l^OV. 2, I9OI.J 
for his uncle, Vice-Com. Walter Burgess, of the Boston 
y. C. Besides these, he has an iSft. cruiser of 9ft. beam 
and i6in. draft, which, it is thought, may develop some 
speed. John B. KilleBn. 
The Three-Masted Cruising 
Schooner Shenandoah, 
Work on the three-masted topsail schooner yacht build- 
ing for Mr. Gibson Fahnestock at the yard of the Town- 
send & Downey Shipbuilding Co., at Shooter's Island, 
vS. I., is well under way, and the j'acht is now nearly 
plated. 
Shenandoah, for that is what the yacht is to be named, 
was designed by Mr. Theodore E. Ferris, who is Super- 
intendent of Construction for the builders. She is 135ft. 
long over all, looft. on the waterline, 27ft. beam and 
id raws 14ft. The yacht resembles in many ways the craft 
aiow building at the same yard for the German Emperor. 
In design the yacht shows that she is intended solely for 
cruising, and has no abnormal features in her make up. 
The midship section is easy and well-turned, with full 
garboards. The bow sections are easy, being just full 
enough to prevent diving and taking solid water on 
board. The yacht has a raised quarter deck, an arrange- 
ment similar to that on Mr. Tod's schooner Thistle. All 
the deck fittings are of teak and are designed to stand 
heavy strains. Six boats will be carried, also two life- 
boats, two gigs, a cutter and a launch. 
The rig is a novel one, and in a way is an experiment 
By putting in a third mast the size and weight of spars 
all through were reduced greatly, permitting the yacht 
being put under shortened canvass in much less time and 
with fewer men than if she were rigged as a two-master. 
Shenandoah is ver}^ roomy below deck, and her cabins 
are laid out to the best possible advantage. The main 
saloon is isft. long and extends the width of the boat. 
This room is fitted with an organ and a fireplace, in addi- 
tion to the usual furniture. The main cabin occupies the 
, central part of the vessel; aft of that department come 
two staterooms, each loft. by 12ft. These rooms are 
furnished with double beds, bureaus, hanging closets, 
wash basins, sofas, etc. On the starboard side opposite 
is another stateroom and a bath room. Next aft on this 
side is the owner's bath room ; adjoining is the owner's 
•stateroom, which is 11 ft. by 25ft. Aft of the owner's 
Toom on the starboard side is the sailing master's room, 
and opposite is the chart room. The main companion- 
way leads from the passage running aft from the saloon 
to a small deck house, which will be used as a sort of an 
observatory by the owner and his guests in bad weather. 
The boat is decorated in the Colonial style — all the trim, 
base boards, wainscoting and paneling being of white 
pine, finished an enamel cream-white, while all doors are 
of mahogany. This scheme of decoration gives a light 
and airy appearance to the cabins. 
Forward of the saloon are the pantry and galley, and 
still further forward come the officers' quarters and the 
mess room. A large forecastle is in the extreme forward 
part of the boat. 
Shenandoah will be launched in December, and will 
be finished and ready to turn over to her owaer early in 
January. The yacht will be taken by her owner to the 
West Indies first, and later to the Mediterranean. 
A Comment on Yacht Measure- 
ment on Great Lakes. 
Editor Forest and Stream: 
The current number (Oct. ig) of the Forest and 
Stream contains a virtual confession of the failure of the 
measurement rules of the Yacht Racing Union of the 
Great Lakes to secure or encourage the building of a 
'satisfactory tj'pe of yacht in the action taken of instruct- 
: nig- the Construction Committee to frame a rule to secure 
r gr<gster living space on board yachts. 
rjtijt considering this question, the right of every yacht 
( owner to a liberty of choice or of individual action should 
■ not 'be infringed by arbitrary requirements which would 
I make -a yacht unsuited to his purpose. On the other 
hand, the general principle should be recognized that, to 
;have good racing it sliould be impossible, by any sacrifice 
(of seaworthy qualities, room or strength, to obtain an ad- 
vantage over competitors that is not in some way cora- 
jPQnsjited for. 
illhe general principle to be followed, as ahs often been 
•^t-ated, is to encourage the building and racing of fast, 
seaworthy, strong yachts, which purpose will be secured 
tif t'he yachts have moderate sail areas, good displacement, 
reasonable draft and moderate ratio of ballast to dis- 
placement. 
