194 



FOREST AND STREAM. 



[April S, 1884. 



month ago a friend of the shooting club, a graduate of another col- 

 lege, manifested his interest in their work by offering a cup, called 

 the Walnut Hill Cup, to be given to the man winning in three coin- 

 l>etifions. W. L. Allen, '86, won the first, breaking 12 balls out of 15 

 at 18yds., five traps, W. II. Slocum. '86, second, with 13 out of 15: 0. 

 Oi Foster, W, third, and in shooting off a tie with F. S. Palmer, *87j 

 both having broken 11; the fourth was won Thursday last by W. H. 

 Slocum mftKing his second victory, The next match will be held 

 April 10. 'he club has about sixty members, mostly in the lower 

 classes. The officers are: J. A, Frye, '8(5, President: H.S.Abbott, 

 '8(3. Vice-President; F. B. Austin. '8B, Secretary; J 0. Aver, '86, Shot- 

 gun Executive Officer' J A, t-Vve, 'SH, Rifle. Executive Officer: W. H. 

 Goodwin, '80, F. S. Billings. "85, J. S. Russell. '8(3, Directors; E. J. 

 Sartelle, '85, J. C. Bradley, '86, W H, Slocum, "S7, Match Committee. 

 A great deal of the credit for the formation and prosperity of this 

 club is due to its president, Mr. Frye, whose scores at Walnut Hill 

 have made him a creditable narne'as a rifleman. He is as active in 

 the Harvard Club as his father is in the Massachusetts association, 



TORONTO, March 38.— The match pigeon shoot between J. C. Cock- 

 nurn, of Toronto, and G. Way per, of Guelph, came off to day at 

 .Tohn Oulcott's shooting grounds at Englington. The Weather was 

 all that could be wished for, the attendance large and the birds first- 

 class. Match for $100 a side, 35 birds each, 21yds. rise. Dominion 

 rides: 



Wavper lllOHOllOltUllOl 101111101101010101-24 



Coekburn lOlOtlOllOlOlllllllOlOlllllllOlOlOO— 24 



In the shoot off at 26yds., the following was the result: 



Wavper 0111 0—3 



Coekburn 1 1—2 



FAIR HILL, Md., March 20.— We had a glass ball match here to- 

 day, two men on a side, 25 balls, 21yds. rise, straight awav trap. 



J Peterson .. 01 1011 0001 1011011 00011111—15 



K S Garret 1110111111111101111111111-23-38 



J Warren OlOoOlOOOlllOllllOlOOOOll— 12 



F Foot 1111111 11111111111110111—21- 3S 



UNKNOWN GUN CLUB.— The regular monthly match held at 

 Dexter, Long Island, March 87. Weather clear with a strong blow, 

 making the birds go like hlue rocks. Twenty- eight members partici- 

 pated in the match, this being the second shoot for tnrec extra and 

 three regular prizes. Vogelsang took first: Smith, Rathjen and 

 Monsees divides second, Van Staden, Knebel, Layton, Tomford, 

 Herman, Stilhvell, Muller and Detbfsen shot off for third prize, miss 

 and out. After one round, Knebel, Layton, Tomford and Herman 

 divided. The next shoot, April 24. will decide who will be the lucky 

 ones for the three extra prizes. The conditions were handicap rise, 

 one barrel, club rule and classified. 



THE LIGOWSKY TOURNAMENT.— Some objection being made to 

 the use of Dixon's measure in the shot of the tournament, Mr. J. E. 

 Bloom, the president of the company say* : "The. sportsmen here- 

 abouts whom I have consulted on the subject, are unanimously of the 

 opinion 'teat whereas said Dixon's measure 1106 or 1107 is now the coni- 

 r ion standard throughout the country, it should remain the standard 

 for the tournament, but that the subject should be brought before 

 the assembled sportsmen at Chicago for aetion as to future tourna 

 ments.' This appears to be equitable. This question affords another 

 argument, why we should have a National Association to adopt a 

 common code." 



MERIDEN, Conn.— Shoot for Individual State Medal, at Meriden, 

 Wednesday, March 26. The medal was held by E. A. Birdsey, of 

 Meriden, who won it at Wallingford two weeks before. He was chal- 

 lenged by thirteen men. to shoot on the 26th. Although it rained hard 

 they shot for it at the Parir, at 59 clay-pigeons each, and it was won 

 by ti. A. Folsom, of New Haven. Following are some of the best 

 scores out of a possible 50: E. A. Folsom 45, I. L. Baker 44, C. M. 

