Jan. 24, 1889.] 



FOREST AND STREAM, 



17 



NEW YACHTS OF THE YEAR. 



THE amount of building now under way is very encouraging 

 as showing an increased interest in both racing and cruising, 

 and a material improvement of the fleet, both in numbers and 

 quality. Of the yachts in the following list, over two-thirds are 

 of the best, of their kind, fitted for racing or cruising without 

 regard to expense, while even the smaller and less important 

 craft which we have included are far ahead of the similar boats 

 built half a dozen years since. While our list is not as complete 

 as we could wish, it has been carefully compiled from the best 

 available sources, and we can only ask that those who detect any 

 errors or can give any further information, will advise us thereof. 



There is certainly nothing to be ashamed of in the fact that a 

 man is building a yacht, but unfortunately it is the fashion just 

 now to a greater extent than ever before, to affect extreme 

 secrecy as to all particulars. Like the two thieves in "Erminie, 

 the estimable Ravennes and Cadeau, the owner of a new yacht 

 not only desires to "remain incog." himself, but his "little sur- 

 prise" must be incog, also; and his movements are clouded with as 

 much mystery as though he were about to "crack a crib," instead 

 of being engaged in a lawful and highly laudable enterprise. 

 This being the case, our list is by no means perfect, and we hope 

 to be able to publish it again in a few weeks in a more accurate 

 form. 



The largest yacht on the list, the new Morgan schooner, has 

 been commenced at City Island, her leading elements being: 



Length over all 131ft. 



L.W.L 106ft. 



geam • 24ft. 9in. 



Hold 15ft. 5in. 



graft... 13ft. 3in. 



Ballast m tons 80 



Ballast in keel (in tons) 40 



Least freeboard 4ft 6in 



She will be of mild steel, the scantling being as follows: Trough 

 keel supported at corners with longitudinal steel angles, 3X3X 

 4 i„in., stem to side l^in., and mould 6in. Sternpost to side 4 in. 

 at head and l^in. at heel, and mould 4^in. at head and 5^in. at 

 heel. Stem and post to be wrought of best bar f orgings, and to 

 be rabbeted below waterline to receive bottom plating. Frames 

 ^ be „°, f angle bars, 3x3^X fl , 9 in., reduced at bow and stern to 

 •%X3J4XMin-, spaced 22in. Frames to be reinforced abreast of 

 masts with reverse angle bars, 23^x2}ix}4in., extending to the 

 deck stringer. Reverse bars of same size. Floors of ° 16 in. plate 

 12in. deep in the throat. These 16 reverse bars to stiffen the bot- 

 tom will extend up only to the cabin floor. On top of the floor plates 

 or transverse girders the keelsons will be wrought, to be of chan- 

 nel bars, worked back to back, 8in. deep, and as the y extend longi- 

 tudinally, will lap by and break joints with the centerboard trunk. 

 Ihe deck beams— one to every frame— will be of angle bars 4x3x 

 6 i 6 in„ secured at ends with vertical gussets lOin. deep. At the 

 side, over the ends of the beams, a longitudinal flat deck stringer 

 will be worked of plate 18in. wide amidships and 13in. wide at the 

 extreme ends, and 6 , 8 and 4 16 in., respectively, in thickness. Breast 

 hooks will tie the ends of these flat plates together at the bow and 

 stern, and their outside edge will be connected with the outside 

 plating of the vessel by an angle bar 2^x2^x 5 i 8 jn., wrought on its 

 upper side out against the sheer strake along the whole inside 

 length of the gunwale. There will be bilge stringers— two on each 

 Bide— 8XJ^gX\*iri. wrought on the backs of the reverse frames. 

 These stringers or bilge keelsons will also finish with breast hooks 

 cm the extreme ends, or at the stem and sternpost. The center- 

 board trunk, or casing, will be of plate, iiin. thick, stiffened with 

 vertical angle bars, g^xa^xSoin. The centerboard well will be 

 ->V£m. in the clear, and the trunk will be connected at the corners 

 with the keel by longitudinal angle bars, 5x3x^in. The cabin 

 floor will be supported by angle bars for beams, 2^x2^xMin. 

 The bulwark stanchions will be of locust, 3>£x3^in., and the 

 planksheer of Southern pine, 3in. thick, and moulding 13in. The 

 deck plank will be of clear white pine 3x3in. 



The arrangements below will be specially convenient and ele- 

 gant. The main companion, between the masts, will open on a 

 spiral stairway leading to a steerage to port, abreast of which on 

 the starboard side is a large stateroom. Forward of this will be 

 the main saloon, 15x23ft., with flobr 20ft. wide. The owner's 

 apartments and other staterooms will open on the saloon, the 

 officers' quarters being aft, entered by an after companion. The 

 forecastle will berth sixteen men. 



Col. Forbes's new schooner will be a racer, in the 90ft. class, 

 where she will meet Grayling, Sea Fox and Sachem. She will be 

 of wood with a centerboard below the floor, as in Mr. Morgan's 

 schooner. Lawley has the keel cast, and the frame partly up. 



The third Burgess schooner is to be built bv Piepgrass* for Mr. 

 b r ?^ rl J? k arin P, e11 of Providence, R. I. She will also be of steel, 

 with lOtt. of hold. She will have 12ft. overhang aft, and 7ft. for- 

 ward, with little sheer. The garboards show a strong hollow. 

