86 



FOREST AND STREAM. 



[Aug, l, 1889. 



The sec on d shows a still further step toward the keel hoat, the 

 compromise Gorilla, by Mr. A. Gary Smith, a deeper hoat than 

 Nymph. The next step is not shown, but is represented in the 

 fleet by Chiquita, 3in. deeper than Gorilla and llin. narrower, her 

 midship section being between Nymph and Chispa. The third 

 sketch shows Chispa and Maraquita, the Burgess keel boats, to 

 which family belong Pappoose, Baboon, Xara, Lotowana and the 

 45ft. Alga. The table shows the difference of these boats in 

 draft and beam, and the outline of the midship section is also dif- 

 ferent in each, but the main characteristics of the family are 

 plainly shown. The next sketch shows the greatest extreme, to 

 which Mr. Burgess has thus far gone in Tomahawk, deeper and 

 narrower than any previous American craft. The fifth sketch 

 shows the new Gardner boat Liris, her 30ft. sister Kathleen be- 

 ing very similar in form but a little less extreme, while the last 

 shows the Fife cutler Minerva. .Tuat why Chispa, Tomahawk 

 and Liris are classed as American keel sloops while. Minerva is 

 called a British cutter is something that we have not been able 

 to find a reason for, but then it is sometimes desirable to keep up 

 appearances, even though they may be deceitful. 



It is of course impossible without the complete lines before us 

 to go into a discussion of the minute niceties of form and refine- 

 ments of model, but in the present condition of yacht racing and 

 designing the question of line form is of far less importance than 

 power, as governed by dimensions, ballast and sails, and these 

 latter points may be clearly illustrated by such approximate 

 diagrams as we give. 



The most striking feature of the fleet is the great draft, more 

 than has ever been taken by British designers on the same length 

 of leadline, the maximum for a narrow 10-toner being about Sft. 

 61u. on 12ft. l.w.l. The deepest of the new fleet, the McVey boat 

 Helen, we have no sketch of, but she is similar to Chispa in out- 

 line, though deeper, drawing 10ft. titn. The disposition of the 

 lateral plane, so different from that of the old keel craft with 

 plumb sternpost and deep forefoot, is practically the same in all 

 the new boats save Minerva. The rake of the post is moderate, 

 from 22 to 35 degrees, only Liris and Minerva baring the great 

 rake of the old Butters, nearly 45 degrees. The keel is carried as 

 low as possible for a distance of some 15ft. forward from heel to 

 post, but when it ouce begins to rise a direct cut is made for the 

 stem at the waterline, there being no indication of the old gripe or 

 forefoot once considered essential to windward work. This pecu- 

 liarity is most marked in Liris, but it is plainly evident in the 

 shoalest of the new boats. Nymph and Verena. How much of it 

 is due to the influence of Thistle we leave our readers to judge, 

 but the same features, the carrying of the lead keel at the lowest 

 possible point and where the weight would tell most, and then a 

 cutting away of the draft where it gave no benefit in the way of 

 low weight, have been a marked peculiarity of Mr. Watson's 

 work for some years. It is clearly shown in the 5-um Shona, built 

 in 1884, the profile of the under-water body being the same as the 

 modern forties. The most extreme examples of this feature, a 

 straight line forming the bottom of the keel, and then another 

 straight line joining it with the stem at the waterline, is found 

 in the designs of the late Lieut. Von Saef kow, as in the Nuckel 

 (whose lines are given in "Small Yachts), Anna, Lolly and other 

 German cutters. In Nymph, Verena, Gorilla and notably in Liris 

 this feature is seen, but the deeper Tomahawk shows a different 

 outline, the boi torn of the keel being a fair curve, with a deeper 

 forefoot and more area just under the mast than in the others. 

 In Liris the ballast is carried very low, the keel being wider than 

 usual, and all the freight being outside, but the keel runs up very 

 sharply to a point, just below water, where a peculiar knuckle is 

 retained. In Miner va Mr. Fife has made a marked departure, 

 toe outline bein* that of a huge fin or centerboard, the heel of 

 post being carried down to the point of maximum draft, and the 

 keel tunning up sharply to the waterline, preserving a little 

 depth at the fore end. 



