S80 



FOREST AND STREAM. 



[Nov. 26, 1891. 



JERSEY CITY. Nov. 19. The regular montlily live bird sboot 

 of the Essex Gun Olub, of Newark, was held this af ternooa at the 

 grotsnds of the Jersey City Heights G-un Olub. The members 

 were divided Into three clasBep. each shooting at 10 birds under 

 modified Hurlingham rules. The results were; Cla.ss A. -SOyds. 

 rise— Hayes 9, Freche 9. Class B, 28yds, rise— L. O. Hedden 10, 

 Wilpon 9. Hughes 8. Class C, 26yds. rise— H. Smith 9, Thomas 9, 

 Decker 7. Following the regular event was a roatch between 

 Harry Sinclair and Gus Griffin, both of Newark. The conditions 

 -were 60 birds each, 30yds. rise, SOyds. boundary. The stakds were 

 ^SOaside. Sinclair wae the winner by a score of 43 to 39. Sinclair 

 won anather match at 25 birds from Griffln for S25 aside. The 

 score was 31 to 20. 



PHILADELPHIA, Pa., Nov. 20.— Appended are the scores of 

 the two noted trap shots, Brewer's nephew, H. C.Stott, and Joseph 

 King, both of the Woodbury Gun Olub. Stott had some very hard 

 birds, which he killed with ease, and proved himself fully as good 

 as his uncle. He is open for matches with all, barring Brewer and 

 Fulford: 



Stott iiiiiiiiiiiiiniiinnmiiiiiiniiiiiiiiiimim-50 



King iiiiiiounniiuiiiooiiiiiimiiuiiiioniiimoo-44 



PHILADELPHIA, Pa.. Nov, 21.— William H. Wolstencroft and 

 Samuel Richards, of the North Eud Gun Club, had a friendly tilt 

 at each other in a live sparrow match on the club grounds, at 

 Frankford, (o-day. Twenty-flve birds each, 30yds. rise, modified 

 Hiirlingham rules. Wolstencroft used the haramerless shell- 

 ejector 12-gauge gun built specially for him, and Richards used a 

 Harrington & Richardson hammerless, of the ?ame gauge; both 

 used Sohultze powder and No. 10 shot. The birds were a liveiv 

 lot and spent no time on the ground after the traps were pulled 

 off them. Wolstencroft missed his lirst bird, but brought down 

 21 out of his 25 against Bichards's 19. Quite a number of spectators 

 witnessed the sport, 



ANOTHER TROPHl' ,— The big shooting done in the Fulford- 

 Brewer match has led to the following oifer from Richard K. Fox, 

 who is now in Europe. He cables: "In order to promote and en- 

 courage pigeon shooting I will give an international trophy to 

 represent the pigeon shooting championship of the world to be 

 competed for. This will allow Messrs. Elliott, Brewer, Fulford, 

 of America, and the foreign champions an opportunity to prove 

 who is the champion. The conditions to govern the trophy are 

 that the winner in the first contest shall hold the trophy one year, 

 or win it three times, and to hold the same against all hona fide 

 challengers. Each contest to be for ?250 a side and upward, or a 

 sweepstakes of the same amount." 



AFTER MB. ELLIOTT.-Ohicago, lU.. Nov. 18.-Mr. R. B. 



Organ, acting for several Chicago men, has just sent a challenge 

 to Mr. J. A. R. Elliott, of Kansas Citv, offering to back Andy 

 Thomns, of Chicago, against him for $350, 100 birds, American 

 Association rules, match to be shot at Watson's Park, Chicago. 

 Mr. Organ delicately admits that the $250 is raised "by subscrip- 

 tion," but offers, in case James should go broke against Chicago's 

 new unknown, to raise some more funds by subscription to send 

 him back home again.— E. Hough. 



Small TacMs. By C. P. Kunhardt. Price $10. Steam Yachts and 

 Launches. By C. P. Kunhardt. Price $S. Yachts, Boats a?id 

 Canoes. By C. Stansfi^ld-HicM, Price $3.66. Steam Maeh/ineru. Bt 

 Donaldson. Price $1.60. 



