478 



FOREST AND STREAM. 



[Nov. 30, 1895. 



mends that the traveler convert his money into drafts from $10 up, as 

 it is better than hiving all in one large draft and will effect a saving. 

 After the party-Dr. S. T. Davis, Mr. A. 0. Kepler, Lancaster, Pa., and 

 Mr. J. W. Davis, Burlington, N. ,1,— had taken out their license, which 

 cost each me tuber S100 and 100 cents; they were required to subscribe 

 to a written obligation that they would exercise their utmost en- 

 deavors to preserve the flesh of the animals taken, which were not to 

 exceed more than five stag and three doe caribou. The party pur- 

 chased its supplies at St. Johns. The author's description of his 

 arrival at the hunting grounds, the camp and incidents of camp lite are 

 intensely interesting. On the first afternoon (Oct,. 17) eighteen caribou 

 were seen, though rain was falling, and abundance were found on fol- 

 lowing days. The stragetic maneuvers in killing the big stags i for their 

 antlers, the extraordinary abundance of game, the novelty or the 

 surroundings cannot fail to excite the interest of every reader. Ia 

 connection with killing the largest stags the author adds: / then 

 looked at my watch and saw that in forty-five minutes I had killed 

 four deer and seen fifty-one " To the guide, Richard Le Butte, f . U. 

 Wolf Ove, Notre Dame Bay, N. F , the author bestows much praise. 

 The ciowning success was the killing of the big stag which they 

 dubbed "The Emperor." His aur.lers had forty-seven points, and meas- 

 ured, tip to tip, 32Miu The right bBatn, from hair to tip, measured 

 42in. • the left, «i«in. Other specimens of rare quality were secured. 

 The author closes with a description of the caribou and its habits, 

 some remarks on the Micmae Indians and the economics of the island. 

 To the sportsman who is a stranger in Newfoundland and who con- 

 templates a bunting trip within its boundaries, the work abounds ia 

 practical information, and to all readers it has interest and profit. 



fachtittg. 



A correspondent offers a very sensible and practical suggestion ia 

 regard to the new 80ft. special class, that instead of measuring about 

 31ft. racing length, and thus being at variance with an established 

 class, It should be made to conform to that clas3, by a very trifling 

 reduction of the proposed limits to sail and waterline. If the clubs 

 are right in adopting racing length as the proper basis of measure, 

 merit and classification, then such special classes as may be created 

 from time to time should be made to conform to the standard rather 

 than to differ from it by a nominal figure. 



The new special class promised for next year gives further evidence 

 of the dissatisfaction of yachtsmen with those plain and simple rules 

 of measurement which favor large hulls and unlimited sail; and that 

 even the partial restrictions afforded by classification by length and 

 sail area combined, as adopted last year, have come too late or are 

 not heavy enough, The avowed object of the class, to prevent speedy 

 outbuilding and to produce a yacht of some further use when finally 

 outbuilt, are excellent ones, and we hope that the time Is not far dis- 

 tant when all the clubs by common consent will endeavor to formu- 

 late one common rule of measurement and classification on the basis 

 of placing some certain value on all the main factors of advantage- 

 length, sail, displacement, etc. The day of the unlimited racing 

 machine is evidently drawing to a close. 



One of the most striking features of the new rules for the speciaj 

 class is the requirement that the waterline shall be plainly marked on 

 bow and stern. Like the racing length classification, the limitation of 

 crews ar d most, other modern innovations, this marking of the water- 

 line has been advr cited by the Forest and Stream and cried down by 

 a certain set as un Americm and too English; but it is certain to be 

 adopted as a universal rule in America before many seasons have 

 passed There has never been a velid reason offered why it should 

 not have betn adop ed five years ago. 



Lord Dunraven. 



