176 



FOREST AND STREAM. 



[March 27. 1884. 



will withhold full recognition of the owner's enterprise, as he de- 

 Signed the yacht himself. As a wide cutter, we are prepared to say 

 her form is exceedingly pleasing, with the bulk distributed in almost 

 faultless proportion, though for climbing to windward, we might 

 have preferred just a little shorter entrance so far as inspection of 

 the frame served us as a guide by which to pronounce judgment. She 

 is a credit to the yard as a thoroughly fair job. and but for the excep- 

 tions before noted, might have been the. most sensible vessel yet set 

 up in the establishment. Now that the modern yacht has invaded 

 even this historic old ground, we have no doubt some of the contetn- 

 : new cutters will rise in their glory at the same yard. The 

 worthy Mr. Towuseud, who presides, knows "how it is himself" after 

 having come across the clipper Ilecn at sen. and prejudice is fast 

 wearing away. For the rest the yard can turn out the best of work 

 with some one to direct the innovations upon old customs in detail, 

 and Mr. Townsend can be relied upon to see them lived up to in full 

 faith. 



THE COST OF YACHTS. 



ORDINARY business principles ought to apply ki comparing the 

 cost of yachts as in anything else. There is no reason in hold- 

 ing up the first cost of two vessels in comparison without allowing 

 for difference in quality of construction, equipment and cabin fittings 

 and without regard to longevity. It is quite certain that a well-built 

 vessel, thoroughly and completely supplied in every respect with ex- 

 pensive and artistic interior, will call for a greater 'first outlay than 

 an inferior affair iu every respect. But when the lifetime of a well- 

 built and a cheap job are taken into consideration the balance sheet 

 will show in favor of the best boat. Thus, the schooner Columbia 

 was built in 1870 at a cost, as near as is known, of $35,000. She was 

 put to very light service during her career, but in 1884 was found so 

 thoroughly rotten and used up generally that her recent purchaser 

 has been obliged to rebuild entirely. He paid $10,000 for a name and 

 proceeded to build a new- boat around the name at a fresh expense of 

 about $30,000. The fiist owner paid §35,000. The second about 

 $90,000. Loss §15.000. The third owner paid $10,000, Additional 

 loss -310,000, and he lias now to expend £30,000 in rebuilding from keel 

 up. Tola] amount sunk in the Columbia in fourteen years, §55,000! On 

 the other haDd. had the Columbia been built originally to class highest 

 in Lloyd's instead of being soft wood thrown together with spikes, the 

 first co. t might, have been $15,000 more than was paid for her, say 

 850,080 She would after fourteen years have brought at least half 

 her cost. or®2S,000, so that the amount sunk would have heen only 

 00. To this add ?5.000 for an overhaul, and the saving up to 

 date would have been $35,000. That is to say. the Columbia, well 

 built and fitted in the first place, would have cost $25,000 less to date 

 than the Columbia built as the slop job she actually was. 



Firthe.r, the cost of the Berlouin. without the extra expense of 

 artistic carvings and decorations, upon which no limit can be set in 

 anv yacht, w as S34.000. The cost of a cheap sloop of same size with 

 only'half the regular equipment will be £24.000. In twelve years from 

 time of launching Bedouin will sell tor $24,000, assuming reasonable 

 care in her keep, and the cheap sloop would bring buta nominal sum 

 of sa v $10,000, and require another $10,000 to put her into equal con- 

 dition with the Bedouin. Loss in twelve years on the Bedouin §10,- 

 000; loss on the cheap sloop $24,000. 



Finally, the type of a boat, the mere shape of the volume enclosed, 

 has nothing whatever to do with the cost of build in the first place, as 

 common sense ought to demonstrate to every one without explana- 

 tion. The cost is due to amount of material ani labor used in the 

 production. In a cutter the material and labor need not exceed the 

 requirements of a sloop. Both call for like expenditures for equally 

 good and complete equipment and wealth of cabin fittings. The 

 larger displacement of the cutter necessitates from twenty-five to 

 fortv per cent, more ballast over the sloop of modem proportions, 

 an extra charge which is offset by a smaller sail plain and the easier 

 conversion of lighter material used in framing and finishing an easier 

 form of body. And in small yachts even thus difference of ballast 

 disappears, since small sloops of recent construction displace as much 

 and in some eases more than cutters of same length. Such boats, 

 possessing in their great beam also a greater stock of ma- 

 terial, more labor and a larger rip, must cost quality for quality 

 more than a cutter of same length. We have in recent num- 

 bers given many actual examples, showing cutters to be as 

 cheap, and in some instances cheaper, than sloops, and if builders 

 still bid wild on contracts for cutters, or insist upon making a fortune 

 out of one such job. by •■milking" rich and inexperienced or finan- 

 cially generous men, the competition of the future will bring about a 

 tn e 'balance between the cost and the article rendered therefor. 