 The scantling is as follows: Plating No. 4 and 5 Birmingham 

 gauge, frames .3^X2J^xJ4 angles; trough keel 2ft. wide abreast of 

 centerboard, which is about r%ft. long; sternpost sides at head, 

 tyfjva., and ljsin. at heel; stem sides are l^in., and both stem and 

 post mould 3J^m; frame space 22in.; trunk cabin that will project 

 above the deck 14m., and about 32ft. fore and aft. leaving at its 

 sides a gangway of about 3ft. 



Mr. Thomas's steel yawl, designed by Mr. A. Cary Smith, is now 

 well under way at Piepgrass's and will make a verv fine cruiser, 

 with an unusual amount of space inside. Mr. Smith has also an 

 order for a schooner 65ft. l.w.l. and a racing 40 for Rear-Corn. 

 Ellis, Neawanhaka C. Y. C. Of the other new forties it is too 

 early to speak yet, work being just begun on most of them, but 

 Mr. Lawton's craft is now well advanced as Mumm's vard. Her 

 dimensions are: 



Length over all 55ft 



L.W.L 39ft. 9in. 



Beamextreme 13ft. 6in. 



Least freeboard 3ft 



Draft '.'..'. .'.■..'.*.'.'.* 9ft! Sin. 



Boom 50ft. 



gaff...... ggft. 



Bowsprit 20ft. 



Hoist of mainsail .' .'.30tt. 



She has probably the deepest keel of any yacht in American 

 waters. The lead itself is 2ft. 6in. deep, 1ft. wide on bottom 

 and 18m. on top, but 111 addition the midship section shows a high 

 and easy bilge, the floor being sharp. In a model like this it is 

 impossible to say just where the body of the boat proper ends and 

 the keel begins, but for a draft of nearly 10ft. the body is compara- 

 tively shoal, the keel being deep in proportion. In a former 

 description of this yacht we inadvertently wrote down 60 degrees 

 as the angle of the sternpost instead of 30. The hull is verv 

 lightly built, the scantling being as follows: Stem sided 5in* 

 sternpost sided 5^ in trunk, 2}^ at heel. Keel sided 18in., moulded 

 12m. Frames, half double sawn, sided 2}^in. and moulded 

 2Jfs to 4; half steamed, sided 2J4 moulded 2in. Spacing 14in. 

 Knees of iron, 3^x^in. on each sawn frame, with 4 half-inch 

 bolts through heels on each side. Arms 30in. long. Oak shelf 

 iXiHirx., clamp 7xl^in. and 4 bilge clamps 6xlJ^in. on each side, 

 all of yellow pine in single lengths. Deck beams 2Jax3M, spaced 

 12m. Planksheer l^x7m. white pine. Planking lj^in. vellow 

 pine, wales 3m. wide. Only two of the deck beams are cut. We 

 cannot vouch for the draft as given above and in the table, but it 

 is likely that the boat will draw 10ft. before she is ready for her 

 first race. To the length of bowsprit must be added 5ft. for the 

 overhang at bow, making the bowsprit 25ft. beyond fore end of 

 l.w.l. The displacement is 24 tons, ballast 13 tons. 



A large number of orders have been placed quite lately or are 

 just now being negotiated, and particulars of the other 40-footers 

 have not yet been made public, but it is certain that there will be 

 considerably over a dozen additions to the class this spring. Most 

 of them will be deep keel craft or else what would have been 

 called deep a few years ago, but with a centerboard added, as in 

 Chiquita. 



Among the small craft building is a cutter at Rochester for 

 service on Lake Ontario, being owned by Messrs. Fraley, Young 

 and Brayer. She was designed by G. W. Fraley, Jr., and will 

 be built by his father, her dimensions being 28ft. over all, 25ft, 

 l.w.l., 8ft. beam, 5ft. 6in. draft, with 3,0001bs. on keel and the 

 same weight inside. At Buffalo another small cutter is building 

 for Messrs. Caulkins, Boughton and Kellogg, from designs by 

 C. P. Kunhardt, the work being done by Wm. Hingston & Son, 

 Sawyer making the sails. She will have a flush deck, with 

 5,0001bs. on keel and 5,000 inside, and her owners intend to make 

 her the most completely fitted cutter on the Lakes. Her dimen - 

 sions are giveu in the table. At Syracuse the firm of Henley & 

 Son is at work on a small cutter designed by B. . I. Henley. At 

 Cleveland two cutters and a centerboard sloop are building, the 

 details being given in the table. 



A brief summary of the above list cannot fail to be interesting 

 and instructive as showing the present tendencies of American 

 yachting. Of the entire list of nearly forty sailing yachts, large 

 and small, only five are shoal centerboard craft, and all of these 

 are for special use in Florida waters. Not a representative of 

 the national type is being built to-day. Fifteen on the list are 

 keel craft, without centerboards, while no less than eleven that 

 are listed as centerboard boats have deep metal keels, using the 

 board more or less as an auxiliary to the keel, as in the Morgan 

 schooner and Mr. Forbes's new racer. Besides these latter are 



ORINDA— Ceasing Cutter— Interior Plans, 



