May 5, 1887.] 



FOREST AND STREAM. 



333 



MONTREAL, Quebec— First match St. Gabriel Rod and Gun 

 Club for cup presented by President A. W. Morris, to be shot for 

 on Good Friday, Queen's Birthday, Dominion Day, and Thanks- 

 giving day. Each competitor to shoot at 20 Peo;ia blackbirds. 

 Referee for this match, Mr. Verity of Lachine Gun Club. 



C H Wallace 11011011111011111101-16 



W McCaw 01011101101111110010-13 



L T Trotter OllOOlliOllOLOlOOlOl— 11 



WEmond 01010011101110100101-11 



ARC Walpole 10010111010110100000- 9 



J McNab 0101 1000100011 001011— 9 



J Hayr 01010100001101110100— 9 



J Allan 00001010010001111100— 8 



J Sly 00101010001100100011- 8 



F Sly 01110001001110000000- 7 



D Steel 00000000110000000100- 3 



Dr Barnes .0000000000w — 



On the last tea birds of above match a sweepstake was shot for 

 and won by C. K. Wallace with 8, W. McCaw 7, W. Emond 6. An- 

 other sweepstake was also shot: 



W Emond 11111—5 W Green 11000—2 



J Sly 01111-1 F Sly 10100-2 



W McCaw 10110-3 



A H C Walpole 01101-3 



J McNab 01010—2 



L Trotter 00110—2 



JRvan . 00100— 1 



J Allen 01000-1 



T Donnelly 00000-0 



PHILADELPHIA, Pa., April 30.— Wayne Gun Club, Ligowsky 

 clay-pigeons, one L. C. P. screened trap, 18yds. rise, Wayne Gun 

 Olub rules : 



Hugh Kane 1111111111-10 Gus Hessler 0111101111- 8 



Graham 1010001000- 3 P F Yost 0110100111- 6 



Sanal Davis 0110111011- 7 F Hessler 0101010U1- 6 



Jackson 1010000001- 3 A Ulary.. 1000111010- 5 



J W Sidle 1000010010 - 3 James Sparks 0010001001- 3 



TScargle 0001101000 - 3 Wm Ulary 1111011011—8 



WELLINGTON, Mass., April 30.— The wind seemed to-day as if 

 off a snow drift, yet it did not deter a goodly number from attend- 

 ing the final shoot for the class badges, which were taken as fol- 

 lows: Class A, Shumwav; class B, Warren, class C, Perry. The 

 other events were won by: 1. Six pigeons, five traps— Shum way 

 first, Gerry and Sanborn second, Clark third. 2. Six pigeons, five 

 traps— Shumway and Schaefer first. Perry second, Ames third. 3. 

 Five pigeons— Schaefer first, Sanborn second, Clark third. 4. Six 

 blackbirds— Swift first, Schaefer second, Nichols third, Gerry 

 fourth. 5. Five pigeons, five traps— Sanborn and Stanton first, 

 Warren and Swift second, Stic-kney, Gerry and Shumway third, 

 Schaefer fourth. 6. Ten pigeons— Stanton first, Swift second, 

 Wardwell and Shumway third. Warren and Schaefer fourth. 7. 

 Six blackbirds— Swift first, Warren and Stanton second, Ames 

 third, Shumway fourth. 8. Five pigeons— Shumway and Schaefer 



fer first, Warren and Wardwell second, Sanborn third, Stanton 

 fourth. 11. Five pigeons, five traps— Swift and Stanton first, Shum- 

 way and Brown second, Sanborn third. 12. Three pairs blackbirds 

 —Wardwell first, Stanton second. 13. Ten blackbirds— Stanton 

 and Swift first, Lee second. 



