Jan. 1, 1891.] 



FOREST AND STREAM. 



488 



drifting. 



Yachtsmen who do not see what they want nnder this beading 

 will please lookundcr the hatches of the Canoe, peep into the 

 Kennel, squint down the barrel of the Rifle, open the Fish Car and 

 GcimeJino, inquire of the Sportsman Tourist, and if I heir yearn- 

 ings are still unsatisfied, push their explorations into the Editorial 

 and AdveHteing Departments. 



FIXTURES. 



FEBRUART. 



22. Biscay ne Bay, Annua!, Biscayne Bay. 



iTtrtiY. 



11, Lake Y. R. A., Hamilton, 20. Lake Y. R. A., Rochester, 

 Hamilton. Rochester. 



16. Lake Y.R.A., R. C.Y.O., Tor. 23. Lake Y.R.A.,Oswego,Oswego 



17. Lake Y. R. A., Queen City. 



Toronto. 



A DISPUTED QUESTION. 



Editor Forest and Stream: 



Permit me to take exception to the somewhat summary manner 

 in which you decide a question so extensively discussed and on 

 which so widely different opinions are held, as the second one 

 referred to in your issue of Dec. IS, under the head of "Some 

 Points About Markboats." It seems to me that the editor, while 

 at perfect liberty to criticise and discuss, should not arrogate to 

 himself the right to judge and decide a point which at the very 

 time is announced to come before the race committee of the club 

 to which the contestants belong at. its next meeting for decision, 

 and wherp. opinions contrary to the one expressed are held by rep- 

 resentative yachtsmen and practical helmsmen. 



As to the point in question, if you will allow its discussion, it 

 seems to xne that while it may be judged by the rule you give 

 (Rule XXXIV., Section 13), that other rules also apply, and must 

 be considered as regards their bearing on the main rale, and I also 

 object to your setting forth what you term "the common sense of 

 the rule" against the custom which I and others claim to be uni- 

 versal, viz., tha t to claim the allowed rights at the mark the lee- 

 ward and overtaking boat must have the mark. 



This is the main question: Aa the boat A is on starboard tack, 

 leading and to windward, she is innowise bound to grant, by anti- 

 cipation, to B rights which do not yet exist. It may be B's mis- 

 fortune to have got in a position where she hopes to obtain a 



position between A and the mark, but, she risks not being able to 

 get there in time, and in such case must cither slack sheets and 

 stop way or else wear ship and lose time. She well knows that A 

 cannot bear away on her in the least, and it would, therefore, be 

 unjust to allow B to force A into giving up her weather advan- 

 tage merely that she, B, should obtain a racing advantage. 



The other rules which it seems to me bear on this case are as 

 follows: Rule XXXIV.. Sec. 6. "An overtaking yacht shall in 

 every case as long as on overlap exists keep clear of the yacht 

 which is being overtaken," and See. 12. same rule, "When two 

 yachts, both close-hauled on the same tack, are converging by 

 reason of the leeward yacht holding a better wind and neither 

 can claim the rights of a yacht being overtaken, then the yacht 

 to leeward shall keep clear." 



You quote Dixon Kemp: on referring to page ISO, fifth edition 

 "Yacht^and Boat Sailing" I find Rule21 of Y.K.A., the concluding 

 clause of which I quote: "The overtaking yacht if to leeward 

 must not luff until she has dra wn clear of the vessel she has over- 

 take"." 



Rule 21, Y. R. A. (page 182) headed "Requiring a yacht to tack 

 when approaching a shore or other obstruction closehauled" ex- 

 pressly excepts a mark vessel, I quote: "If two yachts are 

 standing toward a shore or sfloal, or toward any buoy boat or 

 vessel and the yacht to leeward is likely to run aground or foul of 

 such buoy, boat or vessel (a mark vessel excepted ) and is not able 

 to tack without running into collision with the yacht to wind- 

 ward; the latter shall at once tack on being hailed," etc. 



In the case under discussion there is no question of going ashore 

 or of any dangerous obstruction if B should be forced to the lee- 

 ward of the mark. Even if holding a better wind she is bound to 

 keep clear, and what B might do in the way of luffing if the coast 

 was clear is outside of this discussion, as she is bound, being the 

 overtaking vessel, to keep clear in any ease. 



1 respectfully submit this, which to me and others seems the 

 rational view of the esse in question, although having a whole- 

 some respect for the last word which is the editor's prerogative 

 when differed with. Gdenst. 



