FOREST AND STREAM. 



[March 10, 1887. 



lachting. 



10. Ocean Race, Start. 



28. Oswego Cruise, 



9. IT. Y., Annual, N. Y. 

 16. Portland, Annual. 

 18, Hull Peuu., Hull. 



FIXTURES. 



March. 

 Mat. 



28-31. Portland, Oruise. 

 Juke. 



25. Cor. Club, Marblchead. 

 25. Oswego, Ladies' Day. 



July. 



16. Beverlv, Sweep, Mom Beach. 30. Hull, Cham., Hull. 

 Hi. Hull, Cham., Hull. SO. Cor. Open, Marblchead. 



August. , , , 



2. Sandy Bay, Annual. 20. Beverly, Open, Marbleheael. 



6. Beverly, 0ham.,8\Vampscott, 27. Beverly, Open, Mou. Beach. 

 13. Beverl'y, Chain., Moii. Beach. 30. Hull, Cham., Hull. 

 13. Hull, Open, Hull. 30. Cor. Cham., Marolehcad. 



15. Cor. Ladies' Race, Marble- 

 head. 



September. 



10. Beverly, Sweep., Mon. Beach. 17. Cor. Sweep., Marblchead- 

 10. Coi*. Cham., Marblehead. 



SUGGESTIONS FOR AN AMERICAN SLOOP. 



Editor Forest <w*d Stream: 



Once more I crave indulgence in your impartial paper, and 

 with vrnir leave would say a word for the "representative sloop." 



As the season of 1887 opens and a visit from another cutter 

 seems probable, one more chance for the American sloop offers 

 itself. It has never been practically demonstrated that a properly 

 constructed ceuterboard sloop, built aud rigged on American 

 principles, of the length of the Puritan and Mayflower, is inferior 

 in sailing qualities to either, or any cutter that we have yet seen; 

 and 1 take the ground that a yacht of the loadline length of the 

 Mavflower, with 6ft. draft aft, narrow counter stern, plumb stern- 

 post, 2ft. draft forward (5ft. aft the perpendicular of forward end 

 of loadline), clipper stem, 20ft. beam, greatest beam a little for- 

 ward the center of loadline length, a good deadrise to this the 

 greatest, cross section, with a trifle hollow and the draft at this 

 section about 6ft., very little sheer, good freeboard, straight side 

 amidships, with a good tumble home from there aft to the counter, 

 ballast low down inside, American jib and mainsail rig, as was 

 the Una, with the mast well a midship, short bowsprit, mainsail 

 with fair hoist and good peak, long gaff, low foot, jib with low 

 clew, a fair amount of fore aud aft light sail cut to sit, with 

 storm jib carried in stops on the lore side of the mast, with turn- 

 buckle in the tack that could be set at a moment's notice and 

 would take no more wind than a spinaker boom, would be supe- 

 rior to Mayflower and Puritan. My reasons for claiming superi- 

 ority for this model is that with 6ft. draft less immersed buoyancy 

 is involved and deadrise enough is obtained for good fore and alt 

 lines. At 20ft. beam a yacht at the same angle of heel will change 

 her formless than one 23ft,, and give proper spread to the shrouds 

 without channels (a defect in the cutter) aud allow the shrouds to 

 run inboard. A counter stern is less cargo than a fantail and of 

 more use, and being narrow, gives good clearance. With a light 

 forefoot she would be knocked off less in a sea than with a deep 

 one. Clipper stem to help extend the lines for a lifting bow, aud 

 tloes not change, her over-water body at angle of heel. Planing 

 the greatest cross section a little forward of the center of loadline 

 length is according to the principles of mechanics and common 

 sense. With a hollow to this section she will stand up better than 

 with a round. Great draft at this section, as the greatest bulk is 

 where the greatest force will be applied. Good freeboard to keep 

 as much water as possible off the decks; low rail and tumble in 

 to allow her to free herself when knocked down; flush deck with 

 good crown; small cockpit for helmsman; ballast, inside, low 

 down, as inside vou have none of the friction and it loses none 

 of its power; jib and mainsail rig, as there is more driving power 

 in two pieces of canvas than there is in three. The power in the 

 sloop rig is more concentrated and more direct acting. The mast, 

 being well amidships, is more directly over the body of the vessel, 

 and in a pitch forward or a drop aft is less likely to act to her detri- 

 ment. Good peak aud long gaff to hold the gafftopsail to its work. 

