[March 87, 1884. 



FOREST AND STREAM. 



178 





fachting. 



May 18. 

 May 24. 

 May 24. 

 May 30. 

 May 30. 

 May 30.- 

 May 30. 

 May 31.- 

 June 9.- 

 June 10.- 

 June 12.- 

 June 14.- 

 June 14. 

 June 16.- 

 June 23.- 

 June 28.- 

 June 30.- 

 June 30.- 

 July 4.- 

 July 9. 

 July 12.- 

 July 12.- 

 July 26. 

 Aug. 9. 

 Aug. 9.- 

 Aug. 16. 

 Aug. 23. 

 Aug. 23. 

 Sept. 6. 

 Sept. 13 ■ 

 Sept. 13. 



FIXTURES. 



-Eclipse Y. C, Op«=niug Cruise. 



-Oswego Y. C, Opening Cruise. 

 —Boston Y. O, Opening Cruise. 

 — Knickerbocker Y. O, Spring Matches. 



-Atlantic Y. C, Opening Cruise. 



-Newark Y. C, Spring Match. 



-South Boston Y. C, Spring Match. 



-Boston Y.C., First Match, Connor and Commodore's cups. 



-Portland Y. C, Challenge Cup. 



-Atlantic Y. C, Annual Match. 



-New York Y. C, Annual Matches. 



-Hull Y. C. Club Meet. 



-Seawanhaka Corinthian Y. C, Annual Matches. 



-East River Y. C, Annual Matches. 



-Newark Y. C, Open Matches. 



-Boston Y. C. Ladies' Day. 



-Manhattan Y. C, Annual Cruise. 



-Eclipse Y. C. Spring Match. 



-Larchmont Y. C, Annual Open Matches. 



-Beverly Y. C, Marblehead, First Championship. 



-Hull Y. C., Club Meet. 



-Boston Y. C. Second Club Match. 



-Beverly Y. O, Nahaut, Second Championship. 



-Hull Y. C, Club Meet. 



-Boston Y. C, Open Matches, all clubs. 



-Beverly Y. C, Swampscott. Third Championship. 



-Beverly Y. O, Marblehead, Open Matches. 



-Boston Y. O. Third Club Match. 



-Beverly Y. C, Marblehead. Special Matches. 



-HullY. C, Club Meet. 



-Boston Y. O, Second Ladies' Day. 



THE GLEAM AND ANETO. 



Editor Forest and Stream: 



For reasons anticipated in your comments on the offer of Mr. 

 Prague, I unhesitatingly decline the suggested contest. 



During the approaching season I will, sacrificing time allowance, 

 give my friend Mr. Lawton;every opportunity to redeem his defeat 

 in the chance trial last fall, but the conditions of weather must, be 

 the same, such as will bring the Gleam to two reefs. 



I suggest, but dolnot stipulate, in the event of such a trial, the loser 

 shall, to place the result on record, donate $50 to a charitable institu- 

 tion to be selected by the winner. 



New York, March 25, 1884. The Owner of the Yawl Aketo. 



THE PETREL. 



AN unfortunate transposition of the types in t he table last week 

 needs correction before proceeding. The ballast on Petrel's 

 keel is 5,4741bs., and the amount inside 2,526, which will make the 

 comparison with Gleam more intelligible. The hoist of mainsail is 

 20ft. against 23ft. of the Gleam, or increasing the latter boat to the 

 length of Petrel, the comparison between hoists would be 20 to 28, 

 and between the areas 800 to 1,106, showing great economy in favor 

 of the naiTower boat. The same is expressed by the percentage of 

 sail area to square of loadline, Petrel having 102 per cent, against 

 the 149 per cent, of Gleam. The sad plan of the latter is the largest 

 in proportion to length of any fixed ballast boat of which data are 

 known. 



The present mast of Petrel is built of two halves, slightly cored out, 

 glued, doweled and pinned together, with but little taper to mast- 

 head. The object was to combine lightness with the stiffness of large 

 diameter, as the ancient vagary about give and elasticity to spars 

 has about disappeared from the category of fairy tales worshipped 

 among the "intuitive" classes. Spars as rigid as they can be stayed 

 with due regard to lightness are now accepted as equally as necessary 

 to smart performance as flat sitting and broad-headed canvas. The 

 Petrel's experiment seems to have been a perfect success, as her 

 mast never buckles, nor does the masthead twist with exposure to 

 the weather, and the stick never "complains." The building of masts 

 may be considered an improvement, but it should be borne 

 in mind that unless accurate and faithful workmanship can be 

 counted upon to a certainty, a built mast is a treacherous and dan- 

 gerous affair not deserving to be trusted. Much weight will not be 

 saved, but weight for weight, greater strength and stiffness can be 

 secured by a competent mechanic familiar with spar making. Petrel's 

 topmast is Added to house and the bowsprit reefs in over the wood 

 boomkin. She has two shrouds and backstays each side, and the jib 

 martingale nips under an iron dolphin striker. The boomkiu is 

 steadied by au iron rod jumper or bobstay. 



