NOV. 30, 1895.J 



FOREST AND STREAM. 



479 



A New Restricted Class. 



A meeting of the gentlemen interested in the smaller class of yacht 

 racing was recently held, and resulted in the formation of what will 

 be known as a special 30ft, racing class, the restrictions being: 



Length on L. W. L.— Length of waterline between 29 aud 30ft. with 

 crew and all racing equipment on board. Boats to be marked on bow 

 and stern by measurer. 



Bail Area."— Sail area to be between 950 and l,000sq. ft. 



Allowance. — No time allowance. 



Length O. A.— Length over all not to exceed 43ft. 



Cockpit and House.— Cockpit and cabin house to cut away deck not 

 more ttmn 14ft., nor less than 13ft. in length, with cabin trunk not less 

 than Oft. 9in. long. Breadth of cockpit and cabin trunk to be two- 

 thirds beam of yacht. Top of crown of cabin trunk to be not less than 

 20in. above deck at gunwale for two-thirds of the length of cabin 

 trunk. Cockpit, to have a rising around it not less than 7in. high, un- 

 less cockpit has floor above waterline and is watertight. 



Crew.— Crew limited to four, three of whom may be paid hands. A 

 lady, however, may also be carried. 



Ballast,— Ballast to be permanent and all outside of the hull. 



Centerboard.— A metallic centerboard or one weighted for the pur- 

 pose of increasing the stability not allowed. 



Draft,— Draft of water, without centerboard, not to exceed 7ft. 2iu. 



Rig.— Big to be jib and mainsail, with n ainsail not more than eight- 

 tenths of sail area. Sail area to be the area of mainsail when dry and 

 well stretched— boom aud gaff to be marked by measurer— plus area 

 of forward triangle. The measurements for forward triangle to be: 

 Base— Distance from tack attachment for jib to forward side of mast. 

 Altitude— Deck to bottom of highest block or sheave used to set jib or 

 Bpinaker. 



Spinaker. — A spinaker may be used, and the length of the spinaker 

 boom, from outhaul attachment to center line of boat, when swung 

 out square must not be more than length of base of forward tri- 

 angle. 



Equipment.— Racing equipment to include: Anchor of not less 

 than 321bs , 40 fathoms of \%m. cable, pump, bucket, boat hook, five 

 life preservers, signal light! compass, fog horn, sounding lead and 

 line, and two cushions not less than 6ft. long, lj*jft. wide and Sin. 

 thick. 



The principle adopted in establishing this class has been to encour- 

 age the greatest number to join and to have a really fast and useful 

 type of boat, which, after her racing was over, would still be of use 

 for every-day sailing. 



The rest rictions were adopted for the following reasons: The length 

 is limited to 30ft.. as it was considered to combine the maximum of 

 speed with the minimum of trouble and expense. 



The sail area is moderate for the waterline, and there being no time 

 allowance would make very much better racing. The general pro- 

 portions of the boat are the same as those of the 21ft. class of last 

 year, which proved very satisfactory. As the cutting away of the 

 deck for the cabin and cockpit is a structural weakness to be over- 

 come, it is arbitrarily limited that all designers may contend with 

 equal disadvantages. 



The limit for the crew being three paid hands may appear unneces- 

 sary, but it is intended in the event of the owner not wishing to steer, 

 the helmsman can be used and still have two for available crew, and 

 that a lady may be carried without penalty must surely add to 

 the popularity of the class and the eDjoymeut of a majority of the 

 owners. 



Nine boats have already been ordered by the following gentlemen: 

 H. B. Duryea, G. Kortright, H. P. Whitney, R. N. EUis, 0. Vauderbilt, 

 Jr., Bayard Thayer, W. O'B. Macdonough, E. D. Morgan, and an un- 

 known owner, and others have mentioned the probability of their 

 building. 



The price of the boat complete, with everything on board, will be 

 82,850. 



These eight boats have all been ordered from the Herreshoff Mfg. 

