16 



FOREST AND STREAM. 



[Jan. 8 



out of the pan in short order, but a stew takes time and a steady fire, 

 and why not? Is the paddler always on the go? Does he never spend 

 a quiet hour or two under the pines? He does not want a stew for 

 every meal, but when he does what has an hour or two to do with it. 

 This "is the modus operandi with us: 



Put game (anything from a gooss. to a sparrow, biped or quad- 

 ruped), after being washed, into a kettle with pork and good supply 

 of water, over a slow fire. Let boil well and skim. Cut up three or 

 lour good-sized ouions. and add with seasoning, salt, pepper, parsley 

 and summer savorv. Boil slowly for one and a half or two hours, 

 and when game is 'nearly done, put in pared potatoes, the large ones 

 cut into two or three pieces. Mix three tablespoonfuls flour in a 

 little water, and stir after thirty minutes, and all is ready. Water 

 may be added when necessary. 



Here is another simple method of cooking squirrels: Cut up 

 squirrels into about four pieces each, put in frying pan with a few 

 slices pork, and cover with water. Put cover over pan, boil well and 

 skim. Cut a few onions over all, add pepper and salt, cover tightly 

 again and cook to a nice brown. Remove meat, and to make gravy, 

 dredge in enough flour to tnicken, and stir well till blended. Q. 



CHICAGO C. C. 



Editor Forest and Stream: 



The banquet of canoeists held at the Matt eson House on Friday 

 evening, Jan. 11, was a grand success in every particular, and the re- 

 sult, from present indications, will be tme of the largest and most 

 active canoe clubs in America. 



Twentv-two canoeists were present, all but two or three being 

 canoe owners. An informal reception was held in the hotel parlors 

 till 8;80, when the company adjourned to the dining-room. In the 

 center of the artistically arranged table, elevated on a standard en- 

 twined with smilox, stood a model Racine canoe, some four feet long, 

 filled with.the rarest of cut flowers. Ifm beautiful center-piece, the 

 gift of Thos. Kane. Esq., of the Racine Boat Co., was deservedly 

 much admired. The dinner and service were in keeping with the 

 decorations. 



About 10:30 the meeting was called to order, with Mr. J. F. West as 

 chairman pro tern. The Cnicago C. C. was organized and the follow- 

 officers were elected : 



President, Mr. G. M. Hunger; Vice-President, Mr. J. W. Keogh; 

 Secretary and Treasurer, Mr. F. R. Seelye. 



A committee consisting of Messrs. Seelye, Pullen and Ellis, was ap- 

 pointed to draft, a constitution and by-laws to be submitted at the 

 next meeting, to be held on Friday. Jan. 25, at the office of Messrs, 

 Thos. Kane & Co. on Wabash avenue. Other business was transacted 

 and meeting adjourned at 12:15. 



As a direct outcome of the banquet two new canoes have already 

 been ordered and several others are being talked of, There is great 

 enthusiasm and every prospect of an immense boom during the com- 

 ing season. Qui Vive. 



Chicago, Jan. 14, 1884. 



A MEW A. C. A. BADGE. 



Editor Forest and Stream: 



The question of a badge for the A. C A. being now agitated, I have 

 just forwarded to Commodore Nickerson for his approval, and after- 

 ward that of the committee, a design which I drew up last season 

 with the intention of bringing the subject before the last annual 

 meet. This I was pri vented from doing on account of my cot being 

 able to attend Hie business meeting of the Association. The design 

 consists of a rope arranged in a circle and tied at the lower side in a 

 sailer's knot; inside the circle is a canoe with mutton-leg sail set 

 nntton leg being the simplest for design), the prow and stern of 

 the canoe and peak of sail touching the edge of circle: beneath the 

 canoe, extending from keel to edge of circle, are the letters A. C. A., 

 the whole being suspended from a double-bladed paddle by two 

 single blades arranged vertically, one on each of the upper edge of 

 circle. The design should be in geld, with the exception of the sail, 

 which should be chased silver. This design combines as many of the 

 distinctive apparatus of canoeing as can be worked in with neatness; 

 represents the Canadian as well as the "States" method of propul- 

 sion, the sailer as well as the paddier, and combines a contrast of 

 color in metal. I hope the Association will not adopt a burgee as a 

 badge. It is so common and represents nothing. It may be worn 

 bv a Matron of a militia company or a lire laddie, the engineer of a 

 steamboat or a member of a secret organization, so far as tne gen- 

 eral public would know. Let us have a badge we may be proud of, 

 as typically representing the most perfect and manliest of all out- 

 d( tor sports. Orange Frazer. 



