338 



FOREST AND STREAM. 



[May 12, 1887. 



A NEW BOOK FOR CORINTHIAN SAILORS. 



THE growth of all outdoor sports, both in thi9 country and 

 abroad, has "been very rapid ^\ithin the last half dozen years, 

 and va.rht.ing has come ill for its full share of the general prosper- 

 ity. "Mot only is the interest much greater than formerly, but the 

 numbers have greatly increased, especially in the smaller classes, 

 and the number engaged in the sailing of small craft of all kinds, 

 from the little model yachts to boats of 20 to 30ft.. is very much 

 greater in proportion to the entire body of yachtsmen than it. was 

 but a dozen years since. At that time yachting was confined 

 largely to the owners of the larger classes of yachts, but to-day 

 there may be found in every town near the water, scores of young 

 men who sail and perhaps design and build their own boats, who 

 are familiar with the large yachts of the world and their racing, 

 and who keep up a lively and active interest in all that pertains 

 to yachts and sailing. It is only natural that this large pleasure 

 marine should demand a literature of its own, to meet which want 

 the Forest and Stream Publishing Co. have already published 

 works that are the acknowledged standards in their various de- 

 partments of yacbtintr and canoeing. To fill out still further this 

 valuable collection they have now ready a new book intended 

 mainly for amateurs and young yachtsmen and boat sailors, 

 treating at length of the design, construction and use of model 

 yachts, canoes, sailing boats and singlehanders. 



The sailing of model yachts, while looked upon by some as mere 

 play, is a most important branch of yaehtink. and one from which 

 much cau be learn d by the careful sailor. While the actions of 

 models and their larger prototypes are not in all respects identical, 

 they are so closely related that the value of careful experiments 

 on models has long beenrecogui/.ed by the first authorities, many of 

 whom have given much care and time to the subject, and with im- 

 portant results. In "Yachts, Boats and Canoes" the author, Mr. 

 C. Stansfeld-Hicks, has devoted the hi st chapters to this subject 

 as the one to which ( he young yachtsman first turns before attain- 

 ing to the dignity of commanding a craft of his own. Considera- 

 ble space is devoted to the subject, giving not only such simple 

 directions as will enable the young naval architect to plan, build 

 and rig his first boat, but going thoroughly into the finer details 

 of this charming and instructive sport, into the construction, rig- 

 ging and match sailing of the elaborate and costly model yachts 

 found in the larger clubs. Several large designs of hulls and rigs 

 are given on seperate plates. 



Following the model yachts the author takes up canoes and 

 small sailing boats of different kinds,explaining their construction, 

 rig, fittings and uses, wood and canvas boat building, and the 

 fitting out of cauoos 'with rudders, centerhoards, etc., the text 

 being explained by a large number of small cuts in addition to 

 large folding plates. 



The main portion of the book is devoted to single-handed sail- 

 ing, in which the author is an enthusiast, growing eloquent in 

 praise of the sport in the following introduction which will at 

 once appeal to all of similar tastes: "There is a peculiar charm in 

 sailing small yachts, a sense of freedom and the consciousness 

 that all depends on one's self, which to a great extent disappears 

 with larger vessels; and this, perhaps, tends to create the feeling 

 that the little craft herself is something more than a mere boat, a 

 pleasant companion in fair weather, and a tried and true friend 

 when the horizon darkens with wind, and the rising waves are 

 tossiug their snowy crests in eager anticipation of the fray. Then 

 it is that the boat and her owner, as one sentient being, sweep for- 

 ward their onward course, ready to take advantage of every puff 

 and lull, now running down the steep declivity of some huge sea, 

 and then quickly rising t o meet the cresting wave that comes roll- 

 ing on as if certain to engulf the little craft; but buoyant as a 

 cork, and kept well up to it by her helmsman, she gaily mounts 

 the watery acclivity, and pausing for a moment on its sum- 

 mit like a seabird, heels well over to the access of wind 

 in her sails, and shoots away into the valley below; 