CARVER— GRAHAM— The matches between W. F. Carver and 

 Wm. Graham, to be shot at Erb's, Newark, N. J., to-day and to- 

 morrow, have excited much attention. The match to-day is at 

 100 birds, Hurlingham rules; to-morrow it will be the same with 

 the Monaco boundary. This is a wire fence about 40in. high, 17 

 metres, or 18yds. and 21Min., in a straight line from the center 

 trap. The pigeons must be gathered within this limit, or scored 

 a ''lost bird." If Graham wins the first match Carver will give 

 him $100, and $200 for winning the second. In the event of Gra- 

 ham's losing both matches he is to pay Carver's expenses. Gra- 

 ham and his backers want to make each match for $1,000 a side, 

 but Carver said he had decided never to shoot for money again, 

 and only went in for the glory of the thing. Carver and Graham 

 have shot matches before in England, but the doctor has never 

 shot a live bird match in the East before. 



F. L. LAFLIN.— The death was announced on April 28 of 

 Fordyce. L. Laflin at his residence in Saugerties, Ulster county, on 

 the day preceding. Mr. Laflin was a native of Blandford, 

 Hampden county, Massachusetts, where he was born in 1824. For 

 many years Mr. Laflin was engaged in the manufacture of gun- 

 powder. He was treasurer of the Laflin Powder Company, which 

 had several mills in Ulster county, for a long time, and later on 

 when that company was consolidated with the Smith & Rand 

 Powder Company, under the name of the Laflin & Rand Powder 

 Company, he was vice-president of the new corporation. 



LIMA, Ohio, April 18.-The West End Gun Club of this place 

 was formed and held its first shoot on Friday the 15th inst. The 

 club is limited to fifteen members, and has the following officers: 

 E. G. Wallace, President; Walter J. Ritchie, Sec; A. W. Gilbert, 

 Treas.; Chas. Roney, Lieutenant, and P. D. Galarneau, Captain. 

 They hold their snoots on the first and third Mondays of each 

 month at their grounds in West Side using the ordinary clay 

 pigeon and five traps. They are all old shots. 



THE CLIMAX SCORE BOOK is a handv blank book for trap 

 shooters, published by the U. S. Cartridge Co. 



FIXTURES. 



The Royal C. C. will sail their Challenge Cup Race on Hendon 

 Lake, on June 11, 1887, and invite American canoeists to attend 

 and compete. 



May. 



8. Oakland, Edwards Cup. 



28-30. East. Div. Spring Meet. Haddam Island. 

 28-30. Hudson Meet, Croton Point. 



June. 



5. Oakland, Edwards Cup. 



18. Brooklyn, Annual, Bay Ridge. 

 25. New York, Annual. Staten Island. 



July. 



3. Oakland, Edwards Cup. 



4. Passaic Meet, Dundee Lake. 

 18-31. W. C. A. Meet, Ballast Island. 

 24. Oakland, Mayrisch Badge. 



August. 



1-12. Northern Division, Stony Lake. 

 ' 7. Oakland. Edwards Cup. 

 12-26. A. C. A. Meet, Lake Champlain. 

 13. Lake St. Louis Chal. Cups, Lachine. 



September. 



4. Oakland, Edwards Cup. 



October. 



9. Oakland, Edwards Cup, Mayrisch Badge. 



November. 



6. Oakland, Edwards Cup. 



December. 



4. Oakland, Edwards Cup. 



PEARL.— Mr. Tredwen was in the race of the Thames Sailing 

 Club on April 16, doing well with the large boats during the first 

 part of the race, but afterward fouling the buoy and withdrawing. 

 Speaking of her races the Field says: "The achievements of the 

 Pearl canoe among the centerboard gigs on the Thames during 

 the last three or four years have on several occasions directed 

 attention to what would be the outcome of a simple sail area 

 rating ; and it would seem that t he length and sail area rule, 

 even, cannot restrain. The up-river men are consequently much 

 exercised in mind about her, and are already casting about for a 

 new rule for above bridge sailing. The girth rule was, we believe, 

 tried once; but that was much too easy a fit for such a canoe as 

 Pearl, and her clever owner." 



