3B4 



FOREST AND STREAM. 



[Nov. 24, 1887, 



surface, Those situated on or not very far from the equator 

 (or where the cylinder touches the earth) will be the most cor- 

 rectly presented. The meridians and parallels will be straight 

 lines. This principle is. at all events, in part the foundation of 

 tine projection known as Mercator's, and applied by hiui to charts 

 for navigators in which the correct bearing of points upon the 

 surface are of more importance than the true figures of countries. 



If, in place of this cylinder we envelop the earth in a cone which 

 shall toucl the earth only at the middle latitude or he tangent to 

 it at that point, whose apex is a.t the prolongation of the earth S 

 axis, and project the points on the earth's surface on the inner 

 aide of this cone and then unroll or develop this cone to a plane 

 surface, wo shall have the Conic system of projection. The 

 meridians will be converging straight lines, and the parallels 

 curves. Those objects situated near the middle latitude (or where 

 the cone touches the earth) will be the moBfc correctly presented. 

 The Polyconic projection supposes each parallel of latitude to be 

 developed upon its own cone, the vertex of which is on the axis at 

 its intersection with the tangent to the meridian at the parallel. 

 As the name Polyconic implies, it is a system of many cones. The 

 effect of this projection on cones of different altitude is upon 

 development to make the parallels of latitude curves; but the 

 curves in a chart of the Gulf of Mexico, for instance, on a scale of 

 1-1.200,030 (20 miles to the inch), will hardly be perceptible in short 

 distances. As a matter of fact in the Polyconic system the 

 meridians become curves, but they are of such limited latitudinal 

 extent that they appear as straight, lines. The Marcator's pro- 

 jection for the construction of charts is the one in general use; in 

 fact, it may be said almost universal use. The only notable ex- 

 ception is the Polyconic, by our own Coast Survey. It possesses an 

 advantage which is deemed by most seafaring men an essential to 

 a chart: that any straight line drawn makes the same angle with 

 all meridians, it has, on the other hand, no two consecutive 

 miles of the same length except on the parallels. It is claimed by 

 the Coast Survey people that for a chart of the world it is prooa- 

 bly better to use Mercator's projection, but for small extents of 

 surface, say lOdeg., or at most 20deg. of longitude, the polyconic is 

 far preferable for the following reasons: First, it distorts to a. less 

 degree the configuration of the land or bottom. Second, it has a 

 scale which may by taken from any point on any meridian (pre- 

 ferably the middle one) and which may be used on any part ot the 

 chart.' Third, on the polyconic projection a straight line is almost 

 a great circle of the earth, and by traveling on it we travel on 

 nearly the shortest possible line between two points. 



If you start from some point on the equator and steer N.E. or ' 

 E.N.E., it would appear by a Mercator's chart that you could never 

 reach the pole, yet, granting that there was no ice or land in the 

 way you would describe a spiral, and eventually bring up at that 

 much sought- for point. This is an extreme case, to be sure, but 

 as a matter of fact all straight lines on the Mercator's chart (ex- 

 cept on the meridian's and equator) are really spirals or else small ! 

 circles, and by no means the shortest distances between any two 

 points. I 



in giving a brief outline of the method of making charts, which 

 combines the question of surveys, topographical and hydro- 

 graphical, and the mechanical work of plate engraving, printing, 

 etc., I shall quote quite extensively from a pamphlet on chart 

 making, by Lieut. Pillsbury, U. S. Navy. 



The carefully executed maps and charts of to-day are the final 

 results of careful surveys by governments. As an illustration of 

 the work, step by step, we will take the case of a suryey of some j 

 portion of our own Atlantic coast. By a system of triangulation ; 

 the country to be surveyed is laid off into convenient triangles, ' 

 prominent peaks or objects of any kind being chosen as stations 

 at the angles thereof. But the preliminary step even in this 

 triangulation is the careful measurement of abase, in some level 

 plain, from the extremities of which are to be taken the base 

 angles to surrounding objects, chosen as trigonometrical stations. J 

 The measurement of this base line, generally from 5 to 8 miles in 

 b.-ngth, is conducted with all the nicety and accuracy that can be 

 attained with instruments of the most delicate refinement of ad- ' 

 justment. A mere description of the instruments used, and the I 

 great care taken in measuring this base line would make in itself . 

