FOREST AND STREAM. 



[Jan. 12, 1898, 



Measurement Rules. 



Although all ot the large American clubs have standing committees 

 on the subiect of nieasui-ement clians-e.s, there has been hftle action or 

 discussion withm the past ^•ear. and there is no indication of a resump- 

 tion of active measures tor any change ot rule during the present year. 

 "SVliile it mav seem at the fii'.st glance that there is cause for congratu- 

 lation over the cessation ot the heated discussions and vehement argu- 

 ments ot three years since; a htcle closer investigation ^^n^l show that 

 tilts state of affairs arises not troiii l.be perfection ot the present con- 

 ditions, but rnerelv from the fact Lliat so long as there is no racing it 

 matters little what tlie rules may be. and nnst now class racing is all 

 but extmct. 



For two seasons there h;i,s been no 70ft.. no 40ft.. and no 3.5 or 30ft. 

 racing alioiit Kew York or Rostoii. th(^ hmiLed amount ot racing being 

 confined to the BOft- schooner class, tlie 40. "..'Itt. and the ;&ft. corrected 

 length class ot these tonr the schooner class is protected from ex- 

 treme outbndihne by several conditions depending on its size, and 

 there is no daua-er of t\w introduction ot an\ ureater extreme than the 

 large sail plans to which \merican yachtsmen are yell accustomed. 

 In tlie 4(ift. cfass the comiietition has been limited to tu o or three 

 yachts, but one ot them built this ]iast season, fhe 2nt. and -ZdU. 

 classes are composed entirely ot racing lioats. so that the questions of 

 seaAvorthiness and accommodation are hardly mvoh i'i,!. 



Until therti is «, general revival in the classes from vott. down to 30, 

 witli the building and racing of at least six to ten boats m a class, 

 there Is no special necessity for a resumption ot the mcasui-ement dis- 

 cussion, and none is likely to occur. At the same time however the 

 subject is one of prcssma- iiuiiortance to all yachtsmen, and with the 

 rapid drawiuff together of moifels and rules on l>oth sides of the Atlan- 

 tic, there is much m the recent iliscussions that have taken place 

 in France and Great Britani that is of immediate interest to Ameri- 

 cans. 



The main point ot the discussion on this side, fhe merits of the t^-o 

 system.s of dassificatiou. by waterhne length or by sailing length, or 

 to state the question more accurately, by the employment ot two dis- 

 tinct imits fnr the bases of measnrernent and classihcation. or ot one 

 common unit for tlie two, has not appeared on the other side, the de- 

 sirability for a common basis tor measurement and classification being 

 nniversally conceded there. An important proposition has, however, 

 been made, to adopt the tormnla ot The Seawaiihaka rule m place of 

 the Y. R. A.- as being easier on sail, fcven as they stand, the twd rule.s 

 have much in common, whife the alleged evils of ver> siuctll displace- 

 inent and excessive length, complained of abroad, are teh in pa i there 

 ■i|ip;ireiif should the fln-lceel tvpc hrcimie 



and would become 

 prevalent in the l.ir i i 



The editor of tui 

 the history of raL in . 

 matical side ot tlie sn i 

 the following extracts 

 Herreshoff Mr. lvern]i 



'•In we prriposet 



,iia- hei'ii re(;ognized as an authuritv on 

 - Well as an able espoiieiit ot the marhe- 

 and we reprinr from the later numbers 

 Dinmenting on the rule propo.sed bj' Mr. 



r similar rule, modified as foUow.s: 

 Sail \ 



(7 



1(10 Reg. Tons' 



300 



"We at the time pointed out the practical obiectious to nsmg regis- 

 tered tonnage, as it varied, according as to whether the ve.ssel was n on 

 or wood built, and also upon her Hoor construction, and above all, 

 upon the careless way the hlo.ard of Trade measurers arrive at regis- 

 tered toiinaae. All these obiections could he overcome by taknig tlii.- 

 ■' - bt t'luli did in ISif on- 



outside measureinciits las t1 

 wards), and by eiriploymg spi-ci;' ! ' : ; - i: 

