 row escape. 



"Our stay at Bombay was a series of parties, balls, receptions 

 and picnics. We had an immense time for a month. We touched 

 at Ceylon, spent three days at Peuang and ten days at Singapore. 

 The French 'Pulo Coudore,' a pretty island, was next visited, 

 and then Houg Kong, where we left the yacht and went to Canton 

 by steamer. Everywhere we went we had dinners and receptions 

 given for our benefit, and we had a good time. I have always 

 wanted to see a typhoon, but I have got all over that now. We 

 caught one in going from Hong Kong to Yokohama. 



"From Yokohama we raced a tea clipper to San Francisco for a 

 wager of a dinner, and beat her by ten days. We came over in 

 thirty days. At 'Frisco we took the diploma for 'yaoht dress' at 

 the Grand Army reception. From. there we saileddown theooast, 

 enjoying dinners and receptions at Monterey, Honolulu, Hilo. 

 Hyta and Juan Fernandez, where, by the way, we were very short 



of provisions and had to get along on a peck of potatoes and a 

 huge goat. We reached "Valparaiso on New Year's Day, and 

 after a month we sailed around the Horn. We then visited Mon- 

 tevideo, Buenos Ayres, Rio, Saint Lucia, Martinique, Guadeloupe, 

 Mont Dominica, St. Kitts, Santa Cruz and St. Thomas, to the 

 Bermudas, which we left on the 24th of July. From there we 

 came straight home." 



MINOR CAPSIZES.-On July 31, at Halifax, N. S., a sailboat in 

 which were two men and seven ladies capsized and Miss Bessie 

 Powers, of Boston, and Miss Anna Christian, of Prospect, West 

 Halifax, were drowned... The Gracie, catboat, of Yonkers. cap- 

 sized on Sunday last, and her two occupants were taken off her 

 side and the boat towed in by a "colored hero.". .. On Aug. 2 the 

 catboat Fishhawk, with a party of eight on board, capsized off 

 Thirty-sixth street, South Brooklyn, while bound home from a 

 fishing trip to Sandy Hook. Two of the party could not swim, but 

 they were rescued by the others until the tide swept the wreck 

 close to a wharf, where all were helped ashore. The boat was 

 sailed by Captain Elliot, her owner. On the same day the sloop 

 yacht Jennie Leo capsized off Fort Hamilton in New York Bay, 

 throwing four men and a boy into the water. All swam ashore. 



In the verdict rendered by the coroner's jury In the case of the 

 twenty-one persons drowned on the centerboard sloop Mystery on 

 July 10, the jury say that the victims came to their death from 

 asphyxia duo to accidental drowning on July 10, 1887, and we, the 

 jury, find that the primary cause of such drowning was the upset- 

 ting and sinking of the yacht Mystery opposite Barren Island, 

 while in charge of Capt. David Henrichs, on hor way to Canarsie 

 with a pleasure party from Ruffle Bar, and we believe that the 

 accident was caused by Capt. HenrichB carrying too much sail in 

 a squally wind and the fouling of her jlbsheels and other portions 

 of her rigging ; and from a personal knowledge of the ability of 

 Capt. David Henrichs as a sailor and from his temperate habits 

 we believe that he had not the necessary assistance to extricate his 

 boat from the squall and puffy wiuds prevailing at the time. 



"And we earnestly recommend in the future that sailboats 

 should have a small boat attached, to render any assistance that 

 should be required of them, and that sailboats carrying pleasure 

 parties should always be provided with two men understanding 

 the sailing and handling of such boats. 



"And we, the jury, consider it our duty to extend to Arthur 

 Robinson, Henry Rhodes, captain of the tug S. O. Dean ; Augnst 

 Lutz, William Fletcher, engineer of the Dean, our sincere thanks 

 and the thanks of the public at large for the bravery and courage 

 shown by them in immediately proceeding to their assistance and 

 rescuing many of them from a watery grave. 



"Also, we take great pleasure in recommending August Lutz to 

 the public in general for the bravery shown by him during the 

 disaster in rescuing some of the party in a very small boat at the 

 risk of his life. John H. Nolan, Foreman." 