 and though the puffs may come heavier and heavier, and 

 a real bard blow come on, yet still the little creature, under 

 her small rag of reefed canvas, dodges away to windward, bowing 

 and curtseying to the untriendly elements, until the last tack is 

 made, and with hor port in view the sheets are eased, and iu a 

 few brief moments the boat and her owner, both dripping with 

 brine, and the latter sufficiently exercised to enjoy tap restful 

 change, glide into their destined haven. A few moments more 

 and the little craft, with her wings folded, is lying gently at her 

 moorings, and the worthy owner, iu dry flannels, is enjoying a 

 well-earned rest, while he superintends those culinary operations 

 which are soon to minister to the well-being and contentment of 

 the inner man; and then to himself, if he be alone, or to his chum, 

 if he have one aboard, will he proceed to reconsider aud review 

 various little episodes touching the performance of his vessel, or 

 some delicate bit of steering, or how he did what he thinks it 

 would be perhaps better not to do again, or vice verm; in short, 

 he fights his battles over again, until the cabin clock warns him 

 that an early start necessitates his turning in without delay, and 

 so he retires to his comfortable berth, and soon its dryness and 

 cosiness, all the more appreciated when contrasted with" the dust- 

 ing he has just had, and the easy swing of the little vessel, and 

 the swashing lullaby of the water running past her bows, send 

 him off into the happy cruising ground where Morpheus reigns 

 supreme. 



"There are a few men wdio have had an apprenticeship in small 

 craft but look back with a great deal of half- regret on those happy 

 davs, even though they may now be the proud possessors of a 

 'flying fifty.' and the contrast is strong between the two. On the 

 one hand, "all the comforts and pleasant surroundings which the 

 superior accommodation of the large vessel affords; the spacious 

 saloon, the natty owner's cabin, the pleasure of having a cabin at 

 the disposal of a friend, and the additional charm of being able to 

 enjoy the society of ladies, for whom the spacious after cabin is 

 specially designed— these are all weighty arguments in favor of 

 the big boat. On the other side, you have the fact that you are 

 practically a passenger, and though your skipper maybe a worth v 

 man and consider you to be pretty fair for an 'amatoor.' still the 

 mere fact that you have a crew perfectly able to pull and haul and 

 do all the work of the vessel without your assistance makes it 

 uunecessary for you to do more than take the helm so long as the 

 skipuer thinks fit to trust you with it (there are, of course, many 

 owners who can and do sail their own vessels; but, as a general 

 rule, the skipper is the practical man and takes charge when he 

 sees need); and when racing, unless in n Corinthian race, the skip- 

 per is almost invariably master of the situation Again, in a large 

 boat there is not only the boat to be considered, but the crew. You 

 may have a good crew and you may have quite the reverse, and 

 the same may be said as 'to the skipper; while, iu the small craft 

 you have no one to please but yourself, and it is almost impossible 

 for those who have not tried the experiment to imagine (lie amount 

 of amusement and health-giving recreation that is obtained by 

 working a small yacht." 



The following directions will be useful to beginners in this 

 branch of yachting: "In choosing a boat for working single-handed 

 one cannot be too careful as to tue amount of gear involved, and 

 the whole matter should be looked at not as it is in ordinary 

 weather, but how it would be in a hard blow; and the strength, 

 knowledge and activity of the owner is a great factor in determin- 

 ing the size of the sail and the weight of the gear. In any case it 

 is much better to be under sparred and canvased to start with, 

 and when you see what you can do -with the boat it is easy enough 

 to make any requisite alterations. * * * In selecting the type 

 of boat, the intending owner will have to be guided by the nature 

 of his requirements, as it is impossible to have a craft perfect in 

 all points. There are, however, many points which a good boat 

 should possess, and before discussing them I would say a few 

 words as to a favorite mode of procedure with amateur yachtsmen, 

 which is buying an open boat and converting it (or trying to do so) 

 into a yacht. This is about the worst way of going to work, for 

 many reasons. In the first place the boat was probably designed 

 and built for rowing, with little or no rise of floor, and henvv 

 quarters, so that however she maybe altered aloft by her topaldes 

 being raised, and a deck given her, she remains a mere makeshift, 

 and at the same time site will probably cost more before she is 

 finished than a yacht of about the same size. There arc certain 

 advantages in this description of craft, i. e., good beam, roomy 

 cabin, and capability of taking the ground, against which you 

 have shallow draft, insufficient lateral resistance, unless with a 

 great keel, and no head room. Such boats, too, be in g brought 

 down by ballast to waterlines they were never designed for, have 

 to carry a great press of canvas to get them along at any rate of 

 speed, and, instead of dividing a sea, spank it, sending up showers 

 of spray, while in a short chop they are almost useless, and in a 

 long swell, aud with sheets slightly off, they got along fairly; but 

 from beginning to end they are boats, with no pretensions in form 

 or ability to yachts." 