 Fair hoist and low boom to bring the power low down. Low clew 

 to jib to turn it well along the foot. We are all aware of the 

 difficulty in making the cutter jib sit and the battens and con- 

 trivances required to make it sit at all, and there seems to be no 

 prospect of a good sit with the style now in use (unless with lower 

 clew, aud a boomkin with fairleader well up to the clew). Such is 

 not the case with the single jib, well cut with low clew, as the 

 foot and sheet are in line and the most powerful part of the sail 

 acts directly on the vessel, with small loss of power as compared 

 with the cutter jib. I see no beuefit to be derived from the slant- 

 ing sternpost except rapidity in stays, which in a vessel of this 

 size is not of much account, if the signs do not fail, the coming 

 visitor from Scotland bids fair to make it warmer for the mongrels 

 than did her English predecessors, and the feeling of confidence 

 often expressed is apt to be dispelled when they realize that it is 

 Watson they have to conquer, he whom the Madge so uncere- 

 moniously introduced at Newport a few years ago. Loyaltt. 



THE CORONET-DAUNTLESS RACE. 



OWING to the delay in fitting out the Coronet, the start for 

 the ocean race was not made on Saturday as intended. The 

 Coronet was lowered on Wednesday, but there was not water 

 enough, in consequence of the strong westerly winds, to float her 

 from the screw dock, and she laid tiicre until the midnight tide, 

 when she was warped alongside the pier. Sails were bent, and 

 stores, coal and all supplies were taken aboard, but it was not 

 until .Saturday night that the preparations wore completed. Mr, 

 Bush has been ill for several days and has been unable to visit 

 the yacht. The Dauntless has been off Tompkinsville during the 

 week, her preparations being completed. A new jib with a bonnet 

 9ft. deep has been made by Sawyer. On Saturday morning she 

 towed to the foot of East Twenty-eighth street, to avoid the float- 

 ing ice in the Bay. The preliminary arrangements have all been 

 completed, and cheeks for $10,000 each have been deposited with 

 Mr. Hurst, the treasurer of the New York Y. C. 



The Coronet was buiJt at Poillon's yard in Brooklyn, in 1885, her 

 model being the result of a combination of talent including 

 Messrs. Smith & Terry, of Greeupoint; her present skipper, Cap- 

 tain Crosby: and Mr, Townsend, foreman of the yard. She is of 

 the usual wooden construction and ballasted with some 150 tons 

 of iron, her displacement being about 300 tons, as far as known. 

 When lately on the dock some 8 tons of lead were run into her 

 keel and some of the inside iron removed. The dimensions of the 

 Coronet arc: length over all, 138ft.: on 1. w. 1., 1:3ft.; beam, 27ft.; 

 draft 12ft. 6m. She is owned by Mr. R. T. Bush of Brooklyn, and 

 is commanded by Captain Christopher Crosby, with W. A. Whit- 

 tier as first mate, Otto Petersen as second mate, A. Bergholm as 

 boatswain, and fourteen men before the mast, besides steward, 

 cook and messboy. 



The Dauntless was originally the schooner L'Hirondelle, built 

 in 1866 by Forsyth & Morgan, at Mystic Bridge. Conn., from a 

 model by Mr. John A. Forsyth. Her first owner, Mr. S. Dexter 

 Bradford, sold her in the following year to Mr. James G. Bennett, 

 who lengthened her bow and reehrislened her Dauntless, under 

 Which name she has raced at home and abroad for the last SO 

 years. Her length over all is 121ft.. l.w.l. 116ft. ,7iu., beam 20ft. 