 •'The next point is wliat sort : ' : 



18S3 we iiointed (jiu. mj comii,.: 

 bodied ^loiip (-ri 1 I 



might tend to pi'f' i i. 'ii.ii'M. l"r; 



body, due to beaj. -i.i . : . il-' i .rn 



and Tara 10. and. con-.t'ii -\ i,. i m. I:'-; 

 the Gracie will be rated tnc oir'.i 



m the table wduch folio ws i n 1 1 1 . : 



boats are ot eqnal length an d kh. .■■.■:> 

 greater beam, and perliaps greater li«-igb. 

 smaller .than Creole. Queen Mab nun- be 

 bo(hed vessel than the Creole or Tara, Ian 

 (mtniersed and ummmersed) is larger than 

 bail 



fei-enceisthat, wuh a - ^^^^^^ 



would be found tu beat boats of the Tara or Creole type. 



"So long as there is a tax on sail the inducement wdl be to cm aosMi 

 displacement- because displacement is taxed through the .-.ail . Inii tins 

 in a rule hke Mr. Herreshoff proposed, or like we prui)o,-,fd m Iss.j. i,.. 

 au inducement to make the bulk of body large, because it is eni).iuj ed 

 in reducing the rating: but it is plam that it sail is taxed, and indeed 

 If it is not taxed, as little ot this bull; will lie ]n\t under v^atei as pos- 

 sible, and the Queen Ma^ tyr,,. must i,i-e-, ait , , 



Theque , 1 , I [II ' 

 to eiicoura :^ - - I - 

 yachts wer,.- - , i. ■, - ., . 



madeto sail over llii;- -.Viuer :ulO_ lu.M, iinu.jl I.. ..,...M. I 



believe that our deep-bodied, heaMly ballast ed \e;,*ei: 

 kind of sea boat, because they conld be drn en thi 



iild It tend to produce? In 

 iviy. shallriw under-water 

 I ■ I ■■ : ;ir^i , I ii.'ir the ride 

 I . . ■ ... 11 big top 



;. . ■ ..tered tons 



I ' I! '.-i l>e equal. 



I. ■ I , : ^ain shown 

 . • , M;d:,. These 



',1;: ; I , 11 ig to her 

 :r.s-iv.ur.i. would measure 

 a shallower uiid(^r-water 

 her aeriial bulk of body 

 eitlier. ( )t course the in- 



riiie hoats of the Queen Mii.b type 



prevailing- weather lie 

 tilt ot natural selection 



were ll 

 tn\ 1 



I lie period. This 

 lu his speech at flu 



II g. with a. sail si-ii-en - 

 e I luecn Mall ' 



ind i di-i 1 1 

 ' ■ the " 



question 

 Y. H. A- in 



sea.. In short, lookim; ai tlr 

 the Taras aiidlrex,-,- -I ■ ,> 

 product of i lie le'n 

 Mr. W. G. .(amesiii 

 last week Ih^ 

 a displacem j r I . i - 

 with a sail siiread ot 4,0o.5sq. i 

 than 60 tons. A\ hich is hkely . 

 declared ill favor of Queen Mab m uniiustal, 



"We should like to point out that the Council uf the \ 



lieir 



le 

 iiand, 

 e best 

 hid of 

 arded 

 i-. the 

 which 

 ( I tmg 

 I, and 

 ;-luie. 

 1 less 

 -on 



cated, by some ot the questions Tlie.s 

 they doubted if. for any given length. 

 a40-rater. like Dacia or Queen Mali i 

 ment. and givmg her a larger sail sijre 

 prove her sea worthiness. There i> r 

 oyer m this. 



i;:Vnu 



tiip 



A. mdi- 

 atdit designers, that 

 I 1 I J I ILU 01 



.i I ! r-i- displace- 

 ; . - . would im- 

 .i.'.'.i it> ponder 





Length Br(fa<lth, 

 T..WL.; 



Beg. 

 Tons. 



Sail 

 Area 



Y. K. A . 

 Rating. 







Ill 



MBtexir,. . , 



85,2 1 ao.3 



tot 



8157 



m 





tor 



111 



lyelTia — 



S3, 5 1 39.0 



85 



8458 



m 







IT? 



