March 26, 19014.% H 
FOREST AND STREAM. 
S@5 
Khama. 
Now THAT SO many American yachtsmen have im- 
ported British boats, both sail and steam,- the news that 
another vessel has been purchased does not cause the 
widespread comment and interest it would have done 
a decade ago. We now look upon each new English 
yacht that is brought out to the States very much as 
though the boat had been built in one of our own yards. 
_ English-built boats have played an important part in the 
Iiistorv of American yachting during recent years, and 
there is now to be found in our waters the pick of the 
British racing vessels. The importation of British yachts 
has been of great benefit to our yachting in every way 
and their remarkable beauty has always been a subject 
of much cornment, while their substantial construction 
and careful rigging have proved valuable object lessons. 
A few years ago bargains were to be found in the Brit- 
ish yachts, but that day has passed and Americans buying 
boats abroad now pay for them all they are worth, and 
the expense of the ocean trip runs the investment up to a 
lidy figure. Then again, after the boats reach this side, 
considerable money has to be expended on the interiors, 
which have to be refitted to make them suitable for our 
requirements and climate, both of which differ materially 
from the conditions prevailing on the other side. 
■ The last of the notable English boats to make an ap- 
pearance in our waters was the handsome Fife cutter 
Khama. This vessel was purchased early in 1903 by Mr. 
Seymour J. Hyde, of New York city. Mr. Hyde has 
been closely identified with American yachting for the 
past twenty years, and he has owned many well known 
yachts. Two trips were made to England by Mr. Hyde 
before deciding on Khama, and he looked carefully over 
all the modern vessels of about her size. Mr. Hyde at that 
time owned the 35ft. waterline Fife yawl Albicore, which 
he afterv/ard sold. He had used Albicore several seasons, 
and she proved to be such an admirable boat that he 
made up his mind to purchase another Fife production. 
Khama was made ready for the ocean voyage as early 
last season as was possible, but considerable difficulty 
was experienced in procuring a crew. After some delay 
a crew of eight men was shipped. The navigator and 
the captain had some difficulty soon after starting, and it 
was decided to put back. The captain quit the vessel, 
and another man was given the billet. The new officer 
had crossed the Atlantic three times before in yachts of 
about Khama's size, and when he came aboard he found 
she was not suitably fitted for the long and hazardous 
trip. No life lines had been rigged (these boats only 
have a very low rail), and her skylights were not properly 
protected; these and many other things necessary for the 
safety of those on board were lacking. More time was 
lost in having stanchions made for the life lines, and 
heavy wooden boxes to cover the skylights. Finally the 
boat was equipped to suit the new officer's ideas and a 
second start was made. When off the Tuskar — a light 
on the Irish coast — a vicious gale was encountered, and 
Khama was put back to harbor for the second time. 
These delays were most vexatious, and after repairing 
some minor damage done during the storm, she made a 
third start. This time she kept on and came through to 
New York without accident or incident worth recording. 
Khama made the passage under a jury cutter rig, and 
a good idea of her appearance may be had from the pho- 
tograph that accompanies this article. Alternate gales 
and calms were met with and she consumed something 
less than a month in making the actual voyage. No head 
winds were experienced, but either it blew so hard she 
was under a reefed trysail or else she was becalmed, and 
had it not been for the continued flat weather a faster 
passage would have been made. 
The writer talked at length with the officers and crew 
that came out in Khama, and all agreed that she was a 
very fine vessel, and an admirable sea boat. A consider- 
able quantity of case oil was carried for use in case of 
emergency, but none was required even in the worst 
weather. 
Khama showed signs of having met bad weather on 
her arrivel, but she was not strained in any way, and no 
damage was done but what paint would rectify. She was 
towed to Jacob's yard, City Island, as soon as possible, 
and the work of overhauling and refitting was com- 
menced. Her deck was scraped, and the paint was 
Khama— Showing Jury Rig. Photo taken just after her arrival at 
New York. 
KHAMA RACING IN LmiTISH WAtTO 
Khama Racing in British Waters. 
burned off her topsides. In a few days she began to 
present a smart and ship-shape appearance. Her bot- 
tom is coppered, and the metal was found to be in perfect 
condition when she was hauled out, and there was not. 
the slightest sign of growth anywhere and no wrinkles 
in the copper. 
All the yacht's racing sails were sewed up in burlap 
and stored below. This proved to be a mistake, 
for some of them became damp (the hatches we're almost 
constantly closed, and little or no air found its way be- 
low), and as a result mildewed. The usual custom is 
to send such gear out by steamer, as the yacht is more 
buoyant without the extra weight, and the sails are less 
liable to be injured. 
Khama was designed by Mr. William Fife, Jr., and 
built by Messrs. William Fife & Son at Fairlie, Scotland, 
in 1900, for Mr. James Knott, of Glasgow. She was 
only in commission in 1901, the year she came out. Her 
owner did not put her overboard the second season, as 
practically all the racing boats in her class were on this 
side, having been purchased by Americans. 
Khama is a very handsome vessel. Her ends are long 
and graceful, and her low freeboard gives her a very 
shippy look. She is very much like Isolde, both on deck 
and below. Fler construction is composite and her plank- 
ing is double, , the outer skin of which is mahogany. Be- 
low her arrangement is identical with that of Isolde, both 
in size and fittings. If one was not familiar with certain 
details it would be difficult to tell which vessel one was 
aboard, Khama or Isolde. Even the upholstery is of the 
same material and design. 
The companion leads to a steerage with a berth and a 
toilet room to port. Opposite on the starboard side is 
the owner's room. Aft is the ladies* cabin, and forward 
of the steerage is the main saloon. Forward Mr. Hyde 
made some changes ; the captain's I'oom was removed 
and that space was thrown into the galley. This made 
unusually fine quarters for the steward and cook to 
v/ork in. 
Her dimensions are as follows: 
Length- 
Over all 86ft. 6in. 
L.W.L. 60ft. 
Overhang — 
Forward i... loft. 6ia. 
Aft i6ft. 
Breadth — 
Extreme 15 ''t. 6in. 
L.W.L 14 ft. Qin. 
Draft- 
Extreme lo't. gin. 
Freeboard — 
Bow 5{t. 
Stern 4ft. 
Least 3 ft. 
Sail area (cutter rig) — • 
Fore triangle 1,511.12 sq. ft. 
Mainsail 2,239.97 sq. ft. 
Topsail 704,13 sq. ft. 
