Dec. io, 1904.]' 
FOREST AND STREAM 
497 
Vingt-et-un's principal dimensions are as follows: 
HULL. 
L.W.L ■ '. 38ft. gin- 
Beam ' 4ft. 7in. 
Draft of hull, mean 7m. 
Wetted surface on trial, including struts, 
rudder, shafting, etc 146.3 sq. ft. 
Displacement on trial 3>§5° Ids- 
engine. 
Smith & Mabley Simplex four-cylinders. 
Diam. cylinders °^ m - 
Stroke • 6 % in - 
Rev. full speed 850 
Piston speed g50 
Brake horse-power full speed 68 
TRIAL TRIP OBSERVATIONS. 
Time Over Meas- Average 
Run. ured Statute Mile. Rev. 
( Against tide. .. 7m. 17s 380 
1 } With tide 4™- 45 2-5 s. ......... LI . 380 
j Against tide. .. 6m. 72-5 s 43° 
2 j With tide 4m. 34 3"5 s 425 
\ Against tide. .. 3m. 31s. • • • • • °7o 
3 "j With tide 2m. 49s 090 
\ Against tide. . . 3m. 7s : • 740 
4 ] With tide Watch stopped by accident. .. 745 
( Against tide. .. 2m. 38s 850 
5 ] With tide 2m. 20s °35 
- I Against tide. .. 3m. 10s 7 2 ° 
\ With tide 3m. 2s. 
666 
7 Run spoiled by driftwood getting on stem. 
n j Against tide. . . 4m. is 5°4 
8 I With tide 3m. 30s • • • • 597 
In selecting a course to run this trial, owing to the 
small size of the boat, absolutely smooth water was a 
necessity. 
This was especially true with a gasolene motor, as 
even a small amount of spray on the electrical ap- 
paratus for ignition is sufficient to impair the regularity 
of the engines. It was not possible to count the revo- 
lutions without removing the forward part of the en- 
gine cover We therefore chose a measured mile course 
on the Harlem River laid out by the Engineering De- 
partment of the New York University, quite recogniz- 
ing the disadvantages due to shallow water (an average 
of about 16ft.) and a strong tide (a maximum of nearly 
2 knots). One man was placed at the forward end of 
the engine with stop-watch and revolution counter to 
note revolutions, the helmsman taking the times over 
the course with and against the tide. The difficulties 
t)f observation were increased by the large amount of 
floating wood which had to be dodged. 
Runs were made with and against the tide with en- 
gine speeds between 380 revolutions and 850. It was 
found impossible to throttle the engine to a lower 
speed than 380 and have it run with sufficient regularity 
to make the result of any value. 
The engine had before installation been tested on 
the brake for a maximum power at varying revolutions 
This brake horsepower curve gave us a value of 68 
horsepower, or 850 revolutions. ..... , 
The information which we principally desired to ob- 
tain was the rate of increase of power at the higher 
points of the curve not already investigated. 
The speeds were reduced from statute miles per 
hour to nautical miles per hour. _ _ f 
The speed revolution curve was obtained by laying 
in all the spots with and against the tide, and figuring 
the tidal correction for each of runs separately on the 
assumption, that for a small variation in revolutions 
a speed varied with the revolutions. 
As will be seen, the speed revolution curve and slip 
curve, which was deduced from it, run very easily 
through the various spots. 
In constructing the effective thrust curve, I made the 
following assumption, based on the well-known laws of 
screw propellers, i. e.: 
TaR 2 X (S + Q. 
Where T = effective thrust. 
' R := revolutions of propeller. 
5 = apparent slip. 
C = a constant dependent on wake factor and 
- on the shape of screw. 
I assumed this constant to be 5, allowing for a wake 
per cent, of 3, and a screw correction of 2. 
The formula then becoming 
TaR 2 X (S + 5), 
Undoubtedly there is variation in this constant (C), 
but the curves of effective thrust and brake horsepower 
have been deduced on this assumption, and from the 
effective thrust curve the curve of the variation of power 
with speed was readily obtained. 
The slip curves, and in fact all the curves, seem to 
agree in character very closely with the known curves of 
torpedo-boat practice, and within the limit of the observa- 
tion the increased speed was accompanied by no apparent 
change of rate in the increase of power after 14 knots 
was reached. 
On this progressive trial the boat was carrying about 
350 pounds, more weight than her usual racing condition, 
due to the man on board and some extra tools and 
gasolene. 
During the summer over several courses a mean speed 
of 22 knots has been obtained at an unknown number of 
revolutions, as in this case it was impossible, owing to the 
spray, to have a man in a position to count^ the motor. 