VOLUNTEER'S PERFORMANCE.— An unusual amount of 

 gush has lately been wasted by the daily papers over the wonder- 

 ful performance of Volunteer in her first sails; of victories over 

 Priscilla and Bedouin, of running away from fast steam yachts, 

 and of wonderful speed generally. How near the truth these 

 stories are may be judged from the following remarks of Gen. 

 Paine and Mr. Burgess to the representative of the Boston Globe: 

 "All that we have found out is that the new boat was remarkably 

 near to her best trim as she sailed her trial trip. I have not dis- 

 covered a single thing to alter as yet. She displaces some six tonB 

 less than her designed displacement, and still she seems stiff 

 enough." "Shall you put in the rest of the ballast?" "I can't tell 

 that ytt. I certainly shall not put it in unless I think she needs 

 it. A boat should not bo too stiff. The less ballast you can carry 

 and still carry your sails in the average raciug weather, the faster 

 your boat will go." "Have you logged the Volunteer in any of her 

 trial trips?" "No, wo have not, and I don't think we could learn 

 much if we did. The boats that can roach the fastest are not 

 usually the ones that win the prizes. So many other things come 

 into play that help to win prizes, that mere ability to reach fast 

 is a slight consideration. The public have gotten the impression 

 that the Volunteer is very fast, simply because she was nearly 

 in her right trim at the start. The Mayflower was badly trimmed, 

 her sails set badly, and we could not get the centerboard down for 

 the first few days, so she was generally condemned just as the 

 Volunteer is being generally praised, Vv hen we get alongside of 

 some fast boat we shall find out. how the Volunteer is likely to 

 sail." Mr. Burgess is equally modest in his claims for the new 

 boat, though evidently thinking that she is likely to p»ove a suc- 

 cess. He says: "All boats are fast when sailing alone, but the 

 Volunteer does seem to sail very well off the wind. That was one 

 thing which always hampered us in the Mayflower. She never 

 came up fully to my expectations in sailing off the wind. We 

 could beat the others hardly any on that point, and had to do it 

 all by the wind." "How does the volunteer point?" "She points 

 very well, even as she is, but of course she isn't doing her best 

 windward work yet." 



MONTGOMERY SAILING C, TENTH CRUISE, JULY 31.— 

 Norristown to Indian Creek and return. Distance 5 miles. 

 Weather clear and warm. Wind light S.W. Current % of a 

 mile an hour. 



Length. Start. Finish. Elapsed. Cor. 



Flying Eagle, J. Berndt 15.00 9 00 00 11 32 00 2 22 00 2 22 00 



Priscilla, E. Stanlev 15.00 9 00 00 11 23 30 2 23 30 2 24 07 



Gracie, E. A. Leopold 12.00 9 00 00 11 35 00 2 35 00 2 25 57 



E. C. Potts, Parker Bros.. .15.00 9 00 00 11 29 00 2 29 00 2 27 20 



Lulu, James Frith 15.00 9 00 00 11 31 00 2 31 00 



Elsie, E. MacAllister 15.00 9 00 00 Not timed. 



Ino, W. Sullivan 15.00 9 00 00 Not timed. 



Pennsylvania, J. Adams. ..16.00 9 00 00 Withdrew. 



The two duckers. Elsie and Ino, were about % of a mile behind 

 the little "cockle shell" Gracie when she finished. The Pennsyl- 

 vania is a hiker and carried 50yds. of sail, She was admitted with 

 the understanding that she would be handicapped 12m, over the 

 5-mile course. At the end of the first mile of windward work her 

 lead was vory slight and she withdrew. With her crew of four 

 men she would probably have capsized if she had continued the 

 race. Judges, Allan W. Corson, L. G. Palmer, A. B. Parker. 



ROYAL NOVA SCOTIA Y. C. RACE— On July 23. a race for 

 the Lieut. -Governor's Cup waB sailed at Halifax with the following 

 starters : 



L.w.l. Sail tons. 



