Mat 26, 1887.] 



FOREST AND STREAM. 



403 



YACHT RACING AND RACING RECORDS. 



WHILE the claims of racing as a factor in the development and 

 extension of vaehliug are admitted even by those whose 

 onlv pleasure is in cruising, it is certain (hat there is a point 

 bevond which racing cannot extend without injury to the sport at 

 large. It will probably be a long time before tins point is reached 

 in America, but there can be no doubt but that it has been passed 

 abroad, and with bad results. Without stopping to consider just 

 how much of this was due to the adherence to a rule of measure- 

 ment that had t eased to work for Rood, it is only necessary to call 

 attention to the fact that with a fleet of over 4,000 yachts, the racing 

 last year in Great Britain was mainly confined to two large cutters, 

 a few small ones, and several vawls, while the schooner class was 

 dead. This year it would no doubt have been far worse but for 

 two or three special occurrences: the rule has been changed for 

 one- far more liberal in its action, Thistle and the international 

 races here will have a favorable influence on the racing, especially 

 as the wide boat will meet Irex in the. early season, and the general 

 activity of tbe Jubilee year has extended to vacating as well as 

 other sports. Thanks to these circumstances, British yachting is 

 given an opportunity to recover from the straits it has fallen into 

 of late years, and to make a new start under more favorable 

 circumstances. The lesson, however, should not be lost on 

 Americans now that wo are entering upon a period of successful 

 racing that is likelv in timo, as most things are, to be greatly over- 

 done. Until a few years since yacht racing was carried on here in 

 a very unsystematic and desultory manner, the races, few in 

 number, being managed bv the different clubs without regard to 

 each other, measurement, classes and sailing rules all neiugdiffer- 

 ent. The interest in the races, except in a tew cases, such as the 

 Cup contests, were entirely local, and few knew or cared .much 

 about boats that ihey never seen and hardly heard of. 



Of late years this has changed in a marked degree, the whole 

 tendency' of American yacht racing has been toward a national 

 system; and though the progress has at tiroes been slow, and the 

 task seemed hopeless to the few interested in it, there can he no 

 doubt hut what great progress has been made. Much has been 

 done in the mutter of time allowance, the vital point of yacht rac- 

 ing; not only have the clubs generally adopted far better rules, 

 but the length and sail area rule has become so well known, and 

 has been successfully tried by so many that it seems probable 

 that it will be universally adopted at an early day. In the 

 kindred matter of classification less has yet been done, but the 

 clubs have been aroused by the efforts of the Forest and Stream 

 to the importance of the question, and the action thus far indi- 

 cates that the subject will soon be satisfactorily and permanently 

 settled. In the matter of sailing rules some of the loading clubs 

 have devoted a vast amount of care and labor to the perfecting of 

 their own rules, and these have been taken in turn by the smaller 

 clubs, the faulty rules that date back to the early days of yacht 

 racing beiug abandoned. In this work t he Soawauhaka Corinthian 

 Y. C. is far ahead of all others, having lately given to yachting a 

 set of rules which it is very probable will be adopted soon by all 

 ( lie racing clubs. Thus all seems tending to a time when ageneral 

 uniformity in the rules and methods of the now separate and dis- 

 united yacht clubs will lead to a union similar to the British 

 Yacht Racing Association, the American Canoe Association, the 

 National Association of Amateur Oarsmen, and similar bodies 

 having charge of the development and welfare of other national 

 sports. 



An important feature of this great change that is going on is 

 the interest, taken by yachtsmen in the national fleet and its 

 movements, as well as in their home clubs; for instance, the ad- 

 vent of a new yacht, such as Sachem or Cinderella last year, and 

 Titauia or Shamrock this season, will excite almost as much in- 

 terest among yachtsmen at a distance, many of whom may never 

 oven sec the yachts, as would the addition of a new racer to their 

 own class in their home clubs. Thanks to the yachting periodi- 

 cals, the boats are already known to them, and the races will be 

 watched as intently, by those at a distance, through the columns 

 of the Forest and Stream, as the members of the New York 

 clubs will watch them through their glasses. Every one knows 

 thai Mr. Burgess has designed a yacht for the Oswego Y. 0., and 

 her doings in the early sails and the round of the L. Y. R. A. will 

 be watched eagerly by many who never saw the great inland seas, 

 and who know her rivals, Iolauthe, Garfield, Katie Gray and 

 Laura only through the Forest asd Stream. 



