16 



FOREST AND STREAM. 



[Jan. 6, 1894. 



again along the sunny southern shore to the rugged Land's End, across 

 the turbid waves to the rolling uplands and lonely peaks of the Welsh 

 Highlands, where fairy legend and Bardic mystery hover round the 

 summits of Sunodon and Oader Idris, or linger in the shades of Han- 

 horis and the Vale of the Mawddwy. 



From Welsh loveliness to Scottish highlands, to the land of loch and 

 moor and mountain fell, I have sailed my course. Free from hotel 

 bills, saved from lodging hunting, at ease and comfortably I have had 

 a holiday which has covered four playgrounds of the tourist world and 

 at what cost? Six months for sixty pounds. This has covered crew, 

 insurance of the yacht and every expense, and has paid the journey of 

 over 3,000 miles. Why don't more people doit? By the way, I have 

 never employed a pilot; chart, lead and common sense have been my 

 only guides. Nomad. . 



Shifting and Fixed Ballast. 



The Field of Dec. 9 indulges in a rather severe criticism of our 

 remarks on the value of shifting ballast, and in an effort to justify its 

 original assumption of the small value of the big ballast crew carried by 

 Vigilant, it goes still further into the mathematics of the question. 

 We might dispute the accuracy of the Field's calculations, but, 

 assuming that the figures are correct as far as they go, in our 

 opinion the question is one that can only be thoroughly consid- 

 ered from the practical point of view of the man who has sat 

 well outside the planksbeer of a yacht with his lap full of sandbags, 

 rather than from the theoretical standpoint, of the naval architect. 

 We reprint the Field's remarks, as the calculations may interest our 

 readers. 



In the issue of Forest and Stream for Nov. 25 there is an attempt to 

 criticise our demonstration of the relative effect of weight on deck and 

 weight on the keel on stability. We say attempt, because the writer 

 displays an unacquaintance with the most elementary laws of statics, 

 and the conclusions arrived at from the illustration given are not only 

 misleading, but might also be dangerous. The writer says we intro- 

 duced the height of the center of gravity in the question, which need- 

 lessly complicates the matter; but the fact is the "matter" cannot be 

 explained without introducing the center of gravity, even by aid of a 

 quasi geometrical illustration such as given in Forest and Stream. 

 The statement made by this paper is as follows: 



"In a wide, flat boat, at least, the height of the center of gravity need 

 not be considered, and, the real question being the advantage of a cer- 

 tain weight at 4 (Fig. 1), on the weather deck, or stowed as low as 

 practicable inside, the actual conditions are nearly as shown in the 

 following diagram. 



FlGl. 



"While this section is not correct, it represents quite nearly enough 

 that of Vigilant, and the angle of heel shown, 15 degrees, is about that 

 at which such a model will do its fastest sailing. The advantages of 

 live ballast depend so much on the type of boat that we have, in the 

 diagram, attempted to represent as closely as is possible the true 

 section of Vigilant, the position of her lead, the amount of freeboard, 

 and the angle at which she is at her best. The lead keel is shown by the 

 solid black, the center of buoyancy in the upright and inclined posi- 

 tions is indicated approximately, the weight of the crew on deck is 

 shown at 4, and that of the same weight of lead stowed as low as pos- 

 sible by the shaded section at 6. 



"In its first position, at 4. this weight is at a distance of about 12ft. 

 from C. B. 1, while in the position 6 it is about 4ft., its righting power 

 being measured in the onp case by the lever arm 12 and in the other 

 by the arm 4, or a gain of 3 to 1." 



Now as a matter of fact the "lever arm 12 and the other arm 4" no 

 more discloses what the effect of the different positions as-igned to the 

 two tons has on the general stability of the vessel than it does the 

 name of the captain's wife. Obviously, as the heeling of the vessel 

 increased the lines drawn through 4 and 6 would approach each other 

 until at last when the vessel became heeled to forty degrees, they 

 would coincide, as shown in Fig. 2, and then the distance from the 



vertical line through the center of buoyancy would be the same for 

 both, and the 3 to 1 be thereby extinguished; wheras the actual effect 

 of the weight on the statical stability is exactly the same for either 

 condition of heeling. To again demonstrate what does actually take 

 place by having a crew or equivalent weight put on the deck of a 



FIC.3. 



