412 



FOREST AND STREAM. 



[Mt>T. 40, 1899* 



Changes in Measurement Rules. 



When the present rule of the Yacht Racing Association was 

 adopted in 3887, one of the provisions was that the rule should be 

 imcdanged for a period of seven years, unless repealed by a vote of 

 two thirds of those present ac a general meeting. Naturady there 

 has been some opposition to the new rule at times, in spite of its 

 obvious advantages over the old tonnage rule, but at no time has 

 this opposition assumed a definite form, nor has any effort been 

 made to secure the repeal of the rule before the original limit ex- 



^^The fact that the coming season will be the last of the seven years 

 has awakened of late a very active discussion of the rule, as it is 

 necessary to the continuance of yacht building that if a change is 

 to be made due notice must be given. The opponents of the rule 

 have not only overlooked the vast improvement shown in the 

 larger yachts, as in the present 20 and 40-raters compared with the 

 lO tonners and 40-tonners produced by the old rule; but they here 

 laid to it all responsibility for extreme light construction, fin keels, 

 reduced displacement and other real or alleged evils. 



I'he discussion of the question in the Field and the Yachtsman, 

 though quite extensive, has thvis far produced no practical results, 

 although formulas by the dozen have been suggested. Many of the 

 disputants have not contented themselves with the main issue of a 

 desirable system of measurement, but have wandered off into the 

 side issue of the measurement of the waterline and taxing of over- 

 hangs, going into elaborate mathematical demonstrations. 



The present Y. R. A. rule, by length and sail area, ib objected to by 

 some on the ground that the principle involved is wrong, and that 

 the hull only should be considered in yacht measurement. Thus far 

 this party has not proved its case, but the ideas of measuring by 

 either size or length of hull are firmly flsed in the minds of many 

 yachtsmen. 



The most practical discussion of the whole subject which has yet 

 appeared is by Mr. Dixon Kemp in the Field of Oct. 2-2, a summary 

 of the various methods of hull meeasurement used or proposed in 

 the past. We reprint the article in full, as the subject is of no less 

 importance on this side than in England. Mr. Kemp writes: 



"An opinion has always been cherished by many shipbuilders that 

 a measure of size, whole bulk or measured bulk, ia the proper basis 

 for a time allowance in competitive sailing. For at least thirty years 

 this proposition has been propounded and refuted more or less suc- 

 cessfully in our columns; and we refer to it now only because it can- 

 not very well be avoided in discoursing on a hull measiu-ement for 



time allowancti. ^ ^ ^ ^ ^ jg the favorite form of the rule, where 

 Constant 



D is either depth of hold or draught of water. The rule 



Length xBreadthxPepth ^^^^ ^^^^^ in the United 



States— in fact it was the 'registered tonnage' of the country before 

 Moorsom's rule was adopted— and it suited the shallow yachts of 

 America, although probably it bad not much to do in creating the 

 shallowness. However, there is not much doubt if such a rule were 

 adopted — whether depth or draft were used as a factor — that ex- 

 treme shallowness of Jiull or draft of water would soon be the result 

 and the draft of water W4.uld be pretty much the same forward and 

 aft; in fact we should have the straight keel nearly parallel to the 

 load waterline, formerly in fashion and still to be met with on some 

 parts of the coast. If a depth rule were used in combination with a 

 tax on sail, the shallowness or smallness of hull would be still more 

 apparent. 



•'Displacement or immersed bulk has also been tried by the New 

 York Y. I'., in 1851, in the days of the America, and again in 1871, 

 when the Livonia visited America, it being supposed that the rule 

 would operate uufavorably on the heavy displacements of British 

 yachts. After iliis the New York Y. C. tried whole bulk [cubic con- 

 tents], which is the same as our registered tonnage, excepting that 

 the measurement was to outside of planking instead of to inside of 

 ceiling. In 1H&3 the New York Y. C. measurement committee, in re- 

 viewing these rules, came to the conclusion that any system which 

 taxed breadth, depth or bulk would favor or foster an opposite 

 quality. This pithy remark of the New.Y'ork committee really sums 

 up the whole situation with regard to systems of rating founded on 

 the hull. It contains an unalterable principle, wdiich is bound to 

 guide the framers of a rating rule based on any quantity relating to 

 the hull. 



