386 



FOREST AND STREAM. 



[April 7, 1892. 



THE AMERICAN CENTERBOARD SLOOP. 



Editor Forest and Stream: 



Once more I ask indulgence in your impartial paper to say a word 

 for the centerboard sloop, which according to the outlook has 

 become nearly obsolete. Why is this so? Surely the past season is 

 not conclusive evideuce against the centerboard sloop, the victories 

 of Beatrix over Oweene, Miueola, Sayonara, Nautilus and Jessica, 

 all keels, should count decidedly in favor of the board, leaving the 

 performances of Gloriana out of the question, as Beatrix more re- 

 sembles the Burgess keel? , being from the same designer's board, 

 his last effort. Beatrix has the same long entrance and the same 

 heavy quarters, the same shoal forefoot and the same overhang, 

 carrying a lead keel at the lowest point. In what way could the 

 q tiestion of centerboard vs. keel, broad beam and shoal draft as 

 against narrow beam and deep draft, be more satisfactorily settled'/ 



As to the question of superiority between Gloriana and Beatrix it 

 has never been settled by actual contests, as in their only meeting 

 Beatrix came to grief in the early part of the race. Biit I do not 

 think that even had Beatrix no accident that she is the equal of 

 Gloriana in point of speed in what would be a scupper breeze for the 

 latter. 



Gloriana comes nearer to the idea of what a perfect keel yacht 

 should be than Beatrix is to what a perfect centerboard yaeht should 

 be. Beatrix has the same shoal forefoot and scant forebody of her 

 keel sisters. These yachts with long entrances and full quarters are 

 fast in smooth water, reaching or runuing in light winds at moderate 

 angle of heel, but when driven at high rates of speed in heavy winds 

 nnd rough water they bury and choke. Such a yacht in a heavy 

 wind aud sea has no chance with a yacht that has not this weakness, 

 and why designers wdl copy the defeated Thistle instead of the vic- 

 torious Volunteer passeth all understanding. 



The proportion of beam to waterline length iu Beatrix is not far 

 from right, and I feel confident that a Beatrix of 15ft. beam, 4(jft. 

 waterline and 7ft. draft, with a centerboard part wood and part iron, 

 dropping bodily to increase her stability, less weight on th? Keel 

 than she now has, a midship section less hollew in the floor, with a 

 harder turn at the bilge near the waterline, making a section wit h 

 nearly a straight line from turn of bilge to garboard, where the keel 

 should meet it at right angles, of considerable depth (but not beveled 

 away as is customary); this section to be placed a little forward of 

 the center of load line length, leaner buttock lines with the tuck 

 lowfr down under water to escape the flattening tendency of tuck- 

 ing in too rapidly, deeper forefoot, the slack in her barpins filled out 

 fair and consequently better bow lines. With a mainsail considerably 

 narrower at the head than the one she has at present, although hers 

 is an improvement on all others I have seen in her class iu this respect. 

 There is a waste of effort in these broad-headed sails with their low 

 hoist, they lack concentration in driving power and are not as effec- 

 tive as sails of more hoist aud less head on any point of sailing. 



It is amazing the effect that overhangs have on some of the de- 

 signers, there is a perfect stampede for them hit or miss. The fact 

 that Gloriana had an extreme forward overhang seems to give the 

 impression that her marvelous speed should be attributed entirely to 

 that. Although Gloriana has more overhang forward above the 

 waterline. she is fuller and deeper under the mast than any of the 

 yachts of her class, and her beam is nearer her center of load line 

 length. In Oweene we find the opposite, and I am of the opinion 

 that a Gloriana with 2ft. more beam and a centerboard, and 2ft less 

 draft would easily outsail all the keels in existence or now build- 

 ing. 



The yachts built of late years with extreme depth of heel and slack 

 forefoot with sboal forebody, require large mainsails and small head 

 sails, consequently a main mast rar forward. I think this an error, 

 as the mast should be nearer amidships and by a proper proportion 

 of and location of the center of lateral resistance nearer the center 

 of the vessel that she wdl steer better at all points of sailing on or oft 

 the wind, especially in rough water, and will carry her sail better. 

