56 



FOREST AND STREAM. 



[Feb. 12, 1885. 



rather on a lack of knowledge of what the British cutter is like thau 

 an intimate acquaintance with her." 



Th K imagined contingency of a cutter dropping her keel has afforded 

 much amusement to a certain clique, a mythical yarn concerning 

 the Crusader Being advanced in support of Its likelihood: but as vet 

 nothing of the kind has happened in practice except one or two un- 

 important cases like Crusader's, where a small weight patched on 

 with iron bolts has been dropped by their corrosion. The securing 

 of a lead keel of 60 to 70 tons is an engineering problem of no small 

 magnitude, and should be done only by experienced men, but prop- 

 erly constructed there is no reason to anticipate any failure. 



The discussion over the proposed races, even if they should not 

 take place, is adding still more to the popular knowledge of our rival 

 era It, ;vnd to it it is due that the quietus has been given to another 

 loug-cherished libel on the cutter. We quoted, two weeks since, an 

 editorial Erom the Herald of a totally different tenor from all its 

 previous utterances, and this week we note more to the same effect, 

 as follows: 



■'Two challenges for the America's Cup were sent on Dec. to the 

 New York Yacbi Club— the first on behalf of the yacht Genesta and 

 the second on behalf of the new yacht huildiug for Lieut. VV. Henn, 

 Royal Navy which he has named the Galatea, after the well-known 

 frigate m which he served for several years on the coast of Canada, 

 etc. These two yachts propose starting for America about the 24th 

 oi May, and intend to compete in all races open to them in America. 

 Sir Richard Sutton, Bart,, and a few friends will go out hi the Gen- 

 esta, while Mrs. Henn will, as' usual, accompany her husband on 

 board their new craft, and will he the first ladv 1:6 cross the Atlantic 

 in a raciug yacht. After the racing is over in America the Galatea, 

 will most probably cruise to the West Indies, Mediterranean, etc. 

 The Cythera is expected in New York about the 1st of July. Thus 

 there Will be three English yachts in America this year." 



Not te go back to Juilanaj-, of six beams, built expressly for Med- 

 iterancau cruising, and. get a wonderfully fast boat, we can mention 

 that Galatea, as we learn from private correspondence, while build- 

 ing expressly for the purpose of rac.ng for the America Cup, "has 

 been designed with a view to her being converted into a comfortable 

 cruiser when her racing days are over, by the reduction of sticks and 

 ballast." Lieut. Heuu's former yacht, the yawl Gertrude, was simi- 

 larin design and proportion to the Bedouin, and her reputation as a 

 fast boat is undisputed, but, in her Lieut. Henn and his wife have 

 cruised nearly 50,000 miles, including a number of trips through the 

 Hay of Biscay and cruises in the Mediterranean. Further. "Lieut. 

 Henn sails and navigates his boat himself, trusting to no sailing- 

 master. Galatea, now building, will be of steel, and over 80ft. 

 waterline, and will be launched in April, visiting us in June, as she 

 will not race in England before coming here, and besides her we 

 shall have another "fast cruiser." Cythera. now cruising in the Med- 

 iterranean, whence she will visit the St. Lawrence River, and, later. 

 New York. These two, with Genesta. will give ocular demonstra- 

 tion of the seagoing abilities, cruising accommodations, and, we 

 trust, speed as well, that will convince the most skeptical. 



SOLID ON CUTTERS. 