While there is little if any more forefoot than in Thi6tle, there 

 is a very marked difference in the area and disposition of the 

 lateral plane, the deep heel being retained. The dotted line 

 shows the proportionate depth and outline of Thistle, her draft 

 being but 13ft. on S6ft. l.w.l., compared to Minerva's fift, on 40. 

 Minerva certainly shows no lack of windward ability but seems 

 to hold on with the centerboards in spite of her slack forefoot, and 

 absence of gripe, but unlike Thistle she has a powerful hold on 

 the solid and undisturbed water into which the heel of the keel 

 is constantly moving; and this, with the added area, gives the 

 necessary resistance. It is very doubtful whether mere area of 

 lateral plane alone, either in the shape of a forefoot or a contin- 

 uous ueepening of the keel, would remedy the defect in Thistle; 

 but there is no doubt as to the advantages of such a form as Min- 

 erva's lor windward work, approaching as it does the action of a 

 centerboard. There is of course on a given draft a loss of stability 

 compared with Liris or Tomahawk owing to the higher position 

 of the lead, but this is more than compensated for in boats of 

 model ate draft oy the increased lateral resistance. We have no 

 data as to the dimensions of Minerva's keel, but it is quite wide, 

 30in. on the upper side. Tomahawk has no outside keel, being a 

 steel boat, but the Lad is poured into the lowest point of the hull, 

 and consequently the weight is very low. 



While on the subject oi Keels it is worthy of notice that in his 

 new boats Mr. Burgess has narrowed the bottom of the keel con- 

 siderably, making the lead deep and thin, in fact Saracen's keel 

 was removed and recast last winter, being made much deeper and 

 thinner. In Maraquita and Tomahawk the keel is but Sin. wide on 

 the bottom, being about 3liu. deep. As Liris has a. breadth of 12in. 

 and Miii' rva probably as much, it is easy to see the gain in stabil- 

 ity, a point in which Maraquita and Tomahawk are both con- 

 spicuously deficient. As every inch of draft is to be avoided, 

 especially after Bft, is reached in a 40-foot.er, the main objects of 

 the designer must be to make the most of his lateral plane on the 

 given d rail, and at the same time to keep his lead as low as pos- 

 sible, it would seem that while the latter end is obtained in a 

 form such as Tomahawk's, with a deep rocker under the middle 

 of the boat, the best disposition for the purposes of lateral resist- 

 ance is that of Minerva, the triangular fin. This, however, must 

 raise the center of the lead considerably higher than in Toma- 

 hawk and Liris, a disadvantage that may be largely overcome by 

 a wide rather than a narrow keel. Comparing Tomahawk and 

 Minerva, the latter with 9ft. draft. and 1 Oft. fiin. beam, is decidedly 

 Staffer than Tomahawk with 10ft. draft and 12ft. beam, and though 

 her sail plan is much smaller it drives her faster. As to the dis- 

 advantage of the extra foot of draft it is hardly necessary to 

 sneak: 11 might be endured if it gave safety, speed or room over 

 Minerva, but it gives neither. There is another incidental ad- 

 vantage in sue ha contour of keel as Minerva's. When Tomahawk, 

 Liris or GcfriUa take the ground they must rest on a point near 

 the center of tbe boat, and are on to stay until helped off by more 

 tide or a powerful pull. When the deep-heeled craft touches, 

 unless on a very shelving bottom, she grounds on the heel of the 

 sternpost and may be lifted clear by a few men on the bowsprit, 

 end or any shifting of weights forward. There is nothing to 

 prove that a keel of 12in. width on the bottom offers any more re- 

 sistance than one of 5in., and the advantage in the way of low 

 weight is material. In some of the extreme narrow cutters the 

 width of keel in proportion to the beam was carried to a degree 

 tnat was harmful, hut there seems little to fear on this score in 

 the present types of boat. 



