346 



FOREST AND STREAM. 



[Oct. 19, 1895. 



ALCEDO STEAM YACHT Designed by Waterhouae & Chesebrough, 1895. 



Taking up the subject of the first modern international race, that of 

 Genesta and Puritan, we find the two types as distinct as possible, 

 Genesta, the challenger, being best described by that now most obso- 

 lete term, cutter, narrow and deep, while Puritan was an American 

 ploop in her entirety, although English influence could be seen in her 

 rig and method of ballasting. Pictures taken of these boats in dry 

 dock show plainly the marked difference in form and type, and slso 

 show, when compared with Valkyrie III. and Defender, wherein lies 

 one of the greatest evils of our modern successful racing yachts, 

 which is the small amount of under-water body when compared with 

 boats of only a few years ago, like Puritan. 



Even Puritan, although of much less displacement than Genesta, 

 shows up as a roomy and comfortable craft: one that might be and 

 probably would have been built if there had never been such a thing 

 as international racing. Can one honestly say the same of Defender, 

 with her aluminum construction, her immense draft, prohibiting ordi- 

 nary summer cruising, and her lack of room below, and her extremely 

 costly construction? 



I think not. and while I appreciate the patriotic spirit that induced 

 the Defender syndicate to spare no expense to retain the America's 

 Cup. and the genius of Herreshoff in evolving such a perfect racing 

 machine, I can but feel that it has been talent and money, if not 

 wasted, not well spent. 



Puritan was no more like Genesta than chalk is Hke cheese. She 

 was broad and moderately shallow, with only about thirtyseven tons 

 of ballast, mostly used inside, and depending on form very consider- 

 ably for stability. Genesta was a much bulkier boat, with over seventy 

 tons of lead outside and no stability due to form— very much narrower 

 and deeper. 



We must remember that although we defeated Genesta, we yet had 

 to change our type to do it. Every one knows who knows anything 

 at all about racing in England during the five years preceding the 

 Genesta's challenge, that England was ahead of us in the building and 

 general design of racing yachts. They had greater speed, they had 

 better rigging and sails, and they were much better built. Puritan 

 was a distinct improvement, but it must be confessed tbat her points 

 of superiority over existing American boats were for the most part 

 points of similarity with the English craft of her time. 



Both Puritan and Genesta were boats that while a trifle large were 

 still one-man boats and not syndicators. They cost between §20,000 

 and $30,000 to build and were good cruisers when not racing. Genesta 

 when compared to Valkyrie III. was not much over half as wide, 15ft. 

 against 27. Yet on 83ft. waterline length she is a heavier boat than 

 Valkyrie and bad more inside room available.. I mean she was far 

 more heavily built and carried a rig that she could swing in a race or 

 across the Atlantic, either one. True, Valkyrie has the advantage of 

 greater beam, but aside from that I pronounce Genesta the more sen- 

 sible boat of the two and challenge criticism on my statement. If we 

 compare Puritan and Defender the result is the same. Puritan is a 

 sensible boat; Defender is an expensive freak and nothing more; fast, 

 Beawortby and beautiful, but yet far from the boat that a man would 

 build if no other boats were ready to beat him. 



Compare the section of Puritan with its slightly hollow garboard, 

 its light draft, with the wine glass which represents the modern idea 

 of all that a yacht should be. Remember that Defender cost about 

 five times as much, and then say that yacht designing has progressed 

 along sensible lines if you can. For my part, I deny it. 



There is one thing that we all seem to forget in dealing with the 

 question of yacht racing -or rather, two things. 



One is that the racing of sailing yachts is a sport that has outlived 

 its days of usefulness, and is now very much as archery when fire- 

 arms came in, standing on very precarious footing, and liable to be 

 wiped out by the improvement in steam yachting unless nursed very 

 carefully. 



The other point is that speed in sailing yachts is relative, not abso- 

 lute; in other words, it is the distance by which one boat beats 

 another in a race, and not the absolute speed made by either during 

 that race, that shows the superiority and makes a fast or a slow boat. 



A better race is had and a much more interesting one when two 

 boats sail at an average speed of four miles per hour, one winning by 

 a few seconds, than when they sail at a fifteen mile gait and one wins 

 by ten minutes. Speed is a good thing, and so long as we sacrifice 

 nothing of value to it let us have speed to the last second by all means, 

 but we must remember that there is absolutely no use in building 

 boats that are uncomfortable and very costly to build unless some ob- 

 ject is to be really gained by it, and not a few seconds' or even min- 

 utes' speed at the sacrifice of a whole summer's comfort. 



The whole system of yacht building and racing is radically wrong, 

 judging from the standpoint of sport. Prom the naval architects 

 point of view everything is lovely, and we are making rapid strides 

 to ward the perfect boat of the future— all lead, draft, sail and cost, 

 with no body. 



