[Mat 8, 1884 



FOREST AND STREAM. 



293 



Saunders first, Hopkins second. Snow and Lewis third; second, 10 

 birds. Snow first Hopkins second, Wemyss and Broun third, third, 

 5 birds. Short and Lewis first. Scott second, Brown third: fourth, 5 

 birds 21yds. straight way, Hopkins first, Brown and Adams second, 

 Scott and Lewis third; fifth, five buds, Hopkins first, Adams and 

 Ellsworth second, Scott and Lewis third, Sanborn and. Snow fourth; 

 sixth, 3 pairs, Hopkins and Saunders first, Short and Snow second, 

 Ellsworth and Adams third; sevemh, 5 birds. Binden first, Brown 

 and Sauuders second. Adams third; eighth. 5 birds, Saunders and 

 Hopkins first, Scott second, Adams and Ellsworth third; ninth, 7 

 balls, Adams and Ellsworth first, Saunders and Short, second. Linden 

 and Snow third; tenth, 5 balls. Snow and Hopkins first, Lewis and 

 Brown second; Ellsworth third; eleventh, 5 birds. Hopkins and Short 

 first, Saunders and Brown second, Adams and Scott third; twelfth, 

 cup match, Buft'um, G, G, (5; Wemyss, 5, 6, 5; Hopkins. 6. 



PROVIDENCE. R. I., Mar 5. -The following are the scores for the 

 three last weekly shoots for theLigowsky State championship badge, 

 all shot upon the grounds of the Narragansett Gun Club, at 25 elay- 

 pigeons from five traps, lords, rise. 



April IT.— W. H, Sheldon 21, E. Tinker 23, E. S. Luther 22, C, B. 

 Payne 22. C. H. Brown 21. Geo. Barney SI, F. E. Tingler 18, Isaiah 

 Barney IS. C. B. Potter 17, S. I). Greene 16, W. G. Crandall 16, 0, 

 C. Gray 14, H. P. Mathewson 14. W. H. Sheldon won for the 

 third time. 



April 21.— E. W. Tinker 22, Geo. J. Crandall 28, J. B. Valentine 21, 

 W. H. Sheldon 20, II. D. Mathewson 20, C. B. Payne 10, C. H. Brown 

 18, C. B. Potter 15, G. F. Butts 15. H. Salisbury 13. Mr. E, \V, Tinker 

 won on the tie by breaking 4 to Crandall's 3, out of 5, making 8 times 

 that Mr. Tinker has won this badge. 



Mar 1.— W. H. Sheldon 21, C. F. Baldwin 20, G. F. Butts 20, E. W. 

 Tinker 20, H. D, Mathewson 19, Geo. Anthony 18, F. O. Wehoskey 18, 

 C. C. Gray 17. C. B. Potter. 16, S. D. Greene 15, F Hoard 8. W. H. 

 Sheldon wins badge for fourth time.— W. H. S. 



fachfing. 



FIXTURES. 



May 18.— Eclipse Y. C, Openiug Cruise. 

 May 24.— Oswego Y. C, Opening Cruise. 

 Mar 24— Boston Y. C, Opening- Cruise. 

 May 2S.-QiiiueyY O, First Match. 

 MaV 80.— Knickerbocker y. c.. Spring Matches. 

 May 30.- Atlantic Y. C, Opening Cruise. 

 May 30.— Newark Y. C. Spring Match. 

 May 30.— South Boston Y. C, Spring Match. 

 May 30.— City Point Mosquito Fleet, 13 and 15ft. boats. 

 May 30.— New Haven Y. C, Opening Cruise. 



May 31.— Boston Y.C.. First Match, Connor and Commodore's cups. 

 June 9.— Portland Y. C, Challenge Cup. 

 June 9.— Savannah Y. C, Opening Cruise. 

 June 10.— Atlantic Y. C, Annual Match. 

 June 11.— Hudson Hirer Y. O, Annual Match. 

 June 12.— New York Y. C Annual Matches. 

 June 14.— Seawanhaka Corinthian Y. C, Annual Matches. 

 .June 16.— East Rirer Y. C , Annual Matches. 

 June 16.— Newark Y. 0., Open Match. 

 June 19.— New J erser Y. U., Ad nual Match. 

 June 21.— Hull Y. C Pennant Mat«h. 