LAKE YACHT RACING ASSOCIATION. 



THE annual meeting for 1«91 was held on Saturday, Nov. 14, at 

 Oswego, in the Doolittle House. The different clubs were 

 represented as follows: 



Rochester Y. C, Charlotte— Matt Oartwright.Dr. B. G. Saunders, 

 Thomas B. Pritchard. 



Bay of Quinte Y. C„ of Belleville, Ontario— R. E. Lazier, J. H. 

 Starling, 



Oswego Y. C, of Oswego- Allen Ames, W. B. Phelps, Jr., EUiott 

 B. Moti. 



Royal Canadian Y. C, Toronto— Com. A. R. Boswell, O. A. B. 

 Brown, ^milius Jarvis, Geo. B, Evans. 



Royal Hamilton Y. C, Hamilton— J. F. Monek, E. H. Ambrose, 

 F. S. Malloch. 



The Queen City Y. C, of Toronto, was not represented, nor was 

 the Kingston Y. 0. During the meeting a letter from the Kings- 

 ton Y. O. was read in which that organization withdrew from the 

 association. The reason assigned was that interest in the sport 

 had fallen off largely at that place in view of which the club would 

 not care to undertake the responsibility of a regatta. No word 

 was received from the Qneen City Y. O. in explanation, of the ab- 

 sence of any representatives of that organization. Considerable 

 regret was expressed by the delearates that such a condition of 

 things should exist as to lead to the withdrawal of the Kingston 



The meeting was called to order with President John T. Mott, of 

 the Oswego Y. C. in the chair and Geo. E. Evans in his place as 

 secretary. First after roU call and the reading of the secretary's 

 minutes of the last meetiag, came the report of the treasurer. 

 Mr. Evans's accounts showed a balance in favor of the Associa- 

 tion. 



Among the communications was one from the secretary of the 

 Cobourg yachtsmen, asking that the club be given a date for a 

 regatta. This matter was disposed of when the subject of arrang- 

 ing the Association schedule was reached. 



Then came discussion upon proposed amendments to the consti- 

 tution and sailing rules of the Association. The first amendment 

 discussed was one proposed by the Rochester Y. C, stibstituting 

 Pillow's numerical system of signalling for the alphabetical sys- 

 tem now in use. The amendment was presented by Mr. Pritchard, 

 who explained that Pillow's system was simpler and contained 

 more signals than the one it was intended to supplant. Commo- 

 dore Boswell also spoke In favor of the amendment, which was 

 unanimously adopted. 



One of the most important of the amendments was that pro- 

 posed by the Royal Canadian Y. C. and presented by Mr. Jarvis. 

 It is designed to prevent evasions of Rule 2 of the sailing regula- 

 tions. Mr. Ambrose also had au amendment to this rule which he 

 wished to have adopted. After considerable discussion his 

 amendment was incorporated with that presenteii by Mr, Jarvis. 

 The rule as thus amended provides that should the gafftopsail 

 sheave or block of a yacht be more than one-fourth of an incli for 

 every foot on the waterline, below the topmast rigging, then the 

 measurement shall be taken from the under side of the topmast 

 rigging. As before stated, the object of this change in the measure- 

 ment rule is to prevent as far as possible intentional evasions of 

 the rule. An instance was cited by Mr. Jarvis where the owner of 

 a yacht by lowering the gafftopsail block or halliard sheave on the 

 topmast took the craft out of her proper company in the 3Cift. class 

 and placed her with the 25-footers. By lashing higher up on the 

 topmast the cunning sailor secured just as much sail area as 

 yachts of the 30ft. class. 