A RECENT editorial in the Herald, as well as some items in its 

 personal columns, fell like bombshells in the camp of the ancients 

 who still harp on racing cutters as unfit for cruising, and imagine 

 narrow beam a piece of fanaticism on the part of the English. The 

 editorial in question exhibited such an excellent understanding of the 

 real merits of cutters and was so free from national prejudice that, 

 as might have been expected, its origin was lobe traced to one prac- 

 tically familiar with yachting abroad. The article was inspired by 

 none 'other than Mr. .T. G. Bennett himself who, to set his own jour- 

 nal straight in its record, cabled from England the essence of what 

 appeared in the Herald next day. it is very agreeable to know that 

 at this critical juncture there hovers over the columns of the Herald 

 a directing hand, which really is equal to the business. At last it 

 seems as though one of the New York dailies, at least, proposes to 

 call a halt to rubbish of ignorant home manufacture, and give to us 

 in America one daily of whose criticisms on yachting one need not he 

 ashamed. Bo far from being "mere racing machines," both Genesta. 

 and Galatea are locked upon and treated as cruisers by their owners. 

 They propose to cross over in their vessels with their families on 

 board, and after racing in these waters, cruise for the West Indies 

 and foreign ports in general, And upon this they look as a matter of 

 course, a venture involving nothing out of the common to them, for 

 it will not be the first time their vessels have been headed for the sea. 

 "We are also to have Cythera make her number with us this season, 

 That adds still another of the same breed, and depend upon it, by the 

 time they have taken their departure, the silly nonsense talked and 

 written against such splendid cruising vessels will have dissolved into 

 ether in face of bottom facts and the truth, of which these visiting 

 yachts are evidence in the flesh. Properly enough, and quite to my 

 hking. the Herald makes no bones iu designating the stuff put for- 

 ward against such cutters as "twaddle." Galatea will be much like 

 the well tried Wendur, and a finer boat than the Scotch yawl Wen dur 

 would be hard to find. Her performance is on record in the English 

 prints, and what she can do in a blow and sea the rest of the class 

 can do just as well. The whole crusade against narrow boats pro- 

 ceeds from men who have never seen one or sailed in one, and talk 

 blindly from their wild imagination. Hence my congratulations that 

 the herald is to have sense at its v. heel, and that the New York Y. C. 

 rejoices in a commodore who can counteract the drivel passed round 

 among the landsmen who accomplish all manner of wonders in skim- 

 ming dishes up in Madison Avenue but nowhere else. 

 Irreverently stated, "Jim" is solid on cutters. 0. P. K. 



A VERY IMPORTANT MATTER. 



YOUR editorial last week brings up a question which deserves the 

 immediate attention of the New York Y. 0. in some form or 

 other. From private correspondence direct from headquarters, it ap- 

 pears that our Eughsh friends are under the impression that the form 

 of a challenge for the America Cup has been sufficiently complied 

 with and that the six months period will couut from the date of 

 Mr. Beavor Webb's letter, addressed to the club. At least this is the 

 only interpretation which I can put upon the wording of the corres- 

 pondence referred to. Now, if the conditions of the deed of gift were 

 so clear and explicit as to admit of no doubts or questions upon the 

 formalities to be gone through, the New York Y, C, might legally de- 

 cline to interest itself at all in the matter, allowing the English to 

 take the consequences of their own oversights or mistakes. But 

 morally, even then, the club would hardly desire to spring any 

 technicality upon the challenging parties, allowing them to come 

 over under' the mistaken idea that they are entitled to a race at a 

 certain date, and then suddenly to inform them that owing to some 

 technical irregularity in the outward form of their first notice of a 

 Challenge, tlj c club must insist upon an additional postponement. Yet 

 this is precisely the position of affairs at this moment, if I can judge 

 from the. private correspondence received. That is to say, while 

 the. English yacht owners appear to think that the official date 

 of the challenge is already fully settled by Mr. Beavor Webb's 

 letter and that any further documents in amplification can 

 be forwarded at leisure and have no influence upon setting 

 back the date, we, here in America, are laboring under a contrary 

 notion, that the said letter from Mr. Webb is only in the nature of a 

 "preliminary notice," and not at all intended as the document from 

 which the six months' time is to be counted. This is a serious di- 

 vergence of views which, in credit to itself and the spirit of the 

 whole business, the New York Y, C. should take up without a mo- 

 ment's delay. Stated curtly, an understanding should be arrived at 

 as to the present status of affairs. Either the N. Y. Y. C. does not 

 propose to accept Mr. Webb's letter iu the light Englishmen regard 

 it, or else it will count the letter as definite in itsiproposition. H the 

 former, then as a matter of good sporting spirit and common cour- 

 tesy to gentlemen proposing to come three thousand miles in their 

 yachts, the club should notify them at once that in its opinion no 

 regular challenge has yet been received, and that the six months' 

