174 



FOREST AND STREAM. 



[March 26, 1885. 



gage between the leading canoe and the mark after the latter has al- 

 tered her helm for rounding. 



RULe XVI. 



Canoes closehauled on the port lack shall give way to those on the 

 starboard tack, in the event of a collision being imminent, owing to 

 the canoe on the port tack not giving- way, the eanoe on the starboard 

 tack shall luff and go about, but shall never bear away. A canoe on 

 the port back compelling a eanoe on the starboard tack thus to give 

 way, forfeits all claim to the prize. 



BOLE XVII. 



Canoes gomg free shall always give way tu those closehauled on 

 either tack. 



KULE XVIII. 



When canoes closehauled are approaching a shore, buoy, or other 

 obs ruction, and are so close thai the leewardmost cannot tack clear 

 of the canoe to the windward of her, and by standing on would be in 

 danger of fouling the obstruction, the canoe to windward shall, on 

 being requested, go about, and the canoe requesting her to do so 

 shall also tack at onus. 



RULE xix. 



Should two or more canoes be approaching a weather shore or any 

 obstruction with the wind free, ami be so close to each other that the 

 weathermost one cannot bear away clear of the one to the leeward of 

 her, and by standing on would be in danger of running aground, or 

 of fouling the obstruction, then the canoe that is to leeward shall, on 

 being requested, at once bear away uutil sufficient room is allowed 

 for the weathermost canoe to clear the obstruction, 



RULE XX. 



A canoe may luff as she pleases to prevent another canoe passing 

 to windward, but must never bear away out of her course to prevent 

 the other from passing to leeward, the'leeside to be considered that 

 on which the leading canoe of the two carries her main boom. The 

 overtaking canoe, if to leeward, must not luff until she has drawn 

 clear ahead of the canoe sue has overtaken. 

 ruxe xxx. 



A canoe may anchor during a race, provided the anchor is attached 

 or neighed on board the eanoe during the remainder of the race. 



RDXE XX11. 



These Rules may he amended by the Executive Committee, on 

 recommendation of the Regatta Committee. 

 ari.F, xxm. 



In case of temporary vacancies in the Regatta Committee, the senior 

 officer present, shall appoint substitutes. 



EXPLANATORY NOTES 



BY H. VV. GIBSU1S, CHAIRMAN REGATTA ('OMUII'l'TEd:. 



Rule I. Some canoes whose beam disqualifies them for Class B 

 may still be paddlers in Class 4. The permission to use boards which 

 project below the keel was given in order not to rule out several 

 canoes already fitted with such boards and which could not web be 

 changed. The boards are limited in weight in "no ballast" races, be- 

 cause a heavy board is really most effective ballast. The cases or 

 trunks are not include,/! because of the difficulty of ascertaining their 

 weight. The weight allowed for keels (35 pounds) limits outside bal- 

 last wisely, preventing in some degree the development of perman- 

 ently ballasted sailboats. Au oak keel 14 feet long. 3 inches deep and 

 1 ineh thick, with >u inch iron band, would weigh about 85 pounds. 

 (See also Rule XIV J. 



Kut.eIT. Each member may of course bring to camp as many 

 canoes as lie pleases, but in all programme races must enter the same 

 eanoe except in the events exempted. The Committee declare Class 

 [.paddling race in this year's programme exempt from the "one 

 man one canoe" rule because it was evident that otherwise no entries 

 would be made— lass 1. cannot make an all-round record and would 

 be deserted for the more popular classes But ic is desirable toseeuiea 

 good time record in A. c A. paddling, and it is decided to allow mem- 

 bers to use second canoes tor tins race which will have no score for 

 the "all-round i 



Svlv. 111. The entry arrangements wilt be as follows: Each mem- 

 ber must see that his canoe is registered on the A. C A. li^ts with 

 name, dtrm nsiODS. etc , under her correct number. She must be meas- 

 uied by an official measurer and enrolled according to her certificate. 

