49 4 
FOREST AND STREAM. 
_ ae 
[TAx. 15, 1885. 
the prospect of a meet here in the spring would keep our hearts warm 
during all the cold days that lie between this and Decoration Day, 
and every Rab would have a hearty welcome for as Many as chose to 
come. 
The old camp site can he secured: I will be personally responsible 
for that, and evetything done to insure 9 successful meet. 
New Winpsor, N. Y., Jan. 4, 1885, Tae DoMININ, 
[We know that those who visited Newburg last year will all gladly 
accept *The Dominie’s’’ invitation. Ib has been felt that another 
meet there would impose too much work on, our friends, the Dock 
Rats, and for that reason other points were named. If, however, 
they wish it, no doubt all will be glad too meet at Plum Point again. 
After the meet.a cruise can be arranged down the river for all who 
ean spare the time.] 
“CANOH BUILDING FOR AMATEURS” is neu rend. ard. cain be 
hid ot the office of the Forest and Stream, or will be sent by mail on 
reterpt of $1.50, 
PAINT FOR CANVAS CANOES. 
fititor Horest und Streaie; 
In *‘Amateur Canoe Building.” eighteenth paper, the writer gives 
instructions about painting canvas canoes, The following plan is 
one that T have found successful: One gallon boiled linseed oil, two 
pounds of beeswax, ane quart of benzine, Cut the wax in the ben- 
zine, add io the oil; heat quite warm, and apply as long as the can- 
vas will takeit, Itadds very little to the weight of the canoe, and 
one coat will last a long time. 
Tbuilt a canvas canoe overa year ago, and painted it with the 
above; it has been in daily use since, and is still perfectly tight, 
Color can be added if so desired. 
Lthink No. 10 duel ig better than heavier canyas; the mixture will 
Keep it yery sott and pliable, and will stand some pretty hard knocks. 
5. D. KenpDAbn, 
(This preparation should make a goo paint both for canoes and 
aprons, Oan any of our readers who have investigated the subject, 
giye any other réceipts for a waterproof paint?) 
A HINT TO CRUISERS. 
Raditor Worest and Strean: 
ltake the ForRusr AND STREAM, and on its arrival eagerly turn to 
ths eanoeist’s department, and I must say Lam often disappointed at 
finding no more canoeing matter. 
Surely the several hundred gentlemen who tock part im the sport 
during the past summer, must have something of interest to relate, 
if they would only do sa. 
Home may think their experience isnot worth relating, but I can 
assure them their articles would be eagerly read by their fellow 
Sportsmen; I can vouch for one. 
Another thing that would be of interest to amateurs, is a descrip- 
tion of outfit, both with pen and pencil. and I doubt not older canoe- 
ists would look them over. 
1 have noticed your invitation to canoeists to give accounts of 
eruises, and intend soon to send an account of a five weeks’ ernise of 
the Golden Saw C. ©, through the Belgrade lakes overland to the 
Kennebec River and down that stream to Booth Bay. also a descrip- 
tion of club outfit, SENORITA. 
West SoMBRYILLE, Mass. 
MOHICAN C. C. 
A’ THE annua) meeting of the M. C.C,, held Jan, 7, the following 
Officers were elected: Onptain, Geo. H, Thacher, Jr., canoe 
Lasca: Mate. H. C. Cushman, canoe Arno; Secretary. B. Fernow, 
canoe Piordalice; Purser, 8. H. Babcock. canoe Tienuderrah: Member 
of Executive Committee, R. W. Gibson, cance Snake. The secretary, 
reviewing the doings of the club during the past year. in ‘his annual 
report, stated that the club now numbered thirty members. including 
the honorary members, the offiters of the A, C. A., with 19 canoes, 
against 16 menibers with 9 canoes in January 1884. Three members, 
not canoe owners, resigned during the year. In their races with other 
canoeists, the Mohicans had heen fairly successful, the Thetis (1), 
Marion (2) and Amnie O. (1) winning four prizes at the local spring 
méetin Newburgh Bay, and the Lasca carrying off again the novices’ 
prize atthe A.C, A. meet; another Mohican, the Tarantula, coming 
im second. and the Snake winning two prizes in other sailing races. 