Columbus, O., Jan. 21. 



THE "SAIRY G AMP.— I have a letter from J. H. Rushton. He writes 

 well. He has taken in your camp-fire and he has seen the Sairy 

 Gamp in vour office. He speaks well of her. She is still staunch and 

 tight. She is a beauty; a corky light- weight. I 'can paddle her 

 from the Battery to the Lower Quarantine. Swash Channel, without 

 shipping a quart of water. My dexter pectoral to the canoeists who 

 meet around your camp-fire. My next cruise shall be a rattling, 

 racketing, caiioe-down-stream tumble, from the meadow dams to 

 Philadelphia. I reckon this will test the endurance of a canoe. I 

 believe, on mv soul, that I can cruise the Sairy Gamp from the Bat- 

 ter c around the lightship and bring her back all right.— Nessmuk. 

 [Yes, the Sairy Gamp is tight. We filled her half full of water the 

 other night and launched a yacht model by gaslight. There is a 

 chance for some one to work np a poem .] 



RONDOUT C. C— A meeting was held at Rondout, N. Y. , on Wed- 

 nesday last to organize a canoe club, as there have been several 

 cruisers there for some four years past. The following officeis were 

 ■ I: Commodore, Grant Van Deusen; \ r ice-Commodere, Jansen 

 Hasbrouck, Jr. : Secretary and Treasurer, H. S. dispell. The re- 

 maining members are C. W. dispell, C. H. De La Vergne, C. V. A. 

 Decker, F. B. Hibbard. E. W. Knapp and Julius H. Marsh. The club 

 expect to have four or Ave boats at Newburgh, and at feast three at 

 the A. C. A. meet. 



TORONTO C.C.— Mr. Johnson is having a 16x28 eanoe built for 

 next season, and wit! his lBy,21 and open 16x31 will be well prepared 

 to make a pace for all con^ 



fathting. 



THE STAYING OF MASTS. 



SINCE the springing of Daen's mast a great deal of correspondence 

 has been going On anen't the subject, the principal burden thereof 

 being an erroneous imoression that spars cannot De as well held in 

 tat as in a broad one. This is an entire misapprehension. 

 There is. no reason why the springing of masts should be considered 

 a special weakness of cutters simply because one of them reeently 

 had a misfortune of that kind. Plenty of instances can be found in 

 the history of last year in which broad boats met with the same mis- 

 hap. But' everything which happens to a cutter is at once laid at the 

 door of her form, while similar troubles of broad boats appear to 

 make no impression upon tlie public mind. The schooner Ruth not 

 prang but carried away her foremast going into New Bedford 



or last summer iu smooth water. The schooner Agnes sprung 

 her mainmast upon being knocked down in a summer squall in smooth 

 water in the Sound. The schooner Clytie was overtaken by a similar 

 accident without even being struck by a squall. The sloop Schemer 

 rid herself of her stick in New York harbor last fall and the Aneto 

 did the same. Now one and all of these were beamy boats, some of 

 them the broadest of their class. All had great spread to theirshrouds, 



his was of no avail, fo ntby the board just tbesame. 



We might with just as muck reason point to those casualties as 



of" that wide boats could not hold their masis. as they seemed 

 ■mtinuully springing and carrying them away upon very slight 

 provocation. 