Just think for a moment. Eight or ten years ago if a man wanted 

 sport on the water and had a little money to spare, say two or three 

 tnousand dollars, he could build or buy the equivalent of our modern 

 40-footer, only a larger and roomier boat. With her he could have all 

 the racing he wanted and could calculate on four or five seasons' use 

 at the very least before his boat was really outbuilt and obsolete. 

 Now the most he could do for the money would be a 25ft. fin-keel, 

 with scarcely room enough aboard to hide a broad-brimmed straw hat 

 in case of a squall. True, the little boat is most beautifully designed 

 and constructed, and would, in a race, have no difficulty in despos- 

 ing of the big, roomy centerboard of former days. But what of that? 



As I said before, speed is relative, not absolute, in sailing yachts, 

 and had the fin-keel never been evolved the old centerboard would be 

 just as good a racer as her modern sister. Of course, as in everything 

 else, there is a great deal to say on the other side of the question. The 

 modern boats are marvels of beauty in design and construction, and, 

 due to the great care required in their construction, the workman- 

 ship of the average yacht builder has greatly improved, and also his 

 knowledge of the various problems to be met in building a boat, so 

 that we see no more of the dismal failures due to an absolute lack of 

 knowledge. 



Then, again, the new boats are uncapsizable and very weatherly, 

 and if you do get caught in a blow you are safe if not comfortable. 

 What I have tried to show is that we have gone too far in the matter 

 of speed and have nearly spoiled yachting by so doing. Our boats are 

 too deep for our harbors, too expensive for our pockets, and in all 

 except the very larger classes too uncomfortable and cramped for our 

 families to take any pleasure in cruising, so that yacht racing is, under 

 tbe present auspices, doing harm to the sport of yachting and really 

 threatens its practical death as the amusement of many. This muse 

 not be. Yachting and yacht racing, almost the only sports that belong 

 to the class of bona fide amateur sports, must not be relegated to the 

 ranks of professionalism. The remedy is plain if we would but use 

 our common sense and grasp it. Let us simply get together and settle 

 upon a model which shall represent the ideas of all our naval architects 

 and be at the same time a sensible type of boat. Then let each yacht 

 club duplicate this model and lines and state in their race pro- 



grammes that no competing yacht shall deviate more than 10 

 or 12 per cent, from the standard so set. It may be said that, 

 this would discourage yacht designers and hamper them, but as I see 

 it we yacht designers are not to be considered in the matter at all. 

 The people who sail the boats, who own them and who pay for them 

 are the ones whose ideas should be met. As I have said before and 

 say again, the absolute speed of a yacht propelled by sails is not the 

 vital point in her make-up, nor even one of her vital points. All she 

 need do is to sail as fast as or a little faster than the others, and if the 

 others are sensible, comfortable boats she can and will be the same. 

 The new boats not carried to extremes are exactly what we want, and 

 will make fast, comfortable and seaworthy vessels. The schooners 

 prove this, and, as a matter of fact, boats like Lasea, Constellation 

 and Emerald show that yachts can be built, ard keen sport had with 

 them, which are not— confessedly not— so fast as they might have 

 been had every element but that of speed been disregarded in their 

 design. Well, I've had my innings, and as the Irishman said when the 

 judge fined him $5 for thrashing a man who had cheated him, "I'm 

 glad I done it and will take $10 more of it at the same rate." 



The Steam Yacht Alcedo. 



Among the new yachts of the year is the handsome stpam yacht 

 Alcedo, designed by Waterhouse & Chesebrough for G. W. C. Drexel, 

 of Philadelphia, and built by George Lawley & Son, Smith Boston, 

 under the supervision of the designers. The yacht is 124f c. over all, 

 102ft. 1. w. 1., 16ft. 2in. beam and 6ft 6in. draft, of composite construc- 

 tion and schooner-rigged. The hull planking is of clear Georgia pine, 

 2%[q. thick, fastened to the steel angle frames by screw bolts and 

 nuts, bronze fastenings being used up to 2Et above the waterline. As 

 shown in the sheer plan, there is but one deckhouse, of mahogany, 

 18ft. long and 8ft 6in. wide, used as a deck saloon and dining hall, the 

 galley being directly below. The hull is of specially strong construc- 

 tion, the scantling conforming to the requirements of the United 

 States Standard Steamship Owners', Builders' and Underwriters' 

 Association. There are four watertight steel bulkheads and the frame 

 is stiffened by a system of steel diagonal straps over frames and deck 

 beams. 