We are very glad to give space to a further discussion of the 

 question, and only hope that others who are interested in it will 

 follow "Guenn 's" example and state their views. We were aware 

 that the abstract question of the construction of the rule had been 

 laid before the race committee of the Seawanhaka C. Y. C, but as 

 the actual race, which has created a good deal of interest through 

 this foul, was in itself a very trivial one, being sailed entirely out- 

 side the club, and long since settled so far as the two contestants 

 are concerned, there can hardly be any impropriety in discussing 

 it m public. 



The main question is very clearly stated by "Guenn," but in 

 arguing it he limits it to one special ease, in which the leeward 

 vessel, B, is the overtaking one, and also holding the better wind. 

 As a matter of fact, in the Tuxedo race B had come up on port 

 tack and gone about to leeward of A a short time previous to the 

 collision, but whether or no she was the overtaking vacht we can- 

 not say, nor does it matter in the least. The rule under discussion 

 is a general one, and covers a wide range of position. In order to 

 discuss it thoroughly we will take "Guenn's" statement of the 

 question, but assuming that the boats are merely in the relative 

 positions given; A to windward and B having an overlap on A as 

 the two near the mark. We may assume that the two started the 

 race in the same relative positions; that they came evenly together 

 in cross tacking, neither being positively in the lead, or even that 

 A is the overtaking vessel. The main question would be precisely 

 the same under any of these prior conditions, and yet neither of 

 the sections, 6 and 12, quoted by our correspondent, would bear 

 m the case. The same applies to the Y. R. A. rule No. 20, as also 

 quoted. 



tteY.R.A. is practically embodied in sections 13 and 

 li of the S.C.Y.C. Rule No. XXXIV., though the wording is dif- 

 ferent. As we read this rule in connection with Sec. 13, it only 

 strengthens our argument; it expressly says that a yacht shall not 

 compel another to tack in order to give her room at a markboat- 

 but, if the former can go clear without, tacking, the latter must 

 give her room to do so. This is precisely B's claim, that he could 

 pass the mark wi'hout tacking; he did not hail A for room to 

 tack, as he might, have done had there been an obstruction to sea 

 room m place of a mark in the course, but he hailed for room to 

 pass the mark on the same tack. As we understand the position 

 )f the other side, the case would have been the same if B, instead 

 if nmking a pilot's luff, had been sailing just enough freer to have 

 tone by the mark with sails full. 



It may be that a case might arise in which B is clearly the over- 

 taking vessel and at the same time holding the better wind so 

 chat the two converge, and that the sections 6 and 12 would enter 

 nto the discussion; but This we think is very doubtful and in anv 



ivant mnv1,a itafa^wt^ „ n .;l „ a : s - - , * 



— than the 



. T.r ,= — rounding any buoy or ves- 



,el v U8 ?£ t0 J^£ r \. out ,_ the , course, »f *w> yachts are not clear of 

 such other at the time the leading yacht is close to and actually 



roii tiding the mark the outside yacht, must give the other room to 

 pass clear of it, whether it be the. lee or the. weather yacht which 

 is in danger of fouling the mark." Under this rule it is clear that 

 the following yacht need not be abreast of the mark, in fact, he 

 may be a, considerable distance away. A would probably bo con- 

 sidered to have what has been termed in this discussion an ' over- 

 lap on the mark" as soon as any part of her hull and spars actuall y 

 lapped it. Now if she were a big schooner, with a sail base of 

 17tifi . from bowsprit end to boom end, B might be o yer 150ft. from 

 the mark and yet have the right, through overlapping A, to hail 

 for room. The distances would be vastly di fferent, but the prin- 

 ciple is the same as in the case of the smallest catboats or canoes. 

 The S. C. Y. C. rule is less definite in not specifying that the lead- 

 ing boat must be actually covering the mark. 



We cannot promise "Guenn" the very last word, but we will be 

 glad to hear from him further, and especially in regard to what 

 we unfortunately termed the common sense of the rule. If our 

 reading is incorrect, and B must, actually be abreast, of the mark 

 before she can claim room to round, of what, possible use is the 

 disputed section 13, and how lias it so long survived the rigid scru- 

 tiny of committees on the revision of the rules? 



THE SEPTEMBER GALE OF 1889. 