 Co., and will be built, and when finished lots will ba drawn as to who 

 shall own them. They will all be built on the same mould, and the 

 Herreshoff Mfg. Co. have also agreed io case they should build any 

 others for this class during the season of 1895 that they will build all 

 on this same mould only, so that any one ordering a boat will feel 

 perfectly sure that his boat and equipment will be exactly like the 

 boat and equipment of all his competitors. 



Any one wishing any information in regard to the class can obtain 

 It by writing to Mr. H. B. Duryea, Union Club, New York, or to Mr. 

 W. B. Duncan, Jr., 26 Cortlandt street, New York. 



Sir George Newnes. 



Mr. Rose having withdrawn his hasty challenge, Lord Dunraven 

 being now out of the question, and all attempt's to work up a chal- 

 lenge from the Prince of Wales in a new Watson boat built by the 

 Hendersons having failed, the special correspondents and the daily 

 papers have fallen back on Sir George Newnes as a forlorn hope. 

 There seems little prospect that this gentleman will really challenge, 

 but his name is good enough to furnish occasional headlines when 

 fresh yachting news flags. Before the question of whether he will 

 challenge is the much more important one of whether he should chal- 

 lenge, and whether any British yacht club should Indorse him by 

 making a formal challenge in his name. While this is mainly a 

 question for the foreign club, the New York Y. 0. has also certain 

 rights in the matter. 



The defense of the America's Cup is to-day no light matter, and 

 promises to be a more difficult and expensive task each year. Apart 

 from the cost of building at least one defending yacht, which is both 

 a private and a club matter, the preliminary negotiations, the general 

 arrangements and the direct management of a series of three out of 

 five races calls for not onlv quite a large expenditure of money, which 

 the New York Y. C can afford, but for the voluntary services through- 

 out the season of a number of experienced yachtsmen, The arduous 

 and exacting nature of this work and the serious personal responsi- 

 bility are not resi zed by most persons. In the bid days it was an easy 

 enough matter to shorten nil preliminary negotiations by denying all 

 requests, however fair and just, of the challenger, aud going into the 

 Upper Bay to sail one or two races, the result of which was never seri- 

 ously in doubt; but to day, when a long and complicated agreement 

 as to details "of measurement, crew, etc.. must be drawn up, and 

 when a number of races must be sailed from a starting point over 

 twenty miles from the city, the task is no sinecure. It requires on 

 the committees a number of men of recognized standing among 

 yachtsmen, with a thorough technical knowledge of match sailing, of 

 sound sense and good judgment, and unlimited leisure. There is no 

 reward for their services, the glory of the event going to those on the 

 winning yacht, and not to those on the committee boat; and even a 

 fair and capable performance of their duties may subject them to 

 blame and abuse from one side or the other. It is always easy enough 

 to get men to serve on the committees, but not to get the right men; 

 and in the future it is likely to be much harder than in the past. In 

 any future races some more elaborate and systematic attempt to 

 control the excursion fleet will be necessary, of itself adding greatly 

 to the work. 



Before asking a defending club to assume a task of such magnitude, 

 In addition probably to providing through its members a defending 

 yacht at a heavy cost, a challenging club should consider carefully the 

 obligations on 'its side, and the yacht owner in whose behalf its 

 services are enlisted. It should make certain that he is qualified, not 

 only by ample financial means, but by a knowledge of yachting and 

 yacht racing, and above all by a thorough knowledge of the terms on 

 which the America's Cup was first offered and those on which it is 

 now held, to represent the club with honor, whether victorious or de- 

 feated. If it should appear that he Is ignorant of or entirely indif- 

 ferent to the conditions governing the Cup and under which his 

 challenge must be sent, a club incurs a serious responsibility in 

 vouching for his standing as a properly qualified challenger, and 

 merits the blame which will surely attend any failure through the 

 ignorance of the challenger. 



