376 



FOREST AND STREAM. 



[Dec. 1, 1887. 



THE A. C. A. AND THE CRUISERS. 



Editor Forest and Stream: 



The question of a new class of canoes has been raised again by 

 "Evadne," in (be last number of the Forest and Stream, and in 

 seconding bis proposal I would call attention again to the de- 

 mands made in the past by the owners of various small boats and 

 cruisers, not canoes, that their craft at least be recognized by the 

 A. C. A. There are now hundreds of these boats, many of them 

 manned by old canoeists, who are still thoroughly in accord 

 WifK the spirit of canoeing. I am told that in the New 

 York C. C, out of a fleet of thirty- five boats owned by the 

 active members, eight are not canoes, there being oue double 

 end open boat, one canoe yawl, one Rushton cruiser, and five 

 sneakboxes. In the Brooklyn C. C. the proportion of such craft is 

 still larger, and there were five or six boxes and boats from this 

 club alone at the last meet. This proportion is perhaps larger 

 than in most other clubs, the sailing grounds being on open water, 

 but there are many clubs on inland waters and rivers which boast 

 from one to five boats outside the A. C. A. rules, and many of 

 these not merely wide canoes, but a different class of boat 

 entirely. It has been ureed in the past that the A. C. A. was 

 formed by and for canoe owners, and should be preserved as a 

 purely canoe association, limiting the term to the generally ac- 

 cepted definition of a canoe by the A. C. A. rules. Many old 

 A. C. A. men hold this view, and there is some ground for it, but 

 the present question is not merely one of right, but of ex- 

 pediency. If it were only one of right, the owner of the 

 large boat generally has a very strong argument. He says: 

