144 



FOREST AND STREAM. 



[March 7, 1889. 



LIGHTS, BUOYS AND OTHER AIDS TO NAVI- 

 GATION. 



THE following is as coininete an abstract as our spaco allows of 

 the lecture delivered on Feb. 9 before the Senwanhaka Oor- 

 intbian Y. 0. by Lieut. Sidney A. Staunton, U. S. N. The lecturer 

 first called attention to the conditions which maintained among 

 the early mariners, an ignorance of astronomy in its application 

 to navigation, and also of the compass; so that they were entirely 

 dependent on lights and landmarks, the latter being purely 

 natural, such as headlands, hills, high trees and isolated rocks. 

 As far back as the days of the Phoenicians an effort was made to 

 supply the deficiencies of nature in thin respect by artificial 

 means, such as fires by night and columns of smoke by day in 

 conspicuous locatious, and later by towers of wood or stone, serv- 

 ing, as now, the double purpose of a mark by day and a suitable 

 elevation for the fire by night. Buoys were probably unknown and 

 local knowledge only was depended on, the first cruising ground 

 of the early navigators, the Mediterranean, being comparatively 

 free from shoals and reefs. 



After a brief description of the celebrated Pha ros of Alexandria, 

 the lecturer called attention to the stone watch towers of the 

 Komans. first along the Mediterranean and then carried along 

 the coasts of Gaul and Britain, remains of which are still in 

 existence. From the time of the Romans down to the eighteenth 

 century uo progress in the art of lighthouse illumination is dis- 

 coverable, and up to the beginning of the present, century the 

 English and American sailor bad no better guides than the 

 Roman or Phoenician, coal fires on a stone tower being used as 

 late as 1816, while in 1809 the famous Eddvstone Light was 

 equipped only with a chandelier of tallow candles, inferior to 

 coal; the latter being difficult to transport to such an inacces- 

 sible locality. The first improvement on the open fire, obscured 

 by smoke and with most of the rays wasted, was a covered lan- 

 tern with lamps or candles, but the earliest of these were even 

 inferior to the open fire. It. is to Franco that mariners are in- 

 debted for the three great improvements which have made the 

 art of coast lighting what it now is— the Argand burner, the 

 parabolic reflector, and the Fresnel lens. By these are secured 

 the two conditions on which efficient and economical light in- 

 depend: First, that the light shall be clear, bright and free from 

 smoke: second, that the rays proceeding from it shall be con- 

 trolled and utilized. The first end is secured by the use of the 

 Argand lamp in its later and improved form, with such illumi- 

 nants as sperm and colza oil at first, replaced later on by lard 

 and the higher grades of mineral oil, tho latter being exclusively 

 used in the United States. 



After dwelling on the principles on which the diffusion ami 

 concentration of light depend, and tho loss with the ordinary 

 open lamp, the lecturer described the parabolic reflector, by 

 which all the rays of light are concentrated in a single, beam of 

 great intensity. The catoptric method of lightiug, formerly 

 largely employed for revolving lights, consisted of three or four 

 frames arranged about a vertical axis and revolved hy a suitable 

 mechanism. Each frame carried a uuinber of Argand burners, 

 each supplied with a parabolic reflector, similar in principle to 

 the familiar locomotive headlight, the axis of all the reflectors 

 in a frame being parallel, thus makiug three or four beams of 

 light of great intensity. Which swept in succession about the 

 horizon. The catoptric method is still retained in England, but 

 in the United States it has been displaced bv the lenticular 

 apparat us, except in lightships. The objections to it were that 

 the mirrors were difficult to keep in order, while there was a 

 great loss of light due to the absorption of about 50 per cent, by 

 the metal of the reflector. In the lenticular system, originated 

 by Fresnel. the light is concentrated by passing through glass. 