 The entry clerk will not be able to receive the name of any canoe 

 uutil she' has been so measured and enrolled. Each organized club 

 may nominate imriirdiatchj to the Regatta Committee a competent 

 member who may lie appointed by them an official measurer, that 

 the correct enrolment may lie done iii good season. Any cauoe not so 

 certified before leaving home must be officially measured on hor 

 arrival at the meei. All measurers will be furnished with the neces- 

 sary blanks to be returned to the Regatta Committee for the A. C. A. 

 lists, There has been much misundtrstanciug of the measurement 

 rules. Clubs and individuals are requested to take this matter in 

 hand. An a curate instrument is necessary to measure beam. The 

 honor of each club will be relied upon for accurate returns, and com- 

 petent measurers will therefore be selected. 



Rule IV. The number is to read on starboard side, because that is 

 the side toward the judges at the finish. It is reversed on port side 

 so that the figures may be exactly over one another and not be con- 

 fused by the transparency of the sail. It is recommended that the 

 number be placed below the club sailing device and sufficiently clear 

 of any private device. The figures can he painted on or be stitched 

 on in red bunting or cloth if required to be removable. The numbers 

 will be printed in A. C. A. book and will be found on certificate of 

 membership, 



Rule V. A tie in record can be decided in favor of the canoe whose 

 record is most evenly divided mto sailing and paddling. 



Rule VI. In the absence of other directions the usual rules hold 

 good. 



Rule VII. This is intended to prevent abuses which might arise 

 from organized coaching and the like. It will not interfere with the 

 inalienable right, of encouraging one's friends. 



Rules VIII. and IX. Assistant judges will watch the races at the 

 buoys to enforce, these rules. 



Sailing Rules. —The sailing rules generally are similar to those 

 which govern all navigation and sailing races ; some are necessary for 

 fairness in races, as Eule XV., others apply at all times, as Rules 

 XV-I. and XVII. 



Rule XIII. It is evident that -'sculling" with a. large rudder is un- 

 fair when done to propel the canoe, although sharp movements one 

 way only to swing the canoe when under very little way are doubtless 

 legitimate. It is hoped that members will not necessitate further 

 comment or rules on this subject. 



Rule XIII. In sailing races the paddle may be used to hold the 

 canoe in position uutil the second signal. 



Rule XIV. See notes to Rule I. about centerboards and keels. 



Rule XV. The clause about rounding a mark is very important. It 

 refers only to the case when the outside canoe is leading, and defines 

 the duties' of such leading canoe. In the concluding clause the rights 

 of the second canoe, are limited to fairness. A sense of fairness 'not 

 generosity) will prompt instinctive compliance with the rule. It is 

 evident thai the inner canoe when overlapping has no choice. 



Rule XVI. This rule is based upon the general law that a vessel 

 meeting auother will pass to the fight. "Closehauled" means sailing 

 withsheeis hauled close to work to windward. To "bear away" is 

 to steer less close toward the wind. To -Tuff" is to point more toward 

 the wind. To "go about" or "tack," is to luff and continue the curve 

 until the sail fills on the opposite tack, The left hand side of a boat 

 (looking forward) is the port side: the right hand is starboard. The 

 tack is named after the side the wind conies from, or windward side. 

 Now a canoe closehauled on the starboard tack cannot sail more to 

 the i ight than she is doing without going about, while the vessel on 

 the port tack can change her course, to the, right to any degree, there- 

 fore the former holds her course and the latter gives way by bearing 

 away a trifle. The same law of pat:j to tne riyht governs the rule 

 that the cauoe on the starboard tack must not bear away, as she 

 would then pass to the left. It is, very important: that all sailing 

 canoeists should become familiar with the above nautical terms by 

 frequent use of them. It is not .sufficient to simply read and under- 

 stand them. At a crisis such slight knowledge fails one. In sailing, 

 the crew should be doubly vigilant when on the. port tack olosehauled 

 because vessels crossing on the opposite tack are concealed by the 

 S3<il 



Rule XVII. Because in going free a slight deviation from the 

 course is of less LQapQrtance. A beam wind is at right angles to the 

 direction of the vessel, with any wind from astern of this the vessel 

 will "sail free." that is. more or less away from the wind. 