 "I am a canoeist, I have owned arid used a canoe for years, 

 I have supported my club and the A. 0. A. I am still as 

 deeply interested in their welfare as before, I still propose to fol- 

 low the same camping, cruising and perhaps racing which I found 

 so delightful in a small canoe, but I want now to use a larger boat, 

 under different conditions, and I want still to do it under the 

 A. C. A. flag. I do not propose to bring into the Association a 

 sandbag racer or a steam launch, or to interfere with the intcrosts 

 or rights of the small canoe, but I propose still to sail alone a boat 

 that I can handle as efficiently as 1 could my canoe, and that I can 

 still camp in, cook in, cruise in and race m, aud be captain and 

 crew, as of old." There are some men owning these boats who 

 have never been canoeists, but the majority have served their time 

 in the small and ill-fitted canoe of a decade back, they have pad- 

 dled their way through all the degrees of the craft, and now, when 

 perhaps a visible increase of girtii amidships suggests the advisa- 

 bility of a proportionate increase of the beam of their boat, or a 

 touch of rheumatism now and then warns one that a wet jacket 

 is not to be despised as it once was, they ask for a place about the 

 same old camp-fire, albeit their new craft are not to the letter 

 canoes. Of course they may own any boats they please and yet 

 retain a membership in the Association, but is it asking too much 

 that, as long as their boats conform to the spirit of canoeing in 

 being bona fide single-hand craft, they should be officially recog- 

 nized by the Association ? The question of the expediency of the 

 proposed change is a most important one, as, after the long and 

 hard effort to establish the Canoe Association for the benefit and 

 advancement of canoeing in its strict meaning rather than of 

 sport in general, all would be loth to see these interests sacrificed 

 to any other. The point, then, seems to be, "Will canoeing suffer 

 if placed side by side with a larger class of boats?'' It it be proved 

 that they will, the matter is finally settled, as no member would 

 vote for a change which would work to the detriment of the old 

 canoe; but this has never been proved; many believe the contrary 

 to be the case. The canoe is capable of a wider range of applica- 

 tion than any other style of small craft, and were it a question 

 which of the many varieties — canoes, sneakboxes, duckers, cruis- 

 ers, small sharpies and similar craft— should be preserved and 

 which wiped out, I should declare at once for the canoe. This, 

 however, is not the existing state of affairs; the canoe can live and 

 prosper side by side with all the other boats, and further, I be- 

 lieve it to be fully capable of holding its own, either at racing or 

 cruising, with most boat of much greater size. It is an indisputa- 

 ble fact, however, that for many purposes better boats than a 

 eanoe can be easily found: for instance, for a man who sails con- 

 stantly on Now York Bay and who does not need to house his boat 

 in order to protect her, there are larger boats than a canoe that 

 are far safer and more comfortable. They may not be capable of 

 rail transport, and they may not be fitted for a run down the Del- 

 aware or the Susquehanna as a change from the monotony of salt 

 water; but for the purpose for which their owners are able to use 

 them they are superior to the canoe. Sneakboxes of all kinds have 

 existed in the New York and Brooklyn clubs, sailing side by side 

 with canoes, and yet they have not decreased the number of canoe 

 owners and sailors by one; while, at the same time, no canoe would 

 give to "Seneca" the same pleasure and advantages for 

 his special work that his Cruiser offers. The experience 

 in all clubs has, I think, been the same, that the 

 admission and recognition of larger boats under suitable 

 restrictions has increased rather than diminished the number of 

 canoes and canoeists, I would not tor a moment advise the 

 admission to canoe races by any clnb of such a boat as a tuckup, 

 or even something leas extreme; such races can do no good and 

 will ouly result disastrously to the smaller and better boat and in 

 favor of the racing machine. Mixed races arc always to be 

 avoided, as their tendency is to impress undesirable features on 

 each class of boat, and often to produce a mongrel with the worst 

 qualities of each, but the proposed change involves nothing of 

 this kind. 



All that is asked is that the A. C. A. shall set a limit of size for 

 such boats 1 as may fly its burgee aud be regularly enrolled in its 

 fleet, and whose owners shall be members of the Association, The 

 great aim of the Association is, or should be, to encourage cruising 

 of the kind that was once done almost exclusively in oanoes, but 

 nqw is done in a larger boat as well; and to do this thoroughly it 

 in necessary that some official recognition of these boats should 

 be made, and that their owners, where not members, should be in. 

 vited to join, The membership is certain to increase, but there is 

 qo fear that the number of canoeists will decrease, t he experience 

 Of the clubs shows to the contrary, and only good results can fob 

 low such a change, Big Canoe, 



ELECTRIC MOTORS FOR CANOES AND LAUNCHES.— The 

 great advances of late in all branches of electrical engineering 

 point to the speedy utilization of the electric motor for all cases 

 where engines of moderate power arc required, for street cars, 

 small shops, boats and similar purposes. Already the subject of 

 electric launches has received considerable attention, and now 

 the difficulties met with in the earlier experiments have been in a 

 measure removed, and still further advances are probable in the 

 near future. Mr. Rushton, who is generally well up with the 

 times in all that relates to small craft, has lately been experi- 

 menting with electric motors in various small boats of his build, 

 and now has in the fair of the American Institute in New York an 

 electric launch, a square stern ed boat 15x30, fitted with an electric 

 motor of M H. P. Mr. Rushton has lately run a Vesper canoe with 

 a % IT. P. motor and four Julien storage cells charged from the 

 local lighting plant at Canton, the weight of load, not including 

 hull, being 4G01bs., a large load for the canoe. With a 9in. wheel 

 of poor form the speed over a measured mile was four miles, and 

 a better wheel slowed the motor when connected direct. Geared 

 down i to 3, better results were obtained, but the belt was not 

 satisfactory. The results, however, were such as to iudicate that 

 with a hull modelled for a screw and not for sailing, a good 9in. 

 wheel geared 1 to 3 or 4, and six Julien cells, a speed of five to six 

 miles is easily possible. Mr. Rushton is now having built a 

 "mariue motor" of i£ H. P., and a hull 18x18, smooth built with 

 counter, a regular launch model, and will have it on exhibition in 

 New York shortly. He expects to put in the market a regular 

 line of electric launches from 15x36 to 25x5ft. by spring. 



