378 
FOREST AND STREAM. 
[May 11, 1895. 
NIAGARA SHEER PLAN. 
Niagara and Isolde. 
"And the devil bubbled beneath the keel; 
It's pretty, but is it art?" 
The talented Kir. Kipling, of Vermont, has recently written a poem 
entitled "The Conundrum of the World," from which we venture to 
quote a couple of lines, in connection with the conundrum of the 
waters whicli the equally talented Mr. Herreshoff, of Rhode Island, 
has inflicted on the yachting world. We trust that no apology to 
either is necessary. 
Up to the present season it has been possible for yachtsmen to 
evade the conundrum of the Bristol designer, as it has taken practi- 
cal and successful form only in the smaller classes, in which the boats 
are used only for a few hours sailing or racing, with no thought of 
real yachtiog, or of life aboard day in and day out. This was the case 
evom'in the largest, Dacotah, she being used exclusively in one locality 
and for racing. 
The two boats just shipped across the Atlantic are, however, so 
much larger as to put a very different aspect on this question of the 
hulb fin-keel, as the future of yacht racing must depend on the way 
in which it is dealt with by yachtsmen. 
So far as Wenonsh, Morwena, Meneen and Wee Winn are concerned, 
the type matters little, as to-day, in all of the classes from 5-rating 
downward, the racing is confined to racing boats of the latest design 
and the most expensive and elaborate construction. The boats are 
too small for life aboard in any ca> e, and it matters little bow much 
tbey draw or how limited the internal space may be. It seems quite 
certain now that, whatever may be done in the future to conserve the 
essentials of a yacht in the larger sizes of pleasure craft, in these 
small classes but few restrictions are necessary, and that the racing 
machine can safely be allowed full sway in them. 
Where the limit may be properly drawn between the sailing boat 
and the legitimate yacht is yet a question; certainly not below 5-rating 
or 25ft. racing length, and possibly as high as 10-rating— Da^otah's 
class— of 86ft. racing length; but there can be no question that the 
CAPTAIN JOHN BAHR. 
limit has been far exceeded when i he 20-rating class is reached, and 
that the introduction of the racing machine in this class can work 
noth'ng but harm to yachting. 
The 20-rating class was one of the first to take definite shape on the 
adoption of the rating in place of the old tonnage rule in 1887, Mr. 
Watson leading off in 1888 with the steel Vreda, a fine little ship of 
45ft. l.w.l., 10ft. beam and under 10ft. draft. Her superiority in speed 
and general accommodation to the old 10-tonners, of 42ft. l.w.l and 7ft. 
beam, cairying the same sail area— 2,600sq. ft.— was evident from the 
first. Next year Mr. Fife came into the class with Dragon I., the first 
of the series of three yachts built for Mr. E. C. Hill, and with which he 
has led the class in every year from 1889 to 1893, and which last year, 
in her second season, was still close to the top. 
The 20-rating class, like all others, has felt the influence of modern 
ideas and has tended more and more toward the flu form, the dimen 
sions expanding and the displacement contracting; while Vreda meas- 
ured 9.5ft. depth of hold on 10ft, beam and about 9ft. 9in. draft, 
Dragon III. measures but 6.8ft. depth, with a beam of 13ft. 2in. and a 
probable draft of lift. At the same time, apart from the great draft, 
the 20 raters always have been, and still are, yachts with eood accom- 
modation, and perfectly fitted for the work that they must do in mak- 
ing the racing circuit of the British coast. The extreme type, even to 
the plate-fin, has, it is true, invaded the class during the past year, 
but with so little success as to still leave the odds in favor of the craft 
that may still be called yachts. Among these is Zinita, a 20 of 12ft. 
6in. beam, designed and built by Mr. Fife in 1893 as a "fast cruiser," 
at least with no thought of competing for first honors with Dragon 
III. and the recognized cracks of the class, but which has shown re- 
markable speed, winning 13 first and 7 other prizes to 36 starts last 
year. Her wins were mainly in the home racing on the Clyde, but she 
distinguished herself by a very creditable performance in the south in 
company with the entire 20-rating class, and proved that it was still 
possible in this class to combine speed with other desirable qualities. 
That the same will be true through the coming season we have seri- 
ous doubts; the record of the Herreshoff fin-keels Wenonah and Daco- 
tah gives good ground for the belief that;the new Niagara will sweep 
the 20-rating class, as these two have swept in succession the 2>g and 
the 10-rating classes; and an inspection of the boat shows only too 
plainly that she has small claim to the name of yacht, but must be 
classed as a"day boat, or sailing machine. 