This will, I" believe, be admitted by the thinking yachts- 
man as broadly true ; there is, however, one feature of 
design concerning which there is likely to be a question 
raised, and that is unrestricted OA^erhangs, whereby a 
vessel of full ends can increase her length and decrease 
her beam when heeled to her usual sailing angle. I would 
suggest that this case is one that, with our present 
rules, enables a yacht owner to get an advantage without 
paying for it if he wants a racing machine. 
It can only be met bj"- abandoning the length feature 
-measured when the yacht is on an even keel and sub- 
stituting in its place the measurement of the yacht when 
heeled to the usual sailing angle. To frame a rule which 
will meet the conditions existing to-day is extremely 
simple if considered broadly ; the difficulty arises when we 
;attempt the impossible. Some years since I suggested 
.through your columns a rule which meets every condition, 
■and I submit it again, hoping it may provoke intelligent 
(discussion. 
In each class fix the following features : 
Sail Area— -Not more than a certain nimiber of square 
feet of actual area. 
Length — Not more than a certain length on the L.W.L. 
when the yacht is heeled to her usual sailing angle. 
Draft — Not more than a certain amount; centerboards 
fiot weighted may drop below this limit. 
Displacement — Not less than a certain number of 
poimds. 
Ballast — ^A certain percentage of tlie displacement. 
As a concrete example, take the 35ft. class ; 
Sail area, i,6od sq. ft. 
Length, 36ft. 
Draft, 7ft. 
Displacement, i8,ooolbs. 
Ballast, 6,ooolbs., or 33 1-3 tier cent. 
These dimensions leave the designer absolutely free to 
produce any form of hull he desires; the yacht will be as 
speedy as any yacht at present ih the class when carrying 
the same sail area and displateiileht, and might easily be 
faster. She would have excelletit accommodations even if 
a fin-keel with low truilk, but little advantage 
would be gained if the Owner made her flush 
deck. The construction cotild be substantial and 
a full cruising outfit carried. In general terms, 
the only advantage one yacht could have over an- 
other would be that due to superiority of form or rig, the 
two things vachting is presumed to foster. 
The skill of the designer would be shown in these two 
points; of the owner and sailor in the use he made of 
them. 
It would be easy to fill your columns with arguments 
showing that this rule is being approximated more nearly 
to each year; that it contains every good feature of any 
present rule, with none of their bad features; that it is 
impossible to "beat" it except through false swearing, and 
then only for a short time : that the measurement can be 
more easily obtained than for any present rule; that it can 
be modified to meet any desired feature; that it gives 
practically equal opportunities to own winning yachts to 
the man of moderate means and to the inillionaire, and 
finally to show the complete failure of all of the present 
rules to secure the building and racing of decent yachts in 
full classes. Geo. Hill. 
Oct. 22. . 
N. Y, Y. C* Fifth General Meeting* 
The fifth general meeting of the New York Y. C. was 
held at the club house on Forty-fourth street on Thurs- 
day evening, Oct. 24. The Challenge Committee made 
its official report on the result of the recent races. Ex- 
Com. S. Nicholson Kane offered the following resolution: 
"The New York Y. C. is again called upon to express 
to Com. J. Pierpont Morgan its grateful appreciation of 
his continued interest in the club. For several years its 
honored head, Mr. Morgan, has, by his sportsmanlike 
spirit and his many lovable qualities, won the esteem and 
the affection of his fellow members. 
