March 10, 1887.] 



FOREST AND STREAM. 



143 



those vessels got abreast of Peel Bank they fouled each other, which 

 is contrary to the 18th article of the regulations. After investi- 

 gating the matter the committee declared the Mosquito to be the 

 aggressor, consequently the Arrow retained possession of the val- 

 uable prize." 



The cup became the absolute property of the owner of Arrow 

 and has been held by him and his son ever since. 



In October 1885 the latter, Mr. Tankerville Chamberlayne, offered 

 it as a challenge cup for international competition, similar to the 

 America s Cup, on the conditions that it be raced for by sloops or 

 cutters over the course on which it was originally won, two out of 

 three races, and that six months notice of the challenge should bo 

 given. 1 he letter containing this offer, and a later one repeating 

 it, were published in the Forest and Stream of Nov. 19. 1885 and 

 Jan. 14, 1886. ' 



This challenge has never been taken up, but is still open for this 

 year until May 1. Should it be decided to send Mayflower across 

 this year she will challenge for this cup, but further than this, 

 there are other trophies abroad that she will be very likely to have 

 a try for before setting sail for Marblehead again. Tiie two cups 

 won. m 188t> by Genesta, the Cape Mav and the Brenton's Reef, are 

 both challenge cups, and are now open to challenge from any 

 American or British yacht. They were raced for in August last 

 by Irex and Genesta, the former winning in a very unsatisfactory 

 manner, the race being sailed in very light weather, and both cups 

 being put up for a single race. Both cups being now held by Irex 

 they may be challenged for during the season, the races to be 

 sailed from the Needles, around Cherbourg and return, the Bren- 

 ton's Reef Cup without time allowance, but under the rules of the 

 New York Y. C. 



DEATH OF AN EMINENT DESIGNER. 



Editor Forest and Stream: 



The news has just arrived of the death of Hermann C. T. W. 

 baetkow, Naval Architect of the German Imperial Marine. This 

 early demise of one of the brightest stars in the profession will be 

 received with the deepest regret by the whole fraternity of yachts- 

 men the world over. Not long ago we had to lament the untimely 

 death of the rising and promising young architect Pavton, and 

 now comes the loss of Saefkow at the age of thirty-eight, in the 

 full prime of his manhood and unselfish labors in behalf of pro- 

 gress m yacht design and construction, specialties in which he 

 had earned a .world-wide reputation, and stood second to none in 

 his own country or abroad. 



The death of Saefkow, brought about by overwork and study, 

 leaves a vacancy m the circle of competent masters in the theory 

 and art of naval architecture which it will be difficult to fill. He 

 was one of those rare men who, while thoroughly adept in the 

 science of his calling, was none the less practical and amenable 

 to the logic of events. There was not a yacht in America, Eng- 

 land, France, Germany or Sweden with the details of which he 

 was not familiar. Their doings he followed with great fondness 

 and close logical scrutiny. He buil t many craft of all types, but 

 like others m his field, gave his preference, after long trial, to 

 the modern racing cutter as the best combination of all-round 

 qualities m connection with speed. 



His Lolly and > Anna are vessels unsurpassed in their planning 

 and build, and his numerous other creations are distinguished 

 alike tor soundness m conception and grace in execution. He was 

 as original as he was brilliant in his profession, and his labors 

 mark an epoch in the fresh popular development which yachting 

 and naval architecture, on a larger scale, have recently taken in 

 the German Empire and Northern nations. Concerning his 

 career you will, no doubt, receive further information, and I must 

 content myself with these few lines in tribute to oue with 

 whom I have enjoyed long and familiar correspondence and 

 whose sympathies ran m the same current as my own. Well could 

 we have spared some lesser light, for in Saefkow as a man, a 

 specialist or a yachtsman, the loss seems irreparable for the 

 tlme - C. P. Kunhardt. 



A RIG FOR SMALL BOATS. 



