FOREST AND STREAM. 



fFov. 5, 1891. 



BROOKLYN, Oct. 38.— Some flae s>iootlng was witnessed to day 

 at the regular montlily shooi, of the Glenmore Rod and Gun Club 

 Ht DextPi" Park, U mff Island, for thp Epp'ns diamond badge. The 

 Hcorps were as followp; J. V. Van Wicklen 7, J. Bennett 7, A. Ep- 

 pig 6, L. EpDlg4. O. Kneiebrectit 7, G. Pfohlminn 5. P. Sutton 5, 

 E, Helgpns 5. W. Vorbpch 5, J. Delanev 4 .T. Sc'il 3, J. Hedden 5, 

 W. L-vi'n° 4, W.StrasserS, 0. Phistor, Jr. 3, E. Vro'^me 5, C. Ma- 

 gee 3. W. Livingston 5, P. Male 4. J. .Sehliemmn 4 R?feree— Mr. 

 A, Botty. At tbe close of tbp regular sh'->ot a sweepstake contest 

 witn 13 entrii s was shot. A. Botty won first. 



The regular sboot of the Atlantic Rod and Gun Club at Coney 

 Islaud tr-riay broiigbt Snapper Garrison, the jooiiey. to the front 

 as a pigeon shot. He won the Eneeman bad ge with a straight 

 score of 28 bills, boating 0. G. Morris, A. Boyle and D. Monsees, 

 ail noted shots. Garrison won in the shoot-off by killine 7 

 straight- Boyle made him hustle, and was only bea ten by 1 bird. 

 There were six ties for the second best prize. B. J Sutherland 

 won by Itilling 3 straight. The five kills divided the third prize, 

 and so did the fours. 



An old-fashioned single bird trap match at 50 live birds, 35yds. 

 rise, was shot by R, Loud and R. J. Sutherland, at the Atlantic 

 Rod and (-iun Oiuh's ground-- at Coney Island, to-day, for SlOO, 

 It proved that Robbie Sutherland is a rising trap-shot, as he won 

 hands down, killing 3B, when bis opponent Withdrew. His com- 

 plete score was 41 kills out of 50. 



SYRACUSE, N. Y.. Oct, 29.— Sweepstake shoots of Onondaga 

 County Sportsmen Club at Maple Bay: 



Walters 10 10 10 Chase 5 7 8 



Ginty 6 7 0 Mowrv 10 9 9 



Holloway 7 8 8 Ashton 5 7 7 



Spangler 7 8 8 Sanford 4 7 5 



Small Yachtg. By G. P. Kunhardt. Price $10. Stemi Yacht8 and 

 Lawichas. Bu C. P. KunJiardt. Price $S. Yachts, Boats and 

 Games. Bu C. Stamfield-Hick», Prica $3.66. Steam MacMnery. Bii 

 Donaldson. Price $i.sil 



THE YACHT RACING ASSOCIATION.- Whatever truth 

 there may have been in the complaints of American yachtsmen 

 in the past about the unfairness of certain rules of the Yacht 

 Racing Association of Great Britain, there can be no denial of 

 the liberal and progressive nature of all recent legislation. A 

 very good instance of this is found in the report of the recent 

 meeting, wliich we piiblish this week, at which, after a very full 

 discussion, it was decided to leave the centerboard as free and 

 unrestricted as in America. The Yacht Racing Association for 

 many years bore the odium of supporting two rules that were 

 highly offensive to American yachtsmen, the old tonnage rule of 

 measurement and the famous Rule 8, prohibiting centerboards. 

 It must be remembered, however, that when the Y. R. A. was 

 originally formed, under the same difficulties which would ac- 

 company a similar attempt iu this country, the tonnage rule and 

 the prohibition of the centerboard were accomplished facis 

 which the young organization was obliged to accept, and which it 

 was for many years powerless to oppose, even if it had been in- 

 clined to do so. 