Vingt-et-un has been able to maintain this high speed 
through, for her, very rough water. In the race for the 
Gold Challenge Cup she won the last two races on the 
Hudson in a strong wind blowing up the river against an 
ebb tide, without her speed suffering appreciably, as will 
be seen by the official figures. The course was given out 
by the officials as 16 nautical miles. By actual measure- 
ment on the chart it was 15^2 nautical miles. The mean 
of the speeds up and down the river the second day was 
21.16 knots, and the third day was 20.57 knots. 
It seems to me that in addition to the model experiments 
in Washington there might be considerable advantage in 
trying small models of the proposed vessels driven by 
their own power over rough water courses, as a boat's 
ability to maintain her speed in rough water is vastly 
more important than speed in absolutely still water. 
The boat with all her equipment and a crew of two, in 
racing condition, with fuel for 50 miles at full speed, 
weighs 51 pounds per horsepower. The engines run with 
absolute regularity, maintaining their high speed for 
hours at a time with very little attention from the engi- 
neer. The regularity of the running is particularly ap- 
parent in comparison with steam-driven craft, where 
irregular firing and dirty fires make tremendous variations 
in the results. 
Rochester Y. C. 
BY THOMAS G. YOUNG, SECRETARY. 
There are indications that, back in the seventies, or 
thereabouts, there was a yacht club in Rochester. But 
no authentic records are available as to its scope _ or 
plans, and it eventually ceased to exist. After which, 
for some time, yachting interest in the vicinity was main- 
tained mainly by individuals. In the fall of 1886 a desire 
to combine for more effective development of the health- 
ful and princely pastime was expressed; and after a few 
preliminary meetings in December of that year, the 
Rochester Y. C. was organized with forty-six members 
on the roll. A constitution was framed, and the follow- 
ing officers were elected: Com., Geo. H. Newell; 
Vice-Corn., Matt Cartwright; Sec'y, Charles A. Wortz; 
Treas., Edmund Ocumpaugh; Fleet Captain, E. N. Wal- 
bridge; Meas., John J. Leary; Fleet Surgeon, Dr. W. S. 
Hall. • -.. ■ 
Rooms were rented and meetings held during the win- 
ter, at which papers on nautical subjects were read and 
discussed, and a good deal of enthusiasm created in the 
enterprise. Several additional members were enrolled, 
and in the following April the club was incorporated and 
took its place among the clubs of the inland lakes. 
The summer programme consisted mainly of a stated 
hauling out boats for summer repairs and for winter 
storage. 
Schedules of local races and sailing days cover- 
ing the entire season have constituted the usual summer 
events. Besides the cash and trophy prizes offered, a 
number of handsome cups have been donated as special 
trophies for certain racing events during each year, pass- 
ing from one to another as success has perched on the 
banner of the winner. 
Considerable interest has been taken in the annual 
circuits of the Inland Lake Yacht Racing Association; 
several of the rendezvous have been held at our port. 
The increase of membership and the_ need of better 
accommodations led to the consideration of a more 
eligible site and a more commodious house. At the an- 
nual meeting in December, 1901, the project assumed 
definite form. An elegant site was procured on the east 
side of the mouth of the Genesee River, fronting on the 
lake shore. A subscription was started, and about May 
1, 1902, plans were decided on, the contract let, and the 
work pushed forward so rapidly that the house was 
formally opened in the latter part of June following. 
The building is a three-story frame structure, 45 by 60 
feet, with a piazza 16 feet wide extending around three 
sides of each story. The ground floor contains a good 
sized assembly room, a large apartment fitted with in- 
dividual lockers, toilet room and shower bath, and a 
large storeroom. The second story is fitted with _an 
assembly room same size as that on the lower floor, which 
is used as a reading room and resting place, secretary's 
office, buffet, ladies' parlor and toilet room, and a room 
15 by 15 feet used for a private party dining room. The 
upper floor contains a dining room capable of seating 
eighty or more, while the broad piazza affords seating 
accommodations for even a larger number, and is the 
favorite place for cafe service in summer. The remain- 
ing space on this floor is occupied by the large kitchen, 
iiillifi 
HOME OF THE ROCHESTER Y. C. 
day in each week designated as "sailing day," when a 
goodly number of the young fleet would turn out for an 
afternoon sail, carrying such of the non-yacht owning 
members as chose to avail themselves of the_ privilege. 
Reviews by the commodore, maneuvers by signal, and 
other marine tactics, lent spirit to the occasions, as did 
also invitations to the ladies to join the company on 
"Ladies' Days." 