The following remarks on the rig of small boats are of general 

 application: " What is the best form of rig for a small boat is not 

 an easy question to answer off-hand. If for an open boat, or for 

 smooth-water sailing, it is best to have ail the canvas iu one sail 

 if possible, and this may be either a gait sail or a balance lug. The 

 advantages of such a rig are simplicity in gear and great efficacy 

 of sail power, as the more the sail plan is cut up the less result is 

 obtained from it. The disadvantages are that wldle craft under 

 such rig are very handy and close on a wind, they are inclined to 



toer wild and sheer heavily when running free; while for sea 



work, if the craft is of any size, one sail becomes difficult to man- 

 age in a breeze. Of the two the balance lug is better off the wind, 

 and for small boats perhaps no better can be devised. The stand- 

 ing lug is also a useful sail, and has more lifting and less pressing 

 tendency than the gall sail. For speed there is no rig better than 

 the cutter for sea wurk, and if a trysail is carried the boat can be 

 made as snug as it is possible to make a craft; but a cutter-rigged 

 boat is heavier to work than one. rigged as a yawl, and for this 

 reason many small boats are yawl-rigged. For getting underway 

 easily, and for tiding down a river when there is no hurry, a yawl 

 is charming, as it is not necessary to set, the mainsail at all; but a 

 smart little cutter will work almost as well under her headsails, 

 and if a balloon foresail is set, the cutter will work almost 

 as well as tho yawl with her mizen added. Under all 

 sail tho yawl's mizen is always getting a back draft 

 out of the mainsail, and neA r cr does half the work it 

 should do. The great benefit derived from it is that the main- 

 boom is kept in the boat, and I believe if a good boat were rigged 

 aB a cutter with a short boom, she would be better for sea work 

 than a yawl, particularly if she carried a balloon foresail sheeting 

 well aft to work under when reaching, or when it is not desired 

 to set the mainsail. On the other hand there are certain advan- 

 tages in a mizen, such as luffing the boat in a squall, but in a, : 

 blow with any sea on, the mizen is almost the first sail to stow, 

 as it can, as a rule, only be carried with large jib set. When this 

 is shif ted for second jib the mizen is reefed, and with a small jib 

 stowed altogether, it will be readily understood that the reason 

 of this is that, as diplomatists say. 'to keep up the balance of 

 power,' and though from its low center of effort, the mizen does 

 not heel the boat much, it must not be forgotten that in a breeze 

 it is requisite to have commanding canvas set, and this must be 

 of sufiieieut hoist to keep the boat going, otherwise when in the 

 trough of the sea she losc3 her way. For this purpose all small 

 boats should have a trysail, storm lug or some storm canvas with 

 a good hoist and suitably fitted with strong double sheets. In a 

 blow a foresail is a very pressing sail aud the boat is greatly eased 

 when it is doused. A small jib, set on reefed bowsprit and no 

 foresail, will often enable a little craft to make good weather, 

 when with the foresail, even if it were reefed, she would be 

 buried. Of course if it is necessary to make tacks aud the boat 

 will not come around without her foresail it must be carried." 



LAUNCH OF THE THISTLE. 



