Oct. 27, 1887.] 



FOREST AND STREAM. 



76 



INTERIOR OF SCHOONER YACHT YAMPA Designed by A. Gary Smith, Esq. 



a. Forecastle. e, Passage. ?r, Companion. o, Toilet. 



ft, W. C. /, Breakfast room. /, Stateroom. p, Owner's toilet. 



c, Galley. h, Main saloon. m, Stateroom. r, After saloon. 



d. Stateroom. if, Passage. n, Owner'B room. s, Captain and mate. 



seem to be right and proper as it was our antagonists who selected 

 the class. The committee might then well say. you may send a 

 thirty ton boat if yon choose, but we think it our duty to' defend 

 the Cup with the ablest exponent which we have, and this we have 

 found in the larger class. 



If, in answer to this, our English friends did send a 30-tonner, 

 they would be assuredly beaten, for no 30-tonner that was ever 

 built could save her time off the Volunteer. The Clara did not 

 do it off the Mayflower in the Goelet Cup race of 188(5; and what 

 would she, or any other 30 or even 50-tonner do, against the 

 Volunteer? 



We know, as yet, little or nothing of the proper penalty which 

 these large boats ought to pay for size, as they were at once ele- 

 vated into a class of their own. It would, however, appear that 

 they are. under the present ruling, taxed far too little. 



The onlv way, then, for our transatlantic friends to got the Cup 

 would appear to be to build a still larger cutter, and here they 

 would be met at once with a still larger sloop. 



Both the Forest and Stream and one of its able correspondents 

 have expressed the idea that in the Volunteer the acme of perfec- 

 tion in that class of boats has been reached, while the develop- 

 ment of the keel can be carried still a good deal further. It would 

 appear to the writer just the reverse, and that the possibilities of 

 the centerboard are just in the beginning of their development. 

 Of course, the limit must be reached pretty soon where the beam 

 can be lessened and the draft increased; but it is a question 

 whether even that has been reached in the Volunteer. It may well 

 be that it has not, and the writer believes that a foot less beam 

 and a foot more draft would make a boat which would be as fast 

 in going to windward and more speedy before the wind. This can 

 only be told by experiment. Moreover, the construction of the 

 Volunteer Is very faulty. She is a thing of bumps and billows 

 from stem to stern. There is one on her starboard bow and. one 

 on her starboard quarter, and when one stands directly In front 

 of her one sees nothing but a series of receding scollops formed by 

 her frames and plates. All this might be rectified in another 

 boat on the same lines. Then, again, it has not been shown that 

 she will not carry a larger amount of sail. At any rate, if no im- 

 provements are made in her, she will be as all boats are, several 

 minutes faster the second year than she was the first. 



The trouble with our generous rivals is that they have been 

 building boats for many years all on one plan without any com- 

 parison with other styles— indeed deliberately shutting their eyes 

 even against such a suggestion. They have said to themselves, 

 and pretty loudly too, to the rest of the world, "The Irex is the 

 fastest boat in these waters and therefore in the world, and as the 

 newly-built Thistle is faster than the Irex she must be by far the 

 fastest boat in the universe." It ought to be said here, in justice 

 to the boats themselves, that so far as the international series of 

 races is concerned the poor things have all been badly— sometimes 

 wretchedly— sailed. 



The problem then which the English designers have before 

 them, since the Irex is their criterion, is to build a keel boat of 85 

 or 86ft. waterline, which shall be able to give the Irex 20 to 25 min- 

 utes in a beat to windward of 20 miles; or if they take the Thistle 

 from 15 to 18 minutes. This is not an easy problem; to many it 

 would seem a hopeless one. 



In conclusion I would say that it would appear as if the time had 

 arrived when we are compelled to draw the line between a cruis- 

 ing and a racing boat. The future cruising boat will probably be 

 a finely modelled keel with light spars and a moderate rig— a 

 stronger, safer and on the whole a faster boat than the center- 

 board, because in cruising there is on the average more free sail- 

 ing than windward work. The future racing boat, or if it is pre- 

 ferred, racing machine, will probably have moderate beam, deeper 

 draft and more outside ballast. In other words a keel boat plus 

 the. board. This, I am aware, is contrary to the opinion of Mr. 