Rules XVIII. and XIX. Evidently the only way to avoid accident. 



Rule XX. See note to Rule XVI. ,-„«-, 



Rule XXI, Because an anchor can be used as ballast and must 

 obey Rule XIV. 



KNICKERBOCKER C. C. CAMP-FIRE.— Tne fourth of the series of 

 K. 0. C. oa:,:ipures. was held on Tuesday evening at 1 Oil West Forty- 

 second street. Those present were entertained by Mr, W, Whitlock, 

 who spoke on '■■ Canoe Rails and Rigs," Mr. u hillock commenced 

 witnthesti di lug used by Jtacgregor, and explained the evolu- 

 tion of sails as Prof. Fowler had explained the evolution of models at 

 a previous meeting, aud shov/td, in most eases aided by persona! ex- 

 periences, the advantages and disadvantages of each rig. For sails 

 si wttep & 80t 'nor? '"an » ! > out srsty.-fiye feet, Mr. Whitlock 



seemed to think the sail known as the Mohican, devised and im- 

 proved by Messrs. Joyner, Stoddard and Oliver, to be the coming 

 sail. For larger areas than that the oalance lugwas to be preferred 

 He also explained the improved form of rapid reefing gear devised 

 by Messrs. Baden-Powell, Tredweu and Vaux. The lecture was inter- 

 esting and instructive, and much enjoyed by those present. Among 

 the visitors were Mr. Thrall of the Oswego C. C. The next camp-fire 

 will be held on Tuesday, March 31. when Mr. C. B. Vaux, N. Y. C. C. 

 will read a paper on "Canoe Navigation." 



fachting. 



FIXTURES. 



April 

 May 

 May 

 May 

 Mav 

 May- 

 May 

 June 

 June 

 June 

 June 

 June 

 June 

 June 

 June 



July 



July 

 July 

 July 

 July 

 July 

 July 

 July 

 July 

 July 

 July 

 Aug. 

 Aug. 

 Aug. 

 Aug. 

 Aug. 

 Aug. 

 Aug. 

 Sept. 



Sept. 

 Sept. 

 Sept, 

 Sept. 

 Sept. 



!— Mosquito Fleet, City Point. 



— N. J. Y. C. Match -Catamarans. 



i— South Boston Y. C, Regatta, City Point. 



i— Knickerbocker Y. C, Regatta. 



I — Newark Y. ('.. Regatta. 



'— Dorchester Y. O, Club Race, Dorchester Ba, . 



i— Fall River Y. C, Open Regatta; 



New York Y. C, Regatta. 



Boston Y. C, First Club Race. 



S. C. \ . O, Annual Regatta. 



Atlantic Y. C, Annual Regatta. 

 —Pea tucket X". 0, 

 '—Dorchester Y. C Open Retratta. 

 -Bostou Y. C, Second Club' Race. 

 -Hull Y. C. Pennant Marches. 

 ■11— Pentuckef Y. C, Annual Cruise, 

 -beverly Y. G, Nahant, First Championship Regatta. 

 -Hull Y. C, Cruise. 

 -Boston Y. C Third Club Race. 

 —Cleveland Y. R. A., Annual Regatta. 

 —Cleveland Y. R. A., Cruise to Ballast Island. 

 28— Clamp at Ballast Island. 

 i— Bull Y. C, Club Race. 

 -Hull Y. C, Ladies' Day, 

 — PentucketY. C, Club Race. 



— Beverly Y.U.. Marblehead. Second Championship Regatta, 

 -Hull Y. C, Club Race. 



-Penttieket Y. C. Ofiampionship Race. 

 —Beverly Y. C, ".Marblehead, Open Regatta. 

 -Hull Y. C, Open Race 

 —Michigan Y. C, Open Inter-Lake Regatta. 

 — Pen tucket Y. C. Club Race. 



— Beverly Y. 0. . S wauipseott. Third Championship Regatta. 



— Hull Y. C, Champion Race. 

 -Beverlv Y. C, Nahant, Fall Regatta, 

 i— Hull Y. C. Champion Race. 

 —Boston Y. C, Fourth Club Race. 