"One quality can be advanced in favor of internal capacity, or 

 bulk, which we now use as registered tonnage, ana that is, such a 

 rule would encourage enormous scantlings. The frames would be 

 of great moulded depth, and the plank would be thick, and all 

 sorts of dummy material would besides be introduced in the way 

 of casings over beams, frames and floors. Should, however, regis- 

 tered tonnage (R.T.) be introduced to obtain a co-efticlent of fineness, 

 / LxBxD \ /^Sail areax 



( — — \ or { — j^Hj — K then the object would be to cut down 

 the sizes of the frames, etc , to the last possible point consistent 

 with safety, and the alleged tendency of all rating rules would be 

 emphasized. We are, of course, not arguing chat the shipbuilders' 

 rule would not class fairly enough existing yachts, but it is neces- 

 sary to look very much beyond that in providing a rule for yacht 

 designers to be bound by. 



"The old British tonnage rule did not tax depth at all, breadth only 

 being used besides lengtu. This length and breadth rule was thus 



formulated for Custom House purposes (prior to 1854): (^^)X \o / 



(L+BJ^xB 



94 



and was modiJied by the Y.B.A. to . This rule was much 



easier on beatn ihan the old Custom House rule, but it still pro- 

 duced nothing but narrow, flat-sided vessels, and was fluallj^ rejected 

 mainly for that reason. The consideral ions which induced these re- 

 sults would be revived should beam be taxed in any modiSeld form- 

 no matter how slight the tax, so long as length remains the more 

 valuable quaUty, and draught of water remains untaxed, a narrow 

 flat sided vessel would be the result. Should depth of hold be taxed' 

 a shallow T section would be the result: and if draught be taxed! 

 a broad U section, shallow hi proportion to what the section 

 would be if only length and breadth were taxed. It should he 

 noted thnt a rule whicn taxes length and breadth alone, like the old 



L B 



Y.B.A. rule, is practically the same in its effects as a rule would 



D 



be, as it compels a large use of depth, draught, and displacement 

 consequent on the cutting down of beam. ' 



•'If length and some fraction of breadth were taxed and used in 

 coimectiou witu sail aiea, the most likely; result would be (no limit 

 be.ng placed on length) a very small sail area and a long, narrow 

 canoK-shaped hull wiih deep lead keel. ' ' 



"Another form of i-.ttitig has been used, and indeed, .still is used in 

 Fiauee, t)y simply taking length and girth. A great deal was written 

 against this rule in our columns in the year 1881, and before that date 



/Girth\2^/j^B , 

 tind since. The French rule is V 4 / V ^ ./ . This rule, it will 

 Constant 



be seen, would tend to increase beam and reduce depth, because 

 depth would stand at its full value in the formula, while beam 

 would I e used to reduce the value of the factor length. We do not 

 think thai rule woitld produce desirable Results in the hands of our 



yacht designers, any more than a rule ( 5 ^ ''^'^^''^would, 

 , Constant 

 "The girth here used is taken from gunwale across the deck and 

 under keel back to the starting point; but girth from load waterline 

 under the keel to load waterline has either been proposed or used 

 Uam hems only measured so far as it operated in expjndmg the 

 V measui erneut taken. U is obvious that such a rule would encourage 

 fiionuous tops, and designers would soon learn to design yachts to 

 sail more or less on rheir sides. 