The cry against cutters on account of their supposed greater cost 

 than other modern types approaching the cutter in performance is a 

 .sical bugbear, and is put forward only by illogical persons 

 who know nothing about the matter beyond what they gather and 

 inagnifv from greenhorns chatting in club rooms. That this or that 

 specific cutter can be pointed out as having cost more than a poverty- 

 stricken sloop is true enough. But others can also be found which, 

 with superior build and equipment, have cost iess. Whatever the 

 facts in specific cases may be. common sense is enough to prove that 

 there is no ground why. quality for quality, there should be more 

 than normal difference in first cost of cutter or sloop, and that differ- 

 ence is as Often likely to be on one side as on the other. The most 

 expensive yacht is, as a matter of course, the largest on the length, 

 whether the bigness be due to great depth or to great beam. 

 Naturallv. boats having both great beam and depth, such as the 

 Itchen cutters or Boston keel sloops, will represent the largest ex- 

 penditure of material and labor, all upon the assumption that the 

 comparison is between boats of equal strength and grade of material, 

 equally complete in equipment and the luxuries of the cabin. 



THE S. S. NORMA. 



THE new steamer Norma is now being planked and is about ready to 

 receive her decks at the yard of C.&. R. Poillon in Brooklyn. We 

 confess to disappointment in the vessel. It had been expected that 

 emanating from the drawing board of a mechanical engineer, this 

 latest addition to the steam fleet would have had some style and 

 merit in model and build. The very opposite unfortunately proves 

 to be the case, and one more commonplace piece of mediocrity is 

 all the world is to wiiness in her launching. The vessel is of course 

 whittled away to a knife-like, entrance, which seems to be the sum- 

 mum bonuiii of the ambition of all our designers and modelers of 

 steam vachts. Hie has a long entrance of the usual overdone kind, 

 and from midships aft is a veritable trough with a tiresome fiat to 

 the side, ending in a characterless stern of the ancient watermelon 

 pattern borrowed from our gunboats of twenty -five years ago. The 

 only commendable point in her design is good deadrise. and this, w e 

 befif-ve was incorporated at the instigation of Captain Towns, who is 

 now looking after the development of his future charge. The sheer 

 rif the boat is most unhappy; a straight amidships, a sudden turn, 

 another straight and a short quick scoop sky ward as the yellow pine 

 plankshire butts into stem head. Another sudden bend on the quarter 

 an> I a slower sweep thence to the elliptical finish aft. If the swegp is un- 

 fair in and out, the sheer is like wise vertically broken. Has art and eye 

 been so completely lost in shipbuilding practice that no one ventured 

 to correct as the frames went up, or was it merely a knot in the bat- 

 tens? In point, of design the Norma expresses no ruling idea, no 

 principle, much less ordinary unity throughout. She is devoid of 

 character, much as if built by the mile and sawed off to order, or 

 brought to a close when talent dried up untimely. In point of con- 

 struction the whole job is of the rough and ready class, at which the 

 nose of a Lloyd's man would turn up involuntarily. The exceptional 

 feature is a fairly good connection between beam ends and the top 

 side as a thwartship tie procured by working two thickstrakes Inside 

 the shelf and bolting through all, but this is an antique method also 

 borrowed from old gunboat specifications. The plank is none too 

 thick In the rough, and with one to three eighths dubbed and planed 

 away to smooth up, would not receive a high rating at Lloyd's in 

 Of the. material used. '1 he yacht has white pine beams in wake 

 of the cabin, and though tolerably strong throughout for limited 

 runs alontr the coast, she is far from exhibiting the class of fine 

 workmanship, material or fastenings to be expected in so large and 

 ■ tare. For this the builders may not be to blame. They 

 build for a price, and no doubt have given fair return and fully lived 

 sir contract. . . „ 



Those who have seen the exquisite cabinetwork put mto the frame 

 and fitting of Been, Bedouin and their sisters, will contemplate witb 

 regret the comparatively raw methods pursuer] in this new steamer, 

 But when puttied up and painted with gorgeous tinsel and lavish dis- 



Slav in the cabin and plenty of brass about dec.\s, the Norma will he 

 ailed at her launch by admiring crowds as "another magnificent" 