 June 23.— Newark Y. C.. Open Matches. 

 June 24.— New Haven Y. C , Spring Match. 

 June 23. — Boston Y. C, Ladies' Day. 

 June 30. — Manhattan Y. C, Annual Cruise. 

 June 30.— Eclipse Y. C, Spring Match. 

 June 30. — Quiney Y. C. Second Match. 

 July 4.— Larchinont Y. O. Annual Open Matches. 

 July 4.— Hull Y. C, Review and Cruise, five days. 

 July 9.— BererlrY C. Marblenead, First Championship. 

 Julr 12.— Boston Y. C. Second Club Match. * 



July 12.— Huh Y. C. First Club Match. 

 July 19.— Huh Y. C, Ladles' Day. 

 July 26.— Beverly Y. C, Nahant, Second Championship. 



HARDLY CORRECT. 



A WELL written letter from London last week in the Herald con- 

 veyed the impression that the new Scotch yawl Wendur's decks 

 were too narrow to carry sufficient crew to work her racing sails to 

 advantage. We have it on the best authority that no such trouble 

 was found with her at all. and that if the crew ever was "pumped, " 

 it was simply from too much work, just as crews often get pumped 

 in broad boats. Wendur's crew always mustered the customary num- 

 ber of hands, and more would only have been in each other's way. 

 The same letter from London says such boats are very wet in a cross 

 sea. This is opposed to recent experiences in the Been, a 5% beam 

 cutter, for she proved herself especially dry under the worst circum- 

 stances, and it is a fact known all over the world that the six-beam 

 Jullanar is about the "dryest" yacht ever floated. It seems evident 

 the letter in question was prepared to suit the supposed American 

 palate. But we have already learnt better in America, and decline 

 to hoist aboard any taffy, even when coming from an apparently 

 rgood source. Enough will be seen of the Ueen this season for those 

 Still In the dark about narrow boats to discover their real merits. 



The Wendur is 91.5x17.7. according to Lloyds, and that means 

 :aboat 90ft. L.AY.L., so that she is; little more than a five-beam boat, 

 or, gauged by other racers, such as Vanduara and Samcena, she is 

 ;not a particularly narrow boat, and we hear nothing about too little 

 deck room aboard her sister vessels. One foot more or less beam 

 ■makes quite a difference in the proportion of beam to length, but 

 cannot possibly have any practical bearing upon handling the sails. 

 The 40-tonners race without trouble on 11 to 12ft.. so Wendur is weli 

 off with more than 17ft., which, considered by itself, is very good 

 breadth, and a crew which cannot work in 17ft. could accomplish 

 nothing more on 25ft. The fact is, Wendur proved herself a very 

 smart boat, and the London critics merely seek to quibble and find 

 fault because she is not a South of England production. H she did 

 not win as often as others, it was more owing to her tonnage, which 

 unfits her for class racing, as the smaller yachts find their weather 

 much oftener than a big vessel of 125 tons. 



RACING IN ENGLAND. 



W/ & take the following from the Fortniqhtly Biview. It was 

 T V written by Mr. Dixon Kemp: 



"It is a debatable point with many whether the long, narrow, deep- 

 hulled and heavily-ballasted hulls of the present day are, on the 

 whole, superior as sea boats, or for speed, to the vessels of gres i r 

 comparative beam of a quarter of a century ago, but the general 

 balance of evidence tends to show that for any given tomfage a well- 

 baHasted and judiciously-sparred yacht of 'five beams length is 

 taken all round, a more capable boat than one of four beams The 

 reason of choosing- a greater. leDgth for any given tonnage was the 

 knowledge that, other things being equal, the greater the length the 

 greater the speed. The adoption of extreme proportions For any 

 given tonnage had always been held m check by the necessity of pro- 

 viding a yacht with great comparatire beam, hi order that she might 

 . carry a large sail spread. Speed was thus made dependent as much 

 on the saii-carrying power as upon the length of hull, and until 

 witiun the last quarter of a century it was considered that four and 

 a hajjC beams of length was the happy medium. The gradual dis- 

 covery that sail-carrying power could be made almost dependent 

 upon ballasting and depth led to beam being dispensed with in favor 

 of depth, and a consequent low situation of the dead weight. To 

 such au extent is the modern system of ballasting carried that mod- 

 ern racing yachts of ninety tons downward have the whole of their 

 ballast outside in the form of lead keels. They are about five and a 

 half beams to length, and for any given length carry more sail than 

 ; a yacht of four beams would have carried twenty years ago. The 

 .chiel objection to this modern type of craft is its extreme costliness. 

