FOREST AND STREAM. 
tNov. a, tgi&i. 
home questioil about tliis tiuitibef. It 13 said that the 
blder 2S-footers will not race against the boats of ex- 
treme dimensions that are now being built. If this is sO 
the interest in the 25ft. class will be very slight. Had the 
22ft. class been adopted by the association, it is likely that 
several more boats than are now contemplated, would 
have been built. It is said, however, that the Corin- 
thian Y. C. is likely to adopt the 22ft. class at its next 
meeting, as will also several other north shore clubs. 
It is also likely that the Dvixbury Y. C. will adopt the 
class. If this is done the chances of a number of boats 
being built will be stronger. 
Up to date the number of racing boats under construc- 
tion is very small. It is not known that any restricted 
2T-footers are being built, while there are only two 25- 
footers under way. Burgess has finished the lines of one 
of the Seawanhaka Cup challengers, and she will be laid 
down this week. She will be built in Fenton's shop. The 
Sines of the other Seawanhaka boat will be started as 
soon as possible. She will be built at Manchester in a 
special shed. Burgess has an order for a 30ft. water 
line cruising yawl for Mr. J. J. Feeley. A dozen yachts- 
inen have agreed to build for the Mattapoisett one-de- 
sign class, for which Burgess turned out the lines. 
At Lawley's west shop the i66ft. steam yacht for Mr. 
C A. Fletcher, of Providence, is about framed. Part of 
the plating is on and the bulkheads are in. In the east 
shop a 50ft. ketch for Mr. J. H. Cromwell, of New York, 
is partly planked. The keel for the '60ft. waterline 
schooner for Mr. C. H. Clark, of Philadelphia, is set up. 
A 34ft. yawl for Mr. F. H. Adriance is laid down. The 
cruising 30-footer for Mr. Alfred Douglas has been 
hauled out of the shop, and a sister boat is having her 
cabin finished up. Fred LaAvley has orders for a 25- 
footer for Mr. Swift, of New Bedford, and a cruising 
2i-footer for Mr. L. H. Spalding, of Winchester. He 
has turned out the plans for an i8ft. class to be raced at 
Kennebunkport, Me. They will be built at that place. 
The design of the 50ft. schooner for Mr. John M. Rich- 
mond is being held off, awaiting the final action of the 
New York Y. C. on measurement rules. 
John B. Killeen. 
A Racing Ice Yacht. 
BY H. PERCY ASHLEY. 
Oliver Booth, of Poughkeepsie. who in 1790 built the 
first ice yacht, composed of a square box on three run- 
ners_ with a small sprit sail from his ducking boat, little 
realized that he was laying the foundation for thousands 
of racing ice craft all over the United States, Canada and 
Europe. Unless one has been constantly in touch with 
these speedy flyers of the frozen surface for the past 
twenty-five years, and noted their gradual improvement 
from year to year from the crude side rail affair to the 
hollow-back bone racing machine of this winter, the im- 
provements seem incredible. And why? For the reason 
that past experience coupled with scientific designing, has 
placed these flyers under control, and the danger attached 
to this sport years ago when the ice 3'achts were built by 
the rule of thumb, has passed, the modern, up-to-date 
racing ice yacht is obedient to her tiller under any cir- 
cumstances, and the windward runner does not raise 
from the ice except in a half a gale, and then reefing is 
required. The most prominent and practical improve- 
ments of'late are hollow spars, hollow trussed back bone, 
steering box aft of the clew of mainsail, reduced jibs and 
sails, hoisting with pliable steel running rigging. Many 
of these improvements are due to Com. H. C. Higgiiison, 
of the Orange Lake Jce Y. C, who constructs, under 
his personal supervision, and sails new racing ice yachts 
from year to year. The racing ice yacht whose plans 
appear in Forest and Stream, is of the third class, ac- 
cording to the world's classification if ice yachts, which 
is as follows: "Ice yachts shall be divided by sail area 
into five cl*sses, as follows: First class, measuring 600 
sq. ft. of sail area and over; second class, measuring 450 
and under 600 sq. ft. ; third class, measuring 300 sq. ft. 
and under 450; fourth class, measuring 225 sq. ft. and 
under 300; fifth class, measuring less than 225 sq. ft." 
