S94 



FOREST AND STREAM. 



[Dm 9, 1886. 



A LOCAL aiEET ON SALT WATER.-Springfield, Mass., Nov. 

 2Q.—Eilitor Foi-est and Stream: I am glad fo see there is one man 

 who favors a salt water meet who signs as "Stiletto," and all I 

 have to say Is, "Old man 'Stiletto,' 'I am wid ye's always,' " and if 

 you want a good salt water meet next August, with some 25 or 30 

 good canoeists, just drop me a line.— C. M. Shedd, S. C. C. [Oa-n- 

 not a meet be arranged earlv enough not to conflict with the 

 A.O.A. meet in xiugust. If a' good site on the Sound (such as 

 Thimble Islands) could he found, easily reached from New Yorlc 

 and New England, many -would attend. Peconic Bay is too in- 

 accessible for a sliort meet.] 



A LENGTH AND SAIL AREA CUTTER. 



INTERIOR AND C0NSTRUC5TX0K. 



THE subject of interior iittings is one that has received compar- 

 ati'sely little attention in the past from American builders, 

 partly from the fact that, all the boats being of one general type 

 m which tbe design and construction of the hull dictated imper- 

 atively a certain arrangement, one stereotyped plan waa fallowed 

 year after year with no attempt at improvement. In the old 

 centerhoard sloop for instance, of the length under considera i.ion, 

 it followed that the cabin must be immediately abaft the center- 

 board tmnk; the forecastle and galley just ahead of the same, and 

 a passageway from one to the other on one side of the trunk next 

 the center, to obtain liie greatest liead room. T]\is loft a fairly 

 large space on one side of the ti unk which was utilized naturally 

 for a stateroom, wliik^ the smaller space on the otlier side by the 

 pa.ssagcway, and partly under the side deck, was available only for 

 w. c, pant ry and icebox. 



The cockpit, always fotmd in these boats, swallowed up a great 

 deal of room abaft the cabin, leaving a waste space of doubtful 

 utility beneath it, and a similar space on each side. Thus it fol- 

 lowed that between centerboard trunk, cockpit and side decks, 

 an arbitrary division of the entire bulk of the boat was made, 

 and all that was possible for the builder or o^vner was to nse the 

 various di\nsions to the best advantage. In any given hull he had 

 a certain amount of space, di^-lded not according to his taste, but 

 according to the i>osition and size of the centerboard and cockpit, 

 and be made the best of what he had. 



Now to look at the matter in another way, let us suppose a 

 man to be about to build a house in ^v'hich he is limited to one 

 story, and in which it in necessary that width shotild he restricted 

 far more than length. He would take natiu-allj^ a height that 

 would allow him to stand erect with ease; next for his sleeping 

 apartment he would take a length at least a little greater than 

 this height , while as to breadth he would be less particular, leav- 

 ing room for a cliair on each side, a table in the middle, and a 

 passage on each side between them. Now he has all the room 

 necessary to stand, to sleep, or for free movement in any direc- 

 tion. If he wants more than one apartment he will add one for- 

 ward for kitchen and one in the rear for bed-room, retaining the 

 middle one as a living and dining-room. These are the essential 

 elements of a house in their simplest form, and if at the same time 

 it is the builder's object to inclose the least possible bulk and with 

 the least area of surface, it is evident that he will adopt the simple 

 box-like form of the mansard roof rather than the angles and 

 gables of the Gothic order. 



These elementary ideas should guide the yacht builder or de- 

 signer, as the necessity for an economic di-v'ision of space is always 

 more imperative afloat than on shore, and the conditions he labors 

 under are practically those wc have described. Suppose that in 

 place of having his space already divided into certain portions by 

 the form and construction of the boat the problem is given to him 

 under altered conditions; to utilize to the best advantage a certain 

 bulk of so many cubic feet. The natural method of proceeding 

 would be as above, to place it in the form of a prism, a little 

 deeper than a man's height, say 6ft. to 6ft. 3in.. as narrow as is 

 consistent with a free tore and aft movement, and as long as 

 possible, giving several apartments Tf t. long or o\-er for a crew, 

 galley, saloon and sleeping cabin. It is evident that such an ar- 

 rangement as this is the most convenient and comfortable that 

 can be bad under the assumed conditions, and at the same time 

 an examination of the accompanying plans vnll show that the 

 boat of good depth and of 4 to II beams in length is the one best 

 adapted to such a disposition. The plans show the deck, vertical 

 section .ind cabin floor plan of the cutter described last week, 

 while the three small outs show the midship sections of Cinder- 

 ella, the Design and a typical cutter of Clara'sbeam. The arrange- 

 ment of berths, etc., in the first, is not to scale, but merely shows 

 the general plan followed in boats of wide beam. The wood and 

 lead keels in all three are only approxixnate. 



