IJec. 8, 1892.j 



FOREST AND STREAM. 



BOl 



pound you lijrhten the structure of a boat, and at the same time pre 

 serve the strength, eosts money. 



I happen to have had shown to me estimates for i^-raters, l-raters, 

 and 2\4 and .5 raters, by a builder in America, built in what is called 

 first and second class of building, and I was surprised to find that the 

 extra cost of production at his place was not very much in excess of 

 the price charged by some of our builders for what I call baskets and 

 sieves, notwithstanding the fact that, as we know, labor is a much 

 more expensive item in America. I hope the committee will pardon 

 me for trespassing so long, but this is an important tiuestion, and we 

 Should be very gratified to you if you could devise some means by 

 Which good boats and strongly built boats could be insured? 1 will 

 give it my consideration. 



Mr. Clayton expressed an opinion that the bulb-keel would be the 

 only successful type in sizes under 50 ft, I. w. 1., and favored a jule 

 With limitations on hull only, and leaving sail unrestricted. Mi-. 

 Payne favored a tax on forward overhangs, but not aft, and further 

 expressed his opiniou that in attempting a new boat to beat his 

 <jO rater Corsair, lie would he compelled to turn out a less desirable 

 craft in all respects save speed. One of his answers was rather 

 amusing, as follows : lo answer to the remark by Mr. ManDiug, " I 

 think you naval architects are'destrous of preserving a good whole- 

 some type of cruiser f he said, " I think that we are desirous of 

 preserving a good amount of business for the future. We are afraid 

 that the boats developed will become so unsatisfactory that people 

 would not continue to build them." Another remark o'f Mr. Payne's 

 is interesting : " I should like to add tuat as regards the deyelopmeDt 

 of the present rule without any safeguarding, in my opinion would 

 be that a capsizable eenterhoard boat would be built ; I feel abso- 

 lutely certain of that, and that the same boat will excel as a racer," 



The common opinion of the designers seems to be that thus far the 

 rating rule has produced a good type of boat, but that the type is 

 rapidly degenerating through mainly the reduction of displacement, 

 and that the immediate result must be the fin-keel in even the 20, if 

 not the 40 rating classes. 



The Royal Yacht Squadron Challenge. 



The following formal challenge from the Royal Yacht ^•quadron 

 was received by the Aurania on Sunday, though the text was already 

 known in New York, having been cabled from London, on Friday, 

 Dec. a; 



HoYAL Yacht Squadron Castle, 

 CowES, Isle of Wight, JSov. S!5. 



To Secretary J. V. S, OMie: 



I am requestea by Lord Dunraven to forward to you a formal 

 challenge for the Cup on the following conditions, which I under- 

 stand have been agreed upon between Lord Dunraven and a com- 

 mittee appointed by the Mew York Y. C, to conduct negotiations and 

 arrange all the details, viz.: 



Conditions agreed upon between Lord Dunraven and a committee 

 of the New York Y. C. and contained in Lord Dunraven's letttrs of 

 Sept. 16 to Mr. Oddie, and of Nov. 7 to Gen. Paine: 



First— Length of load waterllne of the challenging vessel to be the 

 only dimension required; this to be sent with the challenge and the 

 Custom House ressister to follow as soon as possible. 



Second— Any excess over estimated length of load waterline in 

 challenging vessel to count double in calculating time allowance, but 

 the challenging vessel not to exceed, in any case, such estimated 

 length by more than two percentage; the yacht that .siails against 

 the challenging vessel not to s'xceed the estimated length of the loaa 

 waterhne of the challenging vessel more than two percentage, and 

 any excess of length beyond the estimated length of challenging 

 vessel in load waterline to count double in calculating time allow- 

 ance, provided that no yacht of specific rig existing or under con- 

 struction Oct. 20, 1892, and available for use by the New York Y. C. 

 in defending the Cup, be barred orpenahzed beyond taking or giving 

 ordinary time allowance according to the New YorK Y. C. club rule^. 



Third— It is to be understood and agreed that should the cup come 

 into the custody of the British Y. 0. it shall be held subject to 

 challenge under precisely similar terms as those contained in this 

 challenge, provided always that such club shall not refuse any chal- 

 lenge according to the rules laid down in the deed of 1887. 



I, therefore, m behalf of the Eoyal Yacht Squadron and in the nauDe 

 of Lord Dunraven, a member of the squadron, challenge to sail a 

 series of matches with the yacht Valkyrie against any one yacht or 

 vessel constructed in the United States for the cup, and would 

 .suggest that the match be sailed in Augtist or September, 1893. 

 Lord Dunraven would be glad if the precise dates can be left open 

 for the time, but, if your committee so desire, he will name the exact 

 date on hearing from them. 



The following are the particulars of the challenging vessel : 



Owner, Lord JDun raven. 



