338 



FOREST AND STREAM. 



(May 15, 1890. 



INDIANAPOLIS, Ind., May 12.— Geo. Beck, of this city, holder 

 of the champion wing-shot silver cup of the United States, to-day 

 successfully defended the trophy against its former possessor. 

 Frederick Erb, of Lafayette, Ind. The match, which was shot m 

 the presence of over 3.000 people, many of them sportsmen from 

 adjoinine States, was at. 50 birds each, Hurlingham rules, a ground 

 traps, 30yds. rise and SOvtls. boundary. KoJla Heikes. of Dayton 

 0., was referee; Dr. lngorsoll, of Lafayette, judge tor Erb, and 

 Dr Brittan of Indianapolis, for Beck, The score: 



Beck 311 2201 i 1 2< (_•* Ml IP t> I I'M I 'M 1 H i lu 1 22 1 1 1 1 1:.' 11 1 1 3222 12- 11 



Erb ..211101112311202211020111111111111112120121121101121 43 



Beck has now held the championship cup three months. For 

 two years ]ih must defend it against a comer every three mouths. 

 If he still holds it at the end of two years it becomes Ins properly. 

 Several thousand dollars changed hands on the result, the betting 

 ruling at evens. Three months from now AI. Bundle, of Cincin- 

 nati, will contest for the trophy. 



THE AMERICAN ASSOOIATION.-Lafayet te, Ind., May 10.- 

 At the American Association tournament to-day there was a 

 large attendance. The weather was flue. Match 1, 15 targets: 

 Elliott first. Shick second. Krb, Britton and Gay third. Match 2, 

 5 single:- and 3 pairs: Guy a ad Britton first. Voris and Hurd sec- 

 ond. Smith, Fayette and Voris third. Match 3, 7 live birds: 

 Tucker first, Ruble and Shick second. Behm third. Match 1,15 

 targets: Elliott first, Hurd and Ruble second, Fayette and 

 Krauss third. Match 5, 10 targets: Britton first, Mattix second, 

 Mosher third, Lane fourth. Match 0, 10 singles and 3 pairs: Gay 

 first, Krau j s and Shick second. Tucker, Comstock and Voris third. 

 Match 8, 20 targets: Heikes first, Erb second. Smith third. Match 

 0, 15 targets: Hurley first. Stride second, Britton and Voris third. 

 Match 10, 15 targets: Lyons first, Hibberd and Levingwool second. 

 Match 11, 10 live birds: Heikes and Ruble first, Voris and Gray 

 second. Tucker and Shick third. Match 13, team shoot, 20 targets: 

 Shick and Hurd first, North and Holt second, Heikes and Vaux 

 third. Match 17. 12 targets: Vaux first, Underwood, Allen, Mat- 

 ttx, Lyons and Gay second. 



CINCINNATI. May 8.— The opening sheot of the Cincinnati In- 

 dependent Gun Club, on the old Avenue ball nark to-day. owing 

 to the fine weather and the announcement of the third individual 

 match between Joe H. and W. E. Limberg (" Wiek"),*was largely 

 attended. The Mnldoon medal was contested for and won by 

 Joe H.. who also lauded an easy winner in his match with Wick. 

 The match conditionally was at 40 singles and 5 pairs birds, Joe 

 H. to shoot al6-gauge and his opponent a 12, American Shooting 

 Association rules to govern, from 5 traps. Wick wisely refused 

 to shoot his score out on the double rises. The 9core: 

 Wick OOOOirjOt'OlllOlDl 10101111 10111 lOUniOOl 10— 22 



jot) H ii Dim io loi ilX! i oi loicxit loiumit 1 1 ii n i — 29 



Referee, Ed. Taylor. 



QUICK TRAP WORK. — Mr. Ohas. Macalester, the champion 

 wine shot who recently defeated Dr. Gideon H. Knapp, of the 

 Westminster Gun Club, at Babylon, L. I., for a purse of SlG.000. 

 gave an exhibition of his skill at Sea Isle City on May 10. Mr. 