Thw banquet in honor of L^rd Dunraven, given by the citizens of 

 Cardiff, -o b place on the evening of Nov. 21 Trie following report 

 ot L 'd Du rn\ en's speech was sent by cable to the American papers: 



Rrspi noiiie to a ioast to binirelf. Lord Dunraven said it was the 

 proucles- hi in ntnf hi- lff&»h*na faw gen lemeu of Cardiff visited 

 him and a>-ited him to acc< pt 'beir fiierdship and assurance of respect. 

 Tuny, hi hast, heliev. d in his hon< r He regretted ihe absence of Mr. 

 McCalmont and TVlf Robins. iu Boi h r.f them were interested in the 

 little vessel i e had left, but not abandoned, on the other side. He 

 referred to ihe contriver- y his pntt,pt,Lt on the Cup races had aroused 

 in Ame ioa. and said he did not think that the care and attention of 

 th se w i " had he DiB> BHement ot the rads had increased in propor- 

 tion to > hr inti i est sfw wu in them 



In eases of this kin't,wheie there was so much international Im- 

 portance aiine'ied to the laeesaud so much money involved, he did 

 not tbiok it rii_iu or fair to the public or the parties immediately in- 

 terested that au> thing 1 should be left to a question of the honor of A 

 or the honesty of B. or to the keenness of the moral principles of one 

 man or another. Those having control of vhe conduct of the races 

 ought to take the responsibility themselves, and leave none to be 

 taken by private indiv nusls. 



He had been subjected to the most extraordinary accusations. It 

 had been said that be witbdt ew from the race from a desire deliber- 

 ately to Insult the Amerfcnn Nation He hid also been accused of 

 acting ir pique because Valkyrie had been' beaten. Most astounding 

 of all v~.s the new accusation of suddetdy, and at a safe distance, pre- 

 ferring a charge, ofuinst the owners of Defender or the New York 

 Y. C. He resented i hat. He resented it because it was a most con- 

 temptible thing to do behind a man's back what it was not dared to 

 do before his face. As a matter of fact, he had done nothing of the 

 kind. 



He wished to be precise in what he said, for somehow everything 

 got twisted, contorted and misunderstood by the somewhat excitable 

 persons across the Atlantic. He had always felt some difficulty in 

 speaking, because he desired to avoid saying anything that could 

 possibly be offensive to the nation for which he entertained the deep- 

 est respect. „, 



This had led to his being accused of reticence. Then, when he 

 spoke, however guardedly, his motives and actions were misunder- 

 stood. He did not hope to convert the American press to take a more 

 rational and more wholesome view of the situation. The delusion 

 that somebody is bent on insulting and persecuting you Is one of the 

 most hopeless, incurable forms of mild insanity; but he cculd explain 

 hie position to bis hearers. 



He believed it would be understood that he published his pamphlet 

 because in yachting circles in this country (England) there was gener- 

 ally a very confused idea of what bad actually occurred. 



Defender sailed the first race too deeply immersed, and was conse- 

 quently longer on the waterline than she was entitled to be. He had 

 not at that time or now the smallest doubt on that subject. Whether 

 he was right or wrong was a matter of opioion, and he feared it would 

 always remain, seeing that the only possible chance of ascertaining 

 was not utilized, and had now gone forever. He made a complaint 

 the momiug of the race, obviously not in pique, because it was made 

 before the race occurred. 



Lord Dunraven rehearsed the conteuts of his pamphlet relative to 

 his subsequent request that a watch be put on the vessels and that 

 they be remeasured. If that request had been complied with, none 

 of the ill feeling on this account would have occurred. He denied 

 that any attempt had been made to conceal his complaint. He had 

 mentioned it to several gentlemen. He had conversed with Mr. Hyslop, 

 the official measurer of the New York Y. C, on the subject. 



Everybody on both yachts, the committee and the official measurer 

 were alt aware of the complaint, yet an attempt was now made to 

 prejudice him in the eyes of England and the United States by pre- 

 tending that, now for the first time he had brought a new charge 

 against Defender. They palled the complaint a gross insult. Why did 

 they not do so when it was lodged before the racey It appeared to 

 him that the violent hurricane of indignation that had swept the 

 press of the United States would have carried greater conviction if it 

 had occurred then. 



