May 31, 1888.] 



FOREST AND STREAM. 



379 



Men join a yacht club and pay dues from year to year from a 

 variety of motives, out how many in each club go any further in 

 advancing its interest? The question is not so much to run up a 

 long roll of members as to enlist the active aid of each individual 

 member, but there are very few, except among the small clubs, 

 that do this. In connection with the inquiry suggested above, it 

 would be worth while for the officers of a club to study carefully 

 the question, "What does the club offer to each class of members, 

 owners of large yachts, owners of small craft and non-owners?" 

 Outside of the New York and perhaps the Eastern clubs there is 

 not one in the country that is not indebted more or less to the 

 small boat interests for its growth and prosperity, and yet how 

 few are there that can answer satisfactorily any but the first 

 question? The great success of the Larchmont Y. C. comes 

 directly from the racing of small open boats; the Atlantic Y. O. 

 has always encouraged the small fry and its younger members; the 

 Seawanhaka Corinthian Y. C. was born of a racing fleet of small 

 craft, crystallized into a strong and vigorous yacht club, and its 

 great element of strength has always been the active participa- 

 tion of a majority of its members in yacht racing and Corinthian 

 sailing. On Lake Ontario a very large number of the yachting 

 men are berthed aboard boats of 40ft. and under, some of the best 

 racing being in these boats; while the young Coriuthiau Y. O., of 

 Marblohead, devoted solely to small craft, has run up a large 

 membership and a fine fleet in a couple of years. No purely local 

 club is so widely known as the Beverly, thanks to the races 

 sailed by the dozen every season. 



There is much in these facta that, is worthy of a very careful 

 study by those who are interested in the success of their respec- 

 tive clubs, and though at lirst some may he inclined to question 

 our statements and conclusions, we believe that a careful inquiry 

 will show that the way to improvement lies in the direction of 

 more and better racing, regardless of mere size, and of the active, 

 co-operation of non-owners and of small boat owners Not a club 

 in the country is so rich and powerful that it would not be the 

 bet tor for a fleet of half a dozen or more racers of 30ft. load line, 

 t-ailed by their owners and Corinthian crews in weekly or semi- 

 monthly races. As well try to make an army out of generals atone 

 as to build up a pleasure navy without plenty of willing recruits 

 and a large force of trained Corinthian seamen. 



It is a pleasure to note the gcTieral prevalence of Corinthian 

 sailing throughout the fleet to-day, not only the number of really 

 creditable seamen, but the general attention to Corinthian prin- 

 ciples that prevails everywhere. The day of the paid crew and 

 skipper in small craft has gone by; in all the leading clubs paid 

 harms are only allowed on large craft, and there is no lack of 

 owners and their friends who are fully able to sail alone, either 

 in cruising or racing. The abolition of shifting ballast and paid 

 Lands marks a most important advance in American yachting, 

 and the permanency of the. movement is now assured. 



Nearly a year ago we called attention to a change that is grad- 

 ually taking place in the nature of yacht racing, the crowding out 

 of the. old regatta or water spectacle, in which the comfort and 

 convenience of the ladies and guests were the chief considerations, 

 by the needs of real racing, regardless of sea or storm, and we fore- 

 shadowed the complete separation of the dress parade and the 

 real race. It seems now not unlikely that this will take place 

 before many years, that yachtsmen will seek a course outside the 

 Hook or oft Marblehead to decide all contests of the lai ger boats, 

 regardless of the club steamer and its crew of landsmen. The 

 ohanges from the old New York course have been many, the 

 movement on the part of all the clubs is further seaward, and it 

 is not improbable that before long the start off buoy 18 and the 

 finish off 15 will be tilings of the past. When this time comes, and 

 the three or four events of regatta week are sailed outside the 

 Hook in succession, it will be necessary to And some amusement 

 for the non-owners, the ladies, and the casual spectator. This 

 may be done by setting apart the first day of the racing week for 

 a grand review of the united fleet in the Upper and Lower Bay, a 

 turnout of all yachts, steam as well as sail, for a race or sail down 

 to the Hook or further, and back, with an entertainment on board 

 the yachts in the evening. This part of the performance could be 

 made at least as enjoyable to the ladies and landsmen as the 

 present excursion on the club steamer, with either no race or too 

 much weather; and when it was over the real business of racing, 

 regardless of the heavy expenses of the club boat and caterer, 

 might begin. Such a change would be welcomed eagerly by two 

 parties, toe members of the regatta committee, who have the race 

 in charge, and those other members who look after the comfort 

 of the club guests on the steamer. 



