90 



FUKJ&&T A1NJJ blKliAM. 



gain. Tbe following board of officers was elected for Ihc en- 

 suing year: Commodore, W. Lloyd Jeffries, of the SI 

 Vice-Commodore, George Lee, of tbe Peri} Secretary and 

 Treasurer, 8. W. Burgess, of the Hoicten ; Measurer, ?m. 

 D Hodges, Regatta Committee— Geo. P. Gardner, of the 

 Olqa; Joseph G. Menot, of tbe Breeze ; John T. Coolklge, 

 83, of the Wise ; S. W. Burgess, of tbe Boirhm, and George 

 P. tjpham, Jr., of the Bessie. There are several new boats 

 building for tbe club, and next season's races are expected to 

 be lively. It lias been decided to offer prizes for a small class 

 to sail over a short course. 



As Intekesting Pafki:.— Mr. John Harvey, M. I. N. A., 

 .(•ulioc, England, sends us a copy of bis paper read at 

 tbe nineteenth session of the Institution of Naval Architects, 

 1878, In it be enters in a general way into tbe subject of 

 vachl construction from data obtained during his career as 

 one of tbe foremost builders in Great Britain. It appears 

 that Mr. Harvey formed eeitain ideas and worked up to them 

 more aud more in the successive vessels he laid down. That 

 his craft have proven fast is beyond question, but we are very 

 much in doubt as to whether the successful performances of 

 Miranda, Seabelle and JuUanar are to be traced to the peculi- 

 arities which Mr. Harvey attempted to impress upon their de- 

 sign in regard to the curves of tbe centres of gravity of the 

 water-line planes of fore and aft body, or to elements upon 

 which be does not lay so much stress in his paper. In general 

 the curves resulting from joining these centres of gravity of 

 i.Im water-lines indicate in tieabelle a fuller entrance and run 

 with well rounded U frames, conditions favorable to weath- 

 erliness but not for running, while in Miranda the samecurvse 

 point to more flare and finer ends. As shown by actual test, 

 this schooner is a little tbe better off the wind. These pecu- 

 s of form, it is true, carry with them such curves as 

 Mr. liarvey refers to, and as a graphic or geometrical means 

 of illustrating form they are useful, for they offer a more ac- 

 curate means of comparing the relative locality of volume in 

 different vessels than the mere guesses based upon a glance at 

 their models in the block or in the body plan. The paper is 

 full of interest, and the sections and centres given of four 

 smart vessels of different types will add tangible matter of 

 much value to yacht designers. We may recur to the paper 

 at some future time. 



How to Become a Sah-ob.— Something like what may be 

 termed "real" yachting is about to be undertaken by Mr, 

 TVxter, of Boston, in his schooner Meta. He is now fitting 

 out, aud in April will break ground for Hampton Roads and 

 Norfolk, Va. That is something after our own heart. Get 

 out to sea if you can, and rough it a bit. You will learn 

 something, see something and come home with a rolling gait 

 and tbe wrinkles of a jack-tar. " Cruising foreign" is what 

 our yachtsmen need ; mill pond sailing has too long been tbe 

 bane' of the sport. It would be a good plan to reeve off a 

 full set ofli felines aboard the good ship Mela,, for wide ves- 

 sels of her class have an ugly way of pitching their crews 

 overboard in a lumpy sea. When Eva came up the coast 

 sime three years ago she ran into foul weather and tossed her 

 skipper over the quarter. The poor fellow, a fine sailor too, 

 was drowned; topgallant bulwarks, a foot high or more, 

 which had been worked on above the rail were of no use. 

 Mr. Dexter proposes to live aboard his yacht while abroad. 



Catamaeans.— The fever for double-hullers has subsided on 

 the coast. California has a very slight attack of it, one hav- 

 ing been shipped there recently, and the lakes in the centre 

 part of New York State are to see some launched before long. 

 The tendency among the coast population seems to be in the 

 direction of small, handy, cheap cruisers. Reasonable cabin 

 accommodations are in greater demand, and sand bags are 

 falling into disrepute steadily. 



Sold South.— The well known jib and mainsail, IF.' JR. 

 Brown, has been sold to Savannah, Ga., where she will 

 again be heard from as a racer. This gives some of her sisters 

 in die North a chance. 



Phantom Ice Yaohtxng.— Some of our contemporaries 

 have been badly caught on the ice yacht business, falling into 

 the traps set them by the imaginative genius of a wily 

 Herald man, with a childlike simplicity refreshing to behold. 

 Shoemaker, stick to your last 1 Leave tie yachting business 

 to those who know what they are writing about. 



SUNBEAM-GAEL, MATCHES. 



EDITOB FOBEST AND STREAM : BOSTON, Feb. 25, 1S71). 