ALL things must come to an end, and I passed out into the night 

 on the memorable evening of Sept. 7 with regret. I closed 

 the door on a cheerful picture of rooms made bright with all that 

 taste and refinement can command, in vivid contrast with the 

 outer darkness. As I crossed the lawn Bruce Price's many -gabled 

 masterpiece rose in dim and fantastic outline behind me, 

 relieved only by the warm and brilliant light streaming from the 

 windows, while below me, the pier stretched out its shadowy 

 length. The wind that for two davs had been quietly moan- 

 ing in the east had now changed the character of its song, and 

 With a crescendo of portentous meaning was telling the sailor 

 of streaming decks, plunging and groaning hulls, shrieking cord- 

 ago, and cold and sleepless nights. The sea was clattering noisily 

 on the beach, and every sign of nature pointed to what the 

 mariner quaintly calls "a spell of weather." 



The gig lay awaiting me in the shelter of the breakwater, and 

 after a long wet pull the black high side of our 31 -ton British 

 "coal wagon" loomed up before us. We were quickly on deck, 

 w-th the boat on the davits, and soon the anchor light and 

 the two red lights swinging gently on the flagstaff aft had 

 charge of the deck. "All hands," with that sweet confidence in 

 Providence or "the old man" which characterizes the sailor, 

 speedily joined Mr. Murphy. 



The increasing sea before loug, however, aroused the "old 

 man" (not Providence), a glance on deck demonstrated the neces- 

 sity of more ground tackle under foot. The crew was called: in 

 a short time we were riding to both anchors, and repose again 

 descended on the little ship. 



Morning brought with it a moderate gale from the northeast, 

 but the sea running more easterly had increased enough to set our 

 craft rolling uncomfortably, as she lay tide rode. At a little after 

 eight bells the small chain parted where it pressed across the bob- 

 stay. As quickly as skillful and eager hands could do it, the try- 

 sail and storm jib were brought on deck. Stopped upon their luff, 

 they were bent on and hoisted, sheets rova off ready to sheet 

 home and fully prepared for setting at an instant's notice. Owing 

 to thesubcellar construction of our craft and the shoal water of 

 Black Rock Harbor, we were anchored far from the shore, yet 

 with but little water under our keel. Auy further accident to our 

 ground tackle sending us adrift, would, therefore, prove disas- 

 trous, and naught but prompt and skillful action could prevent, 

 our stranding. With the sea then running and the increasing 

 gale evidently upon us, this meant serious damage, if not the loss 

 of the vessel and our lives. From this moment the deck could not 

 be left, and the crew remained there night and day until the 

 storm was over on Saturday morning, going below for 'their meals 

 only. 



table, 



bilitj; but forward, the fo'castle floor and nature's implements, 

 the fingers, did duty for those invented by civilization. Skill 

 born of long practice enabled me to accomplish a tubbing on that 

 morning, but it was the last effort until quiet, again reigned, and 

 a razor was ornamental on ly during the same period. The noises 

 developed by that eternal roll were as disagreeable as numberless 

 and time was passed in recovering the articles continually break- 

 ing adrift. 



As the day wore on it grew worse on deck, for a small rain added 

 its mite to the discomfort. In the afternoon an enormous flood 

 tide, bringing with it an increasing wind and sea, threatened the 

 destruction of the 1'earsa.ll breakwater, its solidity and strength 

 alone saving it. All the lighter structures up in the harbor, al- 

 though less exposed, were much damaged, and their wreckage 

 was soon floating on the agitated waters of the Sound. The 

 steam yacht Ghquowa, anchored inshore, by this time was roll- 

 ing so violently that we feared she would turn turtle, and in our 

 discomfort we consoled ourselves with the thought that if we 

 were badly off she was "wusser." 



Our lot was like that of the policemen in the "Pirates of Pen- 

 zance," an unhappy one, and with longing eyes we gazed upon the 

 soft green of the lawn as it rose from the very edge of the foam- 

 ing waters to the cottages, framing them in with an effective 

 background for their varied outlines and warm coloring. With 

 a glass the ladies could be seen on the verandas watching the toss- 

 ing vessels. Behind the shelter of Fairwenther Island the smaller 

 yachts lay m greater security, but vieing with their larger sisters 

 in the violence and eccentricity of their movements. An unlucky 

 naphtha launch broke adrift and started off on an independent 

 cruise that ended disastrously on Penfield Bar. Willing hands 

 went to her rescue and she was dragged ashore in a very demoral- 

 ized condition. We understood afterward that one of my guests 

 dubbed 1 Matie," who, unable to get on board on bis arrival had 

 been stopping at the cottage, here distinguished himself. With a 

 courage worthy of imitation he took off his shoes and stockings 

 dashed into the water at least a foot deep, and, painter in hand 

 stimulated all hands to concerted action by singing "Captain 

 Ranzo" in the teeth of the gale. Naught but the stern discipline 

 maintained on the quarterdeck of the flagship, the thorough in- 

 struction there obtained and the superior quality of the whisky 

 dispensed on board could breed such mariners, and ihope in time 

 to reach the standard of Annapolis with my pupils. 