Tara 



(16. 0 11.5 



40 



mm 







7a 



!13 



Yarana. , . 



65.4 1.5,0 



46 



5312 



58 





70 



8fl 

 8.3 



Creole 



.59. r2 13.3 



35 



4048 



40 





53 



Que'nMab 



59.. 3 16.0 



41 



4053 



40 





50 





Dragon .. 



45.7 1 II.O 



16 



2634 



20 





31 



62 



L.iu-; timt: \y 1.1^:11 1x1.. ... w...... .. . ^v, . 



report on the rating rule, the Ne\v York > acht Club conference 

 was engaged in considering the desira-bihty ot cfintuming lIic .Seawaii- 

 hakaiule K j dr i ir n hts >et been niive) it 1 the i jnl i net but 

 •weundeistindth f u yill ] lesen-^ a lep n t t i tn.- hlli lent liilis/ i i - 

 seated at the conference early in January. The general Tie',\ taken ..I 

 the rule is pretty much the same as that held here, tiiac ii must in- 

 evitably tend to produce a boat of small dwpliu-eufrn. woipaivd with 

 the clrcumseribuig parallelopipedoii. bur tlmr Lu i :ii liaiuihas 

 been done. On the whole, we think it is a ni-i i ' - ■ • j . l auilatioii 

 that the council saved us from the awkward : : - .-i .idupting 



a rule which in all probability will be Hbandeneii i^i .un- n- a before the 

 end ot the next season. 



In issi th 'i K V Hrtoptedlhemo luU iii pi i < ol tlu old 94 lule, 



because the former w^as "easier on beam; that is to say, when the 

 beam was equaf to about one-fifth the fength, both rules operated 

 alike- but if a yacht were nari'owei- than one-htth, less beam could be 

 taken for any given rating than the old y4 rule allowed: on the other 

 hand- when the beam exceeded one-htth the length, the 1730 rule al- 

 lowed greater beam. The following table gives the relative proportions 

 for a 40-tonner: 





(L- 



-B)XBy 



B j 



(;l+b)2xb 



No. of 









1730 ' 





beams to 





94 











length. 

































L 







B 



L 





B 



3 



46-70- 







15-.55 



48-80 





16-.30 



4 



54-40 







13-60 



56-10 





14-00 





61-95 







12-38 



68-10 





12-44 



6 



68-40 







11-40 



67-40 





11-25 





75-60 







10-80 



73-00 





10-30 



It was supposed, tor instance, that under this revised tonnage rule a 

 yacht four beams to length wotdd have a chance of winning, and 

 that the slight extra penalty put on beam after passing the five-beam 

 stage would put a check on the building of very narrow vachts. But, 

 as a matter of fact, tlie new ride forced the budding of narrower 

 yachts. Lengtfi was necessary at any price, and, no matter how beam 

 had to be sacrificed, increased length was absolutely essential to ar- 

 rive at the top ot the class. The only practical effect of adopting 

 theli 30 rule was. therefore, to hasten the development of the v«rv 

 narrow vachts. 



At the pi-eseut time We have a similar feature in the "\ . K. A. rat ing 

 i-ule and the Seawanhaka "corrected length rule. These two rules 

 operate exactly the same when the sqnai-e root of the sail area and 

 the length ot l.w.l. are equal: but when the square root of the sail area 

 IS less than the length, the heawanhaka rule allows less sail than 

 the Y. R. A. rule, and more when the square root of the sail area 

 exceeds the length. In consequence of tins peculiarity we are asked 

 to believe that fThe Seawanhaka rule will check t he increase of length 

 at the expense of sail: but we may i-est assured, as m the case of 

 the 1730 rule, that the length will be had at any cost: and as sail is cut 

 down as length is increased, so wdl the displacement be cut down to 

 suit it. 