The races in home waters were nine in number, two of them paddling 
Traces aud five essentially club races, uo outsider being allowed to 
participate. These fiye races were either for the silyer cup offered by 
Commodore Oliver. twice won by the Thetis and now held by the 
Snake, or for the club championship badge and pennant. once won 
by the Annie O, and now held by the Thetis. The first paddling race 
was wou by the Thetis: prize, a Waterbury watch, warranted not ta 
Z0 when buriedin the water. In the second paddlingrace and in the 
Sailing race for all comers on Oct. 4, Messrs. Gibson, Thomas, Wacker- 
hagen and Oliver were respectively winners. 
The cruising record of the club is also a good one. Five canoes— 
the Marion, Snake, Uneas, Fiordalice and Arno—tried the Delaware 
and Walkill waters, the Dudine and Gipsy eruised for eight days 
dew the Hudson, the Golubka and Tienuderrah made the waters of 
Lake George insecure, the Snake cruised home from the A.C. A. 
meet, and Mohican Mather hoisted the turtle fag on Lake Champlain. 
The A. C. A. meet was attended under the same flag by the Snake, 
Tarantula, Annie O.. Lasca, Nan and Henrietta, 
The monthly meetings were attended by an average of ten mem- 
bers. Besides these constitutional meetings the club held two special 
meetings and three camp-fires. 
Only bona fide canoe owners are now eligible as members of the 
Mohican C. ©, The initiation fee has been raised to $10, for which 
the new member is also provided with a certificate of membership in 
the A. C. A, ‘ 
The purser reported the club out of debt, all dues collected, an 
the finances satisfactory. 
The meeting was held in the newly acquired winter quarters of the 
aluhb, 44 State street, a room high and large enough to hoist a Mohican 
settee sail and experiment with new eleats, etc. 
Any cahosist will know what followed after the business meeting 
was adjourned, Seeing a battery, no, a brizade, of bottles with Apol- 
linaris, ete., and moanntains of food made the Annie Os drawing 
table groan. 
Commodore Oliver expects his new Marion B. in a few days, F. G. 
Mather has ordered ber sister, and Secretary Fernow only waits for 
the complete return of his strength before doing likewise. 
Fior DA Lice, 
THE WESTERN CANOE MEET. 
Fiditor Borest and Strean: 
Your article in Jast issue ona ‘Western Canoe Meet” is exactly 
right. For several year: I haye been identified in an official capacity 
with the League of American Wheelmen, and find that comparatively 
little interest is taken in the national meet. In fact, the national 
meetis simply a local meet atter all, attractin= only the wheelmen 
living within a few hundred miles of its place of meeting, 
State divisions are being organized. These are all part of the 
National League, with constitution and by-laws which shall not con- 
flict with the National League, A chief consulis elected for each 
State, and representatives tor each fifty members of the League in 
the State. These officers constitute an executive board who have 
charge of the League workin the State, and represent the State in the 
annual national business meeting. 
Once a year there is held a State meet, with business meeting, races, 
hanguet, etc. Experience has shown that these State meets are much 
preferred by wheelmen to the national meet, The distance is short, 
ineurring only a trifling eapenduure of time and money, fewer wheel- 
men are present, and they become better acquainted, friendships are 
formed, knowing that we shall meet regularly year after year we 
form acyuaintances who are in a measure our neighbors. The sooner 
the A. C, A, organizes on this basis the better, in my opinion. That 
it will Work well T am in a position to know. 
