Feb. 1, 1896. 
FOREST AND STREAM, 
PALMYRA. 
Mies., and that a number of Nashville gentlemen will ac- 
company him, among whom will be Mr. J. D. B. De Bow, 
assistant general counsel for the Nashville, Chattanooga 
& St. Louis Railroad. Mr. De Bow has an excellent 
puppy or two, and contemplates joiniDg in field trial 
competition next season. Capt. Dew was a pioneer in 
field trial interests and in the improvement of the setter 
and pointer. His dogs and their doings hold an enviable 
place in the records. 
In our advertising columns, J. F. Curly, Fitchburg, 
Mass., offers pointers; West Philadelphia Kennels, Phila- 
delphia, offer bulldogs and terriers; J. A. Durrell, Pleas- 
ant Ridge, O., offers pointers; Seaforth Kennels, East 
Orange, N. J., announce the St. Bernards Melrose King 
and Sir Hugh in the stud. 
National Beagle Club of America. 
New York, Jan. 27. — A quarterly meeting of the Na- 
tional Beagle Club of America will be held at the rooms 
of the American Kennel Club. 55 Liberty street, Feb. 3, 
at 3:30 P. M. . Geo. W. Rogers, Sec'y. 
hchting. 
Rumors of all sorts are flying about as to "Mr. Iselin's visit to Europe. 
One is to the effect that he carries with him the finding of the special 
committee and will present it to the Royal Y. S. Another states that 
the main object of his trip abroad is to meet Lord Dunraven on the 
field of Honour. A meeting of these two noted yachtsmen on the 
sands of Boulogne, armed with cutlasses, boarding pikes or other ap- 
propriately nautical weapons, would give renewed interest to interna- 
tional yachting, which is just now In a bad way. 
One of the leading representatives of that sort of sensational and 
claptrap journalism which bribes draftsmen and workmen, hires spies, 
sends divers under water and balloons in the air, concocts fake designs 
and sends eavesdroppers to the yacht clubs, has met with a severe 
rebuke from the special committee. Unfortunately a mere rebuke, 
however severe and public, has no effect whatever upon this class of 
offenders, and if the New York Y. C. is honest in its expressions of in- 
dignation and desirous of putting an end to such occurrences, it 
will take some active measures to discover the means by which the 
report was obtained and to punish both the paper and its tools. 
While we have no sympathy whatever with the dishonesty which 
has made public the evidence, neither have we any with the foolish 
and unnecessary secrecy with which the New York Y. C. has envel- 
oped the whole matter of the foul and of Lord Dunraven's charges. 
The special committee, in its statement published elsewhere, gives for 
the first time its reasons for secrecy, as follows: "That the report 
and evidence ^being published together, all the facts and conclusions 
might come simultaneously before the public, whose opinion could 
then be formed upon the whole case without the inevitable prejudg- 
ment for or against either party const quent upon a partial hearing 
from day to day." 
We confess that such a simple and childlike statement as this has 
lowered materially our opinion of the special committee. It appar- 
ently never occurred to them that this great case, in which two 
nations were interested, would be taken up by the newspapers to the 
exclusion of everything else, and that one of two things must happen: 
either the truth would be obtained by some fraudulent means, or the 
papers would print lies. The result has been a combination of these 
two undesirable contingencies; unable to obtain any reliable or defi- 
nite information during the sessions of the committee, the mind read, 
ers of some of the larger papers Ifave filled columns each day with the 
pleasing pictures of their fancy, and it is on these stories that the pub- 
lic has already made an "inevitable prejudgment." Further than this, 
the continued and apparently needless concealment of the report has 
placed so high a premium upon journalistic dishonesty a3 to defeat 
its own end. 
We are surprised that the gentlemen of the committee did not 
appreciate at the very outset the fact that both the press and the 
public demanded news of some kind and were certain to get it ; and 
also that the only way in which the average man could form an opinio n 
was through the reading of the evidence from day to day in the daily 
papers. From what we hear of the extent of the testimony, when it 
is made public some time in the future there will be so much of it that 
no paper will be able to publish more than a resume, more or less 
garbled and incomplete. Those who are specially interested and are 
able to obtain a copy of the report, may get at the truth by taking a 
day to read the whole evidence, but to the general public of both coun- 
tries the matter is largely at an end now. 
Whatever danger existed of incomplete and misleading reports 
being published, had the hearings been open to the press, was not to be 
considered alongside of the harm actually done by the futile attempts 
at concealment. 
The case of the testimony as to the foul in the second race is similar 
to that of the Dunraven charges; the examination of the witnesses 
should have been public and the proceedings reported from day to 
day. The report of the regatta committee gives none of the evidence 
taken by them, important as it was. 
Idlewild— Constellation. 
