Newbtjb-spoet Yacht Club. — Tuesday evening, March 

 25, the Newburyport Y. C. held their annual ball at Wash- 

 ington Hall, under the supervision of Messrs. D. B. Pierce, 

 L. W. Piper and H. T. Moody. Corn. Wm. 0. Thompson 

 officiated on the floor, and, it is needless to add, the merry 

 dance was kept up way into the morning watch, and was 

 brought to a successful termination amid much eclat. 



The Lake Championship. — In the Oswego Morning Her- 

 ald appears recently a challenge from Oswego's crack sloop 

 Etta, to the effect that she will sail any first class yacht of the 

 Bay of Quinte three races of thirty-two miles each for $300. 

 First race to come off at Belleville, May 24 ; second on Big 

 Sodus Bay, June 15; and the third at Oswego, July 4. 

 Thereupon the Belleville (Ont.) Daily Intelligencer replies 

 that the challenge is windy, as there are no first class yachts 

 likely to hoist racing colors this year, and that the prize- 

 money business is not very clear, and expresses a hope that 

 second class yachts may be included in the challenge. By all 

 means let the match come to something, for it will liven up 

 matters on the lakes. 



Seawanhaka Yacht Club.— The fourth lecture of the 

 winter series on " Sails," by A. Carey Smith, Esq., was de- 

 livered Thursday last to a large audience, at Delmonico's, 

 New York, and was received with marked satisfaction. 

 Com. R. L. Ogden, of Ban Francisco, was present and fa- 

 vored the audience with an account of yachting affairs on 

 the Pacific coast. As soon as we can spare the space, the 

 rest of the lectures will be published. The last of the series, 

 " Centreboards vs. Keels," will be delivered April 8. 



LITTLE STEAMERS AND SHARPIES. 

 Bosws, L. I., March 20, 1879. 



EDITOB FoBEST AND 8TBEAM : 



My experience during the past few months has convinced me of 

 four facta : First, the Forest and Stbeajt has a great and wide- 

 spread circulation ; second, the name of gentlemen desiring some- 

 thing new in the way of boats is legion : third, light-draught 

 steam yachts are at a premium ; fourth, the times are hard. The 

 innumerable letters I have received concerning the sailing 

 sharpie have been, to the best of my ability, answered. And now 

 the mail begins to bring its budget of inquiries for cheap, swift 

 and light-draught steam yachtB. So, Mr. Editor, I pray you, come 

 to my rescne, and allow me, in very self defence, to once again 

 borrow your.f riondly oolumnB. The sharpie is , without question, 

 unequaled as a cheap and swift light-draught steam yacht. She 

 has more available Bpace in her than any other craft, size for size ; 

 she can be propelled at a given rate of speed, with less power: 

 she can navigate waters of from five to ten inches depth, and she 

 costs, complete, one-half the dollars any other boat does. Now, 

 gentlemen, what more do you ask ? Yon need somebody to build 

 these nice little steamboats for you. Well, send in your orders ; 

 it will give me much pleasure and a little profit to fit your fancies. 

 Allow me to announce that I have lately perfected and patented 

 oertain improvements in the sharpie's model, which do away with 

 her only.fanlt— spanking in a seaway— and am now prepared to 

 build boats of this or any other type, and any size from 100ft. 

 down to 20, "which is as low as wa go." In rough times, and 

 during squalls, the sharpie spanks. Now, it occurred to me that 

 this Bpanking might be obviated, and I am glad to say that 

 carrying out my idea, a model has been produced which pi 

 more practical good points for a cruising yacht than are to be 

 found in any other kind of boat. I am also prepared to build 

 these boats (for sailing) entirely without centreboard or leeboard, 

 so that the cabin will be unincumbered with the awkward trunk. 

 With this last change the draught is increased by from eight to 

 twelve inches, and, at the same time, the boat's steering balance 

 is greatly improved ; while no necessity remains for such an 

 enormous rudder as the ordinary sharpie must have, and her 

 saila can be placed in their proper position, instead of setting her 

 foresail where her jib ought to be. T. C. 



CUTTER OR SLOOP? 



The Union League Club, New York, March 22, 1877. 

 Editob Fobest and Stream: 



I do not deny that small vessels may, and do, go about in bad 

 weather without any particular risk. I have knocked about the 

 waters adjacent to Nantucket and the Vineyard in open boats too 

 much to deny the capabilities of the little ones, if properly built 

 and handled. I do not believe that the addition of a keel with or 

 without weight makes a great deal of difference in the Bea-stand- 

 ing power of a sharp-floored, well-ballasted small vessel, while I 

 know that the friction of the aforesaid keel takes a good deal of 

 speed out of the ship in moderate winds. Still, for extremely nasty 

 going, whioh, by the way, we seldom have until ao late in the sea- 

 son that the cold destroys all pleasure in sailing, I am willing to 

 admit that the small cutter may be a trifle the best, but is she 

 enough better to make up for her additional cost ? 



