280 



FOREST AND STREAM. 



[Aram, 24, 1890. 



THE KEEL CUTTER WAYWARD. 



TVTOW that the time has come when the "New York yachtsman 

 heglns his travels among the yards in order to post himself 

 on the progress in design and construction, to learn what new 

 boats are building to meet the old favorites, and to see what New 

 York is doing to maintain her old-iirne supremacy over her East- 

 ern rival, a word or two may not be out of season as to where to 

 go and what may be seen. A short trip over i be East Kiver will 

 bring one to the yard of the Poillons, builder* of Sappho, Fortuna, 

 Noma, Intrepid, Montauk, Grayling, and many famous flyers. 

 The visitors to the yard to-day will he more than repaid hy a view 

 of the fast schooner Comet, built in 1874, now on the ways for a 

 lead keel and general modernizing: and the "famous old racer" 

 Dauntless, built in 1800, now laid up in the slip. Beside these two 

 interesting yachts there are also several pilot boats, including the 

 old Caprice, now condemned and dismantled. Proceeding down 

 the shore, perhaps stopping at the foot of Fortieth street for an 

 admiring glance at the world-renowned schooner Coronet, which 

 created sucb a sensation in British waters three years since, Bay 

 Ridge is reached, where once a number of yachts were built. 

 Though some very good new work is to be seen here, it is not for 

 New York, a steam yacht for Rochester and a fine little cutter for 

 the progressive locality of Lake Ontario. The time of the visitors 

 will not have been altogether lost, he may see on the railway at 

 Wintringham's yard the well-known sloops Lizzie L. and Lizzie 

 M., both productions of New York yards, albeit not so young now 

 as they once were. New yachts, however, as well as old, may be 

 seen here too; such craft as Thetis, Choctaw, Maraquita, Nymph, 

 Vandal and Marjorie, boats of modern design, but built in Boston, 

 not in New York. 



Following down the bay to the far extremity of Staten Island, 

 there may bo found some more examples of New York's progress 

 in several nondescript yachts of small size built to demonstrate, 

 at the expense of credulous New Yorkers, the beauties of the. 

 Norton water ballast system, so fully shown up in the Fobest and 

 Stream two years since. Turning how to the eastward and down 

 the Sound, the shoal and muddy Bronx River comes first in order, 

 where a curious craft is building to lower the fighting flags of the 

 hitherto uuconquered Clara: the Bronx against rhc Clyde, New- 

 York forever. At the big Piepgrass yard, at City Island, where, 

 with its predecessor in Greenpoint, so many cracks have been 

 turned out— Oriva, Bedouin, Cinderella, Titania, Katrina, there is 

 not a new keel this season. On the other side of the Sound, how- 

 ever, toward the end of Long Island, the yards are busier, bits of 

 lead spiked under old bottoms, new stems and figureheads on old 

 hulls, old black topsides burned, scraped and painted white, the 

 fashionable Boston color; and all for the glory of New York. 



Two of the finest schooners in New York have just been towed 

 to Boston, but not a chip has been cut nor a rivet or i ven this win- 

 ter to fill their place even with smaller yachts. Wbv spend 

 money in building new yachts when old ones can be patched; or, 

 if any sudden need arises, new and modern craft can be borrowed 

 or bought in Boston? The present building season has been a dis- 

 appointing one, it is true, in so much as numbers are concerned; 

 but it must be doubly so to all who feel a pride in New York, for 

 what building there has been is entirely confined to Boston. 

 While the number of large yachts is but small, and even the 

 smaller classes are not all as well represented in the new fleet as 

 they should be, there has been considerable building in t be East, 

 from Buzzard's Bay to Capo Ann; and the boats as a rule are an 

 advance on their immediate predecessors in their respective 

 localities. 