THE LOCATION OF THE A. C. A. MEET.-JSdff or Forest and 

 Stream: Commodore Gardner's let ter last week has, I trust, not 

 come too late for the Executive Committee to consider the sug- 

 gestion he makes. With the Association rapidly establishing its 

 local centers, each with its own meet within the reach of the great 

 mass of members, there is no good leason why the great racing 

 meet should not go West in 1888— and the kindliness of the invita- 

 tion makes it seem doubly desirable. Besides, we all want a 

 Chance at Cook. Lake George iB played out.— A. C. A. Racer. 



A. C. A. MEMBERSHIP— Northern Division— The following 

 gentlemen of Orillia, Canada, are desirous of becoming members 



A. 0. A. 



Canvas Canoes and how to Build Them. By Parker B. Field. 

 Price 00 cents. Canoe, and Boat Building. By W: P. Stephens. 

 Price $1.50. The- Canoe Aurora. By C. A. Neide. Price $1. Canoe 

 Handling. By C. B. Vaux. Price $1. Canoe and Camera. By T. 

 S. Steele. Pi-ice 1.50. Four Months in a Sneakbox. By N. H. Bishop. 

 Price $1.50. Canoe and Camp Cookery. By "Seneca," Price $1. 



"LOYALTY" VISITS BOSTON. 



Editor Forest and Stream: 



While in Boston last week I took the opportunity to look at the 

 new fisherman, designed by Burgess. She is painted white, has a 

 high bow somewhat like the pilot boat nesper. No. 5, but a better 

 stern and quarters. Her stern has more overhang than the con- 

 vex tional fisherman and less than the yachts; it is a sort of snubbed 

 Volunteer. She has a plumb stem and no flare to the harpins, a 

 nearly straight bow at the loadline for some distance back from 

 the entrance. Her greatest cross section seems to be a little for- 

 ward of her main rigging. She has a raking sternpost, and her 

 greatest draft extends from the heel of the sternpost for 60ft. 

 forward and is about 13ft. From there forward it rises into a 

 well-cutaway forefoot. She is rigged like Sachem, with short 

 foremast, long mainmast and long nose pole, with steel wire head- 

 stays. Her ballast is all inside and well spread out fore and aft, 

 and on each side of the keelson about Gft., iron and copper dross. 

 Her standing rigging is of hemp, three pa rts. I think it is better 

 for service in rough weather than wire. Her masts are of Oregon 

 pine, two fine sticks set well forward. This I think is a mistake 

 in a vessel intended for fishing, especially so in this vessel. Her 

 greatest cross sec t ion is too far aft. To my mind her masts should 

 be further aft, her greatest cross section further forward, more 

 flare to the harpins, a clipper stem, and more draft under her 

 forefoot. Most of the fishermen built in late years have sacrificed 

 seaworthiness to speed, and it is not to bo wondered at so many 

 are lost. Stand on the wharves in Boston and you will not find one 

 vessel in fifty that is properly sparred. They are sparred too 

 much as yachts for speed with a ponderous main boom, the carry- 

 ing away of which is no uncommon occurrence. 