"In 1898 he presented to the club the land upon which 
the present club house is erected. In 1899 he built Co- 
lumbia, equipped and maintained Defender, and with the 
former successfully defended the America's Cup. In the 
present year he again placed Columbia at the disposition 
of the club, and that vessel being selected to represent 
the club in the race with Shamrock II., for the second 
time added a victory to the long list of successful con- 
tests for the prized trophy." 
It was resolved that the Secretary be instructed to 
transmit to Mr. Morgan a copy of this resolution, suit- 
ably engrossed. 
On the motion of Mr. W. B. Duncan, Jr., the club 
thanked Com. E. D. Morgan for his services as manager 
of Cohimbia in the races against Shamrock II. 
The thanks of the club were also voted to Vice-Com. 
August Belmont, Col. Oliver H. Payne, Mr. Henry Wal- 
ters, Mr. Frederick G. Bourne and Mr. James Stillman 
for building and maintaining Constitution to aid in the 
defense of the America's Cup. Mr. W. B. Duncan, Jr., 
was thanked for his services in managing Constitution 
during the past season. 
It was resolved that a committee of three be appointed 
by the Commodore to procure suitable pieces of silver to 
be presented by the club to Com. J. Pierpont Morgan, 
Com. E. D. Morgan and Mr. W. B. Duncan, Jr.,_ with 
suitable inscriptions, as tokens of esteem and affectionate 
regard of their fellow members. 
A resolution was also passed expressing the apprecia- 
tion by the club of the long and faithful services of 
Treas. F. J. W. Hurst, who is about to relinquish his 
oiBce after an uninterrupted term of fifteen .years. 
On the motion of the Secretary a committee was ap- 
pointed on art and trophies. This committee is J. V. S. 
Oddie, Thomas B. Clarke and George A. Freeman. 
This committee to nominate officers for the coming 
year were elected: E. M. Brown, E. D. Morgan, L. 
Seymour Husted, Jr., Henry Walters, Henry S. Red- 
mond, F. W. J. Hurst, C. Oliver Iselin, Charles T. Min- 
ton, J. Searle Barclay and Robert Bacon. 
These were elected members : Tames W. S. Clelland. 
William J. Rose, Lieut. J. P. J. Ryan, U. S. N. ; Lieut. 
Olaf H. Rask, U. S. M. C; Charles N. Welsh, Major C. 
H. Lauchheimer, U. S. M. C. ; Samuel Henry Vander- 
grift, F. W. Brown, Gibson Fahnestock, George Isham 
Scott, Paul J. Rainey, Lieut. A. Shives Williams, U. S. 
M. C. ; Clarence Whitman, Assistant Paymaster J. W. 
Morse, U. S. N. ; Lewis Iselin, Ira D. Warren, ■^'"idleton 
S. Burrill, Hugh M. Inman, Nathan M. Flowt i, Edward 
Patterson, Ensign Edgar B. Lorimer, U. S. N.; Andrew 
B. Graves, George D. Cross, Robert Moore, Charles B. 
Alexander, George M. Jacocks, Lyman E. Warren and 
Surgeon Clement Biddle, U. S. N. 
Mrs. Emma F. Banigan was elected a flag member. 
The schooner Indra, a photograph of which appears in 
this issue, was designed by Mr. Fred D. Lawley, and built 
by the Geo. Lawley & Son Corp. in 1900 for Mr. John M. 
Richmond, of Providence, R. I. Indra is 7i.Sft. over all, 
45, 8ft. on the waterline, iSft. beam and loft. draft. 
YACHTING NEWS NOTES, 
John M. Sawyer, well known as a maker of yacht sails, 
died at Huntington, L. I., on Oct. 19. Mr. Sawyer was 
sixty-eight years old, and it was his interest in^yachting 
during his early life that led him to take up sail-making 
as a business. 