This brings me to the point of my objection. My desire to see 

 yachting of the Bmall boat, blueshirt, Corinthian variety popular- 

 ized is as great as that of any man. To that end I wiBh to see 

 the expenseB of the sport out aB low as possible ; small cutters are 

 not the way to attain this. .Julian, or Midge can be built for 

 $1,500; Thyra^ built here, would cost, at^least, §2,600, and her 

 owner, bearing in mind the fact that smooth water and light winds 

 are the rule of our sailing, would be disgusted with the beatings 

 he would receive, and when desirous of selling would find pur- 

 chasers scarce and coy. We have not the large class of men of 

 fair fixed incomes which maintains in England. Most of our most 

 efficient CorinthianB are workingmen who have little time and 

 money to spare on long cruises and expensive seagoing boats. 

 In view of these facts I am led to believe that the small cutter will 

 not take in our waters, and that we had better devote oivrselves 

 to perfecting the small deep sloop as better suited to our environ- 

 ment. G. M. 



THE QUESTION OF TYPE. 



Boston, Mass., March 17, 1879. 

 Editor Fobest and Stbeam: 

 In reply to your remarks appended to my letter of the 14th ult., 

 must say that I differ from you in the necessity of a yacht, of 



40ft. keel or upward being of the English outter type to secure 

 sea-going qualities ; and I feel all the more at liberty to do ao, 

 because I so cordially agree with you in your desire to instil into 

 thia manly sport the vigor of which it is capable. I love the broad 

 ocean. I want no yacht that will not outride the heaviest weather, 

 and claw off a lee shore. I also want a boat which will give the 

 maximum of comfort compatible with these qualities, and 1 believe 

 that I have such an one. Again, I want a yacht which will give 

 me a good degree of speed, and I know I have that. My yacht is 

 lesB than a year old, and yet, winter and summer, as a business, 

 ahe has been tested at sea in our heaviest gales, from Cape Cod 

 to the Newfoundland BaukB for twenty years. This seems a para- 

 dox, and therefore I will explain. 



One year ago 1 began to look around for a larger yacht. I had 

 previously, some years ago, owned a sloop built by Smodloy, of 

 New York, which Iran for, say, three years in business in South 

 Carolina and Georgia waters, as a tender to my cotton plantations. 

 She was, Bay, 28ft. water line, 12ft. beam ; drew 24in. of water aft, 

 and Sin. forward. I altered her with my own hands from a cat rig, 

 and put into her a new keel and centreboard box and board. She 

 was the fastest craft in thoBe waterB of her size, and you may 

 judge of her qualities when I say that I have beat her dead to 

 windward against a six-knot tide in a creek four rods wide, with a 

 moderate breeze, and made three or four knots per hour. Yet, 

 good as she was in Bmooth water, she was, as I realized by expe- 

 rience, not a sea-going boat. 



So much for my experience with light, draught and wide beam 

 craft with centreboards. From it I say emphatically with you 

 they are unfit for sea going, and ever will be. On the other hand, 

 for the past five years I have owned a boat of 33ft. keel and 39ft. 

 over all, of what may be called an English model, almost, as her 

 beam was 12ft. scant, and she had no flat floor or what I ehould 

 call a floor at all, for her bottom was like a wedge. In this craft 

 I have made three trips up the coast of Maine, and one southward 

 to Long Island. While ahe had not speed she was a first-clasi 

 boat. I was caught in a nasty blow off Cape Cod with her one 

 night, and she behaved nobly. At the same time, like all vessels 

 of her build, she heeled in a blow down to her rail, and I consider 

 it Decessary in a good Bea boat, whioh would work to windward 

 a nasty chop, to do so. But I wanted a larger yacht— one that 

 would make the run to Labrador, Bermuda, Cuba, or even Europe. 

 For thia I needed: 



1. A perfect sea boat. And by perfect I mean Bafe and power- 

 ful—one in which I should not only not fear, but rejoice to ride 

 ont any gale on the Atlantic. 



2. A comfortable boat. And by comfortable I mean one in 

 which the room is ample and convenient, for I intended to live 

 aboard her for at least a month every year. 



3. As fast a boat as could be had consistent with the two first 

 qualities. 



4. The least draught of water consistent with the three first 

 qualifications. 



Of the three first qualities I need say nothing. There we agree. 