The Ileen had some excuse for getting into trouble. She was 

 caught in a winter blow and steep sea off Hatteras. That alone 

 would palliate her case to a great extent. But lleen's mast was 

 Sprung on the after side. Her chain plates did not pull up, nor did 

 her rigging or lanyards strand or stretch in any manner, showing 

 very plainly that the mast did not go for want of lateral support at 

 a'T hut that it pitched over forward beyond the elasticity of the 

 stick in direct consequence of the breaking of the iron strap of the 



-dock of the weather runner tackle or "backstay/' "We have 

 "before us a photograph of that block showing the fracture as stated. 

 Trwas therefore, not for lack of spread to the shrouds that the ac- 

 occurred, but for the sudden giving out of support to the 

 masthead from aft fen- which no amount of thwartskip spread to 

 shrouds could compensate. It is true that narrow vessels pitch 

 -mewhat greater arc than flat-floored craft, which bring 

 up with a kachunk to each oncoming wave. But it is aLso truethat a 

 narrow boat pitches with much greater ease and cushioning, and that 

 tn( . ,, i. boats arc not as taunt. Hence it is likely that 



t J lleu . bio through no greater arc than those of vessels 



of slower scend and acquire no greater momentum. At all events 

 the difference is not material, and as likely sometimes to be against 



one type as another, according to angle of oscillation and length of 

 spar. 



Now to provide against, accident, it is evident lhat the greater 

 the angle between mast and backstay, the better can the mast be 

 held. Narrow yachts with short lower masts off er a better lead to 

 backstays than beamy boats with lofty spars. So far then from 

 charging cutters with especial liability to springing spars, their sticks 

 can actually be held to better effect than in yachts of great beam. 

 Furthermore, the.support from shrouds cannot be judged by a simple 

 comparison of beam, but by the angle from the masthead down. A 

 beamy sloop with lofty stick may show no greater angle than a 

 narrow cutter with shorter lower mast. So far as we could judge 

 by a view end on, the angle of the shrouds of the cutter Bedouin is 

 exactly the same as that of the sloop Gracie in spite of the latter's 

 excessive beam. Again, the midship breadth of a narrow boat is held 

 well fore and aft, and regular "channels'" in wake of the rigging add 

 to her breadth, but a wide boat pinches in rapidly unless suffering 

 from objectionable flare in the bow frames, and the mast of a cutter 

 is also stepped further aft than in a sloop, so the difference in spread 

 to the shrouds disappears to a great extent, tend the effective angle 

 of tbeirlead is often as great in the cutter. 



There is no more danger of Ileen"s mast going square over the side 

 than the mast of a beamy boat. In fact it is a physical impossibility 

 if the work absiut her has been at all honest. And against pitch- 

 ing the mast over the bow she presents a better lead in her backstay 

 than would be found in a broad boat. The recent ill fortune which 

 overtook the Ileen was due solely to the giving out of some iron 

 work, which, in view of the treacherous nature of all blacksmithing. 

 Is liable te happen to any yacht at any time. It must nlso be remem 

 bered that Ileen did not "cut down her spare and butcher her rig as 

 customary with our beamy yachts when fitting out for a foreign 

 cruise. One thing can be carried out in beamy boats better than in 

 narrow ones, presupposing the spread athwart shits between dead- 

 eyes to be greater in wide boats. The after shroud or "swifter'' can 

 be set up further aft, allowing the boom to swing off to a given angle 

 when sailing free. In this manner the after shroud can be made to 

 serve somewhat as a backstay. But its lead as such is so manifestly 

 unequal to that of the runner of a cutter that it cannot compare with 

 the latter in efficiency. 