"Room" is a rather indefinite term, its meaning differing with 

 each individual, from the young sailor who rolls in a blanket and 

 turns in contentedly on top of a 30in. locker to the man who wishes 

 to entertain on his yacht as he would at home and whose menu 

 each day must rival that of his club in tow n. In its ordinary ap- 

 plication, however, to a yacht of snthcient size to make life aboard 

 not only practicable, but comfortable, it includes of necessity 

 quarters for two or three besides the owner and crew: a comfort- 

 able cabin that shall always be available, and a sufficient space 

 for steward's pa.ntry, icebox, stores and galley. To do this, say for 

 a party of four, requires not only a certain number of cubic feet of 

 space, but also that this bulk shall be disposed of in such shape as 

 to be readily utilized. 



In tlus disposition of the space at their disposal American and 

 English huildsrs have difCored as radically as in other details. In 

 the old American sloop of great beam and shoal draft the space 

 was divided up about in this manner: A cabin of good size, ob- 

 tained by a high and wide houae, easily entered from the cockpit 

 by a short flight of steps, and lighted by large windows in the sides 

 of the house as well as by a skylight. In a boat of 5ftft. or upward 

 the centerboard trunk occupies a space at least 1.5ft. long, 1ft. wide 

 and extending from keel to cabin top; enforcing a certain fore and 

 aft division, occupying the best space in the boat, and driving the 

 cabin as far aft as possible. The cabin itself, of good .size, has a 

 wide floor where not encroached upon by the centerboard, it has a 

 looker on each side, perhaps making up into beds, and back of each 

 of these under the wings is a permanent berth, the cabin being the 

 main sleeping apartment. Forward, on the starboard side, is a 

 very fair stateroom for the owner, and forward of this in turn is 

 sometimes a captain's room, rather cramped and contracted, as it 

 is only partly under the cabin ti'unk. On the port side of the cen- 

 terboard is a passage from main cabin to forecastle and galley, 

 opening on which are pantries, w.c. and perhaps a small state- 

 room. The forecastle is but a poor hole at best, low, cramped and 

 difficult of ventilation, and the galley is sometimes doomed to form 

 a part of it, a very undesirable arrangement. Abaft the main 

 cabin is a wa.ste space beneath the cockpit, small, dirty and inac- 

 cessible, nsed for stowage of lines, anchors, etc.,while beneath the 

 floor the ballast and water tanks occupy all the space. Besides the 

 berths the wings also afford room for some extra lockers. The 

 principal space then is in the cabin, where most of the party must 

 sleep, the stateroom making up only one berth. 



On deck the space is largely taken up by the cabin house, the 

 gangways, or 3ft. wide, give little aggregate room, especially as 

 the boats partly obstruct them. The coofcpit, however, is apt to 

 be large, and from it the cabin is easily reached. 



In the new tjpe of centerboard boat, such as Cinderella, there is 

 an improvement over the old; the beam is less and the freeboard 



greater, while the cabin house is lower for the same amount of 

 ead room. The forecastle and galley are better, and the outside 

 keel may leave some room for stowage under the floor. The cock- 

 pit, however, coupled with the necessity of keeping the cabin abaft 

 the centerboard trunk, prohibits an after cabin, and entails much 

 waste room aft. 



Not merely the altered proportions of the boats, but the differ- 

 ent climate, uses and general conditions, have brought about a 

 totally different disposition of space in English yachts. The in- 

 creased depth and lessened beam have cut off the house, giving a 

 flush deck, and at the same time removed the wings at each side, 

 which space is of little use, while the whole form of the boat gives 

 an excellent fore and aft arrangement of two or three separate 

 rooms, of moderate width, hut of good length and height. The 

 odd corners and angles of the sloop, such as space about and below 

 cockpit, in wings under side decks and far in the bows, disappear 

 almost entirely. 