The prospects for racing this season are particularly good, 

 thus far at the opening our list of fixtures runs up to 179 event's, 

 while some clubs nave not set their dates as yet. True there 

 will be uo international races, but local racing will be particu- 

 larly strong, and if properly managed should do as much for 

 each individual club as the great Cup races have done of late for 

 yachting at large. The chief feature of the racing will of course 

 be the schooners, but next to t hem will come, in all probability 

 the new boats of the 30 to 40 classes, a number of which have 

 been built especially about Boston. Altogether the season pro- 

 mises to be rich in material for a study of types aud models, and 

 also for a basis for the further improvement of yacht racing 

 and the racing fleet. 



REPORTS OF YACHT RACES. 



THE list of fixtures which we print every week shows that at 

 least 200 races will be sailed in American waters this year 

 and perhaps more. Owing to the great distances and the fact 

 that Saturday of each week is as a rule the racing day, it is im- 

 possible for the Forest and Stream, to be personally represented 

 at more ttian a few each week, and in order to secure full and ac- 

 curate reports f j'om all quarters we must ask the assistance of 

 the clubs through their proper officers in the carrying out of the 

 scheme of reports so successfully inaugurated last year. At the 

 beginning of the season we sent out to all clubs not reached by r 

 other means a number of carefully 7 prepared blanks, containing 

 spaces for all the essential details of a race, with the request that 

 one should be filled out at once on the completion of the race and 

 mailed to us. A large number of clubs responded to the request 

 and sent iu very full reports. This year wo shall send out the 

 same blanks, and we trust that the secretaries or the proper 

 officer will fill out and return one as soon as the times are known. 

 With these blanks we send addressed envelopes, which will insure 

 prompt delivery. It is desirable to receive these reports by Mon- 

 day morning in order to insure their immediate publication, and 

 while at times they may appear if received Tuesday, it will save 

 us much trouble if they are mailed as soon as practicable. While 

 they provide, for alt the essential points, especially a correct 

 record, there are often many interesting occurrences during a 

 race, aud a note of these with any news of coming races will 

 always be welcome. 



The list of yacht clubs published in another column is as nearly 

 correct as possible, but there are doubtless errors and omissions 

 in it, and we ask the aid of all who may detect any in sending us 

 notice of them. Some of the clubs maybe disbanded, in which 

 case we will be glad to know of the fact. Blanks will be sent on 

 receipt of application to all clubs which do not receive them, and 

 extra blanks will be sent at any time. They will of course he 

 found very useful for a club record. It frequently happens that 

 the final result in some classes depends on a protest which is not 

 decided at once, or some error is discovered in the original re- 

 port; in all such cases a correction should be sent as soon as possi- 

 ble, but whenever practicable it should be sent ofhciaUy through 

 the club, and not by individuals. W'hile in making this request 

 we aie imposing some extra trouble on club officers, we feel that 

 it is not only in our interest, but that it is directly in that of the 

 club that the most correct and ample reports of their races 

 should be published. The work of a club is not merely a home or 

 local matter in which only its members are concerned, but it is a 

 part of the national yachting system, and as such it deserves full 

 notice. The clubs which are best known to-day are not all the 

 largest or richest, but the ones which sail the most races, and 

 whose races are regularly reported and so known to all yachts- 

 men. Last season the reports of races in the Forest and 

 Stream were the most complete yet published, and we ask the 

 aid of all our friends to render them still fuller and more 

 accurate this season. 



CAPT. NORTON'S SYSTEM OF WATER BALLAST. 



