408 
FOREST AND STREAM: 
In the first series E averaged .26 miles per liour faster 
than M; in the second series, .55 miles per hour faster. 
The difference between these two figures, or .29 miles per 
hour may, I believe, be called the decrease in speed in 
M due to the decrease in sail area. This, of course, 
assumes that E could be used as a standard of speed, and 
sailed as fast, and no faster, in 1903 as she did in 1902. 
The aA'erage speed of M during the whole series was 
6.4 miles per hour. The waterline length of M was 36 
feet, over all length, or length on deck, 54 feet, and the 
actual waterline length when heeled over by a breeze 
would not be far from 42 feet, which would give a the- 
oretical speed (S=VL) of 6.48 miles per hour. 
We have the following approximate data for M during 
the two- seasons : 
4 
V S.A. V S.A. 
igo2 50 7.08 
1903 48 6.94 
From this we see that if speed is proportional to the 
square root of sail area, the speed of M should have de- 
creased 4 per cent, in 1903 from that of 1902, but if speed 
is proportional to the fourth root of sail area, it should 
have decreased in 1903 by 1.98 per cent. Collecting these 
results in the form of a table we have the following : 
Average speed 6.50 miles per hour 
« 
Decrease per Larchmont Rule, V s.A. . .0.09 miles per hour 
Decrease if proportional to VSA 0.26 miles per hour 
Observed decrease .0.29 miles per hour 
This shows that the obsei-ved decrease of .29 miles per 
hour was larger even than the decrease on the assump- 
tion that speed is proportional to the square root of the 
sail area, which calls for .26 miles per hour decrease, but 
these two figures are in extremely close accord for such 
a rough calculation. It shows certainly that speed is 
much more nearly proportional to the square root of sail 
area than to the fourth root of the sail area, which is 
the factor now used in all rules both here and abroad. 
While, of course, this one case is by no means con- 
clusive evidence, yet taken in conjunction with the experi- 
ments of Froude, it tends to show that in all rules of 
measurement sail area should be so introduced as to make 
speed proportional to the square root and not to the 
fourth root. 
CoDcIusion. 
If the results, indicated in the above notes, should, upon 
further investigation, prove to be correct, then the present 
rules are all based upon a wrong assumption, and no 
amount of doctoring will correct them. These rules 
assume that, in order to halve the speed of a hull, the 
sail area must be decreased to one-sixteenth of the 
original amount, Avhile the tests referred to and the re- 
sults of experiments in actual racing would indicate that 
the speed would be halved if the sail area be decreased to 
one-fourth the original amount. Which of these is more 
nearly correct, one-sixteenth or one-fourth? In 1902 the 
average speed of M, a 43-footer, carrying 2,500 square feet 
of sail, was 7.18 miles per hour. Does it seem possible 
that this j-acht could have sailed the same course, under 
the same conditions of wind, at the rate of 3.59 miles per 
hour if she had carried only 156 square feet of sail — less 
than that contained in a storm topsail? Yet this is what 
the measurement rules would force us to believe. 
A few careful experiments would decide the question, 
and such experiments could be conducted in a tank, or 
preferably in actual racing. A very conclusive test of the 
relationship between speed and sail area could be made 
with three or four of the Newport thirties. These boats 
have raced together for years, and their relative speeds 
are well known. Increase the rig of one, decrease that of 
another, leave the third and fourth unchanged, and then 
race the four boats over different courses, in light winds 
and in heavy winds. Ten or a dozen such races would 
furnish reliable data, such as would appeal to yachtsmen 
as no tests in tanks would or could. 
Why should not the assumptions in the measurement 
rules be made the subject of scientific investigation? The 
problem is worth the attention of the best mathematician 
or physicist, and the results of such an investigation 
would enable practical yachtsmen to formulate a rule of 
measurement that would, at least, be founded on correct 
principles. 
Two Houseboat Designs. 
Messrs. Sadler, Perkins & Field have just com- 
pleted the design for a twin screw, shallow draft house- 
boat designs for which are published herewith, now 
building at the yard of the Nilson Yacht Building Co., 
for Mr. A. R. Whitney, of Morristown, N. J. The 
vessel is 96ft. over all, 91ft. waterline, 20ft. beam, with 
a guaranteed draft of aft. 6in. She is propelled by twm 
screw gasolene engines of 60 horse-power each. 