Naturally each man's interest is first centered in his own boat, 

 no matter' how small she maybe, and the boats with which be 

 races, but next to this he wants to know what the great world of 

 yachting is doiug; about Thistle, Irex, Genesta, Weudur, Queen 

 Mab and Marguerite, down to Doris and the tiny 3-tonners; about 

 Mavflower, Puritan, Prised!! a, the new steel yacht. Sachem, Julia, 

 and Montauk, down to Shadow, Shona, Cruiser, Fairy, .Jewel and 

 the smallest of the licet. To tell this story each week through the 

 season and to tell it with a fair degree of accuracy and detail, has 

 been the endeavor of the Forest and Stream for many > ears, 

 hut the field is each year larger, while fuller and more accurate 

 records are at the same time demanded, and in order to give them 

 . we venture to call on those directly interested, the clubs them- 

 selves, to aid us. The extent of the work may be gathered from 

 the fact that some 350 races are sailed each year between the last 

 week in May and the middle of October, or an average of 15 per 

 week, the number at times running up to 25. These races are 

 scattered over the entire United States and Canada, from Nova 

 Scotia to New Orleans and from Boston to San Francisco. The 

 larger ones of course demand special exertions and expense to 

 secure full and complete reports by experts who are present in 

 person, but with the majority this is not necessary, and even if it 

 were it would not he possible, owing to the. distances and the num- 

 ber of races at the same time. What is needed in the great major- 

 ity of cases is merely a clear statement of the yachts which com- 

 pete, the conditions of weather, wind and tide, the courses and 

 prizes, and if possible a brief resume of the leading maneuvers 

 and interesting points of the race. Such a record it is the duty of 

 each club to preserve for its own use, though it is not always done, 

 and such, for its own interest, it should also make known to fel- 

 low clubs through the proper channel, the journal which carries 

 the news to all. 



The importance of keeping full records of boats and races, as 

 weU as of all club matters, is seen in a moment if we consider 

 how little is known of many famous yachts, even the lines and 

 much of the history of such a world-renowned craft as the Amer- 

 ica beiug involved in much doubt. It should be the duty of some 

 careful and reliable man in each club to attend solely to such 

 matters, as the most trivial occurrences to-dav may prove of the 

 greatest interest in the future. A s to the second point, it is of the 

 flrst importance to a club that its races and all its public business 

 should be correctly made known to the rest of the yachting world. 

 Many instances might be given of small clubs in unfavorable 

 locations that have been built up solely by the labors of an ener- 

 getic secretary who has fully understood the responsibility and 

 opportunities which accompanied his office. The position which, 

 each club takes beside its fellows does not depend on the size and 

 number of its yachts, on the wealth of its members, or on the 

 waters on which it sails; but on the manner in wlrch it deals with 

 the important questions always before the clubs, on the spirit 

 with which its races are conducted, both by owners and regatta 

 committees, and by the reputation 'of its members as thorough 

 sailors and yachtsmen. This is particularly the case with some 

 of the smaller clubs about Boston, clubs whose boats are all under 

 30ft.. and yet, which, by the number and character of their races, 

 have made themselves known throughout the country. The club 

 whose actions and surroundings are purely local, that goes quietly 

 on its way without, regard to what others are doing, may continue 

 in the same course for years, and yet its boats will never be 

 familar to outside yachtsmen, its races will attract no attention, 

 and it will remain in a position far below that which its size enti- 

 tles it, to. While it is to the interest of the Forest and Stream 

 as a newspaper to collect all the news in its different departments, 

 it is none the less to the interest of every club that its movements 

 should be fully and truthfully reported, and we therefore ventur 

 to ask the aid of the clubs, through their secretaries or othe 

 proper officers, in the following manner: 



The Forest and Stream has prepared a blank form on which 

 may be entered the necessary information concerning each race, 

 copies of which form will be sent to any club desiring them 

 What we ask is that one of these be filled out at once on the con 

 elusion of a race and mailed to our office. The form will also be 

 found very useful for keeping a, permanent record for the club. 