 Bell, who frequently repeated before the race the opinion, that 

 "the centerboard must go;" and go she did, and verv fast, too. 



X. 



AN ENGLISH OPINION of Kunhardt's "Steam Yachts and 

 Launches" is given in the London Nautical Gazette. From the 

 notice, which is highly complimentary, we take the following: 

 "The facilities for amateur navigation on the vast inland waters 

 of the North American Continent, and along its extensive sea- 

 board, are so great that it is not surprising to find yachting in all 

 its forms flourishing vigorously in that part of the world. We 

 know, to our cost, that in the matter of sailing yachts the Ameri- 

 cans have managed to retain the international cup for many- 

 years by the superior racing craft they have, from time to time 

 opposed to our best yachts, and wealthy United States merchants 

 spare no expense in the construction and fitting out of commodi- 

 ous steam yachts, on board of which they, their families and 

 friends, can voyage with comfort on their comparatively smooth 

 and magnificent internal waterways. In connection with this 

 special development of yachting enterprise in America, the publi- 

 cation of a work, such as this before us, may reasonably- be ex- 

 pected to be of some value. The volume comes to us with a sort 

 of prestige, and we certainly expect to find it complete and ser- 

 viceable. In the case of Mr. Kunhardt's book, we may at once 

 say that such an expectation is amplv realized; it is a. thoroughly 

 good book; it accomplishes its author's object in being 'sufficiently 

 comprehensive, and elementary at the same time, to suit the 

 yacht owner's object of acquiring a general understanding of the 

 whole, with specific information and data covering the most 

 recent practice.' In view of the present extent and probable ex- 

 pansion of steam yachting, it is most desirable that those who em- 

 ploy such vessels should be possessed of some knowledge concern- 

 ing the motive power and the mechanical arrangements by which 

 their conveyances are propelled, and those who desire to make 

 themselves acquainted with such matters cannot do better than 

 read Mr. Kunhardt's book." 



HOW VOLUNTEER WAS SAILED.— A great many things 

 have come to the surface since the international races which 

 prove that the American sloop was handled immeasurably better 

 than her Scotch rival. On the Volunteer in the first race little 

 schemes were being worked continually to get all the speed pos- 

 sible out of the yacht. First all the crew would be to windward, 

 then as the wind lightened half of them would shift to leeward, 

 and at times when the breeze was lightest all the crew were to 

 leeward. This accounts for the angle which the Volunteer took 

 going down to the Narrows, when every one t hought she had more 

 wind than the Thistle. Then again, after she got through the 

 Narrows and caught the freshening breeze, it was the weight of 

 half the crew to leeward that gave her such a list and made it 

 look as though she had a fine breeze. Men were stretched along 

 by the tackles which were secured to the sheets, and as the breeze 

 lightened the sheets were eased a trifle to give the boat life, and 

 were flattened again whenever there was a little more air. An 

 outrigger was used to trim the jibtopsail. So many were the con- 

 trivances used for getting a little more speed that Mr. Wylie, the 

 representative of the Thistle, was amazed, and declared after the 

 race that he "had no idea the Americans sailed their yachts so 

 well." On the Thistle, on the other hand, nothing at alt was done 

 after the start. Sheets were trimmed flat, the crew were assigned 

 a fixed position, and all maneuvering thereafter was confined to 

 the helmsman. This accounts in great measure for the "deadness" 

 which characterized the Thistle's movements, as contrasted with 

 her lively antagonist.— Boston Globe. 



THE LAUNCH OF THE YAMPA. 



TO the casual observer who has followed the season's yachting 

 and read only of the doings of Volunteer arid Thistle in the 

 papers, it may seem as though cruising was of little importance 

 to yachtsmen and that racing only engrossed the attention of all. 

