Feb. 27, 1897.] 
FOREST AND STREAM. 
17S 
two-thirds of the value of property, shall determine whether 
roads approved by the State Commission shall he improved. 
Upon the receipt by the State Highway Commission of a 
board's approval of any road improvement, there shall be 
advertisements for bids. 
This proposed law is to take effect immediately, and pro- 
vides for the levying annually of a State tax of one-tenth of 
a mill, to be known as a State highway tax. The money 
thus raised is to pay the State share of the expense of high- 
way improvement. The tax provided in the bill would raise 
annually $436,000, 
Xiii A. W. Measures. 
At the recent convention of the ISIational Assembly of the 
League of American Wheelmen, held at Albany, matters of 
considerable importance were acted upon. A strong effort ' 
was made to have Sunday racing legahzed, which took the 
form of a motion to allow divisional option in the matter. 
Representatives from northern California and some of the 
far Western States were particularly active in support of the 
measure. The motion was, however, defeated by a decisive 
vote, more than three-quarters of the delegates casting their 
ballots against Sunday racing. 
An attempt to induce the league to admit professional 
wheelmen to active or associate membership, though sup- 
ported by President Potter and ex-President Willison, was 
lost. A motion was, however, carried providing for both 
amateur and professional championships under league 
auspices. It was urged in support of the amendment that 
such a division was essential to satisfactorily determine the 
real champions in their respective classes each yeai-. 
Another important measure which was carried was the 
adoption of a resolution that all contests at closed, college 
and school meets be decided under the rules of the Intercol- 
legiate Athletic Association. 
This amendment simplifies the relationship of the college 
organization with the league and removes a snag in the way 
of harmony that resulted from the allowance of certain 
stated expenses to college athletes contrary to the rules of 
the L. A. W. 
An experiment, the results of which will be watched with 
interest, is the creation of a loan committee, consisting of the 
executive committee and the secretary and treasurer of the 
league, for the purpose of loaning funds from the big 
divisions to any of the smaller ones, with the object of aid- 
ing the latter in recruiting their membership and aiding in 
road improvement work. 
Ex President Sterling Elliott will continue the publication 
of the league Bvlletin for 1897. The next, meeting of the 
National Assembly will be held in St. Louis in February, 
1898, 
As the yachting journal of America, the Fokest iHD Stbbam is the 
recognized medium of cormnunicati'on between the maker of yachts- 
men's supplies and the yachting public. Its value for advertising 
has been demonstrated by patrons idho have employed its columns 
continuously for years. 
FIXTURES. 
MAY. 
81. Harlem. 
JDNE. 
5. Knickerbocker. 
12. DouslastoD, 
19. Larchmont, spring regatta. 
26. Seawanhaka-Corintliian. 
88. Stamford, special. 
29. Indian Hnroor, special, 
30. Corinthian Fleet, special. 
JUIiY. 
1. Horseshoe Harbor, special. 
2. Sea Cliff, special. 
3. New Eochelle, ariBnal. 
4. Larohmont, annual. 
6. American, annual. 
10. Riverside. 
17-24. Larchmont, race week. 
28. Stamford. 
31. Sea ClifE. 
AUGUST. 
7. Indian Harbor. 
14. Hempstead Harbor. 
21. Horseshoe Harbor. 
28. Huntington. 
SEPTEMBEB. 
4. Huguenot. 
4. Larchmont, special. 
6. Larchmont, fall regatta. 
11. Larchmont, special. 
As A most timely comment upon the hypocritical protes- 
tations of regard for the interests of the poor American 
workmen that have accompanied the arguments for the 
passage of the Payne biU, comes the interesting news that 
two of the great American shipyards are now preparing 
to build torpedo boats for the United States Government 
from English designs. The proposals for bids called for de- 
signs from the builders, without stipulation as to where 
such designs should be obtained, and two of the successful 
firms have managed to procure their designs in England, 
being unable to make them in their own drafting rooms. 