 interval can only be reckoned from the receipt of certain other docu- 

 ments stipulated for in the deed of gift according to the translation 

 of its meaning by the N. Y. Y. 0. Or, on the other hand, if Mr. 

 Webb's letter be considered definite enough, as it certainly is in its 

 snirit, theu an authorized answer to the owners of Genesta and 

 Galatea is due. to put the whole matter at rest. As the club has 

 taken no official action, and has positively given out that it is still 

 awaiting what it conceives to be the "regular challenge," we, on this 

 side of the Atlantic, know exactly how the club stands on the ques- 

 tion. It does not propose to view Mr. Webb's letter _in any other 

 light than a private note having no effective import. 



No one can say the club is not legally justified in refusing official 

 action upon Mr. Webb's note, inasmuch as that note altogether fails 

 to comply with the letter of the rules governing a challenge. But, I 

 believe, the New York Y. C, in common with the American public, 

 is much less concerned about the mere letter and more about the 

 spirit animating both sides. Nothing can lie further from the inten- 

 tions of the club than to allow the English to go on with theh prep- 

 arations and delay further documents under a misconception luring 

 them on into a sort of trap ot technicalities which the English really 

 have set themselves in not solving with sufficient good luck the 

 muddle of words composing the conditions of the challenge. Conse- 

 quently a few lines in explanation, requesting the challenge to be put 

 in a shape corresponding to the conditions and announcing the im- 

 possibility of action before the receipt of such fresh and revised noti- 

 fication, would be an act of sporting equity and courtesy which I 



hope will he at once attended to either by the club or else by its 

 secretary. In the event of the club declining to set the English 

 yachtsmen right, this letter in your columns will serve to put them 

 on their guard and hasten a fuil compliance with the most minute 

 particulars of the conditions, so that the date of the races mav not 

 be put off, contrary to the intention with which Mr. Webb's original 

 notice was sent. 



In conclusion, it is to be greatly regretted that the "deed of gift" 

 and its conditions were not properly "edited" by some capable per- 

 son before being sent broadcast over the world a jumble of dubious 

 English, permitting all sorts of speculation as to Its real intent and 

 inviting just such misapprehension as I have dealt with above. 



C. P. Kunhahdt. 



THAYER'S YACHT WINDLASSES. 



THE windlass illustrated below is one of several styles manufac- 

 tured by Mr. B. F. Thayer, No. 155 South street. New York, and 

 furnished by him to many large and small yachts. In ail these, wind- 

 lasses the disagreeable clanking of the pawls is entirely done away 

 with, their operation being noiseless, while the drums in the larger 

 sizes are looked in any position. The smallest size, fitted for yachts 

 of 30ft. or under, is very light and compact, setting down close to the 

 deck. It can be made to fit any size bitts or sampson post from 

 5x8in. upward, and is operated by two handspikes iu the ordinary 

 maimer. A larger size is operated by a double pump brake, carried 

 on an iron bracket arm screwed to The bitts, and makes a very power- 

 ful but compact windlass for yachts of medium size. The windlass 



shown in the cut is intended for schooners and steam yachts, one 

 having been lately furnished to the new Carmelita. It is, as shown, 

 operated by a puinp brake, the two inner drums for chain being fitted 

 with friction clutches. By a turn of one of the hand wheels the cor- 

 responding drum can be loosened on the shaft, allowing the cable to 

 run out, and it may be checked by a turn in the opposite direction. 

 s may both be entirely discon- 

 liat the gipsy heads' may be 

 Jxtra stoppers for the chains 

 r er also manufacttiress a neat 

 ived lo the rail, the anchor 



By the same wheels the 



nected, turning freely on th 



used for warping, hoisting i 



are also provided on dec! 



aud simple cathead stopper , 



being released by turning a small hand wheel. 



