368 



FOREST AND STREAM. 



[Mat 23, 1889. 



KATHLEEN. 



rpHLE present interest, in the smaller classes about New York is 

 -L apt to result in the formation of a strong and numerous 

 class of 30-footers, 8 size that is in many respects a desirable one 

 to encourage in The connection with the present 40ft. class. 

 Without entering into a discussion as to the exact merits and 

 defects of each size, 30, 85, 10 and 40, the fact must be recognized 

 that the 40ft. class is now more firmly established than any class 

 has been in the past; and such being the case, the 30ft. class is a 

 more desirable size than 35ft.. as long? as both are not called for. 

 It has been urged that 40ft. gives better accommodations in pro- 

 portion to cost than 40; and similarly that while building a 30- 

 footer a man might as well take 5ft. more length; but until t here 

 are men enough interested to keep at least half a dozen boats in 

 each class, the interests of the sport will be best served by 

 encouraging each alternate class, or 30, 40 and 531' t. When good 

 racing is permanently established in these, it will be time to 

 think Of the 35 and 4fift. classes. 



Though there are a number of yachts of about 30ft. l.w.l. in the 

 New York clubs, many of litem are too large, and others too 

 small for the 30ft. class, and there are only one or two boats that 

 are. gpaa enough to race and of the proper size. This season, how- 

 ever, will see two modern boats added to the New York fleet, 

 while the spring races will bo enlivened by a visit from three of 

 the Boston cracks, Saracen. Marguerite and Rosalind. Of the new 

 b..ats one, the Tom Boy, a Burgess craft, owned by Mr. Archibald 

 Rogers of the Bedouin, has already been described in the Forest 

 and Stream. Her home ha* been at Hyde Park, well up the Hud- 

 sou, but her owner is identified with the leading New York clubs, 

 and is likely to enter her in all races. 



The other, the new Kathleen, made her trial trip early last 

 week, showing very promising indications of speed. She waB 

 designed by Mr. Win. Gardner for Mr. William IV Unlock, owner 

 of the cutter Mi rlin, and famous among canoe sailors as a plucky 

 and persistent racer. Mr. Gardner is au American, a graduate of 

 Cornell, who spent several years after his graduation in a 

 thorough course of study under the leading British instructors, 

 and who has lately settled in New York as a designer. This year 

 lor the hrst lime his work will be brought in competition with 

 that of ether designers in both the 30 and 40ft classes, as in addi- 

 tion to the Kathleen he has a still more ambitious effort afloat in 

 the 40ft. class in the new Liris. 



The Kathleen was designed for cruising and racing, as her 

 owner will live on buard much of the time, besides enteriug hi r 

 in the regular regattas. In order to secure the greatest possible 

 amount of room a large displacement has been taken, but at the 

 same time it has been so disposed of as to give a very fair form. 

 The length on deck is 42it., l.w.l. 30ft., beam 10ft. 6in., and 

 draft 7ft. The hoar is of the modern type, clipper stem, very 

 long counter, moderat e rake to sternpost, wit b greatest draft near 

 heel of post, and reduced forefoot. In both of Mr. Gardner's boats 

 the keel tises sharply from its deepest point until ,iust below the 

 water, where the stem meets it at an obtuse, angle, instead of 

 curving into it with a sweep. The midship section is similar to 

 the new Keel forties, a continuous curve from bottom of keel to 

 plahkaheer, with an easy nilge just below The water. The keel is 

 IgiH. wide on bottom, a marked difference from the latestideas of 

 Mr. Burgess, who has but a 5in. keel in the 40ft. Tomahawk. The 

 construction has been very carefully planned in order to secure a 

 light hull, and as a result the keel is very heavy. 



Tne oak keel and stem are shaped bo as to leave the least possi- 

 ble amount of deadwood, the stem in particular being a very neat 

 piece of work. The frame has occasioned much comment through 

 the small size of some of its parts, but there seems no reason to 

 apprehend that the boat will he weaker than others of her class. 

