36 



FOREST AND STREAM. 



[Feb. 3, 1887. 



The Fobest And Stream has opposed the ancient sloop from 

 a belief, now generally acknowledged, that it was founded on 

 utterly false principles; and on the other hand we have fought for 

 the modern cutter because whatever modifications may have 

 arisen from measurement rules or other local considerations, the 

 model and rig have been based on sound and safe principles. Thus 

 far we have seen the cutters increase while their adversaries have 

 abandoned the field entirely. Now the question is between the 

 cutters pure and simple and the new compromises, but even the 

 final result of this may not settle entirely the question of the 

 future type. Certainly the cutter has been proved to possess in a 

 higher degree than any of her rivals the three essentials of safety, 

 speed and accommodation, and we do not anticipate that future 

 races with the compromises will prove anything to the contrary. 

 If they do not the remaining question is, what class of cutter is 

 best adaptod to American wants, four beams, five beams, or six 

 beams, and what can be done to improve Still further the best 

 existing boats. This is the task that we believe is ahead of Ameri- 

 can vachtsmen, and we can only hope that they will address 

 themselves to it in the same liberal and patriotic spirit that is 

 displayed throughout the following: 



Should wc, as far as it concerns yachting, be English, American 

 or simply French? This is the question placed now more directly 

 than ever before French yachtsmen. For some years they have 

 discussed without end the various nautical questions; they have 

 experimented; they liave written; they have bought abroad, and 

 thev have built at home all the various types of yachts ; and yet 

 the end is not reached. Truly, it is pitiful to see the compatriots 

 of Sauvage, of Papin, of Depuy De Lome, who possess still on 

 their side engineers and seamen of the first order, completely 

 eclipsed by the names of Englishmen or Americans, whose works 

 are loudly extolled by their admirers. 



Certainly it is praiseworthy to be able to recognize the qualities 

 of one's adversaries; it is even of the greatest utility from a prac- 

 tical point of view; but to carry tliis admiration to the extreme 

 of annihilation and distrust of oneself is a deplorable thing. 

 Without discrediting the English and American yachts, are there 

 not grounds on which to base a national claim in favor of French 

 yachts, past, present and to come? Have we not amateurs, build- 

 ers and sailors, capable of creating yachts to navigate our waters 

 and about our coasts, to satisfy conditions that are neither those 

 of England nor of America? Naval architecture is as much our 

 property as that of other nations; neither the forms, the rigs nor 

 the total of qualities which contribute to good construction are 

 the sole privilege of any one country. The French corsairs were 

 the first to have lead in their keel; the United States did not exist 

 when France first had centerboard boats. When English regattas 

 were still unknown the cutter-rigged vessel plowed our seas. This 

 does not contradict the fact that the cutter rig and the lead keel 

 seem to be the peculiar attribute of England and the centerboard 

 a special appliance of Americans; but it proves to us that we are 

 wrong to follow contentedly the footsteps of others in naval con- 

 struction. 



The excellence of our small yachts goes far to protest and to 

 show that we know what fast boats are; we have the technical 

 treatises on navigation and construction, we have the books that 

 enlighten us upon all questions of surface friction, of displace- 

 ment, of speed, etc.; they are less special to yachting it is true 

 than English publications, but to adapt them to our sports it is 

 only necessary to make one step. If our engineers are called on 

 to construct yachts, why will they not make them as good as our 

 torpedo boats and our cruisers, in which classes they have never 

 yet found their masters? And if, on the other hand, an experienced 

 and practical amateur produces a yacht from his own design, why 

 not accord to him the credit which foreign amateurs receive? 



We have had the energy to shake off the English yoke which 

 weighed so heavily on our yachting in the question of measure- 

 ment. The new formula has now been tried for a year. If it is 

 not perfect it is perhaps justly entitled to consideration as an ex- 

 cellent middle course, and if one considers that it leaves us full 

 liberty of action, there is room for sincere rejoicing. The time 

 has come, then, to live a life of our own and it is for us to show 

 whether or not we are capable of constructing yachts. After this 

 preamble, inspired by a sentiment of national self respect thai all 

 doubtless will approve of, we will endeavor to demonstrate that 

 we can without fear throw aside the English vessel, guard our- 

 selves from an American invasion [and provide ourselves with 

 yachts from our own workshops. 