Further than this, as a mere matter of economy, arrange- 
ments have been made by at least one of these firms to have 
all the drafting done at Southampton, England, where the 
wages of skilled draftsmen are much lower than in this 
country. 
The Forest and Stream has no objection to offer to the 
purchasing of designs abroad if better ones can be obtained 
there than at home. Such a policy is absolutely necessary 
in many branches of naval design, notably at present in 
ocean steamers and steam yachts. There is absolutely noth- 
ing to be gained by a nation in building worthless vessels. 
The first thing is to secure good designs, abroad if they can- 
not be made at home. What we do object to is the selfish 
and cowardly attitude of those American shipbuilders who 
are back of the Payne bill, who demand that the yachtsman 
shall be compelled to purchase at a high price at home what 
he wants, while they are allowed free access to the markets 
of the world for what they want. If the American yachts- 
man must not purchase a yacht on the Clyde, why should 
the American builder be not only permitted but encouraged 
by the Government to buy both brains and labor on the So- 
lent? 
The Payne bUl will do nothing whatever for the American 
designer, the Atherican draftsman or the American mechanic. 
Under such laws as now exist, and with the manner in which 
they are enforced, the shipbuilder is free to employ foreign 
labor of all grades, from that of the eminent naval architect, 
who makes long visits to this country when important new 
work of purely American design is under consideration, 
down to the riveter and caulker in the yard; in every depart- 
ment — ^the office, the drafting room, the shops and the yards 
—the foreigner has at least an egual footing with the native 
American. It is the men who are responsible for and who 
profit directly by this state of affairs who presume to dictate 
to American yachtsmen as to where they shall spend their 
own money. The most disgusting part of the whole busi- 
ness is the canting cry of patriotism and protection to Ameri- 
can labor. 
The conditions of steam yacht building and torpedo boat 
building in the LTnited States to-day are radically different. 
The American builders have proved by a series of costly 
failures that up to the present time they are unable to turn 
out a first-class steam yacht, regardless of cost or time; 
yachtsmen who wish a really satisfactory article being com- 
pelled thus far to go abroad for it. 
I ■ In torpedo vessels such is not the case; one American firm, 
the HerreshoflE Company, has for many years made a spe- 
cialty of this class of work, increasing the speed and size in 
answer to the very moderate demands of the Government. 
Now that these demands have increased, the firm has shown 
itself quite capable of meeting them, as is proved by the 
recent remarkable success of the new No. 6, designed entirely 
by N, G. Herreshoff and built at the Bristol works. 
Under the circumstances it would seem in every way both 
reasonable and just to discourage the purchase abroad of 
torpedo boat designs, when equally good ones can be pro- 
duced at home; and, on the other hand, to permit yachts- 
men to purchase abroad what they cannot obtain at home. 
The exact reverse of this is actually the case — ^the American 
builder is permitted by the Government to purchase what 
he wants where he can get it the cheapest, while at the same 
time he is granted an absolute monopoly in his dealings 
with his customers. 
On Feb. 17 the Sandusky Y. C, of Sandusky, O., a member 
of the Interlake Y. R. A., held a meeting and decided to 
challenge for the Canada's cup, provided that the Royal 
Canadian Y. C. would waive the ten months' notice. It is 
proposed to challenge in the 33ft. class. There is little 
doubt that the holders will consent to waive the notice and 
make a match. 
YACHT DESIGNING— XV. 
BY W, P. STEPHENS. 
Continued from page 135.] 
The reader should by this time be fairly familiar with the 
nature and use of a marine drawing, enough so at least to 
enable him to study one intelligently. In order to enable 
him to make one, it is necessary to describe the various in- 
struments and appliances of the mechanical draftsman, 
and their uses. Before doing this, however, we shall con- 
tinue the present portion of the subject a little further in 
outlining the general method of constructing such a design 
as that shown in Plate II. This series of operations will de- 
mand a detailed and elaborate explanation later on, after 
the student has made good his claim to the title of drafts- 
man, and is prepared to claim that of designer; but a brief 
review now will be of assistance in that it gives a broader 
view of the entire subject treated in these papers. 