The lecturer described the action of the ordinary plano-spher- 

 ical lens in concentrating the rays into a beam, all being parallel 

 to the axis, showing the difference between the spherical lens, 

 the segment of a sphere, roucentratiug all rays into a cylindrical 

 beam of light; and the cylindrical lens, a segment of a cylinder, 

 concentrating the light in the direction of planes perpendicular 

 to the axis of the cylinder, both of which methods are employed 

 in lighthouse illumination. He then described the practical 

 difficulties attending the large spherical lenses, and the manner 

 in which they had been overcome bp Fresnel, by making each 

 lens of a number of pieces. The construction of the perfected 

 Fresnel lens was described in detail; the central plann-couvex 

 lens of manageable dimensions, in the form of a belt or ring, 

 surrounded above and below by other rings, each a portion 

 of a lens, cast and ground to such a shape as to reflect those 

 certain rays which fall on it in a direction parallel to the main 

 axis. In addition to this system of lenses, prisms are employed 

 above and below to refract the rays that would otherwise be 

 wasted. The first arrangement for this end employed a system 

 of lenses which refracted the more nearly vertical rays into pen- 

 cils of light, which in turn wei"; reflected by metallic mirrors 

 into a direction parallel with the rays from the main system of 

 lenses, hut about 1843 these auxiliary lenses and mirrors were re- 

 placed by prisms, tho loss due to the absorption by the mirrors 

 being thus avoided. 



The lighting of a coast has been compared to the lines of a 

 fortified place; there are the outer lights on prominent head- 

 lands and outlying dangers, the great ocean or landfall lights, as 

 they are sometimes called, usually of the first and second orders. 

 These are the first seen when making land, and they are the 

 lights by which positions are checked and courses laid in coasting 

 navigation. They should bo placed on a well-ligl ted coast that 

 their circles of illumination cut each other, aud no two lights 

 within a distance of 60 to 80 miles of each other should have the 

 same characteristics. The navigator doubtful of his position 

 should be able to determine it at once by the characteristics of 

 the first ocean light sighted. To this end the lights are both 

 white and colored, while the duration of the light, either fixed 

 or flashing, is varied in a number of ways. 



The classification of lights in the United States is as follows: 



Fixed white. Fixed red. Flashing white. Flashing red. Fixed 

 white, varied by white flashes. Fixed white, varied by red 

 flashes. Fixed white, varied by red and white flashes. Flashing 

 red and white. Double lights. 



These various combinations are effected through the uso of the 

 two classes of lenses — the spherical, which concentrates light in 

 all directions and gives out. a solid beam, and the cylindrical, 

 which concentrates light only on the vertical lenses and gives out 

 an equatorial belt of illumination. These lenses maybe fixed re- 

 volving with different intervals between the flashes, or a combi- 

 nation of fixed light and flashes; while the distinction may be still- 

 further varied by the introduction of color, through the interposi- 

 tion of colored glass between the (lame and the light, red being 

 employed for high-order lights. The effect of a spherical lens 

 may be produced by placing outside of a horizontal cylindrical 

 lens, which concentrates light only on vertical lines, a vertical 

 cylindrical lens, which cohceut rates light only on horizontal 

 lines. The first lens concentrates the rays which fall upon it into 

 a band, and the second lens reduces a portion of this band 

 to a beam of light; this method being much employed for 

 flashing lights. The figure represents in plan a Fresnel 

 apparatus provided with external panels of vertical cylin- 

 drical lenses, A 1 A* A* A*, set in a frame and revolved 

 by clockwwrk about the principal lens, All the light of 



the angular spaces a 1 a" a s a* falls upon these vertical lenses, and 

 is projected in brilliant beams, which sweep past the observer as 

 flashes. The light of the angles, b 1 h 3 V b*, not subtended by the 

 panels, retains its characteristics, and is observed as a fixed light 

 less brilliant than the flashes. These panels of vertical lenses 

 may be of greater or less height; if they are made only of the 

 height of the principal lens of the Fresnel apparatus, the light 

 transmitted from the reflecting rings above and below wilt rass 

 above and below the revolving panels, and will appear as a fixed 

 light of diminished intensity. An observer in the angles c 1 c 2 etc. 