While the prestige of the English yacht has been strongly assailed 

 of late by the successive victories of Puritan and Mayflower, it 

 occupies still a very important place in French yachting, its apos- 

 tles are still very numerous, so that it will not be superfluous to 

 return once more to this well-worn subject. The modern English 

 yacht is a marvel, let us commence by recognizing that; it is a 

 marvel of naval science, as well as over the regatta courses. The 

 starting point being given, the English have chosen a most advan- 

 tageous course, and have accomplished the great feat of convert- 

 ing a bad beginning into a successful ending. But this ingenious 

 expedient, invented to meet the requirements of a certain fixed 

 case, while warding off or strongly defending against assaults from 

 without, was likely to fail some time, when exposed to unforeseen 

 tests. The contest that has lately been lost on the other side of 

 the Atlantic has proved this. The English have been punished in 

 their weakest spot; their exclusiveness has operated to close their 

 eyes and their despotic rules have little by little brought the Eng- 

 lish yacht to such a condition as a special machine, that it has, by 

 its weakness abroad, made some amends for its faulty principles. 



Here then is a first and serious rebuff. The English have written 

 in enormous letters, Puritan, 140 tons Y. R. A. and put beside it 

 Genesta, 80 tons; they deceive neither themselves nor anyone else; 

 the two yachts were practically equal in size, being almost the 

 same length and of the same power. To pretend that Puritan is 

 much larger than Genesta is as great an error as to say that the 

 latter is larger than her rival because she displaces 43 tons more. 

 Standing aside from any special or prejudiced point of view, one 

 can see that the battle was iought with equal arms, and one must 

 imagine a great simplicity on the part of the combatants to believe 

 either capable of facing the combat with the knowledge that they 

 labored under any real disadvantage. On the coast of America 

 the English have experienced a cruel disappointment, and the blow 

 has been so much heavier in that they have prepaied for along time 

 for the strife, and believed themselves sure of victory, even though 

 following their deplorable system of protection and ostracism in 

 yachting, and in deforming their yachts in order to further perfect 

 them. Without, however, placing France on a footing of equality, 

 while unfortunately it is not yet possible to show our flag in the 

 irrand records and in international regattas, we can assert that 

 the English yachts suffer strongly from the pressure of a measure- 

 ment that no longer favors them. Our neighbors and ourselves 

 were used to seeing yachts of a power double to ours enter in our 

 regattas and cover themselves with easily won laurels. Such a 

 yacht, out-classed m England, came to France and found itself in 

 the first rank. Small or large, racer or cruiser, the English yacht 

 profited enormously by this measurement. What has been the 

 result? Yachts were purchased on the other side of the channel, 

 but the anglomaniacs met with a certain deception, anditisneces- 

 sary to believe that the non-entrance of English in the Havre 

 regatta is a consequence of a new state of things. We may now 

 commence to hope that French construction can in its turn take 

 a place and play an important part. As we have said before, the 

 proof is found in the 6mall yachts. In the smaller classes the 

 English boats have had numerous defeats. Unfortunately the 

 records have been neglected, and the small size of the vachts tends 

 to make them forgotten. 