yacht, we will choose a somewhat different form of illustration, which 

 more approaches the ABC of the problem. In Fig. 3 the general 

 center of gravity of the vessel and all she contains, including crew, 

 will, it is assumed, be at a and also that this is the location of the 



center of buoyancy, as this will simplify matters. Then, if a weight 

 be placed on the deck at 6 the center of gravity will be raised, and the 

 distance can be determined by the equation 



WXF 

 D 



where W the weight fat 6), F the vertical distance it is above the cen- 

 ter of gravity, and D the total weight or displacement of the vessel, 

 including the weight at b. If the weight is 2 tons and the distance 8ft. , 

 and the weight of the vessel 150 tons (including the 2 tons on deck at 

 6), we have 



2 X 8 Q 1flm 

 150 



the distance the center of gravity is raised. Next, supposing the 2 

 tons, instead of being placed on deck, is put underneath the keel at c, 

 lift, below a, and increasing the draught by 3in. or 4in., then by the 

 same equation the center of gravity would be lowered 0 147. 



But in continuation, we will consider that the weight at b has been 

 shifted 12ft. out to d; then by this movement the center of gravity 

 will be shifted horizontally in the direction of the arrow 0 16ft,, the 

 common result of the two movements (putting the weight at b and 

 shifting it to d), being that the center of gravity of the vessel is moved 

 in the line a d, say, to e, and the vessel would heel until the center of 

 buoyancy again came in the vertical line of the center of gravity at e. 

 It should be noted that the new position of the center of gravity could 

 be found by the equation by putting in it the distance a d instead of 

 F, but this method in the end would be more complicated. 



The net result on the stability will be next determined. In Fig. 4 



FIG. 4* 



it is assumed that the vessel is heeled to 15°, and that her meta- 

 centric height is 7ft. As the vessel heels the center of buoyancy at a 

 shifts to some point, as at/, and the distance a /is the length of the 

 righting arm on which the weight of the vessel acts, in a downward 

 direction, through a, and the equal force of the buoyancy in an 

 upward direction, through/. 



The intersection m is termed themeta center, and in this illustration 

 we have assumed it to be 7ft. above a (the center of gravity.) If the 

 metacentric height is 7ft., (hen the length of the righting arm at an 

 inclination of 15° will be 7ft.xsineangle=l 813ft. 



If the center of gravity is raised, by putting 2 tons to b, then the 

 metacentric height will be diminished by 0-107ft., or, say, 6-893ft., and 

 the righting arm af will be reduced to 1 '785. If. on the other hand, 

 the weight is lowered to c, then the metacentric height will be in- 

 creased to 7'147ft., and the righting arm to 1 -851ft. 



Finally, if the weight on deck is shifted to d, the righting arm of 

 l-785ft. (for the weight in the position 6) would be increased to (1-785 

 X-16) 1 945ft., or a net gain of -132ft. of sighting arm; and a net gain 

 of 094ft., on the righting arm which would exist if the 2 tonshad been 

 put on the keel at c instead of on deck at b. 



The advantage, therefore, for the deck position at 6 would be as 

 •132 to -094, or, say, as 1 4 to 1. 



As to the Field's criticisms, the maiD question is not of the effect of 

 the movable traction of the ballast on the -'general stability" of the 

 yacht at all angles, but only within such a very limited angle as is 

 essential to speed, if not safety, in a shoal wide boat. There is no 

 need of figures to prove to t he .catboat sailor that the center of gravity 

 is so far to windward that if caught, aback, his crew and sandbag's 

 will capsize the boat; ncr that, once heeled beyond a certain angle to 

 leeward, her crew must swim as certainly as her sandbags will sink. 



The case of Vigilant, with so larger proportion of her ballast on the 

 keel and so little on the weather deck, is quite different in degree from 

 that of an open sandbag boat or a sliding seat canoe, but a man with 

 any practical experience of the immense gain in lying out over the 

 water instead of sitting upright on the deck edge, or of edging himself 

 out another half inch on his sliding seat, will be very slow to believe 

 that, even in the case of Vigilant, the benefits of live ballast to wind- 

 ward over the same weight, of lead in the keel can be as insignificant as 

 the Field's figures assume to prove. 