The cabin has 24in. berths each side, 13ft. long and 32in. of floor 

 between. The house overhead is 12ft. long and only 10in. high at 

 after end, being kept low for convenience on deck. A square hatch 

 16x20in. gives access to the forecastle in which the stove, pantry and 

 cooking gear is located : 



Area lower sails 800 sq. ft. 



Ratio to square L.W.L 102 pr. ct. 



Area mainsail 522 sq. ft. 



Area foresail 1 32 sq. f t. 



Area jib 146 sq. ft. 



Mast deck to hounds 25ft. 



Masthead 4ft. 6in. 



Topmast, cap to shoulder 12ft. 3iu. 



Rake of mast 1 in 21 



Main boom over all 28ft. 6in. 



Gaff over all l~Et. 



Bowsprit, end L.W.L to cap 5ft. 



Jibboom. cap to stay 9ft. 



Mainsail on luff 20ft. 



Mainsail on head 16ft. 



Mainsail on foot 27ft. 



Mainsail on leech 32ft. 



Foresail on luff 24ft. 



Foresail on foot .. 12ft. 6in. 



Foresail on leech 21ft. 



Jib on luff 29ft. 



Jib on foot 15ft. 



Jib on leech 20ft. 6in, 



ISIS. 



THIS new cutter is 62ft. 6in. over all, 51ft. loadline, 13ft. beam and 

 9ft. draft, with a steadier of 16 tons on the keel. She is now be- 

 ing planked up at Poillon's yard, in Brooklyn. The best part of this 

 yacht is her design. Her construction is something enormous. The 

 keel is a balk fit for a seventy-four, the frames are double all through 

 and within an inch and a half as heavy as those of the big schooner 

 Fortuna. The deck frame is a stunner. Beams have been tumbled 

 in at every framehead in profusion, and of a strength and weight 

 astonishing. With such material, corresponding fastenings ought to 

 be expected, to secure the benefit of the extravagant weight; but, 

 strange to say, these beams are merely spiked to the shelf, with no 

 other fastening whatever ! Can this possibly be the intention f What 

 is the use of massive material without sufficient connection? Unless 

 some further provision be adopted for tieing the sides, such as thor- 

 ough kneeing, the first time this cutter gets it rough and tumble she 

 will wring out of shape, open and leak like a basket, for the rig to 

 drive her bulk and beam will be of respectable dimensions. 

 The quarters and transom are one solid mass of wood, be- 

 yond anything of the kind put into a similar vessel. Yellow 

 pine filling, into wbich the forward frames box, is a poor 

 su bstitute for oak. If the cutter is completed as she has beeu begun, 

 three tons of weight will have been wasted on her structure, aud 

 most of that high up. It should have been in lead low dowu, for a 

 boat of her beam and displacement requires a deal to correct her 

 "wobbly" tendencies. As to her form, it is excellent and .very fair 

 upon her dimensions, but we cannot but think she would have been 

 all the better with 9in. off each side. Deck room would have remained 

 ample and the accommodations below need not have been interfered 

 with at all. It would have given a kinder form to drive and a better 

 shape looking to windward. As it is the forte of Isis will be reaching 

 and sailing in light weather. When it comes to crowding she will 

 choke, because of her exuberance in beam. While her form, and 

 especially her notable fairness, promise general satisfaction, the 

 wasteful disposition of her scantling is certain to detract from her 

 prospects as a flyer. For cruising Isis has scarce an equal. The 

 vacancy down below will give the largest accommodations on record 

 in these waters. Indeed, in the way of room she can compete with 

 the ark. In view of her small hatches there is like- 

 wise gangway and passage on her deck, such as New 

 Yorkers have never before seen ou the length. She will prove 

 enormously stiff and presumably it will be impossible to carry her 

 rail under. For all or these reasons, it seems as though a more 

 favorable average might have been struck with lift. 6in. instead of 

 13ft. beam. But as an experiment in the way of wide cutters, no one 