So little weight is put upon the shrouds of a cutter for staying the 

 mast, except in a lateral direction, that the rigging has been set up 

 closer and closer right along. In old-fashioned boats of considerable 

 beam, the fore and aft spread used to be 2ft. Bin., but nowadays this 

 is reduced to 1ft. (Sin., which serves just as web for lateral staying, 

 while the jump and spring forward is provided for by a special back- 

 stay of good lead, in the shape of the runner and its tackle, and this 

 can have a larger angle of trend more directly aft in a narrow boat 

 than in a wide one, as before explained. This is not put forward as a 

 "defense" of the Ileen. She needs no apologies. But it is meant to 

 remove another popular misapprehension which is not borne out by 

 the mechanics involved iu the staving of masts. Rigging of narrow 

 spread does not risk the mast at all. What it does risk is the pulling 

 up of chainplates or topsides. as the strain upon these is greater than 

 with more spread. This can easily be provided against in toto by 

 cheap and simple, yet very effectual measures in construction, to 

 which we have reverted often enough in these columns. Further 

 more, a narrow boat is so very much easier in her lateral oscillations 

 and general behavior than a wide, hard-bilged yacht, that it is still a 

 question whether the pull on her chainplates would be greater even 

 with less spread to the rigging. Cutters are proverbially economical 

 in wear and tear aloft, and it needs only one day's sail in such boats 

 to make the reasons self-evident. 



NEW CUTTER. 



THE details of the new cutter building by Lawley & Son for Dr. 

 W. F. Whitney from plans by Burgess Bros, are as follows: 



Length over all 36ft. 4in. 



Length water line 30ft. 



Beam on water line 8ft. 



Beam extreme STt. 2in. 



Draft 6ft. 6in. 



Least freeboard 2ft. 7in. 



Displacement, long tons 12.75 tons. 



Iron on keel, long tons 6 tons. 



Iron inside 0.5 tons. 



Area amidship section 27sq. ft. 



Area immersed longitudinal section 159sq. ft. 



Area loadline plane h1i.5sq.ft. 



M. S. aft. center of L. W.L 1.5ft. 



Center lateral resistance ditto 2.56f t. 



Center buoyancy ditto 1ft. 



Area cruising lower sails 987 sq. ft. 



Center effort forward C.L.R Gin. 



This handsome addition to the fast swelling fleet of cutters in 

 America will be named Rondina (Italian for Swallow). She has full 

 Hush deck with quadrant companion hatch, and a 4ft. skylight over 

 the cabin. The forecastle hatch will be of iron. A watertight well 

 aft for the steersman will be .2ft. 9in. by 2ft. 4in.. with the hatch to sail 

 room abaft of it. The cabin is lift, long with 3ft. floor, and 5ft. 9m. 

 headroom under the beams. Lockers and sideboards at ends of 

 sofas, and the run devoted to stowage and clothes press. The backs 

 of the sofas lift up and sling from above as bunks so that four sep- 

 erate berths can be had for the night. There will be a porcelain 

 cabin stove in the bulkhead; meals will be served on a "swing table,' 

 so that soup can be had in a gale. .In the forecastle there will be two 

 swinging bunks, which stow up against the side in daytime, icebox, 

 china closet, cook stove, etc. This cutter will be used mainly for 

 cruising, and wdl have large, cool, and airy accomodations for the 

 hot summer months, it being well known that the cabins of a cutter are 

 more refreshing than those of sloops with wide superstructures upon 

 which the July and August sun beats down until the heat below be- 

 comes even more sweltering than on deck. 



THE COST OF YACHTS. 



fpWO weeks ago reference was made in these columns to the cost 

 X of yachts here and abroad. In a conversation with the Boston 

 herald. Mr. Lawley, the well-known builder of Boston, expressed 

 the opinion that we had overestimated the difference and that he 

 could build for 15 to 20 per cent, above the English prices. Tnis 

 "interview" has since been going the rounds of the press in more or 

 less garbled form. Now, we are not in the habit of making state- 

 ments without the fats to back them, and if Mr. Lawley will under- 

 take to duplicate the Ileen for one-fifth more than she would cost in 

 England, we can give him an order on the spot and guarantee him 

 half a dozeu more during winter. According to the London Field a 

 forty-ton cutter like the Ileen can be built for $12,000. That vessel 

 here cost over §25.000, thereby more than justifying our statement 

 as to the excessive cost of building line yachts in this country. If 

 31r. Lawley will agree to build a new Ileen for $15,000, which is 85 per 

 cent, above the figure given by the Field, we will be most happy to 

 accommodate him with a raft of orders at once. But Mr. Lawley 

 must also be able to sink $10,000 on each job and grow fat on it . 