It would be tedious to recount against the English yachts all the 

 criticisms, well or ill founded, that have been made against 

 them; but it will be difficult in an article destined to rehabilitate 

 ever so little our national yachting, to pass in silence their mani- 

 fest defects. The perfected type of English vachts, the modern 

 racer, has first the grave fault of being extremely costly; the sec- 

 ond and no less serious is that it is ill adapted to "the navigation of 

 our coasts; it draws too much water. There remains the third and 

 principal question which includes speed and seagoing qualities 

 As to speed we cannot now say. The Americans have proved that 

 the English have not always the advantage on this point. But as 

 to seagoing qualities we do not overstate the matter in saving that 

 they could be improved. It has been well said that at times the 

 English craft sail under the water, for us is necessary a model 

 that will raise itself over the wave, and we have the ehoico among 

 those of our coast. Let us hasten here to acknowledge that we do 

 not speak now of English construction. Its qualities have been 

 roved often enough, and we would not depreciate them. Here, 

 also, while criticising, let us render due praise to the perseverance 

 and the high qualities as mariners of the English nation which 

 has carried yachting to the highest point of development it has 

 yet attained. But we are of the opinion that, though there is much 

 for us to learn from them, we are not obliged to copy the types 

 •which they have created, excellent on certain portions of the 

 English coast, but not adapted to ours. The praise which 

 we have accorded to the maritime science of the Eng- 

 lish people we give equally to the Americans. But when 

 it concerns the decision as to what sort of construction is 

 best adapted to our coasts, it is necessary to guard ourselves as 

 well against one nation as against the other. In effect it cannot 

 be too often repeated, each country has its special needs and 

 navigation, and the types which it creates should, above all, 

 gatisf y the requirements imposed by the general configuration of 



its seacoasts. The American seaboard, more sheltered in general, 

 dotted with low coasts, with large rivers and with numerous 

 small streams, compelling a special navigation, has from the first 

 dictated a type with small draft of water, with or without a 

 centerboard. The result of this state of things has been natur- 

 ally to lead the American yachtsmen to build vessels of a limited 

 draft of water and of great beam, those which they distinguish 

 bv the name of sloops. All familiar with yachting know entirety 

 or in part the history of the sloop and of the beamy American 

 boats. I will confine myself, then, to a consideration of what are 

 the good qualities and defects of the American yacht, and her 

 actual influence on French yachting. 



While the American type has succeeded in the recent strife m 

 scoring a brilliant victory over the English type, how does it hap- 

 pen that the American yachts imported into France have not at- 

 tained here the prestige of their rivals? There are several 

 reasons. The first is that the measurement does not favor them; 

 the second is, that we have better boats to oppose to them in the 

 classes where we are not disarmed for the many reasons which I 

 have enumerated above. The third is that they were not in the 

 fashion; for there is a fashion in navigation as in all other things. 



Let us say here, the true American racing sloop, such as she 

 was once known in principle, has been almost abandoned; they 

 have at last recognized that she was too wide, too shallow, too 

 heavily rigged, too dangerous, defective in many of the points of 

 her construction and rig; and the Americans, to retain atrophy 

 acquired in the days of racing schooners, in the time when Eng- 

 land had not yet evolved her favorite champion, have not recoiled 

 before the most radical modifications, have not hesitated to bor- 

 row from their adversaries themselves the means of self-defense. 

 This tardy awakening, however, has not brought about a radical 

 modification of the type; the principle remains the same, the 

 American yacht is still wide and relatively shoal, but it has bene- 

 fitted enormously by the kuowledge acquired by experience, which 

 in this case is not confounded with routine. If then we consider 

 the American yacht from the point of view of her relation to 

 French yachting we find the following material facts: First, that 

 the old type, to-day entirely neglected, has never attained a wide 

 popularity iu France; we speak, be it understood, of the seagoing 

 class of vessel. Second, that foreign modifications have made the 

 present type far superior to its predecessors. It is difficult then 

 to say what should be understood by a national type. 



But on leaving aside this question we may fairly ask whether 

 the so-called American type is really that best adapted toouruses. 

 Putting apart the question of speed in the absence of any definite 

 solution, does the shoal centerboard boat represent tne perfect 

 racing and cruising yacht for French waters? Assuredly no. No 

 more than the English cutter, If it has the advantage over the 

 latter of being beached without any great inconvenience, and of 

 navigating in shoal water (provided it is not neceseary to use the 

 board), it does not answer to all that we should demand in a yacht, 

 neither in its rig nor in its form, it is not necessary to deceive 

 ourselves, our seacoast is difficult, the sea is heavy and the waves 

 have a long sweep. A vessel carrying a large sail plan and not 

 easily handled, low on the water, of light draft, of light displace- 

 ment, of limited stability in spite of an exaggerated breadth, such 

 as the puro American type, never can answer our ends, and the 

 question of speed (a most important consideration for a yacht) 