YACHT BUILDING ABROAD. 



THE variations iu yacht building from year to year are well shown 

 in the following table taken from the London Field. The con- 

 clusions to be drawn from it as to the present and future conditions 

 of yacht racing are not particularly encouraging, but such periods of 

 depression as the present are always followed by seasons of renewed 

 activity. The increase in the number of yachts built each year that 

 is so marked from 1871 to 1870 has fallen off during the' last two 

 seasons, and the tonnage, which reached its highest point in 1877, has 

 decliued still more, last season being far below the average. It is 

 probably owing to the decadence of schooner racing that the average 

 tonnage for the last half of the period is much less than fur the first 

 half. How much of the falling off is due to business depression is 

 impossible to state, but in spite of the unsatisfactory figures for last 

 year, there is no cause for alarm over any general decline in yachting. 

 The Field $&y&\ 



From au examination of Lloyd's Yacht Register, it would appear 

 that there have been 1476 yachts built, during the last fourteen 

 years, of and above 5 tons, with an aggregate tonnage of 77.531 tons. 

 Putting the cost per ton at £40, the cost would have, been £3,101,300. 

 No doubt many of the yachts built about the year 1871 have disap- 

 peared from the Register; on the other hand, no doubt, several small 

 yachts built during 18S4 have not been included. We have tabulated 

 the yearly output of yachts since 1871, and it is satisfactory to note 

 that the falling off in the gross yearly tonnage since 1880 is no worse 

 than it was in 1878, the year which marks the break down of schooner 

 raciug. It is true that, at present, there is little to be satisfied with 

 in the building or racing prospects for 1885, and we must wait for the 

 turn of the tide, which will be sure to come, just as it did in 1880. 





ma 



18?2 



1873 



1874 



No. 











built. 



71 



94: 



97 



109 



Gross 











ton'ge. 



4-10J 



4443 



5170 



',-.'0(1 



Ave'ge 











ton'ge. 



BH 



48 



sa 



66 



1 1875 



105 



15255 



50 



1870 



132 



7000 

 53 



1873 



1878 



1879 



1880 



113 



12g 



120 



110 



7570 



5008 



4750 



7080 



67 



40 



40 



61 



11881 



130 



16150 



47 



1*8 



100 



,008 

 50 



1884 



54 

 86QQ 



-18 



SPARS OF CLASS RACERS. 



FOLLOWING are given the proportions of the spars of 5, 10, 20 and 

 40-ton racing cutters, which have been compiled from the 

 dimensions of spars which have from time to time been published. 



It will be seen that there is a great similarity between the spars of 

 the various classes; slight differences, however, occur in yachts hail- 

 ing from cliff erent designs and builders. Generally the proportions 

 of the spars decrease as the tonnage increases, owing to the larger 

 yachts not having as much depth and displacement iu proportion to 

 the smaller ones, consequently they are not able to carry such large 

 sail spreads. Usually a cutter's mast is stepped .4 of the length of 

 the loadline, abaft the fore.side of the stem, and the length of the 

 main boom is thereby determined in conjunction with its projection 

 beyond the taffrail. In the smaller classes it will be seen that the 

 proportion for the length of the main -boom is greater thau hi the 

 larger classes, owing to larger yachts not having proportionately as 

 long counters, nor as great a proportionate leugth of boom beyond 

 the taffrail as smaller yacht. As a general rule, the counter of a 

 racing cutter is equal to about .18 of the length on W. L., while the 

 length of main boom beyond the taffrail is about .15 of the length 

 on W. L. in 5-tonners, decreasing in proportion as the tonnage in- 

 creases. 



