744 
FOREST AND STREAM. 
[Nov. 6, 1909. 
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men, from the members of the Royal Yacht 
Squadron to those of quite small sailing clubs, 
and while the Deutscher Seglar Verband, in the 
same way, embraces both the Kaiserliche Y. C. 
and many small Baltic boat clubs also, in 
America the mighty New York Y. C. embraces 
nothing but itself. 
“In our opinion the New York Y. C. has 
made several mistakes in its conduct of inter¬ 
national yacht racing, but its members never 
made a greater mistake than when they refused 
to send delegates to the International Con¬ 
ference of 1906. There may or may not have 
been good reasons for non-agreement about a 
rule; there were no valid reasons for the non- 
attendance of the delegates from the United 
States.” 
The 40-Tonner Bloodhound. 
O gallant was our forty from her brazen rudder-head 
To her fighting flag, a chevron, and her keel of solid lead;. 
She looked every inch a lady when we sailed her for the 
And "no forty on the water the Bloodhound could out¬ 
shine 
In the history of British yachting there is no 
more interesting chapter than that devoted to 
the racing career of the famous 40-tonner 
Bloodhound. Had she been simply an abnorm¬ 
ally successful boat in her day, her records 
would have been referred to occasionally as be¬ 
longing to the old days of the sport. But her 
remarkable performances during the 1909 sea¬ 
son, in company with modern yachts, have 
formed quite a feature of this year’s racing. 
Creole, built in 1890, has come to be regarded 
as quite a veteran, but she is youthful in com¬ 
parison with the Bloodhound, which hoisted her 
racing flag for the Marquis of Ailsa in the year 
1874. She is a Fife creation, having been built 
at Fairlie by the father of the present William 
Fife, and in her earlier career had for opponents 
Mvosotis, Norman and the Dan Hatcher craft, 
Britannia. 
There was some strenuous racing among the 
“forties” in those days, and the boats were fairly 
evenly matched, says the Yachtsman. Blood¬ 
hound was a smart boat, and on more than 
one occasion came out at the head of her class, 
but yet there was nothing abnormal about her 
success. There have been records as good as. 
and better, by boats in other classes. 
In 1881, the marquis transferred his flag to a 
new yacht, and Bloodhound after a few years 
came to be regarded as one of the old cracks. 
She continued" racing in occasional handicap 
matches, but she was regarded as quite out¬ 
classed, and belonged to a type of boat that 
wanted half a gale of wind to move her. 
For a few seasons she raced in handicaps on 
the Clyde and .Belfast lough, and then she was 
sold to be broken up. When the Marquis of 
Ailsa learned this, his love for the old boat _was 
too strong to allow of such an ignominious 
ending, and, purchasing her, he had her refitted 
and thoroughly overhauled, and an announce¬ 
ment that she was to be raced in all the matches 
open to her through the season was made. This 
announcement at the time did not create much 
interest. The possibility of such an old boat 
ever being brought into line with modern 
yachts never entered the thoughts of yachtsmen. 
Her career in 1908 was cut short by being 
sunk at Cowes regatta, and as she lay there in 
Cowes harbor, with hull covered and her fight¬ 
ing flag flying, none thought that she would ever 
race again. A touch of pathos ran through the 
notices of her end. which were made to the 
glorious ending of the old boat, which had gone 
down with her colors aloft. 
Her end had not come, however. She was 
raised and overhauled at an expense which 
would, have been sufficient to build a new racing 
yacht of her size. This season she was a 
terror of the handicap fleet; she started in her 
earlier races with a liberal handicap allowance. 
As she won prize after prize, the handicappers 
could not believe apparently that she was beat¬ 
ing other boats on her merits, and consequently 
she maintained her allowance for a time. In 
a race, however, with Mariska at Falmouth, 
where Bloodhound had 19^2 minutes allowance, 
which she nearly lost in the first of three 
rounds, she actually did one round faster, after 
a shift of wind, than the champion 15-meter boat 
of 1908. Then the handicappers became alive 
to the fact that she had to be treated seriously. 
Her time allowance began to tumble down by 
minutes, until latterly she was giving time to 
yachts which have been reckoned cracks during 
the present century. Notwithstanding that she 
was naturally much slower in stays than any of 
the modern racers, her skipper seemed able to 
get her along to windward in a wonderful man¬ 
ner. Many of her successes during the season 
have been on occasions when there was plenty 
of windward work, with not too much wind, 
conditions under which it would have been ex¬ 
pected that the modern yacht would have lost 
sight of her. She was flying thirty flags at the 
end of the season, which represented 14 wins, 
9 seconds, 5 thirds and 2 sailovers. 
When her successes have been referred to, 
one has often heard the remark that there is 
nothing of the old boat left. Her sections and 
main lines, however, are those of 35 years ago. 
All that has been done is to round her forefoot, 
and the lead has been put on below the old 
keel, forming a false keel of some 18 inches or 
thereabouts, from about the mast aft. In¬ 
ternally she has her old oaken frames, heavier 
than the scantling rules would impose in modern 
boats. The greatest alteration in the while 
boat is in her sail plan. She has had eight feet 
taken off her bowsprit, and has had more hoist 
given her mainsail. Then the introduction of 
hollow spars is another point of improvement. 
Making allowance for all these improvements, 
it must yet be considered remarkable that a 
boat, outclassed nearly 30 years ago, can be 
brought back to form and compete successfully 
with boats of the present days. In hard winds 
on a reach, Bloodhound fairly romps away, and 
will stand much more driving than any of the 
modern yachts designed under the international 
rating rule. 
There are few men who would have gone the 
length that the Marquis of Ailsa has in raising 
a sunken vessel, already regarded as outclassed, 
and putting her against modern yachts. Beyond 
this, he has rendered a service to yachting by 
setting designers some interesting problems to 
solve. 
