884 



FOREST AND STREAM. 



[May 5, 1887. 



as in 1880, the Arrow has been driven in strong winds as fast and 

 sometimes faster than the Formosa or Sanicena, and with very 

 considerably less wave disturbance. The principal characteristics 

 of this wave-making is a huge hollow under the weather bilge, al- 

 though there is a considerable hollow on the lee side as well. The 

 fact, however, that the greatest disturbance is found on the 

 weather side is accounted for by the circumstance that upon heel- 

 ing over the bulk of the deep displacement is on the weather side 

 of the middle fore and aft line. The lead keel of one of these long, 

 narrow yachts, it should be explained, is in breadth about one- 

 third of the main breadth of the vessel, and in weight is equal to 

 about 0.5 of the total weight present in a yacht like the Galatea, to 

 0.7 of the total weight in a 3-tonner. 



The Americans, it should be observed, did not much alter their 

 centerboard type of vacht, and built keel yachts during the period 

 between 1845 and 1885. The reason of this was mainly due to the 

 fact that they frequently changed their method of rating for com- 

 petitive sailing, and, moreover, did not pursue yacht racing to the 

 extent we did on this side of the Atlantic. Their yachts for any 

 given length were capable of a greater absolute speed than our 

 yachts in moderate breezes and pretty smooth water, because they 

 were of a much lighter displacement; in very light winds the Brit- 

 ish type seemed to have the advantage when the sail spread to 

 immersed surface was about the same in each yacht; in stronr 

 breezes the shallow American type had the advantage in speeu 

 when sailing well off the wind, but when pressed close to the wind 

 the advantage was just the other way. This appears to be princi- 

 pally owing to the fact that the narrow deep yacht has practically 

 an unlimited range of stability, while the shallower and broader 

 yacht of the American type reaches the maximum of her range at 

 an angle of about 30°. 



The results of some encounters between small yachts of the 

 United States and those of England during the years 1881, 1882 and 

 1883, at New York, Boston and other places, led Americans to con- 

 sider whether some adaptation of their centerboard type to the 

 British type could not be carried out with advantage. It was 

 made plain to them that a British yacht would win a majority of 

 races, but the type Avas already condemned in England, and 

 Americans could not be persuaded to adopt it without modifica- 

 tion. Accordingly, when in 1885 the owner of the British cutter 

 Genesta challenged for the Cup won by the America at Cowes, in 

 1851, the Americans set to work to produce a compromise yacht, 

 but distinctly more American in type than British. The yacht in 

 section was of the broad V character— very like the America of 

 1851— with almost twice the draft of water that the ordinary 

 shallow centerboard yacht had. Beyond this she had nearly the 

 whole of her ballast outside, in the form of a lead keel supple- 

 mented by a centerboard of considerable area. 



This yacht was named the Puritan, and, so far as can be judged, 

 she defeated the Genesta on her merits. The same fate bef el the 

 Galatea last year, the Americans having built another yacht of 

 this new type to meet her. They compare as follows: 

 Galatea. Mayflower. Genesta. 

 85.07ft. 



Length on waterline. 87. 00ft, 85.07ft. 81.00ft. 



Extreme beam 15.00ft. 23.05ft. 15.00ft. 



Draft of water 13.50ft. 9.00ft. 13.00ft. 



Area of trans v'rse sec.114 sq. ft. 85 sq. ft 



Displacement 157.63tons. 110 tons. 141 tons. 



Total ballast 81. 50 tons. 48 tons. 72tons. 



Ballast on keel 81.05 tons. 42 tons. 70 tons. 



Puritan. 

 81.00ft. 

 23.00ft. 

 8.03ft. 



105 tons. 

 44 tons. 

 27 tons. 



The success of the Puritan over the Genesta, and Mayflower 

 over the Galatea naturally produced a great impression on this 

 side of the Atlantic, especially as the two American yachts were the 

 work of one who, at the time, could only be regarded as an 

 amateur at yacht designing. But there is no doubt that Mr. 