RECKLESS CANOEING.— We have frequently spoken of the 

 great danger of overcrowding small and narrow canoes, and, in 

 fact, of the danger attending the use of such craft in the hands 

 of boys and novices. A sad corroboration of our caution was 

 given last week when three boys from Philadelphia set out in a 

 14ft. canvas canoe, for Beverley, N. J. On the way home, when 

 sailing, the boat was capsized by a squall and one was drowned, 

 the others being rescued from the floating boat after three quar- 

 ters of an hour. The oldest of the party was 18, the others 16 

 years. Such a canoe is fit for but one person, and when two or 

 three are crowded into her the blame must not be laid on canoe- 

 ing, but on the reckless and ignorant who claim to be canoeists. 



A. C. A. MEMBERSHIP.— Trenton, n. J., April 29.-Mr. Geo- 

 Wm. Cox, of Newark, N. J., has applied for admission to the 

 A. C. A— Wm. M. Carter, Sec'y. 



fychting. 



FIXTURES. 



1. Newark Opening. 

 24.Miramichi, Opening Cruise. 



Beaubair's Island. 

 28. Oswego Cruise. 

 28. Quincy, Club. 

 28-31. Portland, Cruise. 

 30. Cedar Point Opening. 



May. 



30. Brookly Opening Day,Gravc- 



send Bay. 

 30. Great Head, Winthrop, tro- 

 phy. 



30. Knickerbocker Annual, Port 



Morris. 

 30. South Boston. 

 30. South Boston Opening. 

 June. 



18. Cor. Penn., Hull. 

 18. Brooklyn Annual, Gravesend 

 Bay. 



25. South Boston Club. 

 25. Hull Club, Marblehead. 

 25. Oswego, Ladios' Day. 

 25. Quincy, Open. 

 28. Great Head, Pennant. 



2. Miramichi, Race for Cups. 



6. Hudson River Annual. 



9. N. Y.. Annual, N. Y. 

 11. Buffalo, Club. 

 11. Great Head, Open. 

 11. S. C, Annual, New York. 

 14. Larchmont Pen., Larchmont 

 16. N. J., Annual, New York. 

 16. Portland, Annual. 



July. 



1. Miramichi, Annual Cruise, 13. Great Head. 



Bay du Vin. 16. Beverly, Sweep, Mon. Beach. 



2. Beverly, Open. Mon. Beach. 16. Hull. Cham., Hull. 



2. Hull, Penn., Hull. 16. Cor. Cham. Marblehead. 



4. Beverly. Cham., Mon. Beach. 18-31. Interlake, Put-in-Bay 



4. Buffalo, Annual, Open. 20. Hull, Ladies' Day. 



4. Boston, City. 23. Beverly, Cham,, Nahant. 



4. Larchmont AnT, Larchniont. 20. Quinc y, 2d Championship. 



5. Great Head, Moonlight Sail. 27. Great Head, 2d Cham. 



9. Hull, Club Cruise. 30. Beverlv, Cham., Mon. Beach 



9. Beverly, Cham., Marblehead. 30. Hull, Cham., Hull. 



9. Great Head. 1st Cham. 30. Cor. Open, Marblehead. 



9. Quincy, 1st Championship. 30. South Boston Club. 



August. 



2. Great Head, Moonlight Sail. 15. Cor. Ladies' Race, Marble- 



2. Sandy Bay, Annual. head. 



6. Beverly-, Chain. ,Swampscott. VS. Miramachi, Race for Cups. 

 6. Great Head. 20. Beverly, Open, Marblehead. 

 7-13. Buffalo, Cruise. 25. Great Head. 



10. Quincy, Review and Ladies' 26. Quincy, 31 Championship. 

 Day. 27. Great Head, 4th Cham. 



11. Great Head, 3d Cham. 27. Beverly, Open, Mon. Beach. 

 13. Beverly, Cham.. Mon. Beach. 27. South Boston Club. 



13. Hull. Open, Hull. 30. Hull, Cham., Hull. 



30. Cor. Cham., Marblehead. 

 September. 