 a lecture of reasonable length and great interest. It is important ' 

 that it should be carefully done, for the base line becomes an im- i 

 portant factor in the computation of long sides of large triangles, 

 and a mistake of a few inches in the first would make an error of 

 much importance in the latter. In our survey of the Atlantic 

 coast, in making the primary iriangulation, a base line of about 5 

 miles was measured ar Kent Island, and another one at Atlanta of 

 about 6 miles; these two base lines were 602 miles apart, and yet 

 the triangulation met at about a midway point on the side of a 

 triangle about 29 miles long and agreed to within a few inches. 



In making the ordnance survey of Great Britain and Ireland a j 

 base line of six miles was measured at Salisbury Plain, and when i 

 the survey reached Lough Foyle in Ireland, a distance, of about 800 j 

 miles, a base of verification was measured and the difference be- 

 tween the computed and measured was less than five inches. I 



In primary triangulation the sides of triangles are from 30 to 150 

 miles long, though sometimes, of course, the necessities compel 

 shorter or longer ones. In secondary triangulation the sides are j 

 from 10 to 15 miles in length, and in tertiary (where it is necessary) 

 the sides are from 1 to 3 miles. 



In a triangle, spherical or plane, if two angles and the enclosed ' 

 side are known, the other sides and angles can be computed. So 

 with the length of base line known, angles from its extremities are 

 measured to some convenient objects, and the primary triangula- 

 tion has commenced. These angles and distauces, when they are 

 measured and calculated, are laid down on paper, forming so 

 many other stations from which new angles are observed, until 

 the entire area of the country to be surveyed is covered by a net- 

 work of triangles. Within the principal or primary triangulation, 

 minor triangles, called secondary and tertiary, are observed, and 

 afterward the interior of each is filled up by measurements with 

 theodolite and chain, and by plane-table work, and if contour 

 lines are to appear on the map. showing the difference of level, 

 then the spirit level and compass are called into use. Some as- 

 tronomical station or stations have been established, and the 

 exact latitude and longitude of such places determined. The 

 hydrographic inspector, in consultation with the superintendent, 

 receives directions as to the localities of the proposed hydrographic 

 work, and then lays out the projections for each of his parties, 

 according to the nature of the work. The draughsmen in the 

 office prepare the projection sheets, and the chiefs of the hydro- 

 graphic parties eventually receive them together with the descrip- 

 tion of the triangulation points, bench marks and detailed in- 

 structions. The hydrographic work of our coast survey is at 

 present entirely done (or practically so) by officers of the U. S. 

 Navy. 



Upon the conclusion of the survey the projections are returned 

 to the office, showing the fixed positions on all the lines of sound- 

 ings, appropriately lettered and numbered, together with the 

 sounding books, showing the soundings and times and the angles 

 taken with them; angle books showing the angles used to cut in 

 hydrographic signals from the triangulation points; tide books 

 showing the reading of the tide during the progress of the survey, 

 and lastly sailing directions, or a description of points of interest 

 developed during the work. Draughtsmen attached to the office 

 of the Hydrographic Inspector then verify the positions, plot the 

 soundings, and after the finished sheet is registered, the draughts- 

 men of the drawing division make, a reduction of it for the engraver 

 on the exact scale that is to be used in the finished chart, which 

 is verified by comparison with the original. In the meantime a 

 project has been decided upon showing the limits of the proposed 

 chart; the topography has been reduced and a plate prepared for 

 the engraver. As the plate approaches completion in hydro- 

 graphy and topography, the magnetic variation is ascertained for 

 the probable time of issue, the lighthouse table prepared, and the 

 aids to navigation are obtained from the Lighthouse Board, and 

 the title and notes decided upon. 