Wenonah, schooner 46.00 19.0 



Lenore, sloop .27.00 4.7 



Halicia, cutter ....37.00 . 9.0 



Hebe, cutter 25.00 4.8 



Psyche, cutter 24.00 S.7 



Daphne, sloop ..23.00 2.5 



Phantom, sloop 24 . 00 2.5 



Mentor, cutter .21.00 2.5 



Hildred, sloop 23.00 3.6 



The course was from Lumber yard to Dartmouth Cove buoy, 

 thence round buoy at Point Pleasant, thence to buoy in Dart- 

 mouth Cove, back to Point Pleasant, and finish at Lumber yard. 

 The wind was strong Houtliwest. Near the finish as Lenore was 

 laading, one of her crew, Mr. John Lithgow, in hauling, ttuf. spina- 

 ker up from below, fell overboard. The yachts went to his assist- 

 ance, Lenore picking him up, but the race will have to be resailod. 

 Daphne won in the smaller class. 



INTERLAKE Y. R. A., PUT-IN BAY. -The postponed first and 

 third class races of the I. L. Y. R. A. were sailed on July 23, the 

 starters being: First Class— Wasp and Cora. Third Class— Cor- 

 sair and Jennie J., Michigan Y. C.; Lulu, Toledo Y. 0., and Pearl, 

 of the O. Y. C. The result was: 



FIRST CLASS. 



1 Start. Finish. Elapsed. Corrected. 



Wasp 9 23 40 12 31 37 3 07 57 3 07 57 



Cora 9 21 20 Did not finish. 



THIRD CLASS. 



Corsair 9 26 09 2 03 15 4 37 06 4 33 54 



Lulu 9 24 41 3 01 33 4 36 49 4 36 49 



Pearl 9 23 13 Capsized. 



Jennie J 9 27 00 Disabled. 



CLARA. —Owing to the absence of her owner in England, Clara 

 has not been seen in the races this season, but Mr. Sweet has late- 

 ly returned to New York and has at once put her in eommissiou. 

 She AVill be sailed by a new skipper and crew, as Capt. Barr is now 

 in command of Thistle; while Clara's Corinthian crew are now 

 sailing her rival, Cinderella. As the time is too short to procure 

 a new mainsail from England and her old one is worn out, Mr. 

 Sweet will try a laced cotton sail from Wilson & Griffin's loft. 

 Clara hauled out on the screw dock on Tuesday, but will not be 

 ready for the Goelet Cup race, though she will make the cruise 

 with'the fleet. The 55ft. class has made a poor showing, this year 

 with Cinderella alone at its head, but with Clara and Anaconda 

 added, there will be some hot battles before the season closes, 



EXIT IREX.— The large allowance which Class Atracers) is 

 obliged to give to Class B (ex-racers) has at last driven Irexout of 

 the former class, in which she has always raced. She lately came 

 to Fay's yard at Southampton, where her spars and sails were 

 reduced to fit her for Class B. Thus far she has taken 6 firsts and 

 5 seconds this year. 



SIPP1CAN YAOHT CLUB, MARION, MASS.- A club under the 

 above name has just been organized. A building has been leased 

 for a club house. Officers have been elected, and already one race 

 has been sailed and atJleast two more are to be expected in the 

 near future. The officers for the ensuing year are: Com., James 

 E. DeKay; Vice-Corn., Jasper Whiting; Fleet, Captain, Joseph 

 Clark, Jr.; Sec.-Treas., Frank Luce; Meas., Thomas Robins, Jr. 

 The board of directors is composed of the first four of these 

 officers together with Messrs. Eben Holmes, J. E. DeKay, Jr., and 

 Irvin Chapmau. The regatta committee is composed of Charles 

 Hammond, Lindsley Loring and Thomas Robins, Jr. The first 

 regatta of the club was held on July 25, and went off in a most 

 satisfactory manner. In the first class Laura, catboat, E. Holmes, 

 won the first prize. She was handled in the race by Com. DeKay. 