As regards Sir George Newnes, we have very little information, a 

 fact that, so far as it goes, is against him; as we understand, he is not 

 a yachtsman or a member of a yacht club, and is a yacht owner only 

 to the extent of intending to purchase a 500 ton steam yacht; 

 in these respects being very nearly on a par with Mr. Charles Day 

 Rose. The following particulars concerning him are given by the 

 London correspondent of the New York World: 



Sir George is not now a member of any leading yacht club, but as 

 he said he knows a provision in the deed of gift requires the challenge 

 to be issued by a regular yacht club, it is to be presumed that he is 

 now up for election in some such organization. 



He has had a noteworthy career. Twelve years ago he was a trav- 

 eler—or, as we call it, a drummer— for a great papermaking firm. 

 Being fond of desultory reading, he started a small broadsheet made 

 up of interesting items from books of all descriptions for circulation 

 among his fellow drummers. This proved so successful he issued it to 

 the public under the title Tit Bits, which, after five or six years, he 

 sold to a company for half a million pounds ($2,500,000), still retaining 

 a large interest in it himself. 



He is also a proprietor of the Strand Magazine and other publica- 

 tions, from which he is said to have accumulated a million and a half 

 pounds ($7,500,000). 



He sat in Parliament as a supporter of Gladstone from 1885 to 1892, 

 representing the great sporting center of New Market, where he was 

 defeated this year by H. C. McCalmont, owner of the famous race 

 horse Isinglass, and one of the syndicate with Dunraven in Valkyrie 



ur. 



It is a peculiar fact, in view of his present intentions, that a crusade 



was made upon Sir George at the last election for the Alleged sympa- 

 thy of the Westminster Gazette with the purpose of the Anti-Sporting 

 League organization, which has been prosecuting in the courts the 

 various racing officials, including the stewards of the Jockey Club, for 

 allowing bookmaking on race tracks. He denied this, pointing out 

 that he himself was an active sporting man in many directions. 



He is 44 years old. 



The fact that a man is not a yachtsman doe^ not prove that, be may 

 not turn out a good one; and we have no desire to impugn motives 

 which may be based only on a patriotic feeling and a love of sport. 

 At the same time we cannot be blind to the fact that a contest for the 

 America's Cup, even though unsuccessful, would be the best possible 

 advertisement of a popular journal or two; and, as modern advertising 

 methods go, might be quite justifiable from a purely business stand- 

 point, in spite of the heavy outlay. On the other hand, there are com- 

 paratively few practical yachtsmen who have both the inclination and 

 the means to challenge for the Cup; there are many who might do it 

 in a 70-footer, but very few who can and will build a 90-footer to meet 

 Defender. The enlistment, of wealthy men to the ranks of racing is 

 highly desirable provided that they are good sportsmen and not 

 attracted merely by the prospect of cheap fame or profitable advertis- 

 ing. 



If the whole matter is more than a piece of cable gossip, and Sir 

 George Newnes is in earnest in his desire to challenge for the Cup, the 

 next question, of his qualifications, rests with the club which may be 

 called on to endorse his challenge; and we hope, whatever club it may 

 be, that it will profit by the unpleasant experience of the Royal 

 Victoria Y. C. in its hasty and inconsiderate endorsement of the hasty 

 and inconsiderate challenge of Mr. Charles Day Rose. 



Lake Yacht Racing Association. 



The Lake Yacht Racing Assoeiition, of Lake Ontario, composed of 

 both Canadian clubs and those of the United States, is getting well 

 along in years, its twelfth annual meeting taking place at Oswego on 

 Nov. 10. ' The organization, in spite of many difficulties due to its in- 

 ternational character and to the conflicting rules and mixed fleets of 

 its early days, has met with remarkable success, thanks to the energy 

 and good judgment of its leaders, from the outset. It is to-day in a 

 prosperous condition and growing each year. The delegates were as 

 follows: Com. JEmilius Jarvis, A. R Boswell and Frank Grey, Royal 

 Canadian Y. C, of Toronto; E. H. Ambrose, Royal Canadian Y, 

 and Victoria Y. C, of Hamilton; J. E. Burroughs, Thomas Prlchard 

 and William Wood, Rochester Y. C; Owen Martin, Queen City Y. C, 

 of Toronto; Com. John T. Mott, J. B. McMurrich and A. H. Ames, 

 Oswego Y. C. 