WE had last week an opportunity of inspecting the model al- 

 luded to by Mr. E. O. Wiener in his communication published 

 in our issue of Ma y 17, which model is supposed to illustrate 

 the peculiar principles discovered by Capt. F. L. Norton. This 

 model consists of a part of a half section of a lifeboat of about 

 4ft. beam and 2ft. depth, this part, being Oin. long in a, fore and aft 

 direction. Tliis section floats in a tank of water about 3ft. square, 

 but. it is not allowed to float freely, being pivoted on one side to 

 fixed arms extending from the tank bottom. The position of this 

 point of support would be relatively at the middle of the boat and 

 on the waterline. The section or box is provided with ballast 

 tanks made by a false bottom, with an air val ve on the top of a 

 vertical pipe, a pressure gauge, and an opening in the true bottom 

 near the keel. The inquiring yachtsman is permitted to press 

 this tank down in the water, whereupon the pressure in the gauge 

 rises, indicating %\b. per square inch; then he is allowed to lift 

 the tank out of the water, which, requires some effort, as it is 

 quite heavy. These two experiments are supposed to show the 

 value of (he positive pressure of water downward ou one side of 

 an actual boat and of compressed air upward on the other, aud to 

 demonstrate the many points of Captain Norton's comprehensive 

 claims. It will be readily understood that the model iu no way 

 represents the conditions in a vessel floating freely, in which case 

 the displacement is at all times the same, but in the model 

 the displacement increases rapidly through the immersion 

 of the entire section, held down on one side by the pivot, while 

 on the other hand the attempt to lift the section out of water 

 results in a lessened displacement, making it much heavier, if 

 the idea were to show the practical working, it could be done by 

 a whole instead of a half model, allowed to float freely; but the 

 entire arrangement of the apparatus conveys the idea that it is in- 

 tended to mislead the non-technical investigator. It is claimed 

 by Captain Norton that the pressure shown by the gauge is ex- 

 erted on every square inch of surface of the air chamber, or in 

 one instance given of a life boat of ISOOsq. in. with a pressure of 

 .951bs., say a total of a half ton, when the boat was heeled gunwale 

 to. A very slight consideration will show that this pressure in an 

 immersed vessel is only that due to the weight of a column of 

 water whose height is the depth of immersion of the air tank, and 

 whose base is the opening in that tank, and that the area of the 

 upper side of the tank has nothing to do with it. 



Apart from the question of stability the other claims are di- 

 rectly at variance with the recognized principles of naval archi- 

 tecture; for instance, the claim that the speed is greatly increased 

 through the lessened friction due to the hull being carried mainly 

 by water within it, thus lessening the pressure on the outer skin 

 of the vessel. The model is now on exhibition at the office of 

 Haodloy & Co., No. 77 William Bt. New York, where may be seen 

 a model by the inventor, which shows that thus far at least Messrs. 

 Burgess, Smith and Watson need not fear him as a rival. This 

 craft said to be building, is 80ft. on keel and 13ft. beam, designed 

 either for sail or steam. She is to be non-capsizable under a 

 large rig, and to be exceptionally fast. The bow is hardly more 

 than a third of the length, while it is very full below the water- 

 line. The sloop yacht Heron is now being fitted with Capt. Nor- 

 ton's system of tanks and will be launched this week, while Mr. 

 Wiener's yacht is expected in New York iu a very short time, 

 so that yachtsmen will be able to judge f rom actual trial of the 

 real merits of the scheme. 



We have received the following letters from yachtsmen who 

 ha ve examined the model: 

 Editor Forest ami Stream: 



A letter which appeared in your last issue over the signature 

 of E. W. Wiener calling attention to Norton's method of water 

 ballasting was evidently written with much faith and en- 

 thusiasm in the new and wonderful effects which were to be in- 

 troduced through this "new theory and invention," this evidence 

 of the "world's progress." Within a week or two I have met 

 with several gentlemen of intelligence, aud have heard of others, 

 who have been led to believe that a great surprise and henefit 

 awaited the public in this "invention." 1 have therefore thought 

 it might interest your readers and promote a more just opinion 

 on the pretensions which are made for this contrivance if the 

 writer should give some account of it. I went with much interest 

 and expectation to see a working model and some illustrations of 

 the thing a few days since, and as a result was miserably disap- 

 pointed and amazed to see on what a small foundation such a 

 bulk of enthusiasm bad been built. The system of ballasting 

 which was to give greater stability than lead, was in effect sim- 

 ply water ballasting, and so far as I can see, what is uew about 

 it is not good; and what is good about it is not new; and the 

 claims made for these last features appear too puerile and fanci- 

 ful to impress any one favorably; nevertheless they have done 

 this; and iu this consists the only wonder which I can observe in 

 connection with the scheme. 