 .and this circumstance has contributed to the diminution of the num- 

 ber ot competitors during the last few years. The Yacht Racing 

 Association has, it may be supposed, taken this view of the case, for 

 its members have passed a new rule for the rating of yachts in com- 

 petitive sailing based on sail area and length of hull. Contempora- 

 neously the chief yacht-racing clubs in America, led by the New York 

 S . Q„ have adopted a similar rule, and it is said to have been much 

 approved. Theoretically, it seems sound aud just that if a yacht's 

 success depends upon her length and upon the sail she can carry, 

 these two elements should form the basis for estimating a compensa- 

 tion for differences between yachts in competition; and. further, that 

 the tendency of such a compensation should be to limit sail-spread 

 and length of hull, and so at the same time reduce the expense of 

 producing and working a racing yacht." 



While we can agree with the foregoing in most particulars, we can- 

 not concede that the paucity of entries in English matcnes is due to 

 the large cost of modern narrow-beam cutters. It s°ems to us the 

 reverse is the truth, and it is of some importance that clear ideas 

 should prevail. For, double the beam of the Tara, Annasona . Freda 

 Buttercup, Chitty wee, and all of them would cost more thau at pres- 

 ent, even though depth were decreased. Displacement, rig and size 

 g. 11 over would be increased. The narrow boat is not more costly but 



cheaper than a beamy one of like length, supposing both to be 

 equally first-class in every respect. Witness the cost of a 30 x 5ft. 

 Chitty wee of 1 1 tons displacement and sq. ft. of saih and a 30.x 10ft. 

 Itche'n boat like Keepsake, with 15 tons displacement and sq. ft. 



of sail. The latter has the depth and draft of the former, with 

 larger displacement, beam and rig, topsides. deck, etc., and is bound 

 to be more costly, and requires a larger crew to race. 



No, the real reason why we see so few entries in English matches is 

 not the first cost of narrow cutters, but simply the outrageous handi- 

 cap the present Y. R. A. rule imposes without reason upon beam, 

 miking it perfectly futile for the beamy boats to appear at the line, 

 saddled with ten to fifty per cent, more tonnage than they really 

 possess in competition with narrow boats baring ten to fifty per cent, 

 greater tonnage then they are assessed for. Abolish the Y. R. A. 

 rule and substitute sail area and length, and then the beamy and 

 narrow boats will be put approximately on an even footing, and the 

 broader yachts will at once put in an appearance again at the races. 



ESTIMATING DISPLACEMENT. 



Editor Forest and Stream: 



In your paper of April 24, you gire the displacement of the cruising 

 schooner Gaetina as 13 short tons. Her L.W.L. is 35ft., her beam 

 llt.ift., draft at heel Oft. Will you please give the rule by which you 

 get the displacement, as this only gives a co-efficient 0.25, and she is 

 a pretty full boat. Cass. 



[For an approximate estimate of displacement of a tolerably full 

 boat, the co-efficient is about 0.33 or one-third the circumscribed 

 parallelogram of the three cardinal dimensions. In case of Gaetina 

 it is 35x10. the beam on L.W.L. to outside of plank, and that again 

 multiplied by 3ft. Gin., the depth from L.W.L. to lower edge of rabbet 

 on midship section =1,225. One-third of this, or 408, will be the dis- 

 placement in cubic feet, which at 641bs. per cubic foot, represents an 

 approximate displacement of 26.1121bs., or say 13 short tons. For 

 exact displacement the application of Simpson's rule to the sections 

 in detail would be necessary, as explained iu 'Kemp's Yacht Design- 

 ing" or in works on naval architecture. Gaetina is a little full about 

 the sections, hut has a lean after end, so that her co-efficient is prob- 

 ably not over 0.33.] 