 Edward Burgess had made a very close study of both English and 

 American yachts, and his success was as much the result of a 

 correct appreciation of what was required to achieve a certain 

 object as that of George Steers was when he designed and built 

 the America in 1851. 



The practical outcome of the victories of the American yachts 

 was that the British Yacht Racing Association realized the' situa- 

 tion that while its rating rule (which taxed beam heavily, and 

 depth not at all) might produce yachts which were, in some re- 

 spects, superior to the American type, yet there are intermediate 

 types of surpassing excellence, so far as match sailing is con- 

 cerned. The old tonnage rating, it can be said, had assisted in 

 bringing yacht building to a standstill in this country, as no one 

 could be found willing to build a longer, narrower and deeper 

 boat for any given tonnage than those which had already existed, 

 and the rule would not admit of trying experiments with beam. 



(L + B)2XB 



The rule had been modified to 



1730 



Under these circumstances the Yacht Racing Association ap- 

 pointed a committee to report up 311 the existing rating rule, and 

 recommend such new rating as might be considered necessary. 

 The committee obtained the opinions of all the leading designers 

 and yacht builders, and these were almost unanimous in recom- 

 mending that the ratiug should be in future by length of load line 

 and sail area, the working formula being: 



Length X sail area 



Rating = 



6000 



The first outcome of this rule has been that the new Scotch 

 yacht Thistle, built expressly to compete for the America cup, has 

 been designed of proportions very similar to those of yachts of 

 thirty years ago, before the squeezability of the old tonnage had 

 been discovered. The actual dimensions of this yacht are: 



Length of loadline 85.00ft. 



Breadth, extreme 20.30ft. 



Depth of hold 14.10ft. 



Registered tons 100.67 tons. 



The apparent large registered tonnage of this yacht is attrib- 

 utable to the fact that she is built of steel, and that her keel is 

 specially constructed to form a kind of ballast box, thus giving 

 great depth of hold. Vide the paper on "Construction and Bal- 

 lasting of Yachts," in the Translations of 1882, by Mr. T. Phillips. 



The Thistle, it should be said, has been designed by Mr. G. L. 

 Watson, of Glasgow, and is the first attempt since the Livonia 

 was built in 1871, to meet the Americans on their own lines. She 

 will probably have to encounter one of the powerful centerboard 

 sloops, and it is contended, with some reason, that a contest be- 

 tween a keel yacht and one fitted with a centerboard cannot be 

 considered a satisfactory trial of merit. So far as sailing by the 

 wind is concerned, the board does not appear to hold the yacht to 

 more advantage than the fixed keel does the modern yacht with 

 a deep cross section; and often if, as the Americans say, the cen- 

 terboard is outpointing the keel yacht, the feat is probably more 

 attributable to the sit and trim of the sails than to the hoard, 

 unless, of course, the keel yacht has a deficient area of longitudi- 

 nal vertical section. Where the centerboarder has the advantage 

 is in lifting the board for sailing off the wind. By housing the 

 board in a yacht like the Mayflower, a reduction of about 10 per 

 cent, is at once made in the area of immersed surface, and the 

 effect of this is always manifest, especially in light winds or at 

 low speeds. However, as far as the Thistle is concerned, it may 

 be granted that Mr. Watson, while providing her with suffcieht 

 area of longitudinal section for lateral resistance, has so fashioned 

 away the ends that she will give a good account of herself in any 

 contest with American yachts, whether on or off the wind. 



A CHALLENGE TO OPEN BOATS. 