 being from the first reserved, we are justified naturally in dis- 

 regarding the American type as we have disregarded the English, 

 I know that an objection will be made in behalf of the names to- 

 day so famous, the Puritan and the Mayflower; but, I repeat, these 

 vessels are no more than compromises in which the primitive type 

 has been modified, and the principles underlying their design are 

 no more American than English. The question then is greatly 

 simplified ,and, in conclusion, we can say that it is necessary to 

 copy neither American nor English. Whether <mr yachts should 

 be keel or centerboard matters little. If for open water we build 

 keel vessels they need be no more English than those cent erboard 

 boats which we build for our rivers and bays, or the sheltered waters 

 of certain parts of our coasts, need be American. As I have said 

 above, yachts are derived from other marine types born in the re- 

 gions where they are built. Our fishing boats, our pilot boats 

 (without speaking of our ships, which less closely resemble the 

 yachts by their form and their requirements) are they of a type at 

 once original and national? Yes, certainly, and is this type the 

 best? Yes, beyond question. Our cutters of the channel, our 

 chaloupes of the Gulf, our Breton sardine boats, our Provencal 

 tartanes, need fear nothing from the similar boats of other coun- 

 tries: quite to the contrary. These vessels give constant proof of 

 speed and of marvelous endurance, especially when one considers 

 the primitive means at the disposal of their builders. Now. take 

 one of these excellent models as they abound in our working ves- 

 sels, lengthen the waterlines of the bow, according to modern 

 ideas, add a graceful stern in harmony with the elegance of a 

 yacht, employ all the refinements of modern buildiug, such as lead, 

 sail, etc., and I am certain we will have the essential of an excel- 

 lent yacht. A priori, we can easily understand that we have noth- 

 ing to gain in choosing between two types equally exaggerated. 

 The truth should be found in a happy medium and we will have 

 no cause to seek inspiration solely from abroad. 



I believe that in France we can construct good and beautiful 

 yachts; I believe we can aspire to our complete independence, and 

 this conviction is founded on the fact that France is a great mari- 

 time nation, that she had a glorious past and that at the present 

 time she is lacking neither in engineers nor constructors capable 

 of designing and constructing yachts that shall be worthy of car- 

 rying the national flag with honor. 



ELECTIONS AND MEETINCS. 



Viae 

 Seoi'Litii 



tary, George W. Abbott; Trustees, W. H. Tolinan. J. \V. Rich. 

 George H. Barrows. 



Cooper's Point Corinthian T. C— Commodore. H. Clay Funk; Vice- 

 Commodore, Wm. Cook; Rear-Commodore, Theodore M. Jones; 

 President, John Denis; Vice-President, 0. \V. Oswaid; Secretary, 

 A. B. Mtutchlcr; Treasurer, C. H. Anderson; Measurer, Henry F. 

 Walbridge; Trustees, John Denis, A. B. Mutchler, C. H. Anderson, 

 H. Clay Funk, Charles Allgaier; Regatta Committee, II. Clay 

 Funk, Wro. G. Cook, The. M. Jones. C. Anderson, C. W. Oswald, 

 J. Denis, H. F. Walbridge; C. Clark Thorman was elected Captain 

 by the Board of Examiners. 



Boston Y. C— The twenty-first annual meeting of this, the old- 

 est yachting organization east of New York city, was held at the 

 Parker House, Boston, Mass., on Jan. 20, Commodore Jacob Pfaff 

 presiding. The election of officers for the ensuing year resulted 

 as follows: Commodore, Augustus Rttss; Vice-Commodore, J. B. 

 Meer; Rear-Commodore, J. P. Phinney; Secretary, Thomas Dean; 

 Treasurer, D. A. Dorr; Measurers, D. J. Fowler, I. B. Smith; 

 Trustees, Benjamin Dean, Thomas Manning, Eben Denton; Re- 

 gatta Committee, J. H. Stetson, J. P. Phinnev, L. S. Jorden, G. R. 

 Howe, W. L. Welman; Membership Committee, J. B. Meer, J. Al- 

 fred Mitchell, E. H. Tarbell. Mr. Pfaff, on resigning the chair to 

 the commodore-elect, spoke feelingly and regretfully of the neces- 

 sity ho was under of severing his official connection with his fel- 

 low members, and Commodore Rubs, who was the leader of the 

 founders of the club twenty-one years ago, reviewed the pleasant 

 and harmonious progress of the organization in a very interesting 

 manner, concluding with an impressive eulogy on the energy and 

 ability displayed by Commodore Ben j. Dean, when a few years 

 back the club passed through the only critical period which it had 

 experienced since its foundation. The treasurer's report, which 

 showed the club to be in an exceedingly flourishing condition, was 

 read and accepted. A preliminary appropriation of £000 to the 

 Regatta Committee was passed, and the business portion of the 

 meeting was terminated with a unanimous vote of thanks to the 

 retiring officers. 



THE SCHOONER YACHT HELEN.-Philadelphia, Jan. 20.- 

 Wdttor Forest and Stream: The schooner yacht Helen, of Philadel- 

 phia, owned by me, arrived in the St. John's River, Florida, Jan. 13, 

 I will return to her in a short time, when she will sail for Havanna. 

 Her grounding in Core Sound, as reported in your paper of Dec. 