• When we were discussing the girth rule in 1886, Mr. Mark Robin- 

 son, a marine engineer, proposed that the rating rule should be 

 Sail area x length , , 



^rr^ (the under water gu-th only being used). Such a 



rule naturally commends itself to a marine engineer, as it so much 

 resembles one of the formute by which the co-efficient for steamboat 

 perforipmiceisabtainedr in fact, Mr. Robinson 



proposed 



Sail area x lengt 



Area mjd-htction 

 Bail 



an alternative rale 



area x length 



Area of mid-section 



' Uiaplaeeme'nt ^* obvious that of these two formula? the 



first would produce a lai-ge mid-section, aud the second a large dis- 

 placeinent: or comparatively mid-section and displacement might be 



•'It is equally obvious that a rule Sail_ai-ea x length ^^^^^^ ^^^^ 

 toijroduce a vessel with a hollow T sectioii', as the girth could be 

 IJi'^l^fil^l''-^ ""^ "^r^ 5^^^* (to reduce the rating), whUe th^e need 

 sfsb^ce I'lleup the displacement Vnd consequent re- 



"The French yacht clubs formerly (prior to 1880) used a rule which 

 mucb resembled a 'bulk rule' and was aa follows' ( k2<_5i<JP ) 



^ Constant y 



0 (depth) In this rule was taken at the quarter beam, and this 

 method of measurement fixed the si^e or area of section with a 

 much greater exactitude than the old English way of taking depth 

 to the top of floors. , ,, 



•'Of course the effect of such a rule would be to produce shallow 

 beamy boats with T section. , .„ , , 



"A size, displacement, or bulk rule, or a dimensions rule will lead 

 to a reduction of the quantity to be driven, or of a cutting down of 

 the least valuable of tne dimensions in order in either case to obtain 

 an increase in the element (length.) which facilitates the driving of 

 bulk. These are the inevitable consequences of any possible com- 

 bination of length, breadth and depth in a rating rule unless one of 

 the terms is used for reducing the resultant rating. If sail area (or 

 the driving power) he included in the combination of terms, the re- 

 duction of bulk or displacement will be still more marked, inasmuch 

 as taxing the driving power is pretty much like taxing the quantity 

 driven. This represents the elementary situation presented to the 

 yacht designer by the Y. R. A. rating rtde. He is set the problem, 

 say, of designing a 5-rater which in his eyes is represented by the 

 figures .30,000 (5 x 6,000). These figures divided b,y the length of 

 waterline show him what sail area will be allowed, and then he has 

 to consider the following complicated propositions, weight being 

 used as synonymous with displacement: 



1 . Weight retards speed. 



•3. W^eight accelerates speed by increasing stiffness. 



3. Length increases speed. 



4. Increase of length diminisbes speed (under some conditions) be • 

 cause it reduces sail area. 



o. Increase of sail area reduces speed (under some conditions) be- 

 cause it reduces length. 



'•Thus the problem set before the yacht designer will be to drive as 

 little weight as possible at the greatest speed possible, with as little 

 sail possible in order to obtain the most advantageous length pos- 

 sible. 



"The best possible combination of length, sail spread and weight 

 to solve this problem and to design the most successful boat up to 

 date has been produced by a tentative process, the designer having 

 gradually increased length and decreased sail area, and decreased 

 weight, making up for it (as righting power) by giving increased lev- 

 erage to the lead xeel,* and reducing the weight of material used in 

 the hull, so as to obtaia'a maximum weight of lead. The objection- 

 able features in this production tire mainly smallness of hull and in- 

 sufficiency of strength The length aud the small sail spread are un- 

 objectionable by themselves, and that it may be said, any objection- 

 able pectdiarity in the form of lead keel could at any moment be 

 altered. 



"From this view of the case it would appear to be highly import- 

 ant that, in any combination of dimensions and sail area in a rating 

 rule, one dirat^nsion should be used to insure a .sufficiency of bulk, 

 it being assumed that the existing rating rule does not insure this, in 

 the small classes at least, although no stand-ard of sufficiency has 

 been named. In fact, we believe that any fixed standard or hard and 

 fast safeguard would be objected to. A 'rule which would insure a 

 sufficiency of bulk is the one we proposed last week: Rating x 



D representing the depth at the quarter beam measured from 



u o 



the decK level amidships. In existing yachts of what are admitted 

 to be '•wholesome types," this depth is about one-eighth the length 

 of waterhne, and where this depth falls short of that standard, a 

 penalty would be imposed by the rule instead of insisting that the 

 standard must be complied with. The tendency of this rule obvi- 

 ously would be to produce a boat somewhat of the old length class 

 type with a large mid-section; but the exaggerated form of these 

 boats would, perhaps, net be reached on account of the tax on sail. 