 Macalester undertook the task of breaking 30 glass balls iu 60 

 seconds, using four guns. There was a hitch, however, in load- 

 ing the guns, which consumed several seconds, several cart- 

 tridges failed to explode, and the score resulted as follows: 

 First trial, 29 balls iu 71 seconds; second, 22 halls, 48 seconds; 

 third, 23 balls, ()0 secoDds. The gun loaders were slow in their 

 attempts to load up. The champion was too rapid for them, 

 firing faster than they could load. Allowing for the seconds 

 lost in loading the guns and failure of cartridges to explode, 

 Mr. Macalester more thau accomplished his purpose. 



SING SING, N. X .. May 7.— A score or more of crack shots broke 

 clay-pigeons on the grounds of the Sing Sing Gun Club to-day, 

 keeping 5 traps busy. The events were $2 and S3 sweeps. Paul 

 Rocltworth, Beatty, Dittmar, Arno, T. Ward, Pringle, Lent, Hal- 

 pin, Hunt, Connors, Gettle and Raymond divided the moneys 

 pretty evenly throughout, the shooting being remarkably good. 

 There was one eveut at live birds. It was won by T. Wai d, who 

 killed his 5. Gabriel Mead was referee. 



ROCKY MOUNTAIN TOURNAMENT.— Denver, Col., May 10.— 

 The following gentlemen were elected to represent the Queen City 

 Gun Club, of Denver, at the second annual convention of the 

 Rocky Mountain Sportsmen's Association, at Cheyenne, June 17 

 and following days: Delegates— M. Hewett, D. L. Meehling, Sey- 

 mour Warren. J. B. Sibley, B. Haywood. Alternates— A. L. Wes- 

 ton. W. Y. Tedam, H. Bostwick, W. Dingle, R. H. Dalzell. 



PRINCETON, N. J., May 13— The University Gun Club held a 

 shooting contest to-day. Twenty-five pigeons were sprung for 

 each man. The shooting was close, a ud resulted in Jen kinson 

 and Gould tying for first, place and Jesse Williams securing sec- 

 ond. 



faefftmg. 



NEW YACHTS OF 1 S90. 



[Concluded.] 



IN view of the vast difference between Minerva and Liris, it is 

 rather suprising that the two have exerted a very strong influ- 

 ence over the entire fleet, both new and old; but the fact is appa- 

 rent to any one who visits the yards of Boston and New York and 

 inspects the building of the new yachts and the alteration of the 

 the old. After Minerva's uniform success through the season it 

 is only natural that, the general verdict should be in favor of her 

 type rather than of the high-powered craft best represented by 

 Liris; but at the same time the latter was the only one of the 

 large fleet of American forties which had made a tolerable show- 

 ing agaiusf t he Fife, boat Taken altogether, the performances of 

 the two Gardner boats, Liris and Kathleen, were too con c picuous, 

 in spite of many failures, to be disregarded; and while no one has 

 beeu found to follow Mr. Gardner in the direction of power, there 

 can be no doubt that Liris and Kathleen have brought in a new 

 era in construction. 



While Minerva is light compared with many American craft, at 

 the same time she is by no means extreme iu this direction as far 

 as h^r hull is concerned, being built for the Atlantic voyage; and 

 she alone would have had little influence ou construction. The 

 Gardner craft, however, are conspicuous for their light build, and 

 to this salient feature their success has been mainly ascribed in 

 the popular mind. The result, then, of the advent of these three 

 novel craft last year is shown in the cutting down of bilge and 

 beam together with the adoption of several other features from 

 Minerva, aud at toe same a reduction of weight of hull and an 

 increase of ballast on the lines blocked out be Mr. Gardner last, 

 yenr. Two notable examples of that imitation which is the sin- 

 cerest flattery on the part of leading designers are found in the 

 alterations to Maraquita and Helen, the cutting away of dead 

 wood as far as practicable in stem and sternpost, aud the widen- 

 ing of keel and concentration of ballast. 