The open boat Cruiser (20ft. 6in.) would like to sail a number of 

 matches during the month of June with boats under 22ft. Should 

 any of your readers who are interested in sport of this character 

 desire such a contest, a communication to the following address 

 ■will receive attention. Cruiser, 



114 East Twenty-second st, New York. 



YACHTING NOTES,— Cyprus, cutter, arrived on the steamer 

 Richmond Hill last week. . . . Dolphin, steam yacht, Howard Jaf- 

 fray, has been sold to Major W. B. Wetmore, who will use her on 

 Lake Champlain . . . , Henrietta; this fast launch has been sold by 

 Norman L. Munro to E. S. Jaffray. Mr. Munro has a new launch 

 building at Herreshoff's. . . .Marie, keel sloop, has been bought by 

 W O. Gay, Dorchester Y. C. . . .Helen, sloop, has been bought by 



C. E. Hodges, who will give her a new outfit of canvas May A., 



cutter, of Boston, has been bought by J. T. Richardson, of Strat- 

 ford, Conn. . . . Mabel, sloop, has been sold to go to Havana lone, 



sloop, is having a lead keel of 4,7001bs. bolted on. .. .Puritan is 

 fitting out at N aushon, and she and Mayflower will probably be in 

 the New York regattas — J. S. Poyen. This sloop, once well 

 known about Boston, is now in Australia, having been sent out on 

 the deck of the ship Roger. She has lately sailed against some of 

 the home yachts and beaten them, though the race seems to have 

 been a fluke. 



MONATIQUOT Y. C.-A club under this name has lately been 

 formed at Weymouth, Mass., starting with seventy-five members. 

 A club house will be built, courses laid out, and races held during 

 the season. 



iff? 



SAIL PLAN OF CUTTER " DAWN." 



THE SINGLE-HANDER DAWN. 



THE little yacht shown in the accompanying drawings is of the 

 same general class as the Windward, illustrated in the For- 

 est and Stream of Feb. 8, 1884, but is of greater displacement and 

 draft, besides being much longer 011 deck owing to the clipper 

 stem. The Dawn was designed for Captain James, R, A., by Cap- 

 tain Robert Barrington Baker, R. N., of the Roval Gun Wharf, 

 Devonport, England, the designer of the little centerboard boat 



L T'l"J"4 



BODY PLAN OF CUTTEK "DAWN." 



Pollvwog. The general specifications were much the same as in 

 the Windward, a boat that would accommodate two men, but that 

 could be safely sailed by one; the extra 2ft. of length, however, 

 allows a small forecastle for a 12- year-old bov, leaving the cabin 

 for the owner. The dimensions of the Dawn are as follows: 



As Designed. As SaiLd. 



Length over all 28ft. 9in. 



Length on L.W.L 20ft. 20ft. 5in. 



Beam 6ft. 



Draft 4ft. 3in. 4ft. Gin. 



Ballast, keel, long tons 2.25 2.5 



Ballast, inside 25 .50 



Ballast, total 2.50 3.00 



Mast, deck to hounds 20ft. 



Pole 8ft. 



Boom 23ft, 



Gaff 15ft. Gin. 



Bowsprit, outboard 7ft. 6in. 



Topsail yard 13ft. 



Spinaker boom 25ft. 



Area mainsail 364sq. ft. 



Area staysail 85sq. ft. 



Area jib 56sq. ft. 



Area yard topsail 102sq. ft. 



Area, total, lower sail 505sq. ft. 



The keel is of English elm, sided 14in., moulded 6in.; stem sided 

 33^in.; sternpost 4in.,the timbers are of English oak, sided 3in., 

 moulded 4 to 2^in. and spaced 24in. Between each pair are two 

 steamed timbers, 2xl^in., of American elm. The planking is of 

 %in. red pine. There are four iron floors, each 2ft.x23^x%in. All 



the fastenings are of copper. The cost of the yacht was as fol- 

 lows : 



Hull, lead, spars and steel wire rigging £125 



Cordage, blocks, anchor and chain 15 



Sails — mainsail, foresail and two jibs, Lapthorne 15 



Two spinakers and topsail, home-made 3 



Sundries, lamps, etc 7 



£165 



The entire cost was only $825.00, very much less than the boat 

 could be built for in America. It will be noticed that there is no 

 cabin house but only a flush deck, but under this there is from 4 ft. 

 4 in. to 4 ft. 10 in. headroom, owing to the great crown of the deck. 

 The seats in cabin have flaps for sleeping and there are lockers 

 everywhere in cabin and cockpit. The sail locker is in the counter. 