The same rule was also amended by inserting after the word 

 "added," as found on page 20 of the sailing regulations, third line 

 from the bottom of the page, the words: "On luggers the base line 

 is to be taken os in cutters and sloops with 38 per cent, of ihat 

 portion of the yard which extends above the point where the 

 main halliard is bent added. The perpendicular to be taken from 

 the upoer side of the main halliard sheave to the usual point on 

 boom." The object of this amendment, as Mr. .larvis explained, 

 was to provide for a contingency that was quite likely to arise 

 during the coming season through the introduction of luggers 

 among the fleets of the Association. In England, it was stated, 

 the luggers are fast forcing out the smaller classes. As yet there 

 are none on Lake Ontario, but it is not improbable that one or 

 more may be introduced during the coming season. 



la connection with Rule 24, relating to classification, the follow- 

 ing, which it was voted to insert at the third paragraph of Rule 3, 

 is of some importance: 



"Should any change be made in the rig or measurement of a 

 yacht during a circuit, a new certificate shall be deposited with 

 such officer before such yacht shall be allowed to compete in any 

 subsequent race, and should such change be made to enable a 

 yacht to sail in another class than that in which she has pre- 

 viously sailed in the same circuit, such new certiflcate and a 

 declaration by the owner that the change is a permanent one for 

 the remainder of the circuit shall be deposited with such officer at 

 least forty-eight hours before such yacht shall compete in any sub- 

 sequent race," 



Rules was amenffed by striking out the words, "When two en- 

 tries have been made." The effect of this will be tbat if a yacht 

 is so fortunate as to have no competitor she will have a walk 

 over. 



An amendment was adopted to the starting rule in compliance 

 with which the preparative gun will be fired 10 minutes before the 

 start instead of 5, as at present. An attempt was made to change 



the rule governing the postponement of races by conferring upon 

 the saihng committee authority to postpone any race without the 

 consent of the Association officer whenever such a course .should 

 appear desirable. This was vigorously resisted by the delpgatea 

 of all the clubs except the Royal Hamilton, by whom the amend- 

 ment was proposed. Finally a compromise was effected bv the 

 adoption of an amendment giving the sailing committee and the 

 Association officer power to order a postponement for any cause 

 deemed by them to be sufficient. Under the old rule "unfavor- 

 able weather" was the only obstacle on which a postponement 

 could be based. It is understood that in case of a disagreement 

 between the sailing committee and the Association officer the 

 authority of the latter will be determining. 



No other cha,nges of importance were made in the sailing rules. 

 The general tendency of the amendments adopted is to relieve 

 the existing rules of any ambiguity that might be contained 

 therein and to render as remote as possible dispute and misunder- 

 standings. 



The adoption of a schedule was the next business taken up. As 

 proposed by Mr. Jarvis, nexf season's regattas will be held as fol- 

 lows: Belleville, .luly 15; Oswego. July 18; Rochester, July 21; 

 Hamilton, July 25; Toronto, Julv 27 and 38. The secretary was 

 instructed to inform the Cobourg Olub that it could have a date 

 either before or after the regular Association regattas. The Roch- 

 ester delegates expressed themselves as well satisfied with the 

 arrangement of the schedule. 



Rochester was selected as the place for holding the next annual 

 meeting of the Aspooiation, a very cordial invitation being ex- 

 tended by Dr. Saunders on behalf of his club. 



In accordance with an established precedent the selection of 

 Rochester as the place for the next meeting of the Association 

 was folio wed by the election of a member of the Rochester Club 

 to the presidency of the Association. Yice-President Matt 

 Cartwright was nominated by Dr. Saunders and Mr. Cart- 

 wright was chosen unanimously. W. H. Biggar, vice-com- 

 modore of the Bay of Quinte Y. C, was elected vice-presi- 

 dent, and the delegates conferred a merited honor upon 

 George E. Evans by ra-electing him secretary and treasurer of 

 the Association. Mr. Evans has perfoi-med the duties of these 

 two offices ever since the Lake Yacht Racing Association was 

 organized. The new executive committee consists of W. B. 

 Phelps, Sr., Oswego Y. C; J. C. Allen, Queen City Y. C: and J. F. 

 Monck, Royal Hamilton Y. C. 