Editor Forest and Stream; 



I was much interested a few weeks ago to see in your paper the 

 representation of an approximate section of the Vigilant, with calcula- 

 tions of the effect on ner stability of the weight of her extra large 

 crew carried well to windward on deck, and a comparison of this effect 

 with an equal weight stowed on top of her other ballast. I felt much 

 interest in this, as no doubt did many yachtsmen of the calculating 

 sort, and this interest was increased because I had previously seen an 

 attempt in the Field to deal » ith the same problem. There was a 

 wide difference between the results given in your paper and those 

 shown in the Field, and I was impressed with the much greater accu- 

 racy and also by the greater simplicity and necessarily greater cer- 

 tainty of your method. 



This arose from the fact that, allowing that the midship section 

 shown was approximately a correct one, the factors entering into 

 your calculation were practically known quantities. The center of 

 buoyancy and the two positions treated of for the weight with iheir 

 relations to the center of buoyancy and with each other could be 

 shown without danger of serious error, and the value of these 

 weights as righting forces, at any defined angle of heel in the vessel, 

 could be very readily and very clearly estimated. 



By the Field method unknown quantities were introduced, as it ap- 

 pears tome, quite needlessly, the gravity of the vessel, and its common 

 center, and tne effort was made to show the relative effectiveness of 

 the movable ballast through its modifying influence on the position 

 of the latter, instead of by a comparison of the moments of the 

 movable ballast in the positions in question, acting on the vessel's 

 center of support (C, B). 



S (Now, it must be evident to a novice even that neither the gravity of 

 the vessel nor the position of its renter can be satisfactorily assumed, 

 and that an error in locating it position would seriously affect the 

 result of any computation sue' • j that under consideration, and make 

 of little value any conclusions : armed through such assumption. 



For the purpose which your article of Nov 25 had in view, that of 

 showing the relative effectiveness of two tons of ballast used in either 

 of two positions at an angle of 15°, it appears to me that your method 

 was simple, easily comprehended and correct, and that its conclusions 

 might be accepted, as it dealt only with practically known quantities. 

 With the Field it appears to me the case is otherwise. 



I was therefore somewhat surprised in looking over the last number 

 received here of that journal to see that its yachting editor comments 

 unfavorably upon the method you have employed and the conclusions 

 arrived at. 



I cannot, however, find that he anywhere points out an error in your 

 statement, though there is a plain inference from his remarks that you 

 have somehow made such; and there is some asperity shown in the re- 

 mark, "Now, as a matter of fact, the lever arm, 12, and the other arm, 

 4, no more discloses what the effect of the different positions assigned 

 to the two tons has on the general stability of the vessel than it does 

 the name of the captain's wife." I do not derive from your interest- 

 ing article that your purpose was to show what the effect would be 

 upon the stability of the Vigilant of two tons of ballast placed near 

 the weather rail if she were inclined 40° or 50°, or at some impracticable 

 sailing angle; but that your purpose was to correct the misleading 

 conclusions of the Field's article, and to show how much more effec- 

 tive in a beamy yacht is two tons of billast placed well to windward 

 than would be any like weight placed near to the keel when such a 

 vessel is sailing at a practicable angle of about 15°. For this purpose, 

 it appears to me, your method is correct, while that of your aniuiad- 

 verter, for reasons which have been stated, is correct only to the ex- 

 tent of the accuracy of his assumptions; and it is, moreover, as it 

 appears to me, for your limited and express purpose, about as ill- 

 adapted as is a deep-sea lead to take soundings in a duck pond. 



New York, Dec. 53. Bobstay. 



Alga, cutter, owned by the late Chas. Longfellow, has been sold to 

 R. F. Perkins. 



New Yachts. 



Mr. N. G Herreshoff is now at work on an improved Dilemma 

 for his own use, emplojing a spare fin and bulb made for the 36-foot 

 Drusilla, Mr. Gielow has an order for a schooner similar to Loyal, 

 the dimensions being: over all 70ft., Iwl. 58ft.. beam 17ft. 7in. , draft 8ft. 

 She will be built of wood. He has also an order for a steam launch 

 for Robert Shoemaker, Jr.. of Philadelphia, to be 47ft. 7in. over all, 

 45ft. 9in. Iwl., 7ft. 4in. beam, 2ft. 4in. draft. Several yachts of about 

 20ft. of the Cape Cat and "knockabout" types, are building about 

 Boston. ^ ' p 



Columbia. 