 will then see a faint fixed light, precedingand following the bril- 

 liant flash, and separating it by an apnreciable interval from the 

 steady and strong fixed light of the angles b' b 3 b 3 b*. If red shades 

 be interposed in the angles a' fl' J a s « ' the flashes will be red; if the 

 red shades be applied to ft 1 a 3 only the flashes will be alternately 

 red and white. If three panels be omitted the light would be 

 fixed, with a long interval varied by a flash; if two be omitted 

 and the other two be placed close together the light would be 

 fixed, varied by two successive flashes. Thus there is ample op- 

 portunity for all necessary variations and distinctions. 



The most magnificent chain of first order lights in the world is 

 that extending from St. Augustine to Key West, guarding the low 

 coast of Florida and the dangerous kevs; 10 lights, placed at 

 heights of 110 to 165ft. above the sea. and visible from 16J4 to 19 

 miles. Inside of the great landfall lights is a second line mark- 

 ing less prominen t capes, interior dangers, and the mouths of 

 harbors and estuaries. Lastly there, are the harbor lights proper, 

 small lights on piers and mole heads, and dangerous points within 

 the anchorage grounds. 



The lecturer next dwelt on the peculiar nature of the structures 

 required for the lights, placed of necessity in exposed and out- 

 lying situations, often on rocks and reefs barely above the level 

 of low water, and where not only was the work of construction 

 difficult and dangerous, but the highest degree of engineering 

 skill was needed to insure safety for the structure from the 

 violence of the sea. As an instance the work on the celebrated 

 light at Miuot's Ledge was quoted, the first building, a 

 skeleton structure of iron erected in 1818, being carried away 

 by a great storm three years later. The work of replacing it with 

 a more substantial structure was rendered extremely difficult 

 from the fact that the rock was but 42in. above low water at the 

 highest point, and in many places actually below. The new light- 

 house was begun in 1855, under the direction of Gen. Alexander, 

 but 130 hours work being possible in that year; 157 in 1856; 180 in 

 1857; 208 in 1858; 377 in 1*59; and the balance in 1869. The outly- 

 ing sand shoals are marked by structures founded on screw piles, 

 with broad flanged screws deeply grounded in the sand, the upper 

 poitions being strongly braced. The magnificent skeleton towers 

 of the Florida reefs rest upon niassivc iron piles, set deeply into 

 the coral formation, and receiving additional support from heavy 

 iron bearing plates resting on the coral; the piles passing through 

 these plates and resting their shoulders, cast or forged on the 

 pile, upon them. The towers themselves are distinguished by 

 various markings, being painted in horizontal, vertical or spiral 

 stripes, or in squares like a chess board. 



Light vessels, placed on outlying shoals and the ends of sand 

 spits, are more expensive to maintain than lighthouses, and are 

 liable to be misplaced. Fixed lights only, on tho catoptric sys- 

 tem, are employed, the variations being Ave; fixed white, fixed 

 red, fixed white and red, two fixed white, and two fixed red. The 

 lecturer next considered the loss of light due to the use of 

 colored glass, and the objections from this score, also the fact 

 that under some conditions red and white lights, side by side, 

 were undisiinguishable; as is sometimes seen in a fixed white 

 light in which also a panel of red glass on each side is arranged 

 to cut off all but a ceifain angle within which some danger 

 exists. In some cases where red and white aro used in such 

 close connection it has beer, found at times impossible to distin- 

 guish the two. 



The question of the best, illuminant for lighthouse uses was next 

 considered in the light of the. very full and complete report of the 

 experiments made in 1884-5 by the British authorities, at the South 

 Foreland: in which oil, gas and electricity were tested, the for- 

 mer being pronounced the best for the general purposes of light- 

 house illumination, power, convenience and cost being considered. 