Just after the forecastle deck is a large double state 
room for the owner, extending the entire width of the 
boat, with a private bath opening into it from the port 
side, following which are four state rooms with two 
berths each to accommodate the owner's family and 
guests There is also an extra toilet provided on the 
starboard side just aft of state room No. 5- Each state- 
room is provided with a large wardrobe, and m three 
of the four wash basins are also installed. Aft of the 
owner's sleeping quarters come the engine room, mess 
room, galley and pantry, and a broad passage con- 
nects the forward quarters with the main saloon, which 
comes directly aft of the engine room, extending the 
width of the vessel. As the vessel is intended for 
Southern cruising, ample provision for cold storage, 
and a large supply of ice has been made, the mam ice 
box extending from the hold to the upper deck, being 
5 by 5ft., and double entrance being provided to both 
pantry and galley. Aft of the main saloon come the 
crew's quarters, provision being made for captain, two 
engineers, steward and cook, while two deckhands are 
berthed in swinging pipe berths in the mess room. 
just forward of the engine room is the main com- 
panion leading to a large deckhouse on the upper deck, 
to be fitted as a library and general lounging room. A 
low casing for ventilating purposes is built over the 
engine and mess rooms, aft of which the upper deck 
has been kept clear as possible and affords an excel- 
HOUSE-BOAT DESIGNED BY SADLER, PERKINS & FIELD FOR A. R. WHITNEY. 
lent promenade for the owner and his guests. Three 
boats are carried on davits stepped on the outside of 
the rail, namely, an i8ft. launch, i6ft. gig and a 14ft. 
skifif. Just aft of the deckhouse is a shelter seat, while 
forward an observation seat for use in pleasant weather 
is provided. 
A special feature of this vessel is the watertight 
door cut in the starboard side of the boat to lead di- 
rectly into the main vestibule opposite the main com- 
panion, to be used by the owner in pleasant weather, 
making an easy entrance through the side of the ves- 
sel from the small boats, while in rough or- stormj^ 
weather the companion ladder leading directly to the 
upper deck will be used, while the watertight door is 
battened down. 
All state rooms, main saloon and deckhouse are 
connected with pantry by call bells and telephone, and 
electric light plant in engine room supplies vessel with 
interior and exterior lights. 
As mentioned above, the vessel is to be used in 
Southern waters, particular attention having been paid 
to the ventilation on this account. 
i he accompanying plans show the general arrange- 
ment and outboard of a three-deck outside cruising 
houseboat, also designed by Messrs. Sadler, Perkins 
& Field, for a well-known yachtsman in Connecticut. 
The dimensions are 1. o. a., io8ft. 6in.; I. w. 1„ 102ft.; 
beam, 23ft. 3in. ; draft, 6ft., with a speed of 10 knots 
per hour. 
The particular feature of this boat is the fact that 
the owJier has the entire main and upper decks to him- 
self, the crew being berthed on the lower deck. The 
advantages of the privacy thus afforded to the owner 
and his guests will be readily appreciated, and form 
one of the boat's most attractive features. As cus- 
tomary in all their houseboats, the designers have car- 
ried the deck house all the way forward to the bow^ 
giving the additional space thus obtained to the owner, 
and saving what is usually the forward deck space in 
houseboats of the old design. The owner's quarters 
come forward on the berth deck, consi.stmg, as will be 
seen, of an owner's bath and large double state room 
extending the entire width of the vessel, followed by 
two children's rooms, maid's room, and another bath 
room. The vestibule, opening from which comes the 
main opening to the deckhouse, has been utilized as a 
library, while the passage connecting the o\yners quar- 
ters forward and aft has been developed into a very 
attractive reception room. The main saloon goes aft 
of the engine and boiler space, while two guest's rooms 
and bath come at the extreme after end of the house. 
The pantry, galley and mess room are worked into 
port of the engine and boiler casing, and crew's com- 
panion leads from the mess room to the_ berth deck, 
where provision is made for a captain, chief engineer, 
steward, cook and four seamen, while, besides, is a 
large crew's bath room, laundry, drying room, trunk 
room and store rooms. The engine and boiler space 
is also entered from this deck, keeping, as above stated, 
the berth deck absolutely for the owner's use. On the 
upper deck the deck house is fitted up with gun rack, 
chart table, lockers, etc., and is to be used as a sitting 
and observation room by the owner. 