1ST° in( ^i£ y ifso often made by our correspondents, and none is 

 XT so difficult to answer, as that concerning the amount and 

 shape of sail to be carried on yachts and boats. The following 

 ans^vers to a similar question in the Field are by men thoroughly 

 familiar with the subject, and their advice we can commend as 

 practical and good. The rig described is little known here, but 

 will become popular on trial, as it has many good features: 

 v„iS. r ?P J V W ', H - C/s inquiries as to sparring a boat 16ft. long 

 by 4ft. 6m beam for spritsail and jib, I give the following dimen- 

 sions, but I by no means recommend the sprit rig, much preferring 

 the lug tacked to the mast, after an experience of nearly all rigs 

 for boats extending over fifty years. It may be as well for W. H. 

 C. to kn ow that the sprit rig has been gradually getting into disfavor 

 for boats of any considerable size for quite a quarter of a century, 

 and this has spread also to smaller boats to such a degree that 3tis 

 now quite exceptional for new boats for amateurs to be fitted with 

 sprit sails, most preferring the working lug, as it is more easily 

 controlled either when set or lowered. Sprits have frequently 

 slipped out ot or parted the snorter or becket, which keeps the 

 heehor butt end of the spar to the mast, with the result of driving 

 a hole through the plank, so that boats have sunk from this cause! 

 or have narrowly escaped foundering by the promptitude of some 

 one on board thrusting a cloth into the hole. As the boat in ques- 

 tion is 16ft. long, and has only 4ft. Gin. beam, shs is quite long 

 enough to do witnout any boomkin beyond the stem head, to which 

 the head sail or jio can be secured either by a hole through the 

 stem, or by a hook working in an eye at the top of the stem band. 

 For carrying a pb, whether with a sprit or a lug as a mainsail, I 

 would place the mast 5tt. from the fore side of the stem, and as is 

 frequently desirable to do without the jib, a second step should be 

 provided tor the mast 2ft. from the fore side of the stem, whi- h 

 double arrangemetit is equally useful for both lug and spritsail 

 rigs. The foremast for the spritsail should be 8ft. 2in. above the 

 gunwale, the additional depth to the step giving the whole lens-th 

 of the mast; length of sprit 10ft. 6in., length of mizzln malt above 

 gunwale 5ft., whole length to step about 5ft. 9in., mizzen boom 

 4tt. 6m., mizzen boomkm 3ft. Sm outboard, mizzen sprit 6ft. 6in. 

 Dimensions ot sails for the sprit rig: Jib on theluff 8ft. 2in., on the 

 foot 5ft., on the leech 7ft. Main spritsail on luff 6ft. 9in., on foot 



Inff IS"!?? h £3 %,? m -' °? le( ? C oV lft - Mizzen spritsail on 

 luff 4tt. 4m., on foot 4ft., on head 3ft., on leech 6ft. Bin. Both iib 

 and mizzen should have each an 18in. reef, and the mainsail two 

 reefs of 18m. depth. For setting and keeping up the main sprit, a 

 s * m ^? 5/? P uich ase on the snorter is a very good arrangement. 

 As V ;, M ' V- llas asked for spritsails, I have sketched out and for- 

 ward the above measurements, but as I do net recommend this rte 

 1 have also sketched out a lug rig for this boat as follows: Mast 

 above gunwale 8ft. 6m., depth to step to be added for total length. 

 Jib on luff 8ft. 6m., on foot 4ft. 8in„ on leech 7ft. 2in. Lug sail 

 tacked to mast, on luff 4ft. 9in., on foot 7ft. 4in., on head 7ft., yard 

 Z Jt\ ^ 12i h ? oi ; j ml ? zen I suggest a sharp-headed or Mudian 

 sail, the mast to be 7ft. 6m. above the gunwale, the sail on the luff 

 7ft., on foot 4ft. 3m., ou leech 7ft. 3in. Mizzen boom 4ft. 7in., 



n:i;: 



\ 



cr 



CO 



m 



6 

 c 

 >> 



HI 



0) 



.a 

 £ 



a 



CD 



c 



h 



>. 

 X! 



■o 



CD 



c 



DC 



h 

 h 

 D 

 O 



O 

 DC 



DC 

 < 