 I do not think that a sloop yacht in order to sail 16 windward effec- 

 tively should have an immense mainsail and small head sails. This 

 theory was exploded in Alborak as well as other theories. By the way, 

 I think that if General Paiue should reduce the lead say to eighteen 

 tons, deepen her forefoot, give the sternpost less rake and give her a 

 smaller suit of sails, narrow head, with the mast well aft, that she 

 would push them some yet; not forgetting to remove those hideous 

 channels, which be could do with the mast further aft. I hope this 

 will be done, I am confident it would improve her. Also lei us see one 

 wore centernoard in the field. Loyalty. 



[Will Loyalty kindly send his present address to this office.— Ed.] 



DESIGNING. 



THE first thing the beginner naturally gropes for is some scientific 

 formula that will enable him with unerring pen to draw in such 

 lines as will insure a successful craft, and it naturally seems odd to 

 him that with all the knowledge that has been gained, all the experi- 

 ments that have been made, and all the experience of accumulated 

 year=, that a mathematical calculation is not in existence that will 

 put doubt to flight and make the student master of the art of designing, 

 fliany have applied to us for this royal road to success, and been bard 

 to convince that no such road exists. Our attempts to point out the 

 qualities necessary to make a first rate design have undoubtedly dis- 

 pelled in a number of minds anotion that existed of our infallibility, 

 aud our very efforts have reduced us to the ranks of those who know 

 no more than a very ordinary person. It is perhaps as well so. Had 

 we all the possession of the infallible rule, a level of uniformity 

 would be rea?hed that woidd abolish one of the greatest charms of 

 our sport, that is its unending possibilities and its entertaining and 

 wondrous variety. That no "Golden Rule and Simple Plan"' exists, 

 is amply proved by the continual development in Tacht Designing 

 that is ever appearing, with fresh and even startling features, under 

 the magic touch of the skilful Naval Architects, that from year to 

 year compete to overthrow each other's productions, and although 

 data is of absolute necessity to success, it comes home to us that 

 exact science is as far away from design as the man in the moon. 

 Too many influences exist iu the conditions which surround yacht 

 raciug, a'ad model yacht racing, to allow of one kind of type being 

 successf id, and the man who has digested the conditions under which 

 his craft will have to sail, has taken a big stride in the direction of 

 success. To deal with model yachts, whieb-is our present object, it 

 js of the greatest importance that the size of the pond, or lake or 

 whatever it may be, on which the boat has to sail should be taken in- 

 to consideration. Small ponds mean small waves and large waters 

 mean large waves, the first short buffets, the second long plunges 

 and big knocks, A boat of moderate displacement and depth will 

 do well on the small waters, and larger displacement and'greater 

 depth will be advantageous on the more extensive waters. It is neces- 

 saiy to bear in mind that the waves kicked up by the wind must have 

 opposed to them that form of hull which offers the least resistance 

 to their buffeting. If these, waves can get under a sharply turned 

 bilge, each lift they give being exerted against the buoyant hull 

 above them, they will so to speak shoulder a boat to leeward, and by 

 every sideway push destroy her headway motion, whereas if they 

 come against a gradually turned side which when the boat is heeled 

 presents no pare for them to lift at they will comparatively expend 

 their force in vain. 



Tnis hiring the case, we come at once to two opposing factors: Ibeani 

 is wanted for stiffness, depth of body is wanted to get a clean, easy 

 turned bilge. We cannot have both, as such a combination would re- 

 sult in so large a displacement as a judicious sail plan would not drive 

 at great speed, and such a form would offer too great a resistance 

 to be. successfully driven. Tou ask at once what is a judicious sail 

 plan, and here again the same kind of difficulty presents itself to be 

 determined. The depth and ballast of the boat provides a lever to 

 keep her upright. The sails provide a lever for the wind to press her 

 over. If to get sufficient sail for the big displacement hull you go 

 too high with the sail lever you destroy the effectiveness of the sails, 

 because they are easily canted over by the wind to such an angle as 

 to their power of jesistance, and the less lose resistance they offer 

 the less effective they are to propel the boat. There is another view 

 of the same factor, the sail lever, which must be noted. It is a lever 

 being pressed forward by the action of the wind as well as canted 

 over, and with a long sail lever the boat's head is put down more with 

 the forward pressure than by a shorter one. This latter view at 

 once suggests that the form of the hull must be made to resist a 

 pressure which puts the head of the boat down too much, and this 

 as well as the sideway pressure is why we have introduced the ques- 

 tion of sail plan in at this point of our remarks. 