1. Great Head, Moonlight Sail. 15. Miramichi, Race for Cups. 



3. Larchmont Fall, Larchmont. 17. Buffalo, Club. 



10. Cor. Cham., Marblehead. 17. Cor. Sweep., Marblehead. 



10. Beverly. Sweep., Mon. Beach. 24. Great Head. 

 10. Great Head. 



FIFTY YEARS OF YACHT BUILDING. 



THE following paper was read before the Institute of Naval 

 Architects by Dixon Kemp, on April 7: 

 It can fairly be said that yachts, such as we are now accus- 

 tomed to, have been entirely developed during Queen Victoria's 

 reign. Fifty years ago there were probably not 100 yachts in exist- 

 ence above 20 tons, and these were modeled after the brigs, 

 schooners or cutters of the Royal Navy. Their scantlings were 

 somewhat lighter, and their ballasting perhaps not quite so good, 

 as in some cases weight was made up With stone. The brigs 

 were about the size of those of the Royal Navy, and were con- 

 sidered superior in point of sailing qualities. One of the best 

 known of these brigs was the Waterwilrh, built by Mr. Joseph 

 White, of Cowcs. in 1832, for the Earl of Belfast (afterward Mar- 

 quis of Donegal). This brig had a great reputation for speed and 

 weather] iness, and beat H. M. S. brig Pantelon about four miles 

 in six hours' sail to windward. This achievement led to the 



experimental sailing of 1844. 



Although brigs and schooners were occasionally sailed in com- 

 petition, it was found that the cutter rig was so vastly superior in 

 point of weatherliness that its adoption for almost all yachts in- 

 tended for racing was a matter of natural selection. " At first— 

 that is, between the years 1815 and 1837— there was seldom any 

 time allowed for difference of size, and the result was that witli 

 anything like a breeze the largest vessel came in first aud won. 

 As there, was no tax of any kind on any of the dimensions, there 

 was no inducement on that score to alter the proportions of 

 length, breadth and depth from the prevailing Admiralty type. 

 These proportions was from 8 to o}4 beams to length of waterline, 

 and the greatest transverse section was placed ahead of the mid- 

 dle of length, varying in distance from one-tenth to one-fiftieth 

 of the length. The center of buoyancy was generally situa ted at 

 about the center of length, and it appears to have been an aim of 

 the designers to keep the displacement of the fore body and after 

 body equal. The upper horizontal waterlines of the bow were 

 short and full, and the load waterline aft was generallvfull, but 

 the buttock or vertical lines were long and flat. This kind of 

 yacht is familiar to ns as the cod's head and mackerel's tail type, 

 and was firmly believed in even by men who took some trouble to 

 investigate the qualities of hull which led to success in sailing. 

 One of these was the late Mr. Fincham, master shipwright of Her 

 Majesty's dockyard, Portsmouth, who designed several yachts for 

 members of the Royal Yacht Squadron, Cowes. One of these was 

 the Fair Rosamond, schooner, built in 1846 by Mr. Camps, of Gos- 

 port, for the late Duke of Marlborough. Mr. Fincham, in his 

 papers on "Naval Architecture and Yachts," states that the cen- 

 ter of buoyancy of the Fair Rosamond was .004 in terms of the 

 longth abaft the center of length; she won some prizes at Cowes, 

 but Mr. Fincham concluded that she would have performed 

 better in a head sea had her center of buoyancy been further for- 

 ward. Accordingly in the following year— 1817— he designed the 

 Novice, schooner, for the Earl of Desart, and placed her center of 

 buoyancy .01 ahead of the center of length, or, in other words, 

 9in. further forward than the other's was. Mr. Fincham declared 

 this to have had a great effect on the performance of the vessel, 

 but, judged by the light of subsequent events, there is no doubt 

 that Mr. Fincham was much mistaken in attributing so much 

 subtle influence to slight variations in the fore and aft positions of 

 the center of buoyancy. 