THE cutter yacht Thistle, which has been specially built to race 

 for the America Cup, was successfully launched from the 

 building yard of Messrs. D. and W. Henderson, Partick, Glasgow, 

 on Tuesday afternoon. In the fail of last year a syndicate of Clyde 

 yachtsmen was formed and funds subscribed to build a craft, 

 which would have a fair chance of success, sailing under tho 

 American rule of measurement for the America Cup. The Clyde 

 confederacy, with the traditional shrewdness of Morth Britons, 

 began at the beginning so far as the practical part of the business 

 went; Mr. G-. L. Watson, commissioned to design the Thistle, 

 journeying last autumn from Glasgow to America to take stock of 

 the Mayflow er, PrisciUa, Puritan, Sachem and others, and we be- 

 lieve that he came back with the idea that he would have a tough 

 job to whit tle out the model of a keel boat that would be able to 

 tackle the Yankees in very line weather. However, he set to work 

 with a good heart, and the Thistle was laid down at the Meadow- 

 side Yard in January under a close shed, and none but workmen 

 and those immediately interested have either watched or seen the 

 vessel in course of construction, and it may be said that after the 

 shed was knocked away the hull was covered up with old sails 

 until she was water-borne. The actual model of the Thistle is, 

 therefore, only known to her designer, who laid her off in the 

 mould loft and supervised her construction, and we believe the 

 joint owners of the Thistle, of which body Mr. James Bell, who 

 for several years successfully sailed the Amadine schooner, is 

 director, and among other prominent Clyde yachtsmen we believe 

 that Mr. N. B. Stewart, Mr. John Clark and Mr. James Coats, Jr., 

 have shares in the venture. 



Late on Monday night the shed under which the Thistle had 

 been built was pulled clown, and the vessel was struck over on the 

 patent slip carriage and run down the next morning to low water 

 mark. A bout 2 o'clock everything was let run, the sail coverings 

 having been removed from the hull, and Mrs. Watson, the mother 

 of the designer, christened her "The Thistle." Viewed broadside 

 on, the new craft does not appear to have, more overhang than 

 the Wendur, but she has a trifle more sheer aud a prettier turned 

 cutwater, which, it may be said, carries the national emblem as 

 figure-bead, aud on the scroll work on the bow is the motto of the 

 Scotch nation, JVemo me impunelaccwit, and the rampant lion in 

 shield. She shows a nice round side, and is something substantial 

 to look at end on compared to the plank-on-edge type which was 

 the outcome of the exploded length-aud-breadlh rule. She has, 

 of course, a grand platform to work on, and the deck of narrow 

 plank is beautifully laid. The covering boards and stanchions 

 are of teak, and the wide sweep described by the American elm- 

 rail is hardly suggestive of a racing vessel to one accustomed to 

 the flinched in deck plan of some modern boats that could be 

 named. Theprineipal dimensions are asfollowB: Length (Custom 

 House measurements), OSft.; length onload water line, 85ft.; breadth 

 extreme, 20*30ft.; depth in hold, 1410ft.; registered tonnage, 100*67 

 tons. The bull is steel through and through, the ulating below 

 the waterline being Mm, and above 5-ltiin. The ballast, all but a 

 few tons, is run solid into the keel-plate, and what with keelsons, 

 stringers, diagonal and cross plates, brackets, etc., the vessel is 

 tied together in a wonderful way, although there is no excess of 

 weight where not wanted. 



Under deck she is plainly but substantially fitted, and from her 

 great beam has great cabin accommodation. Her area of lower 

 sail will equal the American center boarder Mayflower, and the 

 mast, with mere a gantline on, looked startling in regard to taut- 

 ness. The ironwork is a model of neatness, and there is nothing 

 cumbersome in regard to the skylights, hatches, etc., and even 

 With the capstan shipped iu its place the foreguard will have a 

 nice clear deck to work ou. After being launched the. mast was 

 stepped and the loose ballast put on board, and the Thistle was 

 then towed down to Gouroek, where she will complete her outfit. 

 She is m charge of John Ban* of that ilk, who, from small ship 

 sailing, was promoted to the May, and his last charge was the 

 Clara, which he sailed successfully for two seasons in American 

 waters. The Thistle will probably be ready to bend sail in about 

 a fortnight, and, according to present arrangements, she will be 

 sent round to the Thames to take part in the New Thames Chan- 

 nel Yacht Match, from Southend to Harwich, on May 28. We 

 hear that she will be entered for all available races from Thames 

 to the Mersey, aud shortly after the Clyde racing season is over, 

 in July, she wdl set out for America.— Land, and Water, April 30. 



LAKE ONTARIO. 



BELLEVILLE, Out., May 5.— The annual meeting of the Bay of 

 Quint* Y. C. was held last night, when the officers were unan- 

 imously chosen as follows: Com., YV. H. Biggar (re-elected); Vice- 

 Corn., ex-Com. L. B. Robertson; Capt,., ex-Com. R. J. Bell; Hon. 