The slyic of rig or shape of hull and dimensions are at 
the designer's option. In the accompanying sail plan that 
calls for the sails fully stretched, it will be noted that the 
ice yacht carries 442 86-100 sq. ft., making her a third 
class boat, and just 8 and 14-100 sq. ft. less than an ice 
yacht of the second class. Hence the craft can go up a 
class and sail in it as well as her own, and have a fair 
show with the second class boats, and for all around rac- 
ing in class or mixed class, a craft of these dimensions is 
the most practicable. The international rule, which 
originated with the Orange Lake Ice Y. C, in a mixed 
class, is as follows: ''Allow one second for every square 
foot of canvas carried over the smaller boat, provided the 
course is ten miles, and the time limit of the race is one 
hour. If the race is sailed in fifty minutes, 50-60 of a 
second per square foot, and so on in accordance with the 
time of the race. In other words, a large ice yacht does 
not give the smaller boat so much time if the race is 
siiiled in a half hour as she does if the race is sailed in 
rnie houf- In a five-mile course, one-half second per 
square foot can be used. If the race is sailed in thirty 
minutes, allow 15-60 of a second per square foot, and if 
sailed in twenty-four minutes, 12-60, and in accordance. 
"The general time limit for five miles is 30 minutes. In 
this racing ice yacht the general dimensions are: Back 
bone over all, 40ft, 6in. ; track of fore runners, 22ft. tin. ; 
from nose to center of mast, loft. 6in. ; from center of 
mast to center of runner plank, 4ft. gin. ; cockpit, 8ft. by 
4ft.; sail area, mainsail, 376 86-100 sq. ft; jib, 66 sq. ft; 
total. 442 86-100 sq ft ^ , , , 
In building, the first step is to select the wood for back 
bone and runner plank. The very best wood is basswood, 
well seasoned and free from knots and cheeks. The 
merits of the other woods are in their order named: 
White wood, bittternut, white cedar, pine. In carrying 
out these specifications, it should be clearly understood 
that the materials and workmanship of wood, iron, 
bronze, sails and rigging should be of the very highest 
order, and th« plans accurately followed, 
;|aGk Bone or Center Timber. — Select two first class 
plflBj^s of basswood ; when fully dressed should measure 
Aift by isjn. by i^^in.; these form the sides or shell of 
?he back bone (see' Plate 2, Fig. 38)- T^kg qne planl? 
and measure off 40ft. 6in. from the end used for the nose 
place, a tnark 4in. ffom the lowef side upward. At the " 
mast It measures iiin., at nose of cockpit 7J^in., at ex- 
treme stern 5^4 m; the lower side is perfectly straight. 
Now take a long batten and sweep out the curve, as 
shown ui Plate i. Mark your second plank from the 
first one after being dressed to batten mark. When the 
back bone is finished, including the oak caps on bottom 
and top, it should measure at nose sin. ; at mast, lain., 
and at heel 554in. Now that you have your shells or sides 
of the back bone dressed smooth, lay one side on a leveled 
.surface, and take your .strips of soft, seasoned white pine, 
free from checks or knots. The dimensions of tiies" 
pieces which form the truss for the hollow back bone, are 
2m. by 2m. The first two pieces of the' truss are placed 
under the mast at an angle of 45 degrees (see plate I 
No. 2, Fig. 33). The contact surface is given a liberal I 
coat of fish glue, and temporarily tacked in place with' 
two screws from the inside. Between these two is fitted . 
a triangular piece of pine 2in. thick, to sustain the down- ' 
ward thrust of the mast (Plate 2, Fig. 37). Now reverse 
the plank and screw fast, making the heads of the screws 
flush with the surface of the plank. At the next truss is 
inserted a piece of pine at the lower side, measurmg 2in. 
by 3in., to sustain the upward thrust of the bobstay 
spreader. (Plate 2, Figs. ?■> and 37.) The same direc- 
tions are followed in forward bobstay spreaders. (Plate 
2, Fig. 32.) Insert a 2in. piece at nose aft. long. (Plate 
2, Fig. 31.) The formation of the, nose is sliown in 
Plate 4; the horn part of the same is capped with a 3m. 
diameter by 2l4'm. and J^in. thick iron band to receive 
the runner plank forestay. Aft of this is an iron baitd 
3^in. deep (on top and bottom) of 3^in. iron set flush 
with the wood and pierced with a U iron J^in. in diam- 
eter, to receive turnbuckle for jibstay. (See Plate 4.) 
