Jan. 30, 1897.] 
I was going, and the first thing I knew I ran into another 
blooming idiot who showed up directly in front of me so sud- 
dealy that I couldn't avoid him." 
"Threw himself right in your track, eh?" 
"No, he was there all along. He slowed up because lie 
wanted to turn into Eighty-sixth street." 
"Didn't he give you any signal?" 
' Signal! He had a little tinkling bell that you might 
have heard with an ear trumpet. I remember thinking at 
the time that a bell that didn't make any more noise than 
that was more fit to put around a poodle's neck than as a 
signal on a bicycle." 
"You heard it then?" 
"Yes, but before I could get over the first ridiculous im- 
pression it produced the bump came, and both of us went 
sprawling on the cross town car tracks. I tell you I had a 
narrow escape for my life. The horses 6f an east-bound 
street car were almost on top of me, and if the driver hadn't 
pulled them up mighty quick and put on his brake in- 
stanter I guess I wouldn't be here now to tell you the 
story." 
"No doubt your heirs would be suing the horse car com- 
pany, and preparing to give you a decent funeral." 
"Glad I saved them the trouble. I can assure you I 
thought of them first in the matter." 
"So you escaped with your life and went on your way in 
search of new adventures?" 
"Yes, but first I waited awhile to see how they would 
untangle the mass their cars had gotten into. You see a north- 
bound Boulevard car was coming along at a good rate, and 
when the Eighty-sixth street car stopped to keep from going 
over me, the other car ran plumb into it and knocked it side- 
ways up against a lamp post. A third car coming west on 
Eighty-sixth street tried to get by the other two and jammed 
the Boulevard car, so that not one of the three could be 
moved. It was the most interesting lock-up you ever saw, 
and 1 never would have believed it could have happened if 
I hadn't been there and seen the whole thin^." 
"And 1 suppose you pride yourself on being the cause of 
this interesting blockad e ? " 
"Me? Why, I wasn't the cause of it. It was the other 
fellow, as I took particular pains to explain. " 
"Pardon the error. But how did they separate the 
cars?" 
"I didn't wait to see, the whole thing took too long. 
Why, man, they had a jam of cars on the Boulevard reach- 
ing to 110th street, and—" 
"From the mention of 110th street, am I to infer that you 
continued your disastrous course on up the Boulevard to that 
point?" 
"See here, old man, you may be a hoary chestnut at wheel- 
ing, and perhaps you have been riding since the djays when 
you had to carry your road along with you because the 
League hadn't yet taken up its arduous duty of making them 
for ail mankind; but I want you to understand that I won't 
take any of your freshness." 
"But really, I am curious to know if you got as far as 110th 
street!" 
Before Brown could answer the guard pushed back the 
door with a bang, and putting his head inside -the car un- 
hitched his hoarse voice long enough to say "Warr'n 
street!" 
"My station," said White, and he rushed for the door, call- 
ing back as he went, "I suppose, old fellow, that this will be 
'CQutinued in our next'?" 
"No," replied Brown, speaking to himself, for his friend 
had disappeared, "not while the editor has a blue pencil back 
of his ear. To be exact, it will be 'concluded in our next.' " 
Dan Daly. 
[to be concluded.] 
As the yachting journal of America, the Forest aud Sthbam is the 
recognized medium of communication hetwecn the maher of yachts- 
men ''s supplies and the yachting public. 
A SPECiAii meeting of the New York Y. C. was called for 
Jan. 26 to hear the report of the special committee appointed 
to consider the desirability of the club taking action for the 
formation of a national yachting league. As the committee 
was made up largely from men who were known to be hos- 
tile to the scheme, an adverse report is looked for. 
YACHT DESIGNING.— Xlll. 
BY "W. P. STEPHENS. 
\Contin'ued from page 55.] 
The subject of marine drafting, to say nothing of the 
broader subject of designing, is one that can be properly 
taught only by personal instruction, with its accompanying 
questions, explanations and discussion. In order to remove 
as far as possible the difficulties incident to such a treatise 
as ours, the writer and his readers not being in personal 
communication with each other, we shall welcome sugges- 
tions and inquiries that will tend to bring out any points 
that may be omitted, or to clear up any that are not perfectly 
clear. • There is one important fact that we have in no way 
overlooked or underestimated. In the case of a teacher and 
his pupils in a class engaged in the study of drafting, it is 
almost invariably the case that each pupil has completed a 
course of preparatory study which has fitted him for the 
more advanced stages of the com'se. In the case of the 
present series of articles, many of om- readers approach the 
subject with no previous knowledge of it, making it essen- 
tial that we should cover at the same time both the prepara- 
tory and the more advanced work. The college student 
who has fresh in mind his geometry, trigonometry and de- 
scriptive geometry will find little cimculty in understanding 
every detail of a design, such as that in Plate I. There ate 
many among our readers, however, who are thoroughly 
skilled in boat handling, and perhaps know more or less of 
building, but have no idea whatever of what such a drawing 
is intended to convey, or how to interpret it. We have en- 
deavored thus far to take up the different points in a logical 
sequence which is not quite the order in which they are cus- 
tomarily found; and it may appeal' that some important 
points have been omitted when they are merely deferred to 
a more appropriate place. 