I also saw the new pilot boat Friend, built by Story at his yard 

 in Chelsea and designed by Martin (a rising young designer of con- 

 siderable fame). A vessel somewhat smaller than the fisherman, 

 with handsome sheer, plumb stem and sternpost, some flare to the 

 harpins, about 10ft. draft a little forward of the sternpost, with a 

 gradual rise from there forward to a well rounded forefoot. A 

 light counter with a sort of V stern, somewhat wider than that of 

 the fisherman and about the same overhang. Has her greatest 

 cross section well aft and masts well fore ward, the same defect as 

 in the fisherman; and quite a sharp rise to her floor with a clean 

 run and a fine bow. I should have, liked her better with a clipper 

 stem, more, draft further forward, more, flare to harpins and more 

 draft under her forefoot. She has the old style bowsprit and jib- 

 boom. I saw Grayling at South Boston being modernized with 

 lead keel and double head rig and English stern. I fail to sec 

 what could induce her owner to make these changes. It could 

 not have been from fear of Sachem; in the only contest that has 

 taken place between them Sachem was badly worsted; not only 

 her, but Atlantic and Prise ilia were beaten in windward work, a 

 feat unparalleled by any schooner yacht in the world. 



About the only defect noticeable in the Grayling is the position 

 of her greatest cross section (I do not think designers pay enough 

 attention to this), and were it not for her light draft it would be a 

 positive detriment to her speed. Her counters were better' than 

 her quarters. A lead keel will not help her any, as in a wide, 

 shoal vessel it admits of too rank an angle of heel, and in this ves- 

 sel is not permissible. The double head rig is an advantage in 

 cruising, but not for speed. I must have my customary rap at the 

 mongrels, though that term hardly applies to the Volunteer, as 

 she is mostly cutter; in fact, a u centerfcoard cutter." What has 

 the American sloop to do with it? How amusing the expression 

 the sloops Volunteer and Thistle? It does not look now as if there 

 would be a contest for the Cup the coming season, as the d&kd of 

 gift is so stringent. Why should the coming challenger be re- 

 quired to commit himself any more than his predecessors? What 

 has there been about this year's contest to warrant such action? 

 Was it that the designer chose to keep his movements to himself 

 (which he had a perfect right to do) and that we were given such 

 a fright, or is that the N. Y. Y. C. has got tired of footing the bills 

 for Cup races? 1 can see no reason for changes in the rules, and 

 that whoever be the coming challengers, they should have the 

 same chance and sail under the same rules as those in the past 

 (no more, no less). Loyalty. 



THE NEW DEED OF GIFT. 



Editor Forest and Stream: 



After a careful study of the provisions of the new deed of gift, 

 the only rational conclusion that can be arrived at is, that if Mr. 

 Schuyler and the committee of the New York Y. C. had met for 

 the expressed object of devising a method of forever retaining the 

 America's Cup m their possession and of preventing any further 

 contests for it, they couldn't possibly have hit upon a better means 

 of achieving their object. For by the absurd conditions with 

 which they have hedged it round they have clapped a stopper on 

 any future challenges from British yachts; and as far as tho pro- 

 motion of international yacht racing is concerned, the America's 

 Cup may as well have no existence, and that very excellent speci- 

 men of silverware may now he consigned to oblivion and relegated 

 to the li-nbo of departed pots. Henry E. Bagly. 



Exmouth, Eng., Nov, 16, 



Editor Forest and Stream : 



It seems to me, as it must to every true yachtsman, that 

 the new deed of gift adopted by the New York Y. C. is eonceived 

 }n the same spirit of selfishness as pervaded the old rules, in 

 which the N, Y. V. C, persisted in holding to the old course. in- 

 Side tiie Narrows, where it depended more on the knowledge of 

 the pilot than on the merits of the yacht. The challenging party 

 must build a now yacht, us the losing yachts are debarred from 

 entering in another race for the Cup. The holders of the Cup 

 have retained every advantage. I would like to hear other yachts- 

 men give their views on this subject, for if the Cup has to be 

 competed for in that manner I am afraid that it will again go 

 into obscurity until they modify the new rules or go back to the 

 old ones. R. B. M. 



Detroit, Nov. 21. 



The following letter has been received by the New York Y. C: 

 John BT. Bird, Esq., Secretary New York T. C, 62 Madison avenue: 



Deah Sir— 1 have to acknowledge receipt of your letter of 3d 

 inst., embodying the resolution of your club at theirmeeting of the 

 27th ult., and inclosing a copy of the new deed of gift relating to 

 the America's Cup, for which 1 have to thank you. 