 Another tendency would also be to reduce the beam in order that a 

 greater depth might be measured; this also would operate against 

 the formation of a length class type. 



"The general conclusion vvhich we arrive at is that the most 

 satisfactor.y hull rating (sail area being left out of the rule 

 altogether) would he length of waterhne alone; and next to that a 

 LengthxBreadt.hxDraft , ^ ^ ^ , , 



- rule, but either ot these rules would be 



Constant 



inapplicable to existing boats, aud for the present, at least, should 

 only be applied to the classes of .5- rating and under. We are even 

 inclined to think that the Royal Windermere rule fixing a liberal 

 maximum of breadth and draft for any given (eugth would be better 

 than LxBxD, taking length alone for time allowance, or length in 

 combination with sail area. Thus, if the leugth and sail area be 

 retained for the classes of 5-rating and undei^, the most simple way 

 of insuring more sail being carried for any given rating is to limit 

 the length. But this would not necessarily mean more bulk or depth 

 of body, as the requisite power to carry the increased sail area might 

 be derived from extra beam or extra draft, or both combined. The 

 length check could, however, as already pointed out, be stipple- 

 mented by limits to breadth and depth. The rule would then resem- 

 ble the Royal Windermere rule, as well as the old C class rule. 



"If length is to be left unrestricted, then we think some provision 

 should also be made to insure a greater bulk of body. We do not 

 think any rule which is 'easier on sail' than the Y. R. A. rule would 

 do this. The enormous value of length is now so well understood 

 that for any given rating more length and beam would be taken 

 instead of more sail, aud, if more sail were taken, that would not of 

 itself insure the 'wholesome type' of yacht of which every one has 

 an ideal, because stiffness to carry the extra sail would be provided 

 by an increase in beam and not by an ircrease of bulk. Perhaps, 

 however, a satisfactory hull rule, or an amended length and sail 

 area rule, may be produced before the Y. R. a. ineasmement com- 

 mittee, adapted for the small classes. Under any circumstances we 

 do not think it would be wise to enact that the rule shall remain in 

 operation for a given number of years. The present rule, it wijl be 

 remembered, was installed for seven year.^, unless repealed by two- 

 thirds of those present at a general meeting. 



"So far as the classes above S ratlng are concerned in the immedi- 

 ate future, there does not appear any necessity tor limiting length if 

 some provision is made against extreme shallowness of hull. As we 

 have already pointed out, if beam is taxed to insure a fair depth of 

 body, beam will necessarily be cut down 10 the extent it was under 

 the old tonnage rule, and we think that, up to a certain proportion of 

 beam to length, beam ought not to be taxed. For the sake of illus- 

 tration, we can say that the proportion of untaxed beam is fixed at 



one-fourth the length, ^ , aud any beam in excess of that to be added 



to the length used for the rating. Thus a COft. 40 rater, to escape 

 penalty, would have to be of 15ft. beam, and the sail allowed would 

 be 4,000sq. ft. If a greater proportion than 15ft of beam were used, 

 eithtr the .'^ail area would have to be reduced, or the length would. 

 For lift, beam the sail area would have to be reduced to 9,87(Vq. ft., 

 or the length to 57 '5ft. 



"We have already pointed out that limiting length by the rating 

 in the large elas.s would prejudicially affect the production of vessels 

 of the Lethe aud Amphitrite class, and we need say no more on that 

 subject. 



