112 
FOREST AND STREAM 
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Building. Pittsburg. Pa. 
Irish Setter duh, mm 
BoYDTON, Va,, Feb. 2. — Editor Forest and Stream: The 
annual meeting of the Irish Setter Club of America will 
be held at the Madison Square Garden, New York, on 
Friday, Feb.. 22, at 7 130 P. M. 
Geo. H. Thomson^ Sec'y. 
Points and FItishcs. 
Mr. H. H. Hunnewell. Jf., secretary of the American 
Fox Terrier Club, has sent out notices to the club mem- 
bers that the annual meeting of the club will be held at 
SS Liberty street, at 11 o'clock, Feb. 18, in the office of 
the American Kennel Club. The executive board of the 
elub will hold a meeting immediately after the annual 
meeting. 
— ^ — 
Notice. 
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always be addressed to the Forest and Stream Publishing Co., and 
not to any individual connected with the paper. 
''Modern Cruising Yachts: Their 
Design and Construction/' 
The following lecture was delivered at the Yachtsmen's 
Club on Wednesday evening, Jan. 23, by Mr. Clinton H. 
Crane, of the flgrra of Tarns, Lemoine & Crane. Mr. 
Crane's ability as a designer is well known, and being so 
thoroughly conversant with his subject he had no diffi- 
cult}'' in holding the closest attention of his audience. 
Stereo-pticon views and blackboard sketches were liberally 
used. 
You may be surprised that I should begin my talk 
to-night by making the statement that it is not generally 
known just Avhat a crviising yacht is, and I feel sure that 
there are many here who will disagree with me at once. 
But I do make this statement as a fact, for to most people 
a cruiser means a j'acht, however unsuitable in model, 
arrangement or construction, which, because she has 
■proved too slow for racing, has been fitted inside with 
more or less cruising accommodations, and has had her 
rig reduced, and therefore is henceforward called and 
believed to be a cruising yacht, or only a "cruiser," a 
term which, under these circumstances, naturally carries 
a good deal of a slur with it. 
This leads up to the statement that in the ordinary ac- 
ceptance of the term any slow boat, either steam or sail, 
is supposed to be a cruiser. That this is a most rnistaken 
point of A'iew I shall endeavor to show to you this even- 
ing, for a real cruiser is as distinct from a racer as a 
torpedo boat is from an armored cruiser or ocean liner. 
Model, rig and arrangement must all be different, and it 
is under these three heads that I shall discuss the subject. 
A modern cruiser is and must be a cruiser from the be- 
ginning — every bit of her, from keel to truck, should be 
designed and proportioned with that one end and aim in 
view. The model of a cruiser is and ought to be entirely 
different from that of a racer, a boat which must be de- 
signed for speed, regardless of everything else. That this 
has not been always the case we all know, for Iroquois, 
Ariel and Lasca, and others as well known, once racers, 
are to-day splendid types of cruising vessels; but when 
they were built the speed to be gained from extreme 
forms and light coi^truction was not thoroughly under- 
stood. When I say that a modern racing boat is not a 
good sea boat, and that from the exigencies of her design 
necessarily cannot be a good- sea boat, I know that I am 
again at variance wi;h accepted ideas. She is — and no one 
can deny it — fast in an ordinary seaway. By seaway I 
mean such a sea as a 25 or 30 knot breeze will kick up on 
Long Island Sound. But put this same racing boat on 
the North Atlantic in a real gale of wind and there will 
not be a happy man aboard of her. With reduced sail 
she will roll so hard and bring up so sharply at the 
end of each roll that if she does not lose her sticks she 
may consider herself luck}'. As she goes ahead into the 
heavy sea her bow will strike every coming wave with a 
crash which makes sleep impossible, and which causes 
every ane on board to wonder if the next crash will be 
her last. 
It is a matter of fact that in some of these modern 
boats, which, due to their age, are now considered 
cruisers, the crew are unable to sleep in the forecastle 
when the boat is under way in even a summer sea on 
Long Island Sound. 
How different is the motion of the real ocean-gomg 
cruising yacht! She rolls deeply, perhaps, but the end 
of eacli^ roll is so easy that it is hard to say when the 
motion changes from one direction to the other. As 
she Hfts and swings over the seas there is no shock— the 
feeling is more like a cradle— and when she goes down 
into the hollow of a sea it is not with a sickening drop, to 
bring up with a crash, but with a smooth and easy sweep- 
ing motion. 
