174 
FOREST AND STREAM. 
[Feb. 27, 189?". 
, Having the L.W.L., we find two other steps open before us. 
In the fore body we will takeNo.4station;ltsupperandlower 
'ends are already plotted on the body plan; we can obtain 
the half breadth on the L.W.L. from the line just drawn in 
ihfe half-breadth plan, and this we will transfer to the 
L.W.L. on the right of the center line in the body plan. We 
Jiow have three points on the frame at station 4, and through 
them we draw a curve somewhat similar to the midship sec- 
tion, but of course smaller in every measurement. 
Now we will take the middle bow-buttock line in the 
body and half-breadth plans, straight in both, and we find, 
starting forward, that we have six spots: one where the bow 
line intersects the deck line and one where it intersects the 
L.W L. in the half-breadth plnn, both of which we project 
upward on to the sbeerline and the L.W.L, respectively in the 
sheer plan; one where the bow line intersects Station! in the 
body plan, and one where it intersects Station 6, both of 
which are transferred to the respective stations in the sheer 
plan; and one where the buttock line in the half -breadth 
plan intersects the deck line, and one where it intersects the 
L.W.L., which we project upward on to the sheer plan. 
Now we can draw a fair line, full forward and much finer 
aft, through these six spots, the middle bow-buttock line in 
the sheer plan. The fore end of this line will probably be 
Incorrect and require subsequent alteration, but that is of 
no consequence; the after end is most useful to us. It runs 
out fairly, showing a good shape to our counter, as can be 
seen by the eye; and this much being secured, we will go to 
Station 10 in the body plan, where we will set off first the 
half breadth on the L. W.L., as taken from the half-breadth 
plan, and next the height on the middle buttock line, as 
taken from the sheer plan, drawing the complete section 
through the four spots: at deck, L.W.L., buttock line and 
keel. 
We are now rapidly building up a solid form from the 
many separate elements; the next step, after we have per- 
haps run in Station 2 in the body plan, is to draw the traces 
of two or three diagonals in the body plan and to plot from 
. the various intersections the three expanded diagonals. If 
the preceding work has been done skillfully the diagonals 
will merely call for some minor alterations by way of fair- 
ing. 
Following the diagonals, we will run in B level line in the 
half-breadth plan, and then W2, using every possible inter- 
section in both body and sheer plans, on both stations, and 
bow-buttock lines If these fair up properly we can run in 
the two remaining bow-buttock lines, and when they are 
faired, no easy matter in the bow, we can take all of the re- 
maining stations of the body plan, running them infromthe 
distances in the sheer and half-breadth plans, using all the 
intersections. 
We have dealt only with the drafting processes; it is neces- 
sary in the course of this work to keep therunof the aOiount 
and disposition of the displacement, involving the position 
of the C. B; if this is done properly as the workproceeds, now 
that the drawing is finished the full and final calculations 
can be made with a certainty that they will result satisfac- 
torily. 
The main drawing being thus completed, we will take up 
the preliminary drawing; any alterations of the original 
plan that may have proved necessary in the course of the 
work are now made also in the smaller drawing, and it is 
finished up as a spar rigging and sail plan. The spars, 
standing and running rigging, blocks, cleats, tiller, turn- 
buckles, etc., are shown in their places in the sheer plan and 
also the deck plan below it, and the drawing is finally inked 
in and a tracing made. 
It is not unusual, after making a rough sail plan to ascer- 
tain the general balance as compared with that of the hull, 
to begin with the main design, leaving the sail plan and 
similar details until this is completed. It will be found 
more satisfactory, however, to work as we have indicated, 
making the complete sheer and sail plan, if not the deck 
plan as well, to a small scale, and doing the thinking, 
sketching and most of the altering on thi? drawing, only 
taking up the principal drawing after all ideas have been 
thoroughly matured. The pictorial side of the drawing is 
no small aid in the production of a shipshape and sightly 
vessel; it is not enough that every line should be fair in it- 
self, in the flat drawing, but each must do its part toward 
the production of a harmonious whole in the solid yacht. 
The construction of a reasonably perfect design calls for a 
thorough familiarity with yachts and their qualities, a care- 
fully trained eye, a knowledge of drafting instruments and 
appliances, and no small amount of skill and dexterity in 
their use. These last, at least, may be acquired by study 
and practice, and to them we shall next turn our attention. 