As stated in the opening chapters, the first step toward 
making a design of a yacht is to decide what sort of a craft 
is desired, of what rig, class and general type, and the prin- 
cipal dimensions. In this work the designer must be guided 
by his knowledge of vessels and by such actual yachts and 
published designs as are accessible as a basis of comparison. 
These preliminary points being once settled, the next step 
is to make a sheer and sail plan to a small scale, from }i to 
}4in. to the foot. A base line is drawn near the lower edge of 
a sheet of paper, and parallel to it, at a distance above it 
equal to the draft assumed for the yacht, a second line is 
drawn, the L.W.L. The proper length of L.W.L. is laid off 
on this line, leaving sufficient distance on the right hand for 
the projection of fore overhang and bowsprit, and on the left 
hand for the after overhang or counter and the boom. "Ver- 
tical lines are drawn through the points denoting the ends 
of the L.W.L., the L.W.L. is divided into twelve equal parts, 
and other vertical lines are drawn through the points of di- 
vision and at equal intervals in the overhangs. The lowest 
point of the side, the least freeboard, will be somewhere 
about Station 7, and at this point a light pencil line is 
drawn, parallel to the base line. The length of the fore 
overhang is then set off along the L.W.L. to the right from 
Station 0 and a perpendicular line drawn; on this latter is 
laid off the intended height of the, stem above water. Simi- 
larly, the length of the after overhang is laid off on the left- 
hand end of the L.W.L., a perpendicular drawn, and the 
height of the taffrail is plotted. The sheer line may now be 
drawn in, after which the outline of the counter, usually a 
straight line, and the line of the sternpost, also straight. 
The round of deck amidship is laid off from the sheer line 
and the centerliue of deck drawn in. Now the stem above 
water is sketched in, and the curve is carried down to the 
forefoot and then on to the, keel, finally touching the base 
line, which represents the extreme draft. The rudder is 
next drawn in and then the centerboard, if there be one. 
Now, by methods which wiU be explained later on, the 
area of the immersed portion of the sheer plan, the lateral 
plane, with that of the rudder and the centerboard, and the 
center of area of each, are calculated, and the common cen- 
ter of the three, the C.L.R., is plotted on the plan. The 
center of the hull alone and of hull and rudder without cen- 
terboard are also marked. 
The next step is the construction of the spar and sail plan 
above the hull. The center of the mast, measured from the 
fore end of the L.W.L., is marked on the center line of deck, 
and a perpendicular is drawn. If the mast is to rake a little, 
as is often the case, a second line is drawn through the same 
point, on the center line of deck, but at a slight angle to the 
first, for the true center line of the mast. The rake of a 
mast is usually calculated at so much per foot of length; 
3^iu. per foot, or Sin. in 12ft., is quite moderate; the extreme, 
such as was seen in the original rig of the schooner America, 
as well as in the pictures of pirate craft that thrilled us in 
our boyhood, is about 23^in. to the foot. 
The two sides of the mast (or rather of its projection) are 
now drawn in on each side of the center line, with the appro- 
priate taper from deck to masthead and then up to cap or 
truck. Similarly, the bowsprit is drawn in, with the line of 
jib or forestay and bobstay. The outline of mainsail and jib 
are then drawn, and the areas and centers calculated, altera- 
tions being made in the dimensions of the two sails and pos- 
sibly in the position of mast and length of bowsprit until 
the necessary area is obtained, with its center, the C.B., in 
the proper relation to the C.L.R., generally a little forward. 
In deciding on the total area of sail, the position of mast, 
length of bowsprit, boom, hoist and gaff, the designer will 
be guided by the dimensions and qualities of certain known 
vessels of about the same size, some of which perhaps carry 
even more sail and are amply stiff, while others may be over- 
can vased with a smaller sail plan. 