 What is needed in a report of tbe average yacht race; not fine de- 

 scriptive writing a la Clarke Russell; not glowing eulogies of the 

 beauty and the costumes of the ladies on the club steamer nor the 

 ordinary personalities about gallant Captain X. or handsome 

 Captain A., that go so far to fill., up many reports. What the 

 yachtsman desires is a plain story of the race, the yachts and own- 

 ers, the weather, wind aud tide, the courses and distances for each 

 class, the winners and prizes, and a brief notice of the leading 

 points throughout the race. Of course many events demand more 

 than this; but in the greater number of races such a condensed 

 account, if accurate, is better than a longer one. In the blank 

 which we have prepared all these details are provided for in away 

 that makes it easy to fiU out without omitting any important 

 detail. Most of the races occur on Saturday, and in order that the 

 account may appear in the following issue of thp Forest and 

 Stream it is necessary that it should be received as early on Mon- 



day as possible. The matter Is prepared for publication on or be- 

 fore Monday , only the most important of the news received on Tues- 

 day being taken, while on Wednesday, the day the paper is printed, 

 nothing is taken that can possibly be left over. In most cases 

 the main entries may be made during tbe race, only the times 

 at finish, elapsed and corrected times and winners being added, so 

 that the report may be mailed the same day, reaching us by Mon- 

 day. There ere now some clubs which send regulai reports of all 

 their races, and we hope with this system to have many more; for 

 those which do not care, to work with us in the matter we can 

 only promise to make the best use of such material as we may ob- 

 tain through the means of our exchanges. In many cases we re- 

 ceive from members of clubs the local papers with reports of 

 races, but while these are sometimes useful in connection with 

 other information they are of little value in themselves, as the 

 ordinary reporter deal's with a yacht race as with a, horse race, 

 ball match, fashionable wedding, or political meeting, and such 

 minor points as I he maneuvers of the yachts entirely fail to inter- 

 est him. In addition to the reports we would ask from club sec- 

 retaries copies of the club book each year, notice of changes in 

 rules, of meetings and elections, and also, when possible, charts 

 or sketches of racing courses, for publication and for a better un- 

 derstanding of those unfamiliar to us. This season the racing 

 promises to suspass anything yet known in American yachting, 

 nd with such help as the clubs can give, we propose to make 

 peeial efforts to give full and reliable reports. Of course, many 

 rors will creep in, but these should at once be poiuted out, so as 

 to be corrected as soon as possible, and it is desirable in such cases 

 thai tie- correction should come from the (dub rather than the in- 

 dividual, before any change be made in the official record fur- 

 nished by the club. 



Now. before the season opens, a few suggestions may prove use- 

 ful to the new regatta committees, many of which have had no 

 experience in the management of races. To do this well requires 

 a knowledge and experience which is only obtained by long 

 practice, and we would say to all clubs, when you got the right 

 men on a regatta committee keep them there, do not, let club 

 polities or any similar cause operate to remove them. The. position 

 s a thankless one, involving not only hard work but much respon- 

 sibility, and there are. few who can and will fill it, properly. 