Going now to the sheer plan above water, a strong similarity in 

 the sheer is noticeably. The added freeboard has destroyed the 

 rank sheer once universal, and the modern boats are compara- 

 tively straight. The fashion just now is for a parabolic sheer, 

 like that of the Watson and Fife cutters, quite straight forward 

 and with considerable curve aft. In Liris, as shown, this feature 

 is parried to an extreme degree, the counter being very long and 

 with a quick curve at the end. Minerva shows a fair and moder- 

 ate sheer with less side than the American boats, her least free- 

 board being about 28in., or less than some of the new thirty foot 

 boats. All of this year's boats show an overhang forward, the 

 plumb stem of Pappoose and Xara being out of fashion for the 

 time. How much good is derived from the clipper stem save m 

 the matter of deck space and a longer staysail is a question not 

 yet decided; but if the performance of Pappoose in the 40ft. class 

 and Titania in the 70f t. can be taken, it is more apparent than 

 real as far as speed or power are concerned. In all of the Burgess 

 boats the overhang, both forward and aft, is short, but in Liris 

 the ends are spun out to great length, the counter being very fine 

 on the extreme end. The stem is also quite long and finished in 

 the English fashion with carved trail boards, giving a handsome 

 appearance. Minerva is finished in the same manner, but the 

 overhang is less. Her counter is of moderate length but very 

 light and graceful in appearance. 



in nearly all the Burgess boats the bulwark is regularly built 

 up, locust stanchions, pine bulwark and oak rail, the total height 

 being about 8in., a construction that has a great influence on the 

 appearance, the width of the bulwark showing for the entire 

 length of the boat. Both Gorilla and Liris have a blind bulwark 

 that does not show from the outside, the finish being made by a 

 broad gilt stripe below the planksbeer. In Gorilla the bulwark is 

 a solid piece of pine, 4J£in. high forward and 3in. aft, bolted to the 

 planksbeer. In Liris a similar chock is used, but finished with a 

 neat oak cap. Minerva has a solid teak chock about Sin. high for- 

 ward and Sin. aft., finished with an elm cap. In each case there 

 is no break where the bulwark joins the planksheer, but the side 

 of the boat is carried up to the rail, the planksheer not showing. 

 The gold stripe is run so as to give the appearance of a high bul- 



wark, but approaches the curve of the rail toward the end of tbe 

 counter, giving a very clean and shapely finish. In Tomahawk 

 the steel side plating is carried up to form the bulwark, being 

 capped with a small rail, the gilt line being used to define an im- 

 aginary planksheer. 



The midship sections afford an interesting comparison, running 

 as they do from a beam of 15ft. to a little over 10, with equal vari- 

 ation in draft, The first is approximately that of Nymph and 

 Verena, 14ft. Gin. beam, Awa being still wider by Din. In the cen- 

 terboard boats the keel is of necessity kept wide, as sbown, owing 

 to the slot, being about 12in. on bottom. These boats all have the 

 regular cabin house, the side being about 13in. high, and a large 

 cockpit extending aft of the wheel. The headroom is a full 6ft. 

 under beams, but of course much less in the forecastle. Though 

 Sin. narrower. Gorilla has really a more powerful section than 

 Nymph and Verena, the differences in this respect not being cor- 

 rectly shown in the sketches. She is also about 12in. deeper, and 

 has a flush deck, with 5fr. lOt^in. under beams, the headroom fore- 

 ward being much better than in the others. She too has a center- 

 board, but the trunk only comes 4ft. above the cabin floor instead 

 of running up to the cabin roof, as in the others. The midship 

 section of Chiquita is not shown, but it would be between that of 

 Verena and Chispa, the draft being 7ft. 3in. She too has a center- 

 board, but the trunk is entirely below the cabin floor, and she 

 would be called a keel boat if seen out of water or below deck; as 

 she shows a deep body, while inside there is no evidence of a 

 trunk. She has a cabin house as a matter of choice rather than 

 necessity, as she is deep enough to be flush-decked; and the same 

 maybe said of the new Lotowana. The section of Chispa is very 

 nearly that of Maraquita, one being based on Baboou and the 

 other on Xara, but the four boats are very similar, differing in a 

 little more or less bilge and a thinning through the keel at about 

 the height of the floors. The keel of Chispa is 12in. on bottom, 

 18in. on top and 30in. deep, but Muraquita's is but 5in. on bottom 

 and about 35iu. deep. Tomahawk is thus far the narrowest of 

 the lot and the deepest save Helen. Liris shows a very large and 

 powerful section, and taken with her ballast plan her great 

 stability is easily accounted for. The bilge is doeper and harder 

 than in the Burgess boats, and there is plenty of room for lead 

 below, the keel being 18in. wide on top and 12in. on bottom by 

 32in. deep. 