On taking the chair President Cartwright returned his thanks 

 for the honor conferred upon him. Commodore Boswell moved a 

 vote of thanks to the retiring president, John T. Mott, and Presi- 

 dent Cartwright said it gave him pleasure, as his first official act, 

 to put the motion, which was then passed by a rising vote. In 

 the same manner the Association signified its appreciation of the 

 services of the other retiring officers. E. H. Ambrose, who gave 

 such unqnlifled satisfaction as the Association officer during the 

 regatta circuit last season, will undoubtedly be asked to accept 

 the position again by the executive committee, in which the 

 authority to name this officer is invested. The election of officers 

 having concluded the business of the Association the meeting ad- 

 journed. 



In the evening the delegates were banqueted at the City Club, 

 the Oswego yachtsmen being their entertainers. Speeches were 

 made by several of the delegates, all of whom were highly pleased 

 with the treatment accorded them during their stay in Oswego.— 

 Rochester Morning Herald. 



THE HERRESHOFF 46-FOOTER. 



THE new 46-footer building at Bristol is described as follows by 

 the Boston Olohe: 

 "The new boat is of the same general dimensions as the Glori- 

 ana. In fact, when she is once afloat it will probably take a good 

 eye to detect any difference, for the changes in model »re below 

 rather than above the water line. On a water line length of 4B 

 feet, Bhe will have an over all length of 72 feet, or nine inches 

 more water line and two feet more overhang than the Gloriana, 

 Most of this added overhang will be forward, and undoubtedly 

 comes as a further development of the unique bow which helped 

 make the Gloriana famous. 



"An extreme beam of little over 13 feet and a draught of 10 feet 

 6 inches are not far from the corresponding dimensions on the 

 Gloriana, while the midship section is also about the same as in 

 the original. It certainly has the same easy turn of the bilge he- 

 low the water line and the same gradual sweep to the keel, with 

 no abrupt turn to the garboard. If it differs at all it is probably 

 in the direction of being a trifle easier all around . The under- water 

 body of the boat will show very fine lines, and the run is clean 

 and quick. The bow will show the same full water line as that of 

 the Gloriana. The body of the boat above the water-line will be 

 quite full, and show the same low quarters and full bow which 

 gave the Gloriana increased water-line length when heeled and 

 consequently increased power. In short, except for the lengthen- 

 ing of the bow and the decided change in the form of the keel, 

 which will be spoken of later, the differences between the new 

 boat and the Gloriana are too slight to be noted by any but a 

 trained professional eye. 



"In the shsme of the keel and the hanging of the load, however, 

 there is a difference which would be apparent at a glance to even 

 the veriest tyro in matters nautical, and it is probable that in 

 this direction the designers look for some of the improvement 

 to come. Mr. Herreshoff says that the nhaoe of the keel will not 

 affect the performance of the boat. Undoubtedly he knows what 

 he is talking about, but the peculiar shape is there just the same 

 and is there for a good reason. If the shape will not affect the 

 boat's performance, then it is there simply as the result of the 

 carrying out of an idea. 



"The line of the Gloriana's keel, starting at the sternpost and 

 going forward, took a downward curve for some distance, so that 

 the greatest draught was not at the heel of the sternpost, an in 

 most cutters of modern design. It then took a aimilsr curve up- 

 ward until the starting level was reached, and then took a very 

 gradual curve, almost a straight line, in fact, to the water and 

 the extreme bow above. 



"In the new boat the sternpost does not rake so much as in the 

 old, and the line of the keel starting from it does not curve down- 

 ward but runs forward very nearly straight and with a slight up- 

 ward tendency as compared with the waterline until the forward 

 end of the lead k^el is reached. Here the line turns abruptly no- 

 ward to the top of the lead keel, and then, after a short reverse 

 curve, runs straight to the extreme bow. The results is a 'jog' 

 in the keel where the lead ends and a wonderfully long and light- 

 looking bow. There is no 'forefoot' as the term is generally used 

 in boats, and from all indications the planking will run so closely 

 into the stem that no cutwater will be apparent. Stem and keel 

 are merged in one forward, unless indeed the keel be considered 

 as ending just forward of the lead, and all the part, to the extreme 

 bow, be considered the stern, even if it does carry the frames. 



