July 26, 1883.] 



FOREST AND STREAM. 



515 



Till', new , 

 Padelfo 

 of Hi. Lin, i ,. 

 .lolin Harvey 



v building by Ticpgl 



idsomest and lip 



Ihoprineipalmatches this full. Although plan) in direct opposition 



tothepreftdicesanii nonsensical dogmasotthefastdyingsohoplofoja. 

 fashioned lighl displacement hobbies, tin- extreme proportions of the 

 Deen are not new nor untried, Mr. Harvey having previously put simi- 

 lar principles through thorough ami satisfactory 'tests in his long prac- 



oinvnchl building, vie |., ok forw ard with confidence to 



a complete n-.-iliziiii.m 01 the intentions of both designer and ownerso 

 far as the planning of the vncht is concerned. That sin- will be the 

 bands,, mesi. smartest and'hi-st biub and tilted vessel ever floated 

 fr.wn a yard in America needs noasserti in on our part, as a visit to 



chief dimensions o£ the lleen are as follows: 



Length over all 78ft. 



Length on loadline 65.5ft. 



Beam extreme 11.5ft. 



Depth, top beams to top lloor 11.8ft. 



Least freeboard to covering board 3.6ft. 



Bulwarks 1.4ft. 



Greatest draft of water lift. 



Displacement SO ions. 



Lend on keel 30.5 tons. 



Lead inside 13.5 tons. 



Total ballast 44 tons. 



Mast , deck to lower cap 44.6ft. 



Masthead Oft. 



Mast housed lift. 



Mast above deck 53.6ft. 



Topmast, fid to pin 84.4ft. 



Topmast, pin to shoulder 1ft. 



Topmast, pole 5.3ft. 



Bowsprit outboard 24ft. 



liowsprit housed 13ft. 



Boom 58.6ft. 



Gaff 37.6ft. 



Hoist of mainsail 88ft. 



Topsail yard 55.6ft. 



Spinnaker boom 60.6ft. 



Diameter of mast at deck 12Uin. 



Diameter of bowsprit at stem iij-im. 



Diameter of boom 1 IMin. 



Diameter of gaff Tj^iu. 



Diameter of topmast 7J4in. 



Spread of crosstrees 13ft. 



A rea mainsail 2,355sq. ft. 



Area foresail 438sq.ft. 



Area jib 650sq.f t . 



Area I hree lower sails 3,43Ssq.ft. 



Trvsail gaff, length 14ft. 



Trysail on foot 35ft. 



In construction the lleen is without a peer in America, and far 

 >-.>■ : i ' 

 She is building under the immedii o superim andehce of Mr. Harvey, 

 which is a guarantee that she will sail alike on both tacks, and that 

 the drawings will be accurately reproduced 'in the flesh. 1 ' Theplan 

 followed is a very superior one, similar to that which has given such 

 satisfaction in Bedouin, and made Wenonah the crack of our single- 

 stickers. Lightness, with gi eat. sti ength, long life and a dry hold, 

 are secured by Harvey's double-skin plan to a greater degree than 

 any other work put in practice. The method consists essentially of 

 a stout backbone and a light frame, with two sheathiugs of plank 

 wrought in t the frame, the seams 



of tbeinner andoutej ski a i lapping, giving a surface to caulk 



..■-.: ' - an, ■■■■ .i c - " il ' .' ren:.L 



ing a leak impossible. Mechanics will at once appreciate the enor- 

 mous addition to strength thus gained. The two skins being thor- 

 oughly clinch-fastened with copper, and all butts and seams giving 

 great shift to one another, virtually makes the hull a unit in con- 

 struction throughout, whereas the usual method of building with 

 heavy frame of short, pieces and single thickness of plank, is, byeom- 

 parisou, a bungling job, unmeet i.i. and weak as well as 



leaky, aptly characterized as a bundle of sticks thrown together. 

 Lightness and roominess of hull are secured in the lleen as well, the 

 saving going to increased ballast and accommodation. 



The keel proper is of selected white oak. 4ft. wide and Sin. deep. 

 It is a '-built'' keel, composed of three pieces in width, so securely 



■ Mi.: ,i;;ethei ' i _ I than a large and more 



or less faulty balk, even could one be ootained to dress to the re- 

 quired siding. The lead keel is 18iu. deep, 2ft. wide across the bot- 

 tom, and 34.6ft. long. It is bolted up to the wood with lJ4in. copper, 

 spaced 20in. apart, the bolts being driven diagonally to support the 

 whole width of lead better than it driven in the. middle line only. 