The prevailing type is the moderate keel cutter, the shoal cen- 

 terboarda will have some new representatives in the Cape Cod 

 cats, there, will be a few skimmers for racing about Boston, and 

 the deep compromise -center-board will be fully tested in several 

 of the new Burgess boats; but on the whole the keel is now well 

 in the majority and likely to stay there. When the assertion was 

 made last fall by Mr. Burgess that a classification by corrected 

 length would kill all the small centerboard boats the very perti- 

 nent question was asked by a New York yachtsman, "Who has 

 already killed them?" The answer which he gave to his hearers 

 was, "Mr. Burgess;" and those who have seen the new Burgess 

 fleet will be likely to agree withhim. Of the dozen or more single 

 stickers, nearly all racers, that are now building, not only are 

 the majority keel craft, and keel cutters, not keel sloops, but the 

 keels promise to show a decided superiority to the compromise 

 boats on all points. First, as to speed, a prime object in most of 

 them, there is little in the performances of Chiquita, Verena, 

 Awa. Nymph or Shark last year against Minerva and Saracen to 

 promise that the new centerboard boats will beat the new keels; 

 and a look at. Sa-ladin, the Fowle 30- footer, in comparison with the 

 two compromises standing near her in Lawley's yard, lends em- 

 phasis to this idea. As to other considerations, such as conven- 

 ience and comfort, which cannot be dispensed with even in a racer, 

 the new compromise thirties pose as awful examples of what not. 

 to build. With a cabin trunk, as in the Amory 30, Camilla, there 

 is little enough room on the sides of the big centerboard trunk, 

 but it. has been pretty well proven that for racing the cabin trunk 

 must go; and what is left when it is gone is shown in t he sister to 

 Camilla, the Dexter 30, Hawk. This craft has a flush deck and a 

 long skylight, and a man can make his way forward and aft on 

 either side of the trunk, there is room enough for that, but not 

 much more. A man would have to be a very strong adherent of 

 the centerboard to choose such a boat as this for anv sort of living 

 aboard, when compared with such keel craft as Kathleen, Sara 

 een, Saladin, or even the 28ft. Marjorie. The flush-decked com- 

 promise centerboarder shows to poor advantage, so far as living 

 space is concerned, even in two sizes above, the new 40ft. Ventura; 

 and in the smaller sizes such a craft can only he permitted as a 

 racing machine, and even then it is doubtful whether the keel 

 boat like Saladin and Kathleen, with very good accommodation. 

 wiU not beat her. 



The value of the centerboard for shoal water sailing cannot be 

 disputed, and when 70ft. is passed in length so much compara- 

 tively shoal water is found in all harbors and on every coast, that 

 the keel model cannot practically be carried out to its perfect 

 proportions and a centerboard may be necessary. In small and 

 moderate sizes, however, the advantages of the keel model, both 

 in the matter of speed and accommodation, are too well demon- 

 strated to be longer denied. The credit for this development of 

 the keel type, or at least for its successful introduction to popular 

 favor, must be given to Mr. Burgess; his Pappoose was not only 

 the first, but is still one of the successful boats of the 40ft. class, 

 while her larger sister. Baboon, is largely responsible for the 40ft. 

 boom of last year. Saracen, too, has done her part in the SQffc. 

 class in defeating the centerboards, and this year the successors 

 to these two boats are likely to do the same. 



The keel boats of 1890 are very interesting in contrast with those 

 of last year; racer or cruiser, Minerva has been taken into careful 

 consideration, and her influence is plainly shown. Beam has 

 been reduced; in the new Adams 40 the- beam of Chispa, Maraquita 

 and. Lo to wan a has been cut down by lVgft., still leaving VMt. 

 more than Minerva. With this reduction of beam goes naturally 

 a fuller waterline forward; straight, if not a little convex in some 

 cases. The curve of the midship section is faired into an easier 

 sweep, the hard bilge has disappeared, the strong hollow above 

 the garhoards has been filled out, and the section shows no like- 

 ness to the "wine glass" family. The costly error of a deep thiu 

 keel, as in Tomahawk and Maraquita, has been avoided, the keels 

 of the new craft being much like Minerva's, the Adams boat being 

 15in. on bottom compared with 5ba. in Tomahawk and Maraquita. 

 Last year the keel of Saracen was removed and recast, being made 

 deeper and thinner; this year the keel of Maraquita will undergo 

 exactly the reverse of this operation, being recast thicker and nut 

 so deep. The contour of keel in the new boats is much more like 

 Minerva than Chispa or Maraquita; the forefoot is very slight 

 the keel rakes down quickly to the heel of sternpost, and the rake 

 of the latter is 45deg. in the Adams boat, a little less in Saladin. 

 Of course these changes mean less sail, and the new boats will 

 carry moderate rigs. 