New London. Idlewild was not racing, but was making for the har- 
bor, as the big racing schooners Constellation, Merlin, Lasca and 
others were near the finish line of the run, off the Dumplings. AH 
were before the wind with spinakers and all racing kites set. Idle- 
wild had no spinaker set, and kept away as far as she could without 
jibine\ though finally compelled to jibe. Constellation ran up on her 
and their spars came in collision, the main boom of Idlewild being un- 
shipped. Mr. Clark was standing forward of the mainmast, and as 
the end of the boom flew forward it struck him in the head, inflicting 
serious injury. 
Mr. Clark claimed $25,000 personal damages, $1,250 for damages to 
the yacht, and $1,500 for the loss of her for two months during 
repairs. 
Concerning Mr. Clark's personal injuries, evidence was introduced 
to show that he had also been injured in a railway collision and a run- 
away accident, and that such injury as he suffered from was due in 
part to these. It was also shown that the damage to the yacht was 
comparatively trifling. 
The main point of the case was whether, under the tuIps of the road 
at sea, Constellation, as the overtaking vessel, was obliged to keep 
clear; or whether, under the racing rules of the New York Y. C, to 
which both yachts belong, Idlewild, not being in the race, was obliged 
to keep out of the way of the racing yachts. The judge's charge 
favored the latter view, but the jury gave a verdict of $5,000 for Mr. 
Clark. Messrs. Charles Francis Adams 2d and Sisiouraey Butler, both 
expert yachtsmen, were associated with Peter B. Olney in the defense. 
The Bulb-Fin Palmyra. 
Loosing at what was understood to be the original aim of its found- 
ers, the 34ft. racing length special class of the Larchmont Y. C. can 
hardly be called a success; though some of the boats built last year 
are better than others and more nearly in accordance with the letter 
of the requirements, in all the faster ones speed has been purchased 
at the cost of other important qualities. About Larchmont, the home 
of the class, only the centerboard type has been tried, with the single 
exception of Vorant II., a moderate keel cutter, the fin type being en- 
tirely passed by. The yacht whose lines are here shown, through the 
courtesy of her owner and her designer, was built for another locality 
and has never met the main class; but she is a successful study in the 
fin keel type under the special Larchmont rules. These, as is well 
known, limit the 1. w.l. to 28 to 30ft., the deck length to 45ft., the racing 
length to 34ft., and call for not less than certain limits of headroom 
and floor space, the idea being to produce a yacht with some internal 
accommodation such as is not possessed by the racing fln-keel. One 
important detail of the rules is the practical limitation of the midship 
section coefficient to a minimum of 35 per cent. 
Palmyra was designed by Mr. George B Wilbur, the well-known 
amateur, of Taunton, Mass., and was built for Mr. William F. Palmer 
of the same place, formerly owner of the fin-keel Paralos, also designed 
by Mr. Wilbur. By a judicious combination of dimensions with a 
powerful but easy form and a long shoal fin of cast iron, a yacht has 
been produced which fulfills in a marked degree the requirements as 
to floor space, headroom etc., complying not merely with the letter, 
but with the spirit of the rules, and in addition has proved a fast boat 
in her home waters, Narragansett Bay, where a number of good 30- 
f ooters are found during the racing season. The construction and use 
of the yacht are both such as pertain to cruising and general sailing 
rather than extreme racing; but she has during the season started 
four times and won three firsts, being once disabled: and has shown 
satisfactory evidence of good speed in addition to her accommodation 
and light draft. The designed dimensions and calculations are as fol- 
lows; but in both racing and cruising the yacht carried l,5001bs of 
water in her tanks and l,2501bs. of fittings, which brought her to a 
Iwl. of just 30t: 6 
Length, stemhead to taffrail 42ft 6in 
1-w.l .28ft." 
Beam, extreme 10ft 6in 
l.w.l '10ft. lin'. 
Draft, hull 2ft 
extreme 4ft.' 9in. 
Freeboard, bow 4f t. 9in 
least 2ft. 9in! 
stern 3ft. 2in. 
Displacement, hull, long tons 6 14 
fin and bulb !!! .3.10 
Headroom, cabin 6tt. Sin. 
forecastle, over ',' 5tt\ 
Midship section, coefficient " Z&% ' 
Palmyra was built by E. H. Brown, of the Taunton shipyard, being 
launched on July 17, 1895. The construction is most careful and 
thorough, being superintended by her owner, who has built and owned 
a number of yachts. Tlie fastenings are brass screws throughout. She 
is handsomely finished in mahogany on deck and below, the cabin 
house and carlins being of mahogany, the roof of the house of Oregon 
cedar, and the interior of mahogany and butternut in the cabin and 
the latter wood alone forward. 