In order to carry out successfully a sailing regatta a thorough 

 system is nei-.e.-snrv, the innumerable details must be arranged 

 well in advance, and there must, be nothing forgotten at the last 

 moment. The conditions of the race, the classes, entries, courses, 

 crews, rules and prizes, should all be settled well in advance and 

 full notice given. If necessary, blanks should be prepared for 

 entries^ The yachts should be accurately measured by the club 

 measurer some days before the race and their measurements filed 

 with the regatta committee in time for the allowance to he com- 

 puted at least on the day before the race. This will not in all 

 cases he possible, but the measurement should be taken as nearly 

 correct as may be. and in the event of the boat taking a leading 

 place it can be officially verified before the prize is awarded. The 

 courses being fixed upon, they should be well marked with flags 

 where necessary, before the day of the race; or where tins cannot 

 be done, the flags, boats, buoys and moorings should be ready over 

 nl°ht at the el ub house, and should be set out as early as possible 

 next morning. Promptness and punctuality are the two things 

 necessa,r\ to successful yacht racing, both on the part of the 

 owners, crews and regatta committees, and nothing must be left 

 until the last moment. ...... , ' . 



A word as to courses. In order to avoid collisions and disputes 

 the. startlug and finishing lines should he always at right angles 

 or very nearly so to the first and last legs of the course, and a 

 portion of each line should be clearly marked by boats or buoys 

 with flags, bet ween which the yachts must pass iu starting and 

 finishing. The length of lines thus laid off must, be regulated by 

 the size and number of starters, so that there shall be ample room 

 for the necessary maneuvers at the start and yet it shall be small 

 enough to keep the boats within easy sight in timing. If there are 

 half a dozen or so of 20ft, boats 100yds. would suffice, increasing to 

 a quarter of a mile for a big fleet in a breeze and tideway. What- 

 ver the distance is it should be plainly marked so that no boats 

 can straggle across half a mile from the fleet, and no dispute can 

 arise as to a proper crossing of the finish line. Unless the fleet 

 be small and the boats well known each should have a number, 

 figures not less than 3ft. in height, in black paint on white muslin, 

 furnished by the regatta committee, to be securely sewn or 

 fastened with the patent pins made for horse blankets about the 

 intersection of the t wo diagonals of the mainsail. These numbers 

 are usually placed where most convenient, but if in the throat 

 or at the peak they are often hidden. They must all be placed 

 on the side of the sail on which the committee will be to time 

 the start, so as to be readily seen. 



A suitable steamer should be provided tor the committee, a 

 comparatively easy matter in these days of small launches and 

 swift steam yachts, and it should be under the exclusive control 



of the committee. 



At the time of starting t he wind and tide must be considered bv 

 the committee as well as by the skippers, but the committee boat 

 should be at the starting point half an hour before the time, the 

 final instructions, if any, should be given to the fleet and promptly 

 to a second the first whistle should be blown and the Union jack 

 set in place of the ensign. At the expiration of the. proper inter- 

 val the starting whistle should be blown and the club burgee set 

 in place of the jack, the flag in every case, being changed with the 

 whistle, so that any one in doubt may see by the jack that the 

 preparatory iuterval has not expired, or by the burgee that the 

 start has been made. , 



A whistle is always the best tor signals, as there is no missing 

 fire, but a reliable man should be stationed by tbe cord with a 

 large and heavy club for the "Give her a toot" fiend, who some- 

 how finds Ins way even into the best regatta committees. The in- 

 discriminate blowing of steam whistles, pleasant as it is to steam- 

 boat men, is only annoying and confusing to the yachtsmen, and 

 the club steamer may at least set an example to the other beats. 

 It it sometimes the custom to give a short blast as each boat is 

 timed at the start or intermediate points and It is useful as en- 

 abling those on the boats as well as the spectators to catch the 

 official time, but all indiscriminate whistling, as when the 19th 

 boat passes an unimportant mark because Tom or Jack or Billy is 

 on board is only childish. 



