116 FOREST AND STREAM. 



[Feb. 27, 1890, 



SAIL PLAN. 



MIDSHIP SECTION. 



A YACHT FISHERMAN. 



THE good work in behalf of safer and better boats and improved 

 methods for our fishermen which has been carried on for 

 some years by Capt. J. W. Collins, of the United States Fish Com- 

 mission, is well known to the readers of the Forest and Stream. 

 The schooner Grampus, designed by Captain Collins, whose lines 

 were published in our issues of Jan. 13-20, 1887. lias proved a com- 

 plete success, and the same result may confidently be predicted 

 for the handsome little yacht fisherman, whose lines we here re- 

 produce by permission of the Commissioner of Fisheries from 

 tbe advance sheets of tbe Bulletin of the United States Fish Com- 

 mission for 1888. In this volume Captain Collins describes a num- 

 ber of small auxiliary fishing craft for use along the coast where 

 quick transport to market is an object; and in addition he offers 

 the accompanying design, intended especially for the Pacific 

 coast, where ice cannot be used, being too costly to be profitable 

 Though intended for a fisherman, the design will compare most 

 favorably with many small keel yachts, and with moderately 

 light scantling, lead keel, or even iron if for cruising only, she 

 would make a very fine craft, handsome in sheer and outline and 

 a very easy sea boat. The following description is given by 

 Captain Collins: 



"In making the designs for tbis boat I have been influenced 

 somewbat by consideration of the fact that she can carry verv 

 little ballast, owing to her buoyancy being decreased to the ex- 

 tent of the capacity of the well. Therefore she has ample beam 

 to give her the requisite stability. Since it is also necessary to 

 have as much capacity in the well as practicable, her depth is 

 considerable. This feature will, however, improve her sea-going 

 qualities. 



"If a portion of tbe ballast can be put outside, in the form of a 

 metal keel, it will add materially to the stability, and at the same 

 time make the boat easier in a seaway, since then the weights 

 will be more central than if put inside, where they can be placed 

 only forward and aft of the well. 



"The arrangement of the deck and interior must be adapted 

 to the special needs of those who use the boat, and may vary 

 considerably in different localities. I will suggest, however, that 

 tolerably comfortable quarters for sleeping and cooking can 

 be bad forward of tbe well (Fig. 2), and in that part of the 

 boat the deck might be nearly flush with the rail, as indicated, to 

 give the maximum of head-room. Aft of the cuddy the deck 

 might be lower, as shown in the plan, and in the hold, abaft the 

 well and on each side of it, can be stowed nets, lines, etc., also 

 fish that die in the well or otherwise. 



"The cutter rig is tbe one best adapted to a boat of this kind 

 when speed is a special requisite. Besides, a running bowsprit 

 (which can be pulled in when the sea is rough) and a housing top- 

 mast add materially to the power and efficiency of a boat in 

 heavy weather. The sail plan shows a large area of canvas, 

 most noticeable, perhaps, in the club gaft'topsail. But the pre- 

 valence of light winds on the Pacific coast during a portion of the 

 year seems to call for considerable light canvas, and on a boat 

 like this it can be easily managed and will do most effective work. 



"The special feature of this boat is, however, the well. It 

 is believed that the so-called 'box well' (Figs. 1 and 2), which 

 is peculiar to the Key West 'smackees,' is the style best adapted 

 to market fishing, and for this reason such an one has been shown 

 on the plans. If greater capacity for living fish is required it can 

 be obtained by making the well of the ordinary type with a deck, 

 and building it with 'primings-out.' It is probable, though, that a 

 box well will be found quite sufficient to accommodate the catch 

 from day to day. and any surplus winch cannot be marketed can 

 be transferred to live-cars, as previously mentioned. 



"The plans have been made for a boat of such size as is believed 

 to be most suitable for the market fishery of the west coast. It is, 

 however, entirely feasible to construct one smaller or larger from 

 the plans, as will be understood by practical builders. 

 "The following are the principal dimensions: 



Length over all 34ft. 3in. 



Length, load waterline 28ft. 2in. 



Beam, extreme 10ft. 9in. 



Beam, load waterline 9ft. 7}^in. 



Depth deck to keel, amidships 6ft. 



Draft, extreme 5ft. J^in. 



beast freeboard 1ft. 9in. 