He had also been criticised a great deal here, and had beeu told that 

 he ought not to have revived the point. He did not wish to do so. It 

 was not necessary, inasmuch as it did not form part of the reason 

 why he withdrew from the contest, but he had been compelled to men- 

 tion it to the Cup committee, which reported it to the New York Y. C. 

 The report was published in the American papers on Oct. 25. After it 

 Hopeared there, he thought he had an equal right to publish it here in 

 b s own words: 



He had not wished to say a word on the distasteful subject, and 

 was extremely surprised to see that the committee had reported 

 thereon. The report stated that the vessels had been remeasured and 

 his statement disproved. II was sot disproved. It was impossible to 



disprove It. It was ridiculous to suppose that the measuring twenty 

 four hours after was the slightest proof. If he had been absolutely 

 silent in regard to the matter, his silence would have given consent to 

 the deduction that his statement had beeu disproved. 



He greatly deprecated the introduction of personal feeling. He had 

 traveled in the United States and had made many personal friends. 

 It was hardly likely that he would seek to alienate or intentionally 

 offend any of them. The New York Y. O was hardly the right tri- 

 bunal to make the inquiry. Moreover, the time for proof was past. 

 He had not the slie litest doubt that the club inquiry would be abso- 

 lutely impartial, but he thought it was a question of personal honor, 

 and that the contention that the honor of the country was concerned 

 might well be omitted. 



He reiterated his statements regarding his position in the matter of 

 his complaint and declared that lie was unable to understand the feel- 

 ing that had been aroused. He hoped that he was able to take a beat- 

 ing in a proper spirit. He had done so in previous years. It the new 

 Valkyrie was to be beaten it must be under fair conditions and in a 

 fair field. These he hand not found, and therefore withdrew. 



Lord Dunraven was much applauded throughout his speech. 



The Yachtsman of Nov. 11 has the following editorial; 



"That international yacht racing is unique in every way is surely 

 proved this week by Lord Dunraven's manifesto, portions of which 

 are reprinted in another column. Be it understood, however, that 

 by international yacht racing we refer only to matches sailed for the 

 America's Cup. Such matches, ever since they have been sailed, have 

 been cursed or blessed with a distinct originality that has made them, 

 as we say, unique. But Lord Dunraven has, unfortunately, we think, 

 put the coping stone on the America's Cup triumphal arch by the ill- 

 timed pamphlet which he has issued in justification of himself. 



"We have no fault whatever to find with Lord Dunraven's mani- 

 festo, save such as is conveyed by the adjective 'ill-timed.' It may or 

 may not be that Defender took in ballast at night after she was offi- 

 cially measured, but the truth of the charge cannot now be proved, and, 

 therefore, should not be made now. The time has long since passed 

 when such an accusation against Defender's sailing master should 

 have been made. Lord Dunraven, be it observed, makes no accusa- 

 tion directly against the New York Y. C.'s Cup committee, but con- 

 tents himself with hinting that the evil deed of shipping extra ballast 

 was wrought by the crew without the knowledge of Mr. Iselin. This, 

 then, is the secret which has carried for the Earl so much sympathy — 

 the secret that he said before he left America would probably never be 

 disclosed, and which led him to abandon the Cup races. 