To thoroughly understand the reason for this great 
difference we must inquire into the causes which govern 
the motion of a vessel among waves. 
In the first place all the motions of a vessel m a sea- 
way, however complex, may be resolved into two sets, 
namely, rolling and pitching, which I will treat separately 
iti the order named. 
There are three elements in each case which control 
these motions: (i) The shape of the hull, (2) stability of 
the vessel, (3) the distribution of weights of the whole 
vessel (hull, spars and ballast). 
How the shape of the hull acts in rolling is very ob- 
vious. A vessel with a perfectly round section once 
started rolling would swing back and forth like 'a rock- 
ing chair, with little or no resistance from the water, 
^fljle one' of a V-shape and having- ?l }ceel \YOuld b§ Yfry 
much impeded in rolling by the disturbance it would 
make in the water. Witness the very round sections of 
ocean steamers which have been greatly helped by the 
addition of bilge keels. 
The effect of stability is not so clear until we see the 
truth of the statement that the greater the stability or 
stiffness of a vessel in still water, other things being 
equal, the harder she will roll among waves. 
Now, suppose a vessel heeled over by some external 
force, either the wind or the roll of a sea. Suddenly re- 
move the force which has heeled her. A stiff vessel will 
nattirally return to a vertical more suddenly than one 
which is not so stift', and having returned to a vertical 
she will carry past with more force, to be brought up 
again with more of a jerk than the vessel which is not so 
stiff". 
To make it clear how the distribution of weight can 
affect rolling I must emphasize the fact that no body 
having considerable weight can be set in motion in- 
stantaneously, nor can it be stopped instantaneonsly, and 
the harder it is to start the motion, the harder it is to 
stop it. 
Suppose a vessel in the trough of the sea, the port side 
being to windward. As the crest of a wave rises on the 
port side of the ship (the hollow now being on the star- 
board side), it is evident that the poi-t side will tend to be 
raised and the starboard side to be lowered. It is also 
evident that the amount the port side will be lifted de- 
pends on the height of the wave, but also partly on the 
difficulty which the wave experiences in starting the 
roll and partly on the period of time during which the 
crest remains on the port side. Witness this walking • 
stick, and suppose the twisting force represented by my 
hand. It is evident that with the same expenditure of 
force starting from rest I can twist this light wooden 
stick much further than I could a bar of iron, and the 
bar of iron much further than a smaller ironbar of thesame 
length, if its ends were tipped with iron globes like a 
dumbbell. In the fir.st case, I could not twist the iroii so 
far as the wood in the same time, simply because it was 
heavier. In the second, I could not twist the dumbbell 
so far, even though of the same weight as the bar, be- 
cause of the different distribution of the Aveight. 
Also notice that I can stop the light cane with more 
of a jerk than I can the iron bar, and the bar than the 
dumbbell. 
We have seen that great stability makes a sharp roll 
and that weight, aiad especially weight away from the 
center, makes it hard to either stop or start a roll with ^ 
a jerk, A certain amount of stability we must have — 
enough to carry, and to carry well, our cruising rig; but 
we have alreadj' seen that we can obtain this stability 
either by greater weight or less lever arm, or by less 
weight and greater lever arm. As weight helps us in 
making the roll harder to start and stop with a jerk, it 
is obviously the element to choose, and we shall see here- 
after hoAV advantageous in other ways a large dis- 
placement is. 
I think I may safely say that the predominating feature 
of the modern racing boat is the extreme lowness of its 
center of gravity, and I know that many people believe 
that this extreme weight on the end of a deep keel ' 
actually makes their boat safer. It is true that the modern 
boat is a safer boat than the old "skimming dish," but 
let us place our center of gravity low enough to insure 
safety- and non-capsizability, and we are still a very long 
way from the deep lead mines of the modern racing boat. 