Under the present rule the 5-rater Dacia has 880sq. tt. of canvas for 

 a load waterhne length ot 33.b3ft. : under the Seawanhaka rule she 

 could only have .HOlsq. 11. ot sad: or, it she stuck to the 8h0sq. ft. of 

 sail, nearly 18m. n.4ft.) would have to be sacrificed. We have not the 

 smalle.st doubt that it wotdd be better to sacrifice the sad than the 

 length. The differences, however, under the two rules are so .slight 

 that practically the^• may be regarded as identical, and what is urged 

 Mgauist one, rule can wit h equal force be urged against the other, as a 

 study ot the following table w-ill show: 



t?ail allowed bv sail allowed bv 

 Y.R.A. rule. Seawanhaka rule. 

 Sq.ft. 

 1169 

 967 

 795 

 4264 



Length on 

 L.W.L. 



Ft. 

 1 -28.0 



81.1 

 ( 34.0 

 ( 59.0 



62.J 

 / 65.0 



Sq.ft 

 1071 

 967 

 882 

 4068 

 8862 

 3ti92 



It IS as eii'i- ■ 



not give 1 1 1 

 could lie ll,, 1 I 

 pay to ha \ r ,1 , . 

 fluence ot the bl - 

 eated decrease m 

 were pri iv ided ^s 1 1 1 , In; 

 we have alwa\-s euuit 

 comes li:iek to this agai 

 rule ro the existmar ruU 

 stead ot tlie multinlvni! 



t to i 



ih (I 

 11 all 1 



r-iile 



Id 



-jiind fhaiifi'. unless very light, weatlie' 

 ler, inidrr sueli Conditions, it would equally 

 ■ ili-r riiH . K. A. 1-ule. The only real in- 

 I le to hasten somewliat the depre- 

 , ^ : I ot I heckiug it, unless the rule 



1:-, ,1 ii iigth. breadth and dci'ith, such as 



liolwordii have to be fhe case. But then it 

 what \voiild be the object in preferring the 

 Certainly the pins (+) sign in the rule in- 

 ':•: 1 sign is not a sufficient reason, even if it 

 lioiild lie proposed to import another term mto the formula. 



It IS lis certain as f.-ii- as such things can be certain that, so long as 

 matches are saded in averaae summer weather of gooif breezes, to 

 oiitain an increase of speed imder the existing rating- ride, n wiU pay 

 to cut down sad. because an lucretase of length can be ofilained. and 

 any given displacement %v'e laiow liecouies easier to di-i\'e tlie sj-realer 

 the length ot the tieure whie-h liouuds it; and il . v.lnle the length is 

 increased, displacement is decreased, a sfill greater s; 

 made in sail area,. Thus it follows tliat, boats niusl be C' 

 limit until fhe limit to winch sail area and displ;i..-i-niei 

 dov-n to IS .arrived at. W hen the hmit is I'ef ' -1 i - ■ - 

 moi-e resembles tfn? !■ 

 un trawler. The jn- -i- . ■ 

 ill render such a .ie\-, '|. .i iiur 

 sof doiilgit is to introduce i 

 the formula as a divisor. W 



can be 

 itinnally out- 

 can be cut 

 liall probably 

 oeriod tlian 

 To do is to 

 r impossilile. 

 gistered ton- 

 showed last 



weektlr'.i —1,1, iirmage probably would not uisiire more under 



water Ijodv ihaii is ar, present given ; m fact, that its tendency would 

 be to reduce displacement and add to the size of the above water pro- 

 portion of the hull. It. however, di.splacement (m cubic teet) is mtro- 

 dnced into the formula, the tendency would be to increase the under 

 water tin lie. and take pist as much above w^ater body as may be nee- 

 irthmess or accommodation. Such a rule could be 



liave sonief hiiia- wliicl 

 an ice yacht ih 

 sm-lM 1 I 



One ot ill - - 



i foil 01 



L X ys 



L X ^ ( 3^ .Displacement / 



^30.0OlT' 



The formula looks more eoriiplicated than it really is; but, as a mat- 

 ter of fact, it only involves two imilttplicatioii and two division sums, 

 as a table of i-oots will afford the otlier square and cube roots of tlie 

 (piaiitities. Tht> table which here follows will show how the fm-mula 

 would operate: 



Length 

 L.W.L. 

 in ft. 