"The complaint anent the N. Y. Y. C. mode of indicating the meas- 

 ured load line length is fully justified, no doubt, for a more futile way 

 of marking the measurement is hard to conceive, and it appeared so 

 to Lord Dunraven when he had his first information on the N. Y. Y, 

 C. methods in this respect. Yet he was quite complacent enough— be 

 has always been so up till now— In regard to America's Cup races in 

 general, and the '95 matches in particular— to let the matter slide 

 until it has slid too far. One morning he woke up to find that De- 

 fender was floating quite 4in. below her measured load line, and in- 

 stead of pointing out this fact, if such it was, to Mr. Iselin, and asking 

 him to make marks on the vessel's bow and stern, Lord Dunraven put 

 his representative, Mr. Henderson, aboard at 9 A. M., without, it 

 seems, a word of complaint. Mr. Henderson would, do doubt, have 

 had every facility given him had he expressed a wish to make a mark 

 on the stem and stem at that time. At all events, in view of the sus- 

 picion which then existed in Lord Dunraven's mind, it would have 

 been well to ask the crew to take their place for measurement, and, 

 whether or no, to have made Valkyrie marks on Defender's load line 

 sufficiently plain to substantiate this accusation brought against her 

 crew. It should be observed here that at least thirteen tons of dead 

 weight would be required to bring Defender 4in. below her designed 

 load line, and thirteen tons are not easily shipped or unshipped with- 

 out notice, as our readers know. 



" 'In any case, nothing could be done before the race was started,' 

 Lord Dunraven says. He was 'reluctant,' too, 'to make a formal pro- 

 test to the Cup committee on a matter which it was, of course, impos- 

 sible to verify.' If it was impof sible, then, to verify the accusation 

 which is now brought against the Defender, we must say that Lord 

 Dunraven and his crew were more wanting in resource than their 

 reputation would lead one to suppose. 



"For the rest, Lord Dunraven's justification is a matter of more im- 

 portance to the R. Y. S. and the N. Y. Y. C. than to us. His challenge 

 for the America's Cup last year brought the R. Y. S. into the very in- 

 vidious position of having to 'swallow' the 'new deed,' while his 

 pamphlet makes it abundantly clear that the N. Y. Y. C. have not 

 quite grasped the fact that races for the America's Cup should be 

 treated in much the same way as diplomatists treat the oft recurring 

 1 'Eastern Question'— with great attention to details. A year ago the 

 name of Lord Dunraven in Americi was a name to swear by; to-day 

 it seems, alas! to be a name to swear at. 



"The members of the New York Y. C. are rightly annoyed at this 

 sudden springingof a mine beneath their feet, but it appears to us that 

 in this case the annoyance should be chiefly felt by the Royal Yacht 

 Squadron. The pamphlet under notice should, we think, have been 

 submitted to the club that so far forgot itself as to father Lord Dun- 

 raven's challenge before it was given to the press. Had this course 

 been pursued we feel certain that this manifesto -would never have 

 been published. A reference to it will show that Lord Dunraven lays 

 great stress upon his duty to the R. Y. S. as guiding his conduct 

 throughout the late Cup matches, and one can only regret that this 

 keen sense of duty was not carried further. 



"In making the above remarks we have no bias against Lord Dun- 

 raven, as those who read the Yachtsman are very well aware, and it 

 is with the keenest pain that we feel bound to say that in publishing 

 this pamphlet Lord Dunraven has not only acted egotistically, but 

 aimed a grievous blow at the prestige of British yachting." 



A report is current that Valkyrie is for sale, and likely to be pur- 

 chased and kept in this country. 



Uncapsizable Light Draft Yachts. 



Editor Forest and Stream: 



In a paper on "The Centerboard," published in a recent issue of the 

 Fork st and Stream, Mr. W. P. Stephens makes the following state- 

 ment: 



"While absolute non-capsizability cannot be obtained on a draft of 

 30in. or less for a waterline of 25 to 50ft., there is ample practical proof 

 that a reasonably safe and able boat, and one of universal adapta- 

 bility, may lehai from these tbree classes" (sharpies, Cape cats, e c ). 

 [ iNow, while having great Tespect for Mr. Stephens' ability, I cannot 

 allow the above quoted statement to pass unchallenged. 



Lying at anchor in front of my window is a yacht 28ft. onwaterliue 

 36tt. over all, 9ft. beam, carrying GSOsq. ft. of sail, and drawing 26in, 

 with centerboard up, the centerboard being of wood and not 

 weighted. This yacht is a fast, weatherly, sea-going boat with a com- 

 fortable cabin, and is not only absolutely uncapsizable, but is also un- 

 sinkable. 