 At the same time the electric li^ht was favorably mentioned for 

 the most important land! all lights, from its great intensity. This 

 is due to the fact that the arc light itself is much smaller than 

 eit her gas or oil, both of which require a number of burners, and 

 it thus conforms more nearly to theoretic requirements, nearly 

 all the rays falling on the refracting lenses. 



While a beacon may be lighted, the general understanding of 

 the term is an unlighted landmark, usually a tower of wood or 

 stone, but. sometimes merely an iron post set in a rock and sur- 

 mounted by a ball or cage. Range beacons, placed on shore to 

 mark the direction of narrow channels, are made as conspicuous 

 as possible. 



Taking up next the subject of buoys, the lecturer described the 

 ordinary spar buoys, placed with the rod ones, or even numbers, 

 to starboard in entering a river or harbor, and the black, or un- 

 even numbers, to port, with the striped buoys which mark ob- 

 structions or mid-channel; also the various iron buoys, can, nun, 

 perch and ball, and whistling buoys. The latter, an American 

 invention, was described in detail, as were the bell buoys. The 

 new electric buoys now used in Gedney's Channel, New York 

 Harbor, were next described, spar buoys surmounted by strong 

 iron cages, so that they could withstand the blows of ice or 

 wreckage if carried under water. Within the cage is a lantern 

 with an incandescent lamp of 100 caudle power, connected by a 

 submarine cable with a dynamo station on Sandy Hook. The 

 cable is carefully protected where it runs along the spar, being 

 let into a deep groove and covered with a batten. The area 

 covered by these buoys and cables is protected by a red sector, 

 as previously described, on the East Beacon, warning vessels 

 against anchoring where they might foul the cables. Since these 

 buoys were first lighted. Nov. 7, 1888, it has been possible for large 

 vessels lo enter the harbor at night, which they could not do 

 before. 



A very interesting part of the lecture was that devoted to the 

 apparatus for giving warning of danger by means or sound, 

 through fog bell, fog horns, steam whistles and sirens. The 

 steam locomotive whistle of ti to IBin. diameter, with 50 to lCOlbs. 

 of steam, is used successfully in the United States and Canada, 

 though not in favor in Europe; it may he heard upward of 20 

 miles, according to size, and stands next in the order of useful- 

 ness to the siren. The fog horn of large size, driven by compressed 

 air, which acts by causing a huge reed to vibrate, is sometimes 

 used in the United States, but is open to objections, not being 

 entirely reliable, and said to deteriorate with age and use. In 

 the siren the trumpet is used also, but the reed is replaced by 

 two metal discs in the throat of the trumpet, each with 12 radial 

 slits. One disc is stationary, while the other can be revolved by 

 machinery 2,400 times per minute, and as 12 jets of air or steam 

 escape at each revolution some 811,000 vibrations of the air in the 

 trumpet may be produced. Not only can the sound he heard at 

 a great distance, but the peculiar pitch and quality makes it 

 dominant over the ordinary noises on board ship. Like the lightp, 

 all the sound signals may be varied in such a way as to bo 

 readily distinguishable from each other where two or more are 

 in close proximity. 