Length of well, extreme 8ft. 



Length of well at deck 3ft. 



Width of well, extreme 5ft. 



Width cf well at deck 2ft. 



Mast, from fore side of stem at deck 10ft. 9%in. 



Mast, deck to bounds ... 22ft. 9in. 



Masthead 4ft. 6in. 



Topmast, fid to truck 22ft. 



Boom 30ft. 6in. 



Gaff 20ft. 



Bowsprit, outside stem 14ft. 6in. 



Topsail pole 23ft. 



Topsail club 16ft. 6in. 



Small Yachts. By C. P. Kunhardt. Price $7. Steam Yachts and 

 Launches. By C. P. Kunhardt. Price $s. Yachts, Boats and 

 " noes. By C. StansfleW-Hicks, Price $3.69. Steam Machinery. By 



SECTION SHOWING WELL. 



CRUISING YACHTS AND YACHT CRUISING. 



THE following is a synopsis of the lecture lately delivered by 

 Com. Center before the Seawanhaka Corinthian Y. C. on 

 Jan. 18. As Mr. Center spoke at some length using only some brief 

 notes and used the blackboard considerably for further elucida- 

 tion of the subject, it is impossible to reproduce the lecture in 

 full; but the following will no doubt be of interest and value to 

 tbe large number of readers who are fond of cruising: 



Some years ago I had the honor of reading before this club a 

 lecture similar in matter, but not identical. Our subject tbis 

 evening is on cruising yachts and yacht cruising, and I am con- 

 fronted at the outset by the difficulty of making my meaning 

 clear without possibly offending some of my hearers; for in ex- 

 planation I shall have to speak of existing vessels and not always 

 in a complimentary manner; I will explain why. 



I have two opinions of yachts, one as a sailor, the other as a 

 yachtsman; these opinions are diametrically opposite, and I may 

 therefore in one breath condemn a vessel that in the next I will 

 praise in tbe highest degree. 1 may. as a sailor, consider a fast 

 racing yacht as utterly unsuited to cruise in, and therefore a bad 

 cruiser, while as a racing vessel I may put her in the very first 

 rank. I will divide this portion of our subject, Cruising Yachts, 

 into Form, Construction, Sails and Sail Plan, and Deck Fittings. 



Form.— From the work demanded of her, a cruising yacht 

 should differ in form from a racing yacht. She should be more 

 moderate in dimensions for the same length of waterline, and 

 with larger displacement and fuller ends. The reasons for the^e 

 differences are as follows: She needs more moderate dimensions 

 to obtain ease in disturbed water and to obtain a smaller sail plan; 

 she needs more displacement for sea work, gaining therebv weight 

 and power, and a larger internal capacity, and with a "smaller 

 crew owing to tbe smaller sails. 



For large vessels the centerboard boat has proven to be the bet- 

 ter cruiser in many ways. Her draft enables her to enter harbors 

 otherwise inaccessible; and in heavy weather at sea, when hove 

 to, the raising of the centerboard allows the boat to make better 

 weather; i. e„ she goes to leeward and makes what is technically 

 called a smooth to windward. As examples of good cruising 

 yachts I shall name the Intrepid, Norseman, Gitana, Iroquois, 

 Yampa and Monticeto. Of all these vessels the Monticeto, m my 

 opinion, comes nearer to the ideal cruising yacht for our seas. 



The Norseman, Gitana and Intrepid are fine vessels, and their 

 only fault is possibly in their construction, as they have thin out- 

 side keels; tbis defect is but a small one as long as they are han- 

 dled by their present competent owners and skippers. The Iro- 

 quois has proven herself a very good cruising yacht and a fast 

 one, and comes fully up to the requirements of our seas. The 

 Yampa has more beam than is necessary, but her designer, under 

 instructions from her owner, gave her this increased beam to 

 prevent extreme angles of heel. At sea she is fast, having gone 

 from Sandy Hook to Hatteras in 26 hours. The Monticeto in form 

 is perfect for cruising purposes. Her rig as a yawl is of doubtful 

 utility. 



To show the necessity of moderate draft in a cruising yacht I 

 will take for examples the Medusa and Liris. Liris draws within 

 2in. of Medusa, yet is 15ft. shorter on the waterline, and of about 

 one-half the displacement: yet, in spite of these differences in 

 size, she would have to lie as far off shore as Medusa, and ex- 

 posed to the same conditions of sea and wind. I leave to your 

 imagination the additional discomfort which must be the result 

 of her want of size. 