•'If, therefore, the present rating rule is to be retained, the sim- 

 plest plan of obtaming the results whicb are regarded as desirable 

 is, for the small classes ot 5-rating and under to limit length, breadth 

 and draft of water, but make the limits sufficiently large so as not to 

 cramp designers. For Ihe classes above .^ rating, place a tax on 

 beam after it exceeds a certain proportion to length. What that 

 proportion should be can be he.-eafter fixed, and when we placed it 



it at ^ we only did so to sliow how such a regulation would be 



worked." 



=>' Of course, tliis means that the metrie height is increased in exact 

 ratio to the decrease in weight, so as to preserve au equal moment of 

 stability at any practical sailing heel. 



Miramichi Y. C. 



The most interesting thing in the season's experiences was the way 

 the old champion of many races, Kilbride, went to the rear in the 

 hands of new owners. In Com. Miller's hands, and with him at the 

 stick, she won Q races out of every 10, and this year, tmder new 

 management, she was tlie last yacht m, every time. Man.y a racer's 

 reputation is due, in the same way, to skillful manageinent. The 

 new flagship, 3Iaud, won only the last race of the season. But she 

 improved steadily, and, with the alterations she is to undergo this 

 winter, she will probably carry the commodore's flag to the front 

 next season 



Club members who think it necessary to have professionals to sail 

 their yachts in races met with an eye opener this season. Calypso, a 

 beamy boat of local design and great power, had always been han- 

 dled by professional boatmen, and had always been beaten. Vice- 

 Corn, Stewart, with a crew of amateurs from"behind counters, sailed 

 her to victory this season, winning handsomely over the wbole 

 squadron, and in a subsequent race, under the same conditions of 

 wind and water, she was nandled by the crack professional helms- 

 man of the river and badly beaten by the same opponents. Her 

 owners have concluded that amateur handling is good enough for 

 them in future. 



The yachts are going into winter quarters after a good season's 

 racing, cruising and afternoon sailing. 



One keel has been laid for a new boat, and one or two more are 

 talked ot as probable. Calypso will have an overhanging stern next 

 season and more headsail. 



The utmost harmony has reigned in the club, and all the races have 

 been conducted without a dispute of any kind arising. 



International Racing'. 



Sditor Forest and Stream: 



Looking on at the quarrel between English yachtsmen and the 

 New Y'ork Y. 0 from Canadian moorings, where 1 am in a position 

 to view both sides of the question disinterestedly, I can see no reason, 

 except English stupidity or pigheadedness, for failure to make a 

 match for the coming season. 



The Englishmen objected, with reason, to the measurement clause 

 of the new deed and very properly refused to comply with it. The 

 N. Y. Y. C. does not ask compliance with it, but offers to accept 

 just what is offered— length on load waterline. Now what sense or 

 reason is there in howling about that clause au.y longer"? Some in- 

 conceivable stupidity persuades the Englishman that if they win the 

 Oup they will be forced to exact compliance with the clause from 

 future cnallengers. What nonsense! The winners will hold the Cup 

 on the same terms as the N. Y. Y. C. holds it and will have pre- 

 cisely the same power to accept challenges. They can trust them- 

 selves, surely, not to exact the pound of flesh f rom^challengers. If 

 they win they can accept challenges that give the waterline length 

 only, or challenges giving no dimensions at all. 



The N. Y. Y. O. has promptly conceded everything in its power 

 that Lord Dunraven asks, except that it refuses to debar or penalize 

 existing yachts. This refusal renders it necessary for the chal- 

 lenger to build up to the size of the largest American cutter afloat 

 or on the stocks, which is, I believe, about S4tt. If be intends to 

 challenge with a big boat this refusal cannot embarrass him. 



The N. Y. Y. C. has no power whatever, it seems to me, to make 

 any agreement with anybody as to the terms that shall govern 

 challengers when the Cup shall have passed into the keeping of 

 other hands. 



Public opinion has forced the holders of the Cup to ignore the 

 clause. An Bnghsh winner would not have the assurance to do 

 otherwise than ignore it. These precedents would govern for all 

 time and the objectionable clause would be as harmless as the blue 

 law^s of Connecticut. 