Generally the head of a cutter's mainsail makes an angle of 50° to 

 54 c " with the waterline, and the gaff topsail 70° to 76". A working 

 gafftopsail yard is generally slung with .64 of its total length on the 

 aft side of the topmast. Spinnaker booms in cutters vary in length 

 from .98 to 1.44 of the length of mainmast (deck to masthead cap), 

 1.22 being the mean. In the 40-ton class, the proportion for the 

 length of topmast is not given, but is much the same as in the other 



Mastheads vary somewhat in length, the proportion being rather 

 greater than it was a few years back, or about .22 of the length, deck 

 10 hounds. A cutter's working gafftopsail yard is equal to .95 of the 

 whole length of gaff, while the balloon gafftopsail yard is equal to 

 .95 of the length of main boom. 



In calculating cruising spars for cutters from any of the proportions 

 given, a deduction of .08 would be made from the length of every 

 spar; that is, the leugth of every spar would be multipled by .08 and 

 the product deducted from the length of the spar which was multi- 

 plied. 



SPARS OF RACING 40-TON COTTERS. 



Mean length of mainmast (deck to hounds) is equal to beam mul- 

 tiplied by 3.52; mean length of bowsprit outboard is equal to length 

 on waterline, multiplied by .448; mean length of main boom is equal 

 to length on waterline, multiplied by .806; mean length of mam gaff 

 is equal to length of main boom, multiplied by .67. 



SPARS OJP RACING 20-TON CUTTEKS. 



Mean length of mainmast (deck to hounds) is equal to beam mul- 

 tiplied by 3.55: mean length of topmast (fid to sheave of topsail hal- 

 liards) is equal to length of mainmast (deck to hounds), multiplied by 

 .87; mean length of bowsprit outboard is equal to length on water- 

 line multiplied by .48; mean length of main boom is equal to length 

 on waterline multiplied by .877; mean length of main gaff is equal to 

 length of main boom multiplied by .67. 



SPARS OF RACING 10 TON Ct'TTSRS. 



Mean length of mainmast (deck to hounds) is equal to beam multi- 

 plied by 3.64; mean length of topmast (fid to hounds) is equal to 

 length of mainmast (deck to hounds) multiplied by ,898; mean length 



of bowsprit outboard is equal to length on waterline multiplied by 

 .506; length of main boom is equal to length on waterline multiplied 

 by .88 to .9; mean length of main gall' is equal to leugth of main boom 

 multiplied by .72. 



SPARS OF RACING 5-TON ODTTBRS. 



Mean length of mainmast (deck to hounds) is equal to beam multi- 

 plied by 8.58; mean length of topmast (fid to houndslis equal 

 of mainmast (deck to hounds) multiplied by .9: mean length of bow 

 sprit outboard is equal to length on waterline multiplied bv .502; mean 

 ,!r.?sF nl , am boom is equal to length on waterline multiplied by 



.892; mean length of main gaff is equal to length of main boom multi- 

 plied by .093. - H 



It must, be understood that the proportions of the spars gi ■.-■=■,. 

 of cutters having a length on W. L. equal to from 5 to 5.8 times the 

 greatest beam. For cutters that have a length on W. L. less than 5 

 times the greatest beam, the proportion given for the length of main- 

 mast (deck to hounds) in the various classes is too great. 



Usually the length of mainmast (deck to hounds) in cutlers having- 

 a length on W. L. less than 5 times- the greatest beam, varies from ;; 

 to 3.25 times the beam. In some cutters; iu the classes of Jit ions and 

 under, the length of mainmast (deck to hounds) is as much is -2.8 

 times the beam, but such a high ratio is uncommon, except, in yachts 

 having a length ou waterline of 5.9 times the beam. 



Mr. Hcwett's famous 10-ton cutter Buttercup has a leugth of main- 

 mast (deck to hounds) slightly over four times her greatest beam.— 

 Hunt's yachting Magazine. 