When the plate is finished it goes to the electrotype department 

 to be duplicated. One plate will stand only about 1,200 to 1,500 

 impressions, and in order to save the cost of reproduction by 

 engraving, the original is duplicated for a printing plate and then 

 stowed away. The eloctrotyper first cleans the plate with potash, 

 and then coats it with the thinnest possible coat of silver to 

 prevent the original from adhering to the "alto." It is then placed 

 in a frame in a vertical vat holding a solution of sulphate of 

 copper, and is connected with a battery; copper is slowly depos- 

 ited upon its face for a day or two. The deposit in a vertical vat 

 is the result of very slow action, and presents a smooth and even 

 surface all over the face of the plate. The plate is then placed in 

 a horizontal vat, and the process of deposition is more rapid. It 

 is daily removed and weighed, and the protuberances which form 

 on the back are filed down to make a smooth surface. In a few 

 days, after it has received a sufficiently thick coating, it is re- 

 moved, and it then appears like a single thick plate, as the deposit 

 and orignal plate are joined at the edges. The edges are filed and 

 the plates separated, the deposit being in alto relievo, and termed 

 the "alto." Tke same operation is repeated, using the "alto" on 

 which to deposit, and the result is an exact duplicate of the 

 original, and is termed the "basso." About SOlbs. of copper are 

 required for a good sized "alto," aud 601bs. for a "basso." When 

 the life of this^'basso" is gone the "alto" first obtained is used to 

 produce another, and so on for perhaps five or six times, or until 

 the "alto" is used up, when another strong one must be obtained 

 from the original plate. 



The question of fine printing is almost, if not quite, as import- 

 ant as that of fine engraving, but without taking time for a de- 

 tailed description of the processes of the printer in order to obtain 

 his best work, I will say that dry printing is impossible with 

 an engraved plate and wetting the paper is a serious objection 

 because of the shrinkage in drying. French paper shrinks the 

 least, 1 per cent, with the grain and 1}4 per cent, across; but it is 

 erf short fibre and breaks and tears even with the greatest of care 

 and is very expensive. Americau paper shrinks unevenly, about 

 1 per cent, with and "M. per cent, across the fibre, but is better by 

 far than French paper for use at sea. 



I have said nothing about the cost of these charts. I have no 

 data to tell me how much the original surveys cost, but each of 

 these charts before you represents thousands and some of them 

 tens of thousands of dollars in that way alone. The plates cost from 

 $300 to $3,000 each, and some plates in the Coast Survey have cost 

 as much as $10,000. Wero the selling prices ot a chart put at any- 

 thing like a proportional part of the expense in producing it, it 

 would be far beyond the means of ordinary ship OAvners— worthy 

 to be framed as' a work of high art, or at least of high priced art. 

 As a matter of fact, charts are sold at a price which barely covers 

 the cost of the paper and the wages of the printer in order to en- 

 courage their general use. 



The scales of geograpical maps range from 800 miles to an inch 

 to 10 miles to an inch, and topographical ma ps from lin. to 2Mb. 

 to the mile. The Ordnance Survey of Great Britain is on the scale 

 of 1-63,860, or lin. of paper to one mile of surface. The U. S. Coast 

 Survey uses in its harbor charts the scale of 1-5,C00 to 1-10,000, and 

 in the coast charts l-e0,0C,0, 1-400,000, 1-1,200,000. The Hydrographic 

 Office scales I am not at present prepared to give, though in the 

 examples of their publication that 1 have with me here to-night 

 the general route charts of North America are on a scale of lin. 

 to 1° or 1-4,000,000, or lin. in 60 miles. The general coast charts, 

 5in. to 1", or lin. to 12 miles. The special coast charts, lin. to 1 

 mile, J^in. to 1 mile, >fcin. to 1 mile. Harbor charts or plans, 2in. to 

 1 mile, 8in. to 1 mile. 



On each chart or plan of a harbor generally appears in print the 

 following legend: The title and number of the chart; the date of 

 survey, topographical and hydrographical; whom the surveys 

 were conducted by; the date of the latest corrections; the latitude 

 and longitude of some prominent point or place or places; rise and 

 fall of tide; H. W. F. and C; variation of compass and annual 

 change in same; abbreviations; aids to navigation; a scale of stat- 

 ute and nautical miles, and sometimes kilometers. 