The new steam yacht Columbia, designed and built by the Cramp 

 Shipbuilding Co., for J. H. Ladew. made a trial trip on Dec. 19, run- 

 ning from Larchtnont to New London, 80.3 miles, naut., in 4h. 43m. 57s., 

 an average speed of 17.35 knots. 



YACHT NEWS NOTES. 



The opening lecture of the Seawanhaka Corinthian Y. C. was giv. n 

 at the town club house on Dec. 22, the lecturer being Dr. Frederick A. 

 Cook, of Brooklyn, and his subject being Greenland and Eskimo life. 

 Dr. Cook was a member of the first Peary expedition, and also made 

 a second trip last summer in a small schooner to the shores of Green- 

 land, and his remarks were specially directed to such Arctic work as 

 may be safely and comfortably done in any well-appointed yacht. 

 There were present three natives brought last summer from Green- 

 land, a girl, a boy and a dog. The interest of the lecture was greatly 

 increased by a large number of lantern views made from photos made 

 on both expeditions. 



At the annual meeting of the Harlem Y. C. on Dec. 21 the following 

 officers were elected: Com., Walter A. Boody; Vice-Corn., John Wim- 

 mer; Rear- Com , Henry Soch; Fleet Captain, W. Seardafleid; Fleet 

 Surgeon, Dr. H. M. Cox; Meas., W. D. S. Hyer; Treas., T. C. Allen - 

 Fin. Sec. H. B. McAllister; Rec Sec, P. Macy; Cor. Sec, F. W 

 Creegan ; Stewards, M. L. Gretz and J. C. McCarthy ; Board of Direct- 

 ors, D. Ryan, J. F. Lalor, F. J. Fitch, W. Towner, E. M. Griffiths, F 

 Davis and A, G. Austin. 



Mr. Clarence L. Burger, Larchtnont Y. C, is still working for the 

 passage of the bill prepared by him last winter for the protection of 

 the distinguishing flags of yacht clubs and steamship companies. The 

 bill passed the House last year but was too late for the Senate. 



The annual meeting of Oak Point Y. C. was held on Dec. 19 the fol- 

 lowing officers being elected: Com., John Corbett; Fleet Captain R 

 D. Lenge; Vice-Corn., John Lee; Treas., J. W. Wakeling- Rec Sec' 

 George Gent; Fin. Sec, Nicholas Schmidt; Cor. Sec., R. A. Blank- 

 Steward, Morris Deutsch; Meas., John Fraser; Sergeant, W Newbeck : 

 Board of Directors, R Freeman, Chairman; O. Stenheimer J E Bax- 

 ter, C. Durlfet, T. Hagarty; Regatta Committee, V. Roz. Chairman; 

 V. Clark, B. Carry. 



Natalie, steam yacht, after sailing from Port Jefferson on Dec 1 in 

 charge of Captain Win. Kirk, has not yet been reported. The yacht 

 which had been purchased by strangers, was nominally bound for 

 Philadelphia. Rumor connects her with ihe Brazilian troubles. 



El Chico has been sold to Willard E. Case of Auburn, N. Y., and is 

 now being fitted with a larger cockpit and prepared for shipment, 

 under the direction of Mr. J. Beavor Webb. 



In answer to various inquiries about ice yachts, we would call atten- 

 tion to the advertisement of F. Weslaw on another page Mr Weslaw 

 is prepared to furnish the boats complete or the separate parts. 



The Christmas number of the Yachtsman has been greatly delayed 

 in the home post office, but arrived with the New Year in New York. 



Capt. Haff, who has been in Gen. Paine' employ since 1887, has been 

 re-engaged for this year. Last spring, before Gen. Paine decided to 

 build, he transferred Capt. Haff 's services to Rear Com. Rogers for 

 Colonia, and later on engaged Capt. Barr as the sailing master of the 

 new Jubilee. 



Mr. Watson has an order for a 10-rater from Messrs. R. G and S. 

 Allen, of Glasgow, to race against Mr. Henry Allen's new Herres- 

 hoff 10. 



A correspondent asks the address of a builder of the Barnegat sneak- 

 box; possibly some of our readers may be able to aid him. 



THE LOG O F TH E FRANKIE. 



The '92 Cruise of the Shenandoah C. C. 



BY THE COMMODORE. 



(Continued from Page $75). 