The iron work is fitted after the back bone is ready for 
varnishing. Secure the trusses aft from the mast until 
the runner plank is met, and fit a strip 2 by 3in. parallel 
with back bone to give holding wood for the three J^in. 
lag bolts that secure the heel of bobstay. (Plate 2, Fig. 
34.) Truss aft, as shown in Plate 2, until the nose of 
cockpit is reached, and insert a piece of pine 2in. thick 
and 2ft. long; also one of the .same thickness of oak 
at heel of back bone. (Plate 2, Figs. 35 and 36.) These 
pieces of solid wood strengthen ends of cockpit rail and 
rudder post. Now that yottr truss is finished, glue and 
screw on the remaining shell and cap, ' the same with 
strips of oak 4j''4in. by l-i'm. on top and bottom. The oak 
is secured by glue and screws 6in. apart on each side. 
(Plate 2, Figs. 38 and 39.) 
On each side of rudder po.st is fitted an iron band, 
lyi'm. broad and %m. thick. The forward band is in con- 
tact with the heel of back bone on its inner surface, while 
the after one is set flush. (Plate 3, Fig. 4.) It will be 
noted by reference to Plate 2. Fig. 35, that the under %'m. 
oak cap extends only to the nose of the cockpit, as the 
flooring of the cockpit is in contact with the side planks 
of back bone. 
Runner Plank. — A plank 23ft lo-g by i6in. broad and 
5j4in. thick, is required when dressed. See that the heart 
of the timber is on the upper side. Dress down from 
the upper side in a gradual curve to the ends, which 
.should measure in depth 2%\n. Now take down the 
width of the plank at ends to I4in., and ctit away wood 
on the under side at middle, the shape of draft of saddle 
in Plate 4, gradually bringing it to nothing as it meets' 
the runner chocks. When the plank is finished the dimen- 
sions should be, center T6in. by 5j4m., ends 2i/i\n. by 
I4in., length over all 23ft The hole for shroud pin bolt 
is set iy2in. forward of the center of the plank. (Plate 
2, .Fig. 18.) The distance between these holes is 12ft. 
(Plate 2, Figs. 18 and 19.) 
Runners and Steering Gear. — Turn to Plate 4. No. 7. 
The forenmners are made of ■ white oak. The fore- 
runners measure 5ft. sin. from nose to heel, and are -zy^in. 
wide by 5>^in. deep. (Plate 3, No. 3.) They are pierced 
with a ^in. boU, on v/hich they ride. (Plate 3, No. 2.) 
The shoe is of soft cast iron. 2;/2in. deep, and has a cut- 
ting surface of 45 degrees. This is securely held in place 
five square-shouldered screw-headed bolts ^'^in. diameter. 
In finishing up the fore and aft cutting surface of the 
shoe with a small file, see that at the riding bolt the bot- 
tom of the shoe takes a gradual downward curve from 
the nose to the riding bolt; the greatest depth is at the 
bolt, and is 3-32in. The upward curve aft of the riding 
bolt is the same. In Plate 3 the ice line is shown by 
dots. The wood for rudder runner is 3ft lin. over all, 
3i4in. deep, and 2in wide. It has two plates set flush, of 
^in. thick iron, to prevent chafing of jaws of rudder 
post The rudder runner shoes are also of soft cast iron 
with a pitch at bottom of 45 degrees, with a slight fore 
and aft upward curve of 2-32in. at the ice contact edge, 
Full working details of the steering apparatus are given 
in Plate 3, Nos. 4 and 5. The rudder post is iir^in. from 
top of the nut to flange that sets on boss at lower side of 
back bone. From bottom of jaws to top of nut is I7in. ; 
diameter of rttdder post VAm. ; diameter of jaws, 3in. 
The rudder post works in two brass bosses on upper and 
lower side of back bone. They are secured to the wood 
by four screws for each, which are set flush with the face 
of the boss. The tiller fits on the square head of the 
runner post and is 3ft 4in. over all. Material for steer- 
ing gear, mild steel, engine turned. 