In the new boats the influence of Minerva is visible in many 

 directions; beamis cut away boldly, the midshio section shows a 

 smoothing out of the bilge above and the strong hollow below, 

 there being a moderate sweep from keel to gunwale; the keel is 

 greatly widened, being 16io. instead of 5in.; the forefoot is cut 

 away; the rake of the sternpost is very much greater; and per- 

 haps most important of all. the new designs show a greater care 

 iu fairing and more attention to details than in those of previous 

 years. The reduction ot beam in the modern boats is a step that 

 the Forest and Stream has advocated since the type first took 

 ou a well defined form, the advantages of a moderate increase of 

 length with such a reduction of beam as would keep the boats as 

 uearly as possible of the same size, being seemingly beyond ques- 

 tion in the easier form, the reduced sail plan, and the' increased 

 accommodations that follow by adding to the length aud reduc- 

 ing the excessive beam at a point where such space as is gained is 

 not capable of being utilized. 



The tendency, however, of designers has been to retain the 

 beam that has always been a characteristic of American yachts, 

 while at tho same time they borrowed the depth and ballast of the 

 British craft, the results being such large hulls and absurd sail 

 ¥fr i . lls ,. as Kathleen, Lins, Maraquita, Gorilla and their fellows. 

 Whether or no such craft were the best for prize winning, it will 

 take at least another season of racing against Minerva and the 

 new boats to determine, even if the verdict of last season be re- 

 voked, and the biggest boat be proved the fastest under existing 

 rules and conditions, we shall have no better opinion of the boats 

 themselves, and shall still hold out. for a change of rule that will 

 make it possible for a more moderate craft to enter the races with 

 a show of success. It seems probable now, however, that while 

 Lins is apt to do much better thau last year, aud with somewhat 



'""='.' "uv..* *»c*, vu ucuu nmco U! Lilt. Al.iaULIC, OUT IT 18 



still to be seen whether, for most of the needs of modern yacht- 

 ing, the boat of 3 beams or less to length will not have to fol- 

 low them to make way for craft of something lest, than 4 beams 

 or from l"ft. fiin. to 12ft. in a 40-footer. The advantages of such 

 craft, especially under a classification by corrected length will 

 he apparent on trial so far as accotumodation. expense and gen- 

 .-ruisini? GoaHf!*? so, (tnA until It. ha.s hupp fairly proved that 



they are slower in the racing tha,n anything like Liris, it is need- 

 less to speculate over any changes in the rule. 



In spite of their beam, there are few of the modern craft that 

 have shown an undesirable amount of stability, and for one that 

 is too stiff there may be seen a dozen that cannot keep on their 

 pins long enough to make a fair spurt, much less to sail fast all 

 day. In view of this, it would seem good to practice, at least in 

 the modern racing boats and in the smaller classes, to stow the 

 ballast at the lowest possible, point, the object being to get a 

 maximum of stability for any given draft. Thanks to Minerva 

 and Liris together, this is now being done and there will be less 

 need of pot leading the main boom than was seen last year, in 

 spite of the reduction of beam. 



The changes in construction we have already alluded to in des- 

 cribing the new boats; the full composite method has been tried 

 in but one yacht, the keel Wayward, and in her a single skin only 

 is used. Not only the frames, but all deck beams, with keel plate, 

 stringers, channels and diagonal ties are of steel. In the smaller 

 boats, however, the so-called composite construction merely in- 

 cludes steel frames and floors at every third space, the rest of the 

 framing being wood with a single thickness of planking. The new 

 Chaos is an exception, her keel being of cast iron, the frames 

 being all of steel and rivetted to it. In none of the new boats, 

 save her, is the ratio of ballast to displacement as great as in 

 Kathleen and Liris. The step toward a lighter construction this 

 year is but a moderate one compared with the stride taken 

 by Mr. GaTdner last season, but it is a matter in which haste is 

 undesirable, as experience and trial are necessary before a safe 

 medium can be reached. The present tendency is toward better 

 quality of material and more careful work. Yachtsmen have 

 learned that the modern yacht is an expensive boat comparod 

 with the old craft of similar length, and with this knowledge 

 man? are willing to pay the cost of the new. The old standard of 

 prices, based on such yachts as were common a dozen years ago, 

 has gone out of use, and yachtsmen have come to realize that onlv 

 the best is good enough and that if they want the best they must 

 pay for it. Heavy lead keels of elaborate shape, special forgings 

 and fittings of various kinds, patent winches and windlasses, hollow 

 spars, light and neatly fashioned steel for withes and hands, 

 special makes of blocks, cordage and canvas, and silk balloon 

 sails, all help to bring up the price of a properly fitted yacht. 