 People here do not understand what constitutes prime yachting 

 work and finish. That the difference may he made clear we append 

 below the average custom in America and England for so-called 

 first-class work. 



AMERICAN. 



Soft plank. 



Wood floors. 



Iron keel fastenings. 



Iron spike and nail work. 



Wood knees. 



Spiked floors and garboards. 



Single skin. 



Plank waist. 



Bare bottom. 



Iron wire rigging. 



Seven sails. 



Anybody's chain. 



Light gear and meagre fittings. 



ENGLISH. 



Hardwood throughout. 



Yellow metal floors. 



Copper rod. 



Clench copper fastened. 



Iron knees. 



Through bolted to keel. 



Double skin or composite. 



Stanchion waist. 



Coppered bottom. 



Best steel wire. 



Fourteen sails. 



Chain to Admiralty.test. 



Strong and very complete. 



W T e might go on to enumerate a great many more things of the 

 same kind. Of course all yachts are not built as stated above in 

 either country, but it represents the general practice nevertheless. 

 Add the amount of work entailed by more completely arranged ac- 

 commodations below customary in English yachts, the greater atten- 

 tion to detail and finish in all parts, and there ia very good reason 

 why English yachts should be classed superior to our own. Of course 

 we are making rapid strides m quality of build as well as in model, 

 rig and outfit, and we do not expect to remain in the wake of our 

 cousins very long in any respect .,,._.. . _„„ , . , 



\ large, beamy and deep yacht of the Itchen type, say 26ft. load- 

 line 82ft. deck, 8ft. beam and 6ft. draft, with 5 tons lead ballast on 

 keel, metal floors, hard wood all through, copper fastened, mahog- 

 any, teak and brass fittings, 14 sails for a lull racing cutter s rig, 

 with housing topmast and reefing bowsprit, ancle 

 all fittings such as brass rudder cap. leaders, cleats, cavils, pin rails, 

 best steel wire rigging and backstays, water tank, dingey and appur- 

 tenances of every kind except upholstery, linen and silver-ware, can 

 be turned out by"a crack English builder for $2,000. A similar boat 

 equal in quality would cost all of $4,000 or more here, and 

 full plana and specifications she could not be turned out 



TbelftUe Mo'na, with English sails and recent improvements is held 



at $5,000, Tho amount expended all told on keel, spars, American 

 sails and her fittings, in the first place, reached over $4,000. The 

 Mona is a light displacement cutter of 36ft by 8lt.. and could be built 

 iu superior style for $2,800 to $3,000 abroad. The Oriva. 50ft. bv lift. 

 6in. cost here $12,000. She could be duplicated abroad for$8,00O. The 

 Vayu, of Boston. 31ft. loadline. with iron ballast and fastenings, cost 

 $8,500. She could be duplicated in England, quality for quality, for 



CRUISING IN THE GEM. 



Editor Forest and Stream: 



Reading the account of Mr. Osgood's predicament with Gem re- 

 minds me of some experience I had in bringing Gem around from 

 Boston. We were out in rather nasty weather, and had occasion to 

 put reef in jib. when she came up in the wind. ' Captain called out to 

 give her a little jib to get her off. I don't remember who it was had 

 occasion to go out on the bowsprit; however. I am positive it was not 

 the cook, who was holding coffeepot in one hand, kettle in the other, 

 and frying pan with his teeth. I don't think it was that fellow v horn 

 t e captain had just caught hold of by the leg in his attempt, to make 

 a full flood in that locality, and was just about to take a header; 

 butit was that old veteran, Joe D., of the Jersey City Yacht Club, 

 who went out on the end of bowsprit, and as he did so Gem got a full 

 instantly. We went on about our business, fixing jib at our hisure. 

 I know another thing or two about Gem. One is that she is the best 

 boat of her inches, properly handled, in our waters or in Boston, and 

 Mr. Osgood may well feel proud of her; she is worthy of his confi- 

 dence. The otner thing is, I would have those ordinary iron bolts 

 which hold the lead to keel changed for gun metal, or some day she 

 may drop her lead. 