 7in., draft 12ft. Sin. She has been owned for the past live years by 

 Mr. Caldwell H. Colt, who has used her mainly for cruising. On 

 the race she will be in the charge of Captain S. Samuels, the well- 

 known sailor, who has been so long and intimately connected with 

 American yachting. The first mate will be Mr. H. W. Mahony; 

 second mate, J. H. Willbauks; boatswain, Robert Harrington; 

 Carpenter, G. IT. Riverwale; quartermasters, R. F. Willis and 

 Ernest Vijon; steward, cook and sixteen meu before the mast. 

 Mr. Colt will sail on the Dauntless, accompanied by Mr. Ernest 

 Staples and Mr. John II. Bird, secretary of the N. Y. Y. C, Mr. 

 Henry T. Blodgctt, aud Com. h, Q. Jones, Hartford C. C. Mr. Bush 

 will not sail on the Coronet, the only passengers being Mr. J. N. 

 Winslow, of the schooner Agnes, and Mr. W. N. King" Messrs. J. 

 J. Macomb and Edward Matthews, of the New York press, will 

 be on the Coronet, and a reporter ou the Dauntless. The 

 latter vessel has been provided with two oil bags, each of a capa- 

 city of two gallons, to be hung over the bows iu a heavy sea, while 

 she has also two circular life buoys of the usual form , but each 

 fitted with a tube for oil and a spray nozzle by which the oil is al- 

 lowed to escape at will, the idea, of course, being to calm the water 

 about the buoy. The weather on Monday prevented a trial trip of 



the Coronet, hut on Tuesday she ran down outside Sandy Hook 

 and back. Her sails have stretched so as to require alteration, 

 and the start has been postponed to Saturday. 



Of course a long race for large stakes and in winter lias attracted 

 a great deal of attention, but in the general enthusiasm over the 

 event the important fact seems to be overlooked, that these boats 

 are bv size and build ocean cruisers, audit" they arc not. fit for this 

 work, they are fit for nothing. Thev certainly have no place with 

 the racing cracks, no one supposes that either would save her time 

 off Mouta.uk or Fortuna in a 20-mile bout to windward under any 

 ordinary conditions, but both are ocean cruisers and are no w at 

 their legitimate work. Another important point in connection 

 with the race is that the question of type is not involved, as the 

 two boats are of the same class. The attempt to put forward the 

 Coronet as the embodiment of twenty years advance in naval 

 science is as silly and unfounded as the similar efforts that are 

 constantly made to retard all progress and to keep New York si ill 

 further iu the rear in yachting. The Dauntless was built in 1866, 

 the Coronet iu 1885, but as far as any radical improvement in 

 model or build is concerned, there is nothing in the latter to de- 

 note that she was not built before, instead of twenty years after 

 the Dauntless. She is simply a big schooner, expensively fitted 

 up, but modelled and built as all the rest of her fellows have been 

 and in her design and construction the ideas . as to form, ballast 

 aud rig that are generally accepted by naval architects to-day 

 hare no place. From this it by no moans follows that her owner 

 is not a generous and spirited friend of vachting and that his pro- 

 posal for a race across is not, most liberal and sportsmanlike. 

 Both Mr. Bush and Mr. Colt have shown a spirit in the matter 

 which should stimulate other owners who profess to take a pride 

 in the. success of American yacht ing, and all yachtsmen, here and 

 abroad, will wish them a quick and pleasant passage and will wait 

 eagerly 1 lie news of their safe arrival out. 



W 1 



ARROW AND THE QUEEN'S CUP. 