 But let me say a word upon the last. From my experience in 

 navigating my own yacht upon our coast for five years, every foot 

 of water a yacht draws over six cuts her off from 20 per cent, of 

 our harbors and channels. For instance : 7 to 8ft. is all you 

 carry into Rockport (Mass.), Squam, Esaex, York, etc.; and 

 is all you can oarry into Biddeford Pool or Block Island, and most 

 of the reaches and channels of Casco, St. John, St. George, 

 Penobscot and Blue Hill bays. I mean, of course, without a pilot. 

 To be at the mercy of the pilot is to be a slave in the midst of 

 luxury. The beauty of yachting is to go it alone. Now, your 

 yacht should be of the right draught, not only to go to sea but to 

 enjoy the lovely scenery of our island-studded coast; to turn ont 

 from the common tracks of commerce into the winding channels 

 and beautiful bays, known only by the fishermen as a place of 

 refuge, if by any one. I have spent two weeks of a season upon 

 the Maine coast in this] kind of cruising, which can never be for- 

 gotten when once enjoyed. Here your English cutter would be 

 useless if over 50ft. keel, because ahe will draw at least 10ft. of 

 water on paper, and probably lift, in the water ; for it is a pecu- 

 liarity of a vessel to draw more as,a rule than, is figured on paper. 

 I searched the country for what I wanted. I examined the oyster 

 boats of the Chesapeake, the river yachts at Philadelphia, and the 

 best yachts of New York and Boston. I went on'board Morning 

 Light, Comet, Dauntless, Ramble*, Sappho, and many others too 

 numerous too mention, and came back aa unsatisfied as ever. I 

 also looked over the model of America. All were just like the 

 discussions in your valuable paper : it was either all keel or no 

 keel. If keel, 12, 13, or 14ft.; if centreboard, then no sea boat ; 

 if keel, then no coast boajt, I will except one class which combined 

 keel and centreboard, bo as to get the full disadvantage of both, 

 and less of the benefits of either. 



While in this quandary I sent my sailing master to Swampscott 

 to look at the fishermen. He came back with the model of the 

 orack boat of the fleet. On seeing it I was struck with its peculiar 

 combination of elements. It had the bold sea bow, indicating 

 power ; the flat floor and long, clean run, denoting stiffness and 

 speed ; the light forefoot and deep drag, showing hold on the 

 water ; — in short, it was a combination of the wedge of the outter, 

 made thinner with the body of the American model. The remark- 

 able character of the model led me to inquire into the history of 

 this fisherman. I found that for twenty years she had been in 

 daily use, winter and summer— that no weather was too nasty for 

 her. I saw her myself come from sea in a gale that swept the 

 chimneys from our houses, and stripped them of their roofs, which 

 she had worked into port against for fifty miles when no other fish- 

 erman did it. I found that she could outsail any other fisherman 

 of the fleet at least three miles per hour, dead to windward ; carry 

 full sail when others had to reef, and the harder it blew and the 

 nastier the sea the better she sailed proportionately. Lastly, she 

 had beaten most yachtB that had ventured to " hitoh on " to her, 

 and had held her own with America, working to windward in a 

 seaway around Cape Ann. Her model was got up among the fish- 

 ermen at Swampscott. After this inquiry I came back to the 

 model, and aaid: " I will risk it ; I will have a yacht built after it to 

 the slightest fraction of an inch. I will have the same spars, the 

 same amount of canvas, the same solid and substantial seagoing rig. 

 I will build the hull stronger than her prototype, but in all else she 

 shall be the same, except, of course, altaring her top lines to the 

 modern yacht aheer and form." 



So I went to Essex, where we build fishermen, and contracted 

 for my hull and apars— the hull to be built with the timbers and 

 plank of a 200-ton fisherman for the Newfoundland BankB, viz.: 

 Keel, one piece, beat white oak, 10xl8in.; timbers, 6x7iD., Bet 

 double, white oak ; plank, 2}<in., beat white oak, only odo but in 

 any strike, buta to break joints; ceiling, l>£in., except on biifje, 

 and clamps, which are 2>*.'in., white oak; fastenings, beBt white 

 oak tree-naila, lOin. apart, lengthways of the hull, and copper but 

 and bilge bolted thoroughly— no othermetal allowed ; decks, 2J£in. 

 clear pine, no buts ; house, all abaft the mainmaat, 4in. stuff, 

 secured to timbers (oak) framed down into the hull, and fastened 

 to decktimbera, 8xl2in., by copper bolta headed at both ends.; 

 main deck beams, 8xl2in., white oak, well kneed with hackmatack; 

 house deck beams, white oak, 4x6in.; spars, A 1 ; mainmast, 18in. 

 at but and 12in. at top, 73%ft. long; foremast, 17in. at bnt and 

 llin. at top, 71J£ft. long ; best pine, besides a full set of light 

 spars of beat spruce ; eky-lights, hatches, patent lights, windlass, 

 etc.,— -all to order ; total contract price, $2,800. The house wag 

 placed abaft of the mainmast to avoid the weak point of all our 

 schooner yachts, as the mainmast can never bj secured in it as in 

 the main deck, alBo to letua have the deck to work the Bails upon, 

 which is of great importance in a nasty seaway. The house is 20 

 ft. long by an average width of 12ft. It gives a main cabin of 12x 

 12ft.x6fh 4in. in the clear, and two Btaterooms each 4%x6ft. aoor. 