•"Tbe frames are of light angle steel, and the 'planking will be 

 light and double, on the peculiar system of the Herreshofls, by 

 which no caulking of seams is necessary. This will give the new 

 boat the advantage of the lightest possible construction and of a 

 smoother outside surface than can possibly be obtained in any 

 boat where the roughness of caulked seams miist be overcome. 

 Diagonal steel straps outside the frames add greatly to the 

 strength of construction and aid in resisting twisting strains. 



"The lead keel is a heavy one. Certainly it is no lighter than 

 that of the Gloriana, and looks as though it might he hea-^der. It 

 is a very fine casting, smooth and free from flaws. It does not run 

 quite to the heel of the sternpost aft. Its forward end is brought 

 to an edge so as to reduce its resistance to forward motion as 

 much as possible. It is held to the oak keel by hea,Ty bolts of 

 Tobin' bronze, a very tough and strong metal. 



''The whole effect of the consiruction, as toe boat was seen in 

 frame, was that of extreme lightness and strength, while the im- 

 p. ession gained from the model was that of a boat built to the full 

 limit of tbe cl< 38, plenty of lead, hung very low, high power on 

 very easy lines, an easy form to drive through the water at high 

 speed, a lateral plane below the waterline sufficiently large to 

 prevent leeway, and a bow which for lightness and lifting power 

 would be a marvel." 



NEW STEAM YAOHTS.-Mr. Dixon Kemp has recently com- 

 pleted the designs and speciflcations for a steam yacht of 412 tons, 

 to be built for Mr. Eugene A. Perignon by Ramage & Ferguson. 

 She will have two boilers and very novverf ul machinery. Mr. G. 

 L. Watson will design a steam yacht of 150 tons for Mr. A. E. 

 Gooderham, of Toronto, where the yacht will be built, the engines 

 being sent out from Scotland. At City Island BIr. Piepgrass is at 

 work plating up a handsome steel steam yacht, of his own design, 

 for Mr. Jas, K. Hegeman, of New York, She will be 84ft. over all, 

 75ft. l.w.L. 13ft. beam, with three steel bulkheads. The engines, 

 designed by John Haug and built by J. W. Sullivan, will be 8, 12 

 and 18in. The yacht will be named Evelyn, and is intended for 

 cruising, her accommodations being very good. Mr. Alfred Van 

 Santvoord has recently designed a side-wheel yacht for his own 

 use, which is now building by Henry Lawrence, ;at Greenpoint. 

 She will be 160ft. over all. 25ft. beam, 5ft. drait, with a beam 

 engine, 40in. cylinder by 7ft. stroke. 



YACHT RACING IN 1891. 



v.— THE 35 AND SOJTT. CLASSES. 



T^HE yachts whose performances have been reviewed in the 

 X previous chapters have raced about the coast between Cape 

 Ann and Sandy Hnok. each class being recruited from both Bos- 

 ton and Isew York. In the classes under 40ft., however, the rac- 

 ing is purely local, the classes number fewer yachts in each or 

 perhaps are broken up into small local divisions. In the yachts 

 of from 20 to Soft waterline, the exact limits varying in the differ- 

 ent clubs, there has been quite an amount of racing, but at the 

 satne time few very large classes. About Boston the open jib and 

 mainsail boats of the Hull, Quincy, Monatiquot, Massachusetts 

 and other clubs have raced very steadily through the season. The 

 Beverly \ . C. has sailed a large number of races on Buzzard's 

 Bay tor catboata of various sizes, about and under 25ft , with 

 other races for the home division of its fleet at Beverly. There 

 has been some local racing about Narraganaett Bay; and on the 

 Sound from Greenwich to Port Morris, especially about Larch- 

 mont, the open jib and mainsail boats have done some racing 



The principal interest about New York has been in the new25ft 

 corrected length class, or as it is miscalled, ' 25-rating." On the 

 Hudson River and about Staten Island and the Upper Bay the 

 cats and jib and mainsail boats have done about the usual 

 amount of racing. These smaller classes are so scattered and 

 broken up that it would be a difficult matter to tabulate the races 

 of any considerable number, nor would the result perhaps be of 

 other than local interest, as each locality has to a great extent 

 but one particular type in its racine. In concluding our review, 

 we shall deal, then, only with the 85 and 30ft. classes, thouo-h in 

 neither has the racing been keen or conclusive. 