The Payne Bill. 
From The Yachtsman, Feb, U. 
The passing of the Payne bill by the Senate can hardly be 
considered likely to benefit American yachting, though no 
doubt it is intended to have such an effect. The bill has it 
that a yacht built outside the United States, and owned, char- 
tered or used by a citizen of the United States, must enter 
and clear at the custom house of every portthat she may visit 
In the States. That the measure is not retroactive is its 
single small redeeming feature. Henceforth no orders for 
steam or sailing yachts will be given to British builders, nor 
will any of our yachts be bought or hired, save for foreign 
cruising perhaps. 
How this is to benefit America is a matter best understood 
by protectionists, but of one thing we are certain, viz : that 
had this law always been in force in America, the great 
America's Cup would have been in direful jeopardy when Sir 
Richard Sutton took Genesta out to i-ace for it. The lespons 
learned by American designei-s from Madge, Clara, etc. , 
were learned well, and the result to-day is manifest. It is 
not, however, among sailing yachts so much that the effect 
of the bill will be felt as among steamers; and it is precisely 
in steam that America is deplorably astern of, England, for 
the specimens of her steam yachts that we are accustomed 
to see in our waters are such as to readily, explain the pref- 
erence notably shown by wealthy citizens for British-built 
vessels. 
How are American builders to have their wits sharpened 
by being prevented from seeing and studying the superior 
work of foreigners? And unless yachtsmen, or would bo 
yachtsmen, have the opportunity of inspecting well-appoint- 
ed and handsome vessels, it is not probable that they will be 
tempted into giving the protected builder an order. 
The rush to the Clyde for steam yachts of late has, we 
have no doubt, been mainly due to the admiration excited for ~ 
the work turned out by the Scotch designers and ship- 
wrights—work with which America has absolutely nothing 
to compare, and ^which, in fact, she is incapable of produc- 
ing. 
The citizens of the States cannot be forced into throwing 
their dollars away among the builders, and it is question- 
able, therefore, whether the bill will have any effect in en-^ 
couraging the industry that it seeks to cultivate. Men will 
be rather apt to say to themselves that, seeing the impossi- 
bility of getting the really good article that other nations 
have, they prefer to go without altogether. 
It requires a strong and, if we may say so, a misguided 
sense of patriotism for an American to have a large steamer 
built at home, and the capacity of the builders to turn out a 
handsome and well-appointed craft is not likely to be in- 
creased by the knowledge that they have no competitors 
abroad. . -, , , . „ 
The Payne bill has little indeed to recommend it. Even 
the builders find themselves hampered by the duties which 
they have to pay upon many of the most important materials 
required in yacht construction, and a better kind of Govern- 
mental help would surely be to relieve them of these burdens. 
At all events, this would be a real support, whereas the pre- 
vention of foreign competition can at the best be considered 
only a problematical boon. 
But the thought of the millions of dollars which travel 
over the Atlantic to the pockets of British builders is one 
that no American legislator can regard with equanimity, and 
the Payne bill is a specimen more of short-sighted financial 
considerations than of far-seeing legislations. It will do the 
British industry little harm, but the same cannot, we think, 
be said of the American. 
One-Design CI asses. 
One of the most instructive phases of British yachting is 
the rapid development of the one design classes in all parts 
of England, Scotland and Ireland, yachtsmen in each locality 
abandoning the existing rule and substituting some .special 
regulations of purely local influence. Under such regula- 
tions there are growing up many separate families of small 
craft, most of them of excellent design and well adapted for 
their special locality and the demands of their owners. 
It is much to be regretted that as good boats cannot be 
built under the regular measurement rule, as it is evident 
that the special and one-design classes appeal to the great 
majority of yachtsmen, even those who place racing among 
the chief charms of yachting. There is no avoiding the 
obvious moral of the success of the one-design classes: that 
comparatively few yachtsmen of to-day are really desirous 
of attaining the fastest yacht at the sacrifice of all other 
qualities, and that if all be restricted alike in the use of ex- 
treme features there will be more yachts and better racing. 