 There are tour berths in the main oabin, and two double berths in 

 the staterooms, all roomy and ample, thus giving accommodations 

 for eight in a party, which is enough. Sailing master's and stew- 

 ard's Btaterooms are forward, as well as a pantry, cook room, hold 

 for rigging, etc.; and forecastle aB usual. Open Sea. 



(To be continued.') 



OUR CORINTHIAN CUTTER. 



Bbooelyn, N. Y., March 17, 1879. 

 " Good fellow, in conundrums you are speaking, 

 Sing hey, the silly sailor that you are." 



— H. M. 8. Pinafore. 

 Editob Fobest and Stream : 



If ' ' Grampus " had taken the trouble of referring to the design 

 before plunging into his calculations, he would have discovered 

 that the keel was nearer Sin. than 4in. at the garboards, and about 

 4in. at the bottom, giving an average thickness of, say, 6in. 

 Moreover, it atrikes me, after mature deliberation, that if a 9 ton 

 boat, with 7-tons of ballast in her, did not " dive like a loon " in a 

 seaway, it would be chiefly because she would sink too rapidly to 

 get a fair chance. Call her keel Sin. thiok, " Grampne,'' and fig- 

 ure it over again, and just for safety don't let's put more than five 

 tons of ballast in her. I don't know how it may be up your way 

 but my calculations were based on a ton of 2,240 lbs. 



Martin Gale. 



§y §nmt of §htss. 



Notice.— Chess exebanges, communications and solutions should he 

 addressed " Chess Editor Fobest and Stream, P. O, box 54, Wolcott- 

 vUle, Conn." 



Problem No. 51. 



Motto : XV Amendment. 



White to play and give mate in two moves. 



solutions to pboelbus— no. 4S. 



1— Q-R6 1-K-K5 



2-Q-B4 ch 2— K-K4 



3— B-E2 mate 



I 1— 1— K-Kt6 



2-G-Q3 ch 2— Any 

 I 3-Mates 



Game No. 110. 



A drawn game In the International Tourney played by Mr. I. E-. 

 Orchard, of Columbia, S. C, and J. Parker, of England. We take the 

 game and notes from the Nottingham Daity Expresa : 

 White. 

 Orchard. 



l— P-K4 



•2— Kt-Q B3 



3-B-QKt5 



4-B-E4 



6-Caatles 



6-P-Q4 



T— B-Kt3 



S— PtksKP 



9— B-K3 

 10— Q Kt-Q2 

 U— 3-KS (u> 

 12-Kt-Qi (c) 



(s) This move is recommended by Max Lange. 



(1>> All this ia book. 



(o) A bold but very gnod move— In fact, play of the highest order. If 

 we consider that in currespondencs the winning of a Pawn— nay, even 

 the gain of a single move— will sometimes decide the fate of a game, 

 it appears very hazardous on the part of White to offer this K F, which 

 can be taken with perfect impunity. 



(d) Very well played, and wisely refusing the proffered Pawn. Had 

 Black ventured to capture the same, White would have recovered Iks 



Black. 



White. 



Black. 



Parker. 



Orchard. 



Parker. 



1-P-K4 



13— B tks Kt 



13-Q-B sq 



14— Kt tk> B 



2-Kt-Q B3 



a— P-Q B3 



14-P-K B4 



is— E P tka Kt 



15— P-IJB* 



16— P-K B4 



4— Kt-K B3 



16— B-K B2 



5— Kt :ta K P 



IT— Kt-K KB 



IT— P-Q5 



6— P-Q Kt4 



18— Kt-K Kt5 



18— B tka Kt 



7-P-Q4 



f— B-K3 (a) 



19— PtksP 



19-Q-B3 



20— B-Kt3 



3'-Q-K5 



9-B-K2 



2t-Q-y2 

 22-K E-K iq 



21-K K-Qsq 



10— Kt-QBl 

 11— CastleB 



22-Q-Q4 



23-Q-Q3 (e) 





!S-Kt tks Kt (d) 







NOT 



B8. 