 addition to the yacht fleet of the metropolis. Concerning the power 

 we cannot speak from personal observation, but as it is to come 

 from Sullivan's hands it is pretty good guarantee that the engines 

 will be fine specimens of the machinist's art The boiler is to be of 

 steel 0-1511, or the pattern known as the "Scotch" boiler. The 

 engines are compound, with lSin. stroke, and cylinders 22 and 36, the 

 low pressure being on top, both piston heads attached to the same 

 rod ' V will becompaet, occupying cnl.> r.ft. .-pace fore and aft, and 

 the upper cylinder top .'ill scarce reach into the hatch. It is to 

 drive a wheei eft. in diameter. The yacht is to have an open netwoi k 

 -ail and unless the hatch coamings arc kept of extra height there 

 ... ill be considerable danger of flooding out below, though the vessel 

 is likely to prove a fair performer in a sea on account of her length, 

 deadriae and easj bilge n she is no better than others of her class 



room left tor 



material improvement in every respect. She shows the novice at the 

 business all over, and the sad want of supervision by a real expert in 

 yacht design and construction. But almost anything appears to 

 be good enough as yet, and until some "standard sample 

 of well-conceived planning and exacting construction in detail ap- 

 pears in our waters, few will appreciate the difference in the prevail- 

 ing opinion that "a boat is a boat," and that the only difference be- 

 tween rough, common, short-lived "boat work' and finished ship- 

 wrighting is a margin of cost in favor of one and against the other. 

 We trust the wily skipper, who is to be, will keep an eye on the 

 pilot-house and its bracing, and have the well-hole, above which it is 

 to be built, caulked tight from the rest of the ship for reason obvious 

 enough to a sailorman of his experience. Length over all. 150ft.: 

 water line. 130ft. ; beam, 19ft. ; hold, 12ft. : draft , Oft . : freeboard amid- 

 ships, 6ft. Schooner rig. Masts, 64 and 65ft., with 29ft. topmasts: 

 bowsprit. 18ft. beyond stem, lug sails to brail up, having 20 and 24ft. 

 gaffs; keel, 10in. square, with 2in. shoe: stem and post 10in.. sided: 

 post, 16in. at shaft. Frames, oak and hackmatack, sided Sin. and 

 moulded 8in. at heel and sin. at head, double: space 27m. centers. 

 and bolted with % iron, Clamps, yellow pine, 4 and 3in. thick, 12in. 

 deep each. Plank, yellow pine, averaging 2Vbiu. Tapstrakes of oak, 

 square fastened with j-§in. locust treenails below water line, and with 

 iron spikes above. Coamings of mahogany, 4x0iu., bolted dow u with 

 Mbt. iron. Accommodations include cabin, 19ft,; owner's room, 12x 

 lift,, with bath and toilet and two staterooms, all aft of machinery. 

 Officers and crew forward. Pilothouse Tx6ft., with smoking room, 

 10x8ft.. attached, will be on deck forward. 



SOME FINAL GENERAL REMARKS. 



Editor Forest and Stream : 



I quote from your reply to my last : "Weight in itself, without 

 consideration of form, is not productive of resistance, but form, 

 without regard to weight, certainly is." According to that, no 

 amount of weight will offer resistance, and a square can be driven 

 through the water by the same propelling force, at the same speed, 

 as a triangle, I cannot assent to such a proposition. Departing 

 from theories, I will say in support of my claim that superi or weight 

 must offer the most resistance; that upon a certain afternoon in 

 August last, when the wind, though steady, was extremely light, the 

 sloop Lizzie L. met the cutter Oriva off Owl's Head, and in beating 

 down the bay from that place, though never out-pointing her, did 

 out-foot and wind her, and retain the lead throughout the entire 

 afternoon: that the very next afternoon Mr. Lee again brushed with 

 her, and, the wind being much stronger, succeeded" in regaining his 

 lost laurels, which, if your theories were correct, he should never 

 have surrendered, particularly when the immense disparity in size 

 between the two vessels is remembered, the Oriva being 50ft. and 

 some inches on loadline. against 42ft. and odd for the Lizzie L. 