Of the whole fleet of Burgess keel boats the most interesting 

 just now is the new cutter Wayward, launched on April IS at Law- 

 ley's yard, for Mr. David Sears, former owner of the schooner 

 Actea, and before, that of a sloop named Wayward, whence the 

 present rather hackneyed name. Not only is she the narrowest 

 yacht and the largest keel craft yet designed by Mr. Burgess, but 

 she is the first purely composite sailing yacht yet built in Boston, 

 and in fact in America; having all steel frames and deck beams, 

 stringer plates, etc. In this respect she differs from the so-called 

 composite construction of Liris and the new Adams and Foster 

 boats, they having merely steel frames and floors at every third 

 space, the latter two also having steel deck beams. Wayward is 

 m all respects a moderate cutter, with clipper stem similar to the 

 existing Burgess boats, a long overhang, and a length of 00ft. Bin. on 

 l.w.l. The leason for the selection of this odd size, which brings 

 her in no class in which there are any racing craft, we do not 

 know; whether it is a mere fancy of the owner, or whether there 

 was a disinclination to try a new experiment in the face of such 

 hot. competition as Titania and Katrina and Shamrock in the 

 class above, 70ft.; and Clara in the class below, 53ft., would have 

 furnished. As far as sport goes it will be a source of regret to 

 yachtsmen that a new boat of this kind is not matched against 

 some of the older ones of one type or the other. The beam of 

 Wayward is 15ft. 6in., four beams to length, while her draft will be 

 about lift.; her lead keel weighs 38 tons. The contour of the keel 

 chows the fashionable slack; forefoot, a considerable rake from 



the fore end of waterline to the point of greatest draft, which is 

 well aft, and a sternpost with a rake of about 33 degrees. The 

 keel is wide and the weight is disposed as low as possible. 



The wood keel is of maple, moulded 8in. The steel frame was 

 made by the Atlantic works, East Boston, being setup in the shop 

 and taken apart and carried to the yard at South Boston. The 

 keel plate is of % steel, the floor knees being rivetted to it, and 

 being 15in. deep in throats. These take the heels of the angle 

 frames, 2J^x2}-4x}4, spaced 18in., the size and spacirg of the deck 

 beams being the same as the frames. The stringer and sheer 

 strakes are of steel, the latter being carried down an extra 8ft. 

 abreast of the chain plates. The channels are lOin. wide. The 

 planking is 2in. thick, oak garboarris and yellow pine above. The 

 deck plank is 3X3in., white pine. The least freeboard is 2ft. 8in., 

 above which is a bulwark 9Lgin. high to top of rail. The stanchions 

 are locust, the rail oak and the bulwark pine, stained to imitate 

 mahogany. The deck work is of mahogany, with locust cleats 

 and cavels. and the finish is very neat. 



The construction gives a great amount, of space below; the head 

 room is 6ft. Sin. in cabins. The forecastle is of good size, the next 

 space of Oft. is given up to a pantry to port, opposite to which is 

 the captain's room and also the toilet room, the latter opening 

 into the main saloon. This is a flue room, with sideboards and 

 lockers, the starboard locker being in the shape of a, right angle 

 and filling the after corner of the room, a circular dining table 

 being placed in front of it. A handsome circular stairway leads 

 from the deck to the steerage, just abaft the main cabin, there 

 being a large sofa opposite to the stairs, while on the opposite 

 side of the boat is a very comfortable stateroom for the owner. 

 The after cabin is of the conventional form, but very neatly fitted 

 up. The finish below is rich and handsome without over elabora- 

 tion, rather plain panelling of mahogany throughout, the door 

 jambs and the styles from floor to deck with the lower panels 

 being of this wood, while the upper panels are of white pine, 

 painted a light color, thus avoiding the somber appearance of an 

 all mahogany finish. The outside is of course painted white. As 

 seen in Lawley's shed, completely shut in with ladders and scaf- 

 folding it is impossible to form a correct idea of the sheer and the 

 general appearance when afloat, but the yacht promises to be a 

 stylish and handsome craft. As she is certain to be lauded as a 

 new type of American craft, it is interesting to compart! her 

 with the English cutter Wenonah, designed by Mr. John Harvey 

 and built in New York in 1882. The "American keel sloop" is 60ft. 

