April 20 1895. 
VARUNA— SAIL PLAN. 
indeed, a compromise between the "plank on edge" and the 
"skimming dish," in which the good points of each were com- 
bined. The success of the compromise type was demonstrated in 
the defeat of Genesta, the fastest English cutter of her day. 
A further development of the compromise type is found in May- 
flower, a boat with about the same proportion of beam, but with a 
foot and a half more draft and about 40 of her 50 tons of lead bal- 
last on the keel. Still further development of the type was Vol- 
unteer, with Soft, beam and 10ft. draft, about those of Mayflower, 
but with all of her 55 tons of lead carried very low down by reason 
of her steel construction. 
The value of the type was again demonstrated in the Thistle 
contests, for although England had dropped her cramping ton- 
nage rate and had produced a beamy boat whose speed was phe- 
nomenal in her own country, yet the American boat was easily 
superior in both light and heavy weather. Volunteer was in her 
day undoubtedly the best representative of the centerboard type 
ever built, and in so far as the type is to be considered a "na- 
tional" one, she can stand as a model. 
But in the next Cup contest, that of 1893, was 1 he "national" 
type adhered to,- and was Vigilant such a centerboard as that 
upon which Americans, with Volunteer in mind, were pinning 
their faith? Again, a little consideration will show that a de- 
parture was made, and that she was not such a centerhoard, al- 
though she was a development of the idea, which produced the 
famous Burgess trio. 
On practically the same water-line as Volunteer, Vigilant had a 
beam of 26ft. and a draft of 13ft. 6in., with about 70 tons of lead. 
Her centerboard was not much more than half the size of Volun- 
teer's,, and was heavily weighted, to act as ballast as well as to 
hold the yacht up to windward. She was, indeed, a "center- 
board," but hardly of the Volunteer type, since she had three feet 
and a half more draft than that boat, and also over a toot more 
draft than the America, the keel boat which originally won the 
Cup, or than the keel Schooner Sappho, which once successfully 
defended it. 
Vigilant was a fast boat, and did her appointed work well, but 
she was far from the "national 1 type, as represented in Volun- 
teer, and was f ar more of a keel than a centerboard boat in design. 
That she would have done well as »n out-and-out keel of a bit 
more draft, the performances of Colonia show. 
Here was the first departure in Cup defense building, and in 
considering this year's boat, those who pin their faith to the cen- 
terboard boat simply because she is a centerboard, should bear the 
fact in miud. 
So much for the "national" type and the first departure from it; 
now for this year's "departure." 
The gentlemen who have had the most experience with Vigilant 
are N. G. HerreshofE, the boat's designer, and C. Oliver Iselin, 
who managed her In 1893 and sailed on her in English waters in 
1894, and who is now manager of the syndicate for which the new 
Cup defender is being built. 
In seeking for a faster boat than Vigilant these gentlemen have 
turned to the keel type, and it is not supposable that this has been, 
done without full consideration of all Vigilant's merits as well as 
faults, and of all plans which should retain the centerboard as a 
factor. 
The adoption of the keel shows almost conclusively that Mr. 
Herreshoflf saw no such increased speed in an improved Vigilant 
as in a keel boat developed from his experience in Wasp: Colonia 
and the fin-keel8. He was looking for the fastest possible boat, 
and evidently saw it in a k eel. 
Mr. Iselin has just as evidently agreed with him, and the new 
Cup defender is the result. It will be very strange if Mr Herrea- 
,hoff cannot turn out a much faster boat than Colonia, which 
lacked only the ability to hold on to windward to make her the 
equal, if not the superior, of Vigilant. 
As to what the nmv boat really is in confirmation of the hopes 
and expectations of greater speed, there is this to be said, that on 
about 24ft. beam and 19ft. draft here has been designed a keel 
boat, which, as has already been outlined in these columns, is of 
the fin-keel type, while retaining the ordinary fo>"m of construc- 
tion: a boat of greater power on apparently little increased dis- 
placement; a boat with many of the characteristics which make 
the fins so speedy, and yet one which retains the high power and 
bis sail plan which experience seems to show as a winner in the 
larger classes. - 
She will undoubtedly be faster than Vigilant, or any develop- 
ment of the Vigilant centerboard type which her designer could 
figure out. Whether she will be fast enough to defend the Cup is 
another question, but, if she fails, it will not be because, she is a 
departure from the "national" type, but because she is not tho 
fastest keeL boat which can be turned out. 