The general arrangement includes a flush deck, a companion 

 leading to a passageway below, and abaft this a separate ladies' 

 cabin, with lockers, wardrobes and two good berths. Forward of 

 the passage is the main cabin, used as a common meeting room 

 and for dining, but not, as a rule, for a dormitory in a Ijoat of any 

 size. In all large yachts the owner's stateroom is forward or abaft 

 the saloon, and one may be had in a boat of tlie size of the design, 

 at the cost of some other features. The general points of the two 

 methods, to compare them, are in the .American a lai-ge cockpit, a 

 main cabin of good size, used also as a sleeping apartment, and a 

 single stateroom for the owTier; in the English there is no cockpit, 

 but a good double stateroom reached from a passage, a stateroom 

 for the owner opening into the saloon, and one or two berths in 

 the passage, wiiUe the saloon itself is not used for sleeping, but is 



JVnDSHIP SECTIONS OF TYPICAL BOATS. 



OENXERBOABX)-KjEEa>-.3J4-BEAM. 



16ft. 6in. beam. 



4M-BBAM CUTTER. 



lilt. iin. beam. 



6-BBAM CUTTER. 



9ft. beam. 



always neat and in order for use as a parlor or dining room. This 

 plan, of coiirse, f^ccuresagreater degree of privacy, and is specially 

 deBivalile ^\ here ladies are of the party. Besides these features 

 there is a roomj' portion- of the boat ahout the mast devoted to the 

 steward's department, while the forecastle, long and liigh, in sure 

 to bo roomy and well aii-ed and lighted. The increased depth of 

 hull and the entire ballast on the keel also give a large space below 

 the cabin floor, not only for watertanks and chain locker, but for 

 sails, anchors, warps, coal, stores and other articles, a clear gain 

 over the sloop. 



Looking first to the extreme t.N^pe of boat, Clara presents a very 



and contains a large locker in each side, and at the forwa rd end 

 sideboard and closets. A swing table is permanently fixed to the 

 floor. The breadth of floor is 3fl . 33^in., and of the lockers 2ft. 

 Abaft this room is a space 4ft. BJ^in. long, in which is the comijanion 

 ladder. On the port side is a single bei-th extending partly into 

 the after cabin to obtain the required length, under which (u-e 

 drawers and and closets. On the starboard side of companion is a 

 toilet room with w. c. and a folding washstand of compact form. 

 From this pass»gc^vav a door opens forward into the saloon 

 and one opens aft into the ladies' cabin, a room 8ft. 9in. long and 

 6ft. 4in. high under deck. On each side is a good berth with a seat 

 or locker in front; between the berths at the after end is a wash- 

 stand, and at the fore end of each a closet, that on the port side 

 forming part of the berth previously mentioned. 



Forward of tbe main saloon is a s^pace 6ft. long and 6ft.8in. 

 under beams, the port side of which \s taken up by a closet 20in- 

 sQuare and by a large bin for sails, a very convenient feature. On 

 the opposite side is a closet table and locker, above which a swing 

 berth is made up for the captain, sole occupant of this room. A 

 light iron ladder leads to a square hatch in the deck, also used for 

 sails. It is worth noticing that this room as ^vell as the entii-e 

 forecastle is handsomely paneled in Spanish cedar, neat, clean 

 and light. The forecastle is 17ft.6in. long and fift.iin. high, the 

 after end being devoted to the gaUey and pantry. Below the 

 floors is a large space for sails, stores coal, water, lines i t- i . ii^ 

 abaft the ladies' cabin is another compartment tc ; 

 lines, opening from the deck, and far cleaner and dryei ; ; 

 similar space beneath the sloop's cockpit. The deck .spare i,-: 'Jii. 

 wide by 63ft. extreme length, and tliough narrow for handling big 

 spars Its available area is better than in the sloop wit>. a eabin- 

 house and a cockpit. Clara is designed for racing rather than any 

 other purpose, and the owner's cabin has been omitted, but if de- 

 sired me main cabin could be shortened so as to admit of a fairly 

 large owner's cabin. 



The design shoAVS a different arrangement, the capt am's room 

 being omitted to give more space to the owner and his friends. 

 The saloon is 9ft. long and nearly 10ft. 9in. wide, with a height of 

 6ft. 2iu. under beams. Tbe lockers are large and comfortable. 6ft. 

 6in. by 3ft. 4in. At the head of each is a sideboard, 2ft. om. square, 

 above one being a bookcase and abo\ e the other a plate cuiiboard. 

