80 



FOREST AND STREAM. 



[July 27, 1895. 



17. Cleveland, ladies 1 day, Cleveland, Lake Erie. 

 17. Shelter Island, club special, Shelter Island Sound. 

 17. Royal Canadian, 18ft. class, Toronto. 

 17-18. California, cruise to Goat Island and outside. 

 17-18 Corinthian, cruise to Petaluma, San Francisco Bay. 

 17-18. Ewcinal, cruise to San Rafael. 

 17-19. Royal Canadian, cruising race, Lake Ontario. 

 19. Manchester open, Manchester, Mass. 

 22. Riverside special, Sound. 

 Norwalk, Norwalk, Sound. 

 Squantum open, Squantum. Mass. 

 Horseshoe Harbor annual, Larchmont Sound. 

 Cor., Marblehead third cham., Marblehead (Mass.) Bay. 

 California, sail to Saucalito, San Francisco Bay. 

 Royal Nova Scotia, special, 3-raters, Halifax. 

 Fox Lake, Mineola, Fox Lake. 

 San Francisco open regatta, San Francisco Bay. 

 Rhode Island open. 



Cor., Atlantic City Special Cup, fourth race, Atlantic City. 

 Squantum open, Squantum, Mass. 

 American special, Milton Point, Sound. 

 San Francisco cruise to Benicia, San Francisco Bay. 

 Larchmont 34ft. and 21ft. cabin cat classes, Sound. 

 Huntington annual, Huntington Sound. 

 Squantum annual cruise, Squantum, Mass. 

 Duxbury Club, Duxbury, Mass. 

 Shelter Island, ladies' race, Shelter Island Sound. 

 California, cruise to Martinez, San Francisco Bay. 

 America's Cup trial races, New York Bay. 



Valkyrie III. was docked early this week, and will sail for New York 

 on July 24. 



Zeruah. 



The yacht here illustrated was designed by T. E. Ferris, drafts- 

 man for A. Cary Smith, for George E. Curtis, and has just been com- 

 pleted by Rice Bros., at Boothbay, Me. She sailed her first race on 

 July 4, when just off the ways, winning easily. 



The yacht is intended for cruising and not for racing, but the de- 

 signer has availed himself of the latest ideas, though, carrying out 

 the overhangs to but a moderate length. The dimensions of the yacht 

 are: 



Length over all 43ft. 3in. 



l.w.l 29ft. 9in. 



Beam 12f t. 7in. 



Freeboard— lowest 2ft. 4in. 



Draft 7ft. 3in. 



The specifications and drawings call for a very thorough construc- 

 tion, the keel of white oak in one piece, sided as per drawing and 

 moulded 6in. ; stem of white oak, natural crook, sided 4}^in. down to 

 waterline. and tapered to increase to siding of keel; sternpost, white 

 oak, sided 4J^in. at tuck and 2J^in. at heel, moulded as per drawing 

 and dovetailed into keel; dead woods, white oak, sided to correspond 

 with keel, etc. 



The keelson is of white oak, in one piece, 4x6in., gained down %in. 

 over floors; frames, of white oak, double, sawn, spaced 14in., 

 sided 2J4in., moulded 2J^in. at heels and l%in. at heads, the tim- 

 bers to lap not less than 18in., with J4 m - bolt in each butt; extra 

 frames, if necessary, to be fitted and securely bolted for the chain- 

 plates. The floors to be of natural crook white oak, sided 

 2J£in. and moulded 3^in. over heel, the arms extending 

 about 15in. up the frames. The rudderstock to be of white 

 oak, 4J^in. diameter at head and 2}£in. at heel, backing of yellow pine 

 tapering to lin. at after' edge. Keel of cast iron, about ll,5001bs.; 

 keel bolts, lj-£in. diameter, iron, twelve in all. Clamps of clear selected 

 yellow pine in one length, lJ4x6in. for middle third of length, taper- 

 ing to lJ4x4in. at ends. Soelf of clear selected yellow pine, 2x3in. 

 Bilge clamps same size as main clamps and two on each side. Beams 

 of white oak; main beams moulded and sided as per dimensions on 

 drawings; other beams, one on each frame, sided l^in., moulded 2J4in. 

 Mast partners, oak, 2J4in. thick and 20in. wide, secured to beams by 

 four hackmatack knees, sided 2J4in. Partner beams to have four 

 wrought iron hanging knees lJ^xM in > m throat with twelve arms 

 tapered to lJ^xMin. at ends, similar Knees to be located as per draw- 

 ing. Partners to be fastened to mast by iron hanging knees. Plank- 

 sheer of white oak, lJ4m. thick and 5in. wide. Bulwark of %\n. white 

 oak in one length, tapered in depth as per drawings and capped by 

 white oak rail lx2in. Planking of yellow pine (rift) in single lengths, 

 lin. thick worked to %in. at ends, lower strakes not more than 9in. 

 wide and upper strakes not more than 4in. wide. Deck planks of clear 

 selected white pine, laid with centerline lJ4x2in. seams payed after 

 caulking with Jeffries marine glue. Side pieces of trunk, white oak, 

 3X234 in., with deck beams dovetailed in. Sides of trunk of white pine 

 lj^in. thick, carlins white oak, spaced about 14in., sided lj^in., moulded 

 IJjgin., roof of worked white pine %in. thick, seams payed with Jeffries 

 marine glue. Water-tight cockpit with scuppers, companion, doors, 

 cockpit rail, etc., mahogany. Fastening, iron nails and bolts, to be 

 galvanized, all other iron work to be galvanized. The yacht to be fitted 

 complete with spars, sails, rigging, gear, anchor, etc. 