Name, Valkyrie. 



Length, loail water line, 85 feet. 



Custom House measurement will follow as soon as the vessel can 

 be measured for registration. 



Shall tie much obliged if you will send your replying letter soon, so 

 that the matter can be laid before the committee. 



BicHAR.D Grant. 



In an interview reported by the Associated Press, Lord Dunraven 

 alter outlining the above terms of the challenge, spoke as follows : 



" A challenge embodying those terms was forwarded in my behalf 

 by the Royal Yacht Squadron to the New York Y. C. on Saturday 

 Tne name of my vessel will be the Valkyrie ; rig, cutter ; length on 

 load water line, 85 feet. 



"The committee appointed by the New York Y. C. having assented 

 to these terms there is sure to be a race unless the New York Club 

 refuses to accept the recommendations of its committee, and declines 

 to ratify this acceptance, which is improbable in the last degree 

 The race will probably be sailed in August or September, but I asked 

 that the date be left an open question for the time being. 



"The details will be pi-actically the same as were settled upon at 

 the time of my abortive challenge in 1889. The best out of five races 

 sailed over the outside courses will decide the contest, three out of 

 the five races to be sailed to windward. 



"Mr. Q. L. Watson will design my vessel, and she will probablr be 

 built on the Clyde." 



Lord Dunraven has also given the Associated Press representative 

 copies of letters whicn passed between him and Secretary Oddie of 

 the New York Yacht Club, Gen. Paine of the committee, and H 

 Maitland Kersey, Lord Dunraven's represensative in New York 

 showing the course of the negotiations which led up to the New York 

 Yacht Club committee's acceptance of the conditions embodied in 

 Lord Dunraven's statemant. 



In the last letter to Mr. Kersey, Lord Dunraven writes: "Person- 

 ally, I am not particularly anxious to mention the former deeds tor 

 I do not know or care whether the new deed is illegal or not; but the 

 opinion tnat it is illegal is ftdly expressed heie, and, for all I can tell 

 when I ask the club to chaUenge I may be met with the objection 

 that they cannot derive power to make mutual arrangements from a 

 deed they consider illegal. I won't ask the club to challenge until I 

 am sure that it will be accepted. I cannot have the Valkyrie fiasco 

 repeated. I aimed to sail a match on conditions which would not re- 

 quire an expression of opinion from the British club that the deed is 

 lair or illegal and would not involve a surrender by the New York 

 club of their opinion that It is perfectly fair and legal. I think that 

 if the committee will properly consider mv propositions, they will 

 see those conditions fultlUed." 



The challenge, which is practically identical with the above word- 

 ing, was received at the club house on Monday morning. A meeting 

 of the committee was held on Tuesday, and it was decided that the 

 committee would take no action, but would submit the challenge to 

 the club at a special meeting on Tuesday of next week. 



Lord Dunraven on International Yachting. 



The current number of the North American Revie.w contains a 

 long and exhaustive article on mternaiioual yachting, which sub- 

 ject, however, the author has consilered m the abstract rather than 

 in practical form as applied to the America Cup. 



Lord Dunraven prefaces his article with an enthusiastic exordium 

 of the sea and sailing, with a good word for the designer, sailmaker 

 and skipper whose skill are so important in racing. He points out 

 the great dechue in the racing of large yachts of late years, atti-ib- 

 uting it to three causes— the advantages offered by steam, the 

 specialization of the racing yacht as distinguished from the cruiser 

 and the lack of international racing. To this third factor he attrib- 

 utes serious importance, and the latter half of the article is devoted 

 to a discussion of the conditions under which It may become perma- 

 nent. 



The importance to both coimtries of international competition has 

 been repeatedly proven, in fact nearly all recent improvements in 

 design, construction and racing rtdes may be credited to such yachts 

 as Madge, Clara, Puritan, Volunteer, Mayflower and Minerva, which 

 have demonstrated their superiority in certain respects. At the same 

 time we cannot share Lord Dunraven's optimistic view, that interna- 

 tional racing may be permanently established, with races sufficiently 

 of ten, as every year or second year, to Inducethemaintenauce of a 

 regular class of SO or SlOft. racing cutters. 



A race next year will prove valuable to both sides through the in- 

 cidental excitement which it creates among yachtsmen and the wide 

 interest awakened among the general public; but with a race every 

 year this bxoitement would soon disappear to a great extent, and w'e 





) X 





\ 













have no idea that yachtsmen would be impelled to build regularly a 

 new supply of 9Lft. racers. 



Lord Dunraven sums up the history of the Cup races, but falls into 

 error in assuming that the original deed san?tioned the sailing of a 

 flee, against one vessel. This was done by the New York Y C. only 

 in face of the active opposition of Com. Stebbins and Mr. Geo. 