Now the form best qualified to resist forward pressure and head 

 submersing would be that which had the beam carried a long way 

 forward, and at this stage we are at once brought up by the fact that 

 we must cut it away forward to get a bow sufficiently sharp to divide 

 the water with small resistance, thus we have two desirable factors 

 opposing each other again. In the after body we want a clean run 

 for the water to close in easily, but here we also want to continue 

 beam as far aft as possible to get stiffness. Next we are posed by 

 the question of freeboard. A good freeboard gives us a bit of side to 

 support the ship when she is pressed over, but a good freeboard offers 

 resistance to the wind when sailing to windward. On the question 

 of the length of the sail lever it might be said, keep the sail plan low 

 and spread it well out fore and aft, but the answer to this is that it 

 lengthens the levers fore and aft of the center of lateral resistance 

 of the hull so as to make a boat unsteady on her course. So it is all 

 through, every quality desirable as a separate item is obstructed by 

 Other considerations, and this brings us to the absolute sta te that actual 



experience is the most necessary thing to make a successful design, 

 as the harmonizing and balancing of these opposing factors is the 

 fruit that grows on the tree of knowledge only, and the man that 

 rears the tree is the most likely man to get the right kind of fruit.— 

 The Model- Yachtsman and Canoeist. 



MODEL YACHTING. 



THE American Model Y. O.. of Brooklyn, is preparing for an active 

 season, a number of new boats being on the ways. The accom- 

 panying sketches show two of these, one designed by Mr. Herbert 

 Fisher and building for his own use, and the other designed by Mr. 

 P. Nichols and building for Mr. James Sheridan. The former is 

 70.75in. over all, 45.77in. l.w.l., 13. 5m. beam. lOin. draft and 53los dis- 

 placement. The latter is 71.15iu. over all, 45.65in. l.w.l., 15.5in. beam, 

 9. 70in. draft and 53.50lbs. displacement. The design was originally 

 intended for a centerboard boat, the board to be of a ltl m sheet brass, 

 but the plan was changed to make a keel boat. At a meeting of the 



club on April 1 at the residence of Mr. Geo W. Townley the follow- 

 ing officers were elected: Com.. W. V. Hanson: Vice-Corn.. G. W. 

 Lyons; Treas., G. W. Townley: Sec'y. H. Melvin; iHeas.. F. Nichols. 

 The opening races will be held on May 30. 



The Philadelphia Model Y. C. is also preparing for a larger amount 

 of racing, the interest iu model yachting being decidedly on the in- 

 crease, the sailing rules of this club are as follows: 



1. The yachts shall be divided into four leugth-over all classes as 

 follows: First diss, 36in.; second, 30in.; third, 24in.; fourth, 18in. 

 Beam and depth in each class optional. 



2. If the length of a model be between the class measurements it 

 shall be classed in the higher class for racing. 



3 First: The course on Centennial Lake may be triangular or 

 straightaway and return. Second: The course shall be decided by 

 the sailing committee. 



4. Each match shall consist of two hours sailing. 



5 The course must be sailed over as often as possible within the 

 prescribed time. 



6. An interval of five minutes will be allowed between the finish of 

 the seeoud boat in one round and the stariiog of next round. 



7. First: The last round shall be started in sufficient time before 

 the expiration of the two hours to allow it to be finished within that 

 time. Second: The mean time of the previous round shall be taken 

 as the probable duration. 



8. All yachts entered in a match shall take their stations by lot, No. 

 1 to windward and th? others in sequence. 



9. The leeward yacht of the first round shall be the windward yacht 

 of the second round, and so on. The other yachts shail retain their 

 relative positions. 



10. Each yacht shall retain its position in the line at starting, even 

 though yachts above it do not start in the round. 



11. No pale shall exceed 6ft. in length. 



12. The pole must be used only for steering the yacht when stand- 

 ing on shore. 



13. Any member infringing the sailing rules shall be warned once, 

 and upon a repetition of the offense shall be declared by the umpire 

 out of that race. 



