AprIi, I. 1S99.I 
286 
The decks, coanhing and joiner work are flow rtiosi com- 
monly made of oak, lanished in the natural wood. Wlieii 
oak is used and finished natural, great care must be taken 
not to allow it to get weather stained, as it is almost im- 
possible to reclaim it. White pine makes, without doubt, 
the best deck, but care must be taken not to mar or walk 
on it with shoes having nails, as it is easily dented, and 
on light work can not, of course, be planed or scraped very 
often. Pine, both white and yellow, make ver,v nice wains- 
coting, seats, etc. Cypress is also used for inside work 
and finishes very handsomely, it is, however, necessary 
to paint and varnish it inside and out when being put up, 
otherwise it is affected by dampness to such an extent 
that it will slirink and swell to excess and cause trouble. 
It is an excellent plan to allow the sternpost to project 
above the deck to form a good towing post, also to have 
one in the bow, as a line can be made more secure, and it 
can be done quicker than on a cleat, especially if the cleat 
is not very large. Either towing cleats or post should 
be as far forward of the rudder as possible in order to 
have the boat steer properly. ^ 
When possible have a shoe of oak from 5/^ to J'sin. 
planed on the under side of your keel, and when same is 
put on, let there be two thick coats of paint put be- 
tween. This shoe will protect your keel from injury and 
prevent it from being eaten by worms. Should the shoe 
become worn or eaten, it is but a small matter to re- 
new, whereas, it is a very expensive one to put a new 
keel in. There should be a good stem band of brass 
fastened with brass screws. 
Rudders. — The skeg and rudder should also be of brass 
with a suitable stuffing box for the rudder post. Rud- 
ders are made in many different forms of construction, 
but that most in vogue consists of a post with arm at right 
angles, to each side of which is riveted a thin sheet of 
metal, the two sheets then being riveted together around 
the edge. The best form, we think, consists of a smgle 
plate of metal with a heel and rudder post, into which the 
plate is slotted. This makes a strong and easily repaired 
rudder, and has the advantage that it can be patched at 
any place or time. The fittings or hardware even to the 
smallest nail should be either of brass, copper or gal- 
vani2ed iron. We incline toward brass for all deck fit- 
tings, as with galvanized iron, as soon as the surface is 
worn off. there remains, of course, nothing but the raw- 
iron, which rusts and looks badly ; not only that, but brass 
can be kept bright and adds materially to the looks. 
There should be a pair of bevel chocks on the bow and a 
pair of either straight or bevel on the stern. Both bow 
and stern should be provided with a good sized cleat and a 
flag pole socket. Care should be taken to have the chocks 
and cleats of ample size and strongly fastened. 
Most all launches are provided with a suitable steering 
wheel, which, we are sorry to say, the majority of launch 
owners pay more attention to and think more of than they 
do the propeller wheel. Be sure that the tiller of the 
rudder is so placed that in case of accident to the steer- 
ing wheel or its gearing, that the boat can be controlled by 
the tiller. Never go out without a good pair of oars, as 
there is no telling when you may meet with a break 
down, and when this occurs in a small launch m a heavy 
sea on a lee shore, it is a serious business. 
Anchors.— Anchors are the only msurance a small boat 
owner has, and it behooves every owner to have two good 
ones, one medium and one heavy weight, both to be pro- 
vided with ample cable. A spare anchor and cable can be 
stored under the flooring, they take up no room, and 
do not cost much, but may at any time be the means of 
saving your boat. Let me caution you against the uni- 
versal mistake of not giving your anchor sufficient cable. 
It must be borne in mind that it is next to impossible for 
an anchor to hold if hove up short, especially until it has 
worked itself down into the bottom. If plenty of cable 
is paid out when the boat swings or rides up her anchor 
it will only turn the anchor without tnppmg it, whereas 
if the cable is short the anchor will trip or turn over. 
[to be continued.] 
Work at Bristol 
WiTir the arrival of botll nickel steel and Tobin bronze 
plates at Bristol, five weeks ago, came apparently the 
end, so far as the material for the plating of the new 
cup defender was concerned, of what C. Oliver ise.m 
facetiously called the "guessing contest into whica 
he and the Herreshoffs had lured the newspaper men. 
Everything pointed to bronze platmg below the 
waterline and nickel steel above, but the progress of 
work on the boat for the past week has shown that 
tobin bronze will be used clear to the rail. 
The bronze plates are being put on the boat as fast as 
the workmen can get them there, while the steel plates 
are going into the bulkheads, floors, deck strapping aan 
deck stringers of the boat, and into her steel spars. Mr. 
Iselin has scored a point, but the correct information is 
out at last and with the launching of the boat from her 
locked and guarded shop still two months away. 