— Pen tucket Y. C, Union Regatta. 

 -Peritueket Y. C, Championship Regatta. 



THE AMERICA AND THE COMING RACES, 



BESIDES the two sloops specially building to defend the Cup, a 

 third candidate for the honor has arisen, as will be seen by the 

 following letter to the New York ¥. C. from General B. F. Butler, 

 owner of the schooner America, tbe original winner of the Cup. The 

 second letter was written to the New York Sun in answer to some 

 criticisms called out by the first, 



"I learn through the newspapers that an attempt is to be made 

 during the orning season to briug herefrom England some vessel 

 that will outsail any yacht in the New York Y. C., and so, under a 

 challenge, take, if pos-ible. home the Queen's Cup, which was the 

 product of the skill of the officers and crew, united with the sailing 

 qualities of the yacht America at the World's Exposition in 1862. 



"I have not the honor to be a member of the New York Y. C., but I 

 am an owner of the yacht America, which won the, Queen's Cup. I 

 am informed aud believe that her hues below the waterline are un- 

 changed, although she is now some thirty-five years old; and I do not 

 believe that in a race with plenty of breeze, in the open sea. dead to 

 windward and return, or vice versa, the America can be beaten by 

 any boat sailed under the rules of the New York Y. 0. At least, I am 

 willing to t'y that question, and I now write to you for the purpose of 

 asking the favor that you will have some stipulation with the English- 

 men who shall challenge for the America's Cup that before it leaves 

 the country the boat that won if shall have an opportunity to try to 

 keep it. At fifteen days' notice the America will be ready to sail 

 from Newport for New York Harbor. 



"If those having this matier in charge prefer it, I will put the Am- 

 erica at the disposal of the New York Y. 0. to sail such a race, requir- 

 ing only that she may sail under the charge, with full authority, of 

 my sailing master, Captain James H. Reid, in whose competency, he 

 having sailed her for the past twelve years, I have the utmost faith." 



To the Editor of The Sutl— I thank you for your very complimen- 

 tary notice of my note to Mr. Bennett, asking that the Queen's Cup, 

 won by the yacht America against all England, should not be allowed 

 to be taken back by a competing yacht from England until the Am- 

 erica, which won it, should be permitted to have a race to retain it. 



I supposed that the matter would not get into the newspapers, at 

 least until some decision was made, and regret it has so done, be- 

 cause I am simply attending to my business as a lawyer now, and 

 don't want to have my attention diverted by r the discussion of any 

 question, however pleasant it might be on a fine afternoon in the 

 summer to contemplate it on board the Ameiica. 



There seems to be an entire misunderstanding by the press of this 

 matter, and hence this note. I did not ask to sail against the Eng- 

 lishman until he has beaten the whole New York Y. C, and all that 

 they can do. I only asked that some stipulation might be made that 

 my'poor old schooner might sail against the Englishman before he 

 carried away the Cup. One man says: "Oh, that cannot be permitted, 

 because it would be admitting that we had made no progress in naval 

 architecture since 1850," and that fact is just what I believe. We 

 have made a great deal of progress in the manner of sailing vessels 

 and rigging them, but it is a question not yet fully settled whether 

 the 70 tons of ballast which, with the exception of what is retained 

 as shifting ballast, is securely fastened among the timbers of the 

 America had better be taken out and put on to her keel, in order, as 

 the phrase is. to stiffen her. Now, that is exactly what I am afraid 

 it would do, and before 1 sail the America with the Englishman, if I 

 am allowed to sail at all, I shall try that experiment and find out 

 whether the ballast is better where it is or down below her bottom in 

 the keel. 



Again it is said, I see. that the America is a schooner, and what the 

 Englishmen are going to seud over here is a sloop cutter- rigged, and 

 that a man is a fool who thinks he can sail a schooner against a sloop 

 of the same size. Well, that depends upon where they step the mast 

 in the sloop, and it can't be done right always the first time trying. 