The officers elected for 1896 are: Pres., JEmilius Jarvis; Viee-Pres., 

 J. E. Burroughs, Rochester; Honorary Secretary, E. H. Ambrose, of 

 Hamilton, Out. ; Executive Committee, Com. John T. Mott, of Oswego; 

 Com. Whiteomb, Victoria Y. C, and Com. Tyson, Queen City Club, of 

 Toronto, with the officers of the Association. 



The Fisher Cup, now held by the yacht Onward, of Rochester, was 

 intrusted permanently to the L. Y. R. A. under the following con- 

 ditions: 



"This cup is donated on the condition that it shall be a perpetual 

 challenge cup for friendly competition between the sailing yachts 

 which shall exceed 30ft. waterline enrolled in the clubs of Lake On- 

 tario (including the Bay of Quinte) from time to time forming the 

 party of the second part; and should the party of the second part go 

 out of existence, between yachts of the required waterline which 

 shall belong to any club eligible to sign the request for meeting here- 

 after provided for. 



"This cup shall not be held by the winning yacht, but by a club on 

 Lake Ontario, eligible to hold the same according to the provisions or 

 this deed, to which said yacht belongs, designated by the owner 

 thereof; and such club shall be responsible for its safe keeping. 



"For the first race the Rochester Y. C. shall be deemed the holder 

 of the cup. 



"The club holding the cup shall, on receipt of a challenge duly 

 made, name a yacht belonging to it to defend the same, 



"All races must talft place under the auspices of and be managed 

 by the club holding the cup. 



"The races must be over a course on the open lake and off the home 

 port of the club, except that where the cup shall be held by a club 

 whose home port is not on the open lake, such club shall designate a 

 course to be sailed off the home port of one of the other clubs eligible 

 to hold the same having a lake course, unless some open course 

 can be agreed upon between the challenger and the club holding the 

 cup. 



"Should the club holding the cup at any time go out of existence or 

 withdraw from the party of the second part it shall first turn said 

 cup over to such club eligible to hold the same as It may elect. 



"Such other rules and regulations, not changing or being In conflict 

 with those herein set forth, in addition thereto shall govern competi- 

 tion for the said cup as may be made by the party of the second part 

 from time to time; or in case said party of the second part should be 

 dissolved and go out of existence, as hereinafter provided. 



"If for any reason the said Lake Yacht Racing Association should 

 go out of existence, this cup shall be raced for subject to the condi- 

 tions herein set forth as supplemented by the rules and regulations 

 made by the said association in force at the time of its dissolution and 

 as the same may be changed as herein provided, except that such 

 rules and regulations made by said association may be changed from 

 time to time as follows: 



"The club holding the cup on receipt of a request so to do signed by 

 three clubs having a membership of not less than fifty members, and 

 a fleet of at least two yachts of the required waterline, to challenge 

 for this cup, and having their home ports on Lake Ontario (including 

 the Bay of Quinte), shall at once call a meeting of all the clubs which 

 shall be eligible to sign such a request at its home port for a date not 

 less than thirty and not exceeding sixty days from the date of the 

 receipt of such request. Each of the clubs so notified and the club 

 sending such notice shall have the privilege of sending two delegates 

 or representatives to such meeting, and the delegates at such meet- 

 ings shall have the power and authority to amend the rules and regu- 

 lations governing competition for said cup same as the said Lake 

 Yacht Racing Association. 



" Any of the provisions and conditions of this deed may be changed 

 with the consent of the parties of the first part at the request of the 

 Lake Yacht Racing Association, or, in case of its dissolution, at the 

 request of a meeting of the delegates hereinbefore referred to ; or, in 

 case of the death of all the parties of the first part, by the Lake Yacht 

 Racing Association, and, in case of the dissolution of the association, 

 by a meeting of the said delegates. Except that said cup shall always 

 be a perpetual challenge cup, to be raced for only by sailing yachts 

 over 30ft. waterline belonging to clubs on Lake Ontario (including 

 the Bay of Quinte). 