 Bin. l.w.l., 14ft. 6in. beam and lift, draft, while the British cutter is 

 60ft. l.w.1., 14ft. beam, and 10ft. Bin. draft. Though without a class 

 to race in, Wayward will undoubtedly be seen in some of the 

 races, and from her relative performance with the seventies on 

 the one hand and Clara on the other it will be possible to gain 

 some estimate of her speed. As to the merits of the type itself, 

 we have never doubted them, and now shall be glad to see them 

 fully demonstrated at Mr. Burgess' hands. 



THE CHALLENGE OF THE SEVENTY-FOOTERS. 



THE following letters have been received by Mr. Peabody from 

 the owners of Valkyrie and Yarana, and make it plain that 

 at least the latter will not cross: 



AdAbe Manou, Adake, Ireland.— Dear Sir: In reply to vours 

 of March 14, on the 13th of this month I wrote to the New York 

 Y. C, asking whether they could agree to the last message of the 

 Royat Yacht Squadron to the effect that the America Cup should, 

 if it came into their possession, be held subect to challenges ac- 

 cording to the terms of the Volunteer-Thistle race, and whether 

 in that case my challenge of last year might be considered merely 

 postponed for the season. Pending the receipt of an answer from 

 the New York Y. C. it is impossible for me to give a definite reply to 

 the proposals in your letter. 1 must therefore content myself for 

 the present in merely acknowledging it, asking you to convey my 

 thanks for the invitation you were good enough to forward to me. 

 I have the honor to remain yours truly, Dunraven. 

 To Stephen Peabody, the Knickerbocker Club. 

 March 28, 1890.— Dear Sir: 1 beg to acknowledge the receipt of 

 your letter of the 14th inst., with inclosure, ana. in reply beg to 

 thank the owners of the boats named for their invitation, but 

 cannot see my way to giving up my season's racing at home for 

 the sake of three or four races on your side. 



As all our races, some forty in the season, are now open to your 

 boats, 1 should excessively like to meet them over here, and, if 

 they liked, would also be very glad to make a match for say £100 

 or £300 a side, with either of the four boats they select. I have 

 the honor to be, dear sir, Paul A. Ralu. 



To Stephen Peabody. 



Land end Water takes a rather contemptuous view of the mat- 

 ter, saying: "Mr. Peabody, of New York, has been put up to bait 

 Lord Dunraven and Mr. P. A. Ralli in regard to a trial of speed 

 with Valkyrie and VTorana and the best of the Kankee sloops." 



The Field, in its late issues, comments as follows on the offer of 

 Messrs. Auchineloas, Maxwell and their two associates: 



"As we said last week, it is not a very brave thing to challenge 

 a man to travel three thousand miles to sail a match, and if the 

 owners of the Katrina, Shamrock and Titania desire to try con- 

 clusions with Valkyrie, they should send their yachts to Cowes, 

 where no doubt their challenges would not only be accepted by 

 the owner of Valkyrie, but by the owners of other yachts as well, 

 should they be favored with a challenge. * * * 



"American yachtsmen will probably be much disappointed to 

 find that the owners of Valkyrie aud Yarana have declined the 

 challenges recently forwarded to them by Mr. Peabody. The 

 array of matches foreshadowed no doubt appeared to be very 

 stupendous in the eyes of the enthusiast ic medium through which 

 the challenges were received; but the attractions of a season's 

 yacht racing in British waters are still more stupendous. Last 

 year the Yarana competed in t hirty-nine matches and won thirty- 

 one prizes. The programme the Americans have to offer would 

 not admit of such a record as this; and nothing short of the pres- 

 tige of competing for the America Cup would compensate a man 

 who is keen about yacht racing for the loss of a season on this 

 side of the Atlantic. Beyond this, there is no doubt that a feeling 

 exists that if an American yachtsmen sends a challenge to an 

 English yachtsman he should send his yacht over here to sail the 

 match." 



However true this may be under ordinary circumstances, it does 

 not fit the peculiar conditions of the present case. For a year 

 past Lord Dunraven has been trying to get on a fair match with 

 the New York Y. C, with the result that not only is no match at 

 all likely to be made, but if it were the conditions would be 

 notoriously unfair to his, the smaller vessel. This being the case, 

 certain individual yachtsmen, acting on a- suggestion in his letter 

 of June 24, 1889, have offered to give him what the New York Y. 