While it is outside of my province in treating of the subject of 

 charts to enter into any lengthy dissertation on the subject of 

 tides, yet a reference to the latter subject must, be made in order 

 to explain one of the references on the chart (H. W. F. & C.) for 

 the calculation of the time of high water— an important point in 

 these days of large vessels of deep draft in entering and leav- 

 ing port, as all soundings published on the charts are given 

 for mean low water. The height at high water and the depres- 

 sion at low water are not always the same. On the days follow- 

 ing the new moon and the full moon, high water is higher and 

 low water is lower than at any other time; these, are called spring 

 tides. On the day following the first and the third quarters of the 

 moon high water is less high and low water is less low than at 

 other times; these are neap tides. Thus at New York the rise and 

 fall at spring tides is about r^ft.. while at neap tides it is only 

 about 3Uf t. 



As a rule — almost, if not quite, general — the times of spring tides 

 do not occur on the exact dates of the syr.ygies (when the sun 

 and moon are in conjunction or in opposition), but one day to 

 two days and sometimes three later. In the North Atlantic the 

 highest tides are observed a dav and a half and sometimes two 

 days after the syzygies. In New York the highest tide occurs 

 about 8 o'clock in the evening or the day following, 32 hours after; 

 at Boston this retardation, known as the age of the tide, is about 3ti 

 hours. The time of high water on the days of "full and change" 

 (when the moon passes the meridian at 12 noon nearly) is known 

 as the Establishment of the Port, or more correctly as the Vulgar 

 Establishment of the Port; also it is the lunitidal interval of that 

 day. The mean of all the lunitidal intervals for half a month at a 

 port is called the Corrected Establishment of the Port to distin- 

 guish it from the Vulgar Establishment. It is this Corrected 

 Establishment that is given on all charts and plans of harbors 

 after the letters H. W. F. and C. to assist iu finding the time of 

 high water on any dsy. Tables are constructed from observations 

 at the principal ports for finding the correction for semi-monthly 

 inequality due to the moon's age. Thus at New York the Cor- 

 rected Establishment, or mean of the lunitidal intervals, is about 

 8h. 13m.; its least and greatest values are 7h. 52m. and 8h. 35m. 



The time and height of the tides for each day of the year for all 

 principal ports on this coast are predicted and published annually 

 as "Tide Tables for the Atlantic Coast," and can generally be ob- 

 tained a year in advance. 



It would be interesting to study more closely the beautiful de- 

 tails of the charts displayed this evening, the various lines of 

 soundings and the curves for 10 fathoms, 100 fathoms, etc., to- 

 gether with the many minor references which render these aids 

 to the navigator so indispensable; and also to review the auxiliary 

 Charts, the wind charts, the magnetic, current, weather and pilot 

 charts, each with its own special use, but the late hour will not 

 allow of this. Perhaps enough has been said to show that the or- 

 dinary chart is far more than a homely though useful aid to the 

 mariner, and to induce and direct a more extended study of the 

 subject, m which case the end of the speaker will have been ac- 

 complished. 



After the lecture a vote of thanks to Lieut .-Commander Chenery 

 was moved and carried unanimously, after which a luncheon was 

 served, the meeting breaking up at midnight. The next lecture, 

 on Navigation, by Lieut. T. C. McLean, U. S. N., will be given on 

 Dec. 10. 



PLAIN TALK FROM A BRITISH YACHTSMAN. 



WE have alluded lately to the many absurd excuses and sug- 

 gestions that have appeared abroad after Thistle's defeat, 

 excuses that can only do harm by hiding and distorting the true 

 facts and giving prominence to conclusions which are entirely 

 misleading. The following comments on the same subject are 

 written by one who is fully competent both as an old and experi- 

 enced yachtsman and a close observer of yachting in America for 

 the past three years, to deal with the subject, Mr. J. Beavor Webb. 