It -svill be noticed that, unlike the larger yachts, these two 

 classes are very unevenly divided between New York and Boston 

 the 35ft. class being confined to the former locality and the 30ft' 

 class to the latter. The 35ft. class has never been a strong one in 

 the East, and now the best boat, the old Shadow, that has headed 

 the class tor so many years, is out of the racing: or was durine 

 the past season. For several years the 30ft. class has bpen quite 

 popular about Marblehead. and this class has monopolized the 

 racing during the past summer, with some eight or nine yachts 

 all told. In New York it has happened that such little racing 

 as has been done has been confined entirely to the ,35ft class 

 there having been but one race for the thirties or their equiva- 

 lent, that of the Corinthian Y. C. For this reason Kathleen has 

 been compelled to sail in the 35ft. class. 



Of the new yachts in this class Tigress is known from the pre- 

 vious season as a very neat-looking compromise, built by Lawlev 

 ^^^""^ ^^JSi"^,^^ by Mr. Philip Ellsworth. What little sailing she 

 did in 1890 showed her to be quite speedy, and this season she wa=i 

 fitted out for racing, with young Mr. Fish at the wheel, Renorita 

 is a new boat this year, owned by Mr. J. M. Williams, an enlarued 

 and modernized Volusia. Though built for racing she has sailed 

 very little in her first season. Saona, designed by Mr. H. J Gie- 

 low, was intended solely for cruislne, and was built 2ft. under the 

 class, with such a misfit suit of canvas as is fortunately seldom 

 Bean on a new yacht. As usual, after building solely for cruising 

 the owner was seized with a desire to race, and the boat was 

 started m several races, doing fully as well as could be expectfd 

 when the state of her canvas and other mitigating circumstances 

 are considered. Thouerh outclassed and handicapped from the 

 start, she made a very fair showing, though winning nothing 

 Sasqua, Polly and Eurybia are too well known to need introduc- 

 tion, and Kathleen has made a reputation both about New York 

 and Boston. The few races sailed resulted simply in Tigress first 

 and Polly second, the former taking all the prizes save one 

 which, being given by her owner, passed to the second boat. Polly' 

 The class, in fact, was practically limited to the Atlantic Y C 



In the 30ft. class there were two new-comers, Mildred and 

 Fancy, both keels. Mildred was completed and tried in 1890, but 

 sailed no races, so that she came out this year as an unknown 

 and also underestimated quantity, proving quite a surprise party 

 before the season was over. She was designed by her owner Mr 

 W. H. Wilkinson, former owner of the 30-footer Elf, and was'in- 

 tended for racing and also for such all-around work as is ex- 

 pected of this class. She is 43ft. 6in. over all, ,30ft. l.w.l., 9ft 9in 

 beam and 7ft. Bin. draft. The other new boat was designed by 

 Mr. Burgess for Mr. C. F. Lyman, owner of Mopsa, and is 43ft 

 over all, 30ft. l.w.l., 9ft. beam and 7ft. 6in. draft, or about 1ft nar- 

 rower and 6in. shoaler than last year's .Salad in. The table tells 

 the whole story of the racing without special explanation. The 

 weather has been unusual in that several races were postponed 

 or unfinished through the prevalence of really heavy gales, keep- 

 ing the fleet from the rendezvous or causing the yachts to give 

 up, the courses being all exposed ones; on the other hand, a num- 

 ber of races have been sailed in very light and flaky weather 

 Mildred has come out decidedly on top in the record, and very 

 fairly heads the class on her merits. Next to her is the center- 

 board Hawk, a boat that has been raced steadily and ha» made a 

 very good showing. Saladin has fallen far below the usual 

 record of Mr. Fowle's boats this year, but her owner has not had 

 the same Corinthian cren' which has won him so many races in 

 the two Saracens and last year in Saladin. Harbinger h,'i8 sailed 

 some races which are not shown in the table with boats more 

 nearly of her type and smaller than she, we have only included 

 those races of the regular aOf t. class. She has never repeated her 

 record performance of 1889, when she beat the keel cutters in a 

 blow, in fact she has not held her own with them this season. 