ITH two contests lately sailed for the America's Cup and 

 another pending, with two or three important races in pros- 

 pect for the coming season in British waters; with two American 

 yachts now on the way for England; and with three challenge 

 cups held by British yachts, the coming season promises to he far 

 ahead of all previous ones, in the number and importance of its 

 international contests. Its early opening is marked by an ocean 

 race of 3,000 miles, and though nothing positive is known ot the 



Queen's Cup, Won by Arrow, 1852. 



plans of the Coronet and Dauntless after their arrival out, it is 

 likely that both will enter some of the summer's races ill 

 British waters. Until something more definite is known of the 

 Thistle it is impossible to make plans for the single-stickers, but, 

 as we noted last week., the idea of sending Mayflower across to chal- 

 lenge for the cup held by Arrow is under consideration, and it is 

 not improbable that she may he seen in several races on the other 

 side this season. 



Should she cross, the newer vessels that would be put against 

 her, Ires, Marjorie, Wendur and Geuesta, are pretty well known 

 here, hut Arrow, though-of a very different type aud a much smaller 

 vessel, is byjn o means|so wel 1 known as the newer boa ts to American 

 yachtsman; and in spite of her age, the possibility of a series of 

 races between her and the leading American hoat, for an impor- 

 tant trophy, give an interest and novelty to the accompanying 

 drawing that is second only to that attaching to the lines of the 

 latest "cracks." The history of the Arrow, for which we are in- 

 debted to the tiles of ffttttt's and the Field, is briefly as follows: 

 She was built iu 1822 by Mr. Joseph Weld, one of the fathers of 

 British yachting, at Southampton, being then a lapstrcak boat of 

 about 02tt. l.w.l. and 18ft. 6m. beam-of course cutter rigged. After 

 a successful career under the ownership of Mr. Weld and of Mr. 

 Geo. Holland Ackers, who purchased her in 1828, she was again 

 sold in 1832 to Lord Godolphin, and came very near ending her 

 career at the hands of a junk dealer who was the next purchaser. 

 How she was rescued from an ignominious end and reserved for a 

 long and glorious, existence is told in the following extract from a 

 letter to the Field by Mr. Thomas Chamberlavue, her next owner: 



"I bought the Arrow when she was lving on the banks of the 

 river Itcheu, full of mud and water, and waiting to be broken up 

 for fire wood. It was in December, 1840, and I gave £116 for her. 



Her length was then Gift, 9J$n.. breadth 18ft. 5Min., and depth of 

 hold 8ft. 8in. My wish was to get her midship section to build 

 from, knowing how celebrated she had been in former days. I 

 buirt from the old moulds, and, out of respect for my esteemed 

 friend Mr. Weld, her original constructor, called her after the old 

 vessel, the Arrow; hence the mistake so constantly made in call- 

 ing her the 'old' Arrow. I have since altered her on several oc- 

 casions, bringing her up to 84 tons, then to 117." 



During Mr. Chamberiavne's ownership many changes were made 

 in the hull until the outcome was a very different boat from the 

 Arrow that beat the Pearl in 1826. Tlio length, beam and draft 

 were increased until a far larger boat was the result; the 

 angle between keel and garboard was filled out with wood 

 in 1865, Iter bow was opened and lengthened in 1851-53, and in 

 1874 a lead keel of 6 tons was added . Her owner's method of altera- 

 tion, as told by himself, is deserving of notice: "Mj only guide in 

 the construction of my vessels has been the endeavor to perfect a 

 form that would offer the least possible resistance to the element 

 it is intended to pass through; aud when going through the water 

 I never miss an opportunity of observing where the water by com- 

 ing into contact with the boat is broken up. I note this particular 

 spot, and in laying the vessel up, endeavor to remedy the evil, as it 

 shows friction, and consequently resistance. In building on the 

 above plan I ot course never for a moment lose sight of the sine 

 qua una, vis;., power to stand up under a heavy press of canvas, and 

 keep those on deck as dry and comfortable as possible." 



After this it is worthy of note that Arrowcoincid.es very closely 

 with the wave-form, tts determined by Messrs. Archer aud Hyslop. 

