294 
FORESI' AND STREAM. 
[April 9, 1898. 
Station O to C. B. ii.37ft. 
to coefficient 0-54 
Station O to C. L. R., with rudder I2.i8ft. 
Station O to C. L. R., without rudder , . 11.41ft. 
' to coefficient 0.58 
to coefficient 0.54 
Station O to C. E ii.ooft. 
C. B. below L.W.L 1.125ft. 
C. E. above C. L. R. of hull i7-5oft. 
Mainsail, area 465sq.ft. 
Jib, area i4osq.ft. 
Total area 6o5sq.ft. 
Sail area, square root 24.60ft. 
Racing measurement 22.80ft. 
Mast, from Station O 5ft. 3in. 
Mast, heel to truck 32ft. 6in. 
Mast, deck to hounds 28ft. 
Mast, diameter in partners . Sin. 
Bowsprit, Station O to cranse iron 8ft. 
Bowsprit, heel to cranse iron 6ft. 8in. 
Bowsprit, gammon iron to cranse iron. . 3ft. 2in. 
Bowsprit, diameter at gammon iron ... 3/^in. 
Boom, length from after side of mast . . . 25ft. 
Boom, diameter in slings 4in. 
Gaff, length 15ft. 
Gaff, diameter 3in. 
Mainsail, hoist 19ft. 
Mainsail, leach 3Sft. 7in. 
Mainsail, tack to peak 33ft. 
Mainsail, clew to throat 30ft. 6in. 
Jib, luff 26ft. 
Jib, leach 22ft. 3in. 
Jib. foot 12ft. 6in. 
In the calculation of displacement, etc., as above, the 
rudder was included as part of the hull, being continuous 
with it. The dimensions of the sail plan assume that 
the sails are fully stretched to the limit of the spars, the 
allowance for stretch being left to the sail maker. 
With a iinal adjustment of L.W.L. and sail area to 
the even figure of 22ft. R. M., the design complies in all 
respects with the limitations of the 22ft. class on Lake 
Ontario, and with the rules of the Y. R. U. of the Great 
Lakes. The coefficient of midship section, 35 per cent., 
is up to the limit of the larger classes. The original di- 
mensions, of 25ft. l.w.]., etc., would make an excellent 
27-footer. complying with all the limitations of the Lake 
rules as to measurement, coefficient, draft, etc. The de- 
tails of construction, offsets, scantling, etc., will follow 
next week. 
Measurement Rules, 
New York, March 22. — Editor Forest and Stream: 
Let us consider tlie measurement rule proposed by J. E. 
in Forest and St,ream of March 19: 
S?. ^ L X 8 for 10) ' Vm7 
Sg. (see Fig. i and Fig. 2). The girth is measured 
around the perimeter from rail to keel, following the 
skin. Kg. (see Fig. 3). The measurement is made in 
this case along the straight line. 
L,=:The L.W.L. length. 
M.=The righting moment. Measured at 7^ degrees 
for large yachts and 15 degrees for small yachts. 
First: Consider the factor This factor evi- 
dently can never be less than unity, since Kg. is the 
shortest line that can be drawn between the rail and 
keel (see Fig. 3). No matter whether the designer uses 
the full section. Fig. i, or the extreme fin section of Fig. 
2, the effect on the factor is precisely the same, and nat- 
urally then the designer would use the fin section, since 
that has much less displacement and much less wetted 
surface, the effect being to secure the boat of very small 
capacity. He might use a section similar to that shown 
in Fig. 3, the effect of which would be to produce an 
extremely bad type. 
Second: L. is measured on an even keel, therefore 
the designer would use that form which would give a 
considerable increase of L., with increased heel and a 
decrease of actual beam. This also would tend to the 
using of the fin-keel section. 
• Third: The righting moment is used. 
(a) Considered alone, righting moment or ability to 
caffy sail has always been considered a desirable qual- 
ity in a yacht, and it is only undesirable when obtained 
by use of excessive draft combined with small displace- 
ment. Any rule, then, which taxes righting moment, 
leaving sail unrestricted, is vicious in the extreme, since 
it would encourage the building of j^achts with small 
righting moments and large rigs. 