The two 20-raters just shipped from the Herreshoff Works, Isolde, 
owned by Prince Leopold of Hohenzollern, and Niagara, owned by 
Mr. Howard.Gou'd, are of the same dimensions and to all appearances 
dentieal, in fact,.they were built from the.aame moulda, It is said 
th at the latter boat, Niagara, is somewhat shorter on the waterline, 
tt>us carrying more sail, but the difference if any is very slight. The 
"'mensions are: 
Length over all 65ft. 
Fore overhang 8ft. 
After overhang lift. 
L.w.1 45 to 46ft. 
Beam 12ft. 
Least freeboard 2ft. 9in. 
Sheer, bow 1ft. 6in. 
stern 2in. 
Depth keel to deck 5ft. 6in. 
Draft hull only 2ft. 6in. 
extreme lift. 
The above figures are, of course, not given by the designer, but are 
very closely correct, as is the accompanying sketch of the sheer plan ; 
the transverse section is only approximate, intended to show the fin 
construction, draft and the extent and nature of the accommodation 
The construction is in its way admirable; in fact, whatever our 
opinion as a yachtsman, as a canoeist we cannot" speak two highly 
of these beautifully modeled and built canoes. The model is not 
very different from the older Herreshoff fin-keels, but the lines are 
faired and fined down, the fore overhang is quite moderate in length 
and fullness of lines, and the transom is a distinct improvement on 
the older boats, being shaped with a moderate curve instead of being 
sawn off square in the usual Bristol fashion, which, as is well known, 
is anything but "ship-shape." In fact, it looks as though Mr. Herres- 
hoff's visit abroad last year had led him to abandon his habitual 
disregard of appearance and conventionality, and to attempt some- 
thing of a yacht-like finish to the stern. The rounding of the tran- 
som and the working of the oak sheerstrake into the mahogany 
transom are both evidences of a desire for improvement in this 
direction. 
The bent keel, running almost the whole length of the boat, is of 
white oak, 10x4in., the frames are all of .bent oak, sided 1%'n., 
moulded 2J4io- at heels, 2in. at bilge and lj^in. at heads; spaced 16in ; 
with oak floors 4in. deep over keel and sided l^in. The strength of 
a fin-keel boat depends mainly on the floor construction, and the floors 
themselves are numerous and well fastened, while through the middle 
half of the boat they are crossed by two stringers or keelsons of oak, 
3in. w'de and Z%\n. de^p, running directly over the edges of the fin 
flanges and taking the fin bolts. Toward each end the keel 
is stiffened by a central keelson piece, running by. and midway 
between the ends of the side keelsons, the mast step being on 
top of the forward keelson: the after one extending well aft 
into the counter. The cross floors and the system of center and 
side keelsons which top them make a very strong construction, which 
is improved by the system of trusses first introduced in Dacotah last 
year and then illustrated in the Forest and Stream. The two bilge 
stringers are 3x3^in., and above them, under the deck, but nearer to 
the center, are two stringers 3x2>gin., extending well fore and aft. 
The deck and bilge stringer on each side are connected by a system of 
struts of yellow pine, A A, each 2X2J41n., spaced about 7ft. apart, and 
by tie-rods of 5 , 6 in. Tobin bronze, running through deck and bilge 
stringer, and set up with nuts, each rod being set in a groove in the 
side of its strut. The strain of the deep fin and heavy bulb is thus 
transmitted through the two flanges, which make the broad base of 
the fin, to the cross floors and frames, and then to the two trusses 
just over the ends of the floors, and thus to the deck; the whole hull 
being in effect a built girder. 
The main clamps are of oak, 3X2J4" 1 -' the deck beams, spaced 16in., 
are moulded 2J^in., the principal ones being sided 2)^<n., the others 
l^in. The hull is strapped diagonally with Tobin bronze, 3x 3 , R in. 
over the frames aud 2xJ^in. over the deck beams. The inner plauking 
is of %in. cedar and the outer of J^in. mahoganj', the topsides being 
bright and the bottom painted a dark green. The sheerstrake is of 
one thickness of oak, about li^in. thick where it is worked to form a 
beading on the upper edge, and the planksheer is also of oak. The 
deck is of a single thickness of %iu. pine, ship lapped, and the seams 
payed with Jeffrey's marine glue. There is a low rail of oak, with no 
cap. The mast partners are lO^in. in diameter, and abreast 
of them are five chainplates, of oronze, on each side. Two of 
these on each side, the main chainplates, are backed up in a 
novel manner by straps of 2J4x%in. Tobin bronze, running as 
indicated by the lines BB from the Keel to the deck, wh«re they are 
further strengthened by chocks worked under the deck beams. For- 
ward of the mast is a bronze rod, through keel and deck. The 
metal work is, as usual, very well done, the stem being capped by a 
neatly formed casting which forms the outer gammon strap. The 
straight brass cleats are the same as on all the Bristol yachts. 