 You may not know. Mr. Editor, that the way tne place is found where 

 to put a sloop's mast in a yacht is, first, by very careful and accurate 

 calculation of the center of figure, the evenness of draft, the center 

 of resistance, and the center of propelling force on the sails; and 

 after all that is calculated carefully aud thoroughly, some sailor who 

 never sees the calculations, gives a good guess where the mast ought 

 to be put and it is placed there. 



Besides, I do not see any reasons why a sailing machine should 

 come over here to take the America's Cup, won by a schooner from 

 all the schooners of England, and that sailing machine a sloop. 

 When the America went over toJEngland she had a consort that was a 

 sloop, and the English vachtsmen would not admit, as lam informed, 

 that consort sloop to go into the race at all as against their schoon- 

 ers, and they admitted that they had no sloop to compete with her. 



But why, again, need anybody trouble themselves, about the Am- 

 erica being a schooner? In ten days I can make a sloop of her, and 

 make ray guess where her mast ought to be as well as auother. If I 

 find it not in the right place, and she don't sail as well as she used to 

 do, I can move it until I find out whether she cau ever sail as well as 

 a sloop as she did as a schooner. And if I don't then make her sail 

 better as a sloop, I will put her schooner masts in her again, for I 

 know where they ought to be placed to an inch. 



I see some New York yachtsman says that the America is only a 

 "fourth-rate yacht," Well, beit so. But as I am writing this I look 

 ud from my table and see her diploma in front of me, which shows 

 that the America won the Centennial International race of 1876 of 

 five hundred miles against the first-class yachts which the New York 

 Y\ C. selected to beat tier, which tends to show at least that the 

 "fourth-class yacht" of 1850 was better than the first-class of 1876, and 

 tends to confirm me in what 1 said before, that our naval architec- 

 ture has not improved in the last thirty-five years any more than our 

 navy has done in that time, I may add that the America never has 

 been tipped over while lying at anchor, and has never lost a spar in 

 the last ten years, although she has been in the waters of the north- 

 ern ocean, on the coast of Labrador. Newfoundland, and in the Gulf 

 of St. Lawrence (not to mention a hurricane or two in tbe southern 

 ocean) much oftener than she has been at Newport or New London, 

 Let me give you another instance of a distinction betweena '•fourth- 

 rate" American yacht of 1850 and a first-class yacht of the New York 

 Y. 0. of 1877. The Canadians sent the yacht Countess of Dufferm to 

 ,Tr>r.fi,st for the America's cup in that year The New York Y C 



chose the Madeline as their fastest schooner yacht to retain the cup 

 Of course they picked their best one. The America happened to be 

 cruising in New York harbor the day of the race, and we bad a party 

 of ladies and gentlemen ou board who wanted to see the Dufferin and 

 Madeline contest, which was twenty miles to windward and back, 

 and a fair breeze. Although not in racing trim, my sailing master 

 thought that he would sail the course; and thereupon we beat the 

 Madeline, which was a larger boat, up to tbe windward stake one 

 minute and forty seconds, in cruising trim. There are a half dozen 

 gentlemen who know this fact. And nobody has ever offered to take 

 a race dead to windward since with the America, which was her race 

 that won the cup ; and anybody can be accommodated with such a 

 race whenever she is in commission, upon proper notice, on a day 

 when there is a six-knot broe/.e and upward, neither yacht to refuse 

 to sail because there is too much wind. I agree she won't drift m 

 a calm quite so fast as the first-class yachts of the New York Y, 0. 



Let me add. I believe yachting is only to be tolerated as a health- 

 giving amusement, and as tending to show the best form of the sail- 

 ing or steam vessel for industrial and commercial purposes. Now. 

 what earthly use can It be to exhibit a vessel 15ft. wide and drawing 

 15ft. of water, which is to carry, to make her efficient, all possible 

 carrying tonnage in the shape of lead in her keel, with no room in 

 her for anybody to sit up or lie down? Seamen can never use such 

 a contrivance practically, and the yachting dudes will be afraid to 

 go in her experimentally lest they should get wet. 