About this time the theory of the late Mr. John Scott Russell 

 (that the bow should be longer than the stern) began to be accepted 

 as nearer the truth than the old theory of the cod's head; and in 

 the year 1S47, while Mr. Fincham was designing the Novice, a 

 very remarkable vessel was built on the Thames as an exponent of 

 Mr. Scott Russell's theory. This was the Mosquito cutter, of 59ft. 

 waterline and 15ft. fin. beam, built by Mr. Mare, of Blackwall, 

 and launched in 1848. There is some doubt as to whether Mr. 

 Ditchburn or Mr. Waterman or Mr. Mare designed the Mosquito, 

 but Lord Brassey. in an article in the FortnigMl x/Rev ie w, 1883, savs: 

 "Mr. Mare was the author of her existence both in idea and*in 

 fact." It should be said that Lord Brassey at the time had special 

 means of knowing. The Mosquito was like one of the cutters of 

 the period turned end for end; her bow was long and showed con- 

 siderable hollow, and her afterbody was short, showing great ful- 

 ness both in the horizontal and buttock lines. Her midship seetion 

 was placed 4ft. 6in. abaft the center of length of waterline, and her 

 center of buoyancy was 3ft. abaft it. 



Acoording to the old practice, the Mosquito should have had no 

 good qualities at all, especially in strong winds; but the fact is, 

 she excelled ni all the good qualities claimed for the bluff-bowed 

 craft; she was faster than any other yacht of her length on any 

 point of sailing, and in a strong wind to windward was a marve'l 

 compared with other yachts. However, so strong was the prejudice 

 against the "long, lean bow," and so alarming the predictions— 

 that some day the Mosquito would take a dive and never come up 

 again— that no one could be found to try the experiment on a 

 more extensive scale. It thus seemed likely that the old type 

 would be continued in spite of the Mosquito having, in a superior 

 degree, all the good qualities it was contended a \-acht should have. 



It will here be convenient to take a glance at what was being 

 done on the other side of the Atlantic at this time. It should be 

 said that the Americans had not as yet settled down to any kind 

 of sport so as to give it a nationality, and had, consequently, 

 evolved no special type of yacht. So far as can be learned the 

 first American yacht race took place just fifty vears ago, and it 

 docs not aptear that any yachts existed in the States before 1835, 

 and those built subsequently, up to the year 1844, were small 

 schooners. In the year named, however, a remarkable vessel was 

 built, at Hoboken, named Maria, on the lines of the flat-bottomed 

 coasters. She was 100ft. on the waterline. with an extreme beam 

 of 26ft. 8in.. and draft aft of 5ft. Sin. She was fitted with a center- 

 board which dropped 16ft. bolow the keel, and also had a small 

 one aft, to prevent, her griping. She had a long, hollow bow. and 

 was sloop-rigged, with jib and mainsail only. The foot of her 



mainsail was 92ft. long and the foot of her foresail or jib 70ft. 

 This vessel may be said to have been the original of the American 

 centerboard yacht, but, although she showed extraordinary speed 

 and weatherliness, there appears to have been a conviction that 

 more depth of body and less beam would be better for good sea- 

 going qualities. At any rate, George Steers, the son of a Devon- 

 shire shipwright who had settled in New York, produced the keel 

 yacht America, which was destined to have such an important in- 

 fluence on British yacht building aud sail making. In the 

 America the principles so successfully carried out in the Mosquito 

 were embodied with equal success. She had a long and somewhat 

 hollow bow, a short run, and the center of buoyancy was consid- 

 erably aft of the middle of length, as will be gathered from the 

 accompanying table: 



Mosquito. America. 



Length on l.w.l 59.2 87.3 



Breadth, extreme 15.3 22.2 



Draft of water, extreme 11 11.5 



Proportion of beam to length 0.257 0.254 



Midship section aft center of length 



in terms of length of l.w.l 0.076 0.071 



Center of buoyancy aft center of 



length in terms of length of l.w.l. 0.032 0.041 



The America visited us in 1851, and achieved a remarkable suc- 

 cess at Cowes over our schooners. This success was, no doubt, 

 mainly due to the qualities of her hull, but the unusual flatness 

 of her sails contributed greatly to her fine weatherly qualities. 