Water ballast and air tanks can both lie used conveniently, and 

 with advantage iu certain cases, but this is not a new discovery 

 by very many years. Air tanks can be used to secure needed 

 buoyancy and consequent safety in lifeboats or other craft in case 

 of a capsize. Water can also be used to attain safety as ballast, 

 and admits of convenient shipment or pumping out; so that 

 where vessels are engaged in trading between ports where car- 

 goes can only be got oue way, aud the return trip has to be made 

 regularly in ballast trim, they have been constructed to use water 

 for this purpose. So far as the model and the explanations re- 

 ceived exhibit Norton's arraugement, it may be described as con- 

 sisting of water tanks occupying the customary ballast space 

 under the floor of a vessel, a line of tanks on the port side being 

 separated on the center fine from those on the starboard side, the 

 flat tops extending out horizontally to near the limits of the 

 tauks, and the timbers of the vessel; at which points the tanks 

 described have narrow openings into other tauks above them, the 

 sections of which resemble inverted right-angled triangos, having 

 each for its inner side the hypotheuuse. In use the office of the 

 lower tank is to contain water, admitted by openings through the 

 bottom of the vessel; and the office, of the upper tank wholly, or 

 in part, is to contain atmospheric air. It is. as explained, claimed 

 that the open communication, through the bottom of the vessel, 

 of the water inside the tanks with that outside the vessel and 

 through which she is sailing, adds in some mysterious way to the 

 effectiveness of water carried in this manner as ballast. Your 

 correspondent I see claims that "'the boat does not carry her 

 ballast; on the contrary, the ballast carries her by her inner bot- 

 tom, the top of her ballast chambers." As a matter of course it 

 does nothing of the kind, but neutralizes an amount of buoyancy 

 in the boat precisely equal to its own bulk, acting as respects this 

 matter in just the same way as the same weight of lead, iron, or 

 other substance would, but in respect to stability it would in a 

 sharp floored or deep draft vessel be much less effective than 

 lead, or other concentrated ballast, because the center of gravity 

 of the latter would be much lower down, and when the vessel 

 heeled, the center of gravity of the ballast, aud the center of 

 buoyancy of the boat, would become more widely separated hori- 

 zontally," iu the case of concentrated ballast than in the case of 

 either water, wood, or feathers. Any of the latter have, however, 

 their special advantages as aids to buoyancy, in the event of the 

 vessel getting tilled with water, tnat is, such part as is left to fill 

 when these things are aboard. As regards the air tanks, it may 

 be admitted that air tanks when space can he spared for them, 

 and simply in proportion as they do occupy space, and are void of 

 weight, are buoyant, and safeguards. 



It is, however, as much of a mystery to me as "Keely's Motor" 

 how these air tanks, as used by Capt. Norton, contribute the least 

 particle of stability to a boat until she is filled with water, or how 

 in this or any other case they are more serviceable than they would 

 be if all Communication with the water tanks below them were 

 cut off. To any one acquainted with the accepted methods of cal- 

 culating the righting power of vessels, it is quite evident that any 

 small Compression of air in the leeward tank due to the force of 

 gravity carrying the water of the lee tank in the direction of the 

 bilge, can only have a hurtful effect, and that, within the limits 

 of its possible movement, the same thing is true of the water ou 

 the windward side. I am afraid your correspondent has little 

 reason for enthusiasm in this "new discovery," and that the 

 world's advancement is indefinitely postponed. J. Htslop. 



YACHT RACING ASSOCIATION.- On May 16 ameeting of the 

 British Y. R. A, was held, and the replies to the letter of inquiry 

 sent to each club concerning the admission of centerboards were 

 read. The number in favor of amending or expunging the rule 

 prohibit ing eenterbaardsrwas 84, while only 8 clubs were opposed 

 to a change. One club declined to express an opinion. The 

 letters were referred to a committee, to report by July 1. 



GANNET.—ln view of an error in the advertisement of this 

 yacht last week it may be well to explain that she is not as broad 

 as she is long, hut a handsome little keel hoat of 20ft. l.w.l. and 

 8ft., not 20. beam, an excellent craft for one or two young men 

 who wish to race or cruise. 



CARLOTTA, schr. has been sold by Henry Belknap to George 

 A. Matthews, owner of the Culprit Fay. 



BABOON.— Mr. O. T. Adams's cutter was launched at Law ley's 

 yard on May 22, 



Editor Forest and Stream: 



In the last issue of your paper, you published an article by Mr. 

 Wiener, entitled "A Novel Singlehander." The description of 

 Capt. Norton's so-called invention is so clear that it becomes a 

 very simple matter to criticise it. 



Nearly all merchant and war ships at the present time have 

 double bottoms which are designed for carrying water ballast. 

 The object of this is to give the vessel sufficient stability when 

 light or to alter trim and immersion. The pipes leading from 

 these double bottoms would, if enlarged, servo the same purpose 

 as the air chambers, so that the only change is in the size of the 

 air chambers. In the Norton boat t he only effect this change has 

 is to decrease the range and amount of stability. Without the 

 air chambers and with ballast tauks full the water acts the same 

 as any ballast. Were the ballast lead and on the keel the amount 

 and range of stability would he greater. 