Two questions have come to us this past week in relation 
to Plate I. : why two parallel lines are used in the sheer plan 
to outline the extreme end of the counter, and why the 
curved line marked C S, or cross seam, is shown, in all three 
plans'? The outer of the two paraUei Imes, that to the left, 
FOREST AND STREAM. 
marks the extreme limit of the under side of the sternpiece, 
the line just inside and above it is the continuation of the 
buttock line across the face of the sternpiece. The line 
marked cross seam shows the edge of the after face of the 
sternpiece, the toining of this face with the main surface of 
the counter, rt sometimes happens, as in Vigilant, Colonia 
and Navahoe, that the fair surface of the hull is carried out 
even aft untU it intersects the deck, forming what is termed 
an elliptical stsrn; but the usual custom is to cut off the end 
of the counter, sis in Plate I , by a separate surface, some- 
times vertical, but generally on a rake or angle. The edge 
of this surface where it joins the main surface of the hull is 
called the cross seam. 
We spoke in the previous chapter of the various methods 
of numbering the stations; in the design by Mr. Stearns, 
published last week, it will be noticed that the numbering 
begins on the after end of the l.w.l., which is called No. 1 
station, and runs forward, the stations in the counter being 
lettered. This system has the important sanction of very 
general use among both designers and builders on the Clyde, 
but apart from this, the reverse system, with the fore end of 
the l.w.l. marked No. 0, is preferable. 
We have seen in the previous chapter how certain lines of 
a design may be drawn in straight in one or even two of the 
plans, but are curved in the third. The process of con- 
structing a design begins with the laying off of the various 
straight'lines on the three plans; the second step, in which 
we begin to outline the actual form of the yacht, being the 
drawing, according to the judgment of the designer, of the 
curved lines such as the level lines, deck line and side line in 
the half-breadth plan, the keel line and sheer line in the sheer 
plan, and the stations or sections in the body plan. 
The third step is ca]led failing the desigii, and includes the 
adjustment of each of the three designs until every curve is 
fair, and at the same time every one of the intersections, 
possibly a couple of hundred or even more, is absolutely cor- 
rect within the limit of accuracy which the draftsman has 
determined is suitable for the nature of the work. 
The term /air is a very common and useful one to the de- 
signer and builder, signifying a line or a surface which is of 
one true and unbroken sweep throughout its whole extent; 
the degree of curvature may vary from even a straight line 
to a circle of comparatively small radius, but if the changes 
of curvature are gradual and continuous the line or surface 
is considered fair. The reverse of /aw- is a fine or surface 
which is broken by angles, short, abrupt curves, or curves 
which join together, or with straight lines, without being 
truly tangential. It may be as well to explain here _ that a 
tangent to a circle or other curve is a straight line which just 
touches it without cutting; similarly, two curves are tangent 
to each other when both have the same straight line as a 
common tangent, thus flowing easily into each other without 
A vessel is said to be fair when all the curves of her sur- 
face are true, one part sweeping into another without break 
or angle. A drawing is said to be fair when not only every 
curve is true, but when every measurement of one plan can 
be checked off exactly in its appropriate place on one or both 
of the other two plans. Before this end is attained the aspir- 
ing amateur will probably have reached the conclusion that 
he has mistaken his vocation, and that he is not destined to 
be a successful designer. 
Strictly speaking, a drawing that would pass as perfect 
must be/aw' in two ways: In the first place, it must show 
a solid that is properly proportioned and whose surfaces are 
easy and flowing from end to end; in the second place, the 
various curved lines in each of the three plans must be fair 
in themselves, and their measurements must check off cor- 
rectly in all three plans. 
To secure this double end a number of auxiliary lines, 
mostly /we and aft or running with the length of the vessel, 
are used. From their length and their positions on the sur- 
face of the vessel, most of these lines are long and of easy 
curvature, making them more easily drawn than the level 
lines, and they also mean more to the draftsman. 