Not only is the hull lighter than before, but. this year aU above 

 deck will come in for special attention in the way of reduction of 

 weight. It. is true that the experiments iu this direction on Luis 

 were not a success, and hollow spars have come in for probably- 

 more blame than they deserve on her account; but Minerva's gear 

 and rigging were notably light, aud now all arc following suit. 

 Every detail of the rig is beii g studied and lightened, the best- 

 steel for all metal work, the fiuest grades of steel wire rope, lighter 

 canvas, and smaller and lighter blocks than ever before. While 

 it is very likely that the lightening process will be carried too far 

 in some details, at the same time there was room for much im- 

 provement a few years since, and the need of it, has not yet stopped. 

 It looks now as though the racing yacht had entered on a course 

 of perfection and development somewhat similar to that which 

 the bicycle has gone through in the course of evolution which lias 

 brought the perfect machiue of to-day out of the old wooden 

 "bone shaker" of 1868; every part, down to the smallest, being 

 specially shaped for the work which it must do, only the beat 

 material being used. What, was a comparatively easy task in the 

 bicycle becomes a matter of infinite time and labor in such a com- 

 plicated machine as a racing forty or seventy, and the danger of 

 sacrificing strength to weight is still greater; but with the advance 

 of the science of match sailing such a process is inevitable. The 

 keenness of the competition, in such classes as it exists in at all, 

 makes it. necessary that each competitor should be equipped with 

 the best possible tool, and this condition promises very soon to 

 become a serious limitation on racing. 



Nearly all our comments this year have been on the 10 and 30ft. 

 classes, and at least four- fifths of the racing news published on 

 all sides last season related to these same boats. It is not that 

 thev are of more importance than the larger yachts, or that even 

 as much interest is taken in them as in the 90 and 7<ift. classes; 

 but the fact is that t he racing has run of its own will into the 

 smaller to the exclusion of the larger classes. The history of the 

 two modern classes. 00ft. and 40ft.. is a most instructive one. 

 Each was the result of an accident: in 1885, when there was not a 

 single-sticker in the country over 70ft., a challenge from a larger 

 yacht made it necessary to build a much larger craft than had 



r 1 - — . , . , , I .... , .......... p ; . . • . . 



Tion that any one might covet, and a brilliant future was prophe- 

 sied for the new class. Trial races made a special event each 

 season, plenty of valuable prizes were offered for the new class, 

 its limits ran up rapidly from 81 to 86CL, and were finally settled 

 at the ambitious standard of 90tt; the victory of Volunteer over 

 Thistle, far overshadowing any previous contests between Amer- 

 ica and England in the interest which it created, came in to 

 strengthen and build up the class— and then the bottom dropped 

 out of the 90ft. boom, the schooner rig claimed its own, leaving 

 only two yachts in the class. 



Just when the class was most prosperous, in 1887, another new 

 class came on the scene. Its origin was purely accidental, the de- 

 termination of two young yachtsmen to build a keel boat of an odd 

 size, 30ft.; the new boat proved fast, but more than that she readily 

 beat an old and well-known racer; no very remarkable feat con- 

 sidering the relative sizes, but enough to give her a uame. She 

 was well sailed aud attracted attention as a novelty, and by the 

 end of the season, nobody knows exactly how, people began to 

 talk of a 40ft. class. Next season this talk had materialized into 

 a small but select fleet, Pappoose, Baboon, Banshee, Nyanph and 

 Ohinuita: another year and it included 18 boats, all under three 

 years old, and this year it will be still stronger in numbers and 

 greatly improved in excellence. This 10ft. fleet, with its little 

 sister, the 30ft., made more good racing and lively sport last year 

 than has ever been known here save in the case of a few of the 

 most important Cup races, and this year the prospects are that 

 without the 40ft. class there would be little racing. 



The 90ft. class had for the three years the earnest aid and sup- 

 port of the clubs, the strong stimulus of the Cup races, the pres- 

 tige which comes from such a successful effort as the rapid 

 building of its new fleet , aud besides these, it appealed to the popu- 

 lar mind, to those who know nothing about yachting as a sport 

 The 10ft. class, on the contrary, has had to shift for itself; nobody 

 paid any attent'on to it at first, a few yachtsmen took it up be- 

 cause it promised good sport to them, the clubs troubled them- 

 selves little about it, but still if throvn. That it found friends in 

 time, and that, races and prizes were plenty, is due to nothing save 

 that tbe class was well adapted to the wants of racing yachtsmen. 