One of the most import duties of a regatta committee is the tim- 

 ing, and this, iu every case, should be beyond question. To do it 

 properly two good watches are necessary, to be compared before 

 and after the race. To catch the times of twenty boats crossing 

 a line within five minutes is no easy matter, but if managed prop- 

 erly it may be done with the greatest accuracy. Three men are 

 necessary. One exactly on the starting line ready to call the num- 

 ber of each boat as her mainmast crosses the line, one with watch 

 in hand, and one to take down simply the numbers and time as 

 called off. At about half a minute before the starting time the 

 timekeeper begins to count seconds aloud, 30, 31, 32, etc-, until he 

 comes to (30, in place of which he calls the actual minute, on which 

 the man at the cord blows a long blast on the whistle. The time- 

 keeper does not stop but counts on in seconds, calling each minute 

 as it occurs. Meanwhile the first man watches the fleet and sees 

 that number three will be the first to cross. As her bowsprit is 

 near t he line he says "Ready three," and as the mast cuts the 

 line he calls "Three." The. third man, who is ready with pencil 

 and paper, catches the number three and at the same time the sec- 

 ond, as called off by the timekeeper, and wri'es both down as rapid- 

 ly as possible. He has already taken the hour and minute, 

 for instance, llh. 5m., and he hears first "Ready, three," then 

 "three," and at the same time catches "Fourteen" from the time- 

 keeper. He writes 3 before the hour and minutes and 14 after 

 them, and is ready tor the next boat, "Ready, seven," comes 

 from the first man; he writes down 7 below 3; then comes "six 

 minutes" from the timekeeper, which is also written below the 5 

 in the column of minutes; then when he hears "seven" again 

 from the first man he catches the corresponding second from the 

 timer with it and writes it down. All this is done very quickly, 

 and it may be necessary to call out the number only once as the 

 boat's mast, crosses the line, and often two or three are so close that 

 their times are almost the same; but the order at least can be taken, 

 even if two cross in the same second. The entire results of a close 

 race may depend on the accuracy of the timing at the start, and 

 every care should be taken to insure it. No noise or conversation 

 should be permitted while it is going on. A second man may be 

 at hand to record the times as a possible check; it is well, too, to 

 have a member of the committe who is disengaged to look out for 

 fouls, as those engaged in timing can do nothing else. 



The engineer should he instructed to have a good fire and plenty 

 of steam, and if anchored, all must be ready to get the anchor as 

 soon as the last boat is over, especially if the start is down wind 

 and "with a lee-going tide. There are always some laggards who 

 will not have crossed when the last whistle is blown and the handi- 

 cap time has expired , but there is no obligation to wait for them, 

 unless it can be done as well as not. In starting a race the in- 

 variable rule should be to blow the whistle on the exact second, 

 no matter where the yachts are. There may be occasional excep- 

 tions to this rule but they are few, and if strictly enforced men 

 would soon learn to be ready in good time. Accidents will occur 

 to all, some lubber puts his boom end through your mainsail and 

 there is a hurry job for the sail maker, or some important person- 

 age, who cannot well be left ashore as he deserves, keeps the gig 

 waiting until the whistle has blown: but in the long run these de- 



lays are diminished rather than increased if it be generally under- 

 stood that the race waits for no one, but the whistle will be blown 

 on the exact second. It is a premium to the careful man who has 

 all ready iu time, and he should not be robbed of it to oblige some 



la §nouhl there he any doubt of the committee hoat returning in 

 time for the finish, some one should be placed in the stake boat 

 to time the yachts on their return, otherwise the entire race may 

 be in vain. If the course is crooked and the steamer can cut 

 across the corners, or if it seems llicely I hat she can go near to the 

 turn and vet run in while the yachts are beating home, it may he 

 all right, but if the course is straight and before a good breeze the 

 yachts are likely to outrun the steamer, and she umst either not 

 go out to the turn or some one. must, be left at tbe finish to time 

 the yachts. 



Once away the place for the steamer is with the yachts, to lee- 

 ward or otherwise out of the way, but near enough to see. all of 

 the sailing and to watch closely the loading boats "for fouls. The 

 fieet may be so scattered that this is difficult , hut, with a. speedy 

 steamer and a careful engineer it may generally he done. That it 

 often is not done all who have had experience can testify. 