Beginning at the fore peak below deck, inside the collision bulkhead 

 are the chain lockers and the under-deck engines of the steam capstan, 

 then comes the crew's toilet room, and then the forecastle. The next 

 space is devoted to the captain's and engineer's stateroom to port and 

 messroom to starboard, the latter fitted with mess tsble, set bowl and 

 folding berths for steward and cook The galley is 10ft. long and of 

 the full breadth of the ship, very fully furnished with a French range, 

 an ice box of one ton capacity, sink, etc. The steward's pantry, on 

 the starboard side, has a dumb waiter to the dining saloon just above. 



The engines are located forward of the boiler, triple compound, with 

 cvlinders 15}4 and 24}^in. by 13in., designed and built by the Fore 

 River Engine Co., of Weymouth, Mass.; the condenser is 6ft. long. 3ft. 

 diameter and has 650sq ft. of cooling surface. An independent 

 circulator is used, of the centrifugal type, running at £00 turns. The 

 boiler was made by the Almy Watertube Boiler Co. Abaft the boiler 

 room in a thwartship bunker, serving to keep cool the after cabins. 

 The total bunker capacity is eighteen tons. 



The owner's room is immediately aft of the third bulkhead and the 

 bunker, lift, long and of the full width of the hull, cominunioatiog 

 with a private bath room piped for fresh and sea water, hot and cold. 

 Then comas the main saloon, 13ft. 6in. long, then the steerage, with 

 toilet room to starboard of stairs and a stateroom to port, and then 

 the after stateroom. This after room is finished in mahogany and 

 butternut, the other rooms are finished in mahogany and white 

 enamel. 



Particular attention has been paid to the plumbing and ventilation, 

 the baths and set bowls are all connected with a tight waste tank in 

 the after hold which has an outboard vent and is emptied by a steam 

 syphon. Each room is ventilated by a deck opening in addition to the 

 side lights, and a special Sin. exhaust ventilator is fitted to the bilge 

 aft. The cabin joinerwork and fittings are well arranged and in very 

 good taste. The steering is done entirely from the bridge, one of 

 Snelling's combined steering and telegraph apparatus being used. It 

 is needless to say that the workmanship is excellent throughout, as in 

 all the Lawley-built boats. 



Model Yachting. 



At the regular monthly meeting of the American Model Yacht 

 Club, held at the club room, No. 227 Pulton st., Brooklyn, N. Y.. on 

 October 4, the perpetual challenge trophy articles were revised to 

 read as follows, viz. : 



Article 3— Dates.— This trophy is open to all duly organized and 

 recognized Model Yacht Clubs of good standing and responsibility 

 composed of members of lawful age. 



And it is to be sailed for once each year, either on May 30, July 4, or 

 the first Monday in September, wh°n challenged for, and on no other 

 date, except as hereinafter provided. 



Art. 4— Challenges.— All challenges must be received by the club, 

 or by the trustee holding the trophy, at least ninety days before the 

 date specified for a race. 



All challenges must be accompanied by a certificate, properly execu- 

 ted before a notary public with a seal, as to the existence of ihe chal- 

 lenging club as follows, to wit: 

 To all ivhom it may concern: 



We, the undersigned, being of lawful age, do hereby certify tbat the 



Model Yacht Club of 



is a regularly organized and recognized model yacht club of good 

 standing and responsibility, and composed of members of lawful age. 



Commodore. 



Secretary. 



State of 



County of 



Commodore, 



Address , 



, Secretary, 



Address 



being duly sworn, each for himself deposes at>d says that he has read 

 the foregoing certificate and subscri ed his nan.e thereto, and that 

 the same is true to his own knowledge. 



Sworn to before me on this day of 189. . 



Notary Public, 



County of 



State of 



For the balance of the article (No. 4) and the full text of the articles 

 as revised in 1891, see Forest and Stream of March 23, '95. 



Geo. F, Pigott, Sec'y pro tern., 



92 Douglass street, 



Brooklyn, N. y, 



The America's Cup. 



The following letter was received on Oct. 9: 



"Royal Victoria Y. P., ) 

 Byde. Isle, of Wight, Sept. 28, 1893. C 

 "To J. V. S. Oddie, Secretary New York Y. C: 



"Dear Sir— I beg to confirm by letter my telegrams of Sept. 23. as 

 follows: 



"I, in behalf of the Royal Victoria Y. O, and in the name of Charles 

 D. Rose, a member af the club, challenge to sail a series of matches 

 for the America's Cup in 1896, with the cutter yacht Distant Shore, 

 load waterline length 89ft. 



"In the event of this challenge being accepted, I should be much 

 obliged if you would kindly inform me what dates, courses and con- 

 ditions the New York Y. C. will proprse to govern the races. 



"I have the honor to be, sir, your obedient servant, 

 "Percy Thellusson. 



"Secretary Royal Victoria Y. C." 