The two older boats, Tomboy and Shark, have both been about 

 Narragansett Bay this season, racing in the local regattas a few 

 times, Shark once defeating the new Fancy. The latter apoeared 

 at the rendezvous of the New Y'ork Y. C. cruise and attracted 

 general attention by her stylish appearance, while she has given 

 indications of speed this season as well. What the class will be 

 next year it is hard to say; a new "monster" is talked of, all ends 

 and legs with shark bow, lead-loaded fin and all the latest con- 

 veniences, but there is no certainty of her being built. TheoOft. 

 class is admirably suited in many ways for MarOlehead and its 

 vicinity, and may be looked upon as a permanent institution 

 there, liut the building of new boats or the racing of the old ones 

 is so much a matter of whim or fashion that no one can foretell 

 whether the racing of a particular season will be good or bad. 

 There is an inducement now t« build to beat Mildred, but no one 

 has yet announced the intention of trying it. Saladin is reported 

 for sale, but whether or no this means a new racer for her owner 

 we cannot say. 



The 80ft. class should be very popular about New York, possibly 

 in a shoaler type of boat than has been devclnpBd off Marblehead, 

 but the presence of Kathleen for three years has moved no one to 

 build to beat her. A movement has been started this fall to boom 

 the 30 "rater" class or of 30ft. corrected length, equivalent lo the 

 English 5 rater, but nothing has yet come of it, Undoubtedly this 

 would make a very good class, but if we are to have corrected 

 length classes the proper way to go about it is to establish a satis- 

 factory and permanent series of classes, with proper intervals 

 hetween, rather than to build a few boats in one class and a few 

 in another merely for the sake of novelty and fashion. 



It might be a good thing now if the leading clubs could be in- 

 duced to co-operate in the w^rk of pstablishing a standard series 

 of classes by corrected length; not to displace the corresponding 

 classes by waterline length which now ex'sts. but as an alterna- 

 tive rule to bo used at the discretion of regatta committees as 

 well as to secure a uniformity of classes among the clubs now 

 classing by corrected length. Such a plan would not give a con- 

 clusive test of the working of the new classiflcation, as building 

 would be chiefly influenced by the old rule, but many owners in 

 building yachts of moderate power would design them to conform 

 to both rules; and there would be a small but appreciable influ- 

 ence in favor of moderate dimensions and sail plans. 



If the future should prove that the present method of classiflca- 

 tion by a fi.xed waterline leneth is the correct one tlio alterna- 

 tive classiflcation will quietly disappear, having done no pos- 

 sible harm. If, on the contrary, as we conlidently believe, 

 classiflcation by corrected length is destined to displace the 

 other, the final change will be made far le=s sudden and difficult. 



Avery similar mode of gradual transition has taken place in 

 England in the replacing of the old tonnage rule for the length 

 and sail area rule. In 1883, at which time the opposition to the 

 abandonment of the old and existing rule was far stronger than 

 the iiresent opposition in this country to a corrected length classi- 

 fication, Mr. Dixon Kemp proposed as an alternative rule to be 

 used by regatta committees at their discretion the formula now 

 in use. It was adopted and used experimentally at times until 

 the close of the season of 1886, when it was permanently adopted. 

 It should be no difficult matter to establish a series of corrected 

 length classes corresponding to the present waterline length 

 classes, and to which all moderate craft could readily accommo- 

 date themselves, and we fail to see any objection to such a 

 measure, even on the part of those opposed to corrected length. 



"YACHT AROHITEOTURE"-"\^ACHT AND BOAT SAIL- 

 ING."— We have recently received an invoice of these two hooks, 

 and can now supply all orders. The seventh edition of "Yacht 

 and Boat Sailing," originally bound in two volumes, is now 

 bound as a single volume, but the contents are the same. 