I can readily understand why men who have devoted the better part 

 of their lives chiefly to a study of the heavy displacement cutter type 

 fail to comprehend the fact that a yacht ot very light draft and small 

 displacement can be so Ehaped and rigged as to be absolutely uncap- 

 sizable. But there are, nevertheless, many such craft now in use, and 

 it is certainly of importance that yachting men should not be kept in 

 ignorance of so valuable a fact. Thomas Clapham. 



Roslyn, L. I., N. Y„ Nov. 21. 



Atlantic City Corinthian Y. C. 



The Corinthian Y. C, of Atlantic City, N, J„ has enjoyed a most 

 prosperous season, which ended with the annual meeting on Nov. 17, 

 at Woolery's Hotel, Atlantic City, Com. W. W. Hollingsworth presid- 

 ing. The report of Secretary Adams showed an increase of 44 mem- 

 members and 18 yachts within the year, making a membership of 182 

 and a fleet of 92 yachts, from the 15ft. mosquito boats, so popular in 

 this club, up to yachts of large size. The club has held 17 races, in- 

 cluding its ocean race in July, which latter was very successful. The 

 treasurer's report showed a balance of $313, with no debts. The fol- 

 lowing officers were elected: 



Com., Dr. W. W. Hollingsworth; Vice-Corn., H. E. Miller; Sec'y, 

 Chester Adams; Treas , Leonard D. Algar; Meas , John Andrews; 

 Fleet Surgeon, Dr. Talbot Reed; Regatta Committee, Leni Wootton, 

 George Gale. E. A. McQuire, H, E. Miller and E. A. White; House Com- 

 mittee, H. E. Miller, J. E. Mehrer, Lem Wootton and Wm. Stimmel; 

 Committee on Models, Lines and Exhibits, F. Sprow, George Gsle 

 Paul Wootton. Sr , E. 8. Reed and Lem WoottoD ; Entertainment Com- 

 mittee, Wm. Burkhard, Wm. Stimmel, W. S. Cochran, Charles Gale 

 and J. E Mehrer. 



After the meeting Com. Hollingsworth entertained the members 

 in the club house. 



The Buckley boiler, made by the Rochester Machine Tool Works, is 

 adapted for either coal, wood or oil as fuel. One of the ri h, p. Buck- 

 ley marine engines and boiler has been in use for some time in a 33ft 

 launch owned by E. P. Wheat, of Wheeling. W. Va., making nine to 

 ten miles with 130 to UOlbs. of steam, though ISO to 2001 bs. may easily 

 - be carried. Another outfit that is doing good work is of 3 h. p. in a 

 launch of the ship Severn. Capt. J. W. Reid: the boiler beingfltted for 

 ooal, wood or oil, the latter being used in preference. 



Displacement as a Factor of Measurement. 



Washington, D. O, Nov. 17.— Editor Forest and Stream: If you 

 will kindly afford space for the suggestion, it occurs to me that the 

 consideration would not be out of place at this time of a proposition 

 to modify Ihe existing yacht rating and time allowance rules. 



In addition to encouraging a manly and useful sport, the rules 

 should properly be such as to foster the development of powerful and 

 useful craft, which would be desirable property beyond the great 

 honor of winning a race; in that respect the present rules adopted by 

 most clubs do leave something to be desired. They tax waterline 

 length and sail area. Why should the latter be taxed? Other things 

 being equal, the ship that can stand up to the most canvas is the best 

 boat, and both a stout rig and skill in handling sail would be encour- 

 aged by a large spread. 



It would seem that in the Defender (God bless her) we must have 

 nearly reached the limit of speed in these large racing machines. 

 Their general features are the logical outcome ot the present rules, 

 and, while they are in many respects admirable craft, I think that it 

 would be well to introduce (for large ships) the factor of displacement 

 in such a way as to encourage a bigger body on the same main dimen- 

 sions. A few years ago Mr. Herreshoff proposed that the rating be 



found by the formula— — , and the Forest and Stream 



i VT. X constant 



suggested, with good reason, the substitution of displacement for ton- 

 nage. If we omit sail area (S.) and make the numerator L-, the quo- 

 tient would be linear, that is in the American form of corrected length. 