Early in the history of the club some boats cf the better 
class were purchased at the seacoast and brought into 
the fleet; among which were Velnette, Choctaw, Major, 
Onward, and Cinderella. With the introduction of this 
new timber more of the racing spirit was engendered, 
and some very interesting contests were held. Especially 
noticeable among these importations was the famous 
Scotch-built cutter Madge, whose record on the Atlantic 
Coast before her purchase by members of the Rochester 
Y. C. was decidedly creditable. The introduction of this 
craft of a pronounced cutter type to American waters 
may be regarded as a prominent factor in changing the 
style of American yacht architecture from the old skim- 
ming dish pattern to a modified cutter form. 
For a few years this yacht took the lead in the Roches- 
ter fleet, being, in fact, without a competitor capable of 
coping with her in fast sailing; but she was eventually 
laid aside, partly through being outclassed in the progress 
of yacht construction and partly by her owners failing 
to keep her in proper trim. She was finally hauled out 
on the beach, the immense lead appendage to her keel was 
chopped off and sold for junk, and her ribs left to 
bleach on the barren sand— a memento of a once famous 
"has been." 
In the summer of 1890 a novel innovation was made 111 
the building of a number of sailing dinghies of one type;, 
and much pleasure was afforded both to the occupants of 
these little ships and to the spectators who _ witnessed 
their- frequent contests in the river when outside sailing- 
was not desirable, and involuntary plunge baths were not 
infrequent. 
Soon after the organization of the club, the desirability 
of having a club house at the lake was very manifest, 
and after due deliberation a site was procured and 
arrangements made for the erection of a cjub house. 
Plans were prepared for a building of two stories and an 
attic. The lower floor contained storage lockers and a 
large room for housing spars and dinghies. The second 
• floor was arranged with an assembly room, secretary's 
office, and was devoted to social purposes. _ A broad 
balcony across the east end afforded a good view of the 
river and anchorage. The attic was used for storage of 
extra canvas. A marine railway was also constructed for 
fully equipped with two large coal ranges, pantries, re- 
frigerators, and all the necessary paraphernalia for con- 
venience in cafe service. A dumb waiter furnishes means 
of conveying provisions from the store room to the 
kitchen. There are also on this floor dormitories for the 
servants required in this department. The principal en- 
trance to the building opens into a large hall, from which 
easy staircases furnish access to the upper floors. 
The view from the broad balconies is exceptionally fine, 
affording unobstructed sweep of. the lake coast for about 
twenty miles, thus giving an excellent opportunity to 
witness the races, the entire course being in full view. ; 
The house stands as near the water's edge as safety will 
allow, and the level grounds extending_ inland are well 
adapted for ornamentation, and are being improved as 
fast as is feasible. It is contemplated to fit them out 
with tennis court, croquet ground, and other facilities 
for outdoor land recreation as may be required, which, 
together with the planting and decoration proposed, will 
conduce to make the entire plant a most desirable sum- 
mer resort for the members and their families. 
There are some items in the history of the club deserv- 
ing of a passing notice. The Fisher Cup, which, since 
1882, had been a contested trophy among the yachts on 
the lakes, was challenged for and won by Onward from 
the yacht Norah, of Belleville, on September 19, 1892. 
In November, 1895, by the terms of the original contract, 
being up to that time unchallenged, it became the bona- 
fide property of the owners of Onward, who then donated 
it to the Inland Lake Yacht Racing Association as a 
perpetual challenge cup for yachts of 35ft. sailing length 
or over in the clubs of Lake Ontario and Bay of Quinte, 
forming part of the association. In September, 1900, it 
was challenged for by the Royal Canadian Y. C, and 
successfully defended by Genesee, of the Rochester Y. 
G, against Beaver, of the Royal Canadian Y. C. It is 
still in the custody of the winning club, 
s In 1896 the . celebrated cup offered by the city of 
Toledo was raced for by Vencedor, of Chicago, and 
Canada,, of Toronto, and it was won by the latter. The 
cup was then deeded by the owners of Canada as a per- 
petual international trophy between representatives of the 
two nations bordering on the Great Lakes — hence the 
name Canada's Cup. The Chicago Y. C. was the first 
to challenge and several yachts from that city were built 
for the trial races. The field having been opened for 
representatives fiom other clubs to try for the choice, 
the Rochester Y. C. prepared and put into : the contest the 
yacht Genesee. The result of the trials at Chicago was 
so successful for the Rochester yacht that she was 
chosen as the representative of the Chicago 1 V. C The 