 That this is not the case, however, and that cruising is receiving 

 its full meed of favor, and advancing hand in hand with racing, 

 is shown by the recent additions to the cruising fleet and most of 

 all by the latest, the steel cruiser Yampa, launched on Saturday 

 last at Wilmington. 



Throughout the entire season some fine little cruisers have been 

 launchedj only last week we chronicled the commencement of a 

 cruiser of large size, but the yacht just launched is not only the 

 largest, but the finest of the late additions to the fleet, a vessel 

 that will be a credit to American yachting in every sea she floats 

 on. 



Like Fortuna and Intrepid, the two finest yachts which America 

 has sent abroad for many years, the new yacht is from the draw- 

 ing board of Mr. A. Gary Smith, the birthplace also of Iroquois, 

 Oriole, Noma and Whim, each with a record already made. The 

 step from the latter, a little wooden boat of 50ft., to the staunch 

 and stately Yampa, is a, long one, and yet the two are very closely 

 connected. In 1885 the Whim was designed by Mr. Smith to the 

 order of a gentleman not then known to yachtsmen, in fact a tyro, 

 who desired to do some yachting about the Florida coast in com- 

 pany with his wife, and who named his first boat very appropri- 

 ately the Whim. The little vessel took her stores and water in 

 New York in the late fall and ran down the beach, encountering 

 some very bad weather, but arriving safely in Florida. Lightened 



Schooner Yampa— Midship Section. 



of her stores, she drew but 30in., and so was able to run into many 

 interesting places from which most boats of her size are debarred, 

 while her excellent seagoing qualities enabled her to do an amount 

 of coasting and sea work which most very shoal boats are not 

 capable of. Her owner, Mr. C. W. Chapin, found yachting to be 

 so much to his taste that he determined to make it more than a 

 whim, and on returning to New York in the spring the little boat, 

 which made the trip up again in safety, was offered for sale, and 

 an order placed with Mr. Smith for a far larger craft for the fol- 

 lowing fall, the owner's business taking him away from the water 

 during the regular yachting season. 



The new vessel, first christened Julia, but so well known since 

 as Iroquois, was a steel schooner of 81ft. l.w.l., a centerboard boat 

 drawiug 9ft. Leaving New York late in the season Mr. Chapin 

 spent the winter on board with his family about the Florida coast 

 and the West Indies, the passage from Key West to Havana being 

 made several times in very bad weather. The yacht not only 

 proved herself an excellent seahoat, being both drv and easy, but 

 she showed such indications of speed that Mr. Chapin determined 

 to race her, and ordered an entire new outfit of spars and sails. 

 Before these were ready, however, he sold the yacht to Mr. T. J. 

 Coolidge, of Boston, who raced her this season". Another yacht 

 was at once ordered from the same designer and builders, and 

 this one will be ready in the course of another month for far longer 

 voyages than either Whim or Iroquois. 



The Yampa is a deep water cruiser in every sense of the word, 

 the main object of her designer being to secure comfort and safety. 

 The leading dimensions are: 



Length over all 134ft. 



Length on l.w.l 110ft. 



Beam, extreme 27ft. lin. 



Draft 13ft. Bin. 



Ballast 95 tons. 



Displacement 235 tons. 



Spars— 



Foremast, deck to hounds , 65ft. 6in. 



Head lift. 



Foretopmast, heel to hounds 83ft. tiin. 



Fore boom 33ft. Bin. 



Main boom 70ft. 



Foregaff 30ft. 



Maingaff 37ft. 



Bowsprit, outboard 17ft. 



Jibboom left. Oin. 