 Mr. Webb's accounts of the late races were by far the most correct 

 and impartial that have appeared abroad, and if he deals outsome 

 hard facts he is rendering an important service to his fellow coun- 

 trymen in disabusing their minds of some totallj 7 erroneous 

 notions. The conditions of the problem before British yachtsmen 

 may be stated thus: Given two yachts as fairly matched in allow- 

 ance as the three on each side in the late races have been, to take 

 the keel boat faster to windward in light to strong topsail breezes 

 than her centerboard rival. All talk about results under a meas- 

 urement that puts fictitious values on both boats; about the beau- 

 ties of four-sided courses and all abuse of the new American boats 

 as skimming dishes can operate in but one way— to keep the Cup 

 on this side of the Atlantic. Mr. Webb writes as follows to the 

 editor of the Fidel: 



Your issue of Oct. 8 contains several letters from correspondents 

 on the subject of the America's cup races, and as these, letters are 

 full of errors and mistaken ideas on the American centerboard 

 type of the present day, I trust you will allow me. in common fair- 

 ness to American yachtsmen — than whom no better or more 

 honorable sportsmen exist — to correct these errors and mistaken 

 ideas. 



Mr. Gainsford says that American yachts are not, under fair 

 conditions, as fast as English yachts. This, after the Thistle 

 races, appears to me to be a strange statement, as, even under 

 Y. R. A. rules, Volunteer would have won. The same gentleman 

 says that in three out of the six races the English yacht would 

 have won. No, sir, she would not. Genesta would have won in 

 one case only, Galatea and Thistle in none; thus the Americans, 

 under English rules, would have scored five out of six races. 



As to centerboards going outside tho Solent, this is nonsense. 

 Volunteer could keep the sea as long as Thistle. He says English 

 yachts are ships, etc. So are. the American centerboards of the 

 present day. He asks why Americans do not send a centerboard 

 over. In reply, let me tell Mr. Gainsford that they will send heaps 

 of them over when we take the Cup from them; until we do this, 

 they cannot be expected to do so. Also, I would ask Mr. Gainsford 

 if he does not remember that Mayflower offered to go over and 

 take up the Arrow's challenge, and if he has read the Y. R. A. 

 rule as to centerboards. 



Sir Edward Sullivan is wrong if he thinks that Thistle sailed on 

 her side. She is some three degrees s titter than Volunteer, and 

 neither sailed on her side. Two of your correspondents snai l as to 

 the Americans being 'cute. Why should they not be so? Are not 

 we 'cute also; and, if not, why? What is the harm of it? The 

 only 'cute thing 1 can see they can be said to have done is to 

 increase the depth of their boats; but " 'cute" does not appear to 

 me to be the word for such an improvement. 



Mr. Bayley says that "Thistle ran her antagonist." etc. How 

 can he make this out? I saw the race, and yet I did not see that. 

 The first day on the run she brought up the wind, and was not 

 hampered by the steamers as Volunteer was; and on the second 



ay she gained in time from the same cause, but not in distance 



In conclusion, sir, I would ask you if it is judicious that so 

 many complaints, excuses, etc., should be made about the Thistle 

 races; it cannot promote that good feeling between the yachts- 

 men of both countries cemented hy the conduct of such men as. 

 Sir Richard Sutton and Lieut. Henn, neither of whom made am 

 excuse whatever, but acknowledged at once "that they did not, 

 win because the American boat was too fast." I think all yacht- 

 ing men should repudiate such talk as there has been of a "square 

 course," when the world knows that every Englishman, from tne 

 time that, the old Cork Club was established, has clamored for 20 

 miles to windward and return. Yes sir, that is tho only "equate 

 course" an Englishman wants; if he cannot win on such a course. 

 Jet him lose is all I can say. General Paine's words, when asked 

 what he thought of a "square course," namely, "that 20 miles to 

 windward and back were good enough for him," are, I think, most 

 happy, and thoroughly show the sportsmanlike feeling of that 

 justly famous yachtsman. J. Beavor Webb. 