In your issue of the 20th inet., Mr. John F. Lovejoy undertakes 

 to represent the Gael. I might take exception to much ihat he 

 relates as fact. The Sunbeam, has taken thirty-one prizes during 

 her nve years' handling, and is considered a fast, able sea boat. 

 Bhe took in one season seven out of ten races, and from her 

 record we shall claim the fastest keel sloop of her inches in those 

 waters. If any one questions onr right we atand ready to Bail 

 lor fun or money to windward and baok. W. S. Nickebson. 



^^^_ 



THE LAKE CHAMPIONSHIP. 



Buni-EvrLLE, Ont., Feb. 11, 1879. 

 Editor Forest andStbeam: 



la your issue of the Gth inst, under the heading of \achting 

 at Oswego N. Y.," appears the following sentence: "The Ella, 

 of 20 tons, is by many considered the fastest boat of her size on 

 the lakes, for in the matches at Oswego and on the Canadian 

 ehore she defeated Surprise with gallant Cnthbert at tbe wheel." 

 This statement is true, as the yachts named competed iu two 

 raceB together, and in each Surprise was beaten; in the last in- 

 stance by some four or five minutes, in addition to a time allow- 

 ance of thirty seconds (if I recollect aright) per ton. But. and 

 here an important omission oocorB, it ifi not stated that . 

 measures under ten tons, the mere statement of winch tact show 

 that » owner cannot claim any large amount of glory for his 

 boat on that achievement. Again, the inference to be diawn 

 from your paragraph is clearly that, previous to WUu appear- 

 ,„>•„ Surprise was considered the fastest yacht up to twenty 

 EflSlto. How true such a deduction would be !et the 

 Bth of June last Surprise saded a match 

 yacht or her own size, for 9200 a bide, 

 here with aw Wj ji ^ -^ conoi(lerably moro than Ella beat 

 and was tta Jj D b( ^ t&a J- n ' by tho KaUc . at tne Trenton regatta, 

 h °ti 'lTVrf Viiinte V'^ht Club's race here, and at the KingBtou 

 Jfii at which latter place AWam (also ten tons) beat her 

 7J?m he KH1M Gray belting her 8«m., and Yictormo also fin- 

 JKb 2m. before tar. Thus you will see that SUa must beat 



something belter and bigger than Siu i i good what is 



claimed for her. That she is a very speedy yacht I believe from 

 What I saw of her in Oswego last summer; but if Balmttesis and 

 lur local fleet— the former 24 and the latter 16 tons— are 

 put into racing trim during the coming ssason, I shall expect both 

 of them to beat her, especially in a hard blow. Port Tack. 



THE CUTTER FIEND RESPONDS. 

 " A bone, a bone, I'll pick with tola sailor fell." — ff. X. S. Pinafore.. 



Beookia-n, Feb. 21, 1S7!>. 

 Editob Forest and Stream : 



Your correspondent, under the name of "Grampus," having 

 snorted somewhat at the lineB which were published in your issue 

 of Jan. 30, I feel in a measure bound to respond, as I alona am 

 responsible for the perpetration of that draught. When I sent it 

 to you I really had no idea it waa so very wrong ; in fact, in my 

 own mind, I imagined it to be rather a nice bit of niarino architec- 

 ture ; but the rude grunt of " Grampus "has dispelled the idea, 

 and revealed the subject in its true light. 



"Every man of experience," he says, "knows (and I shudder 

 at my ignorance, for 1 didn't know it) that a yacht of such dimen- 

 sions, with such a weight hung on hor keol, cannot help burying 

 herself every time she gets into a heavy sea." This is positively 

 deplorable. Why did I not know of this before, for your corres- 

 pondent blows like a man who is quite sure he knows what he is 

 snorting about ? But this on y goes further to show the pig- 

 hoadeduess of the English, for they, year after year, have built 

 just such boats, and have had the temerity to sai them, also, in 

 water notorious for the nasty chop sea prevalent there. 



It is said by some that the English assert their boats are most 

 excellent sea boats— safe, dry and fast ; but of course this cannot 

 be trne in the face of such evidence as is put forward by 

 "Grampus," who, of course, must have resided for a great length 

 of time in Great Britain to make such very positive statements 

 concerning cutters, as no such decided knowledge could be ac- 

 quired in this country. Before I close there is one question I 

 would like to ask of my critic, and that is, what his exact mean- 

 ing was in remarking that the boat had not enough displacement 

 to carry such a weight on her keel, and that consequently she 

 would bury in a sea way ? I confess it puzzled me. I did think 

 at one time that it was the top-side of a boat that held up her 

 nose in a sea ; but coming from such a source the statement is in- 

 disputable. We are all aware, undoubtedly, that a pound of bal- 

 last will weigh from two to three times as much on tho keel, as 

 when stowed in the garboards ; but I would like to know, as a 

 matter of curiosity, whether the poor little cntter would sink 

 bodily in a sea-way on account of her insufficient displacement, 

 or go down one end at a time ? I would like to know this, as I 

 fail to grasp his full moaning. 