 Verona, sloop, J. Delans, won second cup. In the second class 

 Mariory, L. Loring, one of Hiller's new boats, was first, with Trump, 

 J. Whiting, second. In the third and fourth classes Wido Awake, 

 J. Pegram, and Jennie, 1 . Chapman, had easy victories, with Lynx, 

 W. Austin, aud Elf, L. Bacon, second respectively. The next race, 

 to be held on Aug. 6, will be open with no entrance fee. The prizes 

 will be handsome cups. Entries should be addressed to Frank 

 Luce, Marion, Mass., not less than twenty-four hours before the 

 race. All yachts under 28ft. are invited.— T. R. 



CHALLENGE RACE ON SHINNECOCK BAY.— A challenge 

 race was sailed on July 27, between the cats Bonito and Marion; 

 Bonito 19ft. TSMttL keel. Mr. Peter G-ilsey, and Marion 20ft. 6in. 

 keel, E. A. Jackson. Course, 10 miles to leeward and back. Bo- 

 nito crossed line at 0:02:30, Marion 3:02:50: Marion allowed Bonito 

 35s. and finished at 4:47:30, Bonito 4:49:16; thus Marion won the 

 race by lm. 31s. The stakes were $25 per side. A large fleet of 

 boats sailed over the course. Shinnecock Bay race, open to all 

 boats on the bay, will be sailed on Aug. 6, when Bonito and Marion 

 will probably have another struggle for the championship. 



HALIFAX JUBILEE REGATTA.— The secretary of the R, N. 

 S, Y. C. states positively that the races at Halifax will not be sailed 

 until ample time has been given for the American fleet to reach 

 Halifax after the race at Marblebead. 



SOUTH BOSTON Y. C.-In the raee of the South Boston Y. C.< 

 on July 30, the winners were Violet, Raven, Ataid, Fearless, Em 

 Ell Eye, Rambler. 



LARCHMONT Y. C. CRUISE— On July 28 tho fleet of the 

 Lar< hmont Y. C. started on a cruise for five or six days along the 

 Sound. 



SHEER WATER.— Mr. John M. Forties's new steam yacht has 

 made a successful trial trip and is now in commission. 



PLEON Y. C, THIRD CHAMPIONSHIP, JULY 28.— The win- 

 ners in this race were Reba, Snail and Monarch. 



BEVERLY Y. C, JULY 30.— First class, Surprise wins; second 

 class, Mist; third class, Marjorie. 



RAMBLER.— The new owner of this schooner is Mr. Elsworth 

 Ives Chapman. 



SAVIN HILL Y. C, SECOND RACE.-Winners: Alice E.,Nora 

 and Volante. 



STEAM YACHTING. 



DESIGN OF STEAM YACHT HULLS. 



[From C. P. Kunhardt's "Steam Yachts and Launches."] 



LITTLE that is precise can be laid down for governing the design 

 of steam yacht hulls. The first requisite is that the displace- 

 ment at a given draft of water shall be equal to weight of hull, 

 motive power and equipment combined, with ballast added where 

 such is to be carried. In the majority of cases ballast is not 

 necessary to a steam yacht, for the weight of the machinery, fuel 

 and stores stand in its stead. But there are occasions where 

 ballast in addition is justifiable. Coal cannot be stowed low, tho 

 bunkers reaching up to deck to provide the necessary room, and 

 overhead cylinders contribute to a high general center of gravity, 

 especially if the rig and deck weights be large also. The resulting 

 top-heaviness can be met in the design bj r giving the boat more 

 beam, in which case she would he stiff enough without ballast. 

 But the architect may not wish to resort to such correction, for he 

 may prefer a narrower and deeper model to attain other ends in 

 view. Knowing that weight or displacement in itself is not a 

 true measure of resistance, but that larger displacement, and 

 cross-sectional area can be driven upon correspondingly smaller 

 beam with like power, owing to the lesser "wave-making" tenden- 

 cies of narrower hull, the architect may elect to retain small beam 

 and correct want of stability by adding to the displacement a 

 certain amount for an allowance of ballast. Tbe result will be a 

 model of no greater resistance than the wider boat of more beam 

 and less displacement.'' At the same time sufficient stability will 

 be insured by a low center of gravity instead of depending upon 

 the high meta-ceuter due to large beam. 