Now, as to a meebin Lake Erie. The islands you mean are west of 
Cleveland, not ast. You no doubt refer to Put-in-Bay. No finer 
place for such a meet could befound. A goad hotel is at hand; a 
telegraph cable connects with the mainland; daily lines of boats 
from Oleveland, Sandusky and Toledo afford ready communication; 
mails arrivetwice a day. The hoating is all that could be desired, as 
within the bay quiet paddling can be had, while ontside the adven- 
turous canoeist can find all the sport he wants. If the meet be held 
the latter part of May or early part of June, the finest bass fishing in 
this country can be had on the reefs off Point Pelée, twenty-five or 
thirty miles north of the island on the Canadian shore. 
I would suggest that the Cleveland Club take the matter in hand, 
With the co-operation of the Cincinnati and Toledo clubs, A few 
canoeists are scattered over the State who would jend their aid and 
présence, and & week or ten days could he spent there with nntold 
pleasure. The Buffalo and Indianapolis clubs could also be present 
at little expenditure of time and labor. 
Our club, the Jabberwock, has but two menibers, but we will try to 
make a fullteam it the Lake @rie meet is undertaken. CoRINNE. 
Ntitor Horest and Strean: 
Ts if not possible to secure more unity anionp the members of the 
American Canoe Association, and to attain more nearly to the object 
and aim of our organization? Many of our members in the West 
will be preventéd from attending the local meet in the Hast, With 
proper organization each district might haye a successful meet of its 
own, and the feeling of isolation be greatly diminished. 
Might not this be accomplished without in any way interfering with 
the present organization of the Association as follows: 
Let the executive committee, under sections 7,8 and 9 of the con- 
stitution, pass a law providing for the formation of three divisions: 
First—Thé eastern division. Second—The northern division (Canada), 
Three—The western division. Let each of our commodores haye 
command of one of these districts, the commodore, in addition to 
his command, remaining commander-in-chief. Let each division 
commander appoint from his division a fleet captain, to act as his 
lieutenant, and a corresponding secretary, whose duty it shall be to 
communicale, af least once a year, with each elub secretary, and 
each active member of the A, C.-A., not a member of a club in his 
district, and obtaining information in regard to cruises, canoes, etr., 
arrange the same into a report to be forwarded to the general secre 
tary of the Association, 
Tam of the opinion that such an arranvement would be a benefit to 
many members and to the Association at large. L, 
“CANOE BUILDING FOR AMATEURS" is now ready, and con be 
had at the office of the Forest and Stream, or will be sent by mul 
on receint of $1,50. 
CANOE INSURANCE. 
Editor Forest and Streaint: 
“The Knickerbockers who seldom, if ever, get left, 
Practicing wisely their ancient traditional thrift 
Which they from Dutch ancestors had duly derived, 
Had pre-enipted the claim and the honey had hiyed.”* 
Mx, Editor, the letter of warning of Dandie Dinmont in last 
week's Formst AND STREAM is timely and pertinent, and to follow 
that idea out let me tell what arrangements our club members had 
made in this direction. We had some difficulty in finding any insur- 
ance company who would take the risk on canoes, but at last met 
one which has insured our boats under a yery good arrangement. 
The Queen Insurance Company, whose New York offices are at 
Nos.. 37 and 39 Wall street, will issue a policy on a canoe or canoes for 
$200 or more at the rate of one per cent, for three years, or one-third 
per cent, for one year. A large number of our men have obtained 
policies, and in the hope of seconding Dandie Dinmont’s sugges- 
tion and benefiting other uninsured canoeists, I] haye written the 
above. R. J. Winery, Knickerbocker CC. 
BROOKLYN, N. Y., Jan, 12, 1885. 
SPRINGFIELD C. €.—A member of the cluh, the owner of the Ibis; 
has prepared a neat little souvenir of the past season, in the Shape of 
alist of the club races, the cover being decorated with the A.C. A. 
and club flags, The number of firsts won by each boat in the series 
is as follows: Sailng—Girofla, 54; This, 44; Gluck, 24; Sylph, 2; Topsy, 
4, Paddling—Gluck, 30; Sylph, 26; Nereid, 60; Laura, 6, Nereid has 
the greatest number of points, and also wins the paddling badge, while 
Ibis holds the sailmg badge. 