 Spencer 42, H. Nichols 42, J. K. Camp 41, ,T. F. Ives 41, E. A. Birdsey 

 40, 1. Ferguson 40, J. Talbot 38, G. A. Strong £6, H. L. Roberts 34. The 

 medal is to be shot for every second aad fourth Wednesday of each 

 month. 



PAWTUCKETR, I., March 13.— Union Club, match for State Badge, 

 weather stormy: C. B. Payne, Union Gun Club, 23; W. H. Sheldon, 

 Narragansett. 23; C. M. Sheldon, Narragansett, 18; C. C. Gray. Narra- 

 gansett, 22; G. F. Butts, Narragansett, 16 : E. S. Luther. Watchemo- 

 ket, 20: F O. Wehoskey, Narragansett, 15: G. W. Barney, Watche- 

 moket, 17: E. W. Tinker, Narragansett, 23; M.P.Cornell. Mashapang. 

 9; J. F. Elderkin, Union. 7; 0. B. Potter. Narragansett. 18: E. H. 

 Roberts, Union, 20; F. S. Tingley, Watchemoket, 17; G. W. Gary, 

 Narragansett, 22; C. F. Baldwin, Narragansett, 20; H. L. Palmer, 

 Narragansett, 24: J. R Payne, Union, 11 A. F, Salisbury, Union, 14; 

 J. H. Brady, Union. 18. 



BOSTON, March 26.— The clay-pigeon and glass-ball matches at 

 Walnut Hill to-day called together a large attendance of shotgun 

 men. Sixteen matches were shot, and the result's in each are ap- 

 pended: 



First event (five clay birds, 11 entries)— Stark first, De Rochemont 

 and Bancroft- second. 



Second event (five clay birds, 11 entries)— Stark and Short first, 

 Johnson second, Bancroft third, Ue Rochemont and Cutting fourth. 



Third event (five clay birds, S3 entries)— Stanton and Field first. 

 Stark and Decker second, Cutting, Jameson and Nichols third, and 

 Bancroft fourth 



Fourth event (three pair birds. 19 entries)— Sawyer first, Stanton 

 second, Stark, Hutchinson and Hart third, Knowles and Short fourth. 



Fifth event (five glass balls, 18 entries)— Decker first, Hutchinson 

 and Johnson sesond, De Rochemont, Lovejoy and Newton third 

 Short. Sawyer and Russell fourth. 



Sixth event (five clay birds, 25 entries)— Sawyer first, Tinker and 

 Adams second. Decker and Stark third, Short and Shattuck fourth: 



Seventh event (three pair clay birds, 24 entries)— Stark, De Roche- 

 mont and Hart first, Stanton", Law, Knowles and Short second, 

 Decker and Johnson third, and Jameson fourth. 



Eighth event (five glass balls. 20 entries;— Tinker and Henry first, 

 Stark and Field second, Lovejoy, Shattuck and Lewis third, and 

 Moore fourth. 



Ninth event (three pair balls, 13 entries)— Decker first, Lovejoy sec- 

 ond, Law and Hutchinson third, and Newton fourth. 



Tenth event (seven clay-birds, 29 entries)— Decker and Stark first, 

 Nichols and Lovejoy second, Tinker third, and Bancroft fourth. 



Eleventh event (five straightaway birds, 29 entries)— Stark, Shat- 

 tuck and Dodge first, Stanton and Short second, Nichols, Russell and 

 Newton third, Bancroft and Henry fourth. 



Twelfth event (five clay-birds. 27 entries)— Field first, Stark aud 

 Johnson second, Parker and Lovejoy third, Decker and Newton 

 fourth. 



Thirteenth event (five glass balls, 18 entries)— Sawyer, De Roche- 

 mont and Johnson first, Henry and Moore second, Decker and 

 Nichols third, and Knowles fourth. 



Fourteenth evenfe (tnree pair clay birds, 20 entries)— Decker first, 

 Parker, Favor and Sawyer second. Tinker third, aud Bancroft fourth. 



Fifteenth event (three pair glass balls, 13 entries) -Law first, Ban- 

 eiTu'', second. De Rochemont third, and Knowles fourth. 