(b) The requirement of the small righting monient 
for the small angle of heel given can easily be met; and 
evaded, either by the use of the semi-circle section of fin- 
keel for large yachts or by the use of such a section as 
is shown on Fig. 4, in which by an adjustment of the 
weight of the topsides and hull to the weight of the 
keel the righting moment for either 73^ degrees or 15 
degrees can be made O, while at 45 degrees it will be 
sufficiently great to permit a fair amount of sail to be 
carried. Using such a section as is shown in Fig. 4, 
the girth factor would be small, the length would be 
extremely short, the lineal rating very small, and the 
resulting yacht reasonably fast and very bad. 
(c) Taking a fin-keel of circular cross section, the 
ratio of righting moments for various degrees of heel, 
disregarding the effect of the spars, is as follows: 7^ 
degrees, i; 15 degrees, 2; 22^ degrees, 3; 30 degrees, 
3-8; 27V2 degrees, 4.7; 45 degrees, 5.5. 
For an angle of heel of 7^2 , degrees, figuring in the 
weight of the spars, the righting moment would be de- 
creased to about one-half. The designer therefore would 
naturally design a large yacht to use a high angle of heel. 
I may be wrong, but it seems to me that it would be 
difficult to suggest a more thoroughly bad rule than this 
one. Geo. Hill. 
Memories of Boating Days* 
(Continued from page 2T1.) 
We had just finished giving her a finishing coat of 
black outside. Her interior was all newly decorated, 
all bi-ight wood, such as rails, doors, skylight, etc., fresh- 
ly varnished, and we went home leaving her wide open 
that the paint inside would dry better. That night the 
blizzard began. After it was over we dug her out, and 
of course had all our work to do over again. 
In spite of this setback she was launched on April i, 
and we set sail for our summer quarters at Sheeps- 
head Bay. When in the Upper Bay it came on to snow, 
and the weather looked so bad that we ran into Tomp- 
kinsville, S. I. One of the crew was acquainted with the 
firm of Schmidt & Pannick, boat builders at this place, 
and we were entertained for a couple of hours viewing 
their models and pictures of sailing craft. 
At 5 o'clock P. M., the storm showing no symptoms of 
letting up, we double-reefed and ran across to Gowanus 
Canal and tied up at Downing & Lawrence's wharf near 
the dry docks. The following week we took her around 
with a fine northwest wind, and only two hours were 
occupied in making the run. 
The cruising fever got hold of us again this summer, 
and for a wonder we agreed as to where we should go, 
the result being that we spent a delightful week on the 
waters of Great South Bay, an account of which was 
published in this paper in 1889. Another short cruise 
over along the Jerse}^ shore followed the next month, 
the recollections of which are so pleasant to myself that 
I cannot refrain from giving a brief description of the 
trip. 
A stiff sou'wester was throwing the surf up on the 
beach opposite Sheepshead Bay when we arrived one 
morning where our yacht lay tugging at her moorings, 
as though trying to pull a stone weighing over loolbs. 
out of the mud, where it lay sunk to the depth of several 
feet. 
There were four of us, all thoroughly prepared for a 
week of knocking about. Two were what may be called 
passengers or invited guests — Mr. R., representative 
of the British Isles; and Dr. C, of Brooklyn, in search 
of health. Then there was my big brother, who com- 
mands the ship, and lastly myself, on whom the re- 
sponsibility of crew and steward were showered on this 
occasion. 
Our skiff or tender, as we generallj'^ speak of this use- 
ful appendage to a yacht, was lying alongside the float, 
and into it we threw our baggage and then stepped in 
ourselves. We shoved off to where Monaitipee was toss- 
ing her head up and dancing around, as though anxious 
to be let loose. 
If our boat had been a deep draft, well-ballasted keel,, 
instead of a lightly trimmed centerboarder, we would 
have braved the tempest outside, and got to Keyport 
that day; but not being such we simply tied in two reefs 
and scudded down to Richard's Point, a place effectually 
sheltered from the waves, but not from the wind. Here 
we intended to have a try at the blackfish and small 
sea bass. We had not been anchored five minutes when 
we were dragging the mud hook and going on to the 
bank. Up went the mainsail, and heeling over with lee 
deck all under she ran uo the^wind faster than we could 
get the rods on deck. When quite near the windward 
bank we let go and settled back until about twelve 
fathoms of cable had run out, then she held on. Here 
we lay all afternoon, but instead of letting up, the gale 
increased, and even in our sheltered harbor the water 
was a mass of lather and flying spray. We caught a good 
mess of fish, among which were some kingfish, which 
weighed about a pound each, and made a good fry for 
supper. 