One of the most important of the special classes thus far 
produced can only be regarded as a direct protest against 
the course of unrestricted racing on the Solent, where an ex- 
treme of design and construction has held full sway for sev- 
eral years Last year an effort was made by some of the 
Solent racing men, who had tired of building a new and 
more costly and less useful yacht every year, to establish a 
restricted class, to one design, and with rigid limits on ex- 
treme features both of design and construction. So success- 
ful was it that over a dozen boats were built by Messrs. 
White Bros., of Cowes, to their own design, the dimensions 
being: Overall, 32ft. 8in.; l.w.l., 25tt ; beam 7ft. 6in.; draft, 
5ft. The result was a fleet of smart little keel yachts of 
lasting construction and good accommodation. They have 
raced throughout the season and have proved most success- 
ful, the class being good for an indefinite time. 
This year a similar, but smaller, class, to be called the 
Redwings, will be established, the yachts now being under 
way at the yard of Camper & Nicholson, Gosport; Mr. Chas. 
Nicholson, of the firm, being the designer. The dimensions 
are: Over all, 22ft. 3in. ; l.w.l., 16ft.; beam, 5ft. Sin. ; draft, 
2ft. llin. The boats are staunch little cutters, as shown in 
the accompanying drawing. The conditions under which 
the class has been created are as follows: 
BtTLES, 
1. A one-design small boat class has been established in 
the Solent, with the object of affording class racing that is 
not expensive, and giving the owner of a boat an opportunity 
of exercising his skill in designing her sails and rig. Sail 
area is limited to 200sq. ft., actual measurement of sails only. 
No spinakers are allowed in class racing as separate sails, 
but jibs may be boomed out. 
2. Each owner will be provided with the sheer plan of the 
boat, with the C:L.R. marked. 
3. Each owner will have to pay £1 a year to defray necessary 
expenses, any balance being devoted to the prize fund. There 
will be an entrance fee of .£1 after twelve boats are ordered, 
which will also go to the prize fund. Applications for boats 
and for membership are to be addressed to the hon. secre- 
tary, and the names of applicants will be submitted to the 
members of the class for election. In such elections one 
black ball in five to exclude; five owners of boats to form a 
quorum, one vote one boat. 
4. In all cases of voting there shall only be one vote per 
boat, except in committee, and no alterations and 
additions to these rules shall be made without a two-thirds 
majority. 
5. A captain of the class shall be elected annually, who 
shall undertake the duties of hon, secretary. 
6. The committee of management shall consist of seven 
owners or joint owners of boats; two to retire annually, who 
shall not be eligible for election for one year. They shall be 
responsible for the entire management of the class, and their 
decisions shall be final and binding on all owners. Two 
shall form a quorum to decide minor questions which may 
arise, and all vacancies shall be filled by general meeting. 
7. There shall be no limit to the number of persons on 
board, but no paid hands are allovved in class racing. 
8. The committee shall be responsible for the measure- 
ment of sails, and also that the sails are made of uniform 
material, which has been selected by the committee and is of 
red cotton; the hon. secretary will give information as to 
where it may be obtained. ^ 
9. No boat is allowed to have any alteration made to her 
hull or ballast, and any alteration rendered necessary by 
change of rig must be notified to the captain of the class. 
10. No boat shall be allowed to start unless her sail area is 
certified by the committee. 
11. Each boat shall carry when racing an anchor weighing 
20lbs., and not less than twenty fathoms of 2in. grass rope 
cable and sufficient life-saving apparatus for her crew. 
13. The following form the committee: Col. Moreton, Mr. 
F. Hardcastle, Capt. du Boulay, Mr. Gerald Fitzgerald, Mr. 
G. H. Harrison, Mr. H. C. Sutton. Mr. B. O. Cochrane, 
captain and hon. secretary, "Oakleigh," St. John's Park, 
: Ryde. 
^ 13. The ownership of boats will be decided by lot, 
SPECIFICATION OF BOATS. 
Planking, yellow pine, >0n. full when finished. 
Keel, English elm, 4in. tnick, about Sin. wide. 
Stem, English oak, 4Xin. moulded, 3in. sided. 
Stem timber, English oak. Sin. moulded, 4in. sided. 
' Bent timbers, American elm, Min. moulded, %in. sided. 
Clamp, yellow pine, 3Xin. moulded, l>ain. sided. 
Beams, white pine, 8>iin. moulded, IJ^in. sided. 
Cockpit carllnes, 2>^iu. moulded, 2in. sided. 