 The floor is 5ft. wide lietween the sideboards and 4ft. 6in. between 

 the lockers, a width that is ample for table and passageway. The 

 ladies' cabin is 8ft. 9in. long and 10 to 10ft. Oin. wide, with Oft. Sin. 

 headroom. The berths are 6ft. tin. long and 2ft. 3in. vide, and the 

 lockers are lOin. wide. There are two wardrobes 2ft. 5in. by 3f., 

 and rcadiing from floor to deck, and a large waslistand against 

 the after bulkhead. This room— large, well aired and lighted— is 

 far suuerior to iuiy apartment on board a sloop, even of larger 

 size. The space between the saloon and the after cabin is 6ft. 3in. 

 long and lift. wide. In the center is the companion ladder, 1ft. 

 6in. wide, a gain over the narrower boat. On the port side is a 

 locker in the form of a large sofa, used if necessary for a bed. On 

 the starboard side is a berth, or by a shghtly different arrange- 

 ment a good stateroom may he had there. 



This space is also nsed tor a smoking room, while the closet 

 under the stairs serves for oilers and such gear. The captain's 

 cabin is dispensed with, a disadvaniagc, as his dignity and author- 

 ity are better maintained if he is not lierthed ^vith the crew, hut in 

 its place is a large toilet room with w. c. and folding lavatory, and 

 on the opposite side a dresser and steward's pantry. Tlie forecastle 

 is l-5ft. long and has over 6ft. Sin. headroom. The galley is in the 

 after end, and there are besides, lockers, folding cots, and a la rge 

 closet in the bow. The deck, 71ft. long and lift. tin. A\Tde, gi\-es 

 plenty of room for all purposes, as it is only obstructed by the sky- 

 lights and companions, 3ft. wide. Even with boats swung in there 

 is good space between them and the hatches, while the available 

 room for handling can\%as and spars is greatly in excess of the 

 wide sloop or the 6-beam cutter. Foi'ward of the main skyhght is 

 a flat hatch for sails, with a correspoufUng hatch in the floor of t^e 

 cabin, by which the sail bins in the hold are reached ; while under 

 the main companion is a second hatch in the cabin floor. 



An inspection of the draA^lngs will show that tlte interior of the 

 yacht is utilized to the last inch, the only waste space being in the 

 extreme end of the counter, the bow being tilled by a large locker 

 or closet, which, owing to the height, is readily accessible. Every 

 part is easily reached and of such form as to be available for stow- 

 age of some "kind. Part of this is due to the general form, but the 

 interior space is still further increased by the improved construc- 

 tion, and this opens up a most important subject which we can 

 only touch briefly on now. The construction of the American 

 sloop is familiar to all; a frame of bea^T moulding, at lca«t .5in. at 

 heels and Sin. at heads, planking of IMin- .vellow pine spiked or per- 

 haps part treenailed on. and inside a l^lin. skin of more "yaller 

 pine," nice and fat in all probability, laid on the frames about as 

 carefuUv as the siding is laid on a barn. This makes a side of 7 to 

 Sin. thick, increased still further by the interior paneling and 

 purely decorative part of the cabin. 



Cinderella is probably the best built boat of her class yet turned 

 out, the limit of lightness is probably reached in her, and her 

 scantling cannot be cut down without a loss of necessary strength, 

 and yet of her displacement of 12 tons only 17 is in the form of bal- 

 last, Avhile in Clara's 37..5 tons the keel claims 21 tons, or the huU 

 of the former weighs 60 per cent, of the total displacement, and of 

 the latter only 44 per cent. In the design the figures are, displace- 

 ment, 39..5 tons; ballast, 23 tons; ratio, 42 per cent. Cinderella is a 

 remarkably well built yacht, and her scantling makes a faij- show- 

 ing for her class. The frames, sided 3in., are moulded .5in . at heels 

 and 2Min. at heads, the wales are 2in. thick and the other pbuikir.g 

 l-Min. The garboards are of 2Mjn. oak, carefully fitted so to 

 unite the keel and frames as firmly as possible, the upper edges 

 being squared with tlie adze to the thickness of the adjoining 

 planking, IMin. Ample shelves, clamps and bilge clamps, all weU 

 fastended, dispense with the necessity of heavT ceilings, and that 

 much weight is saved. . 



Now to contrast this construction mth Clara or the design: The 

 frames are of steel angles, 2x2x)4in., spaced SOin., vdth two 

 steamed oak frames 2!^,x2in. between, the actual spacing being 

 thus hut lOin. The planking, 1)4 to B^in., is bolted to the steel 

 frames and copper rivetted to the oak. The frames are braced by 

 diagonal straps of plate iron on their outer surface, over wluch 

 the planking is gained. Suitable bilge clamps under the lockers 

 serve to stift'en the whole structure and there is no inter jn- ceil- 

 ing. Above the tops of the sofas and up to the clamps is a thin 

 paneling lin. thick, so that tbe extreme thickness of side is but 

 iy& and 2 and lin., equal to tin, in cabin. The strength of the con- 

 struction has been pro\-en in .such boats as Clara and Genesta that 

 have not only raced hard for several seasons, hut have crossed the 

 Atlantic in safety. 