If the Euglish really want a race, and are not so stupid as their 

 talk about the new deed suggests, there will be one. Their griev- 

 ance has been removed, their terms have been accepted. It only 

 remains for them to complete the formahties and build their boat. 

 If they want any further concession, let them ask it. If, for instance, 

 they want a match between :3ti-footers or 70-footers or 80-t'ooters, let 

 them say so, aud suspend abu.ae of the New York Y. C. until the re- 

 quest has been acted on. Let them say what they want. My opinion 

 is that the N. Y. Y. C. is just now in the humor to agree to any fair 

 terms Cor a race. J. L. Stewart. 



Cejatham, N. B., Nov. 3. 



[As we understand the issue, it involves much more than our corre- 

 spondent assumes, and the dimension clause is but a detail. The true 

 questions are as to the right of the New York Y. C. to return and 

 receive again the Cup or to alter in any way the terms laid down by 

 the original donors. After it has been proved that the assumed rights 

 of the '•surviving donor" ever existed and that any temporary holder 

 could return the Cup and reassume the trust untler new and differ- 

 ent conditions, there still remains the question of the fairness and 

 legality of these conditions. Until the.se questions have been set- 

 tled, it is useless to assume that all objections to the abrogation of 

 the original deed and the adoption of a new one have been removed 

 because the New York Y. 0. has been compelled to offer special in- 

 ducements in order to obtain a challenge.] 



Harper's Weekly deals boldly with the real issue in the following 

 words: 



"Should we have no race for the America's Cup, sportsmen through- 

 out the land will know that the New York Y. C. has again prevented 

 an international contest, and will consider the offering of a trophy 

 which may indeed be a national one, in fact as well as in name. It is 

 incredible that a club like the N. Y. Y. C, whose members include 

 the ablest and most advanced yachtsmen in the country, should per- 

 mit a handful of their number, cherishing the relics of ancient 

 prejudices, to so misrepresent the club's and the country's sentiment. 

 No sportsman can find fault with Dunraven's challenge, save possi- 

 bly in limiting the sine of yacht. That ought to be left open, aud time 

 allowance will equalize matters. 



"This department has many times placed itself on record on this 

 deed of gift problem, viz., that the new edition is neither sportsman- 

 like nor fair. All the resolutions the New York y.O. might pass 

 would not change the fact that this new deed of gift was railroaded 

 through by a clique in the club who thought to play it very smart on 

 the Eaglishmen. 



"The N. Y. Y. C.'s present edition of the deed does not by any 

 means represent the ideas of the five original donors, and every 

 sportsman in America Icnows it, Wnat rlght'one of those donors, at 

 the suggestion of the N. Y. Y, C, had to to change the spirit of the 

 original deed has never yet been explained." 



This [the committee's] reply is so muddled and mixed, however, 

 that Dunraven may be pardoned for failing to comprehend it. It is 

 signed by Gen. Paine, who is a splendid .yachtsman and sportsman, 

 but whose forte is evidently not writing letters. What the committee 

 tried to say was that Dunraven's challenge would be accepted when 

 sent undei- the mutual agreement clause of the last deed of gift, and 

 that future contests might also be managed under the same terms. 

 If this had been made clear to the Britisher he could have done 

 nothing else but forward his challenge. But the committee's letter 

 was so misty and misleading that it eouve.yed just the contrary im- 

 pression to what was intended. All of which shows that the commit- 

 tee ought to go to a night school and stud.y "The Complete Letter- 

 Writer," or some other equally vi.luable publication.— iieco/der. 



The I<oss of the Catarina. 