 28 



30 

 38 

 40 

 46 

 50 



Sail 

 area iii 

 sq. ft. 



529 



529 

 1000 



858 

 2000 

 1600 

 1500 

 2000 

 2400 

 4000 

 8700 





Displace- 







DispljcP 



moMit in 



Y.R.A, 



Proposed 



ment. 



(!Ubic feet. 



Racing. 



Rating. 



5.0 



175 



3.5 



2,5 



4.0 



140 



3.5 



8.7 



0.8 



23« 



5.0 





10.0 



350 



5.0 



S.O 



14-0 



490 



10.0 



7.6 



15-0 



535 



10,0 



9.6 



17-0 



.595 



10.0 



10.0 



28.0 



980 



20 0 



19 iO 



31 .0 



1085 



20-0 



20.0 



60.0 



2100 



40 (1 



38.0 



68.0 



2200 



40-0 



40.0 



75,0 



2625 



58.0 



56.0 



150.0 



5250 



128-0 



125.0 



The examples given are not very numerous, but the^ are suthcient 

 to explain the working ot such a rule. ft will be seen that m the 

 5-rating class to increase the lenotb to ::i5tt. and retain the sail area 

 allowed by the present A'. R. A. rule tlie displacement would have to 

 he increased bv three tons. Tins reature is shown m other 



lO-rati-r represents the old 30ft. 

 ilylie lieaten bv the :iOft. .V rater in 

 ■•J d.isp I M cement set do\s n tor a 5 or 

 hat In \-o,2-iie. but the elfect of the 

 T'lirse. tfie olqeetion to a rule like 

 ofjtaining the dlsjilaceiuent. Tlie 

 ft three sections hv aid ot a iinnfed 

 ■t to take any form ..it section, this 

 aclit «'as launched and a scale made from 

 ii\ di lu^lu ' luhi b- leadolt It i di- 

 I :- I it must be in some such formula as we 

 , . liar a rule \^'hich includes displacement 

 r'li objects, we presume that the trouble 

 v.-oiild not be a ground lor objection. 



given in the table. The aui i 

 "lengtlier. and shewouhJ prol 

 -whole sad breezes. The quant it 

 10-rater. Ac. ina^- not be aetuall 

 rule is all the same shown, t) 

 this is til'- froiitili.' and expense , 

 smiple.st jilan «-oula be to tak^ 

 link idiain, which cout 

 could be done l;iere,re vfi 

 which the displnc i ieiu 



placement rule n 

 have shown, and 

 is necessary to neoi^ . 

 and ex)-)ense of wen-knii 



The following letter is from an fjighsh yachtsman who ha.s taken a 

 irroniiiient part m all recent discussions abroad: 



•=5, .UTHAJIPTOV. Vec.^S — Editor Forest n rid Stream: J see by the 

 Pi,.i.i ot \'esterday that Mr. Herresiiotl has been designnig a formula 



for corrected length in w liich V tonnage is used as a divisor. I there- 

 fore ask for space in order to In ing before your readers a modificatiou 

 of the Seawanhaka rule which would, I think have the same effects, 

 luid be far more easd.y worked m iiractice. I propose that corrected 

 ijsugth sliould be fouiidthus: 



L+ .tAS4-j>gB-t-I)-+y-H 



wh«re L is the tax;, b!e length. 



S is the tax; ble sail area. 

 B is the ex(] erne beam. 

 I) is the exti erne draught. 

 F is the frecl o-ird, amidships. 

 H is the deptli of indl. amidships Cmea.stu'ed from 

 top of floors to top of upper deck beam). 



By this rule, a boat with au extravagant B Avould pay for it, and a 

 boat -vvith an extravagant depth of keel below body of hull w^ould pa\ 

 for it, The rule encourages a boat of moderate B, and moderate keel 

 below htiU. It also encom-ages a deep body, or more strictly it dis 

 courages a sliallow body, and consequently on account of the buttock 

 Unes. it mdirectly discourages long overhangs. The rule encourages a 

 keel bottom pai-aUel to the waterhne, like Wasp's, and consequently 

 discourages the triangular cut-awaj' fin keels which cause boats to 

 steer so wildly. , ^ , ^ ^ 



If you examine the rule, you wiU see that draft and freeboard are 

 not really taxed, freeboard being included in depth of hull, and that 

 portion of draft only is taxed which projects below top of floor at 

 midship section. Tlie "house boat" nightmare conjui-ed up by Mr. 