There is reasonable hope for her success, admitting even Ailsa's 
speed, and the Cup is not yet lost, even though it be in danger, 
and it should be remembered, too, that Mr. Burgess had a strong 
leaning toward the keel boat in spite of his success with the cen- 
terboards, and would very much have liked to make the experi- 
ment in a large boat. 
As to whether or not a centerboard of the national type, as - 
represented in the Burgess trio, could be made to beat the modern 
keel or fin-keel, widely divergent opinions are held by those who 
make a study of designing, and who are not swayed by any preju- 
dice for or against the. centerboard on any sentimental grounds 
of "national" use. 
Those who believe in the centerboard type fGund much more 
encouragement in Jubilee than in Vigilant, but even in the former 
the centerboard had dwindlea to such a small auxiliary compared 
with its original prominence, as to raiso the same doubts as to 
value of the boat as a keel as were raised in Vigilant's case. 
The hope of those who are lamenting the departure from the 
"national" type, would appear to rest, therefore, on the making 
of such an improved Volunteer as would beat the latest develop- 
ment in the keels. There was, indeed, a movement here in Bos- 
ton, a few weeks ago, to do something of the kind, but it has ap- 
parently followed the Jubilee movement, and come to nothing. 
Matters had progressed so far as to get estimates of the cost, 
but. for some reason, the. proposed syndicate was abandoned. 
What the boat would have been, beyond the fact of a beamy 
craft of no greater draft than Volunteer, the writer does not feel 
at liberty to say, although he has some fairly correct information, 
but he can say that she would have been of steel, and would not 
have cost a third as much as the new Cup defender, and that her 
design was thought a most ipromising one by many men high up 
in the yachting world. 
All Boston yachtsmen will regret the failure of this effort, in 
which, perhaps, the lack of sufficient time was a factor. 
The report alluded to in the above has appeared in most of the 
Isew York papers, the Herald's version of it being as follows: 
"The month of March might have created a sensat'on in the 
yachting world. During that time, and wliile the yachtsmen of 
the country were anxiously awaiting the announcement that the 
Jubilee would be put in commission this year and continuously 
raced, there was formed in Boston a syndicate to build a Cup de- 
fender. The greatest of possible secrecy was observed by aiL in- 
terested, and their plans were matured so quietly that the out- 
side world knew nothing of the important business that had thus 
been transferred. At the last moment, however, just as the stroke 
that would have set all the machinery in motion was to have been 
made, the syndicate disappeaied, and the project died.as quietly 
as it was born, and no stone seems to have been raised to mark 
the resting-place of an idea and proposal that would have aston- 
ished the country. 
"This Cup defender, the second, it had been determined by the ■ 
syndicate, was to have been a boat in the style of the craft that 
finds favor about Lake Minnetonka— that is, those of the extreme 
skimming dish variety. She was to have been 80ft. on the water- 
line, 35ft. beam, to carry 13 tons of lead outside and to draw 4ft. of 
water. She was, in addition, to be fitted with a small rig, in order 
that she might claim a very large. time allowance from opponents 
on two counts— being shorter in length and having a greatly re- 
duced sail spread. 
"The sum of $35,000 had been promised by the syndicate, but 
there are reasons for believing that she could have been built for 
S&j.OOO. In fact, the best builder in Boston offered to take the con- 
tract for that amount, and make her of composite construction. 
Such a vessel' as that proposed, manned by a crew of about lifty 
men. would sail really fast in a selected wind and water, but with- 
out exhibiting the least prejudice in the matter, those that now 
know of the scheme proposed are earnest in their expressions of 
thankfulness that the courage of the syndicate gave out as it did. 
for the introduction of such a craft into the field to be tried with 
the Cup candidates would not have been a matter of congratu- 
lation, particularly when she is compared with the yacht ordered 
bv the New York syndicate to defend the old trophy. 
"The Boston boat was to have been designed by Mr. Sidney 
Burgess, brother of the late lamented Edward Burgess, and he 
was to have been assisted, so it is reported, by Mr. John B. Paine, 
of Jubilee fame." 
' The 40-Rater Varuna. 