Very truly yours, Bem. F. Butler, 



16 PEifBERTOX SQUARE, BOSTON, March 20. 



[It has already been proposed, in the event of Galatea winning the 

 second series of races, to demand a third series, and it would be a 

 little too much, even without this, to ask that she or Genesta should 

 sail a final seiies with the America, interesting as such a contest 

 would be. General Butler evidently means business, in which case 

 he can probably make a private match with one or both of the cut- 

 ters. If he is willing to make the change of rig to a sloop, no doubt 

 the America would gladly be received in the trial races, in which case 

 it would depend on her merit, onlv whether she would lie selected in 

 preference to the new sloops. Otherwise the New York Y. 0. have 

 no right or power to stipulate that she, in addition to their chosen 

 boat, shall be beaten in order to take the Cup abroad. We differ 

 from General Butler in his estimate of the cutter and those who 

 sail them, but his offer is evidently made in a sportsmanlike spirit, 

 and we hope, in the interests of yachting, that the old America 

 will be able to enter against the new sloops and cutters, in order 

 that a fair comparison may be made.] 



THE AMERICA CUP. 



IT will be gratifying to the many who are interested in the coming 

 contest, for the America's Cup. to know that on the part of Amer- 

 ican yachtsmen all has been done that is possible to secure lifting 

 representatives and a fair race. The New York Y. C. will have ready 

 by June a sloop large enough to match evenly with Genesta and 

 Galatea. She will" be a ceuterboard sloop of moderate beam and 

 depth, in model, build and rig embodying the latest ideas of Ameri- 

 can yachtsmen; and while a different boat from the Grades and Fan- 

 nys of old. she is qualified in every way to represent America in the 

 coming races. ' 



The issue at stake is not merely the possession of a piece of silver- 

 ware, but the broader and more important one of type; centerboard 

 or keel, moderate beam or narrow beam, and the new iron boat is a 

 worthy champion of the views so long held here. The contests in our 

 waters since 1880 have set at rest many disputed questions, and dis- 

 posed of extreme beam, shoal draft and similar theories, while abol- 

 ishing many crudities in rig; now remains the contest between cen- 

 tet board and keel. 



Besides the iron sloop is the yacht mentioned last week as building 

 in Boston. This boat will be 93ft. over all, 80ft. waterline, 23ft. beam, 

 9ft. depth. 8ft, draft, and with board 18ft,. thus making a wider but 

 deeper bout than the New York sloop. Like the other, she will have 

 a jib and staysail. A trial of these boats m the early summer will 

 give a choice between two sloops, both thoroughly American, but 

 varying hi proportions, the better of which will be selected to meet 

 the visitors. No other yachts have yet been commenced, and it is not 

 likely that any will be built, as the time is already becoming short in 

 which to complete and try them. The New York sloop is well under 

 way, and will no doubt be completed ou time, while the Boston sloop 

 has been commenced by Lawley & Son, who have her keel out. and 

 timber on the ground, and expect to have her ready bv June 10 for a 

 trial. Thus far all is satisfactory, and there is no reason to fear that 

 when she comes to the line in August. America will be ashamed of 

 her champion. 



Some interest has been aroused of late by the offer of the owner 

 of the old America to put hor in trim to sail against the cutters for 

 the Cup she originally won. The idea is very poetical and pretty, 

 to have her defend in her old age the Cup won in her his- 1 season, but 

 fast as the America was, and probably is yet, it is by no means likely 

 that she can oo with Genesta and Galatea what she once did with 

 Alarm and Titania. Without actual figures it is impossible to calcu- 

 late the measurement and allowance of either of the new sloops 

 or cutters, but it is extremely probable that the huo^and cry over the 

 present rule of the New York Y. C. will subside when the facts are 

 known, and that the waterline lengths of area at least of the sloops 

 will be increased no more than the cutters' by the sail area, and 

 that it will amount virtually to an allowance on waterline length. 



i'or the America'-* CUJ) 



FITTING UP SMALL YACHTS. 



rr\HE question of fitting up a small yacht has lately been discussed 

 J. in the London Field, a correspondent, "W," asking for sugges- 

 tions as to how to fit up his yacht. 