After our tussle with wind and sea for a m'ght and day, necessary 

 articles, as our cook can vouch for, including compass, binnacle and 

 yawl, were all lost. I never will forget the look of despair and dis- 

 torted features as were on the faces of our cook and that other fellow 

 the captain caught by the leg. "Breakers ahead." shouted our look- 

 out. "Every one on deck," roared the captain. "Where is that life- 

 preserver:-" screamed the cook. The othi r fellow was looking around 

 for the cuspidor. Finally, after considerable delay, the remaining 

 crew got their oil skins and appeared on elect, time enough, as the 

 captain said, to have run ashore half a cozen limts. "Hard-a-1 

 Cook came up with life-preserver on and wanted to know if we had 

 seen land. At that moment the fog lifted and we sighted Point Ju- 

 dith. Captain thought we would run for Newport, and word was 

 sent down below to the cook, who immediately commenced to get 

 his things ready to say good-bye to us as soon as that harbor was 

 made. "Hal d-adee!" again and again came from trie captain. That 

 evening we got into the quiet waters of Long Island Sound. Our cook 

 wanted to know what time we would get to Newport. Next morning 

 all hands reported for breakfast, an -unusual event. After a delight- 

 ful sail do vn the Sound we anchored safe a:. d all well, having nad 

 the most pleasant sail in my life. So much confidence had the cook 

 and that other fellow developed in the ability of our Gem. that they 

 both suggested we continue our trip down to Florida. 1 am only 

 waiting for the time of my bondage to expire before I will take an- 

 other flyer at just such a boat as Gem. only a little larger, a little 

 deeper, and a little more lead away down about eight feet. 



' H. C. W. 



EVIL EFFECT OF LENGTH MEASUREMENT.-That a length 

 rule ostracises all forms but one, ana tha', the most expensive and 

 difficult to manage, is generally known. We find this well illustl 

 in the experience gained in Solent waters m recent years with the 

 '•length classes." It forces the greatest beam and depth with the 

 greatest displacement and largest sail plan. An lichen boat ol 39ft. 

 loadline has something like 13 tons displacement. 7 tons ef lead and 

 7ft. 6in. draft, all of which is in excess of an ordinary cutter of same 

 length. Already there is an outcry iu Southampton waters against 

 the "simple length" rule, and a demand that boats of moderate pro- 

 portions shall not be driven to the wall by the monsters the length 

 rule fosters, but that all shall be recognized through the adoption of 

 a sail area and length rule, which will make the big ones pay for their 

 size. We quote from a letter in the London Field: "lamgl dto 

 there is a recommendation by the Y. R. A. subcommittee to intro- 

 duce the length and sail area rule m the length classes. It is 

 time that a fair chance were given to boats that are not of any ex- 

 treme type. The length rule has already produced boats that are 

 capable of carrying such large sails from their great stiffness, that 

 they are almost unmanageable in rough water, being overwhelmed 

 by the Weight of their spars and gear. This stiffness is the result of 

 excessive draft and beam, a boat of 30ft. long having a draft of 7ft. 

 6in. and beam of 9ft. 6:n. or so." 



THE NEW RULE.— The sail area and length rule is working its 

 way Into favor abroad. It seems to lie the only ruleh'lcelj to ..-lass' 

 varying types, un'il the day when the equity of bulk shall be more 

 fully understood. The Thames Sailing Club will arrange four matches 

 for 'next season on purpose to give the new rule a trial in practice. 

 On the other hand, Land and Water rather hastily gives an opinion 

 adverse to the outlook for the new rule. But one fact like the fore- 

 going is worth more than tons of opinion. For our part, we think it 

 auite certain the sail area rule will come into very general vogue. 

 All innovations start slow, like a railway train, and gradually gather 

 momentum, just as we have seen in the change from centerboard 

 trap to yachts of good depth in America. At first, nobodv would 

 listen to the change, now everybody wants a deep boat. Concerning 

 the silly proposal to substitute handicaps for time allowance 

 it was never seriously entertained by any one, and Land and Water 

 is safe enough in its remark that "handicaps are not likely to become 

 popular, and we neither expect nor wish to see them on "many of the 

 programmes during the coming summer." 