The most useful of these hues are the diagonals, of which 
three or four at least may be used to advantage. A diagonal 
is a line cut from the surface of the hull by a fore and aft 
plane vertical to the end planes of our original box, but in- 
clined to the bottom and back. The traces of such a plane 
are shown in D 1 in each of the halves of the body plan in 
Plate I. It will be noticed that the diagonal follows closely 
the lines of the plank edges, and crosses eaeh section at as 
nearly as possible a right angle. In locating the diagonals, 
the body plan is first partly completed, perhaps half of the 
section being drawn in, and then three or four straight lines 
are drawn across it on each side of the center line, each being 
as nearly as possible normal to the curve of each section 
where it cuts it (a normal line is one perpendicular to a 
tangent). It will not be possible to draw a straight line 
which shall be absolutely normal to the curve of every sec- 
tion where it cuts the section, but a fair average position is 
taken. One diagonal is usunlly run across the tapsides, in 
the position D 1, serving to fair the upper part of tne body ; 
another is run to cross the turn of the bilge, to secure perfect 
fairness in this important place; and a third ahout the hollow 
of the floor. In different models the positions will be altered, 
as will appear later. 
A look at the lines in Plate I. will show that in the /ore 
body, that portion of the vessel forward of the midship section, 
as shown in the right hand half of the body plan, the upper 
diagonal, D 1, is very nearly normal to all the sections, 
though in the aft^r body it is by no means normal to Stations 
13, 14. In the cifter body, D 3, through the hollow of the 
floor, 18 also nearly normal to every section, while it is but 
slightly inclined in the /we body. 
It is easily possible to draw a line or lines that shall be 
truly 7iormal to every section at the point of intersection, 
and such a fine is called a dimding line. It is evident that it 
will not be a straight line in any one of the three plans. 
The dividing lines are true lines for the plank edges, The 
diagonals may be considered as approximate dividing lines, 
much more easily handled and more useful. In Plate I. 
they are shown only in the body plan; the true curves of the 
hues, as will appear in the next plate, are drawn on the sheer 
or half- breadth plans, or more probab'y between the two, as 
a matter of convenience. 
They may be set off in three ways, as follows: First, the 
expanded diagonal: The distance from the middle line of the 
body plan to each section, measured along the diagonal, is 
set off from some suitable base line on its proper section, giv- 
ing a number of points through which a curve may be 
drawn. Second, the horizordal ribband line: The distance of 
each intersection of section and diagonal is measured hori- 
zontally, and set off from a base line on the proper station; 
this line is usually drawn in over.the level lines in the half- 
9S 
breadth plan. Third, a similar projection is made by meas- 
uring the heights, instead of the breadths, from the body plan, 
and setting them off on the proper stations in the sheer plan. 
The expanded diagonal, which is the most useful, is some- 
times called the line of hecuis and heels of timbers; as, in the 
old system of framing by sawn timbers made up of short 
lengths, two sets of such timbers fastened side by side mak- 
ing up each frame, the joints of the heads and the heels of 
these various timbers were placed on the diagonal lines. 
One very important use of the diagonals is in connection 
with the beveling of the timbers or frames of the hull, these 
lines being so nearly in a normal plane that the bevels taken 
on them are quite accurate 
Another series of lines that, while perhaps not quite as in- 
dispensable, is still very useful, is that known by the double 
term of bow lin.es and buttock lines. The traces of the auxili- 
ary planes, by which these lines are cut, are found, of 
course, in the shape of straight lines in both haK-breadth 
and body plans; in the former parallel to the base line, in 
the latter parallel to the middle line; the planes themselves 
thus being vertical and parallel to the sheer plan. The lines 
themselves are found in the shape of fair curves in the sheer 
plan, as in Plate I., the curvature being quite abrupt for- 
ward and usually very easy aft That portion of such a 
line in the fore body is called a boio line, and that portion in 
the afterbody is called a buttock line. So far as strict accu- 
racy of nomenclature is concerned, the proper term for the 
whole line would seem to be bow-buttock line, as we have 
lettered it in Plate I. Although the "bow" end of this line 
is always run in on the sheer plan, owing to the obliquity 
of the intersections, this part of the line is of little real 
value; but the after end, the "buttock" line, is very useful 
indeed, both in the original drafting of the lines and in the 
subsequent fairing. 