Stdl it is only fair to Mr. Iselin to say that he never 
expected the "guessing contest" could be kept up 
until launching time, but was only anxious that 
it be made as long as possible. Whether or not 
the cat is out of the bag earlier or later than he ex- 
pected, he alone knows, but undoubtedly he has had 
many a quiet laugh over the guesses. 
In the meantime the boat is steadily growing under the 
hands of skilled workmen, and at the same time is show- 
ing that something more than "guessing" has been done 
in giving previous information about her. She is in every 
important respect, except that of topside plating, the 
boat that was detailed in The Globe four weeks ago. 
The construction shows a few differences in minor de - 
tails, but the model, general dimensions and scheme of 
Gonstru?;tion- as then given have been confirmed from 
reliable sources' of information. 
The over all length of the boat was then given as aboin 
130 ft. This was before a single frame had been put in 
place, and wa-r hased on the knowledge that 77 frames, 
spaced 2oin. on centers, would go into the boat. The 
construction is noAV so far along as to show that th.- 
boat's structure goes about 3ft. forward of frame i, an-i 
about 2ft. aft of frame 77, giving very close to i3Tf^. 
over all, or just 7ft. longer than Defender. Her beam 
is just over 24ft., as then stated, or a feet more than 
Defender's and her draft close to 20ft., with the probabili- 
ties of something less rather than over that figure. 
Her sail plan is still largely a matter of conjecturo, m 
spite of confident assertions as to leiigth of spars, et:. 
It can safely be said that no one not in her builder's con- 
fidence knows her exact sail plan, or just where the addi- 
tions will be made to give her the greater sail area than 
Defender that is assured. The sail area will assuredly be 
materially larger than Defender's, and all indication^ 
point to an extension upward rather than on the base line. 
Such an extension would be in line with the model of the 
boat, for she is evidently designed to heel well out when 
sailing, as is shown by the "tumble home" of the top 
sides to save dragging the lee rail and deck through th" 
water. 
This "tumble home" is not in itself a very pronounced 
one, but is quite marked as against the straight side of 
Defender or the flaring .side of Vigilant. With it the boat 
will be more ea.sily driven at a great angle of heel, while 
at the same time she will not throw quite so high a side 
out to windward as with straight topsides. 
The yachtsmen who have been privileged to look at 
her are enthusiastic in praise of her model and expected 
speed. 
In the big shed of the Boston Spar Company, on Con- 
dor street. East Boston, is the longest and handsomest 
stick of Oregon pine that it has ever been the writer's 
good fortune to see. Its beautj' as a spar would alone 
make it well worth seeing, but when is added the facl 
that it is to be used in the new cup defender building by 
the Herreshoffs at Bristol in case her steel mast does not 
prove all that is expected, the combinatipli is sintfJly ir- 
resistible as an interesting one. 
Manager William E. Bailey of the company, at the re- 
quest of the Herreshoft's, refrains from_ telling visitors the 
length of the spar, or its other dimensions, but he makes 
no attempt to conceal hi.s pride in its beauty, nor couhI 
he be blamed for such a feelin.g. The great length and 
thickness of the spar, its wonderfully straight grain and 
whiteness, and its surprising freedom from knots, checks 
and sap or pitch streaks, together with the excellent job 
of work done in fashioning it from the rough stick, make 
it not only a subject of just pride to the company fur- 
nishing it, but also to every one interested in the boat for 
which it is intended. 
The spar is finished from the bottom to within about 
25ft, of the top. Here the head has simply been roughe i 
out, and the finishing and fitting of the hounds, caps and 
other iron work will be done in the Herreshoff works at 
Bristol. This absence of finish at the head gives op- 
portunity for another "guessing contest" as to the leng'li 
of the spar when finished and ready to he put in place. 
The extreme dimensions can he told, bilt not the amoiml 
that Herreshoff workmen will cut away in the finishing. 
The length of the spar is very close to 107ft. As- 
"roughed out" for a 20-foot masthead there is a possibil • 
ity of a finished measurement of Soft, from deck to 
hounds, or 8ft. more than shown in the old Defender's 
mast. Probably the finished spar will show^ something 
less than that, but the length of the spar in itself confirms 
the increased sail plan for the new boat over Defender 
that has been indicated from her model and the increased 
weight of her lead keel. 
Between 23 and 24ins. is near enough to the diameter 
of the spar for any one who is not concerned in making 
the fittings for it. The spar has been made with the butt 
end of the original stick uppermost — that is, the head of 
the mast has been worked out of the lower end of the 
tree, thus giving the greatest strength at the upper end of 
the spar, where there is the greatest strain. Thi.-^ has also 
permitted the working of the cheek pieces to siipport the 
hounds out of the solid stick, so that no bolting on 01 
extra pieces is required. 