 Her present owner, Mr. Tanker rill e (' (hamberla yue, succeeded 

 his father in 1876, and in his hands add it tonal improvements were 

 made in the ballast plan. The wood filling of the garboards, put 

 on in 1865, was replaced in .1877 by 2M tons of lead, with, an addi- 

 tion of 1 tons to the keel, making YWi tons outside and 20 tons 

 inside. Up to 1880 Arrow had held her place nobly with the suc- 

 cessive additions each season, meeting such boats as Kriemhilda, 

 Formosa, Vol-ati-Vent, Neva, Florinda, Vanguard, Oiuiara, Iona, 

 Cythera and Fiona, but in that year there came out two that left 

 behind all the older boats. Not only wore the advantages of 

 modern construction, especially in the matter of ballast, greatly 

 in favor of the new craft, Vanduara and Samoena, but a far 

 greater handicap existed in the Y. R. A. rule which rated them at 

 90 tons, and Arrow at 112, and of late years she has been out of 

 the racing. Under the length and sail area rule the latter disad- 

 vantage will partly disappear, but the vast improvements in con- 

 struction are greatly against the success of to old a boat, what- 

 ever the merits of her model. Compared with Mayflower, the 

 depth of body is much less and the ballast consequent}- higher, 

 as Arrow was originally a boat of very moderate depth, and her 

 extreme draft now, lift. 6in. compared with Mayflower's 10ft., is 

 made up largely of additions to the keel, in the form of padding 

 to garboards. etc., while her outside bal last is just half of May- 

 flower's. Several years since her sternpost was shifetd, making 

 her now 75ft. 9in. l.w.l. in place of 79ft. 2in. The following tables 

 show how the boats compare: 



Arrow. Mayflower. Puritan. 



Length over all 86 100 93 



Length L.W.L 76.9 85 80 



Beam, extreme 18.9 23.(% 22.7 



Draff, extreme 11.6 10 8.6 



Freeboard fM 3 3 8.2 



Displacement -.106 110 105 



Ballast, inside 26.3 U 13 



Ball!) st, keel 13.7 37 27 



Ballast, total . . . 40 48 40 



Ratio of ballast to displacement 38 .44 .45 



Mast, deck to hounds 49.4 63 60 



Topmast, fid to sheave 41 46 44 



Bowsprit outboard 34 88 38 



Boom ..64 80 - 76 



Gaff 16 n0 47 



Sail area +4770 8634 7983 



(+) Lower sails only. 



boat 



sail l 



exact comparison, but the 

 between her and Puritan. 



Arrow was in the race for tl 

 but went ashore early iu tl: 



pars show the great difference 



i Royal Yacht Squadron cup in 1851. 

 «* "tid so lost her chance. A year 

 hit ter being in English 



later she again met America, this time the hit ter being in English 

 hands, the occasion being the race for the Queen's Cup of 1852. 

 The following account of the race is from Hunt's Yarlilhm Jfa'ju- 

 zinc: ' ' V 



"Her Majesty, the Queen, had presented a cup, value 100 guineas, 

 for this day's race, the course for which was right round the 

 island. Princess Olga and Brilliant were entered but did not 

 ttart. The other vessels were: 



Owners. 



T. Chambcrlayne. 



Lord Loudesboro. 



B. G. Howies. 



Lord de Blaquiere. 



Le Mar chant Thomas. 



H. B. Webster. 



Tons. 

 . .102. 



Yachts. 



Arrow 



Mosquito .. 



Vestal 74 



America 



Aurora 



Zephryetta 



.180. 



.180. 