Sixteenth event (five clay birds, 14 entries)— Field first, Stanton and 

 Stark second, Johnson and Russell third. Warren and Noyes fourth. 



fachting. 



BUSINESS. 



THE efforts in these columns looking toward the general practice 

 of racing and cruising outside are bearing excellent fruit. The 

 mere thought of such a thing still sends a shudder through the antique 

 relics of a past age. and some people in their nautical swaddling 

 clothes. But the world does not stop progressing for them, which is 

 fortunate. The number of races outside is constantly increasing, 

 and whole fleets now cruise along the coast. Long Island fr'uund ra 

 fast becoming to be regarded only as the Swash Channel of the Bast, 

 aad nothing more than a fairway into port, excellently suited to be- 



f;inners practicing in small traps and sailboats, but quite infra dig 

 or that yachting In which men prefer to engage, The American is 

 ambiiioiis, aud the notion that 'he brawn and muscle and enterprise 

 of a Vive crowd of sea-loving people could forever be pent up in a 

 little stretch 90x10 miles always struck the genuine .yachtsman as 

 supremely ridiculous, to say nothing of the impossibility of reaching 

 the Sound from distant ports without a passage at sea. 



However, counterfeit yachting is losing it i charms with the rising 

 generation. We hail with pleasure the proposition of Mr. J. D. Smith, 

 of (he Estelle schooner, to offer a cup to sloops and cutlers for a 

 grand scramble round Long Island by the outside route. The New 

 York Y. 0. has abandoned play sailoring in the Sound, and will here,- 

 at'ter meet fn Newport harbor preparatory to the regular annual 

 cruise along the coast. It is proposed to give the sloops and cutters 

 some inducement to make the voyage to the rendezvous an interest- 

 ing event and with great benefit to the sport, and for these innova- 

 tions upon ye ancient customs oi drifting, the club has earned recog- 

 nition from all go-ahead people. With sea cruising and ocean races 

 a prominent feature, perhaps in the end to the, entire exclusion of 

 smooth-water play, we may look for rapid strides in the improve- 

 ment of model and equipment, and the crews Of oiir yachts, profes- 

 sional and amateur, will develop into regular shellbacks even before 

 they know it. Then will oooie the. consummation Of pW wishes, 

 yachting real instead of yachting sham, 



WEIGHT FOR LIGHT AIRS. 



IF there is one thing which experience has settled beyond the pos- 

 sibility of doubt, it is the value of weight for speed in airs and 

 light breezes. Practice affords such incon testable proof tbat writing 

 these lines ought to be superfluous work. And yet the culpable 

 ignorance among builders and amateurs is such that valuable space 

 must be occupied, to teach what the tyro ought to known by mere 

 Ip tuition. Why people, who have been successful in other walks of 

 life, refuse to apply to the matter of yachting a single turn of their 

 brain, and not only refuse to think the most trifling kind of a thought, 

 but persist in clutching wildly at that which is diametrically opposed 

 to the commonest process of logic and familiar facts enacted under 

 their very noses day after day. is a poser in the study of human 

 nature we are totally unable to fathom. 



If there is one kind of boat which excels in a most notable degree 

 in lightness aud in large sail area in proportion to her displacement, 

 it is the catamaran, Accoidingto the hallucination of tnose people 

 who ever and anon pop up before the public with the same old, daft 

 illusion which mixes up weight and resistance, the catamaran ought 

 to be a streak of lightning incarnate in trifling winds and in the 

 coyest of catspaws, in the merest breaths trembling through 

 the atmosphere, should show at her best and fly from heavier 

 boats so as to knock them stupid. There is no boat in existence 

 which can be expected to substantiate the "lightweight for light 

 airs" fallacy in more drastic and unchallengeable manner. And now 

 what is the truth concerning the sailing of catamarans? They are 

 slow 7 , excessively and annoyingly slow, and notoriously so in light 

 airs. They cannot be depended upon to stay and they are left out of 

 sight by almost every hulk, tub, scow, box or fright which has weight 

 and reasonable area of sail. 