The lecturer then gave some statistics of the prt sent U. S. Light- 

 house Service, paying a well-deserved compliment to its com- 

 pleteness and efficiency. The concluding portion of the lecture 

 was devoted to a consideration or the reliability of the various 

 aids described, and to the degree of dependence that may safely 

 be pi a ced in them. No sense of securit y could be felt by any sailor 

 if it were a matter of doubt whether or not a light was burning 

 or a buoy had held its position. With the perfected appliances 

 and the excellent discipline of our Lighthouse Service it may be 

 assumed that lights which have the constant attendance of 

 keepers can always be depended upon; but there is a source 

 of unreliability of lights, which is beyond the reach of dis- 

 cipline or care. This arises from the selective absorption 

 of the atmosphere, and its preference for the rays at 

 the violet end of the spectrum; so that under certain 

 conditions a white light may appear to be red, and may be undis- 

 tiuguishable from a red light located beside it. The powerful 

 light at Cape Charles is surrounded by low, marshy flats, from 

 which mists and vapors arise; while the Cape Henry light, 15 

 miles distant, is on a dry, sandy point. The former light has 

 frequently been reported as showing red, while no complaint, has 

 ever been made of the latter. Tho Nobska Poiut Light, in Vine- 

 yard Sound, has a red sector, and when the wind is S.E. and the 

 weather hazv this sector cannot be distinguished, at a distance 

 of 8 miles, from the white light on either side of it; but the 

 moment that ihe wind goes to the north with clearing weather, 

 the red and white lights are distinct. Buoys sometimes drift 

 from their positions, or the bottom itself changes, but in this 

 country at least the danger from such errors is minimized by a 

 very thorough system of inspection and verification of all such 

 marks. 



Sound signals are the most, unreliable of all aids to navigation, 

 and what adds to the danger is the fact that the causes of their 

 unreliability are not clearly understood. Curious instances of 

 inaudible spaces within short range of a sireu or whistle have 

 been experimentally determined. In some instances the sound 

 is lost, then heard in its full volume, and then lost agaia ; quite 



within the ordinary range of its audibility. Generally speak ing, 

 the sound travels well with the wind and badly against it, and 

 has its otdinary effective calm weather range at right angles to 

 the wind; but in northeast snowstorms on the New England coast 

 the sound is best heard dead to windward, and fog signals have 

 been heard 17 or 18 miles in the teeth of a violent gale. That 

 condition of Ihe atmosphere which best transmits sound has no 

 relations whatever to its capacity for the transmission of light. 

 Neither fog, mist nor falling snow seems in itself to affect un- 

 favorably the intensity of sounds, and a northeast storm appears 

 to be of the greatest advantage, while bright sunny weather, 

 under certain circumstances, presents the most startling phenom- 

 ena of inaudibility. 



The lecturer then described the curious phenomena noted 

 about the Beavertail and Little Gull stations, where over certain 

 areas very close to the source of sound, neither whistle, fog horn 

 no ■ Biren were audible. These phenomena were carefully noted 

 at various times by the Lighthouse Service, but no satisfactory 

 explanation was reached of the fact that sounds heard distinctly 

 in one position were totally inaudible but 200yds. distant. The 

 subject was well illustrated by charts of the localities, showing 

 by black bands of varying bveadths the area of greatest and least 

 sound. 



The lecture concluded with the following cautions: These re- 

 markable exceptions to the trustworthiness of an important class 

 of aids to navigation constitutes an element of danger which 

 should not be neglected. If on a clear night a light is not seen 

 when expected, it is a fair proof that the calculations are incor- 

 rect, and the ship's position in error; but the same assertion can- 

 not be made in the event of failure to hear a fog signal; and a 

 negative reliance in dangerous navigation must not be placed 

 upon them. It may be laid down as a general rule with regard to 

 all classes of aids that a careful navigator should lose no oppor- 

 tunity of verifying by independent methods the position of his 

 ship, whenever his knowledge upon that important subject falls 

 in the slightest degree short, of absolute certainty. In the lead 

 he has an instrument which is always available, and it should be 

 freely used when a knowledge of the depth of water is a check 

 upon the ship's position. 



BUILDING NEWS. 