Making the mast to stand the opposite way from the 
original tree also brings the few knots that shoAV doAvn 
close to the foot, and it is doubtful if any of them can be 
seen above the deck if ever the mast is put in place. Tlie 
stick has been drying out in the shop since last fall, when 
the order for it was first placed, and it is in fine shap". 
It has been smoothed to within a few feet of the head a ad 
well rubbed with lard and yellow ochre to keep it from 
checking. 
It is a noble spar, and it seems a pity that it is only 
being made to play second fiddle to a steel one. Yet itj. 
chance may come, since the steel mast is an experiment 
whose success the very making of a wooden mast shows 
a possible doubt. 
The Herreshoffs have also ordered from the spar 
company for the new boat, two bowsprits, two top- 
masts, two spinaker poles and two complete sets of 
club topsail poles for topsails of different sizes. Topmast 
and bowsprits are of Oregon pine and the other spars a>e 
of spruce. All are fine-looking sticks and splendidH* 
worked out and finished. No booms or gaffs have been 
ordered, showing that full reliance is to be placed in the 
steel boom and gaff now building at Bristol. The use i)f 
these spars in the Defender has undoubtedly proved thai 
they can safely be depended upon. 
Mr. Bailey has furnished the spars for Defender, Vigi- 
lant, Colonia, Navahoe and many other Herreshoff boats. 
He expects to ship the new boat's spars to Bristol within 
ten days. — Boston Globe. 
The Seawanhaka" Cup. 
Com. James Ross, Royal St. Lawrence Y. C, has 
ordered a new 20-footer, of course, designed by Tvlr. Dng- 
gan, for the defense of the Seawanhaka cup. The two 
twenties of last year. Speculator and Strathcona, are 
still available for the trial races, with Glencairn II., but 
there is comparatively little interest in the class this year, 
and probably but one new boat, as above, will be built. 
A syndicate of the Biidgeport Y. C, headed by Mr. T. 
1:1, Macdonald, has ordered a design for a 20-footer from 
B. B. Crowinshield, a centerboard boat about 33ft. over 
all, 8ft. beam and 17ft, 6in. l.w.l., similar to Duchess, the 
2i-footer. 
It is reported that the fin-keel Vanenna, of Chicago, built 
at the same time as Vencedor. will be sent to New York 
by her owner, W. R. Crawford, and raced on Long Island 
Sound. 
Neaera, schr., has been purchased by Thos. A. Mc- 
Intyre from the estate of thp late F. W. Lockwood. 
The Canada Cup. 
The contest for the Canada cup promises the most in- 
teresting series of raees ever yet sailed on the Great 
Lakes. Prior to the final races for the cup itself, to be 
sailed off Toronto in August, there will be two series of 
trial races, one at Toronto for the selection of the de- 
fender, and one at Chicago for the selection of the repre- 
sentative of the Chicago Y. C, the challengei. 
Of the yachts now budding for the defense of the cup 
the most interesting is naturally the one designed by Mr. 
G. H. Duggan, of the Royal St. Lawrence Y. C, of 
Montreal designer of Glencairn I., Glencairn II., Sothis, 
Speculator and Dominion. This yacht, now building by 
Harry Hodson, at Toronto, is for a syndicate of R. C. 
Y. C. yachtsmen, headed by Mr. Geo. P. Reid, of Toronto. 
She will be handled by a Corinthian crew, under the direc- 
tion of Mr. Wilton Morse, who will steer her. It is very 
natural that Canadian yachtsmen should have a good deal 
of faith in Mr, Duggan, and they are anxious to see him 
.succeed in a larger type of yacht than the 20 and 15- 
footers. Contrary to the general opinion, Mr. Duggan's 
experience prior to his successes in the 15ft. class was 
not in very small craft, but in yachts of about 25 to 28ft. 
racing length. In the present contest he goes up into a 
still larger class. It is positively stated that in deference 
to the wishes of the owners he has designed a centerboard 
craft; the question now is, how closely she resembles his 
famous 15 and 20-footers. It is reported that Com. 
Jarvis, R. C. Y. C, has ordered a design from Arthur 
E. Payne, of Southampton, designer of Decima, Penitent 
and many other noted yachts, and will build at Toronto. 
The Hamilton yachtsmen have three yachts under way, 
with the possibility of a fourth. One is for a S3mdicate 
of the Victoria Y. C., headed by Harry Kuntz, the boat 
being designed by W. Burnside, who has been associated 
with various fast 27-footers of the fin type. Another, al- 
ready dubbed a "freak," though little is known about 
her, is building by the Johnson Bros., under the direction 
of J. H. Fearnside, of the Royal Hamilton Y. C. The 
third is being built on speculation by James Weir. There 
was some talk of a new yacht at Kingston, but nothing 
has come of it ; Com. Strange, of the Kingston Y. C, will 
remodel his Norma for the trial races. 