Let us take the Norton boat in an upright position. Her center 

 of gravity is in a certain position, when the boat is heeled her 



center of buoyancy moves out to leeward. Her righting lever is 

 the distance between a. perpendicular drawn through the center 

 of buoyancy and one drawn through the center of gravity. Now, 

 when the boat with air chambers is heeled, owing to the expan- 

 sion of the air, a certain amount of water leaves the weather tank, 

 and we may say the same amount, duo to compression, enters the 

 lee tank. The center of gravity or boat has moved toward the lee 

 side, or toward the center of buoyancy; the righting lever thus 

 becomes shorter. To put it in plain language, you have done the 

 same tiling as moving your crow from the weather to lee side 

 when boat, is heeled. Any one cau see that this would increase 

 the list of boat. If you take the weight of water that has been 

 moved and multiply it by the distance moved you get the moment 

 or' shifted ballast. If you divide this moment by displace- 

 ment of boat you got the distance the center of gravity has 

 traveled toward the center of buoyancy and consequently the 

 actual decrease in the righting lever. As a boat heels the center 

 of buoyancy travels to lec ward, hi the beginning it travels 

 slowly, then it increases, then decreases, it comes to a sta ndstill, 

 thou comes back again. This action depends largely ou the amount 

 of freeboard. Now, the center of gravity travels in the same d irec- 

 tion, but with an equal amount for each angle of heel. The higher 

 the center of gravity, the more this amount is. One can readily 

 see that there will be an angle where the center of gravity catches 

 the center of buoyancy. Then the boat has no stability aud .she 

 will capsize. In the Norton boat the center of gravity moves 

 more rapidly, owing to the shifting of weight; hence the point of 

 capsize will lie at a smaller angle. 



The problem of stability is very much like the problem of keep- 

 ing ahahy in a cradle from colliding with the floor. As the cradle 

 heels the' point of contact of the rocker moves out toward the 

 side the cradle is tipped, corresponding with the movement of the 

 center of buoyancy, the baby moves in the same direction, this 

 movement being the same as the center of gravity. So long as 

 the baby remains inside the point of contact of the rocker, the 

 cradle will not tip over. The rocker of a cradle is a part of a cir- 

 cle. If the rocker was rather flat in the middle, and then curved 

 more, sharply, you could tip the cradle so that the child would be 

 outside the point of contact, then the cradle would tip over. One 

 can easily see thai the nearer the baby is to the floor the greater 

 the angle before the cradle will tip over, in other words, the 

 lower the center of gravity the greater the range of stability. 

 Experiments made on boats' stability, by puffing weights ou gun- 

 wale, are very misleading. The stability of a life boat, and the 

 stability of that same boat, with deck, cabin, spars, sails, rigging, 

 etc., are two very different things. In the latter case the center 

 of gravity may be several feet higher. 



There is no subject iu this country connected with mechanics 

 and engineering that people imagine they know well and yet so 

 little uudersland as naval architecture. 



A sea captain is supposed by the majority of people to be thor- 

 oughly posted ou ship design. In tUe majority of eases he not 

 only does not understand that subject, but he is not even familiar 

 with the principles of navigation and without his tables would 

 he veritably at sea. if. is the general opinion among captains and 

 naval officers that they know it all. Captain Cowles, of the 

 English navy, succeeded in getting the English Government to 

 allow him to design a war ship. The faults of the vessel were 

 pointed out by the naval constructors, bur the influence of the 

 line officers was too great and the ship was built. Captain Cowles 

 did not understand the principles of stability and the result, was 

 the terrible loss of the ship, the vessel capsizing and going down 

 with four hundred souls on board. Since that time important 

 questions in naval design have been left to those who by train- 

 ing are competent to solve them. Some such terrible accident 

 seems to be necessary in this country before people will learn to 

 leave alone things they know nothing about. 



Iliad an occasion some time ago to look over the design for a 

 large vessel. This design has been very prominently before the 

 public during the last few months. I f ouud that the design, if it 

 could be called such, was wrong in almost every particular. The 

 designer was a man who knew nothing about naval architecture. 

 He had not. the slightest idea what the word metacenter meant, 

 and the position of the. center of gravity could not be within five 

 feet of where he said it would be. I understand that thousands 

 of dollars are now being expended to build this ship. 