Wlxy such yachts are at once strong aad light is evident from an 

 inspection of the tju-ee sections. In the first place, the easy f oi-m, 

 sUght hilge and recluced sail jirea makes the strain to which they 



are subjected comparatively light. In the second place, the sides 

 of the hull approach a straiglit line form from keel to gunwale, 

 making approximately a box girder efiectnally braced to stand all 

 strains. In the third place, instead of being cut in two in the 

 ino;it vital part hy a, cabin trunk abn^'o and .a centerboard slot 

 through the k-cel, these two sides are (irmly united to the solidkeel 

 at ilieir loA\'er edges and to the uncut deck beam and the deck at 

 their upper edges. The importaiu'e of this point is evident on 

 reference to the cross sections. It is well known that the strong- 

 est of all forms is the triangle, and tliat all bracing of bridges, 

 roofs or girders is sinixily a division into a series of triangles. If 

 three spars of equal length be laslied together to form a triangle, 

 no amount of pressure can change the form; the strain on any 

 angle is transmitted to the other members. Now, suppose four 

 spars be lashed together to make a, square; a pressure on any one 

 angle will (liange i lie shape of the figure, and its rigidity can only 

 bo secured by adding a filth spar from corner to corner diagon- 

 ally, thus dividing the figure into two triangles. This simple idea is 

 the hasis of aU framing and bracing. Now to apply it to tlie yaclits 

 under consideration. 



In the keel cutters of moderate beam the transverse section of 

 any point approaches a triangle, two aides being made \ip of the 

 sides of the boat from keel to planks:heer. the third being the deck 

 beam, whole and uncut. In Clara and the design all the deck 

 beams are uncut save one at the companion and two abreast of 

 skylight. Now any pr^sure is transmitted from side to side by 

 the deck beam and the form remains unchanged. 



In the center-board boat, however, the conditions of the square 

 are carried to an exti-emc. The sides, instead of being approxi- 

 mately siraignt from keel to deck iviih a light bilge wellrein- 

 forccd by the fore and aft arch of the bilye clamps, are composed of 

 a more or less flat floor, a, marked angle at the turn of the bilge, a. 

 straight side above ; another angle at the deck, still another at the 

 joint of cabin trunk and deck, and a fourth at tJie union of side 

 and roof of cabin trimk. Thus there are tliree if not four distinct 

 angles on each side, beside tha,t at tii(! keel, so that instead of the 

 simph: triangle the section now represents a polygon, having for 

 its sides the floor on each side., the part from the bilge to the deck, 

 the two half-decks or gangways, two side.= and top of house, ornine 

 sides and nine angles if in a very fla t floored boat, or in the case 

 of Cinderella as sho\m, seven sides and seven angles, ■without 

 any chance for a diagonal brace. W liat figure in itself could be 

 weaker than that shown? A blow or pressure on the side at 

 planksheer would at once crush in the cabin trunk, as the plain 

 uncut deck lieain of the other figures is replaced by a collection of 

 five pieces and four angles. Again the lon.g, narrow and deep boat 

 is eft'ectually braeeil in a a ertical direction, a Tioint in Avhicn the 

 flatter forni is conspicuously lacking, as the keel receives no 

 vertical stiflening from tlie sides or floor, and the result is apt to 

 be a hinge joint under ihe mast and ,at the fore end of trunk, re- 

 quiring Jiuge side keelsons to keej) the boat tight. The sub,iect of 

 the strains to which a yacht of any form is subjected, and the best 

 methods of neutralising them, is of the first import and worthy of 

 being treated at far greater length, but the fcAV tiints above, in- 

 complete as tliey are, tnay serve to make some of tlie leading 

 principles more plainly understood. 



JULIA, SCHOONER. 



