294 
FOREST AND STREAMo 
[Oct. 10, 18«6. 
moat unfayorable light, both as regards their technical knowledge and 
their ideas of fair play. 
If he is reported correctly in the above interiiew, Sir George Archi- 
bald Leach is certainly not qualified to serve on such a committee; 
according to his own figures he believed that a weight of 7cwt. (nearly . 
SOOlbs.) of water could be stowed away In a space very much less than 
4cu. ft. In capacity, so that the weight of water per cubic foot would 
be considerably over SOOlbs. According to the figures given by him, 
4ft. long and about If t. each in height and breadth, the tanks -must 
hold even less than thirty gallons, as they are fitted to the form of the 
bilge and conaequently are more nearly of a triangular than a rec- 
tangular section. That the whole affair is a tempest in a teapot is 
very evident, but we diflfer from Sir George Archibald Leach as to 
who raised it. 
Miramichi T. C. 
CHATHAM— MIRAMIOHI BIVKB. 
Thursday, Sept. SL 
The yachting season was closed on Sept. 24 by a race for the Watt 
cup and club prizes. The entries were Maude, Oriana, Avis and Learlg. 
The course was a triangular one of 6 miles, twice around, but owing 
to the fact that the river is less than a mile wide at Chatham the 
triangle was a very obtuse one. It was practically one-half running 
and one-half windward work, the latter against the tide. The yachts 
had 4m. to cross the line. A lO-knot westerly breeze was blowing. 
Avis, Learig and Maude crossed together, and Oriana crossed 2m. lOa. 
later. She gained 40s. on Learig, the largest boat in the race, in the 
first leg, IJ^ miles to windward; 608. on the next leg, a 3-mile run, and 
Im. 10b. on the next, a 3-mile beat to windward, passing Learig and 
rounding the windward mark 403. ahead. Learig gained on the second 
run down and ran into Oriana as the latter was swinging around the 
mark. Her bowsprit tore a big hole in Orlana''8 mainsail, and it was 
fully ten minutes before the yachts were separated. It was Oriana's 
race by over 6m. corrected time when she was fouled. Avis, which 
had been far behind, went ahead and won the race. Oriana, with a 
large piece of her mainsail flapping, was second. _ 
Oriana had an allowance of 4m. from Learig and 2m. 40s. from Avis,~ 
besides her 2m, lOs. start and her lead. She won the final race of the 
season in a gale, with double reefs tied down. In the second she was 
dismasted early in the race while she was within her allowance. The 
tiiird she won, and the fourth was easily hers when she was fouled. 
Oriana was designed by H, 0. McLeod, now of Chicago, who is widely 
known as a successful amateur designer and all-round yachtsman. 
She is a comparatively deep and narrow centerboard; loadline 25ft., 
beam 7ft. 2in., draft 2ft. 9in. Her lines are round and easy, and her 
Bail plan small. She has l,0001bs. of lead on her board and 2,0001bs. of 
iron and cement inside. She was not a success in her first season, but 
since then has been first in two-thirds of the races and second in the 
rest. Her owner, Vice Com. Stewart, does a good deal of cruising in 
her without changing her canvas, and considers her a safe boat in any 
weather. She is a remarkable all-round yacht, being a safe and handy 
cruiser, with cabin accommodations for four, and fast in light, moder- 
ate and heavy winds. 
ETHELWYNN. 
(Continued from paae 276, Oct. 3.) 
Before describing the construction of Ethelwynn, it may 
■be interesting to recall the details of her designing and the 
manner in "which, the design was worked out. When the 
match with Spruce nil. was first arranged in the spring of 
1895, the present l>5ft. class was not thought of. and there 
were neither 15-footers nor half- raters in America. The only 
boats that could come under the latter designation were two 
fin-keels: Trust Me, built in 1894 by the Herreshoifs, a du- 
plicate of their successful half-rater Wee Winn ; and Saga- 
more, a handsome half-rater designed by Arthur E. Payne, 
and carried at the davits of the steam yacht of the same 
name. Neither had ever raced here, and nothing was 
known of them. There were many boats in different parts 
of the country of 15 to 18tt. wateiline, built exactly to or 
close copies of Scarecrow, or La Grloria, as originally published 
in the Fokest and Stream. Although t he Scarecrow design 
was intended for a bulb-fin, some of these boats were, as a 
matter of convenience, fitted with metal centerboards. Many 
ETHELWYNN— TABLE OF OFFSETS. 