14. At all club races the yachts must pass between two flags, the 

 position of which shall be decided by the sading committee. 



15. The yacht winning a round shall score two points The second 

 yacht in a round shall score one point. The highest score at the end 

 of the two hours' sailing shall take the first prize, and the next high- 

 est the second prize, and so on. 



16. All races saded on or during race days shall start at 3 P. M. 

 sharp. On regatta days the starting time shall be fixed by the sail- 

 ing committee. In inter club races oue starting lime shall be agreed 

 upon by the racing committee of the several clubs participating. 



CONDITIONS OF THE "COUPE DE FRANCE." 



ART. I. The "Coupe de France," established by the "Oomite. du 

 Yacht Frangais," is the prize for ah international race, to take 

 place in 1892, in which all yachts which conform to the conditions 

 announced below, may take part. 



Art. II. This cup ts and remains the property of the "Union." 

 The club or the owner of a yacht which may be theholder, shallhave 

 but provisional possession. 



Art. III. The races shall take place in French waters, between 

 Julyl and Oct. 1: in a locality designated by the "Union" prior to 

 March 1 of each year. 



Art. IV The racing rules will be those of the "Union des Yachts 

 Frangais." 



Art. V. The races will be open to yachts of all nations, and of all 

 rigs and both fixed keel and centerboard, of which the tonnage is 

 over 5 tons and not over 23 tons, French measurement. 



Art. VI. Foreign yachts, to be admitted, must be constructed in 

 the country under whose flag they sail. 



Art. VII. Of French yachts, onlv those will be admitted of which 

 the design has been made by a French designer, and which have, 

 been consiructed and equipped, including sails, in France, and which 

 are manned by a French crew. 



Art. VII. Foreign yachts desiring to send a challenge shad give 

 notice, through a yacht club of their country, before April 1 of each 

 year. 



Art. IX. Yachts desiring to send a challenge to a foreign club 

 holding the cup, shall notify it through the "Union des Yachts Fran- 

 gais," also before April 1 of each year. 



The notice of challenge shall contain, first, the name of the owner; 

 second, the name of the yacht; third, the dimensions necessary to 

 calculate the measurement, or the certificate of measurement given 

 by the "Union"; fourth, the rig of the yacht; fifth, her origin, the 

 date of her construction, and her build — wood, iron, steel or compo- 

 site: sixth, the fac simile of her racing flag; seventh, a promise to 

 have no recourse to the decision of legal tribunals for the settlement 

 of any dispute which may result from the various incident;, of rac- 

 ing, and in consequence to sign in such a case an agreement for 

 friendly arbitration. 



Ait. X. When a challenge shall have been sent to the club holding 

 the cup, this club shall make known the names of the yachts which 

 will defend the cup, prior to J une 1 of each year. 



Art XI. If no challenge shall be received prior to April 1, the races 

 will be postponed until the following year. The same shall be done if 

 none of the yachts which nave sent the challenge present themselves 

 to race. 



Art. XII. If no yacht presents itself to oppose the challenge the 

 cup will be. delivered to the club of the yacht which has sent the 



challenge; if there are several yachts concerned, they shall race 

 among themselves to determine the winner, as though the challenge 

 had been taken up 



Art. XIII. The contest shall include races, the details of which shall 

 be published each year in a special programme prepared by the 

 "Union des Yachts Frangais." The course for each triai shall be not 

 less than 20 nautical miles, and the yachts shall cover it at a speed 

 not less than three miles per hour, otherwise the race shall be declared 

 off. A yacht coming in flrst in two races shall win the cup; if she 

 wins the first t wo matches the third shall not take, place. If each of 

 the matches is won by a yacht of a different nationality, or by differ- 

 ent yachts of the same nationality, a fourth trial among the winners 

 shall decide the final winner If on the three trials, two are won bv 

 the same nationality, the final trial shall take place only between 

 these two yachts. 



Art. XIX. The club which shall have sent the challenge, or the 

 "Union des Yachts Frangais." may intrust the cup to the owner of 

 the winning yacht, on condition that he gives sufficient guarantees. 