Runner Chocks. — The runner chocks are made of white 
oak and measure 24in. over all by 4>-4in. deep and 2in. 
wide. They are sunk Vkm- in the plank, and each chock 
is pierced wdth four lag screws of YAn. diameter, which 
secure them to the ends of the runner plank. On the in- 
side chocks are mortised two brackets of oak for each 
chock. Three brackets are sunk Y&m. in the plank, being 
glued and lag bolted as well as the chocks. At right 
angles .to chocks in their center, they are pierced with 
riding bolts of J^in. diameter. (Plate 3, No. 2,) For 
drawings of chocks and brackets, see Plate 3, Nos. i and 
2, also Plate 2, No. 20. 
Cockpit or Steering Box.— Is composed of two steam 
bent rails, one for each side, of oak, ^y^'m. by i^in. On 
the inner lower side is cut a square shoidder (before 
bending), ^in. deep by %in. broad. (Plate 2, No. 30 ) 
The cockpit rails at their extreme are screwed to the 
sides of the back bone, and when in place the whole cock- 
pit from outside measurements .shqul^l be 8ft by 4^^' The 
flooring is zYAn. wide bv J/^in. tongued and grooved oak, 
and is screwed to the bottom of the cockpit rail and back 
bone. (See Plate 2,. Fig. 30, .and letters A B and D, E.) 
On the back bone at center of cockpit is placed a hickory 
hand rail which measures 4ft. over all by 31II. higL See 
-Stern of back bone, Plate i. 
Spars.^The spars are all hollow, Stid are of the Frasef 
make, of the following dimensions : Mast, over all, 25ft. ; 
head, 4}/2in. in diameter; heel, 434in. ; center, Sj^in. At 
head and heel it is capped with two bands, set flush, the 
upper one being 234in. deep and 3-i6in. thick; lower or 
heel band is lY^^- deep and 3-i6in. thick; the material 
is brass. Below the masthead cap is a ^in. diameter eye 
bolt to which is shackled the peak halyard block, and 
above this is sunk to the depth of %in. two mastlread 
chocks of oak. Below the peak halyard block bolt is cut 
a slot fore and aft, to receive two solid brass sheaves to 
receive a 5-i6in. wire rope. Below this slot is sunk two 
more oak chocks, on which rest the spreader stays. (See 
masthead, Plate 4.) By referring to Plate 2, No. i, you 
will see that the mast contains three solid parts, one at 
each end, and the third at the spreader. Just 6in. below 
.spreader, cut slot fore and aft, and insert two solid brass 
sheaves to receive J/ain. diameter running steel rigging 
for throat halyard. (See Plate 4, mast at spreader.) The 
boom is 25ft. iiin. long, 4>iin. diameter at center, 3in. at 
ends. The outboard end is equipped with a brass band 
and bronze staple for outhauling. The inboard end is 
attached to an aluminum bronze gooseneck, which passes 
around the mast, as shown in Plate 4. The gaff meas- 
ures 13ft. 6in. by 3J^in. at center and 2^in. at ends, and 
has a band and out haul staple at the outboard end, and 
Lent jaws, tumbler and hoisting block at the inboard ex- 
tremity. The jib boom is 9ft. 2in. over all, 2^in. at 
center, 2in. circumference at ends. There are nine mast 
hoops, whose edges are rounded and whose inside diam- 
eter is Gy^in. The top hoop has a piece of pork rind 
sewed around the forward side to insure easy slipping 
on mast. 
Rigging' 
The main shrouds are of V& diameter, plough steel 
(galvanized), of 7 wires to a strand, with breaking strain 
oi°7 tons. Jib stay is the same as main shrouds — spreader 
stays of 9-32in. diameter plough steel (galvanized), with 
breaking strain of 3^/2 tons. The runner plank guys both 
forward -and aft are of (galvanized) 9-32in. diameter 
plough steel, breaking at 3Y2 tons. The jib halya.rd is 
5-i6in. steel running rigging with a breaking strain of 
2.2 tons, throat halyard 34in. diameter, steel running rig- 
ging, breaking strain 5.3 tons. Peak halyard, 7-i6in. 
diameter, breaking at 3.3 tons. Lower bridle steel run- 
ning rigging 5-i6m. diameter, breaks at 2.2 tons, upper 
bridle ^gin. diameter, breaking strain 2.7 tons. The 
blocks, cleats, etc., are of Durkee's make, and are as fol- 
lows: ' 
Durkee's bronze blocks, size 2 (for; Yz diameter, 4 
strand manila bolt rope, extra fine 12-thread). Style C, 
2 double, 3 single, with becket, i single without becket 
These are for the halyard jigs. 