AT Salem, Mr. Frisbie has the 40 nearly decked and planked, 

 and will timber out the 30 next week At Newbnryport, 



Mr. W. B. Bowen is building a cenlerboard sloop, 23ft. 4in. over 

 all, 19ft. lOin l.w.l., 9ft. Bin. beam, and 2fl. 6in. draft, to be named 



Vesper At Beverly, Roctt Bros, are building a eenterhoard 



sloop, to be named Dude. She is 30ft. over all, '24ft. 10m. l.w.l., 

 10ft. beam and 4ft. draft.... At South Boston, Lawlev has planked 

 the Forbes schooner and Mr. Beebe's Verena, and has begun to 



plank Mr. Belmont's Mariquita At. Cambridge, John'Blakey is 



building a keel yawl from his own designs, to bo 28ft. 6 in. over 

 all, 22ft. 9iu. l.w.l., 9ft. beam and 4f. 9m. draft. The iron keel 

 will weigh 3,500jbs — At Wheeler's Point, near Gloucester, Mr. 

 Geo. Wheeler i3 building a steam launch for Rev. W. H. Rider, of 

 the latter place. She will be 32ft. 6in. over all, about 28ft. l.w.l. 

 and 6ft. 6in. haam. The boat is very well built, and of handsome 

 model, the design of her owner. Forward of the engine will be 

 a small cabin, white the standing room, aft, will be covered by an 



awning The new 40 for Providence will he. 15ft. Sin. wide with 



6ft. draft Her owners are Pres. Saver Hasbrouck, Rhode Island 



Y. C, Geo. H. Slade, A. E. Austin and A. D.Ross At Mar- 



blehead, Mr. Wm. Eddy has built a 16ft. boat for Mr. R. C. Bridge, 

 to race in thePleon Y. C . .At City Island the work is hurrying 

 on, the yawl is nearly completed, while good progress has been 

 made on the other yachts. Of these Mr. Morgan's schooner will 

 be named the Constellation, and his 40 will be Tomahawk, 

 while the Grinnell schooner will be named Acushnet. The new 

 40 that, Lavvley is building for Mr. Foster will be named Lota- 

 wana — The yacht building in Baltimore is for Mr. Albert Nickel, 

 of that city; she will be cutter rigged — At Bay Ridge Mr. Ayres 

 is very busy, the Whitlock 30 being now partly decked, the plank- 

 ing complete and the inside work under way. Tho keel is out for 

 the 40, but the lead has not been cast yet. Mr. Ayres is putting 

 good timber into both craft. At Mumrn's yard the Chispa is prac- 

 tically completed, save painting and rigging. Both mast and 

 bowsprit are in place. The latter is fitted with two fid holes for 

 housing, but it is not likely that the job will be attempted, save 

 when in harbor. The 30ft. boat is well advanced, thecabin house 

 being completed and the joiners at work inside. The joiners 

 are still busy with the Sachem's cabin, some very handsome 

 joiner work has been added in place of the light pine, and from 

 the weight of the former it does not look as though much racing 

 was in contemplation. At the Atlantic Basin, Comet, schr., has 

 had her foremast lifted out and reversed, t he fore side being placed 

 aft, and a new mainmast will be fitted. 



A NEW YACHT RACING ASSOCIATION. 



THE yachtsmen of the Delaware River have not been slow to 

 follow the hint given by those of New York, and a movement 

 is now on foot to organize an association which shall include all 

 clubs between New York and vicinity on the uorth and Bal timore 

 on the south, including the latter city. On Feb. 26 a meeting was 

 held at the office of Com, Middleton, Quaker City Y. C, in Phila- 

 delphia, at which were present, beside the Commodore, Rear- 

 Corn. Pratt, ex-Com. Bancroft and Sec. Hoffman, Q. C. Y. C; R, 

 K. Neff, Jr., ftiverton Y. C; Com. Baker and Vice-Corn. Ander- 

 son, Shackamaxou Y. C; G. W, Bateman and C. A. Long, Camden 

 Ducker Club: Pres. C. S. Austin aud Sec. A. S. Butterw&rtk, Key- 

 stone B. C: Hiram Hathaway and T. S. Weed, Alpha Y. A. of 

 Chester; Com. S. A. Kirkpatrick and Wm. S. Grant, Philadelphia 

 0. C; Com. J, A. Barten and E. A. Barten, Quaker City C. C, and 

 Vice-Corn. H. M. Krvamer, Sandford Northrup, D. M. Bond, Alex- 

 ander Arnols and Sec. Fred Noyes, Red Dragon C. C. Com. Mid- 

 dleton was president and Mr. Bancroft acted as secretary. 