Whether or no its reforms might have been made sooner we can 

 not certainly say, such changes must always wait the tardy 

 march of public opinion; but it must be admitted that when once 

 taken in hand the work was performed most thoroughly and sat- 

 isfactorily. The replacing of the tonnage rule by the length and 

 sail area rule was preceded by a full and elaborate investigation 

 of the whole subject, including the collection of opinions from all 

 the leading designers, and a similar method was followed in the 

 ease of Rule 8, and again in the casejusfc qaoted. In each of 

 these three cases the final decision has been a wise and libera j 

 one, however delil)erately it may have been reached; and how- 

 ever far from perfect the organization of the Y. R. A. may be, we 

 can only wish that the direction of yacht racing in America was 

 in hands of an equally able body. 



THE STATUS OF SMALL CRA.FT. -There is something very 

 suggestive of the altered conditions of yacht racing in the pro- 

 posal lately Fubmitted by Mr. W. Baden-Powell to the council 

 of the Y. R. A. for tl\e limitations of the functions of that body to 

 a certain minimum size of yacht, the 2)^ -rating class, about 25ft. 

 corrected length, being sugge.sted as the limit. As our readers 

 are aware, a great deal of racing in British waters this year has 

 been of a sort that may almost be classed as boat sailing, in craft 

 of 15 to 26ft. l.w.l., large numbers of these little fellows, steered by 

 well known yachtsmen, having sailed in the various local events 

 of the Clyde, the Solent and other localities. The attempt to ex- 

 clude this general class from the Y. R. A. has not only met witli 

 opposition on all hands, but was promptly voted down by the 

 council at the recent meeting. It is easy to understand and fjym- 

 pathize with the feelings of a,n old racing yachtsman who sees the 

 sport degenerating into contests of mosquito craft and j'acht's 

 dingies, but at the same time we have to face the fact that the 

 general racing of largo yachts has had as serious a tumble as the 

 late lamented Hampty Dumpty, and that an edict of the Y. R. A. 

 would be as powi-rless to resiurrect it as all the Kint^'s horses and 

 all the King's men were in the other case. It might be po Bible to 

 separate the small boats from the yachts, and to hamper greatly 

 the former, but neither course would help in the least the cause 

 of the latter. If it were a question of choosing between the racing 

 of large yachts and the racing of small boats, the choice would be 

 an easy one: but when it comes, as it has, to a question largely of 

 small lioat racing or no racing at all, there simply is no choice, but 

 yachtsmen and the clubs must take what they can get. 



THE LIMITATION OF CENTERBOARDS —We reprint this 

 week from the Field the very complete and interesting discussion 

 over the question of the limiiation of we'ght of centerboards, 

 which has been brought out by the prottst of the Royal Western 

 Y. C. to too Yacht Racing Association. The opinions of the de- 

 signers are specially valuable, and though considerable differenre 

 of opinion ex-'Sts, many are opposed to a limitation of weight or 

 position of the board. Mr. Watson has disposed of the plea that the 

 centerboard was on the same plane as shot bags aud sandbags to 

 windwai'd as shifting ballast, and Mr. Preseott Wrstcar has em- 

 ])hasized the same point. The arguments presentPd agiinst the 

 use of heavy boards remind us of the popular outcry in this coun- 

 try again&t lead keels some ten years siu'^'e. In this time we have 

 seen some very bad engineering and reckless use of lead, but there 

 has never been a serious accident to a yacht with a heavy keel, 

 though some buildei's have done a good deal to invite one. The 

 caae is the same with the centerboard. Great extremes and bad 

 construction will be dangerous, but probably no more so than in 

 the case of the fixed keel. The liberal and progressive Hpirit 

 sliown by the Y. R. A. is certain to find favor with American 

 yachtsmen. 



THE RIGHTS OF SMALL VESSELS.— "It is a crying evil that 

 on our streets and on our waterways the rights of the weak are 

 utterly disregarded by the st ong. Big tugs on the rivers run 

 down little p'easure parties, and big carta in the sti-eets run over 

 men, women and children, utterly I'egardless of their lives. After 

 imperilling the lives of citizens who ha,ve a perfect right to he 

 wh^re they are, these big fellows turn o,Bd laugh at the fright 



their reckless brutality has caused. The river is broad at the 

 point where the defendant ran down this pleasure party. There 

 was no other craft in sight and there was plenty Of room for the 

 tug to have given way to tbe yacht. Your verdict, I hope, will 

 prove a very salutary lesson to all pilots on our rivers."— Jwdge 

 CoioiiWs address to the jury in the WaJsh case. 