 An instance occurs that happened not long since withiu a 

 thousand miles, more or less, of Long Island Sound. The re- 

 gatta committee started the fleet, some twenty yachts, in a light 

 breeze in which the steamer could have easily kept abreast of 

 them, instead of which, as soon as they were well away, those 

 on the steamer produced a big pail, tome bottles, lemons and other 

 ingredients, and proceeded to mix a punch, the si earner mean- 

 while heading off for a distant part of the harbor. The fleet 

 sailed out, failed to find the stake boat provided by this regatta 

 committee, and straggled home, each yacht having turned a 

 different mark and claiming it as the right one. The regatta 

 committee was on hand to time them. The various awards were 

 disputed and a great deal of ill-feeling ensued, the results being 

 to tbe injury of the club; but the regatta committee had an ele- 

 gant time, and that was all its members cared for. In one of the 

 principal races of last year the steamer, instead of following the 

 vstchts as she was fully able to do, was taken off in another direc- 

 tion to engage in a friendly race with a rival tug on which were 

 some fricnos of one. of the committee, thus losing much of a very 

 important and interesting race. Contrary to a. very common idea, 

 there is very little fuu in the work of a regatta committee, and if 

 any go on it with only that end in view, it will pay the club to give 

 them a pleasure outing, with plenty of liquid comfort, on some 

 other day, on condition that they stick to business and Appolli- 

 nuris water during the race. 



Once well away there is little to do save to look out for any pos- 

 sible fouls or viola tions of the rules, and perhaps to complete some 

 of the calculations of measurement and allowances of boats not 

 measured in time. If possible, the times of the leaders should be 

 taken at the mark, as in a long race they often show some most 

 important facts that would net-be suspected from the mere el a psed 

 times. The relative times down wind and to windward are speci- 

 ally interesting between diffeient types. If tbe steamer cannot 

 run out full to the mark she may take the best position possi ble 

 and time the boats from it, tbe times being fairly correct pro- 

 vided she remains in exactly the same spot, while taking all. The 

 fleet is apt to he so scattered on the way home that the steamer 

 can only accompany the. leaders, but at any rate she should try to 

 be on tile finish line before the first boat, comes up. It is usual to 

 salute the winner with as much noise as can be made, but what we 

 ha ve said concerning the abuse of the steam whistle applies here as 

 well as in other parts of the race. If a short blast only is given as 

 each yacht crosses the line, her time may be taken by all in the 

 fleet, and just at, this time it is very acceptable to some, if not as 

 welcome to others. All should be timed, to the very last, if possi- 

 ble, as the man who has sailed a losing race and ccmes in at the 

 fail, after a hard light, is at least entitled to the official recognition 

 of his having gone the course. 



The yachts all timed, there yet remains the calculation of the 

 elapsed and corrected times; but if the recordshavebecu properly 

 posted thus far, this will not take very long. All calculations 

 should be verified by two or more persons to insure their absolute 

 accuracy, as nothing is so likely to produce discontent and ill 

 feeling as the. reversal of a decision that has once been made pub- 

 lic. Should any protests arise they must be decided by the com- 

 mittee according to the evidence given by both sides and the rules 

 of the club; and in such matt ers the decision of the regatta com- 

 mittee is final and beyond appeal, it will be seen that the reputa- 

 tion and welfare of the club is entirely in the hands of the regatta 

 committee on the occasion of every race, and this fact should be 

 borne in mind by every member in voting for men to fill such im- 

 portant positions. Their influence for good or ill is far greater 

 than that of the commodore or any other officer; their positions 

 involve much work and small thanks if they attend properly to 

 their duties, and when men are found who are both willing and 

 competent to undertake the task they should bo retained in office 

 as long as they will remain, as their work is sure to improve with 

 practice. 



THE HISTORY OF THE MUSQU1TO. 