The tendency of the Burgess models has been away from the 

 direction of the moderate cutters (an S section as in Tomahawk 

 and Minerva with moderate beam about the waterline and quite 

 thick through the floors); and has approached more nearly to the 

 "wine-glass" section, with great beam, easy bilge, high and 

 rather flat floor, and a deep thin fin by way of keel. Such a 

 boat must be very stiff and powerful, fast in smooth water, hut a, 

 poor sea boat and hard on spars and gear, while the shoal body, 

 apart from the thin, deep keel, gives little headroom. No doubt 

 under the present classification and light tax on sail a very fast 

 boat might be built by carrying this principle to an extreme as 

 yet only indicated; a very wisle, saucer-shaped hull, of light dis- 

 placement, with a deep fin and lead keel. Such a boat would be a 

 most undesirable sort of machine in every wav, and in no respect 

 the equal of such a compact little ship as Minervn. In her no 

 feature has been carried to au extreme, but the aim of her de- 

 signer would seem to be a careful and harmonious combination of 

 the elements to produce a successful whole, rather than to excel 

 the rest of the class by pushing to an extreme in one direction or 

 another. 



The great difference in size between Minerva and the others of 

 her class is very accurately shown by the drawings, she is a 

 much smaller vessel in every way: but all familiar with the sub- 

 ject will admit that she is as large a boat as should be built on the 

 limit of the class, 40ft, load waterline. Thanks to a life long 

 training in a measurement and classification by length, Ameri- 

 can yachtsmen have come to regard length as the sole standard 

 oi size, the one controlling factor in design, and to consider that 

 they could take what liberties they pleased with all other ele- 

 ments so long as the class length was not exceeded. Length was 

 taxed, but beam and sail were not, consequently the general 

 effort was to cheat, the rule, no one realizing that at the same 

 time he was cheating himself. In the pastbothbeamandsa.il 

 were taken in excess, and of late the case has boon even worse as 

 beam, draft and sail are all pushed far beyond a reasonable limit. 

 In the days of the shoal boats the modeller was alwav s impelled 

 by the idea that he was getting something without paying for it 

 to take a few inches more beam, with its accompanying sail; and 

 though now and then a man was wise enough in his generation to 

 see the advantages of moJerate beam and sail he found few to 

 listen to him. In the same way to-day the constant, temptation 

 is to beat last season by more beam, more draft, more sail, and as 

 a rule it has been successf ul. As greater extremes are reached 

 there is less margin left, lor this sort of improvement (?) in design, 

 and the time has now come when the limit of draft at least has 

 been exceeded in the 40ft. class. The next step has been taken 

 tnis year, the lightening of the hull, with an increase of ballast 

 and sail, until a limit will soon be reached in that direction also. 



it is beyond question that great improvements have been made 

 in American yachts in a few years, and tha t greater speed has 

 been attained than in the past, the average, of the fleet as well as 

 in the best of each class being higher. It is a pertinent question, 

 however, as to just what proportion of this advance is due to im- 

 provements in model and the refinements in designing, and how 

 much to such purely mechanical features as the lead keel, a better 

 construction, steel wire rigging, line canvas and patent blocks. 

 The means and tools at the disposal of the yacht designer are far 

 superior to fifteen years since; but is he doing any better work 

 individually? Do the boats of this year win from those of last 

 because of better models aud more perfect adjustment of details, 

 or because after carrying 12 tons of lead aud 3,000it. of sail last 

 year a designer feels sate in carrying 14 tons and 3.300ft. of sail 

 this year? The laws of the clubs have practically dealt with 

 length alone, and the efforts of both designer and owner have been 

 directed to evading these laws, but very few have comprehended 

 that there is a far higher law that cannot be disregarded with 

 impunity. The laws of the clubs say that solongas length is kept 

 within limits, any amouut of beam and draft, of lead and canvas 

 may be taken; but here is a natural law which forbids that more 

 than a certain amount of power shall be disposed of to advantage 

 on any given length. More than one designer, both professional 

 and amateur, has already butted his head against this law and is 

 rubbing a tore spot without a very clear idea as to what hit him, 

 and a couple of seasons more of racing under the present rules 

 will bring others up all standing. Given the present limit of 40ft., 

 it is hard to -say exactly what beam, draft and displacement 

 should go with it to make the best yacht,not of necessity the fast- 

 eat undur the present conditions, but a desirable type of boat 

 under amended conditions. This we know, that the limit has 

 been exceeded in lift, beam, nearly lift, draft, and a displacement 

 not far under 30 long tons. 