I am instructed to state that Mr. Sweet's notice of a challenge is 

 now, with the concurrence of our committee, formally withdrawn. 

 With much respect, I remain, yours truly, 



William York, Secretary, 



Glasgow, Scotland, 151 Hope street, Nov, 16, 1887. 



No further news of a challenge has been received, and it is un- 

 likely that there will be a race next year as only a couple of weeks 

 remain in which a challenge can be sent. The latest date it would 

 be safe to set for the first race would be Oct. 15, so that the ten 

 months' notice demanded would make it necessary to challenge 

 by Dec. 15 at latest. Confiding challengers can throw themselves 

 upon the chivalry of the New York Y. C. at any time, depending 

 on the spirit of the club to waive a part of the ten months' notice, 

 but it is hardly probably that any one will be innocent and trust- 

 ing enough to do so. The Field of last week deals with the matter 

 in plain language as follows: "To prevent any other club tinker- 

 ing the conditions in a similar way the club which may win the 

 Cup wiU have to covenant that the present unsportsmanlike 

 conditions shall not be altered. Copies of the conditions have 

 been sent to British aud foreign yacht clubs, with a letter 

 to the secretary very similar to the one issued thirty years 

 ago. The letter, after recommending enthusiasm on the'part of 

 the contestants, winds up with the declaration that any races for 

 the Cup will be conducted on strictly fair terms bv the New York 

 Yacht Club; but if tho club is to be the sole judge of "fair terms" 

 we do not think they will inspire enthusiasm. The New York Y. 

 C. has for the past three years pointed to the races with Genesta, 

 Galatea, and Thistle as evidence that it wished and was always 

 willing to give fair terms to all challengers; but whether this is 

 so or not, it will be very hard, with its latest action placed before 

 foreign yachtsmen in hard and fast legal phrases, to persuade 

 any one that the club has reserved to itself certain lights simply 

 for the purpose of waiving them for each challenger. If it ever 

 was the intention of the club to give fair terms and make an 

 equal match, as it may do by the sixth clause of the deed of gift; 

 why in every other portion of the deed has it reserved the right 

 to act unfairly if it pleases? 



A THREE-TONNER FOR AMERICA.— A member of the 

 Corinthian and Larchmont clubs will bring out a 3-ton racer, 

 about 28ft, by 4ft. 6in. for next season. 



THE SAILING BOATS OF TORONTO BAY. 



WE give this week another example of the class of boats men- 

 tioned in our issue of Nov. 17, a boat for rougher and more 

 open water, and used entirely for sailing. 



Toronto Bay on Lake Ontario, is the home of a fleet of small 

 boats, and much racing is done there through the season. The 

 Clio, whose sail plan is here given, is the champion for the present 

 year and is a good example of her class. She is of pine, lapsteak, 

 of 6 ieiiE plank, and is 16ft. long, 3ft. 8in. beam, and decked for 

 4ft. Ain. forward, 2ft. aft, and with waterways of 4 to 6in., the 

 coaming being Sin, high. The leading dimensions of the rig aro: 



Mast, deck to head 15ft. 



from stem 3ft. 



diameter, deck 3in., head lin. 



Bowsprit, outboard 5ft. 6in. 



Boom 18ft. 



Yard 10ft. 6io. 



Spinaker boom 15ft. 



hoist 14ft. 