 The main limbers are of sawn oak, double, sided l?j, molded 

 to 1^, and spaced 3ft. centers. The seven forward limbers are 

 single, spaced 9in. Midway between each pair of sawn frames is 

 a steamed oak frame l^xl. 1 ^, while the remaining intervals are 

 again divided by other steamed frames l^xl^m. The planking 

 is fastened to the double sawn frames by galvanized nails, but on 

 all the bent frames it is copper riveted. Thus there is a frame 

 every 9in. for the length ot the boat, giving thorough support to 

 the planking, while the sawn frames and larger bent timbers, 

 each with an iron floor knee, make a very strong skeleton. The 

 keel bolts set up on an inner keelson of oak. The clamp is of 

 yellow pine, tlxliiir'-, with a bilge clamp 4xl^in. Both of these 

 run the entire leugLh and are well fastened, but the addition of a 

 second bilge clamp and a shelf running the fulllength would have 

 J'een an improvement, 'ilia deck irame,of yellow pine, with 

 beams 2V6 >-.2J-j>, is braced diagonally in the wake of the mast. The 

 deck is vei.v ughi, being only ;«in. total thickness, and is double; 

 au inner skin of %in. cedar, and an upper one of M'in. white pine, 

 laid in white lead, the two layera being further fastened by small 

 brass screws helween the beams, put iu from below. This makes 

 a sirong and light deck, the only question being whether it is 



main cabin, which is amidships, with a good after cabin in ad- 

 dition. Above the sofas in the main cabin are folding berths, 

 while forward is a toilet room. There is ample headroom for the 

 ontire length of the boat, and the. steel construction gives a great 

 deal of internal space everywhere. The deck is fitted with along 

 steering well, just forward of which is a coaming, shaped like a 

 horseshoe, on which the cleats for the headsa.il sheets are fast- 

 ened, the coils of the lines Ueing kept inside tUe coaming, out of 

 the way on deck. The yacht steers with a tiller and is fitted with 

 a housing bowsprit. She has no bawsepipes, but the chain leads 

 over sheaveB on the sides of the gammon iron to a Providence 

 windlass on the bitts. The deck arrangements are very neat and 

 convenient. The bowsprit and mast are solid, of Oregon pine, 

 the former 3lft. din. over all and Kin. diameter, the latter a 9%in. 

 stick, 55ft. over all. The main boom is hollow, of spruce, 49ft. x 

 9in., and the gaff is 29ft . x.'»K>in. The topsail yards are -35 and 2tif t. 

 and the topmast 33ft.x6J^in. 



Gin,, tapering to nothing ai the talfrail. The coamings and n .-sck 

 fittings are of mahogany. The partner beams are titted witK^^at 

 iron bracket knees, with other knees for tne runners, whiw^ie 

 strain of the chain plateB is distributed by an iron strap :| lmi .;s 

 four frame 3 . There are no ohanuels. 



The accommodations below are better than those of manys b 

 of mucli greater length. The companion leads into the afie. u n ii 

 of me main cabin, in which are two comfortable sofa berth ,\\ ' 

 cushioned back* being fitted lo be shifted so as to form a tp .". 



fixed berths, with dressing table, etc , and though the flooi B \ } 

 is limited, the room is very comfortably arranged. A largiween 

 topped skylight gives ample headroom. Tnere is not quite <u 

 iug room for an ordinary man under the deck in the main ' 



The jib halliards and outhaul are of flexible wire. rope. The',5_o, 

 sprit is 29ft. extreme length, fitted to house, with legs in the*, 

 stay and sbrouds. A pump-brake windlass, by the American i_on 

 Windlass Co., is fitted to the butts. The boat is one of the ha 

 somest of the fleet, with white topsides, graceful clipper stem awa 

 a specially long and well moulded counter. The tails of both tr_ 

 30 and 40 are distinctively different from any other AmericaS 

 craft, being longer and finer at the end, and in connection with i 

 rather quick sneer aft they will serve to identify Mr. Gardner's 

 handiwork as fur off as it can be seen. The yacht was built by 

 Mr. Samuel Ayres, at his Bay Ridge yard, and though the con- 

 struction is not so expensive, and elaborate as the sister ship, 

 Liris, it will compare favorably with its class of work anywhere. 

 The sails were made by Mr. Wilson, of Port Jefferson. 



TOMAHAWK. 



THE new Tomahawk, designed for Mr. E, D. Morgan by Mr. 