The most interesting portion of the boat is the fin construction, 
which deserves special description. The sheer plan shows the hull 
and fin very closely to scale, while the details are shown in a general 
way by the transverse section. The fin itself, instead of a simple 
plate of metal, is a complicated structure, composed of two sides and 
a top, the latter fitting close to the keel and garboards of the boat. 
The sides are each built of three plates of Tobin bronze, about %in. 
thick, with an additional piece at each end. These plates are turned 
on their upper ends into a wide flange, the whole work being beauti- 
fully executed. To these two flanges the top is riveted, the whole 
structure being 25ft. long on the upper side, joining the boat, 
12ft. 6in long on the lower edge, where the two half-bulbs 
are attached, the after horn projecting 5ft.-6in. and the forward one 
7ft. The m-per side has a strong sweep in a fore and aft direction, 
and is also curved thwartships. The lower edges of the plates come 
together, with less than J^in. between them, the liners or bulkbeads 
tapering down to that thickness. The b r eadtb across the two fHnges 
is 2ft. 2^in. at the rnildle, tapering to 5in at each end The depth 
from the upper plate to the lower edge is 7ft. 4in. at the narrowest 
point, in the middle of the fin. The plates are of course riveted on 
inside straps and there are bulkheads to stiffen the structure. 
The half bulbs of lead are each 13ft. 3in in extreme length, 2ft. 4in. 
deep on the inner face and 1ft. thick in the center, making the entire 
bulb 2ft. through. The two have a bearing of 1ft. 4in. on the fin, thus 
projecting lft. below it. They are fastened through the fin with six 
lin. Tobin bronze bolts and ten smaller bolts, and ?gin.; while 
through the lower portion beneath the fin are six more lin. and two 
t^in. bolts. Along each edge of the top are holes for %w. bolts, 
spaced ?J£in., these bolts passing through the flange, planking, floors 
and side Keelsons, where they are set up with nuts. Each bolt is num- 
bered, so as to readily replace when the fin is bolted on again at 
London. 
The rudder is of the shape shown, being 4ft. Sin. long on the top, 
4ft. lOin. on the after edge, and with lft. 7in. projecting forward of the 
stock. This stock 13 of Tobin bronze, 2in. diameter at deck and 3in. 
diameter at lower end, where it goes into the body of the rudder, the 
forging being of a T shape. To this T are riveted the two side 
plates of Tobin bronze. The boat, of course, steers with a tiller. 
The sail plan will measure about 2,600ft. by Y, R. A. rule, which 
inc udes the club topsail. The mainsail, as well as both headsails, is 
made with the cloths running at right angles to the leech. All of the 
sails were made at the works in Bristol. The mast is 45ft. 6in. 
extreme length and the boom 48ft. 9in. 
From a canoeist's standpoint the accommodation of the boats is 
perfect; in fact, leaves nothing to be desired. After living for weeks 
aboard a 14x28 canoe, sleeping and cooking on board, as we have 
often done, we should consider Niagara or Isolde an ideal craft. 
There is room in abundance, of the same sort as in other canoes, fore 
and aft room. Considering them as yachts, however, and for the 
work they are intended to perform— the one in racing at Kiel and in 
German waters, and later sailing to Cowes and racing there, and 
afterward returning to her home port; the other in making the 
round of the English, Scotch, and Irish regattas— they have everything 
to condemn and nothing to reyoinmend them, The sole justification. 
for such limited headroom, in anything claiming the name of yacht, 
would be the ability possessed by the old centerboard sloop, to sail in 
three or four feet of water and thus avoid the recognized disadvan- 
tages of great draft. When, however, these disadvantages are car- 
ried to an extreme, and with no counter advantages in the form of 
headroom, air space and general accommodation, it is time for yachts- 
men to consider seriously the gains and losses involved in the change 
of type; and whether, in comparing Niagara with say Dragon I. or 
Dragon II., they are paying more than it is worth for speed in match- 
sailing. 
The interior of these two yachts shows an extreme headroom of 5ft. 