Again, that the same sloop met the Madge both in afternoon sail- 

 ing and during her races, and invariably beat her, notably on the oc- 

 casion of the first Madge- Wave contest, when the Lizzie L., carrying 

 only working topsails ran away from the cutter, which had set at 

 the time the most tremendous club topsail that I have ever seen on 

 a sloop of any size or design ; that this superiority was so well ap- 

 preciated that although the Lizzie L. four separate times offered to 

 match her for any amount, she was invariably refused, on the plea 

 that thej T were not open to any more challenges, having all they 

 could attend to. although the facts were that she did afterward 

 accept the challenges of the little Mistral and, I believe, the Paloma. 

 The above events were all in light airs, and I am convinced were 

 exhibits of the superiority of lightness, in good form, over weight, 

 ditto, in summer zephyrs. 



That a well-formed boat, whether weighted or not, will beat a tub, 

 is a foregone conclusion. Where lightness was in good fonn, I have 

 never yet seen it defeated under the above conditions. The whole 

 issue between us, then, resolves itself into the simple question as to 

 what is or is not "good form." I contend that it may be secured 

 without going to either extreme depth or narrowness; that a vessel 

 with four beams and one-tenth her length in draft is best suited to 

 our weather and waters. Quoting the knowledge of the ancients and 

 stating that there is "nothing new under the sun," is begging the 

 ipsue. I claim that the more sensible of our yachtsmen (who were in 

 the minority, of course, as common sense never was "common" on 

 any topic) were fully aware, many years before Anglo-mania-crazed 

 Americans, cither in yachts or manners, that a "skimming dish" with 

 sandbags was not practical sailing; that there were a number of sloops 

 in New York Bay of 50ft. and under, prior to '70, with as much draft 

 as I now recommend; that you cannot rightfully claim "double-head 

 rig" a» an exclusively "cutter principle;" that double-head rig was in 

 use by sloops before cutters were known, and that cutters themselves 

 are simply variations of a type known as sloops, which had a previous 

 existence and from which they were evolved. You say in regard to 

 this that "no hard and fast line can be drawn," but at the same time 

 leave your reader to infer that, after all, these s> -called sloops now 

 building are really cutters in disguise, which the advent of cutters has 

 created and which would never have existed but for that advent. I 

 admit that the cutters did much to accentuate the revolution; but, at 

 the came time, I claim that it was simply the accentuation of a move- 

 ment already started, and I prove my proposition by pointing to the 

 lists of the NW York and Atlantic Yacht Clubs, published in January, 

 1880, whieh show quite a respectable fleet of sloops with plenty of 

 draft. 



"Extremes are dangerous," is an old and well tried proverb very 

 generally known, and as long as yachtsmen can face the same 

 weather with moderate draft as they can with extreme draft, and at 

 a much less expense for the pleasure, they will surely continue to do 

 so. You say that "mentioning prices of yachts out of hands is not a 

 fair comparison," and that "long after the Gracie is broken up for 

 firewood the Bedouin will have fair market value." I contend that 

 prices are the only comparison possible if w 7 e nish to get at the item 

 of expense which is certamly "a consummation devotedly to be 

 wished." I contend that a first-class sloop, which shall be complete 

 in every detail, of the very best construction, of the same loadline 

 length as the Bedouin, can be built, ballasted and rigged for one-half 

 of the Bedouin's cost. ' That when so built she will be equal to the 

 same exigencies, and remain so for as many years. That the Bedouin 

 may still be good when the Gracie is broken up, is quite possible, the 

 fact that the Gracie was already a very old boat when the Bedouin's 

 keel was laid, making the proposition all the more probable. You 

 state that the Grayling was proclaimed as "tinea psizable while on the 

 stocks." I never heard any one make such a claim, and I witnessed 

 her construction, discussed her model with her owner, designer and 

 a svhole host of other yachtsmen. Mr. Fish asked for a light draft 

 boat, and knew that it could be capsized when he asked for it. He 

 has since admitted to me that he capsized her throush over-confidence 

 m her ability to take the flaw of wind, the strength of which he did 

 not foresee, and I firmly believe that the Bedouin even, struck by the 

 same flaw and handled in the same way. would either nave capsized 

 or carried away tier mast. I do not believe in the uneapsizability of 

 any kind of craft. A cutter, in England, foundered at her moorings in 

 a gale of wind last spring w ithout a rag of sail on her; and tnere are 

 conditions mnder which a man-of-war can be turned over, vide the 

 Royal George, which capsized at anchor with a puff from off the 

 hills. 