 Burgess, and launched at Piepgrass's yard on May 17, is in 

 some respects one of the most notable of the new craft, as she is 

 not onlv different in model, but her hull is of steel instead of 

 wood, making her the smallest steel yacht yet built on this side 

 of the Atlantic. She is botn narrower and deeper than most of 

 her class, being 12ft. wide by 10ft. draft, the loadline of course 

 being just under 40ft. She has the fashionable amount of over- 

 hang at each end, being about 68ft; over all. In this boat Mr. 

 Burgess has gone to an extreme m the way of a deep, narrow 

 keel, the breauth on bottom being but 5iu. The midship section 

 is a fair and easy S curve from the bottom of the keel to the rail, 

 with au easy bilge and a strong hollow to the floor, The sheer 

 plan shows a sternpost raking about 85 degrees, from the heel of 

 which the keel curves down, making the greatest draft, several 

 feet, forward of the post, then it rounds up into the clipper stem. 

 Taking together the clipper stem, deep keel, rudder and counter, 

 the outline in a general way approaches a segment of a circle, or 

 halt a barrel head. As iu most of the Burgess boats the sheer is 

 more or less a circular sweep, and quite different from the Wat- 

 son and Gardner craft. The construction of the boat is very sim- 

 ple, the keel being a flat bar Sin. wide and gin. deep, tapering into 

 the siding of stem and sternpost and running out to tne extreme 

 point of the stem. The frames are of steel angles, each 

 single and in one piece from keel to deck, being \%x.\%X*\t y 

 spaced 20in. The steel plating is of No. 8 and No. 10 gauge, 

 with J /giu. rivets spaced 5in. The garboards lie flat against the 

 sides of the keel aud are fastened by long rivets passing 

 through it. Tne heels of the frames are not connected 

 directly to the keel, but on each pair there is a floor plate of 

 of Mm. steel, 34in. deep. The beams for the cabin floor are 

 of the same size as the frames, with gusset plates where they join 

 the latter, while at the end of each n ame a similar gusset plate 

 unites it to tlie deck beam. The deck is of l'-gXl^in. white pine, 

 fasted by screws from beneath. The rudder trunk is a steel lube 

 fastened by bands to the head of the sternpost. The fittings below 

 are simple and of light wood, pine and cherry. A wide combina- 

 tion skylight and oompanion gives light as well as access to the 



LORD DUN RAVEN'S LETTERS. 



THE regular meeting of the New York Y. C. was held on May 

 10, the principal business being in relation to the proposed 

 international races. The following letters from the Earl of Dun- 

 raven, received on May 13, were read: 



London, May 3, 1S89.— Dear Sir: I have the honor to acknowl- 

 edge tne receipt of your letter of the 15th ult., and desire to tender 

 my sincere thanks to the committee for their kind offer of assist- 

 ance, also for their courtesy in acceding in many respects to my 

 suggestions as to conditions of Bailing. As regards the second 

 paragraph in my former letter, alluded to in yours, I thank the 

 committee for pointing out that the classification of yachts under 

 the racing rules of the New York Y. C. does not apply to races for 

 challenge cups held by or belonging to the club. I amaware, also, 

 that while the various deeds of gift evidently contemplate a con- 

 siderable difference in the size of vessels, no special rule is laid 

 down for classifying them. 1 was, however, under no misappre- 

 hension as to the question involved. 1 fully recognized and recog- 

 nize the porfect right of the New York \ . C. to meet me with any 

 vessel that comes within the limits laid down in the deed of gift 

 under which my challenge was made and accepted. My reasons 

 for sending Valkyrie's length on t he load water line were: First, 

 as a matter of courtesy observed, 1 believe, by all recent chal- 

 lengers. Second, because all challenging yachts of late years 

 have been met by yachts of practically the same length on the 

 load water Hue, and third, because I thought, it would be a con- 

 venience to the New York Y. C. to know that, Valkyrie came 

 within their third or sevent>-foot class, should they think fit to 

 class the competing vessels, and i litis complete the application of 

 the priuciple of sailing international matches under rules govern- 

 ing ordinary local races— a principle in force in all other im- 

 portant points, such as measurement of hull and sail area, time 

 allowance and method of starting. Those are my reasons, and I 

 trust the committee will clearly understand that in stating that 

 Valkyrie was designed to come within your third class 1 bad no 

 intention of conveying any opinion as to the leugth ordescription 

 of vessel against which 1 should have to sail. 1 am quite willing 

 to accede to the request of the committee that the first race be 

 sailed on Tuesday. Oct. 1. But, as for many reasonsitisdesirable 

 that the mat ches should not extend over a long period of time, I 

 suggest for their consideration that the dates be Tuesday, Oct. 1; 

 Thursday, Oct. 3; Friday, Oct. 4; Saturday. Oct. 5 and Mondav, 

 Oct. 0, or, if Monday is an inconvenient day, Tuesday, Oct. 8. 