^ J% 1^ 
The 177ft. steam' yacht Revolution is nearing comple- 
tion at the plant of the Gas Engine and Power Co. and 
Seabury & Co., Morris Heights. The yacht will be pro- 
pelled by Curtis' steam turbines, and her boilers are of 
the Seabury safety water tube pattern. It is stated that 
she is to have a sjleed of at least twenty knots. Consider- 
ing the large amount of space taken up by the engines, the 
boat has considerable cabin accommodation. The dining 
room is in the forward deck house, and the after deck 
house will be used as a living room. The main saloon, 
owner's and guests' staterooms are on the lower deck and 
are large and roomy. 
1^ 
The success of the steamer King Edward, which is 
fitted with a turbine engine, has attracted the attention 
of yachtsmen, and two yachts have now been ordered 
which are to have turbines as the propelling agent. One 
of these is for A. L. Barber, of this city, and the other 
is for Sir Christopher Furness, and is to be built by Alex- 
ander Stephen & Sons, of Glasgow. This yacht is to be 
between 700 and 800 tons, and her accommodations, fit- 
tings and appointments will all be of the very highest 
class. The steamer King Edward in her season's work 
on the Firth of Clyde showed that she could easily get up 
and maintain a .speed of twenty knots on a coal consump- 
tion of about 25 per cent, less than would have been re- 
quired by a paddle-wheeled vessel driven by the older- 
fashioned style of machinery. 
^ 1^ 1^ 
Messrs. Huntington & Seaman have sold, through their 
agency, to Mr. Conrad Stein, of this city, for Mr. De Ver 
li. Warner, of Bridgeport, Conn., the yawl Genevieve. 
She was designed by B. B. Crowninshield, built by How- 
land, Monument Beach, Mass., July, 1901. She is 6ift. 
Sin. over all, 39ft. waterline, 14ft. beam and 8ft. draft. 
Small Yacht Construction and 
Rigging. 
BY UNTON HOPE. 
Part II, — Chapter I. — Rigging (Continoed)t 
Rope^ Blocks, Etc.* and Fitting Rigging. 
The blocks chiefly used in this country for yacht work are of 
ash, with internal strops, or bindings, of steel or gim metal. These 
are suitable for manila, cotton or hemp running gear; but not for 
wire rope. For this purpose sheet metal blocks with large, flat 
sheeves are the best; these sheet metal blocks are stronger and 
lighter than the wood blocks, but are a trifle more costly. Blocks 
of this sort, similar to the illustration, are also suitable for any 
kind of rope, and if the edges of the shell are slightly turned out- 
ward, so as to avoid sharp angles, they will not wear the rope, as 
the American bronze blocks do. These latter are very neat and 
well finished, but are heavier than a sheet metal block of the same 
strength and size, and are much mor^ expensive. 
All good blocks should be fitted with patent roller sheeves; 
this is especially important for halliards and sheets, or for any 
heavy work, as these sheeves reduce the labor to a very consider- 
able extent. 
Where internal-stopped blocks are unsuitable, as for topsail 
sheet, throat and peak halliard purchases, etc., ash blocks, with a 
score for a rope-strop should be used, and before stropping, the 
end of the rope should be sewed where it passes around the block. 
If a rope-strop is required, for any purpose, where the block is 
not spliced directly into the end of a rope, such strops should 
always be grommets of steel wire rope, well varnished, parceled 
and served, or leathered. 
When fitting out a yacht or boat, all the blocks should have the 
pins withdrawn and greased; and if a wood block, a little black 
lead may be rubbed inside the sheeve holes in the shell. 
The leading blocks for the main sheet should have swivels in the 
strop, so as to turn freely in any direction. 
Never use the small cast-iron 'blocks so often seen on badly 
fitted boats; they cut the rope and run very badly; also avoid 
elm or beech blocks, as they are not of good color, to start with, 
and do not clean up well when dirty. 