FLORINDA'S GREAT TRIUMPH. ' 



OUR report, of the Nice regatta was from special sourees, not in- 

 flueneed by any preference for English yachts. We now quote 

 the conclusions of the London Field on the trial between the English 

 yawl Florinda and the Boston schooner Gitana. The Field expresses 

 a very positive conviction, which coincides exactly with our own: 

 "The result was highly satisfactory to the admirers of the English 

 type of yacht, as Florinda on every point of sailing showed a very 

 decided superiority over Gitana." Again, in speaking of the sailing 

 the first day, the Field says: "Florinda soon overhatded Dauntless 

 and luffing sharp up on Gitaua's weather in grand style took her 

 place in the van. Florinda steadily increased her lead and at the 

 end of the second round the times of finish were as under: Florinda 

 3.35.32 and Gitana 4.06.58, Dauntless having given up." Of the sec- 

 ond day's race, the Field says: "Dauntless was an absentee, appar- 

 ently thinking she had no chance of winning a prize. Florinda and 

 Gitana were soon leading the fleet, and the former was leaving the 

 latter even faster than she did on the previous day. * * * Florinda 

 was showing Gitana how she could march out to" windward, and had 

 a long lead when she weathered the eastern mark and set her spin- 

 naker for the run home. * * * Florinda was steadily increasing 

 her lead, when ultimately the wind died away and Gitana and the 

 small craft closed up, * * * The times at the finish were for Flo- 

 rinda 5.28.14 and for Gitana 5.35.04." 



BALLAST WHIPS BEAM. 



OUR reports of the Nice International, sailed April 15 and 16, are 

 very disagreeable reading. They announce the complete dis- 

 comfiture of our two crack schooners, Dauntless and Gitana, by the 

 English yacht Florinda. But for the rig prize given to schooners the 

 first day, our vessels would have come away empty-handed. The easy 

 manner in which Florinda polished off our schooners, even after 

 allowing them a deduction of their tonnage for difference of rig, an 

 allowance not granted by our home elubs, is the latest testimony to 

 the fallacious dogmas upon which our yacht-building practice rests, 

 Not only did Florinda exhibit superiority of a very marked kind, but 

 she did it with a rig only two-thirds as large as those of our schooners 

 compared to their loadline lengths. If we refuse to take to heart 

 these signal defeats at Nice, the consequences will be upon the heads 

 of those responsible for blinding our people, to the truth, that in the 

 building of fast yachts we have been left far in the wake of our 

 cousins. What show would we have against, a Wendur or even against 

 Florinda herself in the light of the experien«es at Nice? The races 

 were sailed in "our weather." mild winds and smooth water, and if, 

 under such conditions, the English yacht can overmatch us from a 

 quarter to half an hour, what would she not do in a slogger. with pile- 

 driving in a head sea? The triumph of Florinda will be hailed with 

 delight by all who wish to see the best type carry the day. With us 

 the nationality of the competitors has ito weight or meaning. We 

 know Florinda to be a very stiff, able, and exceedingly roomy yacht 

 of handy rig, m every way and on every count preferable to the 

 schooners whose pretensions to speed she so signally demolished. 

 Hence we rejoice in her victories, and insist that unless we take a 

 fresh departure from such ringing defeats as our vessels have sus- 

 tained, the future for our glory in yachting looks dark. 



NEW YORK Y. C. 



Secretary's Office, } 



Club House, 67 Madison Avenue, May 1, 1884. f 



COMMODORE BENNETT instructs me to state that he off ers the 

 following prizes to be competed for by steam and sailing yachts 

 during the New York Y. C. cruise in August next: 



No. 1. A cup of the value of $1,000 to the steam yacht winning with 

 time aUowauce. 



No. 2. A cup of the value of $1,000 to the steam yacht making the 

 shortest time over the course. 



No. 3. A cup of the. value of $500 to the steam yacht arriving second 

 without allowance of time. 



The above race to be over a course of not less than sixty statute 

 miles, and no race unless five vessels start. 



No. 4. Cups of the value of $500 each to two classes of schooners, and 

 cups of the value of $500 each to two classes of sloops, to be awarded 

 to the wiuners of a race from Branton's Reef Lightship to and around 

 Sandy Hook Lightship and back to the starting point. 



The above race t« be without time allowance. 



If it can be arranged, Commodore Bennett also desires to offer val- 

 uable cups for a steam launch race. 



All launches not measuring more than sixty feet upon the water 

 line will be entitled to enter, under such rules and classification as the 

 regatta committee may see fit to impose. Launches will be divided 

 into two classes. 