Art. XV. The starts shall take place at exactly the time announced, 

 unless, first, that there is not sufficient wind ; secondly, that no acci- 

 dent occur before the start, in which case the judges shall decide 

 whether it is proper to accord a reasonable delay for the reparation 

 of damages. 



Art XVI. The "Union des Yachts Frangais" shall delegate to some 

 local nautical society the management of the races. 



Art XVH. The "Union des Yachts Frangais" reserves the right, 

 as long as it or a French club may be holder of the cup, of modifying 

 or chaneing tne conditions of the races, prior to Feb. 1 of each year . 



Art. XV JUL The letters of challenge shall be accompanied by an en 

 gagement to be present at the place of entry, which will he indicated 

 in the programme. 



The programme for 1892 is as follows: 



The foreign yachts desiring to send a challenge for the "Coupe de 

 France" should notify, through a club of their countrv, the "Union 

 des Yachts Frangais," before the first of April, 1892. The trials will 

 take place, if a challenge is sent, on Aug. 27, 29 and 30, at Havre. 



The entrance fee is fixed at 50 francs ($10). 



The. sum of 1.000 francs (8200) will be awarded to the winner of the 

 cup. Further, the "Union" will present to all holders of the cup who 

 may be obliged to deliver it to a new winner, a miniature copy. 



A yacht arriving first in a race but not winning the cup, and of a 

 differ ent nationality from the winner of the cup, shall take a sum of 

 500 francs ($100); and if there should be two vachts in this ease, they 

 shall divide the 500 francs. 



NEW JERSEY Y. C. 



THE twenty first annual meeting of the New Jersev Y. O. was held 

 at their club house, foot of Tenth street. Hoboken, on March 31, 

 and brought out a large attendance of members. 



The reports of the various outgoing officers were read, that of the 

 treasurer being one of the most important: it explained at lengtt the 

 total amount of receipts and disbursements for the past year and the 

 amount of balance on hand. The most important report, however, 

 was that of the trustees, in whom the property of the club is vested. 

 It told of the improvements made during the season just closed, and 

 particularly those made inside the club house, the room having been 

 handsomely decorated and several new models and paintings added 

 to the club's collection. The report suggested important alterations 

 and improvements to the outside of the club house and to the annex 

 club ho..se. The club later in the evening authorized the alterations 

 and improvements made as suggested. 



The New Jersey Y. C. has now attained its majority, having been 

 organized in 1871 and incorporated in 1878. For the information of 

 those of our readers unacquainted with the club's present location 

 we would say that they at present, and for more than ten years, have 

 occupied the club house, situated on the brow of the hill, just above 

 Castle Point, and in tbe historic Elysian Fields, which was built by 

 the late Com. Edwin A. Stevens, its first commodore, for the New 

 Y T ork Y. C, and for many years occupied by them; the races of the 

 latter club being started off this club house, and the outer mark being 

 then the southwest spit buoy. This was in the days of the famous 

 sloop Maria. 



At present, in addition to large club house occupied by the New 

 Jersey Y. C, they have an annex on the beach in front, in which are 

 kept the yacht tenders, and which is also used as a work shop. The 

 annex has an ample float in front of it. Adjoining the latter on the 

 north, the club possesses a fine sandy beach, with ample room for a 

 dozen boats at a time, and also substantial ways for bauliug out. 

 The anchorage is unsurpassed by any club around New York, being 

 a basin with lift, depth ac mean low water, having ample accommo- 

 dations for laying any number of yachts New Y'ork can bo reached 

 by way of Fourteenth street ferry, four blocks above, to Fourteenth 

 street, or by Barclay or Christopher streets respectively in 15 min- 

 utes from the club house. 



The club opens this season with a membership close to 100, and a 

 fleet something like 40 craft, of all sizes, from the little 10ft. cat to 

 the 90ft. steam yachr. 



For the 21st annual regatta, Monday, June 20, has been selected, 

 the courses being those of this club in the upper and lower bays. An 

 ample sum for prizes was appropriated at the meeting. It was also 

 decided that club go into commission on May 1. The following of- 

 ficers were elected: 



Com., John Ortlieb. cabin cat Henry Gray; Vica-Com., Franks. 