 30, 1886. was caused by misplaced buoys and extremely low water, 

 and as she was perfectly land-locked, she received no injuries 

 whatever. All yachts of any draft of water going through Core 

 Sound this fall and winter have had the same trouble on account 

 of the buoys, and if they are not placed in then- proper positions 

 some one will come in there in a^hurry some time and get wet. 

 — Chas D. Middleton, 



YACHTING NOTES.— Wanderer, schooner, is fitting out at New 

 Bedford for a cruise to Bermuda and Barbadocs. .. .Miuitaga, 

 steam yacht, is at Tebo's pier, for a new engine and alterations to 

 cabin. A steam launch is also building at toe same place, of 50ft. 

 L. W. L., Sft. beam. 1ft. hold and 3ft. draft,. She will have a triple 

 expansion engine, 4, 6 and lOj^iu. by 8, with a coil boiler. Her 

 wheel is 38m. The boat is for Messrs. Boyer and is intended for 

 speed.... At East Boston Martin is at work on a 39ft. cutter for 

 Mr. Cummmgs, of Woburn, Mass. 



BOSTON YACHT AGENCY.— Messrs. Clark & Co. write us that 

 the present edition of their catalogue is exhausted, but that a new 

 and larger one will be ready by Feb, 15. 



YACHT STOVES AND CATAMARANS. 



Editor Forest and Stream: 



The cold weather naturally brings the stove question to mind 

 once more, so I send you drawings of a stove I had made for my 

 27ft. cabin yacht last spring. Fig. 1. is a small stove, it weighs 

 71bs. and is built of cast iron, holding over a gallon of gasoline. 

 Two gallons of gasoline was all we used on a week's cruise for a 

 party of three. A is the reservoir, B is the bulb pump for com- 

 pressing the air which forces the gasoline up the syphon shown in 

 the center into the burner; C is the air nozzle. By opening this 

 in case of any accident the air escapes, the gasoline flows back 

 to the reservoir and the light goes out. An explosion is im- 

 possible, because air cannot get to the gasoline and thus no vapor 

 can be formed. D is a layer of asbestos, which keeps the heat of 

 the burner away from the reservoir- and absorbs any leakage. E 

 is the needle valve which regulates flame from the size of a pin- 

 head to one that will boil a tincupful of water in three to four 

 minutes. F is the bail to carry it with. Near F can be seen t he 

 hole for filling reservoir. Should any one be foolish enough to try 

 to fill it while the stove is lit, the flame will bo instantly extin- 

 guished, I use a drum over the stove for heating. We were out 

 sailing Nov. 28, and this stove kept the cabin warm and comfort- 

 able. We do not lay up until the river freezes over, and will be 

 out again March 1, so you see we. need the drum. 



The old stove was not satisfactory because the burner was de- 

 fective and once in a while it would blacken everything up; the 

 new stove has never made a grain of soot. As I am the proud pos- 

 sessor of a 42ft . cabin sloop I set my brains to work to make a large 

 stove suitable for the parties that go in her occasionally, with the 

 result shown in Fig. 2. I bought a dismantled three-burner gaso- 

 line stove, old style, with overhead reservoir (too dangerous 

 around a boat). I detached the reservoir, took off the burner and 

 top from my old stove and connected them with a globe valve, D. 

 The reservoir holds about six quarts of gasoline, it is pumped up 

 as in Fig. 1, but is burned through the three burners, E E E, either 

 or all of which can be burned at will, and leakage of oil or food is 

 caught in pan, F, and cannot possibly reach any wood work. This 

 is the handiest stove I ever had anything to do with, and my wife 

 uses it as well as I. Both these stoves arc entirely original accord- 

 ing to the best of my belief, and in mv opinion superior to any 

 other that can be made for yacht work. 



Last spring while walking along the shore of Jersey City I saw 

 several catamarans flying up and down the harbor. They made a 

 pretty sight, with the sun shining on their immense sails, with no 

 hulls to be seen, until they went about, then it wasn't so pretty. 

 Now a catamaran is purely and simply a racing machine, still it 

 is defective in perhaps the most important point in racing, getting 

 about quickly. As 1 looked I could but contrast them with the 

 speedy ice boats, the quickest boat ever made in stays, that were 

 to be seen in the same place but a few months before. An ice 

 boat ! The very thing ! I went home and made myself a small 

 model to try, of which Fig. 3 is a rough sketch. 



As will be seen it has three hulls, and the after hull is the rud- 

 der, and is handled with a tiUer the same as any other rudder. 