Night settled down with a dreary monotony of noise and dis- 

 comfort which banished all sleep. The men, wrapped up in the 

 clew of the trysail, passed an unhappy night, while 1 below spent 

 the time, with pillows in hand, in search of a quiet, corner. Four 

 nights did I try unsuccessfully, and nailing my ears fast to the 

 floor, with staples driven down over my great toes, is the onlv 

 scheme that has presented itself to my liveliest flights of im- 

 agination. 



On Wednesday morning the sea had gone down a little. A boat 

 sent on shore brought off some books, a few gastronomic delica- 

 cies and a Rind note from the chatelaine, begging the commodore 

 to desert his lonely watch for the comforts and companionships 

 of the cottage. The weather was still so threatening that I did 

 not dare to leave the vessel. In a short time the sea again arose 

 in its might and further communication was cut off. Another 

 one of my afterguard had now arrived on the scene and was quar- 

 tered at the cottage, being unable to get off, at least, so they sent 

 word with many protests of loyalty: but their commander has 

 always thought that the charming presence of the chatelaine the 

 skill of the "chef," the excellence of the wine cellar and' the 

 downiness of the beds proved too much tor their fealty. The 

 books were my only solace during the dreary monotony of the fol- 

 lowing days. 



On Friday the steward found that our supplies were giving out 

 and it became absolutely necessary to reach terra firma. This 

 looked to be impossible, for the surf, higher than ever, was dash- 

 ing up over the breakwater even at low water. The boat was 

 lowered with the greatest difficulty and, with the skipper and two 

 men in her was started for the shore. 



The skipper, like many good sailors, is an indifferent waterman 

 and I. therefore gave him careful instructions how to proceed By 

 rowing diagonally across the sea, head to wind, the shelter of 

 £ airweather Island could have been reached in safety. This he 

 tailed to do, and steering straight in for the land was soon in 

 shoal and breaking water. Away went the boat, mounted on the 

 crest of a big comber, at incredible speed; the oars were tossed 

 trom the broken oarlocks, and becoming unmanageable she dis- 

 appeared from view in a smother of white water. 



¥P t P 1 ^ 1R t ?£ ie th ? z? ee »n hillside had for days been drearily 

 V01 ?,° f A fe - T^e™" 11 had kept every one indoors. The cottages 

 and hotel wore a deserted, dreary, water-soaked look, and a good 

 glass alone revealed any signs of humanity behind the dripping 

 eaves of the verandas. As if by magic, the scene changed, people 

 came running from everywhere, the lawn was like, a race course 

 and even the gentle sex hurried to the beach, in spite of wind and 

 rain., A most curious effect they produced, rushing about in 

 seemingly purposeless manner, like so many ants! Presently 

 they congregated in one spot; the boat arose from the water, and 

 was carried up on to the green sward. Then a conclave held 

 counsel around the derelict, and three yellow clad forms, our un- 

 fortunate men, went off to the house, shaking themselves like so 

 many Newfoundland doge. The group lingered around the boat, 



held by some occult fascination until a cart came down and 

 trundled her off to the head of the harbor. The ants all crawled 

 away into their nests, and the wind and rain again reigned 

 supreme over the scene. 



This interesting pantomime coming to an end our own situation 

 forced itself on my notice, and sad to say. for a moment I became, 

 panic-stricken; and as the ancient mariner savs, "there was the 

 devil to pay and no pilch hot!" We were left with one abjebod lei 

 seaman, an undersized cook, an invalid steward and a feather- 

 weight commander. With the latter at the wheel what could 

 one and three-quarters worth of man do with those trysail and 

 storm jibsheets in a hurry? Our old craft would have run away 

 with us with disastrous results. Our gear held on, howover. and 

 the boat, was seen after a while coming out from under the lee of 

 the island. The ducking had evidently washed Rome of th» fob- 

 webs from the skipper'* brain, and shaping a proper course he 

 brought the boat safely alongside, riding the seas so buoyantly as 

 to ship but little water. 