 C. has denied — a fair race with yachts of Valkyrie's class. In the 

 letter alluded to. Lord Dunraven says, "I attach no importance to 

 the prize; all I care for is the interest belonging to a fair competi- 

 tion between the two vessels, and if the New York Y. C. find 

 themselves unable to offer the America Cap as a prize, I shall be 

 ready on my part to sail against whatever yacht would have been 

 selected to defend it, either for a prize of equal value or for 

 nothing at all." 



It is true that neither of the 70- foolers would have been chosen 

 to defend the Cup, but certainly Lord Dunraven must understand 

 that it would be a most foolish and thankless task to come three 

 thousand miles with the absolute certainty of defeat at the hands 

 of a much larger boat before him. To insist on such a race, 

 which is all that he can expect from the New York Y. C, should 

 he subscribe to every condition imposed by it, is a foolhardy pro- 

 ceeding that can bring him no credit. 



The most important point of the whole transaction has com- 

 pletely escaped the sharp eyes of the Field, as well as of Lord 

 Dunraven and his advisers. The worst thing that could happen 

 to the New York Y. C. jua« now would be to have the America's 

 Cup left on the shelf, through British yachtsmen declining to 

 enter into any negotiations under the present deed; while at the 

 same time the yachting public is obliged to look to private enter- 

 prise for the continuance of international racing. This would be 

 bad enough in the case of the 70ft. challenges, but would be still 

 worse in the case of the Paine cup, as in such an event the inter- 

 national races would go to Boston instead of New York. No one 

 supposes for a moment that Boston has done all the serious work 

 of defending the Cup for three years from pure love and sympathy 

 for the New York Y. C. In 1885 the shrewd Eastern yachtsmen 

 saw that a long-looked-for opportunity had come, and they 

 quickly and successfully grasped it. What they have done each 

 year since then has made them, and not the New York Y. C, the 

 real defenders of the Cup, and already a great deal has been said 

 about the propriety of future races being sailed at Marblehead 

 instead of Sandy Hook if Boston is to furnish the boat. A visit 

 from Valkyrie last tall to sail in Eastern waters for the Paine 

 cup, while at the same time the America's Cup was left unnoticed, 

 would have placed British yachtsmen in a very different position 

 in their negotiation with the holders ot the Cup from that which 

 they have occupied for the past three years. The chance is still 

 open for them to decline all further haggling over terms while 

 the new deed is retained and to throw all international racing 

 into those channels where fair terms only are guaranteed. 



REMOVAL,— The New York offloe of the Roberts Boiler Works 

 will be removed on May 1 to the Telephone Building, 18 Cortlandt 

 Street, 



FOUND-A FORTY-FOOTER. 



THERE are now lying in Piepgrass's yard the component parts 

 of a racing forty, evidently of Burgess design, for which no 

 owner can be found; all facts concerning the boat or owner heing 

 wrapped in the deepest mystery. The workmen ene aged on the 

 boat profess utter ignorance, while Mr. Piepgrass himself is as 

 dumb as the big sheer legs on the end of the dock. The sole clue 

 to the ownership of the boat is the fact that the lead of t he keel 

 was once part of the ballast of Mr. Morgan's schooner Constella- 

 tion, and was lately brought directly from Port Washington to 

 City Island. 



Not being provided with a walking stick precisely 3ft. long, we 

 are unable to give the Pnes of the new craft, but she will be a 

 deep centerboarder, bearing about the same relation to the new 

 keel Gossoon that the Nymph and Verena bear to Chispa nud Mara- 

 quita. She will be about 56ft. over all, 40ft. l.wl,, 13ft. 6iu. beam, 

 and 7ft. draft. The endR above water have the overhang of the 

 othor Burgess boats, clipper stem of course; the forefoot is ap- 

 parently a little rounder and fuller than in most of last year's 

 boats, the keel running down from it to the heel of post, where 

 the greatest drop is found. The rake of sternpost is considerably 

 more than last year, about 40 degrees. The midship section, as 

 compared with the older boats, shows the same cutting away of 

 the bilge as iu Gossoon, the hollow below being proportionately 

 less, thus making an easier curve from planksheer to keel, a very 

 decided step Fife ward. 