Continuing our description to other details we need only say 

 that the boats are all cutter rigged according to the latest 

 American practice, that is with a slightly different sail plan from 

 the old narrow cutters, a longer lower mast and shorter topmast, 

 with jibs set flying in most cases, but in Nymph,Verena and some 

 others set on a stay, with laced cotton mainsails, mostly lifted 

 with a jackstay and toggles on the boom and a cutter outhaul, 

 with a round bowsprit fitted to house in about oft., the bobstay 

 and bowsprit being set up with turnbuckles instead of tackles. 

 On the wider boats, Nymph, Verena, Awa, Baboon, Pappoose, 

 Xara and Chiquita, the chain plates are set on the inside of the. 

 plank, but in Minerva, Liris, Alice and Helen steel plate channels 

 are used to increase tbe spread. The outfit of sails includes gener- 

 ally four sizes of jibs, a working and balloon foresail, working 

 aud clubtopsail, baby, intermediate and large jibtopsail, balloon 

 jibtopsail and .spinaker, while Chispa and several others carry a 

 gaff trysail. Minerva rejoices in two sizes of foresail in addition 

 to the balloon, and in a small clubtopsail, a very handy little sail. 

 The standing rigging, of steel wire, is usually set up bv turnbuckles 

 instead of lanyards, and the qnarter lifts, topsail halliards and 

 jib halliards are of flexible wire rope. Hollow spars are used to a 

 certain extent, hut the masts are all solid. 



The sail areas are given in the table, the official measurements 

 of the New York Y. C, which are sufficiently close to the actual 

 areas for all purposes of comparisou. The wide range will be 

 noticed from 3.600ft, on Liris to 2,724 on Minerva, these two ex- 

 tremes showing up thus far as the fastest of the class. As sail 

 spread is a pretty good gauge of the cost of running and also of 

 building, these figures tell their own story. On a given length 

 larger sails mean a larger and more powerful boat, extra lead, 

 stronger construction, more expensive form (as a rule), larger 

 spars and rigging, consequently greater first cost, and at the same 

 time a larger crew, greater wear and tear of hull and gear, and 

 breakage of spars, and more expense in renewals. Each of these 

 items maybe but smalt in itself, but when the sail area is in- 

 creased 25 or 30 per cent . the expenses begin to increase quite 

 rapidly. Whether or no the speed and accommodation must in- 

 crease in the same ratio remains to be seen. 



Wu have already described the leading yachts of the class in 

 detail during the past winter, but a brief comparison of the gen- 

 eral fittings of the fleet will serve to make this description more 

 clear. The centerboard boats have each a large cockpit, from 

 8ft, to 10ft. long, a feature which is permissible in them as the 

 depth ig not sufficient to allow an after cabin. In the keel boats, 

 however, a very good after cabin or ladies' stateroom may be 



had, and all but Maraquita are thus arranged. She has a cockpit 

 9ft. long and 7ft. wide, about 16in. deep, from which the compan- 

 ion opens, as in a cabin house yacht, in spite of her flush deck. 

 When it comes to a choice between an after stateroom and a 

 cockpit in a yacht of 30ft, and over, we should take the cabin 

 every time as of more value, but no such alternative exists in the 

 40ft. class, and both may be had. Chispa is arranged with a very 

 convenient, cockpit on deck, far enough aft to allow an after cabin 

 as well, the only disadvantage being a slight loss of space in the 

 sail locker. Minerva, has a convenient cockpit or steering well 

 abaft her cabin, and several others are similarly fitted. Liris 

 and Tomahawk are flush-decked, with no opening save a circular 

 one giving access to tho sail locker and used as a. steering well, 

 and Pappoose, Baboon and Xara are fitted with oval openings 

 for the same double, purpose. There can be no question of the 

 advantage of a cockpit large enough to accommodate three or 

 four in bad weather, especially in '"family cruisers," as some of 

 the forties purport to bo. 