Why is the catamaran slow in light airs? It cannot be because of 

 clumsy lines or unfavorable form, tier body is leaner, her lines are 

 finer and more suited to speed than those of any other type of yacht 

 in our waters. It cannot be a -want of driving power, for measured 

 by any standard whatever, by length, by bulk, by displacement, by 

 stability, by area of skin, by draft, she has a larger sail plan than 

 any other style of vessel, and she has not the weight. And to the 

 very lack ot that weight her sloth in light airs must be attributed. 

 To nothing else whatever. 



When a boat has got on full headway the force of wind will allow, 

 she develops "momentum" in strict proportion to her weight. The 

 effect of that momentum is to keep up her rate of speed. She is 

 possessed of a desire to continue, and it the wind were cut off in an 

 instant as with a knife, she will keep on moving, slowing up grad- 

 uallj- as she uses up her momentum in overcoming resistance to on- 

 ward passage until there is no momentum left to draw upon. Then 

 she stops. 



Now, all winds, especially light winds, are a series of rapid im- 

 pulses, whose, energy is transmitted to the hull through the sails as 

 a medium. When a boat has acquired full way every succeeding 

 impulse tinds the boat already on the move, and in striking the sails 

 has not to start a dead body into life and overcome "inertia," but the 

 energy of succeeding impulses is utilized in re-supplying the waste 

 of momentum which is continuously being eaten into by the oppos- 

 ing resistance. If a surplus of energy remains the boat will be im- 

 pelled at an increased speed. Now , it is plain enough to see that the 

 boat possessed of the greatest momentum in proportion to resistance 

 will have, her store of moving force eaten into least by the opposing 

 resistance, and that there must be a larger surplus of wind impulse 

 left to be utilized toward speed than in a competitor having a less 

 favorable ratio between momentum aud resistance. 



But resistance at low speeds is mainly, if not entirely, due to fric- 

 tion between the water and the skin of the hull. Now, the area of 

 skin will vary directly with the dimensions, but the momentum of dis- 

 placement or weight, which is the same thing, varies in a higher ratio, 

 in similar forms it varies as the square. Thus, two boats of circular 

 section having diameters as 1 to 2 will vary in circumference or skin 

 as 1 to 2. aud so will their resistanct s at low speeds. But the areas 

 of the two circles will vary as the squares of 1 and 2, or as 1 and 4, so 

 will the bulk on any unit of length, and so will the momentum of 

 those bulks. 



It follows in direct consequence that, with a given sail area per 

 unit of skin surface, the boat having the greatest weight is possessed 

 of an innate advantage for speed in light weather. 



Furthermore this advantage may be so great that even with a less 

 area of sail per unit of skm, the heavier boat will still in practice 

 prove the faster. Henee the catamaran, in spite of large sail area in 

 in proportion to we» surface, is overcome in a contest by heavier 

 boats driven by actually less power in comparison. 



It is true that secondary attributes may in particular instances 

 neutralize and even more than wipe out the innate advantage of 

 weight, A boat may be so crank or so modestly sparred that the 

 gain due to weight is more than lost by the deficiency of driving 

 power. Or in the other direction, she may have large sails, but her 

 hull may be so extravagant in contour that a superabundance of 

 skm will be a drawback, overbalancing advantages of weight. 

 When such boats are beaten their defeat is not to be laid in truth to 

 their great weight per se, but to the fact that opportunity to display 

 the benefits of weight is denied the boat through {relevant conditions 

 having no connection yyith the question of light versus large displace- 

 ment. 



By inference from the foregoing, it follows that the problem of 

 speed in light weather is to be solved through working up as near as 

 possible to the subjoined axiom. 



"The greatest weight in proportion to the resistance, coupled with 

 the greatest sail area in proportion to skin friction." 



And a corollary to the above is this: The mere comparison of 

 weights, ten tons against twenty tons, has no meaning whatever, one 

 way or the other, unless the citation be made in connection with the 

 resistance. And under no circumstance does twenty tons in itself 

 indicate a bar to speed in comparison with ten tons, for it is always 

 possible that the excess of the momentum of twenty tons beyond the 

 resistance it experiences may^ be greater than that of a boat dis- 

 placing only ten tons, in which case, so far from being a bar, the 

 greater weight is by the foregoing an actual advantage, and upon 

 the assumption of equal sail to wet surface, an actual, positive bene- 

 fit to speed. The opposite is equally true. Light weight, or in our 

 example, ten tons, considered by itself, is not to be accepted out of 

 hand as a bar to speed for lack of weight in comparison with twenty 

 tons, for it is also possible that m proportion to the resistance of a 

 particular boat there may be a greater excess of momentum on ten 

 tons displacement than on twenty'. 