Being designed solely for racing, the decK will be flush and the 

 build of the lightest, steel frames being used, nine in all on each 

 side. The keel is a total change from last season, being the widest 

 thus far cast for a 40-footer. It is about 21ft. long, 2ft. 8Win. wide 

 on top, 1ft. 4^in. on bottom, and 1ft. Sin. deep, running back to 

 the sternpost. The widest part is in the middle. The weight is 15 

 short tons. The slot for the centerboard is 10ft. Gin. long and 2-T.jin. 

 wide. 



The wood keel is so wide— 3ft.— that it was necessary to build if 

 up of four pieces, two main side logs with a piece between them at 

 each end. It is 7in. thick. The keel bolts will be IJStiU about 

 twelve in all. The sternpost is sided 5iu. 



The steel frames are 2x2xJ4, the heels rivetted to a deep floor 

 plate of J^in. steel, an angle iron, 2x3in., on the lower side of this 

 being lag-screwed to keel. The oak frames in the ends will be single 

 sawn, with steamed frames amidships. They will be sided about ;',}/> 

 and moulded 2^ at heels and Sin. at heads. The spacing of all 

 frames will be loin., two wood between each pair of steel frames. 

 The planksheer and arch-board will be yellow pine, plaukiug, P:jiii., 

 with l%m. gar boards, deck 2x2in. white pine. The deck beams 

 will be steel angles on each steel frame, the others of oak, 2m. 

 sided and 2J^vn. moulded. The keel is now cast, the wood keel, 

 stem, sternpost and all frames ready, and as there is no other 

 work in the yard but a little repairing, the yacht will be pushed 

 very rapidly. 



This yacht gives Mr. Burgess another chance in the clsss, as 

 she is different- from all toe others. The Burgess fleet- this year 

 will include a greater variety of craft than any designer has ever 

 had afloat, at the same time. In the keels will be Chispa, lSJ^ft. 

 beam and 9ft. draft; the Minervaized Maraquita, of the same 

 dimensions as Chispa; Tomahawk, 12ft. beam and 10ft. draft, with 

 big rig; Gossoon, 12ft. beam and 9ft. 3in. draft, with moderate rig; 

 and the older boats, Baboon, Xara and Pappoose, should either 

 race. In the centerboards there is Awa, 15x0ft.; Verena, 14ft. 

 6in.X6ft. Bin.; Chiquita, 13ft. 8in.x7ft. Bin.; Morgan '40, 13ft. t'un.x 

 7ft,, and Ventura, 13ft.. beam and 7ft. 6in. draft. Against this 

 large fleet are pitted little Minerva and big Liris, both keels. 



WIRE ROPE. 



THE following information concerning wire rope is given by the 

 Hazard Manufacturing Co., and will be of interest to yachts- 

 men. Two kinds of ropes are made; tnose with nineteen wires to 

 the strand are more pliable, and are generally need as hoisting 

 ropes. Those with twelve or seven wires to the strand are stiffer 

 and best adapted for guys, ferries, rigging and transmission pur- 

 poses. Wire ropes are made of six strands, laid about a center of 

 hemp or wire, the former being more pliable, and wearing better 

 over small pulleys and drums. 



Wire rope is as pliable as new hemp rope of the same strength. 

 The greater the diameter of sheaves, pulleys and drums, the lon- 

 ger the rope will last. 



For safe working load, allow one-flf th to one-seventh of ultimate 

 strength, according to speed and vibration. It is better to increase 

 the load, as speed increases the wear. 



Wire rope must not be colled or uncoiled like hemp rope. When 

 not on a reel, roll upon the ground like a wheel to prevent kinking. 

 To preserve wire rope, cover it thoroughly with raw linseed oil, 

 mixed with vegetable tar. This mixture forms a protecting sur- 

 face on the rope and preserves it from undue wear. 



To preserve wire rope when under water or under ground, add 

 one bushel of fresh slaked lime to a barrel of mineral or vegetable 

 tar, boil well, and saturate the rope with the mixture while it is 

 hot. 



Galvanized wire rope should never be used for running rope. 

 Oue day's use will wear off the coating of zinc, and the rope will 

 soon begin to rust. 



Too much care cannot be taken with the pulleys, sheaves and 

 drums over which the ropes are run. The grooves should be lined 

 with well seasoned blocks of hard wood set on end, rubber, leather 

 or some soft metal. Thus the life of the rope will be greatly 

 lengthened and greater adhesion secured than when the rope is 

 operated over smooth and hard surfaces. 