214m. from the floor to the underside of the deck plank, but tbe floor 
itself is cut up by the two side keelsons projecting 2J-£in. above it and 
studded with the fin bolts at close intervals. This- height, too, is taken 
at the middle of the boat; the plan shows how rapidly the height de- 
creases both forward and aft. In the forecastle the nominal 4ft. of 
headroom is materially lessened by the three keelsonB which come 
together there. The forecastle is long, that is all that can be said of 
it, and there are four hammock cots for the crew, besides a small 
pantry an-i a naphtha stove. At the after end of the forecastle is a 
w.c. opposite the stove on port side. Abaft the forward bulkhead in 
the middle of the boat is the main cabin, 7ft. long, with two low but 
• fairly wide sofas, the backs turning down to make berths, and abaft 
the second bulkhead are two similar sofas and berths, the companion 
ladder coming down between them. The sunk cockpit is just abaft of 
the ladder, on each side, well under the deck, being a low wooden 
berth, which also serves as a sail bin. The run is open, a good place 
to stow mops, topsail yards or bamboo fishing poles. 
On deck there is a small square hatch forward, a skylight over the 
"main saloon," then the companionway, a cockpit about 16in. deep 
and 5ft. long, surrounded by a bent oak coaming on the deck about 
7ft. long and 5ft. across, of oval shape, and abaft this is a square 
hatch. It is stated that each yacht, which complies with the require- 
ments of the Y. R. A. as to bulkheads, will accommodate twelve men, 
and she will probably carry half of this number regularly through the 
season. 
Captain John Barr, who will sail Niagara, is quite as well known 
NIAGARIA- APPROXIMATE SECTION. 
now in this country as on his native Clyde, having spent most of 
the time here since he came out to take command of Clara in 1885; 
and having made an enviable reputation in her and other yachts. 
His best work, however, was done about the British coast in the days 
of the old 10-tonners, and his local knowledge fits him admirably for 
the task now on hand. He has had a long and varied experience in all 
sorts of craft, in fishing boats, narrow cutters, such as TJlerin and 
Clara, centerboard sloops, such as Cinderella, the big cutter Thistle 
and later in Jubilee, to which he is likely to add considerably before 
the season is over. We wish him good luck, but we are greatly mis- 
taken if he does not find many a crick in his stalwart back that was 
never there before he took to canoeing in a fin-keel 20 rater. 
The yachts which Isolde will meet at the Kiel this summer are 
summed up by the Field as follows: 
"The second class, corresponding with our 20-raters, is the most 
strongly represented, and will, from the diversity of designers and 
builders, give rise to a truly international contest. The new racer for 
the German Emporor, designed by Mr. G. L. W r atson, and building at 
the Ger mania yard at Kiel, has finished being planked and Is ex- 
pected to be afloat in the early days of May. She is to be named 
Vineta, and will be under the command of Captain Arenhold, Imperial 
and Royal Navy. At the same yard, from German designs, another 
new 20-rater is being constructed for a syndicate of members of the 
Imperial Y.C. The yaeht,which is to be christened Hertba, will be tim- 
nneered by Admiral von Diedrichs. Great things are expected of 
Baron vcn Zedwitz's new 20-rater Isolde, designed and built by Her- 
reshoff at Bristol, R I. The vessel, which belongs to the fm-cum-bulb 
type, was launched in the beginning of April, and will, as soon as com- 
pleted, be shipped to Germany on the deck of a steamer. The fourth 
new 20-rater is building from designs by Mr. W. Fife, Jr , at Stulcken's 
yard, in Hamburg, to tn - rder of Mr. Loesener. one of;the partners in 
the big shipping firm .'Robert M. Sloman. Another competitor in 
the same class is Co rDouglnss's centerboard Ellen, designed by Mr. 
G. L. Watson, ana launched toward the close of last season from 
Adams's yard at Gourock. As there seems a likelihood of Deirdrfi and 
one or two others of the British-owned twenties being sent to Kiel, 
this class will undoubtedly prove the most interesting feature of the 
regatta." 
So par as is known, the new challenger will be about a foot wider 
than the defender, and about as deep draft, probably with a smaller 
sail area. Both will resemble Valkyrie II. very closely in sheer plan, 
and both will be hollowed to an extreme degree in the floors, bringing 
them practically into the category of fin-keels, though the fins are not 
plates, but of the usual composite or metal construction. 
The most important news of the week comes from Boston, and is 
to the effect that Gen. Paine has at the last moment determined to 
alter Jubilee and race her. The yacht will be launched this week at 
Quincy Point and taken to the Atlantic Works, East Boston, where a. 
new bow will be put on her, increasing the waterline to about 90£t, 
b§ will, of courge, be giwiy flgfjed mi Im fJrttt.ciagg. Roaiitteiii 