"There was a good stiff breeze blowing at, the time from the 

 southwest. The Mosquito was the first to get under way, andsoon 

 shoved her bowsprit ahead of the Arrow, who followed closely in 

 her wake. The America was somewhat tardy in getting her gaff- 

 topsail set, which gave the others a decided advantage iu the start, 

 but that was of trivial account when the extent of the course is 

 considered. The Zephyretta was the last to get away, and was 

 about twice her length astern of the America, but at lib. 2m., 

 when abreast of the Warren Sand, the Zephyretta had consider- 

 ably overhauled the America, the Mosquito still leading, the 

 Arrow being about half a mile astern of her, and about a quaitei- 

 of a mile between her and I he America. In this order they passed 

 the No-Man buoy, heal ing up against the tide. 



"Ou rounding the No-Man, the Zephyretta, 

 close astern, passed the America a little to wind 

 board tack, and got round the Nab light one mi 

 From this point the Mosquito kept heading tl 

 little toward the white cliff at the hack of the islf 



was lying 

 >u the. star- 

 bef ore her. 

 row a very 

 li svas 



now against flood tide. The whole of the yachts thus kept inshore 

 as far as it could be done with safety uutil they got about a mile 

 and a half below the light, when the wind changed aud got round 

 to the west by south— a sort of 'paltry' and 'baffling' wea ther, by 

 which a temporary advantage was alternately gained, first, by one 

 and then by another, but. still most decidedly iu favcr of cbe Mos- 

 quito. One great thing in her favor was the power of being able 

 to make short tacks quicker than the larger and longer vessels, 

 and the Mosquito held a much better wind than the Arrow. The 

 America held a good wind, but being a larger vessel and schooner- 

 rigged, she was unable to got up to the Mosquito, who mot with 

 the light breeze that just suited her. She had now her jib-beaded 

 topsail set, and was so well handled that the America, could not 

 gain much ground upon her until after rounding St. Catherine's, 

 when she began to overhaul the Arrow very fast, and finally 

 passed her off Freshwater Bay. The Mosquito was only 4km. 

 ahead of the America, and the latter about 8m. in advance of the 

 Arrow. After these yachts had got inside the Needles the wind 

 shifted to W. N. W., and the America overhauled and passed the 

 Mosquito off 'Jack in the Basket,' and then became the leading 

 vessel. By the time the Mosquito reached Lcpe the Arrow passed 

 her; thence the yachts stretched across the Solent, to Old Comic 

 Point, where the three met together, and the Arrow and Mosquito 

 shortly afterward closed the America and passed her. The whole 

 now ran up and passed Osborne with the wind dead aft, the Amer- 

 ica 'goose-winged,' the same advantage being taken by the cutters, 

 they also booming out their foresails. If was here evident that as 

 long as the cutters could run under their two sails they had the 

 advantage. Eventually they arrived at the goal as follows, it 

 being a neck and neck race between the Arrow and Mosquito, the 

 former being about the length of her bowsprit in advauce. They 

 were timed as follows: , 



Arrow 6 59 30 Mosquito 6 59 31 



America, 7 01 i0 Zephyretta 7 39 CO 



"Thus it will be seen it was a most exciting match and the alter- 

 ation which the Arrow bad undergone had greatly improved her 

 sailing qualities. Nevertheless it was the general remark, that 

 however well the America may have been sailed and attended to 

 during the match, and with the same canvas aswben sailed by her 

 former American crew, her sails did not present that cardboard 

 appearance we have been accustomed to witness; nor did she pre- 

 sent that smooth appearance in displacing on going through the 

 watei- as formerly, when her motion was almost "impereeptibe. 

 The Arrow and Mosquito fouled -when abreast of Peel Bank, mid- 

 way between Old Castle Point aud Ryde, by the Mosquito's boom 

 drugging the larboard side of the Arrow. The 15th regulation of 

 the Royal Victoria Y. C. states that 'two yachts touching will both 

 be disqualified, unless it can be clearly proved to the satisfaction 

 ot the committee yvhich is the aggressor.' On Saturday at a gen- 

 eral meeting of the club, a protest was made by Lord deBlaquiere, 

 the owner of the America, schooner, against both the Arrow and 

 Mosquito, cutters, for Her Majesty's Cup, it appearing that when 