NEW BURGH.—The Dockrats report that canoeing is still Hourish- 
ing at Newburgh, and that they will haye eight canoes this season. 
They are anxious to have the local meet at Plum Point. <A better 
Sailing course could be laid out this year, beginning at the northern 
end of the beach, the apex of the triangle heing to the north, thus 
Securing more open water and better wind, ! 
SPRINGFIELD C. G.—Mr. George Barney has sold his canoe to Mr, 
Goodwin, of the Hartford GC, C., and has a new light-weight paddling 
canoe from Rushton, Several canoes will be built this winter, mostly 
of the Springfield model, lengthened Gin. The Mohican sail will also 
be common on the Connecticut this season, 
STONINGTON C. C.—This clnb was organized last season and held 
several races, besides a club eruise of three days. 
“CANOE BUILDING FOR AMATEURS” is now ready, und can be 
had at the office of the Forest and Stream, or will be sent by mail on 
receipt of $1,50. 
Aachting. 
THE MARINE CAVALRY FOUL OF THE TRY- 
SAIL. 
HAT unclassifiable ‘fourth estate,” the marine trooper, attached 
in ‘‘reportorial” capacity to the New York daily papers and to 
sundry would-be yachting publications of nominal draft, has recently 
encountered the trysail in due course of events with his pen, and 
comes out of the fray in battered condition as usual, the peculiar 
sail evidently being still a cut above the reportorial nautical mind. 
Hence this article in the hope that I may clear the kinks now existing 
concerning the object and the use of the trysail, and so prevent 
knights of the qvill ambitious to pass as nautical critics from writing 
rE ES down resplendent examples of the seagoing cayalry in- 
stead. 
There be trysails and trysails. Your reporter hunts up his ‘‘Web- 
ster Unabridged,” or rather borrows one from an over-confiding in- 
dividual, and gleans something thiswise: ‘A trysail is a very small 
triangular sail set only in a howling hurricane.’ Slamming the cum- 
berseme yolume and wildly flourishing his inky tomahawk overhead, 
he exclaims in a transport of joy: Aha! I have the cutters on the 
hip! Genesta and another announced to race across the Atlantic 
under trysails, only to think! Why, it’s a clear case against the 
machine. Can‘’h carry sail, you know. Got to comeover under a 
jury (“‘jury”’ is very salty to the reportorial ear and he plays upon 
the word with glee). And then he proceeds to dash off occasional 
columns in which the cutter is mangled and sliced up fore and aft as 
a coneern unable to fill the first functions of a sea-zoing yacht, and 
his brilliant essays upon what a fool does not know about English 
yachting custom go the rounds of junior amateur tars in this coun- 
try, working the same lead for allitis worth, So let the curtaim be 
lifted that the reporter’s fightly bounce may be seen in its nakedness, 
Trysails may be separated in two great classes; the storm trysail, a 
Smull patch for use in heavy weather, and the regular cruising trysail 
which is simply a snug mainsail, haying a lug foot instead of a boom. 
The latter is not a jibheaded or triangular sail at ail, but is supplied 
with quite a long gaff. It is a sail of great practical value to cruisers 
and an economical device by which racers save their big mainsails 
for festive occasions, In truth itis the general custom abroad to 
lift fine clippers from port to port under the maligned trysail with 
the object of saving the racing mainsail from inordinate stretching 
and pulling the muslin out of shape, bousing reef cringles homie by the 
earings. The trysailis not called into service from any stress or in- 
ability on the part of the yacht to carry boom mainsail at all, as ver- 
dant critics infer on this side of the Atlantic. Racing abroad is a fine 
art and your English skipper would not dream of taking the gun 
with pudding bags slack in the bunt and yanked into nigger heels at 
the elew. To our pastoral clam-digging captains all thismay bea 
distinction without much difference, but then we are still so free and 
easy in our greenness, while close and smart competition abroad has 
taught skippers to look atwirt and between with a keen eye to wind- 
ward for every advantage in racing equipment. 