Assuming that we now have about the correct amount of 
sail, and this suitably balanced over a hull with adequate 
freeboard and good ends, the next step is to complete the 
picture, for such this preliminary drawing really is. The 
double lines of the rail may be drawn in, the line of gold 
stripe, finished out with a light sketch of the carved trail- 
boards at stemhead and on the quarter, the cabin house, 
companion, skylights and similar deck fittings may be 
sketched in, and the full details of boom, gaff, shrouds, hal- 
yards, etc., added. The idea of this work is to get at the 
outset as correct a picture as possible of the vacht as she will 
look when under way. As the picture nears completioni a 
close scrutiny will show where changes may be made to ad- 
vantage: the sail plan may not be a graceful one, properly 
fitting the hull; perhaps some slight changes of proportion, 
making no material difference in area or balance, may 
greatly improve the looks. The sheer and the lengths ana 
outlines of the overhangs, though seemingly fair and true 
when seen alone, may now demand some alteration to fit 
them to the other parts; and so through the whole design. 
The more accurate this drawing is, and the more complete 
in all of its details that appeal to the eye, the better may all 
parts be adjusted and harmonized to produce a handsome 
and symmetrical ship in both hull and rig. 
It is sometimes the case that sufficient space is left on the 
right hand of the drawing, between the bowsprit end and 
the margin of the paper, for an end view of the yacht, show- 
ing the mast and the spread of the shrouds, the spinaker 
being dotted in, overlapping the mainsail plan. Space may 
also he left at the bottom of the paper for a full-breadth deck 
plan, on which the actual outlines of the entire deck may be 
sketched in and altered until the corresponding sweeps of 
the two sides appear satisfactory to the eye. 
It is also convenient, perhaps on the back of this same 
sheet of paper, to sketch in the No. 6 or the midship sec- 
tion to a larger scale, i4 or lin. to the foot. To do this the 
base line is drawn as before, a little longer than the beam of 
the yacht, and a perpendicular is erectfed at its middle. The 
L.W.L. is drawn parallel to the base line and at a distance 
above it equal to the draft. The height above the L.W.L. to 
the top of the rail and top of deck are taken from the first 
drawing and set off to the proper scale at each end of the 
L.W.L., a line is lightly penciled through each, and the half 
beam at deck, as originally decided on, is set off along this 
line on each side of the vertical center line. 
The width of keel at the bottom is next decided on and set 
off on the base line on each side of the center line. If the 
yacht has a metal keel, a rough calculation of its bulk and 
consequently of its weight will be necessary. If the extreme 
beam is greater than the beam at deck, it is measured off on 
the L.W.L. on each side and perpendiculars drawn upward 
from the L.W.L. 
Starting at the deck, the outline of the section is now 
sketched m, continuing until it meets the bottom of keel. 
The outline of one side is next copied exactly on the other, 
the deck with its appropriate round is drawn in, also the 
cabin house or skylights. After an inspection of the draw- 
ing we can decide how far down the floor may be located, 
with due regard to space beneath for knees, deadwood, etc., 
for "footroom," in the form of breadth of floor clear of 
frames, locker fronts, etc., and for headroom under the deck, 
trunk or skylight. After the floor is thus located, the seats 
or lockers and any other necessary furniture may be sketched 
in. 
Retmming now to the sheer plan, we will sketch in very 
lightly in pencil the floor line, top of lockers, bulkheads, 
cockpit, etc. 
We now have a craft of fairly good appearance and certain 
definite accommodation; on inspection it may appear that 
the latter may be further improved by small alterations to 
the midship section or sheer plan, and the work is continued 
until generally satisfactory results are obtained, when this 
drawing may be laid aside for some time. 