 Sec, Richard S. Bell; Asst.-Sec, W. H. Campbell; Treas., Geo. N. 

 Leavens; Measurers. Geo. N. Leavens and W. S. Denuey. Mr. 

 Alex Robertson, M.P., was chosen chairman of the executive com- 

 mittee and Mr. O. R. Leavens chairman of tho regatta committee. 

 The delegates chosen to represent the club iu the Council of the 

 Lake Yacht Racing Association were Messrs. D. B. Robertson, R. 

 Si Bell and D. R. Leaven. Com. Biggar is president of the L. Y. 

 R. A., the Council of which body will meet in this city May 11. 

 Four applicants were admitted to membership, of whom two are 

 residents of Lactone, Quebec, who purchased the unfinished sec- 

 ond class yacht which was designed by ex-Com. Roy and which is 

 rapidly approaching completion. A committee was also appointed 

 to consider the advisability of erecting a club house. 



The club at the instance of the Hon. Secretary, declared them- 

 selves on the questions of sub-dividing the existing first, class 

 yachts, drawing the line at 50ft. corrected length, of prohibiting 

 the letting of open boats in the second class and of uniform prizes 

 in all classes above 25ft. corrected length. To all these proposals 

 an affirmative response was given and ten representatives of the 

 club will vote in accordance therewith at the L. Y. R. A. meeting. 



There is but little in the way of news at present. Com. Biggar 

 will try the experiment of outside lead on the lolanthe, but will 

 not race her this season so extensively as usual. The Norah will 

 soon be launched at Deseronto and fitted out, and the Atalanta 

 will make the round of the L. Y. R. A. races. She has not been 

 sold, as was reported, but may change hands ere long. 



By the way, a strong fooling in favor of excluding professional 

 crews from races under tho auspices of theL.Y.R.A. is growing up 

 and I should not be surprised to see it acted upon at the meeting 

 here, at least to the extent of allewing no professionals in races 

 except a sailing master in each yacht. The banc of racing has 

 been its expense, which the proposed reform would reduce to a 

 minimum. Port Tack. 



TORONTO Y. C— The officers are: Com., Thos. McGaw; Vice- 

 Corn., Geo. P. Reid; Captain, Wilton Morse: Mens., L. V. Percival; 

 Treas., W. II. Parsons: Sec, D. L.Macmurchy; Committee— Hume 

 Blake, Wm. Dickson, F. B. Poison, Geo.IE. Evans. It was resolved 

 to form a compauy to manage the business of the club house, in- 

 stead of continuing the club as a joint stock corporation. 



RHODE ISLAND Y. C. 



THE Rhode Island Y. C. is the latest, and perhaps the most 

 remarkable, exemplification of the strong and general inter- 

 est in yachting on New England seaboard. Though it has been an 

 actual organization but a few* mouths, its sudden standing and 

 wonderful growth have indicated that only a charter and constitu- 

 tion was needed to draw together in a compact body a large num- 

 ber of men who were yachtsmen in spirit and deed, whether a 

 yacht club existed or not. It was not realized, however, how great 

 and wide was this interest in the sport until the club called it out. 

 Hustled enthusiastically together last fall, the first annual meet- 

 ing at Providence in February found the new organization 

 equipped with a name, a charter and constitution aud by-laws, 

 and a membership of upward of 200, including nearly every small 

 yacht owner on Narragansctt Bay, representing Providence, New- 

 port, Full River, Pawtuxet, and almost every town on the bay or 

 its tributaries where a sailboat could find water enough to float. 

 As the characteristic boats of the bay are small craft— cats or 

 sloops— it is to this class of boat owners that the club owes its 

 membership and will owe much of its success; but its yacht list 

 will also include a notable fleet erf little steam craft and larger 

 boats, like the schooner Madcap, of Boston, and most of the large 

 sloops of the bay, and Peri, of Newport, Kelpie, M. F. Swift, of 

 Fall River. Ada and Alice, well known on the bay, will be found 

 in its club book. 