Squaresail yard 56ft, 



In model the new boat is much like her predecessor, except that 

 a deeper keel replaces the centerboard of the Iroquois. The 

 Yampa has the same overhanging stem and the same stern as the 

 other, in fact above water there will be little but size to distin- 

 guish the two hulls. Below, the sternpost has a draft of 13ft. 6in. 

 with a moderate rake, about 20 degrees, the keel rising from the 

 heel of the sternpost. The forefoot is moderately cut away, the 

 draft all being in the form of drag aft. The form of the midship sec- 

 tion is shown in the accompanying diagram. The least freeboard 

 is about 4ft., with an 18in. bulwark and Sin. rail on top. The 

 breadth is shown in the accompanying cabin plan. The hull is of 

 mild steel throughout, the plating running from bottom of keel to 

 rait without a break, all being flush. The keel contains 45 tons of 

 lead cast solid between the floors, besides 50 tons of pigs stowed 

 on top, so that she practically has a lead keel of 95 tons, or all 

 ' outside" ballast. The planksheer and deck are of white pine, 

 the latter 2J4in. square. The side plating is carried up to form the 

 bulwark, the rail above, 3x6in., being of teak. The hatch coamings 

 and deck fittings are also of the latter wood. 



Below the hull is divided by two full bulkheads, one abaft the 

 galley and the other abaft the after saloon. The hold is of course 

 quite deep, allowing plenty of room for water and stores, the deck 

 above it being of l%ia. matched pine for the whole length of the 



dimensions, a passage, and on the port side a stateroom. The 

 main saloon is a fine appartment, 14ft. 6in. long and of the full 

 width of the yacht, nearly 26ft. inside. Abaft it is the owner's 

 room, 13ft. long, with bathroom adjoining, while on the port side 

 of the passage are two smaller staterooms and a second toilet 

 room. The passage and companion are very wide and roomy. The 

 after cabin is 7ft. 6in. long and of the full width of this part of the 

 ship, and abaft it, on the other side of the steel bulkhead, are the 

 quarters for the captain and mate. The finish below will be in 

 white pine, with furniture of mahogany especially designed for 

 the yacht. Everything will be rich and elegant but there will be 

 no attempt at shore decoration in the form of marble and stained 

 glass. Deadlights are provided in the side for all the cabins. The 

 spars are of Oregon pine, 20 and 21in. respectively, and are two of 

 the handsomest sticks over put in a vessel. They are perfectly 

 clear from heel to head, with but little taper, while the mast- 

 heads are considerably reduced in size above the peak halliard 

 blocks. The work about the mastheads is very fine, good oak 

 cheek pieces, cross and trestle trees of locust, iron collars for the 

 eyes of the shrouds and very well-proportioned hangers for the 

 throat and peak blocks. 



The yacht was built by Harlan & Hollingsworth, builders of 

 Mischief, Priscilla, Electra, Nourmahal, Susquehanna, Iroquois 

 and Alva, and as in all their boats the workmanship is excellent. 

 The plating is very smoothly laid, and the woodwork, from the 

 rail and hatch coamings to the joiner and cabinet work below, is 

 all of the best. The sails will be made by Sawyer, and Philip Low 

 will rig the yacht. 



On Saturday last she lay on the ways, the cradle running the 

 whole length and being very accurately fitted. The water, Chris- 

 tiana Creek, is so narrow opposite the yard that great care is ne- 

 cessary in launching, and the building ways are all laid at an 

 angle with the shore line and the course of the river instead of at 

 right angles to the bank, so as to give as long a run as possible to 

 the vessels in launching. A heavy snubbing line is always used, 

 rove through a compressor, so as to stop the boat as soon a's she is 

 fairly afloat. At. 5 P. M. the tide was high and all was ready, and 

 a few minutes later Mr. Chapin arrived from New York, in com- 

 pany with his little daughter Pauline. The word was given to 

 rally up as soon as they were on board and the wedges were 

 quickly sent home. Owing to the rocker of the keel no splitting 

 of the keel blocks was required, the after part of the keel only rest- 

 ing on trip shores that dropped as she began to move aft. As soon 

 as she was wedged up the planks holding the bilge wavs and ground- 

 ways together were sawn off and the yacht rushed swiftly into 

 the water. As she made her bow to the land little Miss Chapin 

 broke the bottle over the bo ws and christened her "Yampa," an 

 Indian name for bear. The yacht will be completed in about a 

 month and will then come to New York for a short time before 

 sailing for a winter cruise in the West Indies. 



CHALLENGES FOR THE CUP. 