 L.» 



IE we put the fraction simply R.= a *he corrected length obtained 



would be greatly in excess of the waterline, and so a constant should 

 be incorporated in the divisor, and this will not increase tho value of 

 displacement or weight (W,). Assuming the beam to be one-quarter 

 the length, and the draft to be two-thirds the beam, and coefficient 

 of displacement to be .20 or .25, the length would be approximately 

 lb 3 Yw~, and thus by using the constant 15 the "corrected length" 

 would be not far from the actual. While the coefficients of Valkyrie 

 III. and Defender are only about .14, the assumed 20 or 25 per cent, 

 will probably not be excessive for craft built under the proposed rule, 

 as the displacements will probably increase; the Vigilant's is nearly 

 20 under the present rule, I believe. 



The proposed rule still leaves beam and draft untrammelled; but 

 the beam will always be controlled by the length, and any great in- 

 crease of either beam or length willproduce the handicap of increased 

 wetted surface. There is no tax on draft now, and the inconvenience 

 and expense and increase of wetted surface due to the fin is put up 

 with for the Bake of the power given by the ballast placed so low. A 

 rule of the proposed form would discourage the ball«st fin; by giving 

 a bigger, deeper hull proper, an equal stability would be obtained by 

 a heavier lead keel of less depth, and the bigger displacement while 

 furnishing the floatation for the heavier ballast would influence the 

 time allowance favorably. A vessel would be produced in which 

 could be combined success and pleasure in cruising. The general 

 effects would be much the same as the effects of the rule suggested by 

 Mr. Herreshoff, with the exception that the sail area, not being taxed, 

 would grow to the greatest possible limit; and in the interest of Bport 

 I see no objection to that. The tendency might be to produce some- 

 thing of a "brute," but not, I think, to an objectionable extent. It 

 may bring a weighted centerboard to the front, unless that be ruled 

 out as shifting ballast. 



Let us apply the formula to Valkyrie III., Vigilant and Defender, 

 and assume their lengths and weights to be respectively 88.85ft. 

 and 155 tons, 85.00 and 147, 88.45 and 140; these displacements are 

 probably not quite correct for t he corresponding lengths, but relatively, 

 infer se, they are probably right enough for an approximate test. 



By the formula R.= Valkyrie's corrected length becomes 97.98, 



153 t/\V. 



Vigilant's 91.27, and Defender's 100.44. According to the N. Y. 

 Y, O. time scale, Defender by this rule would give to Valkyrie 66 

 seconds on a 30-mile course, instead of Valkyrie giving her 29.1 seconds 

 as at present. Defender would have to give Vigilant 4m. 21.9s., 

 which I caunot compare with the allowance under present rules, 

 not knowing what the latter is. If Valkyrie's displacement had been 

 200, her racing length would have been 90ft., bringing her 5m. ,02s. 

 allowance in 30 miles. 



Like all rules, the one proposed is not without objections, but these 

 are not necessarily vital. In important and especially international 

 matches, there will be a disinclination and possibly refusal to divulge 

 the plans necessary for the computation of the displacement; but in 

 these cases certainly a displacement scale certified to by the individ- 

 ual club committees would be accepted, or some such arrangement 

 could be made, the draft figures being permanently marked upon 

 stem and stern and likewise certified to, or verified if desired. In the 

 case of small craft, where such work would entail a trouble and 

 expense not in keeping with the results, it is a question if any rating 

 other than the simple one of length is necessary; or ratings could be 

 established, and the contestants built and rigeed to come as near the 

 head of their rating as possible, eliminating all time allowance— as in 

 the Seawanhaka contests. As stated above, the rule is proposed only 

 for fairly large craft, or for races to which may attach unusual inter- 

 est. 