 Herreshoff's rule is outraaneuvered, and the only way to "cheat" my 

 rule would be to build deck like the roof of a house. This can of 



( (mi '-e be legislated i^ 

 not exceed one inch to 

 I'. S.— Example; 



Vs. 



L 



'AB 



. by ruling that the curvature ot deck shall 

 'l y f oot ot e.xtreme beam. Tn Ai.-vssA. 



'-Doreen. 10 R., Y. .ai. 



11 -1-43-37 I 



39 .43 corrrected length. 



Yacht Building. 



Such activity as is apparent at present m yacht buildmg is con- 

 fined, with the exception of the two laree Herreshofl' cutters, to steam 

 yachts and the smaller classes. The rinnors or s\-ndieates and Cup 

 defenders have thus far brought out nothing, it seems certain that 

 Boston will not be represented this year m the trial races, and equally - 

 certain that unless another keel is laid very .soon In ew \ork will have 

 but one yacht m. 



At L itv Island Piepgrass has completed the alterations to the hull 

 of the old fitania, and when she is launched again as the Dagraar she 

 will show a stem not unlike asp s .above water, rtiimme down to a 

 distinct ]0g where the new line of stem loms the old keel. The new 

 foremast is 41ft. deck to hountls. and both masts are handsome 

 .sticks, finished with very light and neat ironwork aloft, the hounds 

 and cheek pieces being ot steel plates and ane-fes. The crosstrees are 

 of oak. each m two halves, placed abreast the center of the mast and 

 ■with the inner ends logged m about an inch to stead \- them, ffoder- 

 iieath each arm IS an iron bracket earned liy the hound lirmd. which 

 .supports the spreader. The iron work ot the hull inriti-lies rlie excel- 

 lent platmg put in when Mr. Piepgrass budt the yaelit in iss, . t )ii the 

 spot where Lasca. Constellation and Katrma were lannelicd. tliere is 

 now going up a budding shed 4Srl wide and nearly --'untr. long, a 

 necessary adpinci: to the otherwise cnni.ilete olaiit. 



At Wood & Son's yard fhe old building shed has h^-eu eoinpletely 

 rebuilt, making a conmiodious shop lOott. long and -istt, wide It is 

 healed bv steam, the pipes serving to dry lumtier. while the .second 

 story will make a large mould loft. In this shoo tlie nei^.- I Jardnev- 

 3Iosher steamer. Satt. long, is now m frame and parth- i.ilaiiked. a sim- 

 ilar craft to tne one built, hut not launched, last \-ear. whir-li is runv 

 lying under canvas on- the beach. T'he sides ot I lit* iii-w ynrlit .-in- 

 vertical and iiearlv straitrht for a long distance, the midslni . si'rti.m 

 being nearly rectangular. the stern is of the doiilile eoru- variety. 

 The hull has steamed oak frames and double skm. the imi,-r ot \-ellow 

 pme and the outer ot mahogtiuy. iMving to her sh,-i|ie the vaehtwill 

 have a large amount ol available sjiace beJtiw. givnej a good saloon 

 aft with a ladies' cafiiu. 



In the old shop the pilot-house and ]omer \vork ot tli.- steamer are 

 pa,i-tly complete, while dOAvn stairs is a larse hteboat tor the F. S. 

 (.ovcrnnient. one of tliree to be built fw the brrn lor exhibition at 

 (-Incago. rins one is the largest 'l et built, about ::Wti,. ee er all and Sfl. 

 beam, selt-righi-m-ar. selt-bailing. and ntted with gunmetal shoe- and 

 centerfioard. Sihe is diagonal btult . ot mahogany, with a tew floors. 