F. S. Todd, 1 



Signed: J. R. White, J- Owners of Onward. 



A. T. Hasan, J 



A communication from the Cleveland Centennial Commission invit- 

 ing the association to join in a grand regatta at Cleveland next year 

 was referred to the Executive Committee. A communication from 

 the Royal Hamilton Y C. inclosing conditions offered by Hiram 

 Walker & Sons for a $500 cup was received and made a matter of 

 record. 



After discussion, it was decided that in place of a week's meet at one 

 point, as last year, the old plan of a. racing circuit should be resumed 

 tor 1896, beginning about July 15, the rendezvous probably being at 

 Charlotte. The meeting was followed by a banquet in the evening. 



The New 30ft. Class. 



Editor Forest and Stream: 



I note that the rules governing the new 30ft. class specify that the 

 load-waterline length must be between 29 and 30ft., and that the sail 

 area is to be from 950 to l,000sq ft. It is to be presumed that the 

 boats will be built to the higher limit of the class, namely, 30ft, l.w.l. 

 and l,000f q. ft, of sail. Now, if they were designed instead for the 

 lower limit, 29ft, l.w.l. and 950sq. ft. of sail, the boats would answer 

 their purpose just as well, and would have the advantage of measur- 

 ing as per the regular rules under 80£t. racing length. This would 

 allow them to compete in a fixed class as well as in their own special 

 class, and would give the boats a greater salable value when the rac- 

 ing as a special class ends, as it probably will in a season or so. The 

 regular class limits as at present adopted have proved satisfactory, 

 and it seems unfortunate that this new special class should be built 

 without any regard to the existing classitication and system of meas- 

 urement. All special classes have been virtual failures up to now, but 

 this new one-design class gives more promise of success than any 

 class heretofore established, and it is to be regretted that any error 

 should be made in the framing of rules governing it. In fact, the rules 

 could be amended how, as the work of construction has hardly begun. 



West'ard. 



Valkyrie HI. is now moored just west of the Erie Basin dry docks, 

 beside the tramp steamer Bermuda. The watchman in charge, Peter 

 Donnelly, recently fell overboard in boarding the yacht from the 

 steamer, and was so exhausted when rescued that he was sent to the 

 hospital. 



Capt. Charles Barr, who recently, sailed for England, will be married 

 on Dec. 9 to Miss Emily Smith, of Southampton, and will return to 

 this country, making his home at Marblehead. Young John Barr, 

 now Capt. John, Jr., has just been made an American citizen. 



Mr. Brand's Protests. 



Mr. Brand, on his return to England, has been interviewed as fol- 



In an interview Mr. Brand, the owner of the balf-rater Spruce IV., 

 which was defeated by Ethelwynn, said that he received the fairest 

 treatment, while he was In America. The racing was properly con- 

 ducted. The steamers did not interfere in the least, except one by 

 accident, when the owner of the interfering steamer apologized. Hia 

 only complaint referred to his protest, the refusal to support which 

 lost him the cup. 



Ethelwynn, in the sixth race, he says, certainly violated Rule 31 by 

 not keeping clear. The committee threw out his protest because 

 nobody on b wd the committee, boat was able to see any violation of 

 the rules. The committee, he declares, ought to have taken evidence 

 on both sides before daciding the matter. Ethelwynn bad just crossed 

 the finishing line in the last race, after the boats had been running 

 with their sheets well eased, when the wind shifted dead ahead, and 

 Spruce IV. was compelled to peg to windward to get to the line. It 

 was this that made f ne boat's time look so very bad, a fact that the 

 American press had not noticed. Altogether, Ethelwynn, as an all- 

 round craft, especially for American waters, proved to be the better 

 boat. 