The question of a permanent organization was generally dis- 

 cussed, but no definite action will bo taken before the next meet- 

 ing, to be held on March 21. It is proposed to include all sailing 

 clubs, ducker and canoe clubs, as well as those of larger craft, in 

 an organization similar to the New England Y. R. A. The name 

 will probably be the Central Y. R. A. The object is to regulate and 

 encourage racing among all kinds of sailing craft, and to secure 

 one good system of measurement and classification. The many 

 small craft— duckers, canoes, etc.— on the Delaware will prob- 

 ably lead to the admission of their clubs into the association; and 

 while they are not strictly yachts, their interests are so closely 

 allied to the larger craft that the union is perfectly proper. Such 

 an organization cannot»fail to have a most beneficial effect on 

 yachting and boat sailing on the Delaware, Chesapeake and ad- 

 joining waters. The fleet of pleasure craft is increasing eaoh 

 year, and the need of some intelligent and active body which 

 shall look after its welfare is apparent. 



CRUISING STEAM LAUNCHES.— Editor Forest and Stream; I 

 notice in the Forest and Stream of Feb. 28 a discussion about 

 steam launches for cruising purposes. The following is a de- 

 scription of one I am having built for cruising only. She is 25ft, 

 over all, 5ft. 4in. beam, has a 5 H. P. Ofeldt boiler and engine, 

 with auxiliary wheel, and a speed of eight miles per hour is ex- 

 peoted. She is also schooner rigged with two head sails. I have 

 arranged to cover her all over in rainv weather in this manner: I 

 have au awning, high enough to stand under in front, so that in 

 steering you are perfectly comfortable, and aft I have the awning 

 high enough to sit under; both have, side curtains to fasten down, 

 She has plenty of locker room, her tanks hold enough for fifty 

 hours' running. She has an 8in. keel, very much rockered, and 

 carries 200ft. sail. She steers with a wheel or by a bar near en- 

 gine. The masts are 18ft. bigli from keel to truck, fitted to stow 

 in boat, and foremast is 9ft. from bow, mainmast 17ft., engine 

 and boiler between the two. I hope to make the trip to the A. C. A. 

 meet in her next year, up the Hudson to Troy and through the 

 I). & H. Canal to Champlain, up Champlain to the Richelieu, and 

 so to St. Lawrence, and would be greatly pleased for any inform- 

 ation 1 can get from those who have been over it. — Skirpbr, 



NEW BB1TISH YACHTS.— The first yacht launched this sea- 

 sou is the 2J^-rater built by J. Stevens of Southampton for Mr. 



Bennett, a center board craft. She made a trial trip on Feb. 16 



Fay has laid the keel of Mr. Sidney Watson's yawl, while Black 



& Co. are planking the 40-rater for Mr. Nottage Alfred Pavne 



& Son are planking Capt. J. W. Hughes' 2^-rater Humming Bird, 

 and laying the keel for a 10-rater for Mr. St. Julien Arabin, while 

 they have an order for another 10 for which Mr. Arthur E. Pavne 



has made a design There will be a new 20 in the field from Mr, 



O. P. Clayton's design, to be built for Messrs. Reginald Cox and 



Sidney Campbell by Mr. White & Son of West, Cowes Messrs, 



Hansen of Cowes will build a composite schooner of 150 tons from 

 Mr. Richardson's designs. 



RHODE ISLAND Y. C— The following officers have been 

 elected: Com., William H. Low, Jr.; Vice-Corn., F. P. Sands, of 

 Newport; Rear-Corn., Charles F. Handy; Prest., Dr. Sayer Has- 

 brouck; Sec, George H, Slade; Treas., Robert L. Greene. 



