Feb. 18, 1886] 



FOREST AND STREAM. 



71 



§fHchting. 



Address all communications to the Forest and Stream Publish- 

 ing Co. 



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FIXTURES. 



— N. Y. Y. O. Regatta. 

 -Dorchester Y. C., Nahant, Open. 

 -Hull Y. 0., Pennant race. 

 -Boston Y. 0. 

 -Corinthian Y. C. Race. 

 -Hull Y. O. Race. 

 -Boston Y. C, Kegatta. 

 -Hull Y. C, Novelty Race. 

 —Corinthian Y. C Race. 



-Beverley Y C, Marblehead, First Championship. 



-Hull Y. C, Champion Kace. 



-Hull Y, C , Ladies' Day. 



-Boston Y. C. 



-Dorchester Y. C. 



-Corinthian Y. C, Ladies' Race. 



—Beverley Y. C. Swaoapscott, Second Championship. 



-Hull Y C. s Cruise 



-Corinthian Y O, Open Regatta. 



-Hull Y. €>.. Open Regatta. 



—Beverley Y. C , Nahant, Third Championship. 



-Beverley Y. C, Marblehead, Open Matches. 



-Hull Y. C, Ladies' Race. 



-Corimhian Y. C. Race. 



-Hull Y. C , Champion Race. 



-Boston Y. C. 



-Dorchester Y. O, Fall Race. 

 -Co intnian Y. O, Champion Race. 

 -Hull Y C, Champion Sail-off. 

 -Corinthian Y. O, Sweepstakes Regatta. 

 -Beverley Y. C, Nahant, Fall Matches. 



THE STEAM YACHT CARMEN. 



STEAM yacht designing: is a study that has as yet received compara- 

 tively little attention in America, but which is becoming each 

 year of increasing imporiance, as more and more money is invested 

 . in steam yachtine\ Of our already extensive fleet there are few that 

 are not open to criticism as to design in all its details o£ hull, engines, 

 boilers, living room, etc.. and too «reat a number by far show very 

 plainly how they were built, and the lack of any proper planning or 

 competent superintendence m the design. Tlius far steam yacht 

 designing has not heen made a specialry at it should be, but wnen a 

 boat is built it is got together in a haphazard sort of way that is only 

 too visible on a casual inspection. One man is called on to design or 

 whittle, as the case maybe, ahull so long; another is called on for 

 an engine, about so manv horse power; still a third furnishes a boiler; 

 perhaps the rig is looked after by the man who will command her, 

 and 'he interior is furnished in about the same style. Each person 

 concerned may be fairly competent, but he does his worJt with little 

 regard to any other part, and though in itself it may be well done, 

 the result is an utterly incongruous whole, generally an excellent 

 starting point for future alterations of an expensive nature. The 

 problem involved in the design of a modern steam yactit is a very 

 complicated one, owing to the many diverse ends and conflicting re- 

 quirements. Speed is always a most important requisite, good sea- 

 going powers are absolutely indispenable. accorrmodation for owner 

 and crew is a most important point on a long voyage, yet at tne same 

 tima an easy model must lie preserved. 



The engine and bunker space must be as small as possible, and in 

 them must be condensed a poweful engine, little liable to break 

 down under long and heavy strain; boilers that shall furnish steam 

 freely with sea water and whose coal consumption shall be as low as 

 possible. 



Bwides this, the model must be such that a fair speed may be 

 attained under sail alone; and the rig must be a good and efficient 

 one, not only for economy on long runs when no steam is used, but 

 in case of accident to the engines in bad weather. As the vessel is a 

 yacht, a certain amount of beauty is al-o demanded in the model and 

 rig. To insure a fair average of all of these essentials, the design 

 must be the »ork of one controlling mind, which shall harmonize all 

 these features into a symmetrical whole, in which no part unduly pre- 

 dominates and none is neglect d ; and to do this is the province of the 

 trained naval architect. Only too frequently we see a hull iu which 

 model and speed have been en'hely sac ificed to a large saloon and 

 elegant staterooms, or cases where engine and boiler have no relation 

 to each other, resulting in a minimu n of sp> j ed and a maximum of 

 coal bill. The most important point in all naval design is harmony of 

 details, whe'her in a sailing or steam vessel, and this can only be 

 abtained by the action of one competent mmd. Witn small yachts 

 and launches of comparatively little cost errors are of minor import- 

 ance; brt when we come to increase out fleet of large yachts, and 

 aspire to lead the world in size and speed, the question of design, as 

 involving not merely the first but toe future outlay and the value and 

 efficiency of the > en ht, is one of prime importance. 



