870 
FOREST AND STREAM. 
[Dec. 1, 1906. 
Cigarette. 
We publish this week the very interesting 
plans of the steam yacht Cigarette, designed in 
1905 by Messrs. Swasey, Raymond & Page, of 
Boston, for Mr. William H. Ames, also of Bos¬ 
ton. After two seasons of service, the boat has 
proved all she was intended to be by her owner 
and designers. Cigarette is very similar to 
Visitor in many respects, though it is more in 
the type than in appearance. Visitor, which is 
owned by Mr. Harry Brown, of Pittsburg, has 
less power, and is therefore less speedy, but is 
perhaps better adapted to cruising, having a 
somewhat smaller draft of water. 
Cigarette has many of the general character¬ 
istics of the torpedo boat. Built of steel, of fair 
breadth, her sheer is long and straight, and with 
practically no overhang forward. • The stern is 
finished in the popular canoe stern form, i. e., 
■ sharp. The deck erections consist of only 
casings, hatches, skylights and ventilators, the 
two stacks and light military mast give her a 
fast appearance and rakishness, which has been 
maintained in her actual speed on the trial 
course at Provincetown, which she covered at 
the rate of 23 miles per hour. Under one 
boiler, steaming easily, Cigarette, in moderate 
weather, can keep up a i6k2-mile-an-hour gait, 
which is certainly fast for cruising. However, 
the conditions of her service require speed for 
conveying her owner expeditiously from place 
to place. 
The arrangement below decks, from the bow 
aft, includes: First, the fore peak, fitted to re¬ 
ceive the cable; next, the crew’s toilet and the 
forecastle, which is fitted with the usual pipe 
berths for six men;'on the starboard after end 
the master’s cabin is located. Aft the full width 
of the ship is located a galley, with stove, sink, 
ice-box and store spaces. Abaft the galley on 
the port side is a toilet room, stair to deck and 
a large dining room, fitted with sofas and side¬ 
board. The room is lighted and ventilated by 
port lights and skylights. The arrangement in 
this part of the ship is good, as it .gives the 
steward and cook a convenient place to work, 
and both the dining saloon and forecastle are 
within easy reach. The dining saloon may be. 
in case of need, converted into a sleeping apart¬ 
ment. Large water tanks are located under the 
floors. Aft of the dining' saloon is situated the 
boiler and engine rooms, separated by steel bulk¬ 
heads. The engines are located between two 
boilers of the Lewley water-tube type. Coal 
bunkers are located on each side of the boilers, 
and have a capacity sufficient for a radius of 
action of 600 miles at half speed. The engine is 
of the triple expansion type, developing 850 
horsepower at their maximum number of revo¬ 
lutions. The engine is fitted up to the usual 
condenser feed and air pumps. Ventilation, sky¬ 
lights and hatches are fitted in the casing, which 
is raised qbout pin. above the rest of the deck. 
Aft of the engine and boiler space and separated 
from it by a steel bulkhead, are situated the 
owner’s quarters. These quarters consist of, 
first, on starboard side, a bathroom and toilet, 
opening directly from the owner’s stateroom; 
on the port side is located a large store room, 
fitted as a clothes press, with ample lockers. The 
owner’s stateroom extends clear across the ship 
and is fitted with two beds, lockers and drawers. 
From the owner’s room a door leads into a 
passage, on the port side of which is located a 
toilet room, to starboard a linen press. Aft 
again, situated on each side of the pas¬ 
sage, there are two guest rooms. The passage 
terminates in the companion steps which lead 
through a large sliding hatch to a comfortable 
cockpit. Under the cockpit is a large storage 
space for trunks, a water tank and the steering 
gear. The joiner work is very well and taste¬ 
fully carried out in different woods. 
Cigarette is fitted with the usual equipment of 
small boats, required for a vessel of her size. The 
hull is built entirely of steel, and was built at 
the works of the Geo. Lawley & Son, South 
Boston. 
The plans of Cigarette are very interesting at 
this time, as this year there are a number of 
orders already placed, and the boats under con¬ 
struction of this type, of late years have become 
very popular. 
Cigarette’s dimensions: 
Length— 
Over all .121ft. 9m. 
Waterline .117ft. 3m. 
Overhang— 
Forward . 6in. 
Aft . 4ft. 
Breadth, extreme . 14ft. 7in. 
Draft . 4ft. 7in. 
Freeboard— 
Forward . 6ft. 4m 
Least . 4ft. iin. 
Aft . 4ft. 4in. 
Indicated horsepower .850 
Speed trial .23 miles 
Lawley boilers.2 
Construction, steel. 
The size of quarters are as follows: Cockpit, 
10ft.; two. quarter staterooms, 7ft. 3m. long; 
toilet, 3ft. wide; owner’s cabin, 7ft. 6in.; bath, 
6ft. long; engine space, 33ft.; dining saloon, lift.; 
steerage, 3ft. 6in.; galley, 6ft.; captain’s room, 
6ft. 3in.; forecastle, 13ft. long. 
British Letter. 