 The Dawn has proved herself an excellent seaboat and has been 

 out in some very heavy weather, including the gale last September, 

 in Torbay. The gain in deck room by the clipper stem is shown 

 by the dotted lines in the plans, which represent the outline of the 

 deck with a plumb stem. In so small a boat deckroom forward is 

 of first importance, and it is obtained by a proper use of this 

 feature. The stem is built out to the full length, the rabbet being 

 carried out to the extreme end, a very different construction from 

 that employed in this country, where a large filling knee is bob ed 

 outside the stem, projecting several feet outside the rabbet. In 

 the latter case there is nseless wood and weight on the end of the 

 boat with no corresponding gain; but if the stem is worked as 

 shown in the Dawn the construction is at once light, strong and 

 gracef id, there is no superfluous material and there is a substantial 

 gain in deck room. 



THE LAUNCH OF THE SHAMROCK. 



MONDAY last was a great day for Ireland, at least that part of 

 it which lies adjacent to Bay Ridge, it was just like having 

 two Patrick's days in one year. The occasion of this rejoicing 

 was the launch of a new vessel, Shamrock by name, bright green 

 of bottom, and with a tattered green flag aloft on a jury mast. 

 This vessel is not, as some might suppose, the latest addition to 

 the Irish navy, but belongs to the pleasure fleet of the Atlantic 

 and several other yacht clubs, having been built for her owner 

 and designer, J. Roger Maxwell, by John Mumm. At 3:30 P. M. 

 all was ready, and a few minutes later the dogshores were slipped 

 and the Shamrock slid into the water, while a regular wild Irish 

 yell echoed across the Bay from Owl's Head to Toad Hill. The 

 Shamrock has been described previously in the Forest and 

 Stheam, but we give her leading dimensions again: 



Length over aU 78ft. 3in. 



Length, l.w.l 66ft. 9in. 



Beam, extreme 20ft. 



Beam, l.w.l 19ft. 3in. 



Depth to bottom of keel 10ft. 6in. 



Depth of hold 8ft. 2in. 



Draft 7ft. 6in. 



Least freeboard 2f t. lOin. 



Hoist of mainsail 47ft. 



Main boom 67ft. 



Gaff 42ft. 



Bowsprit outboard 32ft. 



Spinaker boom 65ft. 



Ballast, inside 5 tons. 



BaUast, keel 24 tons. 



Displacement 68 tons. 



On launching, with 5 tons inside, floors and tanks in place and 

 bowsprit stepped, the yacht floated about lV 3 in. below her load- 

 line aft and 7in. above it forward. The mast has yet to be stepped, 

 which will bring her down by the head, but it looks now as though 

 the lead keel had bee a carried too far aft. It runs to heel of 

 sternpost. ' 



CEDAR POINT Y. C. 



THE Cedar Point Y. C. was organized at Saugatuck, Conn., on 

 April 30, under the most favorable circumstances, and its 

 future prospects are very promising. Eighteen vachts are already 

 on its list, and it is expected that the number will be very materi- 

 ally increased during the coming season. The following officers 

 were elected: Commodore, Francis Burritt, sloop Teal; Vice- 

 Commodore, J. H. Jennings, cat Annie; Secretary, E. S. Wheeler, 

 cat Go Softly; Treasurer, P. G. Sanford, cat Peggy ; Treasurer, S. 

 S. Dayton. Regatta Committee, Francis Burritt, P. G. Sanford, 

 J. H. Jennings. 



The opening regatta of this club will be held on Decoration Day, 

 May 30, over the club course off Cedar Point, Conn. Open to all 

 boats owned in and between Bridgeport and Stamford, Conn. 

 Classes as follows: 



Class C— Boats 31ft. and under, waterline, sloop-rigged, no re- 

 striction as to sails. 



Class D— Boats 25ft. and under, waterline, jib and mainsail only. 



Class E— Boats 21ft. and under, cat-rigged. 



The time allowance schedule of the New Haven Y. C. was 

 adopted. 



Liberal prizes will be offered for the opening regatta, and all 

 boats owned between Bridgeport and Stamford, eligible for the 

 above classes, are cordially invited to enter. E. S. Wheeer, Sec. 



Saugatuck, Conn. 