It IS for most people a rather revolutionary thought that 
the skipper of a sailing vessel prefers to carry his cargo 
of ore on between decks rather than in the hold, but 
long before the modern theory of rolling had been 
evolved shipmasters discovered that a cargo of ore in 
the hold was a very dangerous thing and apt to whip 
the fnasts right out of their vessels, and this actually 
happened in the case of a ship built in Glasgow and sent 
from there to Liverpool in tow of a tug. The builders, 
who were of the "rule of thumb" variety, had piled iron 
ore in her hold in order to make her more seaworthy. 
The tug had no sooner gotten her into the Irish ^Sea than 
all three masts were carried by the board. 
Here is another reason for large displacement in a 
good sea boat. 
If you have ever tried cutting through a sapling with 
a light knife and then with a very heavy machete you 
will see the reason of the advantage of displacement or 
weight (for after all they are the same thing) to a sea 
boat. When you strike the sapling with the light knife, 
if you are able to get through it at a single blow, your 
hand will feel a very decided jar. With the heavier knife, 
though you strike with no greater force, it goes right 
through the sapling like butter, and from the feeling in 
vcur hand you would hardly know that you had struck 
a blow at all. It is the same way at sea. A vessel strikes 
wave after wave in going against a heavy sea. The lighter 
boat stops, staggering, at a blow that a heavy boats does 
not feel at all. Weight in a boat is like a heavy fly 
wheel to an engine, and makes her go smoothly and 
quietly through a seaway that would throw a lighter boat 
all oft' her course. 
The short, deep keel of a racer is a most dangerous 
adjunct to a cruiser, for a vessel with such a keel can 
neither run w'ell nor heave to well — running, she yaws 
all around the card, and hove to she will not lie still. 
Because the keel is short every sea twists her, and be- 
cause it is deep she cannot gradually slide to leeward, as 
she should, leaving an oily wake to windward of her to 
break the coming seas. Constantly forging ahead,_ she 
is hard on herself and on all on board. 
To the large displacement which we have seen to be de- 
sirable from many points of view, we should add generous 
freeboard in order that our vessel shall be able to heel to 
a large angle without taking water on deck, and that she 
shall ha^ e plenty of reserve buoyancy fore and aft to lift 
her over the crests of the Waves, 
I do not think that I can emphasize sufficiently the fact 
that a good sea boat is a boat whose- motions are always 
easy- in a seaway — that is, she neither starts abruptly nor 
stops abruptly. This is as true of pitching as it is of 
rolling. 
In order that the bow should lift in going over a sea it 
is quite obvious that the stern must go down. If the 
shape of the stern is very f3at and round it cannot settle 
easilv and certainly without shock. If it is too sharp it 
will "be driven under water entirely.- The same way with 
the bow. If the bow is? too full it yrill start mofe quickly. 
but when it comes down in the hollow of the sea instead 
of being gradually stopped without shock, it will stop 
suddenly and with a crash. 
Let us review briefly the points which are essential to a 
cruising model: To roll easily she must have as little 
stability as possible. Weight or large displacement is a 
help. She must not have too deep nor too sharp a keel. 
.She should have a generous freeboard. She must have 
sharp ends, though not too sharp. If we can place our 
heavy weights far apart we shall make her roll more 
easily. For instance, a lead keel joined with heavy spars, 
always provided that by the use of a lead keel we have 
not unduly increased our stability, will make a vessel roll 
more easil3^ We should have no more stability than we 
actually need to carry thoroughly well the moderate 
cruising rig which the vessel should have. 
Now, we can see how this real latitude helps to a good 
vessel. As we need and want a large displacement, heavy 
construction is an advantage rather than otherwise. As 
we can easily give more than enough stability, heavy 
spars and rigging (and by spars I mean particularly the 
fixed spars, such as masts, topmasts and bowsprits) are 
not only no disadvantage but a direct advantage to the be- 
havior of the vessel, as well as the more obvious ad- 
vantage due greater strength. 
Our large displacement gives us a large inside room, 
and as we can use lead as ballast the room gained in this 
way need not be sacrificed to the ballast. Though of 
large displacement, our vessel need not necessarily be- 
slow, though of course not as fast as a racer. 
At more moderate speeds the resistance of a sailing 
model is due almost entirely to surface friction. This 
is not a matter of opinion, but a matter of fact, which 
has been derhonstrated by the steam trials of recent 
auxiliaries. 
You may be interested to know that on the steam trial 
of Aloha at 10 knots speed, 75 per cent, of the total power 
used was required to overcome the frictional resistance. 