The races for steam yachts and launches will be open to the compe- 

 tition of vessels belonging to all duly organized yacnt clubs. 



All the above races are to take place while the New York Y. C. 

 squadron is at Newport, and spon such dates as may be mutually 

 agreed upon or fixed by the regatta committee. The regatta com- 

 mittee will make the necessary arrangements for the aforesaid races, 

 and have entire control of the same, but should any question of dis- 

 pute arise they shall be settled by the rules and sailing regulations of 

 the_New York Y. C. 



Yacht owners intending to enter their vessels for the above races 

 are requested to notify the undersigned to this effect at their earliest 

 convenience. C. A. Mi.ntox, 



Secretary New York Yacht Club. 



THE NICE INTERNATIONAL. 



AS an international affair the Nice regatta, in spite of its large 

 prizes aud many attractions, turns out a disappointment this 

 year more than ever. The absence of English racing vachts is attri- 

 buted to the very peculiar rulings of French committees and courts, 

 which have not acted in accord with the recognized customs adhered 

 to among yachtsmen, but rather with the intent of giving the public 

 on shore a good treat. Hence the races w hicn ought to constitute the 

 chief European event in the year have degenerated into local strug- 

 gles of little more than scratch importance. The only two matches 

 of any interest to the American public were the classes for schooners 

 and yawls, sailed over a sixteen mile course, twice round. The entries 

 included the New York schooner Dauntless, Mr. Colt. 116jAft. water- 

 line, the Boston schooner Gitana, Mr. Weld, 92t£ft. waterline. and the 

 little English iron-built cruiser Gladys, Mr. Collins. 79ft. waterline, 

 from Liverpool. Also two yawls, the Floriuda, 85><ift. loadline. and 

 a small French craft called Gabrielle. 



The wind was light to moderate and not over steady. Florinda 

 quickly went into the lead and beat all the schooners as she liked, 

 erossine the finish in 3.35.32 corrected time, half an hour ahead of the 

 leading schooner. Of the two-stickers, Gitaua went into the lead and 

 won in 4.02.44 corrected time, beating the Gladys by about forty -six 

 minutes; the Dauntless having been so bad lr outsailed at the "start 

 that she gare up after the first round, being twenty minutes astern of 

 the Gladys. The easy manner in which tne yawl Florinda turned 

 away from our American schooners is a warning as to what will hap- 

 pen should a large English yawl show up in our waters after the 



America cup, of which there ts some likelihood before long. Flor- 

 inda took first prize and Gitana got the special purse of S1.00U for 

 schooners. 



The second day there was a match open to all yachts for the "prfcs 

 d'honneur." over a sixteen mile course. The wind was feeble from 

 east and at times almost calm. A small local craft of 16 tons cap- 

 tured the prize. The large yachts in this race included Florinda. 100 

 tons; Gitana. 127 tons, and 'Gladys, S3 tons, the same trio which met 

 in the first day's event. Dauntless did not appear, as she has been 

 fouud so slow and leewardly in working to windward that she stood 

 no show. Of these three large yachts, the English yawl Florinda led 

 the schooners by twelve miuutes. finishing in 6.37.31, the Boston 

 schooner Gitana second, iu 5.35.05, and the small English cruiser 

 Gladys third, in 5.37.33. 



The time allowance was ridiculously small, the 127-ton Gitana al- 

 lowing only 58 seconds to the 100-ton Florinda, and buL 2m, 28s, to the 

 65-ton Gladys. The Florinda, Gitana. and Dauntless were the hest 

 mated as to size, and of the three Florinda was found considerably 

 the best boat. She is 85. 7ft. loadline, 10.3ft. beam, 11.0 draft. Main- 

 mast, deck to hounds 51.5ft. : irizzenmast. deck to sheave 33. 5ft ; bow- 

 sprit, outboard, one stick 26ft.; mainbooin 56.5ft., m a in ga if 42.5ft., 

 topmast, fid to sheare 44ft., area of lower Bails 5. -257, which is only 

 0.61 of the square of her loadline and in strong contrast to the un- 

 wieldly sail areas of our beamier boats, which the Florinda beat 

 handily. The Gitana was to race in the Menton International as 

 well, but could not reach the start in time to cross with the rest, a 

 scrub lot of small French boats of all varieties. 