45 Broadway, New York, Oct. 21, 



The following letter, commenting on the above, appeared in the 

 Field of Nov. 12: 



Sir— I rend in last Saturday's Field a very sensible letter from 

 Mr. J. B. Webb. The great bulk of the statements therein I 

 cordially indorse: but to tho final paragraph I venture to take 

 some exception. Mr. Webb there conveys the impression that, 

 while Sir Richard Sutton and Lieut. Henn acknowledged at once 

 "they did not. win because the American boat was too fast," those 

 connected with the Thistle were not equally candid, but seem to 

 think they should be held responsible for those "complaints, ex- 

 cuses, etc.," which have been made about the Thistle races. Now, 

 whatever "complaints and excuses" have been made— and there 

 have certainly been more than enough— no one of these lias eman- 

 ated from any one connected with the Thistle. Speaking at the 

 New York Y. 0., at the American Y. 0., and to the representatives 

 of the press in America, Mr. Bell, in the most distinct manner, 

 stated that the reason we did not win was because we did not sail 

 fast enough. Further, when asked if he would challenge Volun- 

 teer on an all-round course, he refused, saying that "Gen. Paine 

 well deserved to wear his laurels undisturbed," as he most cer- 

 tainly did. When, however, the race at Larchmont was spoken 

 of, and Volunteer named as one of the entrants, Mr. Bell was 

 willing to enter Thistle, and he, in common surely with every 

 yachtsman on both sides of the Atlantic, regretted the race fell 

 through— not, I take it, from any hope of reversing the verdict of 

 the Cup races, but because it would have been exceeding interest- 

 ing to see how tfhe boats would perform on an ordinary regatta 

 course. 



For myself, let me say here once and for all that I am perfectly 

 satisfied Volunteer is the faster boat on the crucial point of sail- 

 ing—viz., turning to windward; running and reaching I can say 

 nothing about, and I do not think any one else can, as the two 

 boats, when on these points of sailing, were much too far apart 

 for any correct estimate of the speed to be made. The races 

 were conducted with perfect fairness, and though the steamers 

 bothered us very much the first day, I feel certain had the Amer- 

 ican boat been in the same position they would, in their eagerness 

 to keep the loader in sight, have done just the same to her. I in- 

 dorse what Mr. Webb says of the sportsmanlike feelings of Amer- 

 ican yachtsmon, and would add further that they form the kind- 

 est and most hospitable brotherhood in a nation which is pro- 

 verbial for hospitality. 



In conclusion, I would express my very great, regret that, from 

 the prohibitive terms of the new deed of gift, the Volunteer-This- 

 tle races seem likely to be the last of a series of most interesting 

 contests— contests which, while encouraging the sport of yachting, 

 have done even more to cement the friendship between the two 

 nations. G. L, Watson, 



Glasgow, Nov. 9. 



THE DEED OF GIFT. 



THE cable brings the news that at a meeting of the Royal Clyde 

 Y. C. in Glasgow, on Nov. 16, it was resolved to withdraw' the 

 challenge for a race next year, on the ground that the new con- 

 ditions were unfair and unsportsmanlike. The notice of challenge 

 alluded to was lately received by the New York Y. C, and reads 

 as follows: 



Mr. John H. Bird, Secretary New York Y. C, JSicro York: 



Dear Sir— On behalf of Mr. Charles Sweet, a member of tin's 

 ,club, and in confirmation of his cable of the 26th inst., hereto an- 

 nexed, 1 beg to give notice of a challenge by Mr. Sweet, under the 

 flag of this club, to sail a match for the America's Cup next sea- 

 son with a cutter 69 to 70ft. on the waterline. 



Mr. Sweet, as you are awa re, is at present residing in Now York, 

 and will attend personally to further formalities of the challenge. 



I remain, dear sir, yours truly, William Yohke, 



Secretary Royal Clyde Y. C. 



No. 150 Hope Street, Glasgow, Oct. 29. 1887. 