YACHT PHOTOS. 



THE great improvement in photography in the last few years has 

 made it possible to obtain such pictures of yachts under sad as 

 can he made in no other manner, as no handiwork, however skillful 

 or artistic, can give the faithful reproduction of every fold and 

 wrinkle of the canvas, and the exact form of every wave, that is 

 found in a photograph. The best specimens of yacht photos we have 

 yet seen, are those taken by Messrs. West A Son. « if Rospori , Ln gland, 

 who make a specialty of this class of work. Following the races in 

 their own boat with the best of apparatus, they are enabled to catch 

 instantly all the noticeable portions of a race, and to photograph the 

 yachts when under full headway. Apart from their value as works 

 of art or souvenirs, these photos are of value to the yachtsman, as 

 by their aid he can study at leisure many important derails, i he set 

 of sails and form of waves, that cannot be observed in the hurry of a 

 race or at a distance. 



One of the finest of Messrs. Wests' pictures is a broadside view of 

 the schooner Miranda on the wind with topsails set. Every detail of 

 the grand vessel is shown with the greatest minuteness. 



A second view of Miranda shows her starboard side, with spinnaker 

 set and crew standing on deck. 



A view of Tara, the counterpart of Ueen. taken from a point on the 

 starboard bow. shows her with scuppers awash elosekaiiled under big 

 topsail, but a look at a number of pictures of racers on the wind 

 shows them at a much smaller angle of heel than thev are commonly 

 supposed by our yachtsmen to sail at. 



An excellent view of Marguerite shows her head on, under spinna- 

 ker and jackyard topsail, while a second view shows her with boi n n 

 flat in and big topsail still set, her crew seated comfortably on deck, 

 without that frantic effort to hang ou or life lines to lash themselves 

 fast, that are supposed by many to be indispensable in cutters, ^lie 

 big topsail aud loose-footed mainsail sit to perfection, and on their 

 white surface are thrown the shadows of halliards, shrouds and even 

 ratlines, outlined with perfect distinctness. 



A view of the leeward sides of Buttercup and Ulidia, both tens, 

 with jibtopsails set,, shows the famous "clipper bow" of the former. 

 The crew are seated on deck, spinnaker booms are dropped to star- 

 board, and Buttercup, the leader, has her spinnaker ready forward 

 to run up. 



By far the finest photo we have yet seen of a yacht is that of the 

 little three, Cbilty wee. She appears with boom almost amidships. 

 Her helmsman is" seated ou deck, one hand on tiller, while a man lies 

 forward on the weather side. A working topsail is set over a sm ,lo 

 reefed mainsail, and although a good breeze is evidently blowing, 

 judging by the neighboring boats, she shows a high aide !i 

 water. Astern the foam and crests of the waves are seen, giving life 

 and activity to the entire scene. 



The list of photos includes several hundred yachts and war vessels, 

 the former including all the racing fleet. 



THE KUNSTADTER STEERING PROPELLER. 



THE despatch boat Nina has been lately fitted with the Knnstad- 

 ter patent screw propelling and steering apparatus, and during 

 the past two months a series of careful trials have been made by a 

 special board composed of Com. Isherwood, Chief Engineer U. S. N.; 

 Capt. Theodore Zeller, IT. S N.: Chief Engineers George W. Magee, 

 George P. Hunt and] three passed assistant enginesrs. Since Dec. 1 

 nearly 450 turns have been made on the Hudson Uiver and New York 

 Bay, many in rough weather and a heavy sea, in order to test the 

 speed both ahead and astern, and the turning power. The boat was 

 turned to port and starboard from seven to ten times each With the 

 rudder at an angle of 10 degrees, similar tests being made for 15 de- 

 grees, 20 and other variations up to 45 degrees. All of these tests 

 were made both ahead and astern. At an angle of 45 degrees the 

 boat turned in a circle of 200ft. diameter, and at 10 degrees tee 

 greatest diameter of circle was between 900 and 1,000ft. During 

 these tests the engine made from 20 to 75 revolutions. With the 

 rudder at 45 degrees a full circle was described in less than three 

 minutes, at a speed oflll-g knots. The Nina steered astern a-, easily 

 as ahead, and on one occasion made 5 knots astern in a straight line. 