It is a strange fact but it is true, that not a single advance has 

 been made in naval architecture by so-called inventors. The 

 advance has been steady and certain, and has been made either 

 by highly trained naval architects or mathematicians of a very 

 high order. Millions of dollars have been spent in this country 

 and abroad on ships gotten up by inventors, and not a single one 

 has proved a success. It is strange that people in this country 

 cannot realize this fact. People have been so often fooled , expecta- 

 tions have been so seldom realized that, a serious injury has been 

 done shipbuiiding in this country. If Mr. Wiener and others 

 interested in the Norton patent will go to the trouble of purchas- 

 ing or horrowing Sir Edward Reed's book on stability they will 

 find that what is there left to be discovered regarding stability is 

 very small. Greenwich. 



THE DEED OF GIFT. 



r PHE London Fkhl of May 20 criticises the recent action of the 

 1 New York X. C. as follows: 



"It is an attribute of human nature for a man to love his off- 

 spring; but this phenomenal infatuation of the New York Y. C. 

 for the crude piece of attorney's work which goes by the name 

 of the new deed of gift exceeds the philoprogenitive instincts. 

 Seriously, we do not see how any club with a proper sense of self- 

 respect could accept, the extraordinary proposal. The committee 

 may be right or wrong in their contention that the new condi- 

 tions are fair and sportsmanlike, and they no doubt-are sincere 

 in asking foreign clubs to adopt them incase of winning the Cup. 

 But how could a club, which has condemned the conditions in 

 the most uncompromising manner, covenant to adopt them 

 after winning the Cup under rules which it declares much less 

 onerous? 



"Possibly the committe of the New York club did not realize 

 that their proposition suggests barefaced cupidity ou the part of 

 the challengers. It is quite natural that the committee should 

 desire to show that they honestly believe in the fairness of the 

 new conditions, but thev have adopted a very awkward method 

 of doing it. 



"After all, we do not see how a club could be bound by any 

 such agreement as proposed; and in fact, as we have many times 

 contended, we believe that the club will ultimately have to 

 revert to the conditions of the original deed of gift, whic h is the 

 only legal instrument attached to the Cup. But the time has 

 arrived when we shall have to consider the conditions under 

 which centerboards may be admitted into our yachts. The case 

 is settled so far as the clubs are concerned and, we may say, 

 ..yachtsmen generally, as the clubs which polled their members 

 found the feeling strongly in favor of admitting the board." 



It is very evident that the New York Y. C. is just now in an ex- 

 tremely awkward predicament, in which it has been placed by the 

 action of the committee on revision, and out of which it can only 

 get in one of two ways: by the aid of a foreign challenge, which 

 will be a practical recognition of the new deed, or, failing that, 

 by a complete backdown and a surrender of the points in dispute. 

 Were the mat ter taken into the courts tho action of the club in 

 violating the provisions of the first deed of gift would not be sus- 

 tained for a moment. It is very unlikely that such a course will 

 he taken by foreign yachtsmen, as it, is not necessary all that 

 they need do is to sit quietly by and watch the New York Y. C. 

 bid higher each year for challenges that will not come. The 

 present offer is a very great departure from the stand taken last 

 November. 



If the foreign clubs are half as wise as we think they are, they 

 will understand that now is the time for them to emulate the 

 policy of the noted "Brer Fox," to "lay low and keep on Savin' 

 nuffin." Without a challenge the Cup must relapse into obscu- 

 rity, and tho holders must suffer accordingly. International 

 racing must go on however, and as soon as it is certain that the 

 America's Cup is permanently out of the field, it will be time to 

 offer a new cup for internatinal competition, the races to be 

 managed by a committee from the leading American yacht clubs. 

 The money could be raised in a week if necessary, and if ever 

 such a cup is offered it will be the end of the America's Cup. 



NEW BRITISH YACHTS.— The new 60, Petronella, designed 

 by Mr. Richardson for the Earl of Duuraven, was launched at 

 Fay's yard, Southampton, on April 28. She is composite built, 

 steel frames and pitch pine planking, with 315 tons on keel. She 

 has a clipper stem aud is quite a beamy boat, 62ft. long and 17ft. 

 beam. The 60 building from Mr. Watson's designs is 65ft. l.w.l. 

 and 15ft. beam, very much like Thistle in model. Her name is 

 Yavana aud she will be owned by Mr. Paul Ralli. Both yachts 

 sailed their first race on Saturday last. 



VOLUNTEER is now nearly ready for use, and will go into 

 commission in a couple of weeks. She will not enter in the New 

 York races, but probably in the E. Y. C. regatta June 28. 



RAMBLER, schr., will carry a cargo of 500 cases of dynamite to 

 Colon, for use on the Panama Canal. 