Now, Genesta and the prospective Galatea are coming across for 
no infant’s play, but with a contract on hand they know enough to 
estimate at its real weight. What more rational and politic than an 
agreement Lo drive over under big trysails with the boom mainsail 
in gaskets, so that when the band begins to play, with sloop and 
cutter about to fight it out in dead earnest, the fine art of Ratsey and 
Lapthorne can be spread to the breeze, eliciting a shout of admiration? 
Skippers abroad are not the fools their eritics in this counpry be. 
Little likelihood then that they will pull their Gosport beauties out of 
shape in a preliminary rough and tumble on the yoyage hither. Just 
imagine a Diaper or an O'Neil with his boom sail all out of kelter 
aiter the passage, cruising up South street to accept one of our home 
built dough bags of 802. duck to replace his gorgeous flaxen fit. He 
would faint dead away at the sight, blessing his eyes if ever he would 
bend a South street conception to the clipper im bis charge. 
The assumption that Wuglishmen are forced to hoist trysail for 
cruising or making their passages owing to inherent fault in their 
vessels is hugely preposterous in the light of the knowledge we pos- 
Sess as to what cutters can carry. Even the beginner in these mat- 
ters knows well that the cutters outcarry our sloops. and that the 
narrower and heavier the cutter be the longer is she able to stick to 
ber duds. With plenty of evidence right at hand in owr own 
home practice, the nautical cavalry ought to be thoroughly 
ashamed to 60 on record as they have against the sail-carrying 
powers of the cutters expected. But the more foolish and 
wildly absurd the statement, the readier your horse marine is pre 
pared to scribble willing adhesion to the dviveling bosh, So much 
for the reasons why English racers are ofton found looking out to 
Sea under trysail, A sensible choice for economy and policy sake, 
and not from any inability to show big mainsail, were it an object. 
And now as to cruisers doing the same thing. It needs no old 
sailor, buh simply anybody who has once tried knocking aboubin 
rough water, to appreciate the nuisance and danger of a sloop’s long 
boom and the benign complacente engendered by any arrangement 
which gets rid of 1ts riotous antics and capacity for destruction, The 
use of the trysail for cruising is simply the sailorman’s method of 
escaping what only lubbers would put up with by choice and-aboard 
cutters a commendable convenience and not at alla necessity forced 
through the type of the boat. Now how do we proceed in America? 
Ina clumsy, roundabout way. and at great expense, we Gut down 
smooth water or facing spars, and have an entire new suil oi sails of 
smal] area bent forthe occasion. Vide the case of the Fortuna, Mon- 
tauk and countless others of our fleet, Your Hnglishman, however, 
with sound practical sense and economy, does not go to a tithe of the 
trouble or outlay, He sticks to his usnal spars, Bout they be pro- 
portioned for long-shore racing, He orders mainsail stowed, passes 
quarter Jashings to the uncanny boom, hoists a snug lug gail in its 
stead, proceeds to sea. a jovial dog of the deep, ready ata moment's 
notice to shift for large acreage in mild weather or when the sea has 
fone down, or when he comes across ganie worthy the chase, 
Im short, from the eruiser’s point of view, the trysail is nothing 
more nor Jess then the cut-down rig we always supply to our craft 
when going foreign, minus the swaggering mainboom, a minus of 
considerable practical import. There may be irréconcilablés and 
freenborns attached to newspapers, and loafing about the labs who 
still think the stupid and expensive transmogvrification from racing 
canvas to a cut-down display, to which we are accustomed in Amer- 
ica, is the preferable mode of procedure. But, as a sailorman, I am 
quite certain the food sense of persons not blinded hy curbstoné 
“patriotism” will accept the Englishman's practice of roughing it 
under trysail as far more rational and available in its conveption. 