In last season's Newport races the advances shown in the perform- 

 ances of Volunteer, Vigilant and Defender were even greater than 

 expected. It is possible that a similar advance may be made on 

 Defender, but it is difficult to believe that now. The concurrence in 

 such nearly identical types by prominent designers on opposite sides 

 of the Atlantic is fair evidence of the type being that best calculated 

 for ships of that size to win under present rules. Superiority of skill 

 associated with experience may be shown in the relations nf beam to 

 length, depth of hull proper to beam, sweep of lines, construction, 

 etc, as was apparently the case in the two Cup races of last summer; 

 but I do not look forward to a vessel soon being built which, under 

 present rules and provisions of the deed of gift, will outsail Defender 

 nearly as much as she outsailed Vigilant. For this reason it would 

 seem both timely and interesting to revise the rules so as to favor 

 greater displacement. If this be done, a successful racer may be also 

 a comfortable cruiser; and when several public-spirited gentlemen 

 each build a boat to compete for the honor of defending the Cup (or 

 possibly in the future of challenging for it), it would be with the com- 

 fortable assurance that even if not selected as champion, Ihe owner 

 would possess a craft capable of giving great pleasure in other ways. 

 The mental energies of our designers would also be stimulated to 

 determine the new turning point of maximum efficiency. 



Incidentally to the above the factor L. should not be length on the 

 actual waterline, but the length between points 2 or 3in. above, or per- 

 hapB from the waterline aft to 3in. above forward, the object being to 

 tax the overhang forward. The displacement should, of course, be 

 that corresponding to the actual draft forward and aft. Very truly 

 yours, U. S. N. 



The Centerboard. 



Soranton, Miss., Nov. 16.— Editor Forest and Stream: I was very 

 much pleased in perusing your paper to day by reading an article en- 

 titled "The Centerboard," by W. P. Stephens, which alone is worth 

 more than the subscription price of your paper in value. From my 

 experience in boating in Southern waters the writer is in the maim 

 correct. There is really no good reason why the centerboard vessel 

 cannot be made as strong as the keel vessel ; as the centerboard case 

 can be made to strengthen the structure or body, the same as a bulk- 

 head running fore and aft. I commenced to build small boats at the 

 age of 14 years, and have continued to the present, excepting the four 

 years of civil war. 



Mr. Stephens is correct about the plate centerboard, as I have given 

 it a fair trial and agree with him that it is good in light winds, but in 

 stiff weather the weight depresses the boat and she loses in speed. I 

 have just taken one out of the Teaser, of 450tbs., this being too heavy 

 for 17ft. l.w.l., and replaced it by a wooden one of lOOlbs. , which proves 

 satisfactory. 



In the latter part of the paper I find mention of the one correct 

 position for centerboard, I suggestively offer my experience: ia 

 boats of one-third beam to length I place the trunk exactly in center 

 of keel length; of boats over one-third beam to length I place the 

 trunk 2^in. aft for every foot over the third beam, and in boats under 

 the third" I extend the case forward in the same ratio; from which I 

 have by practice found good results, hav:ng to deal with shallow water 

 all the time in this section. 



Some four years ago I bought a boat of 18ft. in length by 8ft. beam. 

 She had to be rebuilt and the trunk was placed 5in. further aft, which 

 has made her a faster boat and more easily managed. 



I offer my experience in the hope that it may prove of value to some 

 boat designers and builders, for I design and build my boats and also 

 sail them in races. S. R. Thompson. 



Model Yachting. 



On Nov. 14 a model yacht club was organized at Fifty-eighth street 

 and Tenth avenue by a number of gentlemen interested in the building 

 and sailing of model yachts. 



The club will be known as the New York Miniature Yacht Club. 



The distinguishing signal will be a pointed burgee of red with a white 

 diamond in center of field. 



Mr. T. J. Sweeney was elected chairman and Mr. W. H. Dixie secre- 

 tary. 



For all information address secretary, No. 342 West Eighteenth 

 street. 