THUS far none of the rumored challenges from Ireland, Scot- 

 land and Nova Scotia have materialized, and there seems 

 little likelihood that they will. Mr. Sweet has written to Secre- 

 tary Bird of the N. Y. Y. C. stating that he will build a yacht of 

 69ft. l.w.l. to challenge for the Cup, according to the notice given 

 in his previous letter. The subject of the revision of the deed of 

 gift will come up at the meeting of the elub to-nignt. 



MONTGOMERY SAILING CLUB, Oct. 23.-Twenty-flrst weekly 

 cruise. Course, Norristown to Indian Creek and return, distance 

 5 miles. Weather clear and cool, wind very light S. E., after- 

 ward fresh from the same quarter, making 'it a run to the buoy 

 and a beat back. The start was made at 9 A. M.: 



Finish. Corrected. 



Priscilla, tuckup,E. Stanley 11 14 38 2 15 15 



Gracie, skiff, E. A. Leopold 11 26 50 2 17 47 



Josephine, tuckup, E. Powers 11 19 00 2 18 25 



Flying Eagle, tuckup, J. Borndt 11 25 53 2 25 53 



Lulu, tuckup, James Frith 11 28 20 2 28 09 



Igidious, tuckup, Rachell Bros 11 26 29 2 28 19 



Princess, canoe, C. Wain wright 11 38 05 2 30 48 



Bowers, tuckup, C. DeHaven 11 33 41 2 33 41 



Iola, ducker, Geo. Walker Withdrew. 



Winner, champion pennant, Priscilla. At 10:24:30 the entire fleet 

 were grouped within 100yds. of the outer mark. They were so 

 closely bunched that each boat was overlapped bv several others. 

 At this time the wind freshened, the Gracie catching the first puff, 

 jibed around the mark at 10:25, the others following about ten 

 seconds later, nearly all of the eight boats being in collision while 

 rounding. No damage was done and no protests were made. The 

 windward work soon scattered the fleet with the above result. 

 Judge, Thomas RochelL 



YACHT DESIGNING AND SUPERINTENDENCE.— We call 

 attention to the advertisement on another page of Mr. William 

 Gardner, who has lately returned to New York, where he will 

 follow his profession of designer and naval architect. Mr. Gard- 

 ner, after graduating in 1881, at Cornell University, spent some 

 time in practical work at Roach's shipyard, Chester, where he 

 gained a thorough knowledge of practical construction. The fol- 

 lowing three years were spent under the instruction of the pro- 

 cessors of the Royal Naval College, at Greenwich, Eng. On leav- 

 ing there Mr. Gardner visited and inspected the leading shipvards - 

 of England and Scotland. We have had the pleasure of inspecting 

 several designs and models, among them a keel yacht of the first 

 class, and one for a war vessel of 4,600 tons, with a speed of twenty- 

 one knots, which will be submitted to the Government after 'a 

 further appropriation for new cruisers has been made. Another 

 design is for a high speed steam yacht of 200ft., embodying some 

 points entirely new in steam yacht construction, and 'giving an 

 unusual amount of accommodation. Mr. Gardner is prepared to 

 design and to superintend the construction of vessels of all kinds, 

 for pleasure, commerce or war purposes. He is also the agent for 

 the cement used on Thistle, as well as several other important 

 specialties little known in this country. 



"WASSERSPORT,"-The number of Wassersport for Oct. 4 

 comes to us m an enlarged form and with a new heading, as the 

 paper has lately been consolidated with "AJioi/" the other yacht- 

 ing weekly of Germany. The prosperous growth of Wassanpiirt 

 and us present condition speaks well for the interest in yachting 

 throughout the German Empire, as well as for the energy and 

 enterprise of the gentlemen connected with it. Mr. Fritz (irum- 

 fcaeher, the present editor, is well known as a rowing man and 

 writer on rowing and training. Canoeing is sharing the general 

 prosperity of water sports in Germany, and a department of 

 the paper is devoted to it. The present number contains very 

 good illustrations of the leading American canoes, 