WINDWARD. 



THIS single-hand yawl is now ready for her hallast and rig at 

 Stephens's shop, West New Brighton, Staten Island, She. is well 

 worth an inspection from those interested in small boats. Her lines 

 and details were published in our issue for Feb. 7. She is lSi't. on 

 water line, 22ft. over all, Oft. beam and 4ft. draft, with l.SOOlbs. on 

 keel. The deck plank is laid dead fore and aft with the house and 

 cockpit all on the square, ship fashion. The house is more like a 

 hatch, low and handsome, but supplies 5ft. 2in. head room in the 

 cabin. The cockpit is roomy enough for one hand to recline in while 

 steering. Below are two good berths aud locker room. In the run a 

 30-ga'lon water tank and store room. She will he uncapsizable, «n- 

 knockdownable, and unfillable. as the cockpit is narrow and the door 

 sill at deck height. The "door" will be a flap hinged on the bottom, 

 opened by dropping down. It can be shut in an instant by turning 

 up and Slamming to. Tbe boat will be yawl rigged with single jib end 

 pole mast. She is an excellent example of what a small single-hand 

 cruiser of moderate draft should be. Her speed and general per- 

 formance, will, of course, be in proportion to the excellence of her 

 lines. Fast boats of similar dimensions have been built often enough, 

 and there are no reasons why anything should he urged against boats 

 like the Windward on the score of wanting in speed. It is only a 

 question of good lines to open and close the water, proper build and 

 ballasting and a racing rig, and upon those items each boat must 

 rest for her individual perfection. The type in itself is perfectly 

 compatible with speed, and as for comfort, accommodation, useful- 

 ness and handiness, these deep little boats require only to be seen to 

 capture every man who knows what he wants a boat for. They are 

 now becoming so popidar that a special club to further their interests 

 will be formed before long. A yacht club limited to decked boats 

 under 25ft. would contribute much to the spread of racing and cruis- 

 ing in small but perfect craft, which are within the reach of the mul- 

 titude. Nothing could be more thoroughly sporting in spirit than 

 the gathering of the webfooted clans aboard a Beet of two and three 

 ton cutters and yawls, manned solely and always by owner and 

 friend, who quickly learn to delight in roughing it and participating 

 in sea life so far as the tonnage of their boats will permit. The 

 proudest official position in the yachting world will some day be con- 

 ceded to the man who flies the Commodore's burgee from a three- 

 tonner, the leader of a club with several hundred practical yacht 

 sailors who can design their craft from keel to truck and then sail 

 them with boldness and skill, which will rank them far ahead of the 

 mere yacht owner whose chief qualifications to esteem is the posses- 

 sion of wealth. 



YACHT BUILDING ON THE DELAWARE. 



Editor Forest and Stream: 



The yacht Nohma, 28ft. over all, has been thoroughly tested, and 

 the 2,800 pounds of iron on keel and small iron centerboard has 

 proven a complete success. She was originally a sandbagger with a 

 large board. The change was thought risky, but being a boat of 

 large displacement this great weight was really a necessity, and much 

 to the surprise of old shellbacks did its work as the owner expected. 

 The sail plan of course has been brought down to a lower center of 

 effort consistent with a low center of weight. Two men can handle 

 her now except in a race, when large, light sails have to be used. She 

 is active in light airs, turns nicely, aud holds on well in heavy weather 

 and lumpy water without her board. Next season her centerboard 

 trunk will be removed, and she will be lengthened aft about 5ft. with 

 a nobby fantail. She has been heeled down until the lee edge of her 

 house top was submerged, but goes about her business all the same 

 and never loses her way. Her long-footed jib has been split in two, 

 and of course, like the other improvements, was to be all wrong. The 

 little Curlew, 18ft. long, 9ft. beam, 32m. deep, owned by Doctors Earl 

 & Davis, originally open and also a sandbagger. has" been housed, 

 centerboard trunk taken out. and a keel substituted. I have wit- 

 nessed her performance, and find she does her work admirably, not- 

 withstanding everyone predicted a failure. I candidly admit, ni the 

 Curlew's case especially, I was skeptical of success. I built this boat 

 and thought her form too wide for a keel, but her deadrise and 

 weight pulled her through. You will probably be glad to know that 

 the teachings of Forest axd Stream are appreciated even here in a 

 stream but little more than a half mile wide. Low centers, heary 

 displacement, etc., are being understood and acted upon by intelli- 

 gent yachtsmen, such as Ferry, Whitehead, Davis, Earl. Williams, 

 Walker, and a host of others. For mvself I can say, though the 

 father of dish boats, I took up your ideas, gare them a"full. practical 

 test, and I am not ashamed to say, found it best to hedge. 