We copy from the Field the following account of the loss of the 

 yacht Catarina, a briet notice of which has already appeared. Tue 

 cutter Phryne was designetl and built by the late Dan Hatcher in 

 18t)-3, a wooden vessel 63i:t. lOin. Lw.l., 14ft. Sin. beam and about 10ft. 

 draft, 5G tons by the old Y. R. A. rule. She raced successfully for 

 some years, but for ten years past has been a cruiser under the yawl 

 rig, her name having been changed to Catarina. The account of her 

 loss as told by her mate, Henry Diaper, the sole survivor, is as fol- 

 lows: 



"The yacht Catarina, m tons, with six hands, viz., Thos. Scrase 

 (master), Henry Diaper (mate), three able-bodied .seamen, viz., Hav- 

 ward Harnett, and Mason and Wiltshire (steward), sailed from South- 

 ampton on Sept. 8 last, and on the following day sailed from Cowes 

 for Marseilles, calling at Portland, Weymouth and Falmouth, from 

 which port she sailed on the 16th. She aiTived at Gibraltar on the 

 S7th, and sailed on the dflth for Marseilles ; and nothing of conse- 

 quence occurred until the morning of the 6th inst., steering a course 

 tor Marseilles; wind southeast, blowing fresh; course about N.E.J^E.; 

 under close-reefed mainsail, staysail and small jib. 



About 3 A. M. sighted a revolving light on the starboard bow,which 

 the master supposed to be Planier. I was mate of the yacht, and 

 about five minutes to four o'clock I told the master, who had just 

 gone to the cabin, that the light was very close, and I thought we 

 had better lay to until daylight. He replied that we had belter let 

 her run until 4 o'clock. 



At 4 A. M. called the watch, and before we fiad time to haul the 

 foresheet over to \vindward .she struck the ground. The master 

 went below to get bluehghis and rockets. When he returned on 

 deck I asked him to get the boat out. Herephed, "Not yet," Vessel 

 lying on her beam ends and sea breaking over her heavily ; vessel 

 gradually sinking in the sand. We got the boat out and got into her, 

 but she immediately turned over and we were washed out. We 

 swam to the vessel again and got into the weather rigging. After 

 awhile we tried to get out the dinghy, but she was washed awa.y off 

 the deck; we all got into the rigging again and afterward clung to the 

 masthead, as the rigging was under water then. Ajvery heavy sea 

 washed us all oft', and I saw no more ot my shipmates "except the 

 steward, Wiltshire, who had got hold of a piece of wood. I found 

 two deck planks and got on them, and drifted with the current, 

 which carried me ashore, close to the lighthouse at Saintes Maries, as 

 I have been informed. This was about 11 o'clock, and some French 

 people took me to the village of Saintes Maries to the Syndic of Sea- 

 men, where 1 was very kindly treated. On the following day the 

 body of Wiltshire was found and identified by me, and his bod.y was 

 buried in the cemetery there. On the 7th inst. I was sent to the 

 Commissary of Marine at Aries, who was very kind to me, and I was 

 well looked after while there. I was kept there to identify any corpses 

 that might be washed ashore. 



On the evening of the 7th inst. I was informed that a second body 

 had been found on the beach at Beauduc. and on the 8th two more 

 bodies were found in the same place. 



On the 9th I proceeded with the Commissary of Marine of Aries, 

 Ml-, Kennedy, agent of the Royal Yacht Scjuadron at Mai-seilles: Mr. 

 Frank RanaaU, an Enghsh gentleman resident at Aries, and the Rev. 

 M. Salle, French Protestant clergyman, to the cemetery of the hamlet 

 of Baoarin, where I identified the bodies as those of Thomas Scrase, 

 master of the yacht, George Hayward, able mariner, and Williacn 

 Harnett, able seaman, who were all buried in the cemetery there, 

 according to the rites of the Protestant Church, and the natives of 

 the place showed the greatest respect and .sympathy with us. The 

 only body not recovered was that ot Henry Mason, able seaman. The 

 yacht had not carried a way anything or suffered tiie smallest damage 

 up to the time of going ashore, she did not make a bucketful of 

 water, aud we were aU vei^y happy aud comfortable on tioard to- 

 gether. The great kindness and attention of Mr. Flaudrin, Commis- 

 sary o£ Marine at Aries, of Mr. Frank Randall, of Aries, aud of Mr » 