The cutter bas come to stay. She is here. And in due course of 
time I expect to sea SRS as critics fling round and chant praise 
to the manifest and manifold advantages of the trysail they now try 
to deride in their stupidity, They will learn to appreciate itas a 
ready substitute for a racing sail, and not as they think now, a dire 
concomitant of a type which, in reality, has long ago established 
for itself the name of being the best sail-carrier the world has yet 
seen. ©, P. KUNHARDT, 
KEEL SHARPIES. 
Kditor Forest and Streanv: 
Tt being an unquestionable fact that your paper has done « really 
good work in the way of encouraging a manlier style of yachting, 
and better methods of ane yachts together than the slipshod 
ways our yachismen and builders were allowing themselves to drift 
into, there seems, therefore, all the more reason why the statements, 
as to yachting matters, appearing in your columns should be abso- 
lutely correct. 
In your issue of to-day Jan. 1, 1885) you say; ‘Mr, Clapham does 
not dispute our assertion, thatin this boat he is tending further from 
the original sharpie and nearer to the cutter, as the boat, already 
as narrow as a cutter (6 beams) is made deeper in body, with mora 
displacement, a draft of 5ft. (instead of 4, as we printed) and « lead 
keel, She may bea sharpie. but is a marked departure from the 
sharpie of a few years since,” ete. 
Now, without splitting hairs, [do most emphatically dispute your 
assertion in so far‘as it tries to show that this particular sharpie, or 
any othersharpieT have yet built, ever approaches the cutter principle 
in model, rig or displacement, It seems to me incredible that fhe 
owner of the yacht you speak ef could have named her beam as being 
10ft. In point of fact, my contract calls for a breadth of 1314ft., and 
that is the correct figure, Her depth of hull is 546ft,, and the actual 
draft of water of her hull is 30in, 
Her keel is built entirely separate, and will be bolted to the hull 
atter the latter is finished. This keel may therefore be regarded as 
asort of stationary centerboard, made strong enough to carry the 
four tons of ballast which would haye been carried inside the yacht. 
The keel is 24in. in depth, but neither the shape nor the displacement 
of the sharpie are changed because the keel is applied. Our san- 
guine friend, Mr. C. P. Kunhardt, will tell you that keel sharpies are 
nothing new in Roslyn. The first experimental sharpie I built had 
two keels, and that fact is recorded in forusT AND STREAM. T am 
yery willmg to admib that I would never build a sharpie yacht for 
cruising purposes with a centerboard if Providence had only made 
our harbors and bayous deep enough to use a fixed keel with comfort, 
but for speed alone I should carry both keel and centerboard. 
Two or three years ago | told the yachting editor of the Forrest ann 
StREAM that a sharpie with very deep keel could be made to ontsail. 
especially in rough water, any other wale of yacht. Nothing has yet 
occurred to change my opinion. itis the opinion of many very intel- 
ligent yachting men that the sharpie will In future occupy a promi- 
nent position as a sea-poing yacht, and it seems therefore important 
that she should be known for exactly what sheis, and I do not choose 
that my boat shall fly as the tail to anybody’s kite. The only radical 
change I have made in her design during five years has been in matk- 
ing her narrower on the bottom while retaining her ordinary width on 
deck, and at the same time [have given her more freeboard. This 
narrowing of the bottom does nob increase her displacement, but it 
causes her to draw afew inches more water. <A cutter of 59fb. length 
carries say 20 to 25 tons of lead. My 59ft. sharpie carries 4 tons. 
Neither of them can capsize. The sharpie cannot sink, 
Rostyn, OL. 1., Jan. 1, 1885. THOMAS OLAPHAM. 