Yours, in dire ignorance, Martin Gale, 



" Martin Gale " appears to be quite able to take care of his 

 own boat. Right here let us remark that as long as the advo- 

 cates of the orthodox sloop model and rig base their prefer- 

 ence for her upon special qualities of tbe type, such as light 

 draft, low cost, etc., they are treading on rational ground, 

 but when they venture to question the sea-going qualities of 

 the cutter or her adaptability as a cruiser they are undertak- 

 ing a much more difficult task than most of them suppose. 

 The modern cutter, as exemplified by JuUanar, Kreimhilda, 

 Formosa, Heva, Oylhera, Neptune, etc., represents the highest 

 attainments reached in practice in consonance with naval 

 science. It is generally supposed that the present type of 

 cutter is merely one result of the pinching tendencies of the 

 Y. li. A. rule of measurement. This is by no means always 

 the case. JuUanar was designed not as a " tonnage cheater," 

 but simply as an example in strict accordance with the teach- 

 ings of naval architecture, her owner desiring especially a 

 vessel which should afford the largest (not merely 

 comodations attainable for the tonnage and sea-going qualities 

 of the highest order. How great a measure of success re- 

 warded his efforts is fully proven by this famous yawl's 

 record, for not only basshe shown herself a magnificent ves- 

 sel in a sea, but a fast one as well, while in light airs and 

 smooth water there are few, if any, who can show her the 

 way round the mark. "With her 100ft. of length and only 

 loft, beam, the American is apt to hold up his hands in hor- 

 ror and venture the assertion that she must always be sailing 

 on her side. So far is this from being the case.that she actual- 

 ly has greater stability than vessels of 80 by 20 with greater 

 mean draft I It will take some very strong argument and 

 liberal experience to shake the moral of such facts. 



The truth is that the advance of naval science is just begin- 

 ning to open our eyes, and the hobbies hitherto in vogue and 

 ridden to death must vanish before the dawning of light. 



THE QUESTION OF TYPE. 



Boston, Mass., Feb. 14, 1879. 

 Editor Fohest Asm Stbjm p 



I fully concur in your remarks under date of Feb. 13, as I ex- 

 perimented with the Bharpio years ago, trying to force her to 

 windward in a heavy sea. I have found that the sharpie will, 

 when the sea has risen higher than a given point, on being forced 

 to windward, strike with violence aa she pitches upon her broad 

 bottom. The effect of this is to take all her headway out of her, 

 rendering progress to windward difficult. Whero the qualities de- 

 sired in a small-sized yacht are comfort and security, a deep 

 draught and comparatively narrow beam are indispensable ; but 

 when the yacht reaches a certain size, aay 50ft, Keol, I doubt 

 whether the deep and narrow model is the moat comfortable and 

 most seaworthy. By deep and narrow modal I mean the one 

 whioh is in style nowadays, and usually cutter-rigged, after the 

 English idea. I believe a model which is a composite of th« 

 American and English idea, if I may use that term, is the best 

 and most comfortable. My belief ia based on some experience. 

 I have a yacht of tho following dimensions about : keel, 58ft. ; 

 length over all, say 73ft.; beam, 20&it.j draught aft, 9ft.; 



forward, 0ft. She is built with a long, almost flat floor, very 

 lb unites with her keel, so that aa it goes aft her bot- 

 tom becomos, as it WBre, a mere slab, composed of the thiokneas 

 of her keel and her timbers and plank for several feet upward 

 from her deepest draught aft, gradually uuiting with her floor by 

 a proper curve. It is impossible to give more than a general, 

 and perhaps vague, idea of her model iu words. As compared 

 with the English model of about her size, her advantages are that 

 she is exceedingly stiff, rarely heeling when on the wind so as to 

 throw articles off her oabin table, even with a smart breeze, and 

 rarely in a stiff sailing breeze putting her lee scuppers under 

 water, when an English model yacht has her lee rail almost under, 

 and her decks wet fore and aft. She carries sparB aa follows : 

 mainmast, 74ft.; foremast, 72ft.; bowsprit, 18ft. outward ; top- 

 mast, 20ft. in the clear; main boom, 56ft.; foreboom, 20ft.; 