Coamings, Englisti elm, 4in. above deck, fitted with outside 
capping. 
Stern finishing chock, pitch pine. Covermg boards, teak, 
l>^in. thick. Deck, white pine, Mil- thick, painted, and cov- 
ered with unbleached calico painted two coats. 
Six wrought iron galvanized floors. 
Twelve oak beam knees, mast partner 3ft. long, and all 
timbers in this length to be lin, xl^^in., to take chainplates 
where required. One knee to be fitted where required for 
chainplates. 
Rudder, English elm, blade with wrought iron straps and 
stem working in iron tube. Galvanized tiller fitted to head 
of rudder stem, with nut and screw. 
Cast iron keel, lOcwt., fitted with lin. and %in. through 
bolts, with nuts inside. Topsides and inside to be painted 
three coats, and bottom black varnished. All fastenings of 
copper. 
White pine platform to be fitted where required. 
Eyebolts each end of keel for hoisting out. 
Boats to be delivered afloat in Portsmouth Harbor. 
Length over all, 22ft. lin. ; length l.w.l., 16ft.; beam, 5ft. 
5in.; draft, 2ft. llin. Price £45. 
The Royal Mersey Y. C, of Liverpool, has a class of eentar. 
board boats, not of one design, but all built to certain rigid 
restrictions, as follows: 
RTTLES FOR THE dLASS OF ONE-RATING CENTERBOABD BOATS. 
Rating— Not to exceed 1-rating, as per Y. R. A. rule of 
1895. 
Time— No time allowance. 
SPECIAL RESTRICTIONS. 
1. The length on L.W.L. shall not exceed 22ft. noi: be less 
than 20ft. 
2. The draft of water, independently of centerboard, shall 
not exceed 3ft. 
3. The centerboard shall be of iron or steel, hot exceeding 
%h). in thickness, and the exposed area not exceeding 
lOsq. ft. 
4. The ballast, including C.B., shall not be less than 
16cwt. 
5. No fin or bulb, or any combination of either, shall he 
allowed. The sternpost shall be of wood, solidly attached to 
the keel and dead wood, and otherwise form part of the shape 
and structure, in every respect as in an ordinary vessel; and 
the longitudinal (or profile) section of the immersed portion 
of the vessel shall show a solid straight line from where the 
sternpost leaves the counter or truck to the after end of the 
lower edge of the keel, and from the after end of the lower 
edge of the keel to the fore end of the L.W.L. shall be either 
a straight line or show outside such straight line in a fair, 
continuous curve, without break or hollow from end to end. 
6. The fore part of the rudder shall closely follow and be 
hung to the sternpost, and extend down to within not more 
than2in. of the after end of the lower edge of the keel; but 
no part of the rudder shall project below the line of the 
lower edge of the keel. 
7. The area of the deck shall not be less than 70 per cent, 
of the deck plan, and the waterways on each side shall not 
be less than 16in. 
8. The planking shall not be less than %in. carvel or J^in. 
in clencher-built boats, and the deck planks shall not be less 
than 5^in. thick, these in all cases finished sizes. 
9. The framing shall not be less than l)iin. by %in., or 
equal sectional area thereto. 
10. The spacing of the frames shall not be more than 7in. 
in the clear. 
IL The boats shall be measured with three hands on 
board, or a weight of 4481 bs., at the measurer's option. 
12. The owner (or his representative) shall submit to the 
measurer a public weighing machine weight note, certifying 
the weight of ballast and centerboard carried by his vessel. 
Crew— No boat to carry more than three hanas, all told, in. 
any match of the club. 
Helmsmen — To be members of the Royal Mersey Y. C. or 
Cheshire Y. C. 
Life Belts— Every member of the crew while racing shall 
wear a life-saving apparatus, to be approved by the meas- 
urer. 
Measurer, to be appointed by sailing committee, to measure 
and inspect the boats, and grant certificates of rating and 
qualification. Should the measurer not consider a boat to 
conform to these rules, the matter to be referred to the sail- 
ing committee, whose decision shall be final. 
One of the accompanying cuts shows Ethilda, built and 
raced last year under these rules. She was designed for 
Messrs. Chas. Livingston and Geo. H. Warren, the latter at 
one time a member of the Eastern Y. C, of Boston, and 
owner of the cutter Stranger. At present the i^acht is owned 
by Mr. Harold Forwood, until recently a resident of New 
York, and a member of the Seawanhaka and other clubn. 