OVER a year ago Mr. A. Cary Smith designed for Mr. C. W 

 Chapin a sho:il draft cruising schooner, the ^^^lim, in which 

 Mr. Chapin criaised about the Florida coast all last winter, the lit- 

 tle boat making the trip down tbe coast and back. Her owner 

 Avas so Avell pleased witli her successful performance that he 

 ordered a larger yacht from him, another cruiser, but Avith speed 

 more ]U'ominently in Adow than in the Whim. The ncAv yacht has 

 just been eonipleted by Messrs. Harlan & HollingsAvortn, of Wil- 

 mington, and Avas successfully launched on Noa'. 30, being christ- 

 tened .) tilia b.\' ?ilrs. S. K. Smith. Tlie model is considered by those 

 who haA^e seen it as one of i\Ir. Smith's best eiTorts, the dimensions 

 being as f oIIoavs: 



Length over all 9.5ft. 



Length L.W.L 80ft. 



Beam, extreme 21ft. 



Beam L.W.L 30£t. 



Draft 9ft. 7In. 



The keel rockers npAvard from a moderately raking sternpost 

 into a clipper stem, the forefoot being avcII cutaAA-ay. The midship 

 section is quite deep but of an easy form, .uid from the method of 

 construction followed the lead heel is praelically "outside." Tlie 

 hull is of steel except tlie keel, the garboards being %\n. thick and 

 the other plating '4in. The lead liallast, 12 tons, is cast in large 

 blocks and sio\s-ed directly on the skin, the blocks being recessed 

 to fit over every rivet head, so that the res;nlt is the same as it 

 would be with a solid lead keel bolted beneath the boat. The 

 frames are of 2i^x.2f ■< steel angles, spaced 21in. Avith floors of 5-16in. 

 Iilate, oOin. deep. Tlie keel construction differs from that of 

 Priscilla in haAdng a regular taper to the siding, Sin. Avide abreast 

 the trunk and diminishing to ItSin. at stem and stern, with a 

 moulded depth of Sl-gin. The hull is divided by three Avatertight 

 btrlkheads. The room below is larger than usual, OAVing to the 

 reduced scantling due to the use of steel. Besides a large cabin 

 there are six staterooms and a cabin fur 1 he captain, the lighting 

 being partly by deadlights in the sides. The rig is adapted for 

 cruising, the lengths of the sjiars being as follows: 



Foremast, dei-Ii: to hounds 48£t. 



Foremast head ^ 7ft. 6in. 



Foretoxmiast, heel to hounds ,r- v. 27ft. 



Fore boom. 24£t. 61n. 



Fore gaff. 23ft. 



Mainmast 50ft. 



Mainmast head 8ft. 



Maintopmast 30ff. Sin. 



Main boom — 46ft. 



Main gaff - .28ft. 



Bowspi-it outlioard lift. 



Jlhboom, extreme 23ft. 61n. 



Jibboom, ontsidc of cap - .15ft. 



The overhang is tOft. aft and .^ft. forward. Mr. Smith is not only 

 an ad vocate of the dipper stem, Avhich he has giv^en to Cinderella 

 and the present eraft, but he goes still further in adA'ocating the 

 adoidion of tigureheads on yachts in place of the plain, straight 

 stem on tlie one hand and the commonplace and meaningless gilt 

 scroll on the other. Tlie idea of a full-carved figurehead on a boat 

 of ."lU to soft, is quite a novelty; wliether it Avill take must depend 

 largely on the manner in Avhich the design is AA'orked out by a 

 competent sculptor. To many yachtsmen the plain plumb stem 

 \A-JI always seem most appropriate and suitable, but there are 

 others \\ ho prefer the overhang forward AAith some ornamenta- 

 tion; and we should like to see this feature, which noAV seems likely 

 to be lar^^cly adopted, treated by competent hands from a purely 

 artistic standpoint. 



NEWAEK Y. C— The Newark Y. C. has put down a fine set of 

 marine ways catJable of hauling out a boat 7.5. long. As usual, tlie 

 ( lub house Avill be kept open all ^vinter, and every effort AA'ill he 

 made to make it an attractiA'e and pleasant place to spend an eve- 

 ning, to plan tor next season's sport and to discuss the cruises and 

 races of the past. A number of additions to the club fleet are an- 

 ticipated. Price, of East Newark, has completed a handsome 

 cabin catboat 22tt- long, for IMr. Fred Mueller. She is intended as 

 a cruiser and a.s a roomy, comfortable boat, Avill rank aliead of 

 many boats much longer than she is. As soon as she is out of the 

 Avay he AAill set up a SCrft. catboat for IMr. E. L. Phimps. He has 

 also finished a model for a gsft, racing sJoop tbat is §3*atly ad' 

 mired. 