I notice in your last issue a statement that Captain Joe Ellsworth 

 admitted that the Fortuna had the G»elel cup race in hand, and only- 

 lost it through carrying "improper" sail. 1 am inclined to think that 

 Captain Joe Ellsworth may have admitted that improper sail had 

 something to do with Fortuna's defeat, but I am positive that he 

 never considered that the sole cause for it, for before Fortuna set 

 the maintopmast staysail, at the very;instant that, in rounding 

 the Sow and Pigs Lightship, he learned she had but 12 minutes lead, 

 he expressed his confidence in the Montauk's ability to win, and could 

 not have founded that confidence on anything but his belief in the 

 superiority of his vessel, which was duly verified, 



I also notice from "Hand Lead," some quotations as to depths of 

 frequented harbors. That such depths exist I have no reason to 

 doubt, but that they only exist, in the majority of instances, in the 

 narrowest channels, which a yacht "on the wind" could not keep in, 

 is also true, and I still claun that there are twenty yacht-fre- 

 quented harbors between here and Marblehead, that vessels or 10ft. 

 draft find the greatest difficulty in entering, and even after entrance, 

 are compelled to lay too far off shore for any convenience in hailing, 

 etc. Yachtscannot be sailed within their own widtbslikesr- 

 and unless a channel is 100yds. wide, it is of very little practical use 

 to them, and if a yacht must "come to" .beyond hail of the shore she 

 might as well remain outside of the harbor altogether as far as con- 

 venience is concerned. Franklyn Bassford. 



[Mr. Bassford's mention of square and triangle is unfortunate, his 

 parallel being directly opposed to the meaning our language con- 

 veyed. We suggest a stuoy of naval architecture, which would give 

 a clearer conception on many heads and prevent such absurd guess- 

 ing as to the possibility of the Bedouin's capsizing, and the citation 

 of the Royal George, who, with her topsides and three tie] 

 all run across to leeward for listing the vessel to clean botl pre- 

 sents the very antithesis to a cutter's stability. It appears that Mr. 

 Bassford has known it aU right along, has always been iamiliar with 

 and appreciated the principles of a cutter and her rig. and that it 

 was quite impossible for him to learn anything new by recent agita- 

 tion. This is all highly complimentary to Mr. Bassford. only he must 



..an. *■!,.-. ^..,v.i;.-i Tt tint, r.l.-t,.-, Pr.nt.-iT .wn 



-i yi iul lines. 