 main gaff, 38ft,; fore gaff, 19ft. Now, as to her sea-going quali- 

 ties, I have beat her doad to windward in a heavy head sea, from 

 abreast of Little Gull light, Long Island Sound, to Monomshe 

 Bite, Martha's Vineyard, say 60 miles, in ten hours, going paat 

 Block Island outside, and had my dinner cooked aud served as 

 usual , which would have been difficult with an English model 

 yacht, if not impossible. I have sailed her along with an English 

 model yacht out at sea, where I carried all sail, while the latter 

 had to take a reef. I have taken her outside of Minot's Ledge 

 light, and directly out to sea in the teeth of an easterly gale, when 

 our pilot boats were at anchor in Hull on accouut of the rough 

 weather. In all these cases I never found her to fall to work very 

 fast to windward and prove herself a very dry and safe boat. She 

 is what may be termed a windward boat; that ia, Bhe sails, pro- 

 portionately, far better to windward than free. Going free, how 

 ever, I have made a run of 13S miles iu thirteen hours, tbe wind 

 varying during the run from a stiff breeze to moderate. It seems 

 to mo that, for a landsman who cares nothing for a mere racing 

 machine, and who love6 nothing better than to take a run out to 

 sea from ten to forty or fifty mUes, such qualitios ought to ho 

 satisfactory. At any rate I have yet to find the English model as 

 good in the element of comfort, whatever may be said upon other 

 points. Open Ska. 



It is possible that with some such change in model the 

 sharpie may be improved iu windward work in rough water 

 without losing her other strong points. Experiments iu this 

 direction are now being made, and we will be glad to chroni- 

 cle their success. In relation to the schooner out of which 

 "Open Sea" has obtained such excellent work, we cannot 

 close our eyes to the fact that, however satisfactory he found 

 his schooner of (say) G5x304x6=7,995, he would still have to 

 acknowledge the superiority of a cutter, or, hetter still, a 

 yawl, of 70x14x8 j=8, 085. The yawl will be very handy and 

 have a faster rig, accommodation will be increased, and speed 

 off and on the wind in rough water will be greater than that 

 of the broader and shorter schooner, while she will be easieT 

 on her crew and spars, and can be " driven " when a wide 

 vessel is in danger of capsizing or carrying away her sticks. 

 If the schooner offers all the accommodations desired, it is 

 evident that the same could be got out of a smaller cutter 

 model, while the yawl rig is very handy, and faster than the 

 schooner. 



Jfr mtd §ivet[ ^/fishing. 



FISH IN SEASON" IN MARCH. 



SOUTHERN WATERS. 



Pompano, Trackinotu scarolinus 

 Drum (two species). Family Sci 



Kingtisti, Menticirrw nebuloiua. 

 Sea Bass, Scitenovs occllatus. 



Grouper. Epto&helpv$ntgrUua. 



Trpnt (olack bass), CentmrpriMix 



atrarius. 

 Striped Bass, or Kockflsli, Itoceus 



lineatus. 



SUecpshead, Aniwsargus jTobato- Tatlorfisti, l'mnatomm saltatrix. 



cephcUus. Black Baas, Micrcrpierus salmuides 



Snapper, huLjunus blaclcfui-dn. 31. pallidus. 



This is the month, and Saturday of last week was the date, 

 on which the anglers of New York City were wont to open 

 the trout season on Long Island (by special Legislative per- 

 mission). Now they cannot fish until April 1, the same date 

 when the season begins in the rest of this State. Oh ! it was 

 fun, in those other days, not so long since past, to see the ardant 

 fly-fishermen trying to blow warmth into their blue fingers 

 on some freezing first of March, while they attempted to pick 

 the ice off their frozen lines, so that they would render 

 through tbe rings of their rods ! But now " dem time's gone 

 by." No more will the clatter of the "chips" be heard in 

 tho quaint old hostelries, nor the fizz of the red-hot poker as 

 it is thrust into the flip on those memorable opening days. 

 The law requires that anglers shall wait until the genial sun 

 absorbs all the snow water from the ponds and streams, and 

 common sense tells us this is best. But still those were good 

 old days when the "trout season opened" on the 1st of 

 March. 



A Most Contbniknt and Cohfoktable Fly-Book.— 

 Messrs. Oonroy, Bissett &, Malleson, 65 Fulton street, have 

 secured the sole agency of the Holberton full-length Fly- 

 book, aud now manufactuie a handsome leather- covered wal- 

 let which wil bold six dozen flies on clips, besides leaders, 

 silk, thread, wax, and other little requisites in repairing flies, or 

 bending hooks, on gut snoods. The price is only $3, and the 

 book being very thin, is most comfortable iu the breast 

 pocket. They have fly-books of all capacities and prices. 



TrtE Cawis lions.— Mr. Chas. F. Orvis, of Manchester, 

 Vermont, attends industriously to the wants of bis constitu- 

 ency among the Greeu Mountains, and has spared no pains 

 in acquiring the art of making rods aud dressing flies as skill- 

 fully aa tne oldest and best artists in anglers' goods. Wo have 

 just received his catalogue of goods for the spring trade, giv- 

 ing prices of wooden and bamboo rods, reels, lines, etc, 

 with a list of seventy-two kinds of artificial trout , flies which 