 With regard to courses I am glad that the committee have agreed 

 that the races shall be sailed outside. On my part I willingly 

 accept their proposition as to direction of courses: First race to 

 windward or leeward and return; second race, equilateral "tri- 

 angle, one side, the first if pussible, to windward: third race, to 

 windward or leeward and return; fourth race, equilateral tri- 

 angle as in case of second race; fifth race, to windward or lee- 

 ward and return. ' ' 



I have pleasure also m agreeing to the committee's proposal 

 that the courses be 30 nautical miles in length instead of 40, the 

 time for making the race to be reduced proportionately. As the 

 committee do not see their way to adopt my suggestion as to time 

 allowance, I accept the New York Yacht Club rule. Having 

 agreed t o the committee's proposition as to direction of courses, 

 my suggestion in paragraph 8 of my former letter becomes im- 

 practicable. 1 am anxious only that the compass bearings be 

 given as long a lime as possible before the start, and that the 

 stakeboats carry a large and easily-distinguishable flag, but all 

 these details may conveniently be left until after my arrival iu 

 America. I cannot concur with the opinion expressed by the 

 committee as to time of starting. Whatever force there may be 

 in the objections urged to my proposal, that the races be started 

 at the specified time, I submit that the same apply equally to both 

 parties, and cannot be the cause, and cannot be imagined to be 

 the cause of any unfairness. I suggest that the time of starting 

 be fixed bv the race committee, and that it should take place at 

 the specified time should either of the competing yachts desire it. 



In my former letter I omitted tomeution the question of umpire. 

 No doubt any gentleman suggested by the New York Yacht Club 

 would bs acceptable to me, but I may say that if, as reported in 

 the pauers, Gen. Paine will not be himself afloat, I should not 

 onlv be satisfied but complimented if he. would consent to act. i 

 thank you for sending me your club book for last year, and again 

 wish to express my warm appreciation of the most kind and 

 courteous offer of assistance from yourself and the other memhers 

 of the committee. Dunraven. 

 To James D. Smith, Chairman of Cup Committee, New York 

 , Yacht Club. 



London, May 4 , 1889.— Dear Sir: I Uavo the pleasure to acknowl- 

 tai<*e the receipt of your letter of the 11th mat., and would ask 

 St< a to convey my sincere thanks to the New York Yacht Club for 

 ua^j. kind offer of hospitality, of which 1 hope to avail myself, 

 si^lth regard to the second paragraph of your letter I certainly 

 con. under the impression that by your cablegram of April, in re- 

 Fortoo Mr. Richard Grant's letter of March 19, my challenge had 

 Pfisteaccepted on the conditions governing the Volunteer-Thistle 



Seem and I trust there is no misunderstanding on the point that 

 Forbes ^Jbly give rise to any complications. 1 am not competent 

 Pfister j the conditions under which the Cup should be held and 

 Third col for in the future, but would point out if the New York 

 Forbes retain the Cup their position will be the same as be- 

 Pfister ''euge. If. however, I am fortunate enough to wiu, 

 First event H which the Cup is afterward to be held could then 

 all -uatches Wch the Royal Yacht Squadron. The inconvenience 

 A£_febtiations between the New York Vaeht Club and the 

 i Yacht Squadron being carried on pending thesailingof the 

 \ ig so great that I venture to express a strong hope that any 

 «sion arising from any difference of opinion may be post- 



1 jntil after the decision of the match. 1 have the honor to 

 be -'ours very faithfully, Dunraven. 

 To .j '» Oddic, Esq., Secretary of the New York Yacht Club. 