- Wooil (St Sons have built a iiuuiber ot sim- 

 emu irne of the two hrms in the country -whicli 



but mo c^orn))lefe t 

 liar boats in the j 

 do sucli wiu'k. 



(In the beach .-ire tliree i 

 ^eluad.^y. I he (iardiier i'.j-tooter 

 second a hii-keel with solia h-ad 

 since, and tlie last a more at 

 bulb, simdar to Iiilemma and El 

 an instructive commenti 



the fo 



■raft, Isaraeli 



I'yxie and 



umatiii-e cutter, the 

 t\-peol three years 

 uh jilate till and lead 



,f tfieSo 

 ■,aneed fin-k. 



Chico. Tal:!Ti together the trio form 



At Hawkins s \ ai-d the three cutters. .Uediisa,. Huron and \\ eiionah, 

 are hauled up and si ruck o\'er. side l.>\- side, tlie tornior is reeeivmga 

 new stem and apron, and ^\ enoiiah is alsc; underai.iin.;;- some ri-'pairs 

 and alterations, fhe wrecked schooner fiiia is also.in tli,- beaeh- 

 wliile the little cutter Eaiah has been hauled ui'. and housed over to 

 receive a new deck and some efiangcs below-. When |)iirc]ia,scil last 

 winter by -Mr. H. W. Eaton she \vas converted inio a vav,-]. but late 

 last season she was sold back to 3Ii-. W. C. Hubbard. Mr. Eaton re.- 

 tauimg the yawl rig. The original cut ter sad plan will be replaced hy 

 her present owner, while Mr. Eaton will iiudda new hull tor the vavvl 

 rig. 



At Bath. Me., the steam vacht desmed by Helu■^• ,f. tiielow fur Hart- 

 ^v ! ' B-. xi: '- IS now under way in v. B. Harrington s yard, slie "will 

 Oft. l.\s-.l.. lotr. 3in. beam, and tft. lin. draft, with 

 ra.uie is ot oak. the timbers stctuned, the clamps 

 it yellow jiine- and the tliree bulkheads, as well as 

 The engmes will be tri])le compound, hy the 



• ,1, TUv. 

 i ^ ^ ill b. 



and pi 

 the blmkel■^ 

 Portland Iron 'V^ orks 

 Is early a year smci. 



Sir. tiietow completed a rlesign tor H. A. Laugh 



hu, of the firm ot Jones & Lautrhlm. the ir 

 but the yacht was not built. The contrai t ht 

 AN'inti-mghain. the yacht to be of wooii. .isii 

 15ft. 9in- beam, and 4tt. Oin. draft. 



I umii 1 the F i-ti I nil k 1 1 ll) f I (i I i n ^ 

 She n-m be 70ft. over all. 40ft,. l.w.l.. l;3ft. bean 

 with Oit, 4m. headroom in cabin and rAx. sin. 

 George Lawley will design a lODit. steam \- 

 firm for a rsew \ork owner, and also a -Jal 

 Gerrish. of Howard College. . . . At the vard the lead keel ot the cutter 

 Lap wine has been removed for recasting. 



lers of Pittsburgh. 

 lUst lieen awarded tfl 

 e,-er all. sott. 4in. l.w.l. 



Older v.-ay at l,awley\s. 

 and neui-lv j-jtf. draft, 

 ii-ward and aft. . . -Mr. 

 ■ht to be l.iudt for the 

 ifeti.m launch for Mr. 



Jacob E. Buckhout. 



It would be impossible to chronicle the development c.t ice yachting, 

 the most excitmgot winter pastimes, apart from the history ot fhemau 

 who took It from its former low pliiiie ot boy s plav and placed it in 

 the fir.st position, 



Mr. .Buukliout was born iii the village ot Llo\ n. t; Isier etiuniy. .N. Y.. 

 in the year 18:12. In his youth he learnetl the cooper s trade, but that 

 jn-oving too conhiiing tor his vigorous nature lit! followed the iiver as 

 boatman and master of sailing craft plying the noble Hudson. This in 

 1 urn provnig too restricted a hoi-izon he m i8,")ti sailed from Xew Bedford 

 on a tour years -ivhahng voyage to the South Pacific m the capacity 

 ot sliip s cooper. Here bee-an an apprenticeslnii which m atter life 

 guided bun to his choice ot a vocation. The ships carpenter proved 

 to bi' incompetent and l.iackhoat soon lound luiiiselt engaged in rebuild- 

 ing- and reiiairing lioats as well as casks, ami to the end ot tlie vovage 

 he nlled both positions. 



