B14 
FOREST AND STREAM 
TDec 26, 1903. 
LINES, DECK PLAN AND OUTBOARD PROFILE OF 57- FOOT CRUISING LAUNCH. DESIGNED BY SMALL BEOS. FOR C. H. KELLEY. 1903. 
seem, however, that experiments at the model basin with 
designs on some of the extreme types mentioned might 
lead to some interesting information for a class of ex- 
tremely high speed torpedo vessels for harbor work only, 
as they certainly would not prove a success in a seaway. 
The outlook for the continued increase in the use of 
the gasolene engine for marine work is, in my opinion, 
rnost promising, and more particularly in engines of con- 
siderable size. Up to the present, the lack of confidence 
in engines of this type has, for the most part, limited 
their use either to small launches or to vessels in which 
the power required was not great, and the installation of 
more than 100 horse-power in one hull has been quite an 
unusual event. With the confidence gained from ex- 
perience with the improved marine engine, owners are 
now prepared to invest more money, feeling that they 
run but little risk of disappointment, and next season will 
see _ quite a fleet of power boats, from the hands of 
various designers, that will present many novel features, 
and with their high power and great accommodations 
will probably be very popular additions to the yachting 
fleet. 
As an illustration of the saving in room effected, it may 
be stated that in a 75ft. steam launch of recent design, 
with water-tube boiler and four cylinder triple expansion 
engine of 175 H. P., the total length of boat given up to 
engine and boiler room was i8ft., the whole width of the 
boat as well over this length being taken up to provide 
for_bunker space and auxiliaries. A 175 H. P. gasolene 
engine would require only an engine room of .12ft. by sft., 
saving 6ft. in length, and leaving considerable' space avail- 
able on each side of the engine room hatch. Owing to 
the absence of auxiliaries two engines of this size, or 350 
H. P., could be installed in this launch in the same 12ft. 
of engine room^ From the weight point of view one 175 
Ti. P. gasolene engine would weigh about the same as the 
steam engine, thus saving the weight of boiler, piping, 
auxiliaries, and feed water, as the coal may be offset by 
the oil carried, the total saving being about 15,000 
pounds, or 30 per cent, of the total displacement. Even 
with 350 H. P. there would still be a saving of about 
10.000 pounds over the weight of the 175 H. P. steam 
enginb. 
Much assistance in the preparation of data for this 
paper was given by Mr. C. D. Mower, of the Rudder, 
who kindly loaned a number of cuts from that periodical, 
and supplied the information regarding certain of the 
launches. 
The business of Messrs. Eice Bros., of East Booth- 
bav, Maine, has been reorganized, and in the future will 
be known as the Rice Brothers' Company, with a capi- 
tal of $100,000, of which $75,000 are paid in. The direc- 
tors are Messrs. Henry W. Rice, William H. Rice and 
Frasfk L. Rice, of East Boothbay; George F. GouI<i, 
qI f9rf)jaiid> ,aild JEted-K. Pag^ett, Boston, " ^ ' ' ' 
57-Foot Cfuisingf Lattnch. 
We publish herewith the plans of a most interesting 
cruising launch. The design is from the board of 
Messrs. Small Brothers, and the boat will be built by 
George Dinsmore at Winthrop, Mass., for Mr. C. H. 
Kelley. 
Her dimensions follow: 
Length — ■ 
Over all 57ft. 
L. W. L 53ft. 734in. 
Overhang — 
Forward ift. 
Aft ift. 10 in. 
Freeboard — 
Bow 4ft. 8 in. 
Stern 3ft. 
Least 2ft. Q^in. 
Breadth — 
Extreme loft. 
L. W. L 9ft. 4 in. 
Draft- 
To rabbet ift. pj^in. 
Extreme 3ft. 3 in. 
The yacht will be equipped with a jager 35 horse- 
power four-cycle, four-cylinder engine, which will give 
her a speed of about 14 knots. 
The design shows a comfortable little vessel with 
good lines. She' ought to be a good sea boat and be 
comfortable in bad Aveather. The boat should prove 
an admirable cruising craft, for the design is suitable 
for open water, and the cabin arrangement is splendid 
and should give the greatest amount of comfort to those 
living aboard. 
Power boats of this size are the most popular for 
cruising, still the question of keeping the crew away 
from the owner and his guests has always been a prob- 
lem. In these vessels the designers have overcome this 
obstacle in a very ingenious way. 
The engine room is well aft and away from the other 
quarters, and there is a separate entrance for the engi- 
neer on the port side. The engine room is very light 
and roomy, and on either side under the deck there are 
bunks for the engineer and his assistant, if one is car- 
ried, or for the crew: 
On the starboard side of the engine room is a com- 
panionway for the owner and his guests. This leads 
to a steerage. On the port side of the steerage a door 
gives access to the galley, which is quite roomy and 
is completely fitted with all modern requirements and 
conveniences. On the starboard side of ' the steerage 
is the toilet room., which is equipped with a patent closet 
and a set wash basin. 
Next forward there are two cabins, both of which are 
6ft. 6in. long and extend the full width of the boat. 
Pn eacli ^\de there are wide tfansonrs, Nyhich can easily 
be made into comfortable beds, and these cabins can 
be shut off and made absolutely independent of one 
another. 
The pilot house is next forward and is 6ft. sin. long. 
The floor is raised, and the man at the wheel has an 
unobstructed view on all four sides. 
There is no need to pass through the cabin to get to 
the pilot house, the latter being narrowed in so that 
there is an entrance from the deck.. - 
The forecastle is quite roomy, and there is 4ft. 6in. 
headroom under the deck beams. 
The forward deck is 12ft. long and the after deck 
13ft. 6in. long. The cabin house- is only 3ft. high, and 
an lift, dinghy is carried on the davits. 
Just aft of the pilot house is a bridge, from which 
point the boat can also be steered. 
Notes on Yacht Measurement. 
Editor Forest and Stream: - 
I have read with a great deal of interest the very 
excellent article on yacht measurement, by 'Dr. Poor, 
printed in a recent issue of your paper. ' 
It is certainly a very valuable contribution to yacht 
measurement literature, and must attract the attention 
of all who are interested in the establishment of an 
equitable and fair method of measurement for the rating 
and classification of racing yachts. 
The effort made to arrive at the value of sail area 
and to determine its true relation to speed, appeals, to 
me very strongly, and, although, many differ from him 
in his deductions, they cannot but approve flf his method, 
of handling the subject. 
It seems to me that his article is on the .xightt lines 
and should be productive of good results in bringing 
about a general discussion of the proper factors and 
their relative and respective values in any rule that may 
be generally accepted. 
In the consideration of these factors, taking up the 
question of sail area and its relation to speed, the use 
of square root or fourth root of sail area having been 
so ably treated in Mr. Phillips' reply, I shall not further 
discuss this branch of the . subject, but proceed to a 
consideration of the value of sail area' in whatever way 
it m.ay be taken as affecting the speed of sailing vessels. 
I think it will have to be conceded that the independent 
value of sail area depends almost wholly upon the force 
or strength of - the wind. That at times it is- a benefit' 
and at other times a handicap, and that the amount of 
sail that a boat can carry to advantage is a problemi 
wholly for the. designer to solve, and depends entirely, 
upon conditions differing in different localities. • " ^ v 
I am quite sure that the experiment suggested by!' 
Dr. Poor of taking three of the Newport t-birtieS 'an^ 
increasing th? rig Q.i Q.n,e, r^(^^Qinf the rif vQf snqtli©^ 