 The lead was cast separately and allowed to cool before being 

 placed, so as to obMd I i I I putting the wood keel by the con- 

 traction of the metal. The rocker to keel is moderate, as is also the 

 roundup to forefoot, and but little istaken off the heel, the Harvey 

 boats differing from other recent designs in not being so extrava- 

 gantly cut up at the ends. The stem is "J-£iu. sided, aiid the stern 

 post 12in. at he head and 4in. at heel. Apron and knee forward and 

 filling fordeadwood aft v, ith a long knee over all. The framing con- 

 sists of regular sets of double timbers spaced 5ft., with two 

 steam bent timbers between, giving a general spacing of 

 20in. All have double floors, which are 5in. sided each. The 

 two floors of the regular frames fay close together with long 

 and short arms on alternate sides of the middle line. To their 

 heads the heels of the first futtocks of the double frames butt. The 

 steamed frames, however, run down between two 5in, floors, the 

 heels being nipped by the heads of the floors, all being bolted 

 through. These bent timbers are 3in., the first futtocks are SJ.£in., 

 second and third futtocks 3in. Owing to the easy form of the boat, 

 most of the frames are in one piece from head to heel, which in itself 

 adds greatly to the strength of the yacht. The steamed framing of 

 course runs from covering bo.<?,r,l to keel each side. A main keelson 

 is worked clear to. •; ami ai (. in one length o\ er the floors, the bolts of 

 the lead and : ne in, n n i tii n - h the keelson, 



making a backbone which can never be hogged or broken by the 

 weight hung to it, and giving the hull perfect rigidity, preventing 

 working in a seaway with the nuisance of opening seams as in yachts 

 of ordinary construction. The keelson is of oak, 8>£in. square. Dead- 

 wood and bow fastenings are of gijn. Muntz's metal. There 

 are besides sister keelsons ,V,,'>in. square, also worked iu 

 one length fore and aft, and floor-head strakes 2%xSi4in. The 

 counter timbering is tin. sided, and the quarter timbers are'hewn out 

 solid cedar, ulamps are at a , rib,, tapering in thickness to lin. at the 

 ends. An oak shelf is laid above these lor the s'eeepM.ion of the beam 

 ends and is 5J^in. square. In ordinary practice this shelf is generally 

 omitted, and the bearings of the beams seriously reduced. Tins 

 fault is then made, up in some cases, where builders are mechanics 

 enough and possess some conscience, by resorting to a cumbersome 

 system of kneeing, which in the end is more expensive and llot as 

 effective. The beams of the lleen are .'■:'■■ I. To prevent 



any possible distortion of the sheer by the poll of the rigging, a most 

 excellent, simple and inexpeni ted to. It is a 



comment upon the crude state of yacht building in America 

 that something similar has not come into practice aboard 

 our wide yachts, which tire inherently weak structures, owing to 

 their form and flat floor and the enormous rigs required to 

 drive them. In the Deen a bar-iron strap is worked across 

 a number of frames in the shape of an inverted arch, the ends 

 reaching down to take two bolts through first futtoek head and the 

 crown passing up under the clamps. This iron strap is 2J^x}g iron. 

 It is easily made and l _. : at trifling cost, yet it would 



he in many eases the direct cause of preventing the 'sides being 

 pulled up in wake of i reby saving a material loss in 



marketvalue to the boatin old ago. Anothe imilai 'mud Is worked 

 over the frames in wal lays for a like purpose. These 



inverted girders are indicated iu the accompanying profile by the 

 dotted arches. For tying the yacht's ends there are three large 

 hooks in the bow and two aft. There are eight hanging knees of 

 wood, and the principal cabin beams have also iron knees with four 

 bolts clenched through frame and plank and also through 

 the beams. Seven iron pillars serve as a vertical tie. 

 They run from deck to keelson, and being located along- 

 side the bulkheads do not interfere with the cabin arrangements. 

 The inside sheathing of plank is J£in. Georgia pine. The outer 

 sheathing is ri I lUm , test oak, so put on as to lap seams with the 

 inner skin. A layer of white te . o oeu the two. These 



skins are fastened together by eight o 3 in. copper holts, clinched 

 through between each frame.' All butts and floor head strake are 

 also through fastened in each frame with J^in. copper. The 

 fastening of the yacht throughout is all copper clench work, no 

 spikes or iron being permitted in such first-class work. The deck 

 will be exceedingly handsome. Along the center will be a wide 

 piece of thick stuff of Spanish cedar. The plank proper is 2J4in. 

 thick and will be sprung with a taper fore and aft to theyacht'sside, 

 butting into the cedar strake amidships. Eight feet from thestern 

 the fore and aft plank butts into athwartship plank sprung to the 

 round of the arebboard. All deck fittings are to be of teak. They 

 include a fore scuttle 2.4x1 .8ft, galley skylight 2.10x2.10ft.; 

 main skylight, 4.9x4.9Xt.; companion hatch, 4.9xl.tift.; after cabin 



A— Sailroora. F— Berths. 



B— Hatches. G— Baths. 



C— Ladies' cabin. H-; 



E— Dressers. ~I— Steerage. 



K— Berth. R— Main cabin. 



M — < 'ompan'n ladder. S— Sofas. 



N-Todet. T— Lockers. 



0— Owner's berth 11 -Cabin table. 



V— Captain's berth. ni — Foree'stle ladder. 



X— Galley. n— Side ports. 



Y— Pantry. p— Table. 



(I— Sink. /— Eirepiace. 