Stations spaced 1ft. Sin. Level lines spaced 2hi. Bow-buttock lines spaced 9in. Dimensions in feet, inches and eights of an Inch. All 
measurements to outside of hull. 
QQ 
Stem ..... 
Y 
Z 
0 
1 
2 
3 
4 
5 
6 
7 , 
8 
9 
10 
11., 
12 
13 
14 
15 
Transom.., 
Bkiohts 
Keel. 
BottOtt 
2 0* 
1 ts 
1 
8 
5 
0= 
V 
21 
3» 
5» 
8 
10< 
1 P 
1 42 
1 5 
Top. 
a 0' 
1 6" 
1 V 
93 
4s 
3a 
go 
2« 
2' 
31 
3« 
4' 
69 
9 
IP 
1 2> 
1 4' 
1 56 
2, 0' 
1 62 
1 C6 
8s 
52 
3 
0< 
01 
01 
0* 
la 
22 
3« 
5" 
81 
10< 
1 l" 
1 4" 
1 5 
Deck. 
Side 
2 1 
1 11' 
1 10' 
1 101 
1 9s 
1 86 
1 8 
1 7* 
1 71 
1 68 
1 63 
1 61 
1 6 
1 6 
1 6 
1 61 
1 fa 
1 6' 
1 7< 
1 7« 
Center, 
2 1 
2 0» 
2 
2 
1 11= 
1 11> 
1 11 
1 10* 
1 10* 
1 102 
1 10 
1 9» 
1 94 
1 92 
1 91 
1 8' 
1 88 
1 88 
1 8< 
1 8* 
Half Breadths. 
1 
6 
lis 
1 41 
1 9« 
2 I* 
2 5 
2 75 
2 9» 
2 in 
2 11' 
3 
2 112 
2 9' 
2 7» 
2 43 
2 
1 6« 
1 OS 
10 
Levek Lines. 
01 
52 
11* 
1 5s 
1 108 
2 2« 
2 61 
2 88 
2 101 
2 111 
2 11" 
2 10« 
2 93 
2 71 
2 8s 
1 10* 
1 3< 
0 
01 
2' 
93 
1 33 
1 88 
2 11 
3 4a 
2 72 
2 91 
8 101 
2 10* 
2 9' 
3 83 
2 59 
8 18 
1 7* 
01 
A L.W.L W. 1 W.2 W.3 
01 
68 
88 
1 0' 
9' 
1 63 
1 
38 
1 112 
1 
88 
2 31 
2 
08 
2 6' 
2 
39 
3 76 
2 
6 
2 8' 
2 
71 
2 91 
2 
72 
2 8* 
2 
64 
2 6' 
2 
44 
2 36 
2 
02 
1 103 
1 
39 
1 01 
01 
1 04 
1 58 
1 99 
2 1 
3 3' 
2 48 
2 4* 
2 8« 
2 0' 
1 0 
01 
2« 
8< 
1 18 
1 6 
1 93 
1 IP 
2 0' 
2 0' 
1 111 
1 5s 
33 
01 
34 
84 
1 08 
1 41 
1 63 
1 69 
1 52 
1 08 
21 
03 
26 
68 
92 
104 
9" 
6 
Keel. 
Rabbet 
1 
1 
1 
1 
1 
11 
12 
13 
14 
14 
14 
14 
14 
13 
12 
]2 
11 
1 
1 
1 
Bottom 
1 
01 
01 
01 
01 
03 
08 
0' 
1 
1 
1 
1 
1 
0' 
c 
08 
C4 
1 
1 
1 
The data for this estimate were very inadequate, no actual 
weights of hull, spars, rigging or rudder could be had, and 
there was no guide as to the probable soakage, a very im- 
portant factor in a close calculation of waterline. It was 
finally decided to allow about QOOlbs. displacement at the 
designed waterline as a safe figure, provided that no inside 
ballast should be found necessary. 