The peak halyard block is Durkee's bronze block No. 
I, style C, with becket, remove its sheave and replace with 
the largest diameter sheave this becket block will take. 
As it remedies the great strain of wire peak halyard in 
passing through the peak halyard block, this block must 
be equipped with an extra strong Tobin bronze shackle 
and substantial pin bolt. The shroud turn buckles are 
of Min- diameter thread, with forged Tobin bronze ends 
and Manganese bronze body, breaking strain 8 tons; one 
end is an eye, the other a fork. Jib turn buckle_ same as 
shrouds, excepting it has an eye at each end with brass 
pipe washer and nut to keep eye bolt of jib boom in place 
(see plate 4), 4 half-inch turn buckles same style as 
shroud buckles, breaking strain 4 tons. These are for 
runner plank stays, i ^2in. turn buckle, J^in. eye at each 
end, one eye to receive bronze shade size No. I. 
Iron Work (Plate 4). 
The mast head spreader is of mild steel, with hollow 
arms extending iiin., ^in. at butt, tapering to ^in. The 
collar for spreader is 2Y2 by 3-l6in. of steel. The bob stay 
is ^/sin. Scotch iron, lightened by an open turn buckle, 
with jam nuts at each end on the bobstay side, two bob- 
stay spreaders set in square plates ^in. thick, set flush 
with the lower side of backbone; the spreaders should 
be arranged to be removed from the plates when the boat 
is taken apart length of spreaders sin. A similar plate 
is made to receive the three lag screws of Yin. diameter 
at heel of bobstay. The mast step is 7in. long by 4^in. 
wide and 34in. thick. In its center is a raised tennant, 
and a mortise is cut in the heel of mast to receive the 
same. The mast step is secured to the backbone by 4 
screws sunk flush. Material of mast step, cast-iron. A 
Y>'m. iron rod, ending in an eye, is joined at forward end 
eye above mast step 2j-^in. Halyard brackets, of which 
there are 3 pairs (Plate 2, No. 26). Plate 4 shows shape 
and how they are placed on backbone. They are made 
of" malleable iron and are 8in. over all. The halyard 
chucks are of cast brass, 3>^in. long (Plate 4). The 
jig irons are of ^in. malleable iron, with eyes at upper 
end and a flat surface at bottom, held m place by Yin. 
lag screws. The saddle is of malleable irOn, 2in. by ^in., 
and fits snugly over the backbone. The arms of the same 
are ^in. diameter, iron ending in a nut capped by a 
flange washer. The toggle iron is of ^in. iron with arms 
at ends of lin., near circle ij^in., circle 3in. in diameter. 
It is held in place by a shroud bolt %in. diameter, of mild 
steel, the upper end is fitted to receive jaws of turn 
buckles for main shrouds, the lower end has a thread 
and nut. 
1 wish to impress thoroughly that you cannot have a 
suit of sails set too flat. Have the sails made flat, no mat- 
ter what your sailmaker advises, for they have no prac- 
tical experience in handling these flyers of the ice. If 
your sail is the least bit baggy it backs with you as you fly 
over the ice at a mile a minute, and to a great extent re- 
tards your headway. Give the^ull one coat of filler, rub 
down and cover with two coat.s;of best spar varnish. Iron 
work to receive two coats of silver bronze. Blocks, turn- 
buckles, etc., to be buffed and then coated with lacquer, 
then they will stay bright all wmter. The total weigl^t of 
this boat should be 1,377 pounds, divided as follows: 
Backbone, 450; runner plank, V375; mast, 54; boom, 42; 
gaff, 14; jib boom, 7; runners, ^ixudder post and tiller, 210; 
sails, 75; rigging of all kinds, 150 pounds. The above 
figures are for hollow construction. I would advise that 
runners, rudder post and tiller be made by an experi- 
enced man who has made a specialty of racing ice yachts. 