YACHT RACING ASSOCIATION. 



AN important meeting of the Yacht Racing Association was 

 held Oct. 20. There were present the vice-president (Sir 

 Gtorere Curtis Lampson, B-irt). in the chair, Lieui. W. Henu, R. 

 N., Ma.ior Percy Hewitt, Mr. T. B. O. West, Mr. C, W. PreKcoti- 

 VVe-tcar, Lieut.-Col. Villiers Bagor, Mr. W. Baden-Powell, Capt. 

 •J H. Bainbridgp, R N ; Lieut.-Col. A. D. McGregor. Mr. Frank 

 Wlllan, Cap". O. G. Nottnere, Lieut.-Ool. FifOToy Clayton. Mr. 

 Gibson-Sinclair, Mr. W. M. Dunnage, Mr. A. Manning, Mr. G. B. 

 Tbompvon, Mr. C. Newton-Robinson, Mr. Frederick Cos and Mr. 

 G. E. Lake. 



At the meeting of the council held at Ryde, Aug. 15, the follow- 

 iog resolution was adopted: "That it is desirable r.o limit thesize 

 of yacht the Y.R.A. shall legislate for or notice or decide protests 

 for, and thai thw exact linoitation be determined at the next meet- 

 ing of the council " 



Mr. Baden-Powell nowmoved that the limitation be fixed at the 

 2]4 rati-ig class. Secouded by Mr. T. B. C. West. 



iVir. A. . Manning moved as an aroendment. "that the Y. R. A. 

 will legislate and decide protests for all classes recogniz d by 

 yacht- clubs whose races are sailed under Y.R.A. rules." Seconded 

 by CoL Bagot. 



Tne members present generally supported the amendment. Mr. 

 Frank Willan stating that he, like some others, had changed his 

 opinion on the matter, seeing that it was evident the clubs did 

 not desirf» any change, nor did the majority of owners of boats in 

 the small clasees. 



On the amendment b»ing put, fourteen voted for it and two 

 against, the chairman staling that he also supported the amend- 

 ment, although he did not vote. The amendment was then de- 

 clared carried, the majority being more than two-thirds of those 

 present. 



A protest having been lodged with the Royal Western Y. C, of 

 Scotland, that metal center plate or weighted centerboards were 

 a form of shifting ballast, the matter was referred to the Y.R.A., 

 who obtained the opinions of the various yacht designers on the 

 point as follows: 



Mr. G. L. XVatson replied: "I think a vessel by careful schem- 

 ing aud building could be got to carry a centerboard of pretty 

 well any reasonable weight. Whether it would be judicious to 

 put stich a one in her is another matter, and a heavily-weighted 

 board Inadequately supported is certainly not a desirable item of 

 outfit. I think, loo)<ing at the whole question broadly, it might 

 be advisable to limit the weight of centerboards. Good men and 

 judicious builders \vill limit the weight for themselves; but the 

 only necessity for legislation of any kind is for the blockheads 

 and knaves, and on this account it might ho wise to protect the 

 former against themselves and protect the clients of the others. 

 On the other hand tbe international side of the question has to 

 be looked at, and if a weighted centerboard, even in Its most ex- 

 aggerated form, is found to be a decided elemen'' in speed, it 

 would be a pity to unnecessarily fetter British designs in any in- 

 ternational competition. The question, ho wevpr, in the present 

 state of matters connected with the American cup is not press- 

 ing. As to the limit which should he placed on the weight: Dora 

 carries about one-tenth of her lating, and I was incdined to sug- 

 gest that the board should not exceed the cube of the logarithm 

 of the rating. This would work well enough down to a 2-rating, 

 but for a 1 -rater it would be rather out. Perhaps a clause that 

 metal centerboards shall not exceed in weight in tons as followF: 

 .07-rating-F.3 ton. This would give a 1-rater .37 ton, 10-rater 1 ton, 

 lOO-rater 7.3 tons. In a l-rater it would be on the heavy side, so 

 tar as use went; hut if any one liKed to experiment with such a 

 board the hull could be made quite strong enough to take the 

 strain coming on it." 