 What its future may be we do not pretend to say, but just now it 

 is most promising, and though the type or even size of boat mav 

 alter in time, there is every reason to believe that something of 

 about this size will become just such a permanent institution as 

 the 70ft. class in American yachting. 



The tendency of yachting in England of late years has been 

 still more marked; unlike this country the British fleet once 

 boasted a number of big single-stick racers of 80 to 90ft., enough 

 to keep the sport alive for many successive seasons. Gradually 

 however, the large yachts have dropp' d out. but at the same time 

 nothing of like size has come in to replace them, The famous old 

 90-touners, once a leading class, have disappeared and left no suc- 

 cessors. The only large racing craft built in five years are Thistle 

 whose size was determined by a special purpose, and the new 

 Jameson boat, Iverna. The result is that the sizes abroad are 

 practically the same as on this side, tbe 00-raters or thereabouts 

 Valkyrie, Yarana, Petronilla, nearly equivalent to our 70ft. class' 

 the 40-raters, as yet few in number, but about 60ft. long; and 

 below this, the most active class of all, the 20-raters, a little 

 longer, but corresponding to the American 40-footer. Below this 

 are the tens, about 35ft. long, the fives, about 30ft.. and the 3K 

 raters, about 25ft. l.w.L In the four smaller classes, 2!4, 5, io and 

 20-ratiue, there is plenty of sport, a fine fleet of new yachts by the 

 best designers, and some old boats rebuilt. Last year the racing 

 was very good, and this year it is likely to bi still better. The 

 sport in the larger classes, the new 841 1. Iverna against the 70ft. 

 Valkyrie, the 65ft. Yarana, the forties of 58 to 60ft., is certain to 

 be tame and inconclusive owing to the great difference in size, 

 and for close racing and a thorough test of model aud handling 

 only the smaller classes can be depended on. So far as can be 

 foretold now there is not the slightest probability of a revival of 

 the large racing fleet in British waters, either of single-stick or 

 two-stick craft. 



The Field in a recent issue comments as follows on the 20-rating 

 class: "The belief created some time ago that the 20-rating class 

 is to be the class of the future appears to be firmly established 

 aud this year will see a revival of that form of racing, which will 



— - — ^ ; - , . . '~ I'Muomu caii veaa«iB 



been constructed during a winter for the 20-tons or 20-rating clas* 

 and if they are at all equally matched and up to the standard of 

 Dragon, the sport in the class will not only b« highly interesting 

 but enduring." 



The moral of this condition of affaire on both sides of the Atlan- 

 tic is very plain. Racing in its perfection can onlv be carried on 

 in the, most perfectly designed, buijt, rigged and bandied craft 



and at the expenditure of a much greater amount of money and 

 labor than in the past. The man who would win must spend 

 much more money than he would have done in a yacht of the, 

 same length in the past, and in addition he must give time and 

 study to the task, as a. good owner is just as important as a good 

 skippT, if the record of the winning boa ts goes for anything. To 

 do this in a 30 or 40ft. racer is within the reach of many, but to do 

 it in a 90-footer is a very different undertaking, and requires not 

 only a long head but a long purse. It would he a grand thing for 

 American yachting if it could command the interest and support 

 of enough wealthy racing men to keep a fleet of half a dozen 90ft. 

 cutters in the racing every season, hut such a state of affairs is 

 little likely to be seen while steam offers the many inducements 

 which it now does. 



In default of this, it will be a source of thanksgiving if the 

 present 70ft. class can be strengthened and built up by new blood, 

 as four only is not a very creditable showing. From present ap- 

 pearances, the class is likely to show some good racing this year, 

 perhaps wit h more interest and excitement through the season 

 than last year; and from time to time a new yacht may he built 

 for it, but its condition is by no means what it shotdd be as the 

 leading racing class. 