The club adopted the old and well-known pennant of the once, 

 flourishing little organization, the Providence. Y. C; and thus or- 

 ganized, set energetically to work to got a permanent house. A 

 site on a big rock off Pawtucket, the most prominent and pictur- 

 esque spot on Narraganset Bay, was secured, and here the infant 

 organization is boldly erecting a beautiful little. Queen Anne style 

 club house on top of the rock and connecting with the shore by a 

 300ft. bridge. This house and adjunct;, is to cost $1,100, which 

 figures will give some idea of the boldness and energy of the club 

 in undertaking its erection in its infancy. Subscriptions have, 

 however, been received by the club from interested gentlemen 

 outside its membership, the treasury is fat with the initiation 

 fees, and as a culminating stroke the club undertook in the latter 

 part of April the revival of the opera "H. M. S. Pinafore," for its 

 benefit, which appropriate nautical entertainment proved an 

 event of social and financial importance iu Providence, and netted 

 the organization something over £500 for its building fund. The 

 club house will be completed early in June, and will be gloriously 

 "warmed," and then the organization will settle down to make 

 Narragansett Bay lively with its regattas. 



The membership has reached 300, including men prominent in 

 social and business circles in Providence and throughout the 

 State. * Its officers are: Com , W. H. Low, Jr., Providence, sloop 

 Lucille; Vice-Corn., F. P. Sands, Newport, sloop Peri; Rear-Corn., 

 Charles F. Handy, Providence, steam yacht Alert; Pres., Dr. Sayer 

 Hasbrouek, Providence; Sec, E. Howard Wright, Providence; 

 Treas., Dr. R. Herbert Carver, Providence; Mens., Benjamin Still- 

 well, Paul B. W arren, Providence; Trustees, C. G. Bloomer, Paw- 

 tucket; Benjamin Davis and George H. Slade, Providence. Mem- 

 bership Committee, C. G. Bloomer, Pawtuxet; W. G. Brennan, 

 Charles H. Howland, Edgar F. Knowles, R. I. Green, Providence. 

 Regatta Committee, E. Howard Wright, F. V. Eddy, Providence; 

 EHsha H. Arnold, Pawtuxet; R. H. Carver, Charles C. Manchester, 

 Providence. 



The club's laws have been based largely on those of the La rch- 

 mont Y. C. and the sailing regulations, which have not yet been 

 completed, are drawn up with a view to the classes recommended 

 by the Forest and Stheam and already adopted by a number of 

 prominent clubs. 



MAYFLOWER AND ARROW. 



MESSRS. Paine and Burgess have written as follows in answer 

 to Mr. Chamberlayne's letter : 

 Dear Sir— As the prospect of an international match between 

 the Arrow and Mayflower has been definitely ended by your de- 

 cision to attach to the cont est a condit ion restricting the use of 

 the Mayflower's center-board, I must now, in Mr. Pmrgess's ab- 

 seuce, write you the reasons that made it impossible for us to ac- 

 cept the restriction. The first reason is that tue conditions require 

 a yacht club to authorize a challenge, as well as to become the 

 responsible owner of the cup, if won, and I doubt whether any 

 yacht club that I belong to would wish to assume the defense of 

 the cup, cither directly or through one of its members, upon con- 

 ditions which crippled its principal class of racing yachts." Furth- 

 ermore, from the tenor of your letter to the public, Oct. 27, 1885, 

 in which you require six months' notice, that you may have time 

 to make the Arrow "lit to compete with a modern flyer," and the 

 opinion you express in the same letter that, after some suitable 

 alternations, you would be able to make a gallant, even if a losing 

 tight, in defense of the trophy, I was led to suppose that the Arrow 

 would be modernized and would defend the cup as a national 

 champion, and I was surprised to find by your letter of March 30, 

 1887, that you did not intend to fully modernize her, but proposed, 

 instead, to tax and restrict the Mayflower— thus eliininatiug t&e 

 clement of international championship. I was also especially sur- 

 prised that the centerboard should be made (he subject of restric- 

 tion, because your whole motive in offering the cup seemed to be 

 to attract (to quote your words) " such v ssels as the Puritan to 

 our shores "—the Puritan at ttiat time being the most conspicu- 

 ous centerboard yacht, in this countiy. A restriction of any kind 

 upon either yacht in such a contest changes its whole character 

 from an international contest to a private handicap, and by con- 

 ceding the superiority which the international match was in- 

 tended to determine, seems to make the match itself unnecessary. 