The forecastle extends across the boat for a length of 6ft and is 
fitted with a sink piped to the sea and plumbed to tanks of 180 gal- 
lons capacity, an ice box extending from ceiling to deck of 3501bs 
capacity, and a china locker is built in compartments for a full dinner 
service. The cabin has four berths and four transoms, the berth 
boards of the after berths being removable, making each of these 
berths as wide as an ordinary bed. The headroom, 6ft. 2in. under car- 
line, and the raised house make a light, roomy and airy cabin, and the 
arrangement and fittings are all planned with a view to regular cruis- 
ing service. 
From a long experience with different types, having built and owned 
five 30ft. l.w.l. yachts, Mr. Palmer is convinced that the broad and 
shoal fln-keel is the ideal type for a cruiser, combining as it does the 
greatest amount of living room with a small displacement, fine lines, 
a form capable of being easily" driven with a small sail area and at the 
same time of great sail-carrying power. As the drawings show, with 
all the fullness of sections and waterlines the lines are very easy and 
fair in spite of the contraction before alluded to. The rig is shown in 
the smaller cuts. 
YAM PA'S VOYAGE.-I. 
New York to Gibraltar, 1 895. 
On the morning of Jan. 10, 1895, the seagoing tug 
Tarus left the harbor of Boston with the schooner yacht 
Yampa in tow, bound for New York. Yampa had on all 
her seagoing togs, and was armed and equipped for dis- 
tant service, "bound foreign." 
After rounding Cape Cod, and while still on the Shoals, 
we ran into a heavy snow squall from the S.W. and put 
into Vineyard Haven for the night. 
Under way at daylight next morning, still blowing half 
a gale from the S.W., found quite a jump of a sea on in 
"Vineyard Sound, and occasionally we would stick our jib- 
boom into it. Everything went along nicely until we 
were abreast of Faulkner's Island, when the gale increased 
and another blinding snowstorm set in. The skipper of 
the tug decided to run into Morris Cove and make a har- 
bor for the night. While rounding up to let go the hook 
Yampa's jibboom got afoul of the cabin house of a coal 
barge, and gently shifted the cabin top over the side. 
Luckily no one was injured, and it was so nicely done 
that not even a rope yarn on Y r ampa parted. 
Jan. 12.— Lef t Morris Cove at 6 A. M. ; the wind had 
moderated, and the sea was smooth as a mill pond. We 
had an uneventful trip to the foot of Twenty-sixth street, 
East River, New York, where we arrived about 3 P. M. 
Moored ship between the piers of Twenty- eighth and 
Twenty-sixth streets, then sent out stern lines and hauled 
her stern into the Twenty-sixth street dock, rigged out a 
gang plank, and then the ship was open for inspection to 
the numerous friends of her owner, Richard S. Palmer, 
New York Y. C. Yampa certainly did look rather small 
when compared with the school-ship St. Mary and the 
old line of battle ship New Hampshire, now used as 
headquarters for the First Naval Battalion; but after 
once having been aboard and explored the accom- 
modation and room below, she gave one an idea of a 
much larger boat than she really is. Being built of steel, 
and as there are no large knees and frames to cover up 
with joiner work, she has great spaced below. The follow- 
ing are her dimensions: 
Length over all, 135ft.; l.w.l., 110ft.; extreme beam, 
27ft.; depth of hold, 13ft. 3in.; draft, 14ft. She was de- 
signed by A. Gary Smith and built by the Harlan & Hol- 
lingsworth Co., Wilmington, Del., in 1887, and beyond 
doubt is the finest schooner in the world. 
When I mentioned to my friends that my cousin and I 
were going to make the trip across, the comments were 
numerous and rather funny. They were about evenly 
divided and can be classed in just two sets: those who 
thought we were fools, and the others who thought we 
were lucky to have such a chance. Needless to mention 
that we both agreed with the latter. 
Yampa was in the finest trim for a "dipsy" voyage. All 
sails, standing and running rigging were brand new and 
of the very best. Mainsail, foresail and forestaysail were 
made of No. 0 duck, jib of No. 1, and topsails and flying 
jib of No. 2. Besides the above sails we carried a square- 
sail on the fore. It was rigged to hoist on a wire pennant 
that ran from the hounds to the deck, and was setup with 
a turnbuckle. It was a very handy rig, and the yard 
could be cockbilled and used as a spinaker boom in a 
An important case was decided in New York last week, the suit of 
Charles Cooper Clark, owner of the schooner yacht Idlewild, agahst 
Bayard Thayer, owner of the schooner yacht Constellation. The suit 
grew out of a collision between the two yachts as they were running 
Hlto Newport on Aug. 4, 1892, at the end of the squadron run from 
BODY PLAN, 