 The framework of the boat Is the T frame of the iceboat. Of 

 course I had no ball and socket joints on the hulls, if I had the 

 result would have been better. I designed the after hull to have 

 a displacement of 3001bs.. the weight of a sailing master and its 

 share of the frame. The side hulls were designed each one to 

 carry the weight of the crew outside of the sailing master, and 

 the whole weight of frame and rigging. I used cat- rig because L 

 is the most effective, and if you build a racing machine you want 

 it to go. 



As my model was too small for a crew I laid greased ways 

 across the forward plank and hauled a box of cobblestones from 

 one side to the other with a tackle from each side. Perhaps if 

 she had not gone about so quick that box would not have gone 

 over, but I am not amphibious and I don't like racing machines 

 anyway. Some one else, perhaps, can make it work better than 

 I could. 



I am through experimenting with it, but I cannot help thinking 

 that there is some merit in the idea, especially for those who like 

 racing machines. From the crude tests I was able to make her 

 head resistance was but little more than an ordinary catamaran, 

 while the three hulls presented greater resistance to leeway, and 

 she went about considerably quicker than I wanted. 



All in all I believe with a full crow and a boat built large enough 

 to carry them, a boat of this kind will beat a catamaran largely 

 ou windward work. Going free the catamaran would have a 

 slight advantage. CnAS. L. Wobk. 



Philadelphia . Pa. 



ICE YACHTING.— On Jan. 28, the Orange Lake I. Y. C. sailed its 

 first race this season over a 10 mile course for the champion pen- 

 nant presented by Messrs. Beggs and Moore. The entries were 

 Snowdrift, H. C. Higginson; Impulse, J. B. Miller; Cold Wave. 

 Willett Ividd; Alert, Geo. S. Trimble: Esquimau, II. S. Ramsdell; 

 Helen, F. G. Woods. The wind was S.W., blowing very hard and 

 Helen and Esquimau were disabled before the start. Snowdrift 

 won in 33m. Ilyis., with Alert second and Cold Wave third. 



At last the long-looked for race for the challenge pennant of the 

 Poughkeepsie L Y. C. has been sailed, the winner being the new 

 Reindeer, built and sailed by Mr. J. Buckout. The race was set 

 for Feb 2., but the prospects of a storm caused it to be called on 

 the previous day by the committee, Messrs. Johnson, Booth and 

 Van Kleck, and at 3:44 P. M. a start was made over a 12 mile 

 course, two rounds. The starters were Bessie, N. P. Rogers; 

 Reindeer, owned by George Been: Jack Frost, Archibald Rogers; 

 Icicle, J. A. Roosevelt; Scud, ,1 . B. Weaver; Northern Light, J. H. 

 Barron; Great Scott, E. H. Sanford; Grade, Louis Edwards; naze, 

 Richard Knight; Jessie B., Charles Lamb. The wind was strong 

 from the north throughout the race. Reindeer led from the start, 

 winuing easily. The times were: Reindeer, 1 ,f>.40; Northern Light, 

 1.9,50: Bessie, 1.12.00; Scud, 1.12.40. Haze parted her bobstay and 

 withdrew. Several minor races wer? held at other points on the 

 river, reports of which have not yet been received. The race for 

 the Challenge Pennant of America was set for Feb. 3, but the 

 snow will probably cause a further postponement. 



THE "FIELD" ON THE GREAT "REPORTERS' SWEEP- 

 STAKKS."— The report that the Royal Thames Yacht Club in- 

 tended to offer 1,000 guineas for "an ocean" race open to all the 

 world was telegraphed to America, and forthwith an ubiquitous 

 Herald leporter was instructed to find out what the "ocean 

 match" meant. He naturally first waited on Mr. Beavor-Webb, 

 who by this time has learnt pretty accurately the sort of newsthe 

 newspapers like when the direction of public expectation is 

 known. Mr. Webb thus humorously tickled the ears of the, re- 

 porter: "The race offered by the Royal Thames Yacht Club has 

 been thought of for some little time past. This matter has been 

 well considered by the English yachtsmen, and it is intended to 

 test the staunchness and the seagoing qualities of the competing 

 yachts, as well as their speed. Seamanship and skill in naviga- 

 tion is also to be tested, for the course will be from the Nore 

 across the Atlantic Ocean, out to and around Sandy Hook Light- 

 ship, and return, a distance of about 8,000 mile. You may depend, 

 upon it that this is the intended oourse."— Field, Jan, 15, ' 