THE COST OF MODERN 
i ae subject of cost has become a yery interesting one to yacht 
owners, both here and abroad, as with the higher standard of 
excellence in all classes of yachts, the cost of successful racing has 
increased, Itis seeperal’ believed, espacially: in America, that toe 
present type of deep keel yacht is much more expensive to build than 
he ordinary American sloop, and that to this is mainly due the in- 
creased cost of racing. : 4 
The cost of the few cutters built here is ROpUlarly placed at enor- 
mous figures, and comparisons detrimental to the former are made 
with the purely American boats. The present discussion of the con- 
dition of yacht racing in England has brought out some facts as ta 
the cost of new and old yachts there, which fend to show that size 
and quality considered, the former cost no more than the latter. The 
cost of Tara, a 40-tonner, similar to Teen, 66>%11.5ft. on waterline, 
11.5ft. draft and 38.5 tons on keel, is given at 12,500, a figure consia- 
erably below the $25,000 to $30,000 placed by some as Neen’s cost, 
Such a boat would cost here, allowing for the difference in labor and 
material, about $17,000, and if she exceeds this, the excess must be 
laid to the builder and not the character of the yacht. The price per 
ton has indeed increased in England the last few years, but at the 
game time, the size per ton has increased just as rapidly, or in other 
words, with the new proportions and model, a yacht of much greater 
bulk, rates as no larger fhan an old yacht of different model. Tara, 
for instance, is of 40 tons, but really she is as large as a 60-ton yacht 
of 20 years since. The two would compare about as follows: 
YACHTS. 
60 Tons, 40 Tons, 
Length on W. L............4. . 64 66 
BRAM COXUPCING. stabs elecssatae 11.5 
Drahte a ee a eee 11.5 
Area of midship section. A 72.2 sq. Ft 
Lead on keel. ....-..suy20s 38.5 tons 
Lead inside .._..- helstedniee 22 pest ins j 1.5 tons, 
Ballast total..... Pedie ernst ,. 86 tons 40 tons. 
Displacement ........,.,,-. ,. 75 tons 76 tens. 
Mast, deck to hounds .....-... 41ft. 42. 
Mainhboom....-..,-.-. .,)-++--,. 52: 7£b. Bart. 
Gaines cee te ey ce tee 80.800. aft. 
Bowsprit outboard........-..... 27. S£b. BOLE. 
Topmast, fld to honnds........ 35. 5£t, A0EL, 
Area lowersails....../......... 3,010 Bq. ft. 3,450 sq. Fb. 
Oustom House bulk, tons...... 44 40 
The 60-ton yacht cost in 1872 $15,000, while the 40 in 1883 cost $12,500. 
The newer yacht would have superior accommodations below, and 
would perform better in a seaway; and while in comparing prices tt 
may be urged that lead and copper as well as other items aie lower 
than they were twenty years ago, il must also be considered that the 
new hwat would be much more complete in her equipment, that great 
improvements have been made in all varieties of gear and fittings, 
which of course are more or less expensive. Jn an able letter on this 
subject to the Meld, Mr. C. P. Clayton, an old aie yachtsman, 
states that a racer of 40 to 80 tons of composite build can beset afloat 
vom plete, her cabins tinished in hard wood, for £260 per Y. R. A. ton. 
or in our Money, which would make the cost of a 40 $12,000. A 
wooden yacht would cost $250 per ton or $10,000, and this not for soit 
wood and spike building, but for the finest construction. 
Mr. Clayton also alludes to the completeness of the inventory of 
the modern yacht, especially the smaller sizes, in which almost every 
article is designed with the greatest vare and made of the best ma~ 
terials. Lamps, anchors, signals, binnacles and compass, blocks, 
windlass, buffers, that are a matter of course to-day, were bub a few 
year's since either unobtainable or of inferior quality. In the use of 
lead and copper, of better woods, and in sails, yachtsmen are to-day 
far in advance of twenty years ago, while their craft, size for size, 
are superior, both in accommodation and ability. Ivis true that the 
cutters built here have cost more than sloops of the same length, but 
to make any fair comparison it is necessary to consider the great 
difference in quality of material and workmanship, the relative ac- 
commodations, and the cone eee and excellence of rig of the 
Somer eoinbared with the faulty and slipshod outfit only too common 
wi 2 latter e 