20 Si. James Square, London, S. W., May 31, 1889. Sir— I re- 

 gret to have kept you so long without an answer to your letter of 

 the 15th inst.,but have been away in Ireland during the recess 

 and have only just returned to town. I trust the delay has 

 caused you no inconvenience. Yours faithfully, Dtjnravkn. 



To Jaines D. Smith, Chairman of Committee. 



A meeting of the committee to prepare an answer to the letters 

 will be held next week. 



CORINTHIAN MOSQUITO FLEET— The first annual regatta 

 will lie held on June 8, off Horseshoe Cove, Larchmont-on-the- 

 Sound, the start to be at 1 o'clock. The mosquito craft belonging 

 to the following yacht and canoe clubs arc invited to participate; 

 Larchmout, New Rochelle and New Haven yacht clubs; New 

 York Athletic Club; New York, Knickerbocker and Brooklyn 

 canoe clubs, and Pequot Canoe Association. Entries must be 

 made in writing aud sent to the regatta committee twenty-four 

 hours prior to noon of day set for regatta, specifying the correct 

 load waterliue measurement, rig and model. All kinds of rig 

 will be admitted. Cups will be offered in each class, and a special 

 prize to the boat making the fastest time over the course. 

 Glasses.— Rule IV. of By-Laws. — "A pleasure boat of any model or 

 rig shall be eligible to enrollment, if said boat be not longer than 

 20ft. at load waterline.'' Boats will be classified according to their 

 rig and load waterline measurement. Class I. boats measuring 

 20tt. and over 17ft. Gin. Class II. boats measuring 17ft, 6in, and 

 over 15ft. Class III. boats measuring 15ft. and over 12ft. 6in. 

 Class IV. boats measuring 12ft. 6in. and under. .Rule VIII. of 

 Sailing Rules.— "Boats entered for a regatta shall carry not more 

 than two persons." Rule. IX. After the preparatory signal no 

 ballast or dead wiight of any kind shall be taken on board or put 

 out. No ballast shall be shifted during a race." The Regatta 

 Committee includes Messrs. Frauk B. Jones, 10 Wall street, N. Y., 

 Room 68, F. L. Bunnell, Thomas T. Taber. A meeting was held on 

 May 20 at which the sailing rules were adopted and five new mem- 

 bers were admitted. The Larchmont Y. C. has offered two cups 

 to be raced for by the fleet on June 8. The canoe regatta is post- 

 poned to June 29. 



SOUTH WARK Y. C— The fifth annual regatta of this club wiU 

 be sailed on June 17. The steamer John A. Warner will carry the 

 guests over the course. 



THE INTERNATIONAL MARINE CONFERENCE. 



THE following programme of subjects for discussion by the In- 

 ternational Marine Conference, which meets at Washington 

 on Oct. 10, has been prepared by the American delegates, Rear 

 Admiral S. R. Franklin, U. S. N.; Commander W. P. Sampson, U. 

 S. N.; S. I. Kimball, Gen. Supt., Life Saving Service; J. W. Nor- 

 cross, Master Mariner; Jno. W. Shackford, Master. Merchant 

 Marine; W. W. Goodrich,, Couusellor-at-Law, and C. A. Griscom, 

 Pres. International Navigation Co. The programme covers a 

 very wide range of su Ejects connected with the safety of life and 

 property at sea, the discussion of which will doubtless result in 

 great improvements in the rules of the road and in legislation in 

 regard to shipping. 



General Division 1. Marine signals or other means of plamly 

 indicating the direction in which vessels are moving in fog, mist, 

 falling snow, and thick weather, and at night. Rules for the Pre- 

 vention of Collisions and Rules of the Road.— 1. Visibility, number, 

 and position of lights to be carried by vessels— (a) Steamers under 

 way. (b) Steamers towing, fe) Vessels under way, but not under 

 command, including steamers laying cable, (d) Sailing vessels 

 under way. (e) Sailing vessels towing. (/) Vessels at anchor. 

 ((/) Pilot vessels, (h) Fishing vessels. 2. Sound signals; their 

 character, number, range, and position of instruments— (a) For use 

 in fog, mist, falling snow, and thick weather, as position signals. 