As yet our steam fleet is but poorly represented in one very useful 

 cla«s of yacht, ttie auxiliary cruiser, capable of long voyages and 

 giving good accommodation with a small fuel consumption. This 

 class, to which the yacht here illustrated belongs, is already a large 

 oue in England, and many long cruises have be-m ma le by these 

 vessels. Tre Carmen was designed by Mr. J. Beavor Webb to the 

 order of Sir Thomas Freke, the order being for the most powerful 

 and seaworthy yacht that could be built of 200 tons, a voyage from 

 England to the Cliina seas b Q ing contemplated. Besides some 20 tons 

 of stores, furniture and baggage she. was to carry a sufficient amount 

 of coal for a long voyage. Carmen was built of iron by Messrs. J. 

 Reid & Oo.. of Glasgow, her engines being built by Walker, Hender- 

 son & Co., of the same place. She is 144ft. over all, 110ft. waterline. 

 20ft. beam and lift, draft. Her displacement is 208 tons, indi- 

 cated horsepower 198 and working pressure 80 lbs. The engines are 

 compounded 14 and 28 by 31in. The hull is fitted with three iron 

 bulkheads, one at each end of the engine space and one aft. 



The interior arrangements are excellent, both for her owners, 

 guests and crew of fifteen. The latter are berthed in hammock beds 

 in the bow, swung in a la'ge forecastle, forward of whicli they have 

 a washroom and w. c, while at its after end is the captain's' room, 

 neatly fitted, the space under the bed, both here and in all other parts 

 of the ship having large drawers. Abaft the captain's room is a 

 dresser, the galley being above in the deck house. The forward 

 saloon, iu which is a dining tabl^, opens into four large stateroom-;, 

 each fitted with bed, drawers, toilet table, wardrobe and washstand. 

 The boilers and engin-s occupy no more than their fair share of 

 space, abreast of them b*-ing the engineer's and fireman's rooms and 

 bunkers for forty-two tons of coal, sufficient for about 2,700 knots 

 steaming. The main saloon aft of the engines is lift X19, handsome- 

 ly furnished with a fireplace and mantle, sofas, tables, sideboards 

 and closets, makmg a pleasant resort in any weather. The owner's 

 cabin is a good-siz d room, with bed. toilet table, etc., and with a 

 bathtub below the flooring. The pantry and passage take up the op- 

 posite side of the yacht, and further aft is a roomy ladies' cabin, 

 witn two berths, two sofas, toilet, etc. Aft of this are closets, store- 

 rooms, and a room for the maids. The deck room is large, and af- 

 fords a fine promanade in good weather. The Caimen carries four 

 boats, a gig 2*5ft.x4ft. 3in.. a dinghy 14ft.x4ft. Hin., a cutter 18ft. 6in.X 

 5ft. 6in., and a steam launch 24ft.x5ft. 6in. The galley and coal box 

 on deck are shown in the upper plan. 



Carman was sold by her owner to Sir Rich ard Bulkeley. who made 

 a long voyage in her last winter. She ran from Plymouth to Gibraltar 

 in 4 days 13.i., thence proceeded to Madeira and Santa Cruz, aid 

 from the latter place to Ba^badoes, making the last run in 13 days 

 4b, After a cruise in the West Indies she returned home, running 

 from Bermuda to Holvhead in 16 days. On the trip she p'oved her- 

 self a perfect sea boat. The co^t of such a yacht in England would 

 be £3.000 or $40 000. With triple expansion engines, her coal con- 

 sumpt on would be reduced, and the 42 tons which she carries would 

 serve for about 3.400 knots steaming. 



Tnis class of yacht, combining good accommodations with moder- 

 ate cost both of building, maintenance and fuel, must become very 

 popular here in time. Each year there are more cruises to the West 

 indies both by sail and steam, and the latter must always have the 

 choice in these busy days, A comparatively short vacation may be 

 J utilized to its fullest extent, and even a coming cold wave like that 

 lof last week maybe quickly dodged for a fortnight in a pleasanter 

 tflimate. 



EASTERN Y. C.-The Eastern Y. C. held its annual meeting on 

 Feb 9, at which the following officers were elected: Commodore, 

 Henry S. Hovey: Vice-Commodore, J. Malcolm Forbes; Rear-°ommo- 

 dore, Win. F. Weld; Secretary, Edward Burgess; Treasurer, Patrick 

 T. Jackson. Jr.; Measurer. E. Burgess: Regatta Committee, D. Apple 



.'On, E B. Ha?en, George A. Goddard. Henry B. Jackson, Frank E. 



I Peabody: Members of the Council at Large, C. O. Foster, George P. 



IOpbam,Jr. ; Committee on .Admissions, J. Malcolm Forbes, F. Cun- 

 ningham, O. W. Peabody, W. G. Sahonstall. B. W. Crowninshield, 

 Percival L. Everett. Alanson Tucker, F. L. Higginson, R S. Russell, 

 & V. R. Thayer. H. D. Burnbam; House Committee, B. W. Crownin- 

 shield, P. L Everett, Francis V. Parker, J. Henry Sleeper, Edward 

 tiurgess. The classification of sloops was so altered as to make the 

 arst class 75ft. and over and the second class under 75ft, 



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