Minerva, Liris, Tomahawk, Baboon, Pappoose and Xara steer 

 with a tiller, but most of the others use a. wheel, Gorilla being 

 fitted with both. On nearly all the pump break windlass is used, 

 Liris having a neat little crank capstan of Irish make, while 

 Minerva and Helen are fitted with Reid's bitts and windlass, a 

 Scotch device. The ordinary oak or locust bitts are used to 

 carry the heel of bowsprit and the windlass in most cases, but 

 Liris has bitts of steel plate, similar to Madge and Clara. All 

 except Liris and Tomahawk are of the usual wooden construc- 

 tion, more or less heavy in proportion to the care and skill of the 

 designer and builder, Liris being of composite build and Toma- 

 hawk of steel. The cost is a detail that will interest manv, but 

 we can only give approximate figures. A centerboard boat like 

 Verena or Nymph, with all lead ballast, oak frame, yellow pine 

 planking, iron fastenings in deadwood and plank, main cabin and 

 state-room finished in painted pine, with toilet-room with wash 

 bowl and closet, ice-box, pantries, water tanks and plumbing; 

 with complete outfit of spars, sails aad rigging, will cost about 

 P.000. The new keel boats. Chispa and Maraquita, are said to 

 have cost about. S7.000. while a steel or composite boat will cost 

 from $8,000 up. If we have been successful in our attempt our 

 readers will have a fairly good idea of the 40ft. class as it stands 

 to-day, and will be able to draw their own conclusions from the 

 results of the races. The first question in the minds of most 

 yachtsmen is, "Which boat will win?" but we propose to carry 

 the subject further and to endeavor to determine which are to be 

 commended and improved, and which condemned and replaced 

 by something' better. 



VALKYRIE. 



BEYOND the facts that Gen. Paine has replied to Lord Dun- 

 raven's letter, and that he has also written to the owners of 

 Titania, Katrina, Bedouin and Shamrock, in regard to matches 

 between these yachts and Valkyrie, there is nothing definitely 

 known. Gen. Palue will not state whether he has agreed to act 

 as the representative of Lord Dunraven, and declines to make 

 public his letter. Valkyrie has beeu fitting out at Southampton 

 for her voyage, and will probably sail in a few days. Lord Dun- 

 raven's (50 of last year, Petronilla, is also fitting out for the home 

 racing, and will sail at Cowes for the Queen's Cup. 



NEW YORK Y. R, A. REGATTA.— The first union regatta of 

 the New York Yacht Racing Association will be sailed on Labor 



tuck, Conn. The start will be made from Liberty Island at 11 

 o'clock A. M. and will be a flying one for all classes. "Preparatory 

 signal will be given by long blast of steam whistle and raising 

 blue peter on flag staff of steamer. Ten minutes later long 

 whistle and raising yacht ensign will be the signal for classes A, 



B, C, D, E, F and G to start. Ten minutes later long whistle and 

 raising N. Y. Y. R. A. signal will be the signal for all other classes 

 to start. Ten minutes later a long whistle he given as handicap 

 signal. All yachts not having crossed tbe line within ten min- 

 utes after the signal for their class will be timed as starting at 

 the expiration of said ten minutes. The courses wih' be as follows 

 Start and finish for all classes from an imaginary line between 

 the steamboat and a stakeboat anchored to the east of Liberty 

 island. Courses f.— Classes A, B, O and D. Tu and around buoy 

 No. Mj-jS: (S.W. Spit), leaving it in turning on tbe port hand aud 

 return over same course. Course 11.— Classes E and F. To and 

 around ibe red bell buoy at inside end of Swash Channel, leaving 

 it in turning on port hand and return over same course. Course 

 III.— Classes G. Nos. 1, 2, 5, 15 and 7. To and around buoy No. 13 

 off Swinburn Island and return, keeping same on port hand. 

 Course I V.— Classes 3, 4, 8 and 0. To and arouud buoy No. 15, 

 leaving it on port hand, thence to and around Fort Lafayette and 

 return to starting point. The classification will be according to 

 the rules of the N. Y. Y. R. A. as follows: Class A, schooners, 

 40ft. and over; Class R, cabin sloops, over 53 and under C2ft,; Class 



C, cabin sloops, over 45 and under 53ft.; Class D, cabin sloops, over 

 3a and tinder 45ft,: Class E, cabin sloops, over 32 and under 38ft.; 