Mr. Wm. Fife, ,Tr., replied: "My reasons for objecting to 

 heavily weighted centerboards are: Fjr.^t, becmse they are 

 dangerous. The twistioe strain in the keel of a vessel with a 

 heavy centerboard would he a constant source of danger; and, 

 although tuis objection might be met by increased strength, 

 thpre would always be a tendency to increase tbe weight of the 

 centerboard to the point of danger. Secondly, a heavy center- 

 board is a distinct infringement of Rule 15. and if this is allowed 

 the restriction as to shifting ballast shoiild be deleted from this 

 rule. No one wrmld think of doing thi.s, therefore the maximum 

 weight of centerbcard (which is simply shifting ballast In anothi-r 

 form) should be defined. I think, if a vessel is fitted with a cen- 

 terboard or plate which exceeds five per cent, of such vessel's 

 total displacement, the centerboard or plate .should be fixed dur- 

 ing a race, and not altered in any way whatever; and that if tbe 

 centerboard is less than the above percentage there should be no 

 resTiction as to its use," 



Mr. J. M. Soper replied: "I am positive, if some restrictions 

 are not placed on the weight of these boards, it will soon lead to a 

 dangerous type of boat with a large amount of ballast in the 

 centerboard, and arranged to travel fore and aft as well as ver- 

 tically with a very shallow type of boat. If centerboards are to 

 be allowed, I should say restrict them in weight to, say, five per 

 cent, of the whole hallnst, and when sailing with fixed keel ya"nts, 

 the board to be secured in one position and not disturbed during 

 a race. If weighted boards are allowed they will become mor^ 

 dangerous, as far as stress on the hull is concerned, than the 

 shifting inside ballast in former years, and will make the boats 

 more costly to produce and to race." 



Mr. A. E. Payne replied: "f betr to say I have a strong feeling 

 against heavy centerboards, as I think that thfir unrestricted use 

 will engender a very bad type of boat, which, if c "Ughi^ in a .sea- 

 way, might be highly dangerous; and a collapse in such a case 

 would be even more serious than a cap^izs in an ordinary light 

 dioplacement oenterboarder of the late American tyne. I have no 

 objrctiona to centerboards used 8Dl(ilv as len boards, but have a 

 very strong feeling against them used ai shifting ballast; and I 

 think it is very desirable that tLe Y. R. A. should restrict the 

 we'ght of centerboards a,ccording to the size of the yacht, and I 

 would suggest the following as a reasonable scale, viz., IJ^cwt. 

 pf r unit 01 rating." 



Mr. Alexander Richardson replied; "I am very decidedly of the 

 opinion that the rule relating to centerboa''ds requires alteration, 

 I remember toe time when the question of allowing centerboards 

 at all was under consideration by the councl, I told them that it 

 was possible to work a very he-ivy weight in thH form nf a center- 

 board, and if ceute'-boards were to be allowed they should take 

 some steps to prevent the possible reinrroduetiou of f he evil of 

 shifting ballast. I have i-een no reason to alter the opinion I ex- 

 pressed at that time: on the contrary. I think it is pretty w^U 

 conlirmed, at any ratH by present practice in some of tbe smaller 

 classes, and there is no reason why the same thing should T>ot ex- 

 tend to the large ve-sels. I, for one, am quite prepared to design 

 a vessel for, say tlie 20 or 40-rating classes, and fii her with a cen- 

 terboard weighing anything you like trom 10 to 20 ton.s, worked by 

 manual power; and for a large vessel still heavier, li is simply a 

 question of poundf-, shillinss and pence. 