It was no easy matter, however, to get her to the davits with 

 the crew on board. She plunged frantically, threatening destruc- 

 tion to herself at every instant. Skill and activity triumphed, 

 howover, and without damage she was secured and the stores 

 landed in the icebox-. A lost oar, several broken tholepinri and & 

 ducking tor the men was the total damage done. The •'af ter- 

 guard" sent off a message expressing great concern for my safet} 

 and, an enoimous desire to join me; this latter part being deliv- 

 erid by ih& skipper with a skeptical smile. Their anxfc.ty soon 

 manifested ii seii, ; or they hoisted signals on the pier flagstaff', 

 asking me to accept assistance. This I declined, knowing that 

 none could be rendered in such a sea, and having hy this time re- 

 gained confidence in our ground tackle. They nevertheless tele- 

 graphed to Bridgport for a tug. One started, but, two or three 

 plunges outside the harbor light nearly swamping her she turned 

 back. 



Left alone in our discomfort, night closed down with as large a 

 sea, and its attendant noise and motion, as during auy part of the 

 week. Toward morning, however, a sensible decrease in the 

 motion was felt, and the wind blowing more fitfully showed signs 

 of going down. Saturday's sun rose smiling, nature quickly re- 

 sumed her usual aspect, and naught of her ruffled tempt r could 

 be seen but the discolored water stirred up in her angry mood. 

 An hour spent dragging for our lost anchor and chain secured it". 

 The warmth of the sun soon dried our sails. A vigorous morning 

 toilet applied to our little ship removed all traces of the storm 

 and by noon we were all ataunto, "slip-shape and Bristol fashion " 

 Lunch on shore served to relate our several experiences. The 

 "afterguard" told of their heroic efforts to rescue, or to join the 

 commodore. The chat elaine related her many pangs and fears as 

 she gazed on the lit' lo ship madly tossing on the waters. The com- 

 modore told the chatelaine's "wusser half" what a poor harbor he 

 had. The half retorted with a violent tirade against blarsted 

 British cutters, contending that his American harbor was a first- 

 class shelter for sensible American boats, for which alone the Lord 

 intended it. 



The commodore promised to reform, and to build his next boat 

 witli the keel on top of the mast, thus bringing peace and an 

 adjournment, to the sideboard. The usual result taking place, 

 they were seeu together for the rest of the day wrapped in 

 American flags, chock a block with patriotism, and the September 

 gale of '89 became a thing of the past. R. Center.. 



OLD AND NEW STYLE YACHTS. 



Editor Forest and Stream: 



"Podgers" must have haddoughuuts and cheese for dessert, or 

 he could not have written such a blue grumble as you printed 

 lately about modern yachts. I wish some yacht sharp would give 

 him a description of all the admirable improvements over old 

 styles seen in most modern built craft. I bad a sail in one of his 

 wave smashers not long ago, a beat to windward in a moderate 

 sea in a 33ft. l.w.l.. lift, beam, 6ft. draft., with good lines and sail 

 plan. The lee drift was astonishing, the water flew all over the 

 cockpit, the lee how spanked the head seas savagely every plunge. 

 Well, we arrived— in the afternoon— with the kerosene and hard- 

 tack mixed. I have made the same passage under like conditions 

 in my cutter iu half the time, without leewav, spray, spanking or 

 more, heeling, and mm flavored biscuit. She is 28ft. l.w.l., 9ft. Sin 

 beam and 7ft. draft. I have outsailed many well-modeled, larger- 

 sized country craft, because, mine would bold on to the water, part 

 the seas like a knife, make small lee waves, drag no water, stand 

 up to the wind and sneak close to the wind's eye. Modified cut- 

 ters, such as Wi tliams, Gardner, Smith, Burgess and others design, 

 are the nearest perfection for comfort, safety, speed and beaiity 

 of any craft in the world. Thev are so nearly perfect, that only 

 a practical eye can detect any difference in a new craft from its 

 predecessor. Whether they resemble English or Turkish, they 

 have enough about them to be distinctly American, and they have 

 come to stay. Compare the Slvma and Saladin or the Minerva 

 and Milicete, for example. A 28ft. l.w.l. yacht is a little fellow 

 after all; dock her overhanging ends and you may as well pnt in 

 rowlocks and stick to the harbor; leave them and she is a seagoing 

 craft of some dignity. 