The other picture shows a boat built for the_ similar regula- 
tions of a restricted class on the Menai Straits. 
On the other side of St. George's Channel, at Kingstown, 
the Dublin Bay Sailing Club has just started a new class, 
to be called the "Colleens," to one design by the local 
builder, James Doyle. They are 22ft. over all, 17ft. l.w.l., 
6ft. Bin. beam, carrying 250sq. ft. in a lug mainsail and jib, 
no spinaker. They are clinker-built and well put, together, 
with floors of steel or gun metal, and all fastenings of cop- 
per or Muntz metal. The price of a boat complete is not to 
exceed £52 ($260). 
Gilbert's Bar, Fla., T. C. 
This club was organised in October, 1895, with eighteen, 
members. It now has a membership of forty-five. The 
club house is situated on a narrow strip of land, with the 
ocean on one side and Indian River on the other. It is one- 
half mile south of Gilbert's Bar House of Refuge and two 
miles north of Santa Lucia Inlet, and opposite Gilbert's 
Rocks as marked on the chart. 
The club holds a field day every month, when there is a re- 
gatta and other amusements, followed by dancing in the 
evening. 
The results of the last regatta, held Feb. 13, are as follows : 
BOATS kSPT. ^ND OVER, 
Corrected. 
Albatross 40 4 1 
Ziugan . .. , i...«t.U..>.< .37 S9 
Joker .38 iitt 
Winner, Zingan. 
BOATS UNDER 2 "FT. ' 
Correcfed 
Gull ..48 4:1 " 
Swallow •..,......41 
I3elle . , 1 , . , , ■ • . ■ . a a I . . * ■ I I ■ ■'■ ifi'v.-, 4 aa^ ■ ^1 t .^M.. ■ KJi'a J .4^ J 
llderim ...,......,...,..■.>.,... .........a.'. .,..,.461 ' g4 
Eclipse 45 
Beatrice » t» ^4 
Winners: first, Beatrice; secord, llderim. 
The following are the officers of the club: Cotja..^ "Slim. H. 
E. Sewall, Sewall's Point, Fla.; Vice-Com., E. (j, B. I.yndall, 
Esq., Waveland, Fla.; Sec'y, Paul M. Asto-jj, Esq.., Wave- 
land, Fla.; Treas., C. H. Racey, Esq., \Vavelan "d, Fla.; 
Meas., Capt. H. W. Bessey, Sewall's Point,, Fla, 
■Chicaso Tacht Mutters. 
Chicago, 111., Feb. 19.— .Columbia Y C, or Chica, go, holds 
a smolser this evening at its comnciodioub rooms. 1 'here will 
be plenty of good music and o'oher entevtaining features, 
among which will be some sparring matches of a p: urely am- 
atuer sort. Columbia Y. C. has about 150 merabe rs, and is 
much of an athletic organization. 
The First Battalion Naval Militi.a of Illinois, o ffered an 
interesting entertainment at Central Music "Hall on the 
evening of Feb. 17; Mr. H. G. Peabody, of Rosto n, Mass., 
delivering a lecture, finely illustrated witk ste reopticon 
views of yachts. Government warships, martoe "viewH, etc. 
On Feb. 24 Mr. Peabody loctures on "Historic Jios ton." 
The yacht Tartar, tne Peterson boat wliiek ti immedup 
everything on Minnotonka and the White Rear chain last 
fall, has been bought by Walter Dupee, a.yo ung gentleman 
of this city, and will be sailed on Ocononxttwoc waters, Wis., 
next season. 
Further word from the young Chieago> yachtsman who 
talks of bringing a boat East for the Seawa nhaka races indi- 
cates that he thinks more and more stEongly of the lde&. It 
is all a question of ability to get a design and a builder in 
time to turn out the boat. The gentleman is looking for 
both, and though by no means sure of success, is still hope- 
ful he may get the work under way soon- There is talk that 
he may go yet further West before he settles on his plans, as 
he wants to see what is the last thing ou t Minnetonka way. 
There is nothing definite as yet determijAed in regard to the 
matter. E, HouQH. 
1206 BovoE BtnUjOixe, Cbicago. 