A special meeting of the New York Y. C. was held on Oct. 14 to 

 consider the challenge, about fifty members being present. The fol- 

 lowing resolutions were adopted: 



"Whereas, An uncondi'ioDal challenge for the America's Cup, stat- 

 ing load waterline length of challenging vessel, has been received 

 from the Royal Victoria Y. O. in tbe name of Mr. Charles D. Rose; 



"■Resolved, That the challenge be accepted; and, further 



"Resolved, That a committee of seven be appointed by the Commo- 

 dore, with full power to confer with the challenger and arrange the 

 conditions of the match. As soon as final arrangements have been 

 completed, the committee shall report the same to the club." 



The committee appointed by Commodore Brown is: 



Former Commodore J. D. Smith, A. Cass Canfield, J Frederick 

 Tams, Latham A. Fish, Gouverneur Kortrisht. Archibald Rogers and 

 J. R Busk. These gentlemen constituted the Cup committee of 1895, 

 which arranged and conducted the recent Valkyrie-Defender series, 

 and their reappointment is considered a substantial indorsement by 

 the club of everythingthey did in connection with those races. 



The following cables were sent by Secretary Oddie: 

 Thellusson, Secretary Royal Victoria Yacht Club, Ryde, England: 



Challenge accepted. Committee appointed, with full power to 

 arrange conditions. Oddie, Secretary. 



Another cable was sent to Mr. Rose and read: 

 Charles D. Rose, No. 89 Hill street, Berkeley Square. London: 



Challenge accepted. Have notifi d Thellusson. Oddie Secretary. 



The Cup committee held a meeting on the adjournment of the club 

 meeting. 



Beverly Y. C. 



230th race. 

 Saturday, Sept. It,. 

 The doubtful prizes in fourth class cats are decided by measure 

 menc of Howard, which takes first prize by Ms., Dawelle taking sec- 

 ond prize. 



The 231st race, sail off in third class cats and fifth class sloops, was 

 sailed off club house Sept. 20, in moderate fluky so'wester. R S. 

 Hardy, judge. 



THIRD CLASS CATS. 



Length. Actual. 



Melro, D. L. Whittemore 20 03 1 47 07 



Doris, John Parkinson ai .01 1 61 46 



Eina, John Parkinson 20.01 1 51 51 



FIFTH CL^SS SLOOPS. 



Waskite. H. N. Richards 12 09 1 16 05 



Hilda. Robert Winsor 12 03 1 32 09 



Melro and Waskite win. 



Champions for 1895.— Cats: Second class, Anonyma; third class, 

 Melro; fourth class, Howard; fifth class, Imp. Sloops: Fourth class. 

 Grilse; fifth class, Waskite. 



YACHTING NEWS NOTES. 



The basin, railways and lower shops of the Fifty-fifth street yard 

 formerly used by Mumm and by Wintringham have been leased by Piep- 

 grass & McGown, who will carry on the same business of yacnt buiiu- 

 ing and repairing. Mr. Piepgrass is tbe son of Henry Piepgrass, the 

 City Island builder. The firm is now putting a new stern on the steam 

 yacht Charlotte. 



A private match waB sailed last week between the cutter Thelma, N. 

 L Francis, and the schooner Serkara, Mr. Fuller, from Marblehead to 

 New York, starting on Oct, 11. Shortly after the start Thelma parted 

 her bobstay and returned to Marblehead for repairs, starting anew 

 seven hours later. She was unable to catch her rival after such a 

 handicap. 



There is now partly plated at Roach's yard, Chester, a sea-going 

 steam yacht designed by Gardner & Cox for Richard Stevens. She 

 is 140ft. over all, 115ft. l.w.l., 20ft. beam, witn excellent accommo- 

 dations and ample coal capacity. 



Hattie Bradwell, the largest sloop on Lake Michigan, has been sold 

 by Thomas Bradwell to Jonn W, Welles, of Menomiuee, for $3,800. 



Veltha, steam yacht, has been sold by J. L. Bremmer to R, L. 

 Lippitt, of Providence. 



Erl King, steam yacht. Major A. H. Davis, sailed from Boston on 

 Oct. 7 for the Western Isles and thence to Southampton. 



The yachts Edna B. and Fleetwing were wrecked at anchor off 

 Cleveland on Oct. 12 in a sudden and violent gale. 



Steam Yachts and Launches 



Built by Marine Iron Works, Clybourn and Southport avenues, 

 cmcago, 111. Free illustrated catalogue. Write for it.— Adv. 



Red Dragon C. C. 



The Red Dragons closed a very successful racing season with the 

 last race for canoe yawls or cruisers on Saturday, Oct. 5. Nixie, de- 

 signed, built, rigged, owned and sailed by her owner, H. E Bachmann, 

 won the cup presented for the season's yawl races by Com, Fenimore, 