Iron ropes, operated under proper conditions, will give perfect 

 satisfaction wnen the work to oe done is not too heavy, bteel 

 ropes should bB substituted for iron when lightness is required or 

 when a greater strength becomes necessary. The object in sub- 

 stituting steel for Iron is to decrease the wear rather than reduce 

 the size of the rope. In ordering, the purpose for which the rope 

 is to be used should be stated, also what kind of center is desired, 

 whether hemp or wire, and advice will be given. 



CORINTHIAN NAVY.— The opening sail which takes place on 

 May 30, 31 and June 1 and 2, is now being arraugea for, the follow- 

 ing programme has been issued to govern that event: Boats of 

 the New York Bay and Staten Island Sound squadrons will pro- 

 ceed in company to New Rochelle. The East Kiver and Hudson 

 River squadrons will proceed to New Rochelle, as individuals and 

 not in squadron. The West Long Island Sound squadron will 

 rendezvous at Roslyn, L. L, and proceed in squaaron to New 

 Rochelle. All boats to be in position at 6 P. M, May 30. Tne fleet, 

 book will be issued about May 15. The St. La wrence Kiver Squad - 

 ron has been formed. It starts in with a good membership and 

 fleet. Mr. J. Graham Eraser is secretary pro. tern., with address 

 at Hubbard House Hotel, Clayton. New v~ork, which address will 

 be headquarters. A port station has been established at A. Bain's 

 boat livery, Clayton, New York. The new squadron will hold a 

 meeting shortly, when the regatta day will! be set and a vice- 

 commodore and secretary elected and a regatta committee of 

 three appointed. A meeting of the board ot managers was held 

 at the Hotel Marlborough on Tuesday eve. Vice-Corn. Day has 

 appointed the following gentlemen to act ou the East River 

 Squadron regatta committee: A. Dahm Peterson, J. A. Morrison, 

 G. W. Collard. The members of the East Kiver Squadron held a 

 meeting on the 15th, at which Vice-Corn. Day was preseuted with 

 a handsome watch charm by the members in recognition of his 

 faithful services. The following are proposed for membership: 

 Wm. M. Brownell, Renshaw Mason Jones, 11. C. Ward, Vite J. 

 Baker, A. Bain, E. W. Estee, F. L. Carlisle, C. R. Baker, J. D. 

 Little, C. G. Emery, Chas. A. Johnson, C. Albert Johnson, Jr., 

 Raymond C. Johnson, Gilbert Potter, Frank Taylor, J. A. Levick. 



NEW YORK Y. R. A.— The spring meeting was held on April 

 18, with Com. A. J. Prime in the chair. The following clubs were 

 represented: Columbia, Harlem, Hudson River, Jersey City, New- 

 ark, Newark Bay, New Jersey, Pavonia. Staten Island Athletic 

 Club (Yachting Department), Tappan Zee, Williamsburg, Yonk- 

 ers Corinthian and Indian Harbor. Secretary PSrkhill reported 

 that the iron steamboat Cygnus had been chartered for the annual 

 regatta on Sept. 1. Treasurer McMurray reported a handsome 

 balance in the treasury. The date of the anuual cruise was fixed 

 for July 28. The yachts will rendezveous off the Harlem club 

 house at College Point on July 26 and report to the floet captain. 

 On July 28 the fleet will sail to Oyster Bay, on July 29 to Roton 

 Point, on July 30 to Black Rock, on July 31 to Lloyd's Harbor and 

 on August 3 to Sea Cliff, where the fleet will disband. 



MARINE AND FIELD CLUB. — The annual canoe regatta of 

 the Marine and Field Club will be sailed in Gravesend Bay, off 

 the club grounds, on June 7 at 2 P. fiL The events wdl consist of 

 invitation sailing, first aud second prizes; senior sailing, first and 

 second prizes; junior sailing, first and second prizes; upset sail- 

 ing, prize to winner, unclassified sailing, prize to winner. All 

 races except the invitation race are open to canoeists, members 

 of any organized club, or the A. C. A. Entries will close on June 

 3, and it is particularly requested that they be made at as early a 

 date as possible to enable the committee to prepare a programme, 

 showing entries, select prizes, etc. Entertainment committee- 

 Howard Earle (chairman), W. 8. Elliott, J, F. Mallett, W. D, 

 Dickey, Fred B. Flake, ' ' 