As far as any advance and experiment are to be looked for, it 

 must be in the classes undor 40ft.; the 40ft. class itself will show 

 a greater variety of types this year than has ever been brought 

 together in one fleet; everything within the range of modern de- 

 signing, tlie only types that will not bo represented being the typi- 

 cal American centerboard sloop and the narrow British cutter. 

 All varieties of modern craft, wide and narrow, keel and center- 

 board, from Minerva to Awa, will be in the tight. In the 30ft. 

 class the range will be wider, including the Cape Cod catboats in 

 addition to the old and new keel boats and the new flush-decked 

 cental-boards. So far as the large yachts are concerned, all im- 

 provement stopped short with Volunteer three years ago; no 

 advance has been made sinee. All that has been done has been in 

 the 40 and 30ft. classes; in these at least a substantial progress 

 is apparent. That success in these classes alone is not enough 

 needs no proof: a revival of the big racers would be eagerly hailed 

 by all, but at the same time there is an ample guarantee of a 

 prosperous future for yachting in the large number of racing 

 craft, which, though small in size, will call for a host of Bkilled 

 Corinthians to handle them, 



The following extract from the Boston Herald of Sunday is 

 interesting as bearing out some of our statements; which, we may 

 say, were in type before the Herald article appeared: 



"The experience of the season was the best educator yacht de- 

 signers have had for years, aud all have profited by it, and Hie 

 result has been that the designers who have been favored with 

 orders have paid more attention to all details thau ever before. 



"The Minerva has been the cause of it all. Interested parties 

 have lost no opportunity to gain all the da ta they could about her, 

 especially the girth of her spars, rigging, stepping of the mast, the 

 shape of her immersed longitudinal section, the matter of balance, 

 shape of her midsection— in fact, every important detail about 

 her was eagerly sought for. The English style of topsail will be 

 seen on some of the new forties this season, with its shorter and 

 lighter topsail and jaekyards. The diameter of spars on the new 

 boats has been reduced over an inch in the mainmast, and all the 

 weight possible has been taken from aloft. The weight of con- 

 struction has also been reduced, and the saving thus made has 

 been put into lead ballast. Boat for boat, the Gossoon is built 

 lighter than the Minerva. The writer has examined both, and 

 found that the frames of the Minerva are sided and molded larger, 

 on the same spacing; the teak planking on the topsides of the 

 Minerva is heavier; the planksheer is also heavier and wider, 

 while tbe bulwarks are higher and heavier and the rail wider. 

 Besides the oak keel in the Minerva, she has an oak keelson, 

 8x8in.. running over the top of the iron floors, it goes without 

 saying that Mr. Fife could build a boat lighter off the Miuerva's 

 lines, which means more power in the shape of more lead on the 

 keel; consequently more speed. 



"The class has been a great school for yachtsmen, and even the 

 veriest tyro now sees the great advantages of looking more closely 

 after details. Tbe statement can he fairly made that there is no 

 designer who has followed the results last season closely but who 

 would, if given an order, turn out a very different type of boat. 

 The midsection with bilge ending at deck, the one with round full 

 bilge falling away at load line; one with an extremely smalt coef- 

 ficient— and all differing from the sort of egg-sliape section of the 

 Minerva, with good displacement, for her beam. The professional 

 designers who received orders since last season have all moved in 

 a different direction. Mr. Wm. Gardner's 30ft. design for Mr. 

 Phillips is very different from the Kathleen; while the Burgess 

 boat Saladin is different from the Saracen, and the Hawk is dif- 

 ferent from the. Shark. The Gossoon is wide from the Tomahawk 

 and the Ventura has nothing of the C'hiquita; and the Wayward 

 is wide of anything like Puritan. Mr. Gardner has cut down the 

 Kathleen's beam, while Mr. Burgess has held the sanie. beam with 

 bigger displacement in the Gossoon, as compared with the Toma- 

 hawk. It is safe to say that no more 5in. wide lead keels will be 

 seen on any of our forties. While many would criticise lead keels 

 narrow at the bottom, yet as it was a matter of experiment those 

 who have adopted it have found out that it was all wrong, and 

 consequently everybody is the wiser. One thing has been proved 

 The Minerva is the fastest because with less sails she could be 

 more easily driven, even on actual time, than the forties with big 

 rigs. In off-the-wind performances she was also the fastest of 

 them, the big rig boats not outrunning her." 