Jib, luff 14ft. 



foot 8ft. 



leech 12ft. 



area, square feet 49 



Mainsail, foot . 17ft. 6in. 



luff 10ft. 



head 10ft. 



leech 19ft. 9in. 



tack to peak 19ft. 6in. 



clew to throat 19ft. 6in. 



area, square feet 190 



The sails are of light drill, the ropiug on leech ouly extending 

 as high as the reefs. The eenterboard is of 3-lGin. iron, weighing 

 851bs., 4ft. long and 3ft. Sin. deep. It is sharpened on the forward 

 edge. The boat is double-ended, so the main sheet works on a 

 high traveler over the tiller. The rules under which the races are 

 sailed are as follows: 



1. No shifting ballast. 2. Standing rigging shall be allowed. 3. 

 Time allowance to be two seconds per inch per mile of supposed 

 ten mile course. Boats having decking, if of benefit to boat on 

 the clay of the race, to allow open boats two minutes on the course. 

 4. Start to be made at 3 1 J . M., and race to be finished by 6:30 or no 

 race. 5. All buoys to be left on the port side on inside course, and 

 on the starboard side on the outside course. 6. In case of a pro- 

 test the boat protesting must hoist a flag in a conspicuous place on 

 the starboard side, and protest must be entered in writing with 

 the sailing committee within twenty-four hours after the race. 

 Note— The sailing committee have authority to reject any boat 

 they do not consider to be a skiff. 



The two courses of the club are each ten miles, one the inner 

 course, two rounds entirely within the bay, the other through the 

 bay and round the island into the open lake. 



PACIFIC YACHTING.— Despite every endeavor of the local 

 amateur sailors to maintain the interest in yachting matters, the 

 fleet of pleasure craft becomes smaller every year. The owners of 

 the large yachts belonging to the Pacific and San Francisco clubs, 

 invariably pose as the representatives of the sport on this coast, 

 much to their own satisfaction, no doubt, but when any really 

 active work is done, whenever there is a lively club sail, the Corin- 

 thians will he found to be the moving spirits. The large yachts 

 are apparently a damper to the sport, their owners are an incum- 

 brance, and their pretensions are a sham. The cruises of the ' 

 Pacific aud San Francisco clubs have been failures this year. The 

 races, if such they could be called, have amounted to nothing, and 

 the members seem to be utterly discouraged. Since the Aggie has 

 been sold and the Halcyon has gone on a hunting voyage, there is 

 no chance for a race for the big schooners. Only the small fry are 

 left, and the enthusiasts have all centered in the Corinthian Club. 

 Every successful event is due to tneir enterprise and push, and to 

 them all the credit is due. The other organizations will have to 

 receive new blood and now yachts before they can hope to com- 

 pete in popular estimation with tho younger club. A collection of 

 men who happen to be possessed of a fair share of the world's 

 goods does not constitute a yacht club by any means.— California 

 Newsletter. 



TRIPLE EXPANSION FOR SMALL YACHTS.— A small steam 

 launch of steel is now being built by Garland & Co., of Boston, to 

 be fitted with triple expansion engine. The hull is 31ft. X4ft. 6in„ 

 with but Sin. draft, the wheel being beneath the rudder. The 

 cylinders are Sflj, 6 and OJM'ii. f.Jrim.; both they and the bedplate 

 being of steel. The H. P. cylinder has a piston valve, and the L. P. 

 and Intermediate are fitted with Frick valves. The piston rod, 

 valve spindles, and crank shaft arc of steel, aud the standards 

 for the cylinders of steel tubes. The connecting rods are of 

 bronze. In some places ball bearings are used, but the thrust 

 bearing is fitted with an improved device of the builders. The 

 steel boiler will be of the locomotive type, with Howden's system 

 of forced draft and Ferranda's grate bars. Another boat to be 

 built by the same firm will be 57x10ft., with triple expansion 

 engines 7, 11 and 18xl2iu. 



A RACING CLASSIFICATION— The committee on classifica- 

 tion appointed in the spring by the Seawanhaka C. Y. C, has 

 lately been in communication with the New York, Atlantic, 

 Larchmont and Eastern clubs, in regard to a uniform system to 

 be adopted by all for the term of live years. The E. Y. C. has been 

 unable to send representatives, but committees have been ap- 

 pointed by the others, and several conferences have been held, the 

 result being that the system of classification first offered in the 

 Forest and Stream has been recommended. A definition of 

 waterline and a clause agreeing to an adoption for a period of five 

 years, form important additions to the scheme which will soon be 

 submitted to the e-lub for ratification. 