Mr. Brand added that an unofficial challenge for another contest had 

 already been issued bv him. Ho will issue a formal challenge if the 

 Minima Club gives its consent, but he will not challenge through any 

 other club. He is trying to organize a syndicate to build a boat to 

 make another attempt for the oup. She will be a half-rater, and her 

 waterline and sail area will be the same as those of Spruce IV. 



It is to be regretted that Mr. Brand adheres to a statement, already 

 made to American reporters, which is very unfair to the committee 

 and in no way in accordance with the facts. 



His double protest of Sept. 27 was thrown out only after the evi- 

 dence of himself and M r . Ball had been heard by the committee, and 

 he bad been unable to give any proof other than his personal state- 

 ment that Ethelwynn came so close as to compel him to luff As this 

 was opposed by an equally positive statement trom Mr Ball that at no 

 time was Ethelwynn near enough to cause any interference with 

 Spruce, and as by yachting usage the burden of proof always rests 

 with the protesting party, th« committee could not entertain the pro- 

 test. We can vouch for the fact that Mr. Brand made a semi-excuse 

 at Oyster Bay for his numerous protests by saying that if he did not 

 win he must at least put in a protest to justify himself before the 

 Minima Y. O. 



The Forest and Stream in the report of the last race gave Spruce 

 full credit for the shift of wind, deducting 2m. 41s., and allowing a vic- 

 tory for Ethelwynn of but 8m. instead of 10m. 41a., as the timing 

 showed. 



Since the above was written we have received the Yachtsman of 

 Nov. 14, in which we find the following: 



"Mr. J. A. Brand has been kind enough to give us some of his views 

 on the Spruce IV. -Ethelwynn matches. It appears (hat both on Sept. 

 24 and 26 Ethelwynn fouled Spruce IV. in the most flagrant manner, 

 and that it was owing to the apparent laxness on the part of Ethel- 

 wynn's crew that Mr. Sturdee on Sept. 24 protested against Ethelwynn 

 on the score of unshipping and reshipping ballast. That protest 

 should, we think, have been upheld; for ihe committee confers that 

 Ethelwynn was guilty of a breach of their rules, and the oup should 

 now be in the possession of the Minima Y. C." 



This statement is distinctly unfair to Mr. Sturdee, who was in no 

 way responsible for Mr. Brand's many and frivolous protests. On 

 Sept. 24 Spruce marie no protest, nor did Ethelwynn, though she was 

 clearly fouled by Spruce directly under the eyes of the committee on 

 the line. The fouling did no particular damage, both yachts moving 

 slowly, but Ethelwynn was prevented from setting her spinaker 

 quickly. However, she made no protest, though clearly entitled to 

 do so. 



In the race of Sept 26 there was a very close call for a protest at 

 the first mark, when Spruce tacked so close to Ethelwynn as to en- 

 danger a collision before she could fairly have claimed the rights of 

 starboard tack; but nothing was said by the other boat. As concerns 

 the "flagrant foul" in the same race, though Mr. Sturdee, with the 

 committee, was watching the two boats approach at a very interest- 

 ing point in what might have been the deciding race, he was at a loss 

 to understand the cause of the protest flag, as he freely stated as 

 soon as it was shown, and saw nothing which would warrant it. Mr. 

 Brand was on this leg of the course leaning far out of his boat in the 

 effort to hold her up in a strong breeze, and the most tenable assump- 

 tion is that in looking under his low boom for Ethelwynn she seemed 

 much closer than she really was. The great angle of heel, the low 

 boom and very narrow cockpit, with the crew hiking out full length, 

 as in this race, made it very difficult to keep a lookout to leeward, 

 where Ethelwynn was. On the other boat the crew were lying flat on 

 deck, instead of hiking; and the wide cockpit made it possible to get 

 down in the boat and look under boom. Anyone who saw the two 

 boats in a breeze will understand how much more comfortable the 

 crew of Ethelwynn was. There is no question of Mr. Brand's good 

 faith in making this protest, but he was not forced about, he cannot 

 give any proof that the other boat was so near as to compel him to 

 luff, nor did she appear so to his representative with the committee. 