The number and spacing of the bow-buttock lines is a 
mere matter of conventionality; three at least are generally 
used, spaced at equal distances. We have found by experi- 
ence that it is very convenient to use three, as shown, and 
torspace them at equal intervals of one-eighth of the extreme 
beam of the vessel. This brings the principal one, the mid- 
dle boiD-hutiock line, about where it should be ; and it has 
the further advantage of making it easily possible to enlarge 
the beam of the design. Suppose, for instance, that it was 
desired to widen the design in Plate I. so as to give a yacht 
1ft. more beam, the ottier dimensions being unchanged 
We would first draw a line in the half-breadth plan parallel 
to the base line and distant from it one-half of the required 
new beam; similar vertical lines being drawn at the same 
distance in the body plans. Now we wiU divide this new 
half-breadth into four equal parts, and draw new bow-buttock 
lines thxongh the points of division in each plan. This done, 
the intersection of each level line with one of the original 
boio-buttock lines in the half-breadth plan would be squared 
out to a corresponding point on the new bow-buttock line; 
and in the same way the intersections of the sections in the 
body plan would be squared out to the new lines in that 
plan. Through the points thus obtained the new level lines in 
the one plan and section lines in the other could be run in, with 
the certainty that they would give a fair design of the required 
enlargement. If more than the three bow-buttock lines are 
needed, as sometimes happens, extra lines can be run in be- 
tween the original ones, this being frequently desirable for 
the full length of the counter between the line B B 1 and the 
middle line. 
The inclined waterline is of comparatively little use in fair- 
ing, but it is worth plotting, at least for the sake of compari- 
son with the same line in other designs. It is supposed to be 
cut from the hull by a plane similar to the diagonal pkmes, 
but passing through the L.W.L. in the sheer plan, and in- 
clined at some special angle to the normal or upright L W.L. 
plane. This angle is usually that at which the planksheer 
will be awash at itsi owest point; it may vary from 15 de- 
grees in a wide, shoal boat, up to 30 or even more in a nar- 
row boat with high freeboard ; in the present case it is 25 
degrees. 
The normal L.W.L , with the yacht in the upright posi- 
tion, is of com-se symmetrical in its two halves, and but one 
side need be drawn, the L.W.L. of Plate I. The inclined 
L.W.L , however, is by no means symmetrical, and Z>(?ifA sides 
must be drawn. Taking first the fore body of the yacht, as 
on the right hand in Plate I., it will be plain that if the ves- 
sel be heeled about the axis of the L.W.L. plane one side 
will go down while the other rises. Supposing the yacht 
to be thus inclined, the line marked Im L.W.L. will 
show where the surface of the water cuts the various 
stations in the topsides; and the line Em L. W.L. will 
show the similar intersections on the other side of the yacht. 
The former series of intersections, carried through both fore 
and after body, give us what is called the immersed L.W.L. 
or the lee list line; the latter give the emersed L. W.L or the 
weather list line. In Plate I. these lines are shown in the sheer 
plan, projected according to the third method described, for the 
diagonals: by measuring the height of each intersection of 
the inclined line m the body plan with the different sections, 
and setting it off above the base line in the sheer plan on the 
proper station. This method shows one important point 
that has been much misrepresented of recent years : that in 
smooth water the mere heeling of the yacht, even to a great 
angle, does not increase the length of the waterline for- 
ward, the lengthening aft being much less than commonly 
helieved. 
Tne usual method of drawing the inclined waterlines or list 
lines is the same as the method for the e<Bpanded diagonal, the 
breadths from the middle line to the intersection of each 
station in the body plan are taken along the two lines repre- 
senting the immersed and emersed sides, and then they are 
set off from any convenient base line on the proper stations. 
The Payne Yacht Bill. 
In the Senate on Jan. 20 the House bill for the protection 
of shipbuilders of the United States was taken from the 
calendar, explained by Mr. Prye (Rep , Me.), and passed 
without amendment. 
The bill provides that yachts belonging to a regularly 
organized yacht club of any foreign nation which shall ex- 
lend like privileges to the yachts of the United States shall 
have the privilege of entering or leaving any port of the 
United States without entering or clearing at the Custom 
House thereof or paying tonnage tax; provided that the priv- 
ileges of this section shall not extend to any yacht built out- 
side of the United States, unless such ownership or charter 
was acquired prior to the passage ot this act. And it repeals 
Section 11 of an act entitled "An act to abolish certain fees 
for official services to American vessels," approved June 1.9, 
1886, so far as the same exempts any yacht built outside of 
the United States and owned, chartered or used by a citizen 
of the United States, from the payment of tonn&ge taxes, 