"Whether it would 'pay' from a racing point of view, is quite 

 another question. I think the Y. R. A. would De wise to recognize 

 the posbibillty and stop it before it is ag*i«i brought b-fore them 

 in the shape of an accomplished fact and 'vested interest^,' 



"Prohibiting metal in any form for a centerboard is all that is 

 required- not even allow a metal shoe on the lower or anvedee of 

 a centerboard; .still less a center plate p.anked with wood. Vi-rv 

 111 tie in the way ff ballast shifting can be done with a bona fide- 

 wooden center^>oard." 



Mr. J. E. Wilkms replied: "I do not think I care to add any- 

 thing to my letter sent to the Fields more than that I do really 

 think centerboards ought to be taxed both for area and weigit, 

 and I do not tlunk there ea,7i he a bt»Lter mode of dealing with 

 th^m than that suggested in my letter above referred to." 



Messrs. Campt^r and Nicholson replied: "Wo beg to .say that 

 in our opinion centerboards should not be restricted in their 

 weight or in any other way." 



Mr. C. P. Ciavtoii replied: "In reference to centerboards, I do 

 not think it advisable to now alter the V'. R. A. rule about them, 

 and I fail to see how the Y. R. A, could do so without stultifying 

 their original opinions abotit tbem. It has no' been conclusively 

 proved that the advantages rf a weighted centerboard exceed us 

 disadvantages; conaeouently existing arrangements had better be 

 allowed to work tberaiflvea ou'.." 



Mr. Dis^n Kemp replied: "I do not think it would be found to 

 be of service for match sailing to have a large portion of ayaohl's 

 ballast in the form of a heavy metal plate or weighted cenlier- 

 board, except, perhaiis, on c >urs6S wO'-re advantages could be 

 obtained by working t'des and over Shoals; these advantages, 

 however, are common to all Cfnterboard yachts. I think if courses 

 were properly laid our no restriction ou the weight of board be- 

 yond that contained in the Y. R. A. rule would be necessary, as 

 no advantage could be obtained by shifting a weight from the 

 position which gave the maxiaium stability dbtaias-ble from it, 

 Tho arRument certainly goes to shew that there can be no harjn. 



27 ft 









37 ft 



10.0 



47ft 



20.0 



60ft 



40.0 



in reBtricting the weight of centerboards, as the maximum stabil- 

 ity referred to can be obtained by a fixed weight. Should it, there- 

 fore, hp con.sldered desirable to restrict the weight of ceurer plates 

 or boards, I think it will entail iiic mvenience to m ike the limita- 

 tion proportional to I he rating or displacement of ballast, and I 

 suggest that it should be done as follows: 



— — = Tons weight allowed. 



iUUll 



This will allow the weight of centerboard or plate to be: 

 L.W.L. Biting. Weight of Plate, 



16fc 0.6 256 tons. 



.400 tons. 

 .7:30 tons. 

 1.020 tons. 

 1.370 tons. 

 3.300 tons. 

 3.600 tons. 



Soft ....120.0 7.250 tons. 



There will occasionally be diftiaulties iu the way or arriving at 

 the weight of a centerplate, hut it can always be roughly ascer- 

 tained by measuremt'nt. 



Mr. G. B. Thompson had given notice that he should call the 

 attention of the council to the matter at this meeting, and now 

 moved, "That it is desirable r he w-^ight of centerboards should be 

 limited." Seconded by Mr. C. Newton Robinson. 



A long discussion ensued, the general opinion of the meeting 

 bemg expressed bv Mr. Frank VVillan, that nothing had occurred 

 to Justify the Y. R. A. interfering in the matter, any more than 

 that they should regulate the weight of lead J?eels, or the mode of 

 fastening them, or the construction Kenerally of a yacbt. It 

 would b« unwise to shut the door t/^ experimen ts, because possibly 

 they might not be saiit-faciory. With regard to a center plate 

 being thif lins^ ballast, Mr. Preseott Westcar pointed out that the 

 plate must be taken when in its most effective position -that is, 

 lowered— and every foot it was lifted lessened the ptability of the 

 yacht. Tbis was tue exact opposite of the effdct and meaning of 

 "shifting ballast." Mr. Baden-Powell was strongly of opinion 

 that this was a Odse that called for no interference on the part of 

 the Y. R. A., so far as present developments had gone. Lieut. 