Pef urimig from this cruise he opened a shop in fns native ynlage, 

 budding boats ot various kinds: and at length grasping the possihll 

 si ies ot ice-l)o.-iting from the primitive c/-att or tf 

 designed and bruit the Zouave, which vas a -^rcat i 

 lier predecessors. 



Soon ordi'i-s came pouring into tlie littt 

 removal to the city of Poughkeepsie liecanie 

 built nearly all the -lightning cratt that \ 

 taiiuuis m tlie sporting world. 



His lee yachts were not merely st 

 hoiis , u ll with i (hai V tn ot It-, 

 winter s i;ale; the\- fairly outstripj. 

 Fifty or sixt\- splendid cup winners i 

 of ice yachting. Indeed. N\'ith- the 



yachts have always carried the pennant ot the, worhl s cliampionship, 



In his life Mr. Backhout was a grand Chi-istiau man. lu his instincts 

 he was an ardent siiortsman. In his work he was an artist— a very 

 Benvenuto t'ellim ot artisans. 



shop 



yn, Their 

 the wi r.d £ 

 - th. 11 . vi- 

 e.Kceptiou I 



1 Id 



Ldihorhood. he 

 iveinent on all 



large-inent and 

 ■y- Here were 

 i- his name so 



- at ri.sric crea- 

 ,gih fir- tied the 

 •r it at naught, 

 to tins father 

 tigle season, his 



May. 



AlthoUUU on his recent retLirn froiii Europe A'lce-C 

 reported as denying that he had in.e i-has 

 quite probalile that the commodore s pe 

 -ill fly from the truck of thi ' ' - 



I 1 ll-e tl 



Ell g la 

 f till 



This yacht is the latest and miest ot : 

 tor and owned by the Scotch v acl 

 Weiiivss Bay, Scotland, and lorquay 

 the 4l)-tonuer 3Ia,y. one of fhe cracks 

 hif,iied b-\ yfi atson m 1SS1 ^ hd. 1,^-1 

 steam vacht Amy. ot a-iii tons, from th' 

 Byrne In IS.Sl Mr. .Stewart sold the lattei 

 made a cruise to the East Indies m her 

 IS© Mr. Stewai-l replaced her in the sau 

 steel vessel designed by 'Watson, ot 

 vacht was sold m 1891 to a Russian prm^ 



om, IMorgan is 

 -team vacht abroad, it is 

 nt of the New York Y. C 

 ^ iiu \ e hi M li Uf- L season 



dii 



ft 



pleasure craft built 

 Jb . Niiii.ati B. Stewart of 

 ls for him that 

 1 class, was de- 

 ^ built the iron 

 siuTis of Mr. Si. flare J. 

 •ht to Mr. Morgan, who 

 nging her to America in 

 -ar by a seeoiid Amy, a 

 i and 2-:\tl. length. This 



. -. . . . . bema renameci Roxana. 



giving place to the second Mav, also designed bv Mr, V\ atson. built by 

 the Ailsa Shipbuilduig Co.. and launched on March 2s. 1891. She is a 

 steel vessel, with two masts, schooner rigged, and is :H2tt. over all. 

 214ft tonnage length. aj.Sft. lOm, I w.l, 27tt. 10m. beam, and 17ft. 8ln, 

 liold. Her engines, liy Rowan A' Sou, of t.tlasgow, are triple com- 

 pound. IDin.. 3Hn. and 51 in,x:tem, She is htted throughout \vith elec- 

 tric lights. Her photo shows a very handsome vessel, bfie is now 

 under charter tor three months by Mi'. Goelet tor a Mediterranean 

 cruise, at the expiration of which she will he taken over hy her new 

 owner. 