 For steamers under way; for steamers towing; for sailing vessels 

 under way; for sailing vessels towing. (These signals to show 

 the approximate course steered if possible.) For vessels at anchor; 

 For vessels under way, but not under command, including 

 steamers laying cable, (o) For use in all weathers as helm signals 

 only; for steamers meetiug or crossing: for steamers overtaking; 

 for steamers backing, (c) Whether helm signals shall be made 

 compulsory or remain optional. 3. Steering and sailing rules— (a) 

 Sailing vessels meeting, crossing, overtaking, or being overtaken 

 by each other. (b) Steamers meeting, crossing, overtaking, or 

 being overtaken by each other, (e) Sailing vessels meeting, cross- 

 ing, overtaking, or being overtaken by steamers, (d) Steamers 

 meeting, crossing, overtaking, or being overtaken by sailing ves- 

 sels, (e) Special rules for channels and tideways, where no local 

 rules exist. (/) Conflict of international and local rules, (£/) Uni- 

 form system of commands to the helm, (/i) Speed of vessels in 

 thick weather. 



General Division 2. Regulations to Determine the Sea-worthi- 

 ness of Vessels - (a) Construction of vessels, (b) Equipment of 

 vessels, (e) Discipline of crew, (d) Sufficiency of crew, (e) In- 

 spection of vessels. ( f) Uniform certificates of inspection. 



General Division 3. Draft to which Vessels should be Restricted 

 when Loaded.— Uniform maximum load mark. 



General Division 4. Uniform Regulations Regarding the Desig- 

 nating and Marking of Vessels.— (a) Position of name on vessels, 

 (b) Position of name of port of registry on vessels, (c) Size of 

 lettering, (rt) Uniform system of draft marks. 



General Division 5. Saving Life and Property from Shipwreck. 

 — 1. Saving of life and property from shipwreck at sea— (a) Duties 

 of vessels after collision, (b) Apparatus for life-saving to be 

 carried on board ship. (Life-boats, life-preservers, life rafts, 

 pumps and fire-extinguishing apparatus.) (e) The use of oil and 

 i he necessary apparatus for its use. (d) Uniform inspections as to 

 (h) and «••)- 2. Saving of life and property from shipwreck by 

 operations from shore— (a) Organization of, and methods em- 

 ployed, by life-saving institutions, (b) The employmeut of drilled 

 and disciplined crews at life-saving stations, (c) The maintenance 

 of a patrol upon dangerous coasts by night, and during thick 

 weather by day, for warning qft vessels standing into danger, and 

 for the early discovery of wrecks, (d) Unit orm means of trans- 

 mitting information between stranded vessels aud the shore, (e) 

 Life-boats, life-saving apparatus and appliances. 3. Official in- 

 quiries into causes and circumstances of shipwrecks and other 

 casualties. , 



General Division 0. Necessary Qualifications for Officers and 

 Seamen, including Tests for Sight and Color Blindness— (a) A 

 uniform system of examination for the different grades, (b) 

 Uniform tests for visual power and color blindness, (c) General 

 knowledge of methods employed at life-saving stations. (<2) Uni- 

 form certificates of qualification. 



General Division 7. Lanes for Steamers on Frequented Routes. 

 — (a) With regard to the avoidance of steamer collisions, (b) 

 With regard to the safety of fishermen. 



General Division 8. Night Signals for Communicating Informa- 

 tion at Sea.— (ft) A code to be used in connection with the Inter- 

 national Code Signal Book, (b) Or a supplementary code of 

 limited scope to convey information of special importance to 

 passing vessels, (c) Distress signals. 



General Division 9. Warnings ot Approaching Storms. —(a) The 

 transmission of warnings, (b) The unifotmity of signals em- 

 ployed. 



General Division 10. Reporting, Marking and Removing Dan- 

 gerous Wrecks or Obstruction to Navigation. — (a) A uniform 

 method of reporting and marking dangerous wrecks and derelicts, 

 (b) The division of the labor, cost and responsibility among the 

 several maritime nations, either by geographical apportionment 

 or otherwise: of the removal of dangerous derelicts; and of search- 

 ing for doubtful dangers with a view of removing them from the 

 charts. 