fo^^'properly'claims their origin to he. No one has set. himself up as 

 principles till 



since they are based on the laws of nature, which mankind 

 has been learning to master piecemeal through a great 

 many centuries. What we have done, however, is to 'hasten if not 

 actually compel, recognition of those laws in practice, for v. hich the 

 complete change in yachting architecture in America stands witness, 

 and we only regret that in that hard battle we should have been 

 obliged to work without the aid of a gentleman of Mr. Bassford's ripe 

 and far reaching knowledge which corhes before the public a little 

 late in the season. We also regret to find Mr. Bassford giving vent, 

 unintentionally no doubt, to an exceedingly stupid burst of buncombe 

 borrowed from the vulgar, in his reference to "crazy Anglo 

 The national origin of the cutter ought to be a matter of perfect in- 

 difference to so astute a philosopher as Mr Bassford, For lie □ u 

 feel that the sciences and arts are international iu their scope. Does 

 Mr. Bassford repudiate the multiplication table becausesuch for- 

 saken wretches as the English subscribe to its intricacies.' And in 

 deigning to accept wicked English precedence in that respect, is be 

 not as guilty of "crazy Anglo-mania" as others to whom the experi- 

 encsand settled results of the first and oldest and most thorough 

 yachting nation appeal more enticingly than the blind, initiatory 

 floundering of the raw material in America? with whom the 

 "patriotism" of a fresh and green lubber is still deemed a 

 full equivalent, offsetting the mature insight of specialists 

 and experts? That large displacement can be driven as 

 fast as light weight and with no greater sail has been proven by 

 innumerable matches here and in Boston, and this the irrelevant 

 case of the Lizzie L. and Oriva, with the evidence from one side 

 only, cannot in the least upset. Theory offers a sound explanation, 

 and it is so simple that such a trifle ought not to have escaped a close 

 and comprehensive student like our correspondent. With large 

 weight you can afford to clip beam and still carry sail, (lipping 

 beam decreases resistance of form, as the form of least resistance is 

 manifestly a plane having no thickness or beam at all. But light 

 weight demands beam to carry sufficient sail, and clumsier propor- 

 tions have to be forced through. Hence, with equal talent id the 

 shaping of a. heavy and light boat, one will gain where the other 

 loses and vice versa, so that, within bounds, both present like possi- 

 bilities for speed with important special reservations in favor of 

 weight, First, in light airs, the greater momentum of the heavy 

 boat maintains speed through flaws and let-ups. Witness the mari- 

 ner in which a loaded boat holds her way and the sudden checking 

 of a light catamaran the moment they pass under a lee. Seeond, 

 the heavy boat can be laid higher and edged up with more notice- 

 able benefit. Third, she can be luffed out on the light boat's a narter 

 and take her wind without fail, as the light boat loses way first. 

 Fourth, the heavy boat is always more certain in stays. Fifth, 

 she will heath-each in short work. Sixth, iu a sea and light 

 wind she is steadier and gains in speed, as witness last fall 

 matches outside the Hook. Seventh, in a heavy sea her weignl 

 rams her along when a light boat will "break up" and pound or 

 spank. Eighth, you can press and carry on wnth heavy weight on 

 proper form to good purpose, which you cannot with light weight 

 and the required beam, without crowding and choking up. Mr. Bass- 

 ford's example of Lizzie L. and Oriva is not good comparison. The 

 Lizzie, being much the smaller of the two, simply found the wind 

 stronger in proportion to her size than Oriva. Had the test been 

 made between two boats ot about like size, but differing in displace- 

 ment, as in many of the official races, his inferences would have 

 been sounder. Did Mr. Bassford see Oriva tan the famous Vixen out 

 of sight in the light wind of the second Seawaniiaka Corinthian 

 match last year? That is an offset at once to his own paiticulfl r 

 observation; and how does Mr. Bassford know what were the inten- 

 tions of those aboard the Oriva when he met her in the Lizzie? His 

 conclusions are much too hasty, made upon trivial evidence, and in 

 contradiction to the much broader field for deduction the past sea- 

 sons as a whole have afforded. Beyond this we do not care to refer 

 to our correspondent's letter. For all the other points he brings up 

 answers can he found by the ream throughout our flies for five years. 

 The subject has been thrashed so bare that we cannot publish any 

 further reiterations of the issue. It must be as consoling to Mr 

 Bassford to know that his ideas of more dept h and many other butter 

 attributes, to w : hich he has so long been favorably inclined, are now 

 being generally followed, as it is to us to see our whole fleet approach- 

 ing step by step to the highest ideal of naval architecture, the well- 

 planned, well-proportioned, well-built and well-equipped cutter.) 



THETIS.— The Boston Courier has the following concerning this 

 new compromise between cutter and sloop: "The yacht Thetis, now 

 building by Smith, of City Point, for Mr. Harry Bryant, will spread 

 about 3 "000 yards of canvas. Her mast will be 81ft. from deck t-otup- 

 masl. and topmast will be 45ft. Main boom 60j?t., gaff 86ft,, leech of 

 mainsail 72ft., jibstay 72ft., and forestay 58ft. I er topsail « ill have 

 a 45ft. pole for racing, and 80ft. Gin. for working; sad. Jib 40ft. ; 50ft. 

 from mast to end of bowsprit, with 26ft. outboard. All told she will 

 have mainsail, jib, % jibtopsails. 2 gaff topsails, fore staysail with a 

 spinnaker, with 100ft. on outer leech, 87ft. on inner leech with 72ft, 

 pole, 650yds, of canvas. The dimensions of the Thetis are: 70ft. 

 overall. 04ft. water fine, beam 19ft., draft without board 8ft.. with 

 board 18ft. ; displacement 06 tons, 15 tons lead on keel. In model she- 

 is similar to the Shadow, owned by Mr. Bryant's brother, but has less 

 lieam and greater depth. Her frame is of oak, 4in. sided and moulded, 

 Oin. at keel and 4in. at head. Plate timbers in one length. 15ft. long 

 by Sin,: floors of wrought iron 5!.ixl->|in., with arms 4ft. long. 81 

 a compromise, narrower than any other sloop: weight on keel treat er 

 than on any yacht of same length, and draft greater perhaps than 

 any keel boat of American design," 