 The dimensions of the Nina and the screws are as follows: 



Length between perpendiculars 1 37ft, 



Length over all 154ft. 



Beam, moulded 26ft. 



Depth, moulded 18ft, Bin. 



Rudder surface, original 53*.|sq. 1 1. 



Rudder surface, with screw 3uSjjsq. ft. 



Indicated horse power. - 450 



Diameter of targe screw lpfc. 



Diameter of small screw 6ft. 8in. 



The vessel is fitted with a screw and shaft of the usual form. The 

 rudder in the line of the shaft is enlarged in the form of a casing 

 carrying a seel ion of shaft, on which is hun^ a second and smaller 

 screw directly astern of the rudder. The after shaft, is connected 

 with the main shaft by a universal joint, in such a manner that it 

 turns freely at any angle at which rudder is placed. 



This after screw not only increases the speed, but exerts a positive 

 side pressure on the stern, in conjunction with the. rudder. Last 

 week the Nina was placed on the screw dock at New York and the 

 after screw removed. The area of the rudder was also increased 

 considerably, and she will now be tested in a similar manner to de- 

 termine her powers with a larger rudder and only the ordinary 

 screw, the result of which experiment we will give When completed. 

 She has also been fitted with a new device of Com. Isherwood's, a 

 wheel affixed to her side which registers her speed through the 

 water. 



NEW YORK Y. C. 



ON Thursday last the New York Y. C. held their first general 

 meeting of 1885, at the club house, the attendance being larger 

 than usual. The officers elected were: Commodore. James Gordon 

 Bennett; Vice Commodore, William P.Douglass; Rear Commodore, 

 Francis C. Lawrence, Jr.; Secretary, Charles A. Miuton; Treasurer, 

 James O. Froudflt; Measurer, John M. Wilson; Fleet Surgeon, -Morns 

 J. Asch. Regatta Committee- J. Frederic Tarns, Charles if, Stebbins 

 and Jules A. Montant. House Committee— T. B. Asten. Elijah A, 

 Houghton, B. C. Cleeman and Frank T. Robinson. Committee on 

 Admissions-James D. Smith, John S. Dickerson, F. W. J. Hurst, 

 William E. lselin and Ogden Goelet. 



Thirteen new members were also elected. A crayon portrait of the 

 late Rear Commodore, Samuel R. Piatt, and an engraved copy at the 

 resolutions passed by the club on his death were presented to the 

 club. Mr. Ogden Goelet offers again cups for schooners, cutters and 

 Sloops, in the following letter: 



New York, Feb. a, 1SH5. 



Dear Sir— Please express to the club my intention of presenting a 

 one thousand dollar cup to be sailed for by schooners, and a five 

 hundred dollar cup to be sailed for by slooos and cutters, the race to 

 take place at Newport during the cruise of 1885, over the same tri- 

 angular course as last year, both races to be sailed on the same day. 



While the conditions under which said races are to be sailed vi! 

 remain practically the same as last year, I desire to reserve the 

 right of modifying the same if it should seem desirable for me to do 

 so prior to the' date of the cruise. Yours, etc., OQdhh Goiu/kt. 



No action was taken in regard to the Cup contest, as the club is 

 still waiting for further communications from abroad. 



ELECTIONS OF OFFICERS. 



Michigan Y. G— Commodore, H. C. Hart; Yicc-Commodore, O. W. 

 Baker; Rear Commodore, Arthur J. Phelps; Secretary, Alexander 1. 

 McLeod; Treasurer, J. B. Badby; Measurer, E, s, Wendell, 