 Heun took the same view, and said the scare had been got up on 

 account of the success of the Dora, and he should like to see some 

 more such successes, and also gee the question thrashed out with 

 fixed keel yachts before the Y. R. A. iu any way interfered with 

 the freedom of designers. He regarded a centerboarder as a much 

 more useful yacht, from every point of view, than one of the 

 modern type fitted with a "fin keel," which was a very awkward 

 customer in a variety of ways. 



On the motion being put, (here voted for it 4, and against it 14, 

 the chairman not voting. The motion was therefore declared not 

 carried. 



Mr. Baden-Powell now moved that centerplates or boards be ex- 

 cepted in Rule 15 relitlng to shifting ballast. Seconded by Lieut. 

 Heun, and carried ncm. con.— tbis being a corollary of rejecting 

 tlie previous motion. 



Just as the meeting closed the following additional statement 

 was received from Mr. Watson: "The idea of a weighted center- 

 board being shifting ballast Is absurd. Is it not just as logical, or 

 indeed a good deal more so, to assume the yacht as designed with 

 the board down, the only shifting being raising it? There is, I take 

 it, no objection to shifting ballast to leeward." 



A protest referred by the Livingston Regatta Committee and 

 made by the owner of Quinque against Savourna for bringing 

 about a foul while the yachts were cross-tacking, was decided in 

 favor of Quinque. 



The following case was referred by the Islaud Sailing Club: The 

 committee, acting under the latter part of Rule 30, disqualified 

 yacht Minnow in a race sailed under Y, R. A. rules, on Sept. 23, 

 on tbe statement of her owner, the Hon. G. C dville, that he had, 

 during a calm, propelled the Minnow by means of kedging, thus 

 nfringing Rule 25, 



Mr. Colville contended that the use he made of his anchor was 

 legitimate, and such rule is not excepted iu rule 26, which allows 

 a yacht to anchor, and that as the anchor was both let go and 

 weighted at the stem head, he had a right to use any impetus or 

 way thus g'ven to the boat to bis ad vantage, there being no record 

 of a protest against any yacbt for so doing. Also that it is un- 

 doubtedly a custom among racing yachts to use their anchors in 

 this way, and as it was only done atintervalsof about t^n minutes, 

 and the boat's ordiuary anchir and warp used, the rules had not 

 bpon infringed. That rule 25 does not reft r spacitioally to this 

 method of propulsion as an excfption, and that if the council con- 

 sider that it should not be allowed, a new rule is necessary to pro- 

 vide against it. and the committee had no power to disqualify 

 under the existing rules. 



The council now defiried that the decision of the committee 

 must be confirmed.- J^feW. 



THE RUNNING DOWN OF THE AMELIA. 



IN the FOKEST ANT) Stre.vm of June 11 we published the text of 

 .fudge Benedict's decision in the case of tlie yacht Medusa aud 

 the tug Staples, with our additional comment calling the atten- 

 tion of tugboat men to the legal decision as to the rights of sailing 

 and especially pleasure vessels; Only three days later the offense 

 of the Staples was repeat»'d by another lug, and in this case with 

 a more serious and fatal result, the yacht being sunk and two of 

 her crew drowned. The pdot of the tug, Thomas Walsh, was ar- 

 rested on a charge of manslaughter, and his trial took place last 

 week, resulting in ins conviction of manslaughter in the second 

 dfgree. 



Tue facts, as brought out by ample and reliable testimony at the 

 trial, were as followp: 



The sloop Amelia, 37ft. l.w.l., 15ft. beam, was beating down the 

 Hudson River at about 11 P. M. on a clear night, with both side- 

 lifcthts burning brightly and three of her party of eleven on the 

 lookout on deck. When ofl' llOth street the tug F. W. Dnvre, Capt, 

 liogan, was met, bound up the river, with Pilot Walsh at the 

 wheel, the captain being asleep in the pilot hou-e. The tug struck 

 the yacht and sunk hpriuafewmoment8,twomenfrom the yacht 

 leaping aboard the tug. The tun ran on until her captain com- 

 pelled the pilot to turn back, when s^vnnmen were picked up 

 from the water, two others being drowned. 