Thus far the proposed contestants in the trial races of 
the Chicago Y. C. number four. One of these is building 
at Muncie, Ind., for what is known as the Whitely syndi- 
cate. Another, for Mr. George R. Peare, of Chicago, is 
building by A. G. Cuthbert, at South Chicago. Another 
syndicate, headed by Com. F. W. Morgan, Chicago Y. C, 
is aLso building. 
The Rochester Y. C. has organized a syndicate in the 
form of a stock company, with the following officers ; 
Pres., Chas. Van Voorhis; Vice-Pres., T. B. Pritchard; 
Sec'y, J. E. Burroughs; Treas., F. E. Woodworth; Direc- 
tors, Jas. S. Watson, Hiram W. Sibley, Alfred G. Wright, 
Fernando E. Rogers, Frank E. Woodworth, Arthur T. 
Hagen. T. B. Pritchard, Col. J. S. Graham, Chas. Van 
Voorhis. The yacht is now under construction at the 
shops of C, C. Hanley, Quincy, Mass. She will be of 
the centerboard type, in which Mr. Hanley has been so 
successful in Meemer, Ashumet, Acushla, etc. A crew 
from Rochester will take her to the lakes some time in 
May. 
It is reported that the centerboard cutter Valiant, owned 
by Com. E. C. Berriman, and designed and built by F. 
W. Martin, in 1893, Avill be rebuilt to fit the new rule 
and class, her centerboard being removed and her iron 
keel replaced by lead, the ends extended and the sail 
plan remodelled. 
Long: Island Sound Y. R. A. 
The spring meeting of the Yacht Racing Association 
of Long Island Sound was held on March 24 at the 
Hotel Manhattan, New York, Mr. C. T. Pierce presiding. 
The following delegates were present: Park City, R. S. 
Bassett; Riverside, Edwin Binney and C. T. Pierce; 
Huntington, li. H. Gordon; Indian Harbor, Lee C. 
Hart and F. B. Jones; Huguenot, E. Burton Hart, Jr.. 
and Harry Ward; Hempstead Harbor, Ward Dickson; 
Corinthian, of Stamford, Mansfield Toms; Norwalk. Dr. 
C. B. Keeler; Horseshoe Harbor, Frank E. Towle, Jr.; 
Douglaston, E. M. McLellan; Harlem, W. A. Towm-r 
and P. C. Sullivan; Sachem's Head, E. C. Seward; Sea- 
wanhaka, Cor. Johnston de Forest and C. H. Crane; 
American, H. de F. Parsons, and Knickerbocker, O. H. 
Chellborg and Harry Stevenson. 
The following schedule of dates for the season are 
announced :— 
Saturday, May 20 — Huguenot special. 
Saturday, May 27 — New Rochelle special. 
Tuesday, May 30 — Harlem annual. 
Tuesday, May 30 — Indian Harbor special. 
Saturday, June 3 — Knickerbocker annual. 
Saturday, June 10— Douglaston annual. 
Saturday, June 24— Seawanhaka annual. 
Saturday, July i — New Rochelle annual. 
Monday, July 3 — Stamford annual. 
Wednesday, July 5 — American annual. 
Thursday, July 6 — Indian Harbor annual. 
Friday, July 7 — Sea Cliff annual. 
Saturday, July 8 — Riverside annual. 
Monday, July 10— Seawanhaka trials. 
Tuesday, July 11 — Seawanhaka trials. 
Wednesday, July 12— Seawanhaka trials. 
Saturday, July 29 — Indian Harbor annual. 
Saturday, August 5 — Hempstead Harbor annual. 
Saturday, August 12 — Hors,eshoe Harbor annual. 
Saturday, August 19 — Huguenot annual. 
Saturday, August 26 — Huntington annual. 
Saturday, August 26 — Douglaston special. 
Saturday, September 2- — Indian Harbor special. 
Monday, September 4 — Norwalk annual 
Monday, September 4 — Sachem's Head annual. 
Saturday, September 9 — Seawanhaka fall regretta. 
Saturday, September 16— -American fall regatta. 
Messrs. F. B, Jones, C. H. Crane and Ward Dickson 
were appointed a committee to nominate an Executive 
Committee for the coming year, which they did as fol- 
lows, the ticket being unanimously elected : Charles T. 
Pierce. Riverside; C. H. Crane, Seawanhaka. Cor. F. B. 
Jones, Indian Harbor; E. M. McLellan, Douglaston; F. 
I 