 L. Schuyler, the latter protesting strongly against it in a letter still 

 on record. 



The writer's comments on the various points of an international 

 match, such as courses, nature of challenge, outbuilding, etc., are 

 very fair and to the point, and he maEes clear a difference which 

 American yachtsinen have always refused to recognize, betwefn a 

 mere challenge cup, open to all yachts, to be sailed for at a club re- 

 gatl«((..and a trophy intended to denote national supremacy to be con- 

 testedfor by but one representative boat;of each nation. As a me'e 

 abstract proiiosition he suggests a committee of three American and 

 three British yachtsmen who shall draw up rules to govern interna- 

 tional racing for some trophy, «nd that the first holder of this trophy 

 should be decided by lot. The most notable point in the whole article, 

 relating to the new deed of gift, we have commented on elsewhere. 



Alloys Used in Yacht Building. 



Wk are indebted to the Mechanical World for the following table 

 of the various alloys used in ship and yacht building. While yachts- 

 men a;re all familiar with Muntz metal, gun metal and yellow metal, 

 few are informed as to the composition and uses of each, and the 

 table will be found useful for reference: 



COMPOSITION OF ALLOYS IN BVEKY-DAY USE IN BRASS FOUNDRIES. 



Yacht Measurement in France, 



As WE have already noted, the measurement question has lately 

 been very thoroughly discussed by French yachtsmen, both in 

 printed discussions and in the congress of the Union of French 

 Yachts, the result being the adoption by the latter body of anew 

 formula of measurement. 



One of the chief points in all recent measurement discussions has 

 been that of taxing extreme dimensions, such as beam and draft, as 

 in the ftn-keel, and putting such a premium on displacement or area 

 of midship section as shall encourage a rather roomy yachtof strong 

 and compact form. The Y R. A. Council has dechned to recommend 

 any such measures, nor are they likely to be adopted by any Ameri- 

 can clubs; but the French congress," on the contrary, has incorpor- 

 ated in the new rule just adopted a limit of girth which is l.kejy to 

 attain this end, whatever^he finally resulting type or types may be. 



or, P being the greatest 



The new rule 



130 



Admiralty metal,. 



Bell metal 



Brass (yellow) . 

 Common bush 

 metal 



Gun metal 



Hard gun metal . . . 

 Manganese brocze 

 Muntz metal.... 



Phosphor bronze . . 

 Bhosphor bronze. . 



Naval brass 



Brazing metal 



Brazing solder 



Aluminum brass.. 



Copper. 



Zinc. 



Tin. 



Lead. 



Phosphorus. 



lb. 



lb. 



lb. 



lb. 



lb. 



87 



5 



8 







16 





4 







Iti 



8 





V2 





(54 



8 



4 



4 





38 



1 



3 







13 











5 



6 



5+ 





t>0 



40 









9a 





8* 







90 





10* 







62 



37 



1 







16 



3 









50 



50 









60 



40 









For parts of engines on 



board naval vessels. 

 Bells for ships and fac- 



tories. 

 For plumbers, ship and 



house brass work. 

 For bearing bushes for 



shafting. 

 For pumps and other 



hydraulic purposes. 

 For heavy bearings. 

 Metal for propellers. 

 Metal from which bolts 



and nuts are forged, 



valve spindles, etc. 

 For valves, pumps and 



general work. 

 For cog and worm 



wheels, bushes, axle 



bearings, slide valves. 



etc. 



Used by the Admiralty 

 for bolts, nuts, etc. 



Flanges for copper 

 pipes. 



Solder for the above 



2 For large spindles, etc. 



* Phosphor tin. + Manganese copper. 



The wreck of the Alva still lies where she first sunk, a serious dan- 

 ;er to all vessels ronnding the Cape. On Saturday the coal baree 

 Jeechwood. in tow of the tug Plymouth, struck the wreck and began 

 to leak badly, being kept afloat by the tug's pumps. On Friday night 

 in a gale the schooner Ethel Emerson, from New York for New 

 York for New Brunswick with a cargo of fuller's earth, struck the 

 wreck and was so badly damaged that her crew abandoned her in 

 their boat, being picked up by the tug Herald. Tlie vessel is reported 

 as still afloat. Bids have been receTved by the Government for the 

 removal of the wreck as follows; Kelly & Fausant, Atlantic City, 

 $5,916; Johnson & Townsend, $12,395; Chapman Derrick Wrecking 

 Co., $16,874. . , , ^ 



.Mr. W. E. Waterhouse, formerly head draftsman for the late Mr. 