Toe evidence proved that the yacht was on her course, both 

 lights in order, the night clear and bright, and that the tug was 

 seen some time before sue struck the yacht. It was also fully 

 proven that Pilot Walsh was intoxicated at tlie time of the colli- 

 sion. In his behalf he claimed that he was sobsr, hay ins drank 

 only a few glasses of beer, and tiiat he paw only tiie red light of 

 the yacht. The evidence as to his condition was very coueluaive, 

 while as to the position of the yacht and her lights, slie was ai ruck 

 twi' e on the starboard bow. After a careful ch irge from Judge 

 riovyin^r, 1 he jury brought in a verdict ofauHiyol rn'mslfiut'Oier 

 iu the second degree, with a recommendation to mt;rcy. .Sentence 

 was su'^perided until Nov 16. Such a verdict is most gratifying, 

 as the case was a specially flagrant one. 



UTOWANA.— The U'owana, American auxiliary ateamahip, 

 owned by Mr, W. W, Durant, and under the command of Captain 

 A. Corkum, arrived at Oowes on the 15th Inst, from Lisbon. Th'S 

 magndicent yacht was builr at Philadtlohia, and launche iin 

 Maich this year. She, is built of steel and r gged as a three-mast 

 fore and aft schooner, and is fitted wirh auxiliary steam power, 

 her engines being of the tripl--exp-insiori type. Her leotjth over 

 allialfilft ; extreme breadth. 27fr. 7in ; draft of water, 14ft. 6'n ; 

 gro3« 'oonage aboilt "i'JO. Hor saloon and cabin fittings are prin- 

 cipally of ant-qut; oak, and her upholstery is of the very best 

 quality. The yacht left Boston, U. S.. on Sept. 2, and has vi^^itel 

 H ayal, St. Mich el's, Madeira, Teneriffe, Mog dor and Lisbon. 

 The yacht left r he latter port on the 9th iost., and reached Cowes 

 on the 15'h. after a very boisterous passage, having encountered a 

 heavy gale in the Bav of i^iacay, and met tbe hurricane on ti e 

 13ch inst. in the English Channel fff Portland, when distant seven 

 miles from which plai e; thestferiog gear was carried avyay in 

 heaving the yacht to, and the jihboom was afterwards lost when 

 off St. Albans. The hurncane blowing as it v/as, and the vessel 

 Sieerincr under relief tackles, the capi,aiu did not think it prudent 

 to run his sh-p until the weather moderated on tbe 15th, when St, 

 Oatherine'.s light was sighted at 9 A. M. in the in irning. and the 

 vacht arrived at Cowes the same day. Ths vessel .steamed into the 

 harbor on the iBth, and is moored between tbe doclt piers to re- 

 pair d -mage=, to refit, aud will go into the drv dock for cleaning 

 and coating previouB to again 1* aving the harbor. Her ma'e, Mr, 

 Crosbie, lett S iUtbampton on Thursday per South German .mail 

 steamer Havel for New York, where he will rejoin the schooner 

 Fortune, wh ch, undtr the command of Captain Newcomb, was 

 in English waters three years agn. 



BISOaYNE bay Y. C— Tbe new club book of the Eiscayne 

 Bay Y. C, a noatlittl-j volume, ia now ready, aud tlie aciive sea- 

 son of the club will soon hegin. The membHrship is 23, with 33 

 yaoht«. Among The bonoTHi'v members it L>eiif. Hruu, who will 

 spend the commg winter in Florida. Galatea, after b-tngin cm- 

 mission all summer, is now advertised for chatter during tbe 

 winter, and Lieur. and Mrs. Henu will soon be in Neve York. The 

 officers of the Biscayne Bay Y. 0. are: Com., R, M. Munrop! Vlce- 

 Com., Thos, A. Hine; Sec, Kirk Munroe! Treas,, W. H. Browuej 

 Meae., Jean de Hedouville, 