The preliminary drawing has been made to some scale, 3^ 
or §^in. to the foot if it is a yacht of under 30ft. l.w.l., that 
will call for a sheet of paper about 24in. square. The main 
drawing, similar to Plate 2, will be to a larger scale, perhaps 
lin. to the foot, from 3ft. to 4fc. long and of width in pro- 
portion. The base line is first laid off an inch or so from the 
lower edge of the paper; the ends of the L.W.L. are marked 
on it, also the extreme ends of the over all length, as taken 
from the first smaller drawing; the L.W.L. is divided into 
twelve parts and the necessary stations are drawn in at the 
points of division. The extreme half breadth is then laid off 
on the end verticals and a line drawn parallel to the base 
line. Jilst above this line is drawn the base line of the sheer 
Slan, with the L.W.L, above and parallel to this. The 
eights of the sheer line and the keel line above the base line 
are now measured on each station of the small drawing and 
plotted to the proper scale on the large one. The outline of 
the sheer plan — that is, the sheer line, contour of keel and 
stem, sternpost, rudder and line of counter— are now drawn, 
care being taken to make all the lines perfectly fair. The 
deck line in the half-breadth plan is next drawn; if the deck 
plan has been drawn in the first drawing, the breadths at 
each station will be taken from this, otherwise the line will 
be drawn in by eye on the main drawing tangent to the line 
marking the extreme breadth at about Station 7, unless the 
topsides tumble home. 
The midship or the No. 6 section is next drawn at the ex- 
treme left of the paper, where the body plan is placed in 
Plate II. The various level lines are now ruled in at the 
E roper distances in the sheer and body plans, and the bow- 
uttock lines are ruled in at distances of one-eighth the ex- 
treme beam in the half-breadth and body plans. 
The next step is to draw in the half -breadth plan the half- 
breadth of the fore edge of stem, bottom of keel, sternpost 
and rudder, the side line. The breadth at the bottom of keel 
is determined usually by the amount of lead or iron which 
it is desired to carry; the wider the keel, the lower the weight. 
The fore edge of stem is thinned down as much as possible, 
allowing for a stemband proportionate to the size of the 
yacht. The thickness of the sternpost adjoining the counter 
18 usually governed by the size of rudder stock necessary to 
insure ample strength. 
The side line being thus drawn in the half-breadth plan, 
it is next set off on the body plan, the height at each station 
being taken from the sheer plan, and the half breadth from 
the half -breadth plan. In this way a number of points are 
determined in the body plan; Stations 6, 5, 4, 3, etc., on the 
right side of the center line, and Stations 7, 8, 9, etc., on the 
left. The projection of the side line in the body plan is next 
drawn, a fair line through these different points. 
Now we go up higher and deal with the deck line precisely 
as with the side line. The height, as at Station 6, is taken 
ffom the sheer plan and set oif near the right edge of the 
body plan. The half breadth on the same station is taken 
from the half -breadth plan and set off at the height already 
marked, on the right of the center line in the body plan. 
Every station is thus dealt with until we have a row of 
dots on each side of the center line in the body plan. 
Through each of these rows of dots a fair line must be drawn; 
as the line of the rail should show perfectly fair when seen 
from dead ahead or astern, as well as from the beam and 
intermediate points. It will probably happen that a few of 
the dots— we shall henceforth give them their proper name 
of spots — ^will not accommodate themselves to a fair line 
passing through all the others. In this case we must make 
a small alteration in the sheer line of the sheer plan or the 
deck line of the half-breadth plan so as to alter the height or 
distance out of the spot in the body plan and bring it on the 
line. By this process of fairing we shall finally have the 
projections of the edge of the rail in all three plans show as 
fair lines. 
We have now the general outlines of our solid figure, but 
there are many lines to be filled in. The first of these is the 
L.W.L. in the half-breadth plan; we already have it as a 
straight line in the sheer plan and also in the body plan. We 
have in the half -breadth plan the two ends of the L.W.L. at 
Stations 0 and 13, and we can get another point, its half 
breadth at station 6, from the midship section; this we trans- 
fer to Station 6 in the half-breadth plan, and through these 
three points we draw a long line, probably of very easy 
curvature forward and much more abrupt aft. The exact 
amount of fullness throughout the length of the line must 
be determined by the judgment of the designer and by in- 
spection of known designs. 