 Burgess, has just taken into partnership Mr. Albert S. Chesebrough, 

 a nephew of Mr. N. G. Herreshofl:, and for six years associated with 

 the Herreshoff Mfg. Co. as draftsman. Mr. Chesebrough, wh^se 

 mother is a sister of the Herreshoffs, is a graduate of Brown Uni- 

 versity, Class of '89. At the Bristol works he has had a valuable ex- 

 perience in designing and construction.and with'the experience gahied 

 by Mr. Waterhouse in all of the Burgess boats from Puritan down, 

 the new firm is well equipped for a successful business. They are 

 now at work on a design for a steam yacht 98£c. over aU, 78ft. l.w.l,, 

 15ft. beam. 



girth of the yacht, the l.w.l. is multiplied by girth and square root of 

 sail are*, the product being divided by a constant. 



One argument in favor of the new rule for French yachts is the 

 importance of moderate draft in most French rivers and harbors, 

 the difficulties attending the use of an extremely deep boat being 

 much more serious than in England or America. 



The accompanying sketches of various designs possible for a total 

 measurement of 5, were made for the Yacht by U. Caillebotte, one of 

 whose designs was reproduced in our columns sorae time since. 



Whether one type will ultimately result, and if so, what its merits 

 and defects will be, cannot be foretold atpresent; but the experiment 

 of the French will be most interesting, and not a little instructive to 

 American and British yachtsmen. 



YACHT NEWS NOTES. 



Of late years the subjects of yacht design and construction have 

 been thoroughly treated of by experienced writers, but on the sub- 

 ject of sail making there has been no modern work, the only books 

 I elating to it at all being limited to naval and mercantile sails. This 

 deficiency has at last been largely filled by Mr. Samuel B. Saddler, in 

 a book entitled "The Art and Science of Sail Making." The author 

 is a practical sail inaker^ formerly employed by Ratsy & Lapthorne 

 and famihar with the making of yacht sails. The book is thorough 

 and practical, dealing in detail with the cutting of sails, and contain- 

 ing a number cf tables and diagrams. It is, however, intended for 

 the practical sail maker and not the novice or amateur, and there is 

 a wide field left untouched which we hope the author may deem it 

 worth while to treat of in a future edition. While sail making is not 

 an art to be acquii'ed by an amateur, there are many who desii'e or 

 are compelled to make their own sails, and to whom an elementary 

 work on the same practical plan as Mr. Saddler's more advanced 

 book would be most valuable. To any one familiar with sail making 

 the book will prove a valuable aid. It is published by Crosby, Lock- 

 wood & Son. 



A number of gentlemen connected with shipping have taken up 

 the organization of the Society of Naval Architects and Engineers 

 for the purpose of promoting a knowledge of shipbuilding and de- 

 signing. Tl'ie organization thus far includes President Clement A 

 Grisoom; Vice Presidents, Theodore D. Wilson, Chief Constructor of 

 the Navy; Charles H. Cramp, George W. Melville, George W. Quha 

 tard. New York; Irving M. Scott, San Francisco; Gen. Francis A 

 Walker, Boston, and W. H. Webb, New York; W. L. Cappa, Secretary 

 and Treasurer; members of the Council, H. T. Cause, Wdmington 



hoir, J. F. Parkhurst, Cleveland, O. ; Naval Constructors Hichborn 

 and Bowles, of the navy; Charles H. Loring, Capts. Sampson and 

 Chadwick, of the navy, and Harrington Putnam, of New York. 



The coming election in the New \ork Y. C. is likely to bring some 

 very important changes, It is certain that Com. Gerry will not be 

 re-elected, and more than probable that Vioe-Com. Morgan will suc- 

 ceed him, in which case the present Rear Com. W. Butler Duncan 

 will become Vice-Corn. Mr. Ralph L. Ellis is mentioned as Rear- 

 Com. The other officers and the regatta committee will remain as at 

 present, Vice Com, Morgan sailed last week for Europe, and it is 

 likely that he will purchase a large steam yacht abroad. 



On Nov. S9 articles of incorporation of the Valiant Y. O., of New 

 Utrecht, Kings county, were filed with the Secretary of Slate. The 

 managers are Henry V. Harding, William H. Turton, Henry B. Hard- 

 aburg, Edgar D. Williams. Jidius A. Grudchos, George W. Mason 

 Henry W. Jones, John Noermann and Thomas W. Kelley, all of 

 Brooklyn. 



At Ayers's shop. Bay Ridge, the new Scarecrow is nearly com- 

 pleted. Mr. Ayers has an order for a second boat on the same lines 



Sagamore, steam yacht, chartered by E. M. Fulton, sailed on Dec. 3 

 from Norfolk for a flee month's cruise in the West Indies. 



Sybilla, steam yacht, J. F. Betz, Jr., of Philadelphia, has sailed on 

 a gunning trip to the North Carolina sounds. 



If we want to do anything, we must put heart In it, whether It 

 is lo go a-fishing. eo wooi/^g, chasing deer or advancing the cause 

 of Ohriatianlty.-fiei). I>/\ John B. Paxton. 