Defender and Vigilant. 



The new candidate for international honors has at last had two open 

 and official trials over timed courses, and whatever may be thought 

 of the first, the second can only be considered an unqualified success. 

 Both races were suited under summer conditions, light wind and 

 smooth water, clubtopsails being carried from start to finish— such 

 weather as most Cup races are sailed in. In the first race Defender's 

 gain over Vigilant was far less than was anticipated, but in the second 

 she made a very different showing, beating the centerboard boat by 

 over 9min. 



How much faster Vigilant is to-day than in 1893 and 1894 no one can 

 say, but considering the nature of the changes made in her rig and 

 ballast, and the time in which these two races were sailed, it is safe 

 to assume that she is decidedly faster. In the first race the times do 

 injustice to Defender, as she lost several minutes by overstanding the 

 mark. In the second race any possible allowances are due to Vigilant; 

 she had much the worse luck in the light wind on the second leg; and 

 in the first race she was well washed by the attendant fleet. 



Neither boat is measured, but it is probable that \% minutes will 

 fully cover the allowance from Defender to Vigilant under their pres- 

 ent canvas. A conservative revision of the elapsed times for the two 

 days would put the allowance at lm. 30s., and on the first day would 

 be 4m. for Defender's loss in overstanding, so that the official figures 

 of 2m. 45s. elapsed time would read lm. 15 corrected plus 4m., or a 

 gain of 5m. 15s. for Defender in 30 miles. From this a small allow- 

 ance should be made for the bad washing which Vigilant received on 

 the way home. The figures of Monday's race, 9m. 16s. elapsed, would 

 be 7m. 47s. corrected. How much Vigilant lost through ill luck on the 

 second leg and the washing of the steamers it is hard to say in cold 

 figures, nor is it of much practical moment, as the following boat 

 in such a race always suffers in the same way. We should say that 

 on their merits Defender outsailed Vigilant about 5m. corrected time 

 on the first day and 6m. on the second. 



What is of far more importance than such figures is the perform- 

 ance of the new boat. She is quite as good to windward, quite as able 

 and much easier through the water than the old one, and apparently 

 a great improvement in every way. 



To all practical purposes Defender and Vigilant started in their 

 first race as two new yachts, with little advantage on either side from 

 previous trials and working up. Vigilant is in hull precisely the same 

 as in 1893 and '94, except that ner inside ballast, probably 20 tons, has 

 been recast and bolted under her old lead keel. This work was done 

 very thoroughly by Mr. Lewis G. Nixon, at the Crescent shipyard, 

 Elizabethport, N. J., under the superintendence of Mr. H. C. Wintring- 

 ham. The added lead begins a few feet abaft the end of the old lead 

 keel, the old and new lead being well rounded away on the fore end. 

 It extends to within about 6ft. of the after end of the old lead keel, 

 stopping short at that point. Its greatest depth is 15in., but this 

 comes forward of the yacht's greatest draft, so the extreme draft is 

 increased but 5in., or say 13ft. 6 to 9in,, the exact trim and waterline 

 not being known at present. 



The original lead keel was only held by bolts through the Tobin 

 bronze plate keel and the frames; in order to carry the new lead safely 

 and to make the old work even stronger, Mr. Nixon ran the bolts, 

 some seventy in all, of lJ4 iQ - Tobin bronze, through both keels and up 

 to specially forged hangers of L shape, each with a long vertical arm 

 riveted fast to the floor plates, and a short horizontal arm through 

 which the bolt passed, being set up with a nut and washer. In some 

 cases, abreast the centerboard trunk, these hangers were made to go 

 over the floor plates, with a bolt through each end of the hanger. The 

 work was difficult and tedious; the interior of the yacht was cleared 

 of everything and the cabin floors taken up; the keel plate was drilled 

 with a twist drill about 12ft. long, worked from the cabin; then a ship 

 auger of the same length was run through the lead keel. The new 

 keel was cast ashore in sections, jacked in place on the dry dock and 

 the bolts driven and set up, after which it was necessary to run In hot 

 lead along the joining of the old and new keels, to fill the space left by 

 the rounding of the lower corners of the old keel. The old and new 

 lead was carefully dressed off and coppered. 



While all that was possible was done to shorten the long straight 

 keel and give greater speed in turning by cutting away the fore end 

 and in a less degree the after end, the improvement in this direction 

 was not great. After sailing about for a week Vigilant returned to New 

 York from Newport and on July 17 was docked at the Erie Basin, 



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