Construction— A great deal of money and brains have been ex- 

 pended in improvements in the construction of racing yachts 

 The best construction is as necessary for a cruiser as for a racer 

 The cruiser is subjected to more heavy strains, and in reality does 

 harder work than the raciiig yessel sailing for the most of tbe 



time in summer breezes over a summer sea. 1 know that racing 

 yachtsmen will not agree with me in this, but I have tried both 

 with the same vessel and know the results. The frame and psank-. 

 ingof the cruising yacht need not be heavier than those of the. 

 racer, as she does not require such a large proportion of ballast t j 

 displacement, having sufficient power without it, thus raising her 

 weight and thereby increasing her ease in a seaway. 



We should be most particular in regard to the workmanship 

 and see that it is of the very best. It is not generally understood 

 that perfect workmanship has much to do with the real strength 

 of a vessel, and that if the various pieces of wood are not bolted 

 together so that they "fay" properly, the result, for the amount 

 of material is not a strong job. In other words, if the pieces 

 brought together do not touch all over, no amount of bolting or 

 weight of material can possibly make it strong. The late George 

 Steers, our eminent shipbuilder, knew the value of this thor- 

 oughly, and it is said of him that he instinctively knew whether 

 the work was being properly done, and upon one occasion at din- 

 ner time went through the between decks of the frigate Niagara, 

 which he was then constructing, and at a glance as he walked 

 along marked a number of knees already in place, to be taken 

 down because improperly fayed. 



Sails and Sail Plan.— The sail plan of a cruising yacht should be 

 small in comparison with that of a racer. Extreme speed is not 

 sought for, and economy in running expenses is obtained thereby 

 as only a small crew is needed; as, however, tbe winds along this 

 coast are moderate in summer, experience teaches us the necessity 

 of two rigs, one for winter and one for summer. 



For either rig, no change should be made in the masts and top- 

 masts, so as not materially to alter the disposition of weights; 

 and we therefore shorten the booms, gaffs and bowsprits to obtain 

 the small winter rig. The ordinary working light sails are all 

 sufficient. For winter cruising the storm canvas should be com- 

 plete, carefully made and of heavy duck. The single sticker 

 should carry trysail, storm foresail (or forestaysail) and storm 

 jib; or, as they are called in England, spitfire jibs. 



The schooner should carry trysails, storm foresails and storm 

 jib. It is a custom in England to have trysails with a gaff; this 

 seems to be unnecessary. Up tu the size of 90ft. waterline, a sin- 

 gle bowsprit and jib is undoubtedly best. 



Schooners of 80ft. may have the summer jib furled on a stay, as 

 much time is saved thereby when getting under way, but in the 

 winter season the shifting of jibs on the stay is dangerous to the 

 lives of the crew. For vessels of 100ft. waterline the bowsprit and 

 flyingjib boom become anecesssity. 



The Guinevere, an English vessel of this size, tried the single 

 jib and found it too large to handle in anything of a breeze. 



For many years an impression prevailed among American 

 yachtsmen that heavy anchors and chains were very detrimental 

 to a vessel's speed. Most of our yachts, especially the racing ones, 

 were lamentably deficient in ground tackle. As anchors and 

 chains are now stowed, however (about the mast rather than in 

 the bows), the weight is less important. In speaking to sailors it 

 is not necessary to say that tbe tackle should be of the very best 

 that can be purchased. The modern windlass with its clutch grip 

 is snch a decided improvement and such a perfect machine, that 

 it is preferable, under all circumstances, to the capstan. As to the 

 vexed question of wheel versus tiller, the use of the latter, a pass- 

 ing and harmless bit of Anglomania, in my opinion, is not open 

 to much discussion. Binnacles are made in all shapes and sizes, 

 and most of them are pretty and useless toys; they should be 

 made larger than those in use, especially on smaller yachts. A 

 yacht when at anchor should have her booms lowered, boats at 

 boom ends and properly secured, and flags mast-headed in the 

 proper manner. Her gear should be kept taut, her sails properly 

 furled, and everything about the vessel looking ship shape and 

 "Bristol fashion." It has much to do with her commercial value, 