Much credit is due Capt. Ben. Chaplin, who 
has been in command the past two seasons for 
the skilful manner in which he has handled the 
old “forty.” He first gained his experience as 
master of fishing smacks in the North Sea. In 
igoi he was mastheadman in Shamrock II. in 
her endeavor to lift the America’s Cup, and 
from that time until 1907 he was mate with Capt. 
Sycamore in his different charges. 
Columbia’s New Yacht Club. 
Several yachtsmen of Columbia, S. C., or¬ 
ganized a club which is named the Columbia 
Y. C. They met at the Chamber of Commerce 
on Oct. 22 and elected T. C. Williams com¬ 
modore. The other officers elected were; 
President, Dr. A. B. Knowlton; Vice-President, 
G. Duncan Bellinger; Secretary, Stephen 
Elliott; Treasurer, William M. Perry; Fleet 
Captain will be selected later. The club mem¬ 
bership will be limited to 50. The organization 
is to be known as the Columbia Y. C. 
The six officers, together with S. B. Me- 
Master, Frank Green and Dr. W. A. Boyd 
were constituted a committee to formulate a 
constitution and by-laws, and this committee 
will report at the next meeting of the club, to' 
be held next Friday night at the rooms of the 
Chamber of Commerce. 
A special flag of the Columbia Y. C. will be 
designed by Fred Aldridge and submitted to the 
club for approval. When adopted this flag will 
be registered, and the club will become a mem¬ 
ber of the national organization of boating' 
clubs. 
Those present at the meeting last night were: 
Dr. D. S. Black, Ed. Williams, William M. 
Perry, Dan E. Mallory, C. W. Moorman, Dr. 
W. A. Boyd. Dr. IT. A. Horlbeck. T. C. 
Williams, Maj. Behr, Dr. A. B. Knowlton, A.. 
A. Knee, Leon Williams, Thos. Whitesides, 
James Grice, S. B. McMaster, Stephen Elliott, 
W. J. Carnegie, Frank Green, Dr. C. C. Stanley, 
J. M. Cantey, Fred Aldridge and Julian Hana- 
ford. 
Commodore T. C. Williams was asked to state 
the purpose of the meeting, and in his talk he 
dilated on the beauties and advantages of the 
Congaree as a body of water offering a wonder¬ 
fully superior means of outdoor enjoyment. 
Commodore Williams said the reason there 
were not more pleasure boats on the river has 
been due to the fact that there has been no 
means of protecting them against being washed 
away and destroyed by floods, but that this was 
now obviated. He said he had secured posses¬ 
sion of some land not far from the present boat 
landing, at the old quarries, and that a passage 
way was to be cut through to the river, allow¬ 
ing free entrance and exit, and that this body of 
water would afford a harbor for 150 boats. He 
said he had no speculative idea in view; that he 
wished to use this place for his own pleasure 
as the owner of a boat, and wished his pleasure 
to be shared in by his friends, without a cent 
of cost to them other than the mere main¬ 
tenance of their boats. A man will be in charge 
of the harbor to care for the boats, and each 
owner may pay his small pro rata for the hire 
of the caretaker. 
New Yachts at Bayonne. 
Two new yachts are being built by the 
Electric Launch Company at Bayonne that will 
be good cruisers suitable for coast service, for 
use in Southern waters in the winter, and so 
rigged that they can pass through the canals to 
the lakes. These are for Albert E. Smith and 
j. Stuart Blackton, of this city, and they are 
identical in dimensions and interior arrange¬ 
ments. They are to be ready for delivery next 
spring. Their dimensions are, length over all 
98 feet; length load waterline, 90 feet; beam, 16 
feet; draft, 4 feet 6 inches. 
They are to be of the flush deck type, having i 
two pole masts with lug sails. A low pilot 
house forward will be used as a dining saloon, 
and this will be finished in mahogany. The 
galley is joining the dining saloon. The crew’s 
quarters forward will include a stateroom for 
the captain and engineer. Watertight bulkheads 
of steel will separate the engine room amidships 
from the quarters fore and aft. The owner’s 
quarters are to be in the after part of the yacht, 
and these include the owner’s stateroom the 
full width of the boat and fitted with two bed¬ 
steads, chiffoniers and lockers. There is to be 
a bathroom adjoining this stateroom, and the 
floor and sides are to be tiled. The owner's 
quarters are to be finished in white and dark 
mahogany. 
The main saloon will be finished in dark 
mahogany with ceiling panels in white enamel, 
and will have the usual furniture of bookcases, 
alcoves and table and this furniture will be of 
the Colonial style. There are to be three other 
staterooms for guests. Canvas awnings will 
cover the main deck and pilot house and the 
railing are to be of teak. 
The power equipment will consist of two 75- 
horsepower six-cylinder Standard marine en¬ 
gines. The fuel capacity will be 800 gallons, 
installed in copper tanks amidships, the tank 
compartments will be made watertight above 
waterline with drains overboard. The filling of 
the tanks will be from the outside of the vessel. 
These yachts will carry the usual complement 
of small boats, including on each a 12-foot 
dinghy, a 16-foot power launch and a 20-foot 
Express tender, which will have a speed of 22 
miles an hour. Each yacht is to Ijave a wire¬ 
less telegraph equipment and a complete electric 
light plant, which will be operated by an inde¬ 
pendent engine with storage battery. 
The owners of these yachts intend to cruise 
extensively and will probably keep the yachts 
in commission all the year, going South during 
the winter months. The clearance from the 
waterline to the top of the pilot house is within 
the height required to pass under the bridges 
of the Erie and Champlain Canals, permitting 
the yachts to visit the lakes and Northern 
waters. These boats are to make 12 nautical 
miles an hour. 