General Division 11. Notice of Dangers to Navigation, Notice 

 of Changes iu Lights, Buoys and Other Day and Night Marks. — 

 (a* A uniform method of taking bearings, of designating them 

 (whether true or magnetic), and of reporting them, (b) A uni- 

 form method of reporting, indicating and exchanging information 

 by the several maritime nations, to include the form of notices to 

 mariners, (c) A uniform method of distributing this informa- 

 tion. 



General Division 12. A Uniform System of Buoys and Beacons. 

 —{a) Uniformity in color of buoys. (0) Uniformity in numbering 

 of buoys. 



General Division 13. The Establishment of a Permanent Inter- 

 national Maritime Commission.— (a) The composition of the com- 

 mission, (b) Its powers and authority. 



Proposed Grouping of Subjects for Consideration by Commit- 

 tees of the International Marine Conference.— 1. Rules of the road 

 and signals— General Divisions 1 and 8. 2. Saving of life and 

 propertv from shipwreck by operations from shore— General 

 Division 5, subdivision No. 2. 3. Construction and equipment of 

 vessels, and saving of life and property lrom shipwreck at sea- 

 General Divisions 2, 3 and 4, and subdivision No. 1 of 5. 4. Quali- 

 fications of officers and seamen— General Division 6. 5. Steam 

 lanes— General Division 7. 6. Official inquiries into shipwrecks 

 and other casualties— General Division 5, subdivision No. 3. 7. 

 Transmission of warnings and information, buoys, etc.— General 

 Divisions 9, 10, 11 and 12. 8. Permanent Maritime Commission- 

 General Division 13. 



BEVERLY Y. C. 



THE racing among the club boats was opened on Mav 15 and 16 

 ■with the closest series of matches ever sailed in Buzzard's 

 Bay. Last fall Mr. Parkinson, of the Eleanor, ordered a new boat, 

 Eina, from Hanley, the builder of Surprise, Mucilage, etc. She 

 was intended to beat the whole third class. At the same time Mr. 

 Jeffries ordered a boat, Kiowa, of exactly the same length, viz., 

 bi.lirWfc. waterline, from Dunn, of Monument Beach, aud a series 

 of matches was arranged for the spring. Since the boats have 

 been launched both have sailed exceedingly well, beating every- 

 thing they met of their size and many larger boats. Great inter- 

 est was felt in the match all along the shore, and the races were 

 accompanied by nearly all the crack boats of the neighborhood. 

 The first match was sailed on the morning of May 15, wind very 

 light S.E., course from Tobey Island Buoy around Bird Island 

 Ligh --Buoy and return, 10 nautical miles. It was a dead run to 

 the light and a dead beat back. The starting signal was given at 



11 Ki'owa got oft' with the lead, but Eina getting puffs first soon 

 caught up; and the boats ran down very evenly, Kiowa getting a 

 trifle the best of it, rounding buoy a little ahead. Then followed 

 one of the closest races ever seen; Eina was a trifle ahead, but 

 Kiowa was further to windward; they staid in the same position 

 till within a rifle 6hot of the judge's boat; here Eina tacked under 

 Nashua and stood toward Tobey Island, from which a short 

 hitch would carry her home; Kiowa crossed her bow, but tacked 

 a few seconds too late, so that she was in a position to be blan- 

 keted when they reached the island and tacked; there was noth- 

 ing to do but to break tacks, which was done; but a flaw headed 

 her off, allowing Eina to beau up, the latter winning by lOsec. 

 Time of race, Eina 1:44:40; Kiowa 1:44:50. 



The second match was started at 3:33 on the same day, same 

 course and wind, Kiowa again getting a short lead at start, but 

 Eina soon closing it and trying for Kiowa's weather; this the 

 latter objected to, and the boats sailed a wide half circle going to 

 the light; Kiowa rounding just ahead. HeTe she found an out- 

 side boat right in her way and was obliged to make a hitch to 

 starboard, which was so much time wasted; Eina crossing her 

 bow and tacking on her weather when they met. It looked as if 

 she would keep her there, but in the long tack over to Scraggy 

 Neck, Kiowa reached ahead, and when they tacked again was 

 60ft. to windward and exactly abreast. For a long distance they 

 ran in this position, the wind gradually hauling till they could 

 just lay their course. This destroyed the advantage of Kiowa's 

 Windward position, and aB neither seemed to gain, the race be« 