Always choose blocks fully large enough for the rope to be 
used; nothing is so unseamanlike or so liable to lead to bad acci- 
dents as small blocks and big rope. The rope, when rove through 
the block, should have a clearance in the sheeve hole of at least 
one-fourth of its diameter, when dry— that is to say, a rope of \iin. 
diameter should have 5-16in. sheeve holes in the block. Do not 
forget, when arranging the blocks for a purchase, that the hauling 
part should, if possible, be from the traveling block, and not from 
the standing block. Thus, if two single blocks are used, and the 
hauling part is from the fixed block, then the power is only 
doubled; but if the hauling part is from the traveling block the 
power is trebled (minus the friction of the blocks, etc.). 
The rigging of No. 1 boat will be fitted as follows, and will be 
suitable for any small boat if the sizes oj the rope and blocks, etc., 
are kept in proportion. 
Standing Rigging.— One plow-steel shroud a side and a forestay, 
each with separate eyes over masthead resting on hounds and 
bolsters, with a manila grommet under the eyes of the rigging. 
All of these may be set up either with rigging screws, steel wire 
or hemp lanyards. All eyes, etc., should be well varnished and 
served with yacht marline. 
The method of fitting the roller wire will be described in the 
chapter on roller headsails and reef gears. 
Running Rigging.— The main halliard will be a flexible steel 
wire rope runnmg through a sheet-metal block at the hounds. 
One end is shackled to the jaws of the gaff, and the other end has a 
single wood rope-strop block spliced into it. Through this block 
is rove a manila whip, with the standing part fast to the mast 
thwart; or. if more purchase is d&sired. this end can be rove 
through a cheek sheeve at the heel of the mast, and lead forward 
to a purchase under the deck, consisting of a pair of 2in. single 
blocks, one of which may be shackled to an eye in the keel. 
The peak halliard is a single part of manila, rove through a 
single wood rope-strop block at the mast head, and shackled on to 
the wire span on the gaff. The peak halliard block should be 
stropped with a thimble, in which is another thimble stropped 
around the masthead, so as to allow free play in all directions to 
the block. The strop around the mast should be placed under the 
eye of the forestay, or it may be pulled off the masthead by the 
sail if it is at all loose. 
The topping lifts are shackled to the revolving plate on the 
boom end, and are all one piece of rope, being rove through a 
pair of cheek sheeves on the masthead, so as to leave a bight on 
the fore side of the mast. A single block is seized in the center 
of this bight, and a whip is rove through it. A light span is at- 
tached to each topping lift, so as to hang loose under the boom at 
about its center, the use of this being to catch the sail when low- 
ered. Two or more of these spans may be used if desired. 
The main sheet is double-ended— that is to say, it can be hauled 
on either or both ends. The chief advantage of this form of sheet 
is that when one end only is hauled on, the whole of the pur- 
chase of four single blocks is used ; but if it is to be got in 
quickly, as in a gj'be, then if both ends are hauled in at once there 
is only half the purchase and twice the speed. The two blocks 
shackled to the boom are fast to the claw ring and t© the re- 
volving plate on the boom end, and one of the three bloclcs on 
deck is on a horse, being stropped to a round thimble traveling 
on it, while the other two are stropped . in a similar manner to 
eye-bolts on the deck. 
These eye-bolts should always be in a line drawn from the cen- 
ter of the mast through the ends of the horse. 
These sketches show various methods of reeving main sheets 
in small raters. 
The fore, tack (if a roller foresail is used, as shown on both sail 
plans) -is "a single wire, rove through a gun-metal fair-lead or 
bullseye on the deck close to the sternhead, its outer end having 
an eye spliced in it, and the wire being passed around the fore 
end of the lower boom and throtigh this eye, then aft through the 
bullseye, and having a single block spliced in the after end, care 
being taken that the wire is long enough to allow the boom to be 
squared right off when the foresail is used as a spinnaker. A 
manila whip is rove through the block with the standing part fast 
to an eye-bolt or deck plate, except in the case of very small boats 
and canoes, where the tack is merely a single part of manila or 
flax, without any whip or purchase. - 
The fore sheet is arranged to tend itself in going about, and tu 