The question of relative waterline and sail area was then 
taken up. After due consideration of the lengths of the English 
half -raters, 15 to 16ft. and over, it was decided to work for 
a final measured waterline of about 14ft. 6in., with its ac- 
conapanying sail area of 240sq. ft. as a safe ratio for the 
average conditions of very light weather, with possibly a 
hard breeze in the course of the series of five races. At the 
time there was nothing between the one-man canoe on the 
one hand and the length class 15-footers, with large crews, 
on the other, on which to base the comparisons of power for 
the new class. 
By way of guide to the hull dimensions, of beam, free- 
board, sheer, etc., there was nothing better available than 
ETHELWYNN-.BODY PLAN. SCALE, 1 INCH TO THE FOOT. 
of them were of fairly good construction, and some were 
neatly rigged ; but none were of real racing construction or 
rig. 
The challenger was at the time new, Just sailing her first 
races, and very little was knowc about her in this country. 
The problem set before American designers was to produce 
a yacht of not over loft, racing length as measured by the 
Seawanhaka rules and special conditions of the match, to 
meet the new and unknown English boat in certain kntTwn 
waters — that portion of Long Island Sound adjoining Oyster 
Bay. The crew was limited to two men, a fixed weight of 
3001133. being placed aboard to represent the crew in measure- 
ment, and the time limit was five hours over a twelve-mile 
course. 
In the case of Ethelwynn, the question of bulb-fin or cen- 
terboard was decided after a brief mental calculation; the 
bulb-fin involved an added displacement of some 4001bs., for 
the purpose of carrying something over 200sq. ft. of sail. In 
a racing canoe one man can carry a sail plan of 150 to 160sq. 
ft. on a sliding seat of 6ft. length, on an extreme beam of 
30in. In the assumed 15 footer, while the sliding seat was 
barred, the beam was unlimited; and there were two men, or 
double the live ballast, to carry only about 50 per cent, more 
sail. With ample beam both for stability of the hull and for 
a seat for the double crew in hiking, there seemed no good 
reason for using some 4001bs. of lead to aid in carrying the 
limited sail plan. 
The question of type being disposed of by the selection of 
the shoal centerboard type of considerable beam, the next 
point was the displacement, and a rough estimate of weight 
was made, as follows : 
Pounds. 
Crew 300 
Hull 350 
Eig 75 
Board 70 
Rudder 10 
Total 805 
the design of the 21ft. bulb-fin Koko, as published in the 
Forest and Stbbam of May 2, 1896. The original design 
was made to a scale of liin. to the foot, but on inspection it 
appeared that a scale of 2in. to the foot would reduce the 
dimensions to fit the 15ft. class. The dimensions were 
taken off with a 2in. scale, as follows: 
Koko reduced. 
Length over all 21ft. 4iin. 
l.w.1 ...14ft. 7iin, 
Overhang, bow 3ft. 
stern 3ft. 9in. 
Beam, extreme 4ft. lO^in. 
l.w.1 4ft. 5iin. 
Draft of hull Sjin. 
Freeboard, lowest lOfin, 
Sheer, bow 9in. 
stern 3in. 
Area of midship section, sq. ft S.ll 
Displacement, lbs 1, 088 
In spite of the difference in size and type, Koko, as a well- 
proportioned craft in sheer, freeboard, etc., offered the best 
available guide, and the working sketch of the new craft was 
started on the basis of her reduced dimensions, as above. 
The design was started on a waterline of 15ft. as the extreme 
limit, with Sin. extreme draft, lOin. lowest freeboard, and a 
displacement of about l,()0Qlb8. at these maximum figures. 
The sail plan, of the Scarecrow type, was made by Mr. C. J. 
Stevens, calling for 7ft. 6in. from the fore side of the mast 
to the tack of the jib, thus determining about the length of 
the fore overhang, the mast being located at 3ft. 9in. from 
the fore end of the l.w.1. With the ends of the waterline 
located, 15ft. apart, and a depth of Sin. laid off at No. 6 
station, a batten was bent to make a fair curve through the 
three points thus located, this curve being kept rather round 
and full forward, but flatter and easier aft. The fore end 
above water was carried up to give a freeboard of 20in. for- 
ward, and a sheer line was drawn with a minimum freeboard 
of llin., giving a little higher side in proportion than in 
Koko, but this was reduced after several trials, the final re- 
sult in the way of a sheer plan being 4ft. forward overhang, 
19in. freeboard at bow, lOin. at the lowest point, well 
abaft the midships and about 12in. aft. 