We landed at the spring below the falls a few miles further down 

 (which we easily passed by means of the boat channel around the left 

 hand end) for a drink and a smoke. The "Pig Path" rapid or fall 

 was next successfully negotiated, and around the next turn to the 

 right the mill and dam at Bixter's was sighted. There proved to be an 

 open shoot in the dam, over near the mill, but as it was a perpendicular 

 cataract some 4 or 5ft. high, with no depth below it, the fall comine 

 upon the rocks without sufficient depth for the bows of the canoes to 

 go down below the surface, as is the case at the big shoot at Goode's 

 dam, George and I promptly declined it. 



Lacy, however, who was in a reckless mood, and who hadn't had as 

 much experience in shooting dams as he acquired a few minutes later 

 insisted on taking it, so, as there was no reasoning him out of it we 

 removed the foot log which barred the top of the shoot and let him 

 go. His canoe made the plunge gallantly, but her bow brought up 

 with a crash among the rocks at the bottom just as we told him it 

 would, and there she hung in the shoot— bow on the rocks below and 

 stern on the dam above. She heeled until be was all but spilled out 

 while the water rushed in a sheet several inches deep over his decks' 

 and around his waist into the cockpit until the canoe was full He 

 finally, by vigorous shoves with his paddle, managed to tree his canoe 

 from the bottom of the chute, when she dropped on over into the 

 swift, race-like channel below, down which she shot like au arrow for 

 some 50yds., finally bringing up high and dry on the rocks at one side 

 of the channel, with her bow and stern projecting out into space like 

 Noah's Ark on Ararat. 



There was nothing left for Lacy to do but disembark and lift her 

 down off the rocks, which he did, first unpacking his kitchen ware 

 until he got hold of a bucket, with which he dipped most of the water 

 out of her. He then ran her ashore a short distance below the mill 

 and unpacked her and made a careful investigation to see how much 

 damage she had sustained, and was most agreeably surprised to find 

 that she had escaped with no more serious injuries than a smashed 

 nose, her stout oak stem being smashed into splinters at the bow iust 

 above the waterline, where she struck on the rocks. 



In the mean time George and I, after finding that Lacy needed no 

 assistance from us, easily p rtaged our canoes by gettiug out of them 

 and after tightly closing the hatches and fastening the aprons, letting 

 them drop easily down over the shoot, which they did safely after 

 being lightened of our weight. 



We then went into an early camp by the roadside a hundred yards 

 below the dam, by a clear spring in the bank, where we fixed ourselves 

 quite comfortablf for a stay of a night and a forenoon, for it is our 

 intention to stop here until to-morrow afternoon. George and I fished 

 a little at dusk this evening. I took one nice bass, while George didn't 

 get a rise. 



Sunday, Aug, 7, 1S92.— Morning dawned with a fog so dense that an 

 early start would have been out of the question, even had it been con 

 templated. I got up ahead of the boys and let them sleep on without 

 disturbing them, and pottered around the camp with divers and sun- 

 dry little duties until they awoke. I put a new seat on my camp stool 

 as the old one was broken down, shaved, wrote up my log etc until 

 in due time they crawled out of their snug little cabins and we pro- 

 ceeded to prepare and stow away an elegant breakfast of bacon, fried 

 potatoes and onions, fresh bass and hot coffee and biscuits. 



We had a lazy, comfortable forenoon of it, idling around m the shade 

 by the side of the beautiful river, whose musical murmur sounded a 

 ceaseless soothing lullaby in our ears. We read, wrote letters etc 

 and put out all of our things for a good hot sun bath, including some 

 small washing m which we all took a hand. An occasional day, or 

 even half a day, in camp is a great convenience; in fact, almost a 

 necessity for things will need attention and overhauling. 



We lunched at 1 and by 2 everything was packed and we were 

 again afloat for a short cruise of eight miles to Menifee's. Quite a 

 little crowd collected on the bank to see us off. This is a capital 

 camping place, but being so close to the ferry and ford is rather too 

 public, and I am afraid our tents were an annoyance to more t nan 

 one driver of skittish horses. 



. We had a most pleasant afternoon cruise to Menifee's, where we 

 found, as I knew before hand, a fine spring in the reefs that put out 

 from the high, steep bank into the river, affording an excellent camp- 

 ing place. We enjoyed the afternoon run exceedingly, although a 

 heavy rain caught us in the reach below the mouth of Hawksbill 

 Creek,,which we rode out dry and comfortable clad in our rubber 