So far then as the theory of speed in light winds is concerned, the 

 conclusion is, that weight by iteelf affords no true inference for or 

 against, but that 1 the answer depends upon the relation between mo- 

 mentum and resistance in each individual vessel, and tbat unless ac 

 quainted with that relation, no decision in the case can be rendered 

 tor want of necessary data upon which to construct a verdict one 

 way or the other. 



We are then in need, not only of the weights of vessels, but also of 

 their resistances to pass judgment between a light and heavy com- 

 petitor. It has already been mentioned that at low speeds resistance 

 varies with the area of wet surface. Hence, of two designs, that one 

 possessed of the greatest weight per unit of skin is the winning boat, 

 providing she can spread to equal effect as much sail per unit of wet 

 surface as her opponent, aud upon this the designer must schemehis 

 hopes for success in light weather. It will be readily seen that in theory 

 the advantage may rest in one case with the heavier boat and in an- 

 other with the lighter, according as they meet the stipulations set 

 forth. 



Now turning to practice, we find the application of the last para- 

 graph exemplified iti the apparently contradictory performance of 

 vessels. Upon one occasion a heavy boat has decidedly the heels of 

 her lighter competitors, and upon some other occasion just the re- 

 verse is observed between another batch ot racing vessels. 



But those contradictions are between yachts approaching one 

 another in their principal elements, so that a slight variation upon 

 the relation between momentum, resistance and sail will bring down 

 the balance on oue side first and then again upon the other. 



For a broad conclusion, (he evidence should be taken between boats 

 differing quite radically, so much so that the prominence of their 

 peculiarities cannot be' overthrown by trifling variations between 

 momentum, resistance and sail. A«d such comparisons manifestly 

 offer all the more positive answer to the issue between light and 

 heavy displacement, surrounded, as it must be, by those features 

 which design demands for practical purposes. 



We have already instanced the performance of catamarans. Ex- 

 actly the same behavior Is found in light boats of any description. It 

 is well enough known that the sharpie, the canoe, the whaleboat, 

 the buckeye! and similar boats, one and all, fail prominently in com- 

 petition with yachts of usual form in light weather. By comparison 

 the light boats are tediously disappointing, and no matter how much 

 care and thought may be bestowed upon their planning, it is from 

 the very start a physical impossibility to attain speed with them in 

 pal <ry 'breezes. Aud this is due. to the lack of as much weight and 

 as great momentum in proportion to resistance just as explamed 

 in the ease of the catamaran. Most prominently does this want make 

 itself felt in beating to windward. The lines of such boats, are, in 

 themselves, highly favorable to speed , and the sail which racers spread 

 is enormous, and far beyond that of usual yachts in proportion to 

 skin, as witness- the racing i igs of some canoes in New York waters. 

 While thev occasionally do well with lifted sheets in winds of good 

 working strecgih. all collapse in light, airs and when sheets are. 

 trimmed in. 



' It is a familiar fact to yachtsmen who have met the much lauded 

 sharpie in Long Island Sound, that, unless 'a strong quartering wind 



be blowing yvith the water smooth, the sharpie has no chance what 

 ever with the heavier craft, and the lighter the wind, the slower the 

 sharpie proves herself to be. 



Theory explains the source of value in weight aud practice, com - 

 mon, everyday practice, transacted under the nose of erery person 

 afloat, backs theory in its deeuetions and defends and direi 

 set* the incorporation of weight in vessels intended for speed in light 

 winds. 



The builder who declines to enter upon a course of logic for fear he 

 may be only theorizing after all, and the yachtsman who is too shift- 

 less to think for himself, may possibly be excused upon the ground 

 that m the pursuit of yachting they undertook no other qonti 

 to loaf. But when such persons nnt, merely refuse to mental! r imbibe 

 the kaleidescope of iacts developing daily before their eyes,' hut ag- 

 gressively storm in a path barred at every step with itasun 1 1 

 facts, and pilot themselves into a foggy realm of dogmatic myth, 

 then, we confess, then it makes us very tired. 



DRAFT. 