 Class F, cabin sloops^ over 27 and under 32ft.; Class G, cabin 



cabin cat-rigged yachts; Class 6, open cat rig, over 27 and under 

 32ft.; Class 7, open cat rig, over 23 and under 27ft.; Class 8, open 

 cat rig, over 20 and under 23ft.: Class 9, open cat rig, all under 

 20ft. Measurements and time allowances: The sailing measure- 

 ment shall be according to the rules of the N. Y. Y. It. A.— the 

 load waterline added to one-half the overhang. Time allowances 

 according to the tables adopted by the association. All entries 

 must be made in writ ing, giving the correct measurement accord- 

 ing to the Association rules as specified above, and must be sent 

 to the secretary on or before Aug. 26. Numbers will be distributed 

 to the competing yacbts from the stakeboat on the morning of 

 the regatta, and must be returned to the regatta committee after 

 tho race or by mail. Yachts may carry crew as follows: Cabin 

 yachts, one man for every Sft. of sailing measurement or frac- 

 tional part thereof besides the helmsman. Open yachts, one man 

 for every 3ft. of sailing measurement or fractional part thereof 

 besides the helmsman. Club signal— Each competing yacht must 

 fly its club signal at the peak. Ballast— Shifting ballast will be 

 allowed in open yachts. Sails— Cabin sloops, mainsail, foreatay- 

 sail, jib, flyingjib, jibtopsail, clubtopsail, gafftopsail, balloon jib 

 and spinaker; open sloops, jib and mainsail only; cat.boats, main- 

 sail only. Time of race— The race must be made by any yacht in 

 any of the classes in seven hours or less, and will be a race for all 

 c la- ses. Copies of the N. Y. Y. R. A. sailing rules and regulations 

 can be obtained from the secretaries of any of the clubs. Regatta 

 committee: R. Puhlman, Pavonia Y. C; Charles E. Cameron, 

 Newark Y. C.;' B. S. Gibson, Sing Sing Y. C; J. K. Tucker, Hud- 

 son River Y. C; George Parkhill, Secretary Columbia Y. C. and 

 Secretary N. Y. Y. R. A., 61 East 130th street. N. Y. 



THE 70 FT. CLASS.— The seventy- footers have been keeping very 

 quiet since the New York Y. C. regatta, none of them entering in 

 trie Sound or Eastern races. The reason for all this is that they 

 arc busy preparing for the races of the New York cruise, and 

 more particularly for those with Valkyrie later on. Titania and 

 Shamrock have needed little in the way of alterations, but Ka- 

 trina and Bedouin have been making some important changes. 

 The pair are at Poillon's; where Katriua's mast has been replaced 

 bv a larger one of the same wood, Oregon pine. Her new boom, 

 of white pine, lately made from one of Mayflower's, will be re- 

 placed by a cheese sandwich stick of Oregon pine if t. longer, or 

 *5 in all, her sail plan being increased considerably. In addition 

 her board has been deepened about 18in. Bedouin has had a 

 longer topmast and a new 7 cheese sandwich boom 68ft. long, of 

 Oregon pine. Both sticks have been very carefully put together 

 under the direction of Mr. Driscoll.beingsawn in two and hollowed 

 out. the adjoining edges carefully dowelled together and joined 

 with a mixture of lime and pot cheese. Similar sticks of Oregon 

 pine are doing good work still on Titania aud Gorilla. 



EASERN Y. C. CRUISE.— Tho combined cruise of Eastern and 

 Seawanhaka fleets came to an end on July 24 at Bar Harbor, 

 where the fleet was formally disbanded. On Monday the gig race, 

 for the purse offered by Mr. E. V. R. Thayer, was rowed with 5 

 entries. Sea Fox being first and Fortuna's gig second. The 40ft. 

 race for the Carroll cup did not come off on account of fog, but it 

 will be sailed off Newport after the New York cruise. The win- 

 ners of the prizes for the best average on the runs have not yet 

 been determined. On Wednesday the fleet dressed ship in the 

 morning, after which it w r as formally disband by Com. Hovey. 

 Kathleen and Medusa were at Portland on July 27 and Sea Fox 

 at Marblehead. 



XARA, Mr. Mean's 40-footer, is now 7 fitting out at Lawleys'. 

 Capt. Tom Sloan will race her during the season. 



MONATIQUOT Y. C— The first championship race, of July 27, 

 was postponed to July 3o, on account of rain. 