 After two such decisive defeats as those of Sept. 26-27 and the hollow 

 victory of Sept. 25, we hardly think that the Minima Y. C. would care 

 to hold the cup on the technicality that ballast had been removed for 

 a perfectly valid reason and replaced exactly as before. It is much to 

 be regretted that Mr. Brand has not profited more by the example of 

 Lord Dunraven. 



Model Yachting. 



Editor Forest and Stream: 



I note with pleasure, in Mr. Stephens's paper on "The Centerboard," 

 read before the Society of Naval Architects, Nov. 7-8, he mentions the 

 model yachtsmen. In the last paragraph but one he says: 



"In conclusion, while the centerboard has been at times an instru- 

 ment of evil through the easy way which it opens to bad design and 

 construction, the device, when properly handled by the honest and 

 skillful designer, is of the highest possible utility. Through it is made 

 possible a craft of extreme light draft which, though capsizable, is 

 still reasonably safe and exceedingly useful in skilled hands; and no 

 other should attempt to use it. With adequate depth and a proper 

 construction, the material being preferably all metal in large craft, it 

 gives a strong, safe and practically non-capsizable sea-going vessel, 

 for either pleasure or trade, on a moderate draft of water. The best 

 possible combination of good qualities— speed, safety, accommodation 

 and convenience of use — are to be had in a yacht in which the greater 

 part of the depth is made up by the hull proper, the keel or appendage 

 being reduced to a minimum (for the sake of light draft) and the main 

 factor of lateral resistance being a centerboard properly proportioned 

 to the hull and placed in the one correct position. Could I say where 

 this position is, I should feel that my work might aspire to a far 

 higher value; but I frankly confess that I know of no rule or formula 

 that covers the case, and there are many more experienced than I, 

 professional designers, who will join in this admission. Some design- 

 ers do know, but they are very few; some believe that they know, but 

 their boats speak to the contrary; many yachts of excellent propor- 

 tions and model have been utterly spoiled through the misplflcing of 

 the centerboard. As in most of the details of yacht designing, the 

 location of the conterboard is not a matter of exact calculation, but 

 of judgment based on practical experiment and close observation." 



He omits to state the possibilities of ascertaining the true position 

 of these elements through the trial of a sailing model of the intended 

 yacht, which can be done and has been done, 



A model yacht must be perfectly balanced, otherwise she would not 

 sail by the wind with any satisfaction. We would suggest that the 

 experimenting be done in the model before building the large yacht, 

 thereby saving expense and disappointment. 



We congratulate Mr. Stephens on his able paper and hope he will 

 pardon us for this suggestion, but we could not keep our hands off. 



A Model Yachtsman. 



YACHTING NEWS NOTES. 



Mr. C. D. Rose, who recently broke his leg by a fall from a horse in 

 France, has now a 20-rater of Arthur E. Payne's design on ihe wajs 

 at Summers & Payne's, and a 5-rater of Soper's design at Fay's. 



Messrs. Ogden Goelet and Col. Arthur Paget have together ordered 

 a 20-rater of Sibbick, and will race her in the Mediterranean next 

 spring. 



The Hull Corinthian Y, C, organized in 1889, and incorporated two 

 years later, has finally disbanded and surrendered its charter. 



Mr. Will Fife, Jr., has among other orders one for a 15-ton fast 

 cruiser, for an American yachtsman. 



Sapphire, steam yacht, A. L. Barber, is now on her way to the West 

 padies, having been at Bermuda on Nov. 7. 



Jeffreys's Marine Glue, which was comparatively unknown in this 

 country a few years ago, and difficult to obtain, is now in general use 

 a-i a standard article in ship and yacht building. Messrs. L, W. Ferdi- 

 nand & Co., of Boston, have recently taken the sole American agency, 

 and are prepared to furnish all qualities and in any quantity. They - 

 have the glue in quality as cheap as 10 cents per pound, and from 

 that up to 25 cents per pound for the finest grade, used for yachts 

 decks. The cheaper grade is used on steamboats and coasting vessels 