The sun was settling down am.id a mass of crimson and 
breezy looking clouds when the captain, getting out into 
the cockpit, shouted defiantly: "This boat's going 
through to Rockaway to-night or bust." 
Well now that suits us. Rockaway it is. The crew 
bounced out on deck and began preparations for getting 
under way. Shortening up on the anchor rode, we ran 
up the reefed mainsail, then tripping the "killick" up went 
the corne"r of jib. Obedient to headsail she filled aAvay 
and headed out Dead Horse Channel with the wind 
almost abeam. Looking down from our elevated position 
on the windward rail we could plainly see the center- 
board cutting and slashing through the green water, 
while her red bottom shone like gold under the last 
rays of old Sol. 
Rounding the stake at the end of the channel we 
squared away for our destination. Running directly be- 
fore the wind the jib was useless, so we stowed it. "Why 
this is not so bad!" Mr. R. shouted. "Now if it wasn't 
so blooming dark — whew!" His words were cut short 
by a shower of water which just then came flying over 
all hands. The skipper perceiving the sandbar opposite 
Barren Island close under the lee bow had suddenly 
hauled on the wind to clear the outer edge of it, which 
was distinguishable by the whiteness of the water, where 
the waves were tumbling in confusion about it. Coming 
broadside on to the sea a wave slapped up against the 
side and dropped itself upon our British passengei'. 
"If it wasn't so dark," repeated the doctor, and I from 
my position forward perceived by the light of the cabin 
lamp which shone out through the partly open scuttle 
near where he was sitting that a fiendish smile distorted 
his otherwise placid features. 
With the going down of the sun the gale had lessened 
somewhat, but when darkness set in it began again with 
renewed force. I looked over the bow; her horn was 
pitching into the black billows as though in defiance, 
and would scatter them from her path, while under the 
stem the water bubbled and surged up, sometimes coming 
over the rail on deck 2in. deep. I was hanging on to 
the windward shroud, which was as taut as a bow string, 
and vainly endeavoring to pierce the gloom ahead, where 
some faint glimmering lights were discernible, when a 
shout from my brother startled me. 
"Let go the peak, quick!" 
I had the slack of the halyard in one of my hands, and 
just as a gust of wind struck us like a battering ram I 
gave a yank at the rope, which was always belayed with 
a hitch that could be let go by a jerk at the loose end. 
Down it came, letting the bagging leech trail in the 
brine, and she made a lunge forward as though to take a 
header. Indeed she did, being extremely thin and sharp 
bowed she is alwaj^s wet forward, and this time the 
water came over the deck in a solid sheet, a large quan- 
tity of which flowed into the forward cabin port-hole, 
which we had neglected to fasten down. 
With the dropping of the. peak and the heeling of the 
yacht the main boom was now trailing in the waves 
to leeward, and the captain not liking this sung out to 
run up the gaff again. Up it went, and away she flew 
with the canvas stretched and bellied around the rig- 
ging until it seemed as though the wire backstay would 
come through the cloth. The squall had only eased up 
a little when we saw the lights and heard the throbbing 
of a steamer coming down "directly in our wake at the 
same moment the sharp blasts of her whistle came to 
our ears. 
"She's going to leeward of us, steer to port!" 
"All right: port it is." Down went the stick, and 
we shot across toward the north side of the channel, 
while the Canarsie side-wheeler steamed past, looking 
like a fiery palace. 
In our endeavor to get out of the way of the steamer 
we ran too far on to the shoal which extends along 
the north side of the channel, and Monaitipee began to 
drag an enormous wave up behind and seemed about to 
stand still and let it come tumbling on deck. Jamming 
the tiller to port she soon fell away, and at a great risk 
of jibing got back into deep water. We were now di- 
rectly baclc of the big Rockaway hotel, and in a very 
few minutes reached the pier where we were to land. 
We saw some people on board the steamboat which was 