Those of our readers who have seen the Watson 40-rater, Queen 
Mab, in American waters during the past two seasons will be in- 
terested in the accompanying lines from the year book of the Im- 
perial German Y. C, of a sister-boat, built side by side with Mab 
at Henderson's yard in 1893 for Capt. J. Towers Clark, and raced 
by him for two seasons in England before being sold to her pres- 
ent owner. Prince George, of Schaumberg-Lippe. Varuna. has 
the "Dora bow," with a very moderate after overhang and' the 
keel contour in vogue three years since. The influence of the fin- 
keel is not yet visible in her midship section, there being the fair, 
sweet curve that was so soon destined to give way to the modern 
angle, or at least extreme hollow. The dimensions of Varuna are: 
Length over all, 77ft. 9in.; length of l.w.L, 00ft. 5in.; beano ex- 
treme, 14ft. fiin.; beam, l.w.L, lift. Sin.: least freeboard, top of rail, 
4ft.; draft, 12ft. 10in.: displacement, long tons, 55ft.; mast from 
fore end, l.w.L, 19ft. 3in.; mast deck to hounds, 40ft.; masthead, 
8ft. 10in.; topmast, heel to truck, 34ft. 5in.; bowsprit, over all, 34ft.; 
bowsorit, outboard, 14ft. 6in.; spinaker boom, 41ft.; topsail yards, 
39ft. Gin.— 10ft. 3in.; mainsail, 3,157sq. ft.; staysail, 400sq. ft.: jib, 
417sq. ft.; club topsail, 551sq. ft.; spinaker, l,372sq. ft. ' 
The V. B. A, measurements in 1893 were: l.w.L, 59.17; sail area, 
4,045. 
Both Varuna and Queen Mab are of composite construction like 
the new Cup challenger now on the stocks at the same yard. In 
Varuna. the keel is of American elm, with a 1-2-in. steel plate 
keelson, the steel angle frames being 2 3-8 x 3 x 3-16in., spaced 18in. 
The reverse frames extend up to the cabin floor beams, and to the 
sheerstrake at the chain-plates for main shrouds and runners, 
The deck-beams and cabin-floor beams are located on each alter- 
nate frame, the former 3 x 2 1-3 x 5-16in., and the latter 21-3x3 1-3 
x 3-15. The deck-beams are tied to the frames by gusset plates, 
12 on each arm. The sheerstrake is 13 x l-4in., and the stringer 
plate 8 x l-4in., while the diagonal straps across the frames and 
deck^beams are 4 1-8 x l-8in. Wherever possible, the sheerstrake, 
stringer plate, etc., are perforated with large round or oval holes 
to save weight. The lead keel is fastened by Delta metal bolts. 
The stem, stern and deadwoods are of oak, the bottom planking 
of American elm, and the topsides, from the bilge upward, of 2-in. 
teak. The decks are of white pine, 2 x 3in., the bulwarks, plank- 
sheer and deck joinerwork of teak, and the rail of American elm. 
The spars are of Oregon pine and spruce. 
Cruise of the White Squadron- 
A morning in March, a smoky sou'-woster, the sky full of flying 
sand, the water flecked with white caps; three little yawl- rigged 
ernisers fighting their way to the south'rd; the Florida, Capt. G.; 
the Santa Maria, Com. R.; and, last, and least, the Kingfisher. 
The start was made about nine A. M. on March 13; and, to say 
the least, was not encouraging, for after a hard day's work we 
only made twenty miles, which brought us to Clearwater. 
March 14 came out bright, and with an early start we pushed 
out of the pass for a run outside. But our old enemy, the sou'- 
wester, soon made itself felt, and:after an hour's sloppy work the 
Florida turns tail for the pass. The Kingfisher follows, and the 
two are soon working down inside, leaving the Santa Maria to 
fight it out alone. The narrows are soon reached, and after a lit- 
tle.monkeying among the oyster bars and mudflats they slide 
through into Boca Ceiga Bay, 
Here we get a glimpse over the land of the. Santa pegging away 
at the head sea outside. We run by John's Pass, starting a noble 
flock of white pelicans which with numberless beach birds, gulls, 
etc.. are having quiet a dinner on the flats. 
Blind Pass is reached, and we' come to, to wait for the Santa 
Maria. 
One of the party goes ashore, but soon returns, all excitement. 
" Quail," he shouts, as soon as he gets within hearing. 
Out come the guns, and away they go. Two snots are fired, 
when a settler waits on the party with the information that the 
place is private property, and that the quail are plants. He calls 
their attention to notices posted about to that effect. Shooting 
being out of the question, all hands turn their attention to fish- 
ing. They are fairly successful, and night comes to a tired and 
satisfied party. 