 Ketcham. sloop Charm; Rec. Sec'y, James E. Clark; Fin. Sec'y. Ben- 

 jamin A. Deetjen; Cor, Sec'y, Louis Wunder; Treas., Edward W. 

 ICetcham; Meas., Henry Snyder. Trustees, Edward W, Ketcham, 

 Edwin A. Stevens, John Ortlieb, Alfred Wenzel, and Paul Creeger. 

 Begatta Committee, Edward W. Ketcham, Gilbert S.Brown, and 

 James E. Clarke. Delegates to New York Yacht Racing Association, 

 George E. Gartland, Frank S. Ketcham, Louis Wunder. 



YACHT NEWS NOTES. 



At VVintringham's yard the old sloop Crocodile is on the ways for a 

 new stern 5ft. longer Than the old, with new decks and general repairs 

 to hull. In the lower shop a handsome 21ft. l.w.l. cruiser is partly 

 planked, a deep centerboard boat with long ends. She will carry a 

 300i b. plate of Tohin bronze, hung with counter weights so as to be 

 easily handled. The Cielow catboat, for Mr. C. T. Pierce, owner of 

 the catboat Dot, is about finished, and another cat has been com- 

 menced. A stetim launch of 50ft. has also been started in the boat 

 shop. 



The twenty -fifth annual meetiug of the Columbia Y". C. was held on 

 March 28, at the Boulevard Hotel. Broadway and Seventy-fourth 

 street. Tne officers elected are: Com., Charles T. Wells, Mistral; 

 Vice-Corn , A Y. Tringle, Nautilus; Hear Com., R. P. H. Abell, 

 Armina; Sec'y, George Parkhill; Treas., James A. Weaver; Fleet 

 Surgeon, Dr. Henry M. Griswold, Venture; Meas., J. F. Mitchell: 

 Steward. Thomas C. Spear. Board of Trustees: Ex-commodore 

 William H. Rowe, John B. Haskins and J. M. Vail. 



The sails for the two Herreshoff yachts that are to go abroad, the 

 Clyde 2^-rater and l he Solent half-rater, were made by Wilson & 

 Silsby, of Boston, who made the sails for Gloriana and Wasp. The 

 same firm is busy with a new outfit of canvas for Puritan in which 

 some new ideas will be tested. 



Messrs. Chas. L. Seabury & Co.. the designers and builders of 

 steam yachts ana launches, will o i May 1 remove their offices to 52 

 Broadway, where they will have increased accommodations for ex- 

 hibiting a larger variety of yacht models and designs. 



Manning's American Yacht List, which will shortly be ready, will 

 be still larger than last year's book, while special effort is "being 

 made to secure accurate returns and make the book still more com- 

 plete. 



Peerless, schr., is fitting out at Boston for a trip to New Y r ork, hav- 

 ing been sold to New Y r ork yachtsmen. She was built at Go wan us 

 for Mr. J. Rogers Maxwell, making her reputation as a racer under 

 his flag. 



The new Stewart & Binney 21-footer has been named Sirocco by 

 Mr. W. P. Fowle, Tne boat is spoken of as a very stvlish craft, and 

 she has shown up well on her trial trip in a strong breeze. 



Verona, 40ft. centerboarder, designed by Mr. Burgess in 1889. has 

 been sold by Mr. Waterhouse to Com. A. E. Austin, R. I. Y. C. who 

 has sold his 30 footer Shark to go to Switzerland. 



Messrs. Adams, the new owners of Beatrix, have changed her 

 name to Harpoon, making a fourth in the series of double ciphirs, 

 Pappoose, Baboon, Gossoon. 



Alborak, Gen. Paine's 46 fooler, has been hauled out at Lawleys', 

 where her lead keel will be removed and re-cast and other important 

 changes made. 



Marguerite, schr., is out at Lawleys' and her keel has been re- 

 moved and re-cast, while her foremast and bowsprit have been 

 lengthened. 



The spring regatta of the Co-inthian Navy will be sailed on June 11 

 from the grounds of the Hempstead Harbor Club, Glen Cove, Lone 

 Island. 



The new Stewart & Binney centerboard 21-footer will he named 

 Catspaw, while the Taylor catboat will be named Typhoon. 

 Stewart & Binney have an order for a 25ft. l.w.l. cruiser. 