BOILERS FOR SMALL LAUNCHES, 



Editor Forest and Stream: 



Owners of small steam launches will probably be interested in 

 our experiments with the steam yacht Lotus. 



In 1888 Mr. A. E. Davis and myself built a hull for a steam 

 yacht 24X5ft. and fitted her out with a Thos. Kane No. 2 boiler 

 and engine, oil burner. We found that the porcupine boiler did 

 not supply the steam we could use and the oil was expensive, and 

 also unsatisfactory for our large river and extended trips. This 

 winter we applied to the Department at Washington for a permit 

 to change our boiler by substi luting a water jacket for the oid 

 iron jacket and adding a fire box, grate bars and ash-pit, which 

 request was granted by the Department. Our water jacket starts 

 at top of the ash-pit, and reaches to tbe top of the porcupine part 

 of the boiler with one inch water space between the shells; the 

 outer shell is 3 n,in. aiidtho inner 34in., OO.OOfllbs. tensile strength 

 steel. 



The connections from the jacket to the porcupine part of the 

 boiler are made by means ot l!4iu. holes cut through the outer 

 shell opposite 1 he ends of the plugs of the porcupine, then a lin. 

 hole is drilled through the inner shell and the end of the plug, a 

 thread being cut in both with a taper tap. A thread of the same 

 taper is then cut on a piece of lin. double thick pipe and the 

 nipple partially 7 cut off in the lathe; the nipple is then screwed 

 into place until it twists off close to the outside of the inner shell, 

 then a brass plug is screwed into the hole in the outer shell; there 

 are 98 plugs in the porcupine part, all of the bottom and top and 

 3 plugs at the waterline being thus connected through the. inner 

 shell. There is also a blow-off cock from the bottom of the por- 

 cupine part through a hollow stay bolt through the jacket, and 

 one at the bottom of the jacket. 



We have found this boiler a very free steamer, free from foam- 

 ing and find it no trouble to carry 1501bs. steam with hard coal, 

 with the throttle valve wide open, the engine working full stroke, 

 the boat making 7 miles per hour up stream or about 10 miles per 

 hour in dead water, with ease; and consuming about 3 bushels of 

 coal in 10 hours run. The water in the Mississippi River is at 

 present very muddy on account of the spring rise. I forgot to 

 state that the base of the porcupine part of the boiler is 9in. above 

 the grate bars and that 3 plugs just, above the lower ring give ac- 

 cess to the base for cleaning out sediment. The dimensions are 

 as follows: Diameter, 20^in.; height. 39in.; weight, about 3501bs.; 

 heating surface, 35sq. ft. John J. Ohrt. 



Burlington, I owa. 



SAN FR ANCISCO Y. C— For some years yachting has heen 

 dull on the Pacific, races being few and the fleet showing no in- 

 crease in numbers. This year, however, the San Francisco Y. C. 

 promises plenty of social entertainments, which should terve to 

 keep the club alive and awaken an interest that will show good 

 results in a renewal of racing. The following extended programme 

 is announced: May 3, opening reception and dance at club house, 

 with vocal and instrumental music in the evening; May 4, mem- 

 bers' day, sail in squadron around the hay by signals: May 30, 

 cruise to Mare Island; May r 31, cruise to Martinez and return to 

 Mare Island; June 1. beat back to Sausalito; Julv 3 (evening;, jinks 

 and fireworks at club house; July 4, start at 8 A". M. for Martinez: 

 July 5, sail to Suisun and back to Mare Island; July 0, Mare Island 

 to Sausalito; Aug. 2 aud 3, Ashing and chowder cruise to Pinnacle 

 Rock, members' day; Aug. 9, regatta over club course, hop at club 

 house in the evening; Aug. 10, sail in squadron by signals, mem- 

 bers' day. Members of the Pacific and Uorinthiau yacut clubs are 

 invited to attend the hop in the evening at the club hou?e, and 

 with their yachts join in the sail by squadron the following day. 

 Aug. 30 and 31. cruise to Mare Island; Sept. 9, sail in squadron by 

 signals; Sept. 37 and 38, fishing cruise, members' day; Oct, 25, 

 closine day; Oct, 26, sail tn squadron by signfils, 1 