Mr. J. W, Wileoeks, an old yachtsman and sailor, answers "W,V 

 inquiry as follows, his remarks being applicable as well to many 

 American boats: 



The first thing to take into consideration would apparently be the 

 proposed head room, namely oft. 2in. This is manifestly too little to 

 allow of standing upright, and unless you can do this there is consid- 

 erable discomfort it you live continually on board. Sufficient height 

 to stand up c^n manifestly be obtained only by a high coaming aud 

 arched hatch, and to this many have a very great objection, as they 

 are of opinion the appearance of the craft is thereby spoiled. Al- 

 though I consider the hatch certainly detracts from the appearance 

 of a Utile vessel, the comfort you can obtain, if thereby you can stand 

 upright, is very great, Having been much at sea in small yachts, as 

 well as large, I have found great fatigue to follow from want of 

 head room to straighten one's self under the deck, for the back and 

 loins suffer very much through moving about in a stooping posture. 

 A coaming a foot high, with au arched hatch over, will give the ne- 

 cessary height when added to the proposed 5ft, 2in. Supposing the 

 craft to be 26ft. 6in. ou L. W. L., she will not be less, I apprehend, 

 than 31ft. over all, i. e., to Ihe end of counter or taffrail. The mast 

 would thus, I presume, be placed about 10ft. from the fore side of 

 the stem head and the after bulkhead of tbe cabin, at a distance of 

 20ft., measuring backward, from the fore side of the stem. Two feet 

 and a half would be. required for pantry and cabinet vis a vis, half of 

 which length could be taken from before and half of it from behind 

 the mast, which will reduce, the length of cabin 1ft. 3in., leaving it 

 8ft. 3in. At the after end of the cabin, on each side, might be a cel- 

 laret, or. as "W." intends to live ou board most part of the season, a 

 cupboard on each side, with shelves, would probably be more useful, 

 reaching to the deck or hatch. One of these cupboards will have 

 holes cut in the shelves for bottles and glasses, in the other the 

 shelves should be movable, so that a small basket, a large tin, or a 

 bag or two may be stowed inside it. The settees or sofa berths can 

 only be 2ft. wide, as the platform or floor of the cabin should not be 

 less than 2ft. wide, and a foot will be a convenient height by the time 

 the mattress cushions are placed on them, which may be stuffed with 

 a stratum of cocoanut fiber and horsehair on the top, the two to make 

 the cushions 6in. thick. These settees will, as usual, form lockers, 

 but they should not be made with the small openings which are so 

 common, but the covers be in three pieces, by which means any long 

 object can be stowed in them. If the legs for 1 he yacht are made of 

 galvanized bar iron, with fectto screw on and off, they may be stowed 

 well in these lockers. For so small o craft a fixed table will be incon- 

 venient in the cabin, and a folding one hinged fore and aft, and at- 

 tached to the bulkhead, will be more convenient, with a galvanized 

 leg at the after end, the foot of which should step into a socket in the 

 floor, to keep the tabic steady. It should have a rim, or ledge, round 

 it, and should also be crossed with fiddles, to be used at lively times 

 to prevent the fetching away of the crockery ware. Net racks will be 

 found useful at the back of the sides of the cabin for charts, fishing 

 rods, etc. Over the table against the fore bulkhead a small bookcase 

 for nautical literature may be fixed. For small yachts folding-bed 

 places are very convenient, as the bedding is contained therein, and 

 is quite out of the way when not. in use. They fold back by aid of 

 hinges against the cabin sides, and form a back to the cabin as to a 

 sofa. The bed places could be made on this plan aft. 6in, wide. There 

 should be at least one folding bed-frame in the forecastle. The well, 

 5ft. long, should have folding seats. The lockers should have their 

 doors without hinges, and be kept in place by the ends of battens 

 crossing them, and thde doors should be. in two lengths. They 

 should not be crossed perpendicularly with any upright piece of 

 wood, as it may he convenient to put large objeetslnDO them at times. 

 At the back of" the well the locker door should reach the deck level. 

 In the majority of small yachts the openings of lockers are far too 

 contracted. 4. capacious tank should befitted under the well plat- 

 form, having a pipe leading to a pump dose to fee riantry: \<'~ hi (j| 