Editor Forest and Stream: 



Mr. Bassford's letter contains one point which perhaps need 

 tion in addition to the remarks you appended. He says the channels 

 with 10ft. water leading into the harbors are so narrow that a keel 

 boat drawing that amount could not work in them. A centerboard 

 drawing only 7 or 8ft. would have to show some of her board to get 

 in and out, and would draw just as much, and sometimes mo 

 the keel boat, so she would be no better off. Minx. 



[We add that there is from 8 to 7ft. of tide in all the Sound ports, 

 and it would only be one case in many when a yacht would try to 

 make certain, harbors with narrow approaches at dead low wa>er 

 and the width of the channels would be greater at quarter or half 

 tide. But even in this respect w-e are hetter off than our English 

 cousins, who have to depend upon many harbors which are tidal 

 altogether, and dry or nearly so at low water. Same holds good of 

 the Dutch, Belgian and French coasts. Besides, it seems better policy 

 to have the right kiud of boat for sailing anyway, and make harbors 

 as best you can. The test of a good boat is not how b'ttle water she 

 can float in, but. her adaptability to cruising in whatever depth She 

 happens to need. Designing boats to meet secondary requirements 

 at a sacrifice of the principal object of their existence, is getting the 

 cart before the horse.] 



PETREL ON A CRUISE. 



Editor Forest and Stream: 



I see you have the lines of Petrel in Fokkst and Stream, and as 

 you laud her performances highly, 1 thought an account of the three 

 first days' cruise of the Seawanhaka Y. O. in 1880, so f » r f 

 and Vivien took part in it, might be interesting. Vivien I do ,, i coi 

 aider very fast. She is a pieced-out boat, having originally he t. a 

 24ft. cat. She was raised 8in. and pieced out aft so as to make her 

 25Wft. waterline and 28ft. over all. This left her very fall forward 

 and brought her board entirely too far forward, which made her 

 steer hard and work bad, as an old sail from another boat was put on 

 herwhlch did not fit. She is a veritable little tub, but here is an ac- 

 count of her performance in company with Petrel, these 

 being the only boats of that class in the cruise. The account was 

 furnished me by her skipper. 



The yachts met at Glen Cove. The next morning they were ordered 

 to make a, run to New Haven. There was scarcely any wind until 

 some time in the afternoon. There was not a ripple on the water. 

 They all drifted on toward Eaton's Neck. Vivien nad no light sails, 

 but a very small topsail with no yard, so she. set it as best she could 

 on an oar. She had but just been launched after being alte/ed, and 

 there had not been time to finish her for the cruise. 



Petrel had a good outfit of light sails, so she work 

 what from Vivien. When near Eaton's Neck the latter stro 

 for the north shore, thinking the wind would come out from that 

 way. and Petrel kept the Long Island shore. Finally the wind came 

 out fresh from south and Petrel of course got it nearly half an hour 

 before it reached across to Vivien, and by that time Petrel v. a 

 out of sight ahead. Besides this Vivien was so far to leeward that 

 she could but little more than lay her course, while Petrel was run- 

 ning with sheets lifted. Vivien arrived at New Haven about =i.\ 

 minutes behind. Tne next morning the fleet was ordered to New 

 London and the two little ones were given the privilege of starting 

 ahead. It was blowing fresh from southeast. Petrel got away first 

 with a reef down. Vivien had run further up the harbor, so was 

 some distance astern and to leeward. It was a dead beat out the 

 harbor, and Vivien, under full sail, caught up to Petrel, who then 

 shook out ber reef , but Vivien was getting away from her in the 

 meantime and when a good distance ahead the wind suddenly died 

 out. 



Awhile after there came a rain squall from the southwest, and bui h 

 had to double reef. Then they were shut out of view by the rain un- 

 til well on toward New London. The wind once more died out and 

 the rain ceased, and it was discovered that Petrel was hull down 

 astern, but much further to the south, or out in the Sound, than 

 Vivien. Again they lay becalmed, and again the wind came Up from 

 the south and took Petrel long before it did Vivien, but she gol it at 

 last, and arrived at New London about Ttg minutes ahead of Petrel 

 The next morning tne larger yachts had arrived, and Petrel and 

 Vivien were told they might see' as much of the race as they liked 

 and then run to Newport, which the larger yachts would do Liter in 

 the day. Petrel soon started out. as was supposed by Vivien, to see 

 the race, but when Vivien left later she found Petrel had made a 

 stra'ght wake for Newport. So she concluded not to go any i m r her 

 east and ran over to Greenport, leaving the fleet, as she then bad no 

 cabin on, but was an open boat. David Kifbv. 