Three boats will be carried, lauiicli. culler and 
dinghy, while the vessel will be lighted thronghont by 
electricity, and the various owner's quarters connected 
with pantry and .steward's room by the usiir.l call bells 
and telephone system. 
The machinery consists of an inverted triple expan- 
sion condensing engine, taking steam from an Almy 
water tube boiler, while ample coal bunker space pro- 
vides for a large cruising radius. 
The Atfxiliary Schooner Atlantic • 
The three-masted auxiliary schooner Atlantic 
was launched from the yard of the Townsei 
Downey Shipbuilding Co., in July, has returned 
after having a trial trip, to have her interior fi 
put in place. 
Atlantic was designed by Messrs. Gardner ^ 
for Mr. Wilson Marshall. She is i8sft. over all, 
waterline, 29ft. 6in. breadth and 15ft. draft. Th^ 
terboard houses under the propeller shaft. 
The owner's and guests' accommodations are ei 
aft, and consist of three single staterooms, two 
staterooms, chart room, owner's private bre 
room and main saloon, which is the full width oi 
and 15ft. long. There are three tiled bath rood 
one wash room in connection with the state i 
The finish throughout below deck is very elat 
There is located directly aft of mizzen mast s 
deck house fitted up as a smoking room. Forw; 
the owner's quarters is the galley and pantry, and 
are accommodations for thirty men. 
Between the main and foremasts the machiiii 
located, which consists of a triple expansion < 
with cj'linders 9-inch, 14-inch and 22^-in'ch by t: 
stroke. The steam is supplied by two Almy b 
The machinery plant is complete with all 
pumps, ice machine, dynamo and engine, storag 
teries, etc.; in fact, forming a complete machine 
stallation cafjable of driving the yacht at a loy. 
speed under steam. This speed was actually ot 
in various steam trials conducted on cruise. 
Aside from the electric lighting, there is an 
lene plant installed, capable of lighting the vess& 
engine is out of commission. 
In order to test her rigging, spars, sails aiij 
chinery before finishing the interior, the yach 
taken for a cruise on Long Island Sound fror 
24 to Nov. I. Newport was as far east as the, 
extended. 
A remarkably fast run was made between New 
don and Newport under sail on Tuesday, Oct. 2) 
wind was N. W. by N., and had a strength of 3i 
knots. Weighed anchor New London, 7:45 
Dropped anchor at Brenton's Cove, Newport^ 
A. M. Covered distance of 43 knots, includin 
consumed for anchoring, in- 3h. and 5m. 
The various times and distances as taken en 
are as follows: 
Distance. 
Knots. I 
New London to Race Rock 5 
Kace Rock to Point Judith..., 27 
Point Judith to Fort Adams 10 
Total 42 
The sailing time from Race Rock to Watch H 
3Tm., the distance being g% knots,, which is equ 
to a speed of i8 knots per hour. Rate of speei 
■Race Rock to Point Judith, distance of 37 knol 
15. 1 knots per hour. Tidal conditions on the n 
ored yacht at start, and against it when nearing 
port. Log actually showed at the time i6-knot 
The run was made with the fore, main and 
sails, working staysail and jib, spreading in all' 
^■n. ft. of canvas. 
As soon as the yacht is fully completed, Avhi 
be by the first of the year, the owner intends 
for Bermuda and thence to the West Indies and 
America. 
YACHTING NEWS NOTES. 
At the October meeting of the Corinthian Y. C, of 
California, a committee was appointed to form a syn- 
dicate to build a boat to defend the Sir Thomas Lip- 
ton Racing Cup. The syndicate will be formed of local 
people and stock will be open to subscription. The 
boat will cost $S,ooo. 
Secretary Lancaster was instructed to write Lipton 
asking permission to use the 30ft cabin cruisers instead 
of the 30ft. racing machine specified by him, also that 
the course may be changed to the regular club course 
on account of more favorable winds. 
For advertising relating to this department see pages ii 
The fifth regular meeting of the Seawanhaka-C 
ian Y. C. was held on Tuesday evening, Nov 
Delmonico's, New York City. After considera 
cussion two amendments were made in the 1 
They are as follows: 
Any member shall be entitled to become a lif 
ber upon payment of $500. 
ihe annual dues shall be $50 for all mem 
class "A," and for all members in class "B" 
$25. 