As far as Mr. Sweet and the R. C. Y. 0. are concerned the racing 

 is at an end, but there is now a prospect of a challenge from a 

 narrow cutter of 90ft. As the report of such a challenge preceded 

 the publication of the new deed in England, it is not improbable 

 that a careful reading of the latter may lead to a reconsideration 

 of the rash scheme when all the conditions are understood. The 

 last issue of the Field, just to hand, contains the following forcible 

 criticism of the deed, the text of which is also given: 



"In January, 1882, the club by resolution declared that 'the con- 

 ditions made so many years ago were, under existing circum- 

 stances, inadequate to meet the intentions of the donors, and too 

 onerous upon the club in possession, which has to defend it against 

 all challengers.' The Cup was thereupon reassigned to one of the 

 original donors (the others being dead), and newconditionsdra.wri, 

 which enjoined that the challenging yacht must proceed on her 

 own bottom to the port, at which the match is to be sailed. It was 

 also declared that the challenged party need not name their j achl, 

 until the hour appointed for the start. We have not the least 

 doubt that it was wholly illegal to change the conditions; and if 

 the New York Y. C. does not revert to the original deed, it will be 

 competent for any club which may in future hold the ( up to do 

 so. However, it is very unlikely that any club who may hereafter 

 hold the Cup would do so, as the new terms are so much in favor 

 of the challenged party. To demand all the particulars now enu- 

 merated in the conditions is pretty much liko sitting down to play 

 6cart6 with a man and asking him to show his hand every deal 

 before leading. It really sounds like a farce to request a ma u I en 

 months beforehand to give the length and breadth on the water- 

 lino, and draft of water of his yacht, and bind him down not to 

 exceed them. Why, bis yacht might have become an obsolete con- 

 struction in ten months, and, at any rate, the challenged part:; 

 would have found out enough about her to be able to construct a 

 vessel which would cause her defeat to become a matter of abso- 

 lute certainty. 



"There is no doubt that a, great deal too much was made of the 

 fact that Thistle's waterline length exceeded what it was origin- 

 ally intended to be, and the new conditions will only bring such 

 unavoidable discrepancies into greater prominence; and, more- 

 over, be fruitful sources of law suits now that the conditions have 

 got into the hands of the lawyers to manipulate. How is it pos- 

 sible for a man to give exact information as to the beam on the 

 waterline and the draft of water of his vessel ten months before 

 she is in the water, unless, indeed, he does not challenge until his 

 vessel has been launched ana tried; and then, as said before, by 

 the time the match is sailed his yacht might have become quite 

 an obsolete structure? 



"We think it is much to be regretted that the New York Y. C. 

 have been led to recast the conditions in a sort of panic, especially 

 as the new terms show such a regret table absence of sportsmanlike 

 instinct, and fix the destiny of the Cup, if it is ever competed for 

 again, on legal quibbles. However, we think it extremely un- 

 likely that any one will challenge for it under the present condi- 

 tions, and it will probably relapse into its original obscurity." 



Mr. Watson's opinion, given iu his letter elsewhere, is just as 

 decided in condemnation of the "prohibitive terms" laid down by 

 the committee. 



As the new deed becomes more thoroughly read and discussed 

 in this country, and its many salient points are brought out, tho 

 stronger are the expressions of disapproval among yachtsmen. 

 Even imputing none but the best intentions and the fairest of 

 motives to the, few men who have taken upon themselves to act 

 for a club of five hundred in the matter of the most vital import- 

 ance, and to lay down fixed conditions that shall govern yacht 

 designing and racing for all time, it must be said that the result 

 of their ambitious attempt is the most stupendous piece of blun- 

 dering yet known to yacht racing. 



To take but two instances; it now seems that the committee 

 were innocent enough to believe that in abolishing time allowance 

 and laying down a length limit they were cutting the Gordian 

 knot and really doing away wit h all rules and complications, in- 

 stead of laying down a rule in direct opposition to that now on the 

 club's books. The idea really was, absurd as it may seem, that 

 by inserting tho words "without time allowance" the whole diffi- 

 cult matter was roadily disposed of, while the fact that they were 

 putting a premium on racing machines never dawned on these 