[Since then Vivien has received a cabin, and will come out in a new 

 rig and general overhauling this season, Mr. Kirby does not state 

 whether Vivien shifted ballast or not, though the presumption is she 

 would not do such a silly thing.] 



STYLE.— To a man of taste, there is nothing uglier than paint 

 about decks and deck fittings. It gives a boat an old and cheap ap- 

 pearance, and shows the blacking off lubbers' 'longshore brogans. 

 Remove the old paint and varnish or keep "bright," and the yacht 

 will appear rejuvenated. To remove, either apply heat carefully by 

 means of a hand brazier and then scrape ; or pay with one part pearl- 

 ash mixed with three parts of quickstone lime, by slacking the lime 

 in water and then adding the pearlash. Allow to remain hail a <fay, 

 till the paint softens, then scrape with scraper, or glass and sand- 

 paper smooth. Varnish batches, houses, bits, cockpit and inside of 

 bulwarks, but leave the decks and the caprail natural woo 

 them white by scrubbing frequently, and then the boat will "brace 

 up and have some style about her." It is just as easy to keep her to 

 that condition as to keep paint clean, and the boar wdl -.ell for 20 per 

 cent. more. To paint the side, scrape very carefully and lightly. 

 Broken glass is the. best tool. Don't dig into the wood. All paint 

 need not come off, but the rough should be smoothed away. Then 

 sandpaper, put on a light, coat with plenty of oil. Let it dry well, for 

 which time is required. Then give finishing coat with varnish enough 

 to give a gloss and drier enough to harden, as the oil will not sink 

 into the wood as with first coat. 



ARRIVED— The handsome s. s. Santa Cecilia arrived in 

 March 27 from Havana, and took up a berth in North River. She 

 was built by John Elder, of Glasgow, in 1881 for Lord Alfred Paget. 

 Is 163fc long. 23ft. 7in. beam, and 12ft. Bin. hold. Compound m^m^ 

 18 and 86in. cylinders hy 22in. stroke, of SO horse power. Riggi 

 three-masted schooner. Sue is a cruising steamer •■ 

 speed of thirteen knots, and a sea speed of nine to b I 

 small consumption. As a cruising steamer she is an age ahead of 

 the costly and ugly failures at high speed in this country So extrava- 

 gantly advertised by newspaper reporters. 



NEWBEBFORD. Y. C— J. C. Rhodes, Commodore; David I.. Par- 

 ker Vice Commodore; Frank K. Sawin, Rear Commodore; 

 Barroos, Secretary; Executive Committee. Francis Hatha \ 

 lard Nve, Jr., Edward S.Brown, Horace Wood, George M 

 Richard S. Taber, E. Stanley Willis. George W. Parker. Lie-nurd H. 

 Morgan, Edward W. Hart and the officers. Membership. 258. Meet 

 includes 57 yachts. Measurement one-quarter overhang 

 loadliae. 



NEW JERSEY Y. C— Annual match fixed for June 18 

 for the year: Commodore, John H. Longstreet, catamaran 

 Vice-Commodore, R. F. Rabe, sloop Minnehaha ; Recoi 

 John D. Goetschins: Corresponding Secretary, George E. i 

 Treasurer, Charles J Rogers; Financial Secretary- Henry ti 

 Measurer, William S. Dilworth; Regatta Committee-, Edwai 

 cham, Henry C. Dilworth and Edwin A Barkelew. 



NEW MAGAZINE.— We learn that a Boston publie 

 issue an illustrated yachting monthly early in Tune 

 for an independent publication of the kind with literary m 

 ought to be a success if it will steer clear of the breakers 

 ism" and covert advertising in its. reading pages, which ha 

 such feeble attempts as have been, made to catch public su 



TOLEDO Y. C— Has leased Guard Island for club purpc 

 fleet includes ten yachts, with one cutter now building 

 Hepburn Bros. Officers for the vear; t>mmod 

 Vice -Commodore, A-W. MacAen; Rear-Corrjirwdor-- 

 Secretary,' Hairy Pratt; tveasircer, 'John v> K 

 Josenh Hepburn.' 