SMALL BOATS.— There is or ought, to be just as much and even 

 more dignity attached to the ownership of a small yacht valued at a 

 few hundred only as to the possession of the Biggest frigate in the 

 Beet . It is more creditable to take charge Of your own boa* and work 

 her throughout the season than to lay off in an armchair and be 

 driven about by a hired crew, who look upon youasnoth. 

 than a victim, privileged to act as their paymaster. It is of more im- 

 portance to nautical sport that one little twenty foot yacht be 

 bunched and skippered with spirit than the building of a two hun- 

 dred-ton schooner whose wheel never passes out of professional 

 hands. Neither money nor tonnage should be the criterion iu yacht- 

 ing, but the best model and equipment and the greatest, proficiency 

 in the theo.y and practice of seamanship, navigation and kindred 

 acquisitions.' The. manly* instructive and athletic sides of the sport 

 should constitute the field for emulation, and not the squandering of 

 money with ostentatious lavishness in the race for display or 

 dulgeiice in luxury, sensuality and mental imbecility. 



KEELS.— We hear of a number of boats to be altered into keelsthis 

 winter. It should be remembered that the keel of aflat-floi 

 should have considerable rocker and be cut up to nothing with a long 

 sweep from midships forward and a slight round-up to the 

 order to he effective. A year ago Mr. Kathborn altered fcb 

 Sparkle into a keel with a great deal of rocker. She proved very 

 handy, much abler in every way, and lost none of her speed. Long 

 straight keels are neither handy nor effective. If ballast; is bolted up 

 from below, as it ought to be in every good boat, the flitob keel of a 

 centerboard can easily be strengthened to any extent by a keelson 

 over the floors with chocks between, the keel bolts going up through 

 ah. The gain in room by such a change in a small boat is astonish- 

 ing. 



YACHTING IN HUNGARY.— On Lake Balaton there is at present 

 great interest developing in yachting* A chip has been organized 

 and an English builder has established himself on the lake, having 

 already turned out some sixty boats of all kinds. 4. large fleet is 

 stationed on the Plattensee, including one schooner, several steam- 

 ers cutters, yawls and sliding gunters ranging from twei 

 down to one ton. Most of the yachts are owned by noblemen of the 

 country, among whom yaehting has become quite a fashion. 



NEW MODEL.— We have seen a very handsome and well-propor- 

 tioned model by "Ezekiel" for a large keel schooner likely to be 

 built by a salt-water yachtsman accustomed to extensive cruising. 

 Length over all, 105ft.; water line, 94ft. : beam, extreme, 20.6ft. ; hold. 

 12ft; draft. 12J*;it. There will be 55 tons Of lead on the keel. Main- 

 mast, 88ft.: foremast, raft. Will carry staysail, jib and outer jib. 

 is plumb and the counter fashioned after the style ot a 

 cutter. 



LIGHTHOUSE ILLUMINATION.— The results of several 

 experiment with the. electric light in French lighthouses 

 have been sufficiently satisfactory* to encourage a more e 

 use of the light for that purpose. Of the 3iJ lighthouses along the 

 Atlantic and Mediterranean coasts of France, 15 v, ; 

 with the electric light immediately, and there is every prosj 

 early addition to their number. 



THE NEW STEAMER.— We learn that the new steamer 

 atPoillon's for Mr. Munro is one of the best-looking craft of the kind 

 yet turned out in New York. The lines are due to Mr. He 



md-some drawings, from which the yacht is being 

 laid down. Mr. Hubhe has served his time and has seen e 

 abroad. 



PUBLIC OPINION osten fie, -old: ''There 



qn.iries of builders i . gi i's and deep keel 



number of new yachts of this type will be bus 

 opens. Mr. George La-w ley says, judgii ttere he receives, 



that the days of "flat «enterboard« are nearly \ 