The length and shape of the fore end were easily settled, 
the only considerations were the lengtli required to dispense 
with a bowsprit, a reasonable amount of freeboard for such 
rough water as would certainly be encountered at times, and 
a fair sweep which would admit of the use of a single length 
of wood for the keel and stem, without the introduction of a 
knee at the stemhead. 
The length and form of the counter were much more dif- 
ficult to determine; as the simplest, lightest and easiest con- 
struction, involving little chance of a blunder on the part of 
a careless workman, the ordinary dry goods box stern of so 
many racing craft, a short, broad coanter ended by a square 
transom made of a single thin plank, either vertical or 's^ith 
a slight rake, as in nearly all the Herreshoff boats. El CBico, 
Olita, Wenonah and Dacotah, had much to recommend it; 
however, after some deliberation, it was decided to make 
some small sacrifice to appearance and to at least the exter- 
nals of yacht designing, and to carry out a regular yacht's 
counter with rounded transom and archboard. This part of 
the work was well executed by the workmen, the result 
being a counter that, if a little heavier, was certainly far 
handsomer and more shipshape than on any other of the 
fleet. The sheer plan as thus completed showed that at 
a lighter load waterline, of 7in. draft, the length would be 
reduced to 14ft. l^in., owing to the small angles between 
waterline and keel line, especially aft. 
The midship section was then taken in hand; that of Koko 
to the reduced scale being 3.11 sq. ft., with a proportionate 
displacement of l,0881bs., or more than desired. A piece ol 
tracing paper was laid over the body plan of Koko and a 
new midship section was sketched in freehand, of slightly 
smaller area, retaining the same angle of deadrise, with the 
flat of the floor about parallel to the water at the assumed 
sailing angle, but with one very important alteration. The 
beam at the deck was greatly increased, from 4ft. lOiin. to 
51t. lOin., not for purposes of stability, but as a seat for the 
crew to windward. The line of the floor was carried up in 
a fair and easy sweep and a light turn to the bilge, to this 
point, of 5ft. lOin. beam and lOin. freeboard, giving as a 
consequence a beam of 4ft. 9in. at the waterline, or an in- 
crease of 4in. over Koko. In the final running iA of the 
lines this beam was increased to an even 6ft. The section 
thus drawn showed when measured by the planimeter an 
area of l,92sq. ft. to the Sin. waterline, and an area of 
l,52sq. ft. to the 7in. waterline. 
f 
\ 1 
\ « 
1 * 
\ \ 
\ \ 
s \ 
\ \ 
\ \ 
j / 
In all small craft of this general type, with absolutely no 
deadwood or keel, the cylindrical coefficient of the displace- 
ment, or the coefficient as computed from the area of the 
midship section, is .55 or .56 — that is, the actual displacement 
of a vessel in cubic feet is about 55 per cent, of the contents 
of a solid of the length of the waterline and of a uniform 
cross section of an area equal to that of the midship section. 
This imaginary solid is, for convenience, usually assumed to 
be a cylinder of the same length as the waterline, its section 
or end being a circle equal in area to the midship section. 
In this case the following calculations were made: 
To 8in. waterline: 16 X 1.90 x ,55 = 15 67 cu, ft. x 64 = l,0141bs. Dis. 
To 7in. waterline: 14 12 X 1.52 x .55 = 11.80 cu. ft. x 61 = 7551bs. Dis 
Thus a weight of about 2601bs. would lighten the draft 
lin. and lessen the waterline by lO^in. ; or a weight of 65lbs 
would make a difference of Jin. in the draft. From these 
figures it seemed that the yacht could be sailed at about the 
proposed l.w.1. of 14ft. 6in., and with 240sq. ft. of sail. 
The next stage of the work, the completing of the lines, 
was necessarily done very hurriedly, as the builders were 
■writing for the plans and all ready to begin work. While 