2.053 Brandywixk Street, Phila. R. G. Wilkiks. 



[We may add that Mr. W. M. Brisben is having au 18ft. loadline cut- 

 ter built by Albertson Bros., of Kensington, and that designs for 

 other small cutters hare been sent to Philadelphia.! 



EARLY OPENING OF THE DEATH-TRAP SEA- 

 SON. 



A SLOOP yacht belonging to Toronto, Ont., capsized two weeks 

 ago and three hands were drowned. The smack Wreck— most 

 appropriate cognomen— capsized in the Lower Bay last week, and 

 the crew would hare been drowned but for the lucky proximity of a 

 rescuing vessel. Other "accidents" of the kind hare happened. ' It is 

 only a matter of time when the community is to be startled with the 

 wholesale drowning of "prominent yachtsmen" in oue of the many 

 traps of gilded pretension which still exist iu the 1 New York fleets 

 awaiting only the first unfortuitous combination of circumstance to 

 tumble over and spill their cargoes of human freight. 



NOTJRMAHAL — This big steamship, building by the Harlan and 

 Hollingsworth Co.. of Wilmington, Del., for Mr. Astor. of this city 

 was launched last Saturday, and will be fitted out as'f.ist as possible 

 for a royage to Europe. She is 232ft. Bin. on deck, 22lft, waterline 

 30ft. beam, and 18ft. 7in. hold. Vertical direct acting compound en- 

 gines of 1 ,400 I. H. P. cylinders, 31 and 60in by 86in. stroke. Four 

 steel boilers 12ft. long and 8ft. 3iu. diameter. Bark rigged, with 

 7,000sq. ft. of sail. Foremast, 7 -1ft.: mainmast, 76ft. ; mizzenmast, 71ft : 

 fore and main topmasts, 21ft.; fore and main topgallantmasts. 21ft.' 

 6m.; poles. 5ft. 6in.; mizzentopmast, 13ft.; fore and main yards 52ft ■ 

 fore and main topsail yards. 41ft.: fore and main topgallant yards' 

 28ft.; foregaff, 26ft. ; mizzengaff , 27ft. 6in. : bowsprit outboard 2t)fY 

 Built to class at Lloyds. Wdl have a steam launch 35ft. ion°-' Willi 

 coil boiler; 35ft. gig, 28ft. lifeboat and dingy. Model on Norwegian 

 lines, with considerable, sheer and characterless watermelon stern 

 according to the old dogmas of the Copenhagen school, which still 

 talks of "keeping down the midship section" to the least possible 

 though experience has long demonstrated tuefallaev of such notions' 

 as witness the big midships of Bedouin, c riven as fast as the much 

 smaller section of theGracie with the same sail area. Form and not 

 area is the true basis of estimating resistance, but anything at all 

 will do in a steamship. 



PHOTOS.— We have received from Mr. Ed. Lincoln, of Cambridge- 

 port, Mass., a very fine assortment of instantaneous views of the 

 principal yachts ot New York and Boston. Among them sve mention 

 several views of the famous .Maggie, of Boston, one showing her 

 bursting through the Gut in last rear's open Hull match H Leu she 

 slid out from under the lee of several blanketing sloops in a way oue 

 shall never forget. Also the Bedouin, abeam, bows ou and quarter- 

 ing ; very instructive in the details of her rig and fit tings. A bj oadside 

 view of the nobby Oriva close aboard, Gracie. Fannie, Crocodile and 

 other well known sloops in allkinds of situations. These photos are 

 by far the best of the kind yet taken iu America. They mav he pro- 

 cured from Mr. Lincoln direct, who will send a circular and prices 

 upon application. 



EASTERN Y. O— Mr. Henry S. Hover of the smart sehooner 

 Fortuna, has been elected Commodore E. Y, C v vice Com. Pi.-kman 

 resigned. 