As 10 knots is in excess of the average sailing, you will 
see that the large displacement, which does not mean a 
larger wetted surface, is really no disadvantage to the 
boat's speed. 
K.ig should balance on a cruiser as in a racer to gain 
ease of steering. 
In deciding on the rig for our cruising vessel our 
problem is no longer determined by the vessel's ability to 
carry sail, but by the ability of her crew to handle it. 
This is governed first and foremost by the vessel's length 
over all, for a long bowsprit or a long projection of 
boom aft of the counter are both evidently undesirable, 
the latter especially so. 
No one sail must be so large as to be unmanageable 
in any kind of wind or sea. It shoidd, if possible, be of 
a size capable of being handled, at least hoisted, by 
half the crew. It is quite usual to wait for reefimg until 
a change of watch, when all hands are on deck, or to 
reef in an emergency all hands might be called. It is 
very evident, though, that the speed of the voyage will be 
greatly hastened ifa single watch can set the mainsail. 
Suppose our vessel is proceeding under reefed canvas 
in midwatcH at night. If the breeze slackens up and 
there is every evidence of continued fair weather, no 
sailing master, and certainly not a 3'^achtsman, would care 
to call his crew from their sleep to set sail for the few 
added miles gained on his course, unless he were reef- 
ing. It would probably happen, therefore, that the reef 
would stay in for two or three hours longer, imtil change 
of watch. If, however, the sail can be hoisted by a single 
watch, as soon as it is possible reefs will be shaken out 
and sail hoisted. 
Reefing is one of the hardest jobs that a: sailor has to 
face at sea. The canvas is thick, heavy, and as stiff as 
iron, especially if it is wet and cold, so that reefing is to 
be avoided if it is in any way possible. 
It is evident that we may entirely avoid reefing if 
we split up our sail plan into a sufficient number of sails, 
for taking in a sail really accomplishes tlie same purpose 
as reefing. 
As the sail is shortened the balance must be pre- 
served, so that a properly designed vessel should ha-ve 
everv possible latitude from the time she begins taking in 
her topsail until she is hove to under a storm trysail. 
Various kinds of rigs have been devised with this end 
in view. Their suitability is largely dependent on the 
size of the vessel. 
In smaller vessels, say up to 40ft., the yawl rig seems 
to be the most popular. A full-rigged cutter-yawl should 
handle under jib and jigger, under mainsail and foresail, 
or under close-reefed mainsail and storm jib. She 
should heave to under a storm trysail or under jib and 
jigger. From 40 to looft. there is no rig in the world 
equal in speed and handiness to a two-masted schooner. 
A cruising schooner should not be of _ the sloop- 
schooner variety, with a tremendous mainsail and only 
foresail enough to tell the observer that she really is a 
schooner, but should have a foresail large enough to tack 
under in moderate weather. The masts should not be set 
too far forward, and the main boom should not extend 
more than 5 or 6ft, beyond the end of the counter. 
The first sail to be reefed on a schooner should be the 
mainsail; but a well-designed schooner in a case of neces- 
sity should be perfectly manageable under foresail and 
jib. She should heave to under close-reefed foresail or 
under fore trysail. Many of the more modern cruising 
schooners, however, heave to under main trysail and 
fore staysail. From lOoft. up we have a large choice — 
either the out and out fore and aft schooner with two or 
three masts, the fore trysail schooner or the brigsntine 
Vessels of this size should have auxiliary steam power, so^ 
that windward ability is no longer a professional con-' 
sideration, and therefore a certain amount of square 
canvas is very acceptable. 
There are many who claim that a brigantine is actually 
faster at sea than a fore and aft schooner. Very often in 
a heavy sea, but a light wind, the fore and after has to 
take and furl her mainsail because of the dangerous 
swinging and snapping of the main boom. Any one who 
has been at sea on a large schooner must be struck by 
the tremendous strain which the main boom puts on all 
the gear. On the fore leeward roll it brings up on the 
sheet with a snap and a jar which shakes the whole 
counter, and as the vessel swings the other way the boom 
tackle block jumps, dripping wet, out of the sea, and the 
whole .ship quivers with the strain as the boom is su^' 
denljr checked by the tautening of the ta^^le. 