 Faithfully yours, Chas. J. Paxne. 



Boston, May 4. — Dear Sir— I have just returned to town aud 

 find your note of April 19 awaiting me. Gen. Paine has already 

 answered the preceding letter. In yours of the 19th inst. you 

 deem the argument invulnerable that the centerboard is an ad- 

 vantage, or ft is not an advantage. If it is an advantage its use 

 should lie restricted so as to place the other vessel on equal terms. 

 If it is not an advantage, no exeoption can be takes to any inter- 

 ference with it." 1 am sorry I cannot agree with either conclu- 

 sion ; for, if the centerboard is a disadvantage, I do not sec why it 

 should be made a still greater one by restrictions in its use ; and, 

 on the other hand, if it is an advantage, we wish the benefit of it, 

 believing that each yacht should derive all possible advantages 

 from its form and rig. If in your letter you referred to the center- 

 board as an advantage, not for speed, hut only with reference to 

 passing over shoal ground, then it seems to me the only way to 

 match yachts of different types is to arrange a course with water 

 everywhere deep enough for both typos. I may add here that the 

 course proposed in the present case, would not have permitted the 

 Mayflower to go to windward in racing form. The greet object 

 of these international contests is to contest the comparative speed 

 of the keel and centerboard types. The latter type is built here 

 partly for convenience, and sometimes for safety, and I think wo 

 mav regard the question of the advantage of the centerboard in 

 point of speed as still to be settled. Regretting that there is to be 

 no match, I remain, yours. Edward Burgess. 



To Taukerville Chamberlayne, Canberry Park. 



Corrected. 

 2 06 37 

 2 00 30 

 2 09 30 

 2 18 04 

 2 18 22 

 5 33 



• 40 



MONTGOMERY SAILING CLUB.— Tho second race of the 

 KfOatgomery Sailing Club teok place on May 1; wind light, N. N. 

 W., making'a series of long and short legs 2J4 miles to turning 

 buoy and a run homo. The start was made at 9 A. M. and the 

 boats finished as foUows: 



Finish. 



Igidious 11 07 00 



Flying Eagle 11 07 03 



Cocktail 11 H 03 



Ino 11 31 29 



Oracle 11 27 58 



Elsie 11 29 07 



Little Tycoon 11 27 40 



Igidious, Flying Eagle and Cocktail are 15ft. tuckups and car- 

 ried 38yds. of sail; Little Tycoon is a 10ft. boat and carried 23yds. 

 of sail; Ino and Elsie are 15ft. duckers and carried ISyds.; Gracie 

 is a 13ft. rowboat, rigged with a single weather grip to starboard. 

 She is 34in. beam and carried i";1ft. of sail in main aud mizen, — 

 E. A. L. 



OLEANDER POINT REGATTA— A regatta was held on May 3 

 at Cocoa, Fla., over a 20-mile course for first class and 10 mdes for 

 the others. The classification and prizes were as follows: First 

 class, 24ft. and upward, first prize 8100, second §50; second class, 

 30 to 24ft., $60 and §30; third class, 15 to 20ft., $50 and $25; fourth 

 class boats, or flat bottom boats of all lengths, £40 and $25; sweep- 

 stake $75. The summary was: First Class— Frost Line, H. G. 

 Hawley; Ripple, Victor Vuillaume; Arrow, A. J. Canova; Miune- 

 haha, Leon V ann; Minnesota, Hosmer Allen; Sparkle. C. J. Travis; 

 Linda, C. Edward Cecil; Island City, R. B. LaRoebe. Ripple, 3h. 

 13m.; Arrow, 3h. 16m. Second Class— Bessie, B. B. LaRoche; 

 C uiser, S. S. Fleming; Water bily, Geo.N. Hatch; Greteheu.C. H. 

 Knapp; Rosalind, B. W. Jerome; Ida May, C. J. Coggin. Third 

 Class— Rosa H., J. F. Houston; Gold Dust, B. A. Circle; Mildred, R. 

 B. Burchiield; Meteor, Ellis B. Wager; Dot, J. O.Schofield. Fourth 

 Class— Uhio, Edgar W. Holmes; Osceola, Julius King; Victoria, Q. 

 Cleveland; Ruby, E. C. Summerlin. 