Editor Forest •and Stream: 



I- was very much interested in the article "Fifty Years of Yacht 

 Building," 'by Dixon Kemp, in the Forest and Stream of May 

 5 inst. The article is very interesting all through and I desiie to 

 thank you for its publication. He gives some interesting particu- 

 lars of the. famous old yacht Mhsquitn. The following notice, to- 

 gether with the working drawings, was published in the L'. S. 

 Mi ul leal Mauqzine, August, 1857, Vol. VI., No. 5, page 399, by John 

 M. Griffiths, Naval Arctitect: 



"The Musquito is the famous British yacht that won a race in a 

 contest with the renowned America; after she had passed from the 

 hands of our countrymen, however. Her history is Singular, and 

 affords a hint of the value of seamanship in bringing out the quali- 

 ties of a sailing vessel. She is built of iron, by Mare, of Rlaekwall, 

 in 1818. There appears some doubt in regard to whom the honor 

 of her design belongs. Ditchburn and Waterburn both claim it. 

 On her first appearance she won a prize, beating the Arrow, Hero- 

 ine and others, but for some years she was rather an unfortunate 

 vessel, being generally beaten. In 1852 she changed commanders, 

 and the result was soon manifest. In 1852 and 1853 the Musquito 

 was engaged in sixteen races and was t eaten but once, by a foot or 

 two only. During this victorious career she was opposed to nearly 

 every fast yacht afloat." 



The America, Arrow, Alarm, Volante, Cynthia, Aurora and 

 Julia were among those that had to acknowledge the wonderful 

 sailing propert ies of the formidable Musquito. An English writer 

 remarks; 



"The Musquito, although constructed in 18t8, possessed many of 

 the qualities for which the America was so much admired three 

 years afterward. The l.w.l. forward in the former is but one 

 degree less acute than in the latter, a ud the position of the several 

 centers of gravity and of the midship section is turther aft than 

 was usual. By a careful comparison of the elements of their con- 

 struction, we shall find that m many principal proportions there 

 is great similarity between the America and Musquito. It may 

 be doubted whether the Musquito would have answered had she 

 been constructed of wood. Her keel and garboard plates were of 

 very thick iron, weighing several tons. This, added to the thin 

 material of her bottom, admitting the ballast to be stowed near 

 the keel, brought the center of gravity of the balLast very low 

 down, and enablod her to carry immense, sails. Sue differed from 

 the generality of racing yachts in one important particular, as 

 she nad large cabin space and bad upward of 7ft. height between 

 decks; and in complete opposition to the commonly received 

 notions concerning racers, that internal fittings are detrimental 

 to speed, she had five complete bulkheads across her, besides two 

 half partitions. As it may be interesting to many yachtsmen to 

 know in what manner she was prepared for racing, I may state 

 that on no occasion was any bulkhead ever removed. The doors 

 were sometimes taken down, the sofa lockers removed and taken 

 out of the vessel. The contents of the forecastle and sail room aft 

 were transferred to the main cabin, together with the windlass, 

 anchors and any weighty part of the equipment, which were, 

 placed under the platform of the cabin." 



The principal fault in the construction of the Musquito was the 

 excessive fullness of her waterline abaft, which caused her to 

 drag a large wave on the lee quarter. 



Length on loadline 59.2ft. 



Load displacement in cubic feet 2,4;.'4 



Load displacement in tons 09.25 



The dimensions of her spars were as follows: 



Mast, heel to cap 51ft. 10in. 



Diameter 13%in. 



Hoist of mainsail 37ft. Sin. 



Length of masthead Oft. 7in. 



Topmast, heel to sheave 37ft. Gin. 



Boom, length 23ft. Gin. 



Diameter 12in. 



Gaff, length 37ft. 



Bowsprit, length 4fift. 6in. 



Diameter 13in. 



Housed ...12ft. Gin. 



D. C. W. GOODSBIA, 



429 First Street, San Francisco, May 12, 