Yachting in Great Britain, and in fact the 
sport throughout Europe, has been in a transient 
condition during the last twelve months. We 
began the year with the International Confer¬ 
ence upon yacht measurement, which was held in 
London, in January. Eleven nations were rep¬ 
resented : Austria-Hungary, Denmark, England, 
France, Germany, Holland and Belgium, Italy, 
Norway, Sweden and Switzerland, the latter 
country having some small class racing on Lake 
Geneva. The task of making a uniform rating 
rule for the whole of Europg, which was before 
the nations, appeared a hopeless one at the out¬ 
set, but after a most elaborate debate lasting for 
five days continuously, the conference adjourned, 
having practically agreed upon a rule, for five 
months to think the matter over. All the dele¬ 
gates except those of Italy and Switzerland met 
again in London in June, when the uniform rule 
of yacht measurement was finally agreed upon 
and adopted by all the countries represented. The 
members of the conference were almost entirely 
yacht owners, but they represented both the prac¬ 
tical and theoretical side of yachting, each coun¬ 
try was allowed to bring to the conference any 
number of naval architects and professional ad¬ 
visers they thought fit. While these gentlemen 
gave their advice freely they had no power to 
vote, and the deliberations of the conference were 
held in private. The leading yacht designers in 
the British Isles, Mr. Wtn. Fife, Mr. C. Nichol¬ 
son, Mr. I. M. Soper, and Mr. Alfred Mylne were 
in attendance, and in addition to the conference on 
the measurement rule, they met the surveyors of 
Lloyds Register of Shipping, which body in con¬ 
junction with the Germariischer Lloyd, and the 
Bureau Veritas proceeded to draw up an en¬ 
tirely new set of tables specially compiled to suit 
the* yachts built with the intention of racing in 
the new international classes. The yachts so 
built will be classed “R” instead of under the 
old Lloyd’s classification “A.” So it will be seen 
the state of yachting in Europe has in the last 
year undergone a great change. In future we 
are to- have one rating rule and a uniform table 
of scantlings for each class, from the biggest, 23 
meters or 75.4 feet linear rating, down to the 
smallest, 5 meters or 16.4 feet linear rating. I 
hear that in France the rating rule will be 
adopted on Jan. 1. 1907. In England, except for 
one or two. small classes in which there are exist¬ 
ing boats, the rule will be in force on the same 
date, but unfortunately in Germany there are so 
many existing boats that the Deutscher Segler 
Verband, the German Y. R. A., cannot see their 
way to bring the new rule in until Jan. 1. 1908. 
The interest taken by British and Continental 
yacht owners in the work of the conference can 
scarcely be overstated, and the prevailing opin¬ 
ion is that while the new rating rule is pretty 
sure to foster a good type of yacht and so pro¬ 
duce sport, the scantling regulations will do far 
more to encourage owners to build racing yachts 
than any other piece of practical legislation 
hitherto adopted by the governing bodies. For 
years there has been an outcry against matchbox 
construction decks, and skins have been getting 
thinner and causing general di comfort, but any 
attempt to frame scantling rules has been met by 
the old cry, “You are hampering the designers and 
stifling invention.” Men protest that the Y. R. A. 
could not carry into practical effect their scant¬ 
ling rules, even if they published tables without 
a staff of yacht surveyors, while they freely pro¬ 
claimed that Lloyds knew nothing about the con¬ 
struction of sailing yachts. These difficulties 
were, however, eventually overcome, for it was 
found that the three leading classification societies 
of England, France and Germanv were quite 
ready to. consult with the principal yacht designers 
of each nation, and draft an entirely new set of 
scantling rules for the International classes. 
These rules are now complete, and although at 
the time of writing they have not been made 
public—I have myself seen all the details—and 1 
am convinced they will prove an immense boon 
to yachting and will be received with satisfaction 
by owners, builders and designers. 
At the conclusion of the second session Inter¬ 
national conference, in London in Tune, it was 
quite evident that there were some minor details 
connected with the working of the rule and the 
“Instructions to Measurers” which must be left in 
the hands of a committee. Accordingly a perma¬ 
nent committee consisting of an English, French, 
German and Scandinavian delegate was appointed 
and a meeting was held in Berlin in October. I had 
the honor, on this occasion, with the other mem¬ 
bers of the committee of being received in audi¬ 
ence by the German Emperor at Potsdam,’His 
Majesty having invited us to the palace to^ learn, 
personally, from our chairman, Mr. Augustus 
Manning, the particulars of the new yacht meas¬ 
urement. 
The Emperor was very well acquainted with all 
the details of the rule and discussed the various 
points in a way which showed that 'he possessed 
considerable knowledge of them. He was par¬ 
ticularly interested in the effort of the confer¬ 
ence to encourage pure class racing and strongly 
commended the abolition of time allowance in all 
the International classes. In future, it should 
be noted there will be no time allowance or rig 
allowances between new boats in the Interna¬ 
tional classes. These classes will be: 
754 
feet 
or 
2 3 
meters 
62.3 
feet 
or 
19 
meters 
49.2 
feet 
or 
15 
meters 
39.4 
feet 
or 
12 
meters 
32.8 
feet 
or 
10 
meters 
29-5 
feet 
or 
9 
meters 
26.2 
feet 
or 
8 
meters 
23 0 
feet 
or 
7 
meters 
10.7 
feet 
or 
6 
meters 
16.4 
feet 
or 
5 
meters 
This rule practically makes it compulsory that 
.all racing yachts tip to 75.4 feet will be cutters, or 