But night does not bring the Santa; morning, and thick, no 
Santa. 
All hands go fishing, except the skipper of the Kingfisher, who 
makes sail and starts back up the bay, looking for the missing 
boat. She is found near John's Pass, and brought into the fold, 
when the three again spread their wings and head to tbe 
south-'rd. 
A breezv dash to windward through the bay, and dinner at 
Pass-a-grille. 
Some go ashore to look- at the cocoanut grove on Pine Key. 
Some bathe, some eat and some smoke, but all are soon ready for. 
the run down inside Pine Key and through into Swan Lake. 
Sunset finds us all at anchor in a little cave under Mullet Key, 
and after supper visiting is the order; some of the older ones play 
cribbage. but the rest are willing to spin yarns and smoke. 
Onr party consists of G. and W. in the Florida, Com. R., two 
gentlemen from Verona, and the lone fisherman in tbe Santa 
Maria, while tbe Kingfisher carries Mr. B. and Mr. D. and the 
skipper. In the morning it is up and away for Sarasota. Mr. B. 
decides to go in the Florida, so he can get patisfaction from W. 
for the beating at cribbage last night. 
We are soon off, the wind is very light and the sea heavy. The 
Florida takes the lead, and soon opens a wide gap between her 
and the Kingfisher, while the Santa brings up the rear. 
The skipper of Jhe Kingfisher would wait for the Santa, but one 
of his party is on board the Florida, and so he keeps going. Sun- 
set comes just below the long bar in Sarasota Bay, the boats from 
three to five miles apart. 
The Kingfisher pulls along, making Sarasota lights at eigh;-, 
o'clock, where she finds the Florida .at anchor. Mr. B. having 
gone ashore. 
In the morning the Florida starts for the pass for an outside run 
to Little Sara°ota, the Kingfisher starts up the bay looking for the 
Santa. The Santa is discovered at Palm Beach, where they have 
landed and are making inquiries after the fleet. Together the two 
boats start for Big Sarasota Pass, the wind drops almost entirely 
as they reach the pass, and the heavy swell resulting from the 
long sou'-wester. is to say the least very unpleasant. But they get 
out after a while, and drift and sail by turns, reaching Little 
Sarasota Pass about 4 P. M. They find the Florida just outside, 
and all go up to "Webbs" together. Oysters are plenty, and we 
have a supper fit for anybody. 
In the morning down to the pass for fishing. This is, no doubt, 
one of the best fishing points on the coast, and one of the best 
places for tarpon; there have been many caught here, and of a 
large size. 
We were too early for tarpon, but as there was only one in the 
party who would take the trouble to fish for them, it was no dis- 
appointment. 
1 have often wondered where the fun of tarpon fishing came in. 
I have caught several, and for choice would as lief hook a shark; 
for me thero is more sport in a two-pound channel bass than in a 
hundred-pound tarpon. All that is required for the latter is pa- 
tience and a long line. That's enough for tarpon. There are peo- 
ple who like to fish for tarpon, and they might, do worse. 
Fishing at the pass was poor this year. We did not get many 
fish, but we did have a heap-o'-fun. 
Night came, and back we go to Webbs! Some of our partv go 
ashore for a chat with the ladies, one of whom calls us, "The. 
White Squadron," hence the title to this story. Morning again. 
The Florida decides to go on inside to Carey's Pass, the Santa goes 
outside to Big Sarasota, while the Kingfisher wants to go through 
the mangroves, partly to see the place and partly to interview an 
old acquaintance of one of the crew. Night finds us at toarasota. 
Santa and Kingfisher, Florida to he heard from. 
With the day comes squally weather, but we push on up the bay 
until we reach Long Boat Inlet, where squalls and rain bring us to 
for a while. Working between tbe showers wc reach the en- 
trance to the bay in time for dinner. While at dinner the Florida 
puts in an appearance, having made the run outside. Her skipper 
getting lonesome had turned to find the fleet. Dinner is over, and 
we are away for Manatu. the wind is sou'-west and a-booming. 
The Florida under jib and dandy, the Santa and Kingfisher under 
reefed mainsail. 
We go up the river flying, the Santa stops at Braidentown. while 
the others head for Braiden Creek, half-way, and a heavy 
squall overtakes us, we run for shelter and came to under the lee 
of a wharf. We barely get anchors down when it reaches us, 