 The immediate effect of the. America's success was rather start- 

 ling; almost every yacht in existence at that time was lengthened 

 by the bow, her ma sts raked, and sails laced to the booms; and 

 the principles which had been so strikingly exemplified in the 

 Mosquito three years before were now adopted as anew discovery 

 of infallible merit. This marked the commencement of a new 

 era in yacht designing, and the subsequent development of yachts 

 into the now fashionable type has shown no considerable de- 

 parture from the principles observed in the design of the 

 Mosquito. 



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There have, however, been causes at work which have largely 

 influenced the proportions of yachts. Allusion has already been 

 made to the fact that fifty years ago there was no such compensat- 

 ing reckoning to deal with as time allowances for differences of 

 size. As soon, however, as yacht racing became a general sum- 

 mer pastime, a rating for size became a necessity and the size 

 test adopted was simply the registered tonnage of tlie day or what 

 we know as builders' measurement, which is as follows: 



(L-3-5B)xBX^B 

 94 



This measurement took no account of depth, but assumed that 

 it always equalled half the breadth. Frequent competitions and 

 teaching of investigators of naval science impressed yacht build- 

 ers very forcibly with the fact that the element, of size which 

 gives speed is length, and that if two yachts were of equal tons, 

 but one should happen to be longer that the other, then the longer 

 boat would he certain to prove the faster, all other things being 

 equal, such as sail spread, stiffness, fairness of lines, etc. Or if 

 two vessels were of equal length and one measured fewer tons 

 than the other, then her rating would be smaller and she would 

 receive a compensating time allowance. 



For a great many years the obvious tendency of the tonnage rule 

 to produce relatively long and narrow boats had little effect, be- 

 cause breadth was so essential to enable a vessel to carry a large 

 sail spread. Naval architects were, it is true, alive to" the fact 

 that stiffness could be gained by depth of hull, suitably ballasted, 

 but this untaxed quantity could not be made use of to any great 

 extent, on account of the heavy displacement it involved; conse- 

 quently down to the year 1870 the racing yacht developed very 

 slowly, and at that time a length of i.% beams was considered 

 sufficiently extreme. From the date named, however, length for 

 any given tonnage showed a very rapid increase, while breadth 

 necessarily decreased. Lead keels, it should be said, had some 

 years previously— about the year 1840- been introduced as a means 

 of increasing stiffness after shifting ballast to windward during 

 match sailing had been abolished; but lead keels were regarded 

 with a great deal of disfavor by yacht owners, from the prevailing 

 belief that they made a vessel pitch and roll heavilv in a sea; and 

 so up to 1870 no yacht was to be found with more" than about a 

 tenth of her ballast on the keel, and the majority had none. Some 

 experiments, however, with small vessels, and a better knowledge 

 of the good effect of concentrating the ballast in the middle third 

 of the length of the vessel rapidly led to a larger quantity of lead 

 being placed outside, until, at last, the whole ballast was placed 

 outside on the keel. This lowering of the ballast, and consequently 

 of the center of gravity, enabled the designer to dispense with a 

 considerable quantity of breadth and add to the length, for any 

 given tonnage, until in some of the smaller vachts the length has 

 been equal to 6t^ beams, and in the la.rger, 5?4 beams. 



The power to carry an effective quantity of canvas in narrow 

 yachts has not, however, been entirely due to placing the ballast 

 outside, for any given nominal tons the displacement has been 

 largely added to, as may be gathered from the table which is given 

 herewith. 



These large additions to the displacement, while the power for 

 getting through a head sea may have been increased, have had a 

 prejudical effect on the attainment of high speeds, mainly on ao- 

 count of the enormous wave-making it induced. Thus, so recently 