SEAWANHAKA CORINTHIAN Y r . C— There is a chance of set- 

 tling upon four or more dates for special races among the fourth 

 class cabin vachts of the club, course to be triangular in New York 

 harbor. A steam yacht has been tendered by the commodore as 

 committee boat, This plan is most commendable, and we hope be- 

 fore long to see such matches fixed for every month from May to 

 November. The expense would be nominal only, and the biggest 

 score for the season could be rewarded with a championship emblem 

 or pennant. 



MEASUREMENT.— A gentleman writes he is sorry we have given 

 up bulk measurement. We have not given it up, but recognize that 

 with the prevailing want of knowledge, ii, is no use trying to push 

 what people are not yet able to contemplate from a philosophical 

 point, and that the best way to have a bad law repealed is to enforce 

 it By the way, what has become of measurement and the America 

 Cup since Forest and Stream dropped them? Our contemporaries 

 dried up wonderfully quick. 



THE FISHING FLEET, TOO.— The move for greater depth and 

 less beam to the Gloucester fishing fleet appears to be gatheiing 

 force. That some change ought to be made to prevent the frequent 

 disasters by capsizing, all hands are agreed. In spite of the adulation 

 bestowed upon the fishing fleet, there is vast room for improvement 

 to their models and rig in the light of modern knowledge of naval 

 architecture, 



SALEM BAY" Y. C— Officers for the year: Commodore, Willard 

 Winslow; Vice-Commodore, G. AY. Mansfield; Rear Commodore, 

 Gordon Dexter; Secretary, Robin Damon. Regatta Committee— 

 John Newcomb, W. Winslow, H. A. Brooks, A. M. Liebsch, G W. 

 Mansfield. The club has voted to join the New England Yacht Rac- 

 ing Association, and has appointed S. W. Mansfield as its fl( 



THE HELEN.— This is the name of the new schooner omit by 

 ■Uunzo Smith, of Islip. for Mr. Middlefon, of Philadelphia, Bh 

 70ft overall, {SSft, water line. 21 ft . beam, and Off. Ota, dratt. without 

 board Mainmast, 63ft. : foremast. Clfi.; mtiinboom. 44ft. ; gaff, 25ft ; 

 foreboom, 21ft.: gaff, 30ft.; topmasts, 30 and 29ft.; bowsprit outboard, 

 80ft.; jibuoom beyond cap, 10ft. 



SLOTvTjY WAKING UP— The influence of Forest ahd Stream 

 upon its minor contemporaries is great. It has moved one of its little 

 . to boldly declare for racing at sea, though the same little 

 bantling hitherto fought the idea tooth and nail, s<, jar as hanthnps 

 can fight. They wilTget to cruising outside by -and- by, as fast as a 

 new Sea can percolate castiron. 



THE PROSPECTIVE MATCH.— Series of races between Ileen and 

 Hildegarde have been arranged subject to acceptance of Mr. Padel- 

 ford "Mr. Wm. E. Islin backs Been for J 000 



thian Y. C. rules. The match will cause great interest as upon the 

 result hinges the construction of some new cutters like II 



KEAL VAf'HTING.-TheMera. BJJgft, long, is bound uii a ei nee to 

 Norfolk the latter pare of April, with her owner, Mr. suynam. and 

 Mr Frankly* Bassford, the marine artist. The Meta will receive 

 double head rig, and with companion m . ,t, ought to 



prove equal to the occasion with he, 5ft, or draft. 



ANNASONA —This clipper lias topped her boom for the MetUter- 

 raneaV She sailed from < :. bound for the big bag of 



ducats waiting to be scooped m the S'ice international. It will 

 very funny day if Annasona does not land the riches. 



FORTUNA -Mr. A. Carv Smith is authorized to deny the ur, 

 eucr.lated concerning Fortuna's behettvio 

 or leak, and proved a grand sea boat under circvurutaue 

 centerboard would scarcely have outlived. 



JH7R1EL.— This cutter fa I 

 Mr. Charles A. Bobbins, S, < 



NAMOUKA— was expecre Com* 



modore's burgee of the N. Y inam. 



SUB ,- is filling out ■■ "»• ot 