The extra depth, weight and easy form are by some designers 

 preferred for good sea-going qualities and easy behavior. The 

 weight of ballast cannot in such cases be put into greater weight 

 of engines and fuel, because such addition would be in the wrong 

 place for stability and might aggravate the evil of top-heaviness. 

 As a rule, however, steam yachts are planned to do without ballast. 

 The great majority can afford to overlook the highest sea-going 

 qualities, particularly along the American coast, where smooth- 

 water navigation and short runs outside from port to port in 

 reasonably fair weather preponderate greatly. 



No directions for proportions of hull can be quoted. In general, 

 five beams to waterline length with such depth as the displace- 

 ment caUs for, will servo the wants of the cruisiug steamer. For 

 high speed, the ratio between breadth and lenuth is increased. 

 Experience as well as inference teaches that the longest and nar- 

 rowest hull is the form of least resistance, and the only restriction 

 is the demand for beam enough to bring about the requisite stabil- 

 ity. Thus, the racing shell-boat, propelled by oars, is not built 

 wide and shallow with a saucer section, but, on the contrary, the 

 cross section is almost semi-circular and the width of tho boat 

 narrowed down to the utmost practicable, the only limit being the 

 width necessary to seat the man pulling the oars. Similar forms 

 would be followed in the hulls of high speed steamers, but for the 

 fact that such forms will capsize, unless sustained by the applica- 

 tion of extraneous support, whicn in the racing shell-boat is de- 

 rived from the blades of the oars resting on the surface of the 

 water with their handles passing through rowlocks closed across 

 the top, acting as long supporting levers rigged out on each aide of 

 the boat. Such assistance being impossible in a steam yacht, 

 more beam is taken in proportion to length, so that the vessel will 

 be able to float on her own bottom. 



There is also one other consideration governing the choice of 

 beam in proportion to length. This is a physical rather than a 

 theoretical restriction. As the length is Increased, the "lines" of 

 the hull will of course become finer and more favorable to speed. 

 But tho increase in length is also accompanied by an inorease of 

 weight of hull and we have to draw more and more upon the dis- 

 placement to float the weight, which is equivalent to robbing the 

 driving power of an equal amount. While, therefore, form isbeing 

 refined for speed on the one hand, we are on the other hand dimin- 

 ishing the possibilities for driving power. 



Now, up to a certain not. well defined point, it is found in prac- 

 tice that more is gained by refining the hull than is lost by the 

 restriction to driving power. Up to that point, it is advantageous 

 to high speed to narrow the hull. But after this point is once 

 passed, a further refinement of hull is no longer beneficial to 

 speed, and the loss in driving power would make itself evident by a 

 loss in speed. The explanation of this limit to narrowing beam is 

 simple enough. When the critical point, mentioned has been 

 reached, the lines of the hull will already be extremely sharp. A 

 further diminution of the beam will affect the general angle of 

 entrance and run only very slightly, while the extra length will 

 add very perceptibly to the weight of hull, so that we would be 

 losing in tho weight of engiue faster than the gain due to the small 

 additional refinement of hull. 



Just where tbe limit to fining of hull really lies, cannot be an- 

 swered except through experiment. The limit will vary more or 

 less with the form of the hull as a whole and the character of its 

 lines, and to that extent must remain a matter of judgment in 

 each case. Stated broadly, the builders of high speed yachts ad- 

 here to seven and eight beams to waterline length, and and some- 

 times even go beyond. These proportions seem fully justified by 

 the. well known tendency of beam to throw off waves, represent- 

 ing a loss in power. As speed is increased, the five beams of the 

 seven to ten-knot cruiser must give way to much narrower bodies 

 in order that they may be driven at fifteen to twenty-knot 

 rates. 



The depth will be regulated by the beam and contour of mid- 

 shin section, since the required displacement upon fixed length 

 and breadth depends in the main upon the area of the mid- 



8 The high speed torpedo boats of most recent European construc- 

 tion have from eight to nine and a half beams in length, the lat- 

 ter being the extreme beyond which present experience show* no 

 further profit. 



♦See "Small Yachts," pages 46 and 55. 