BURLINGTON (VT.) Y. O.— Yachting matters are looking up 

 on Lake Champlain. The Burlington Y, C. has just completed 

 handsome new quarters, at a cost of $5,000. The club membership 

 includes 200 names. The fleet is composed chiefly of sharpies and 

 light drafts, not well suited to the puffy winds aud choppy waters 

 of the lake. Mr, W. S. Phelps will make a new departure m 

 model aud rig for next season with a handsome craft of the cutter 

 type, designed by Mr. C. P. Kunhardt, of New York. This yacht 

 will be 32ft. long on deck, 24ft. waterline. 6ft. beam, and 5ft. draft, 

 with a large portion of outside ballast. The cabins will be spac ious 

 with 5ft. 9m, headroom. Lower sail area 625 sq. ft. 



"STEAM YACHTS AND LAUNCHES,"— L'auteur passe en 

 revue dans eet ouvrage les different types dc machines employes 

 dans les yachts a vapeur d'Amerique, dont le nomine est trcs con- 

 siderable et se doveloppe chaque annee. H y a done la vine source 

 d'informations pr6oieuses, car les Americains, avec leur esprit, 

 pratique, ont du certainement rechercher et adopter, pour lours 

 ombarcatious k vapeur, les appareils les plus commodes et les 

 plus avantageux. Un grand uombre dos planches et .do iigur.-s, 

 mtercalees dans le texte, donnent beaucoup de variete et ajouteut 

 a la clarte de ce petit volume, imprime d'ailleurs avec grand luxe, 

 sur tres beau papier.— Le Yacht. 



MORE ABOUT HOLLOW SPARS. — We learn that the spars 

 made by W. K. Pryor & Co., for the Em Ell Eye, mentioned Ian 

 week, were so much lighter than the old ones that no less than 

 OOOlbs. of ballast was dispensed with, in her racing this year. The 

 old mast weighed 2001bs., the new one but 00; the old gaff lOlbs. 

 the new one but 15. The wooden shell of the mast was but %in. 

 thick, but owing to the envelope of cloth and paper it was fully 

 strong enough. Messrs. Pryor & Co. now have every facility at 

 the new shop at South Boston, for manufacturing hollow spars of 

 all kinds. 



A SAN FRANCISCO OUTTER.-We have received a photo- 

 graph of a 24ft. cutter, built after lines published in "Small 

 Yachts," by three amateurs of San Francisco, G. W. Harrold, W. 

 P. Harrold and Alpheus Ball, Jr. The yacht is a very creditable 

 production and was built by her Corinthian owners during night- 

 time and holidays, all the rigging and ironwork being of their own 

 manufacture. The yacht sailed well in the strong winds of San 

 Francisco Bay under yawl rig, but will now be tried as a cutter. 



CAVALIER.— A schooner by this name, to be used for pleasure 

 purposes, is now building at Glen Cove, L. L, for Col. George 

 Duryea, late owner of the schooner Republic. The new boat will 

 be a keel vessel 76ft. over all, 65ft. l.w.l., 20ft. beam, and 9ft. Oin. 

 draft. When New York adds such flyers as this and tho new 

 Harlequin to her pleasure fleet Boston will have to look to her 

 laurels or she will be left far astern. 



NIRVANA.— This schooner, once the sloop Julia, has lately 

 been changed again, her trunk being removed and a keel substi- 

 tuted. She was originally a eenterboard boat, but at various 

 times has had a keel, and now goes back to it. She will leave 

 soon for another winter in the West Indies, her owner, Gen. H, 

 W. Perkins, joining her at Nassau by steamer. 