The clipper-bow gives much room for handling anchors and 

 sails, improves appearance and lines, lessens pitching, supports 

 the bowsprit and increases room below. There is little objection 

 to the forward overhang, the fogies all howl over the fan-tail My 

 yacht is 37ft, over all. Suppose I cut off the after overhang four 

 feet. I then have a fairly wide stern, and an old-fashioned stub- 

 tailed craft. Room around the cockpit and in it could be gained 

 only by increasing the beam, and we. know bow that, diminishes 

 speed and draft. The fan-tail gives just as much additional room, 

 as it extends beyond the mainsheet traveler. The cur-tailed 

 yacht has less deck room and less stowage room below; the main- 

 sheet is troublesome and must be handled in the cockpit; it is dif- 

 ficult to pass the reef earing and to tie outer reef-points; there is 

 more liability of being boarded by following seas, and by raging 

 seas when anchored in an exposed roadstead: there is more drag 

 in rough water, and she is open to the suspicion of having been 

 built by the mile and chopped off when wanted. Bob-tails ought 

 not to be encouraged on this side of the ocean. 



The after overhang is a graceful finish to the sheer and the run 

 and refines the underwater lines so that the drag is diminished: it 

 gives the mainsheet space for kink", coils and capers; its foot 

 room is invaluable in handling the mainsail; it splits following 

 seas and lets them heave the yacht ahead, and lessens the settling 

 in the trough of the sea; it makes the mainsail look in better pro- 

 portion, and enables one to carry a larger one for racing; it will 

 not be abandoned by any one who cruises, "blow high, blow low " 

 outside or in. 



What is the golden ratio between beam and draft? Generally 

 the greater beam the less draft. We have wisely avoided the 

 extremes of English dimensions. A beam of 9ft. on 28ft. water- 

 line is enough to afford plenty of deck room besides the skylight 

 or trunk and permit the most exquisite lines of entrance and 

 exit under water. A boat sails with bow deep, stern deep and 

 side half buried part of the time, hence the necessity for the long 

 overhang forward and aft to permit the banishment of bumps 

 and the drawn-out delicacy of lines, as well above the water as 

 below, to cheat the water of its friction and force. A 7ft. draft, is 

 about right for the other dimensions given. This allows 6f. 6in. 

 head room under skylight or trunk, space for trim ballast under 

 the floor, low-hung outside ballast with great leverage and con- 

 sequent stability and safety, and a grip on the water more com- 

 fortable and effective than any centerboard gives. 



These dimensions and features are the essentials of such a craft 

 as Podgers" has condemned in his sighs of sentimental aspira- 

 tion tor— he don't know what. They represent the smallest yacht 

 POSBlM tor one to live aboard of comfortably and to cruise safely 

 up and down the New England coast. This ideal has been built 

 and used in all kinds of weather; and though I should like a 

 larger yacht— just as one finds his house getting smaller and 

 smaller as his goods increase and wants another— I cannot see 

 any improvement desirable after comparison with the oesfc of the 

 Marblehead fleet. Heavy with stores, with sails stretched by 

 many a gale, with no experience in racing or in the tides off Mar- 

 blehead, we went into the Labor Day race of the Corinthian Y. C. 

 with three chopped off stubtailed yachts, having advantages of 

 special preparation, large harbor sail areas and expert yachts- 

 men with knowledge of the course. Notwithstanding these, 

 Onnda came in second, beaten only by a much larger yacht 

 Away with the old type sloop and " Podgers's" lamentations. 



Db. W. H. Winslow. 



CORINTHIAN NAVY.— The Board of Education will meet at 

 an early dat e and form plans for the carrying out of the new laws 

 regarding the granting of certificates to amateur seamen and 

 navigators. Com. Robert Center is chairman. A dinner to cele- 

 brate the birthday of the navy will be held during January. 

 Members who would like to attend will send their names to Jas 

 W. Gibson, 757 Broadway. Proposed for membership Geo. W. 

 Johnson. 



. NEW YACHTS.— Mr. John B. Paine, who has been so successful 

 in his two designs, Swordtish and Hornet, has completed a design 

 for a40-footer which Lawley will build this winter. Three new 

 thirties are reported as ordered from Mr, Burgess, 



