852 



FOREST AND STREAM. 



[Deo. SS, 1898. 



mate measui'ement of sail area. Before this ■veas discussed Mr. Monck 

 (C Royal Hamilton Y. C..) drew attention to another amendment 

 further on, proposing that in the eyent of the new system of measure- 

 ment being adopted, and the corrected lengths of existing yachts in- 

 creased, they were still to be allowed to sail in the same classes as 

 heretofore, giving time, however, according to their new measure- 

 ments, providing these measurements have not been increased since 

 1893. Mr. Monck pointed out that this would be imfair to any new 

 yachts buiJt, in tbeir having to come within the class limits, and yet 

 compete against the older craft above the class limits, with the pros- 

 pect of these limits being increased next year, to suit the new ratings 

 of the fleet. After much discussion it was agreed that any new yacht 

 might be allowed to share the privilege accorded existing yachts, pro- 

 vided such yacht did not exceed the corrected length f under the new 

 rule) of the' largest existing yacht in a class. This matter being 

 settled, the principle of measuring actual sail area was adopted unani- 

 mously and the details of the new system carefully considered clause 

 t)V clause. 



The percentage aJlowances to yawls and schooners will in future 

 apply only to yachts exceeding 25ft. corrected length. 



On motion of Mr. T. B. Pritcbard, a diagram of the sail plan was 

 ordered to accompany each yacht's certificate of measurement, to aid 

 in checldng the figures, if required. 



This cleaned up the amendments to sailing rules. A motion by Vice- 

 Com. Brown, seconded by Mr. Monck, expressing the loss felt by the 

 association, in the death of Mr. Matt Cartwright, of the Rochester Y. C. 

 and referring to his many social qualities and interest in yachting on 

 Iiake Ontario, was carried by a standing vote, and a copy ordered to 

 lie sent to the Rochester Y. C. 



The question of next year's jirogramme was then considered. In 

 response to a generally expressed desire for a change from the usual 

 annual circuit, a committee was appointed, consisting of Messrs. 

 Jarvis, Monck, Schofleld, Pritcbard, Phelps and Biggar, to consider 

 ways and means for a rendezvous at some stiitable port, and several 

 days racing. This committee will communicate with Buffalo, 

 Cobourg and other places which have been anxious for a regatta, and 

 report by April 1. The election of officers was proceeded with, and 

 resulted as follows: Pres., Com. Boswell, Royal Canadian Y. C. ; Vice- 

 Pres.,W. H. Biggar, Bay of Quinte Y. C.; Hon, Sec.-Treas. E. H. 

 Ambrose. Royal "Hamilton Y. C. Executive Committee: W. B. 

 Phelps, Z. E.' Burroughes, Geo. Schofleld, E. H. Ambrose, together 

 with the president and vice-president. 



There being no further business, the meeting adjourned. Next 

 year, by rotation, Toronto will be the place of meeting. 



Although Dr. Mallocb, Vice-Corn, of the Royal Hamilton Y. C , was 

 confined to his house, he very courteously invited the delegates and a 

 number of members of the Royal Hamilton Y. C. to dine at the 

 Hamilton Club. Rear-Com. Lucas ably flUed the chair, and after 

 discussing an excellent and tasty menu, a very pleasant time was 

 spent over the champagne and cigars. Great credit is due to the 

 Royal Hamilton Y. C, and to Dr. Mallocb in particular, for the hand- 

 some way in which the delegates of the association were entertained. 



The Sloop Eudora. 



Editor Forest and Stream: 



This deep centerboard sloop ndw building in the yard of Elmer A. 

 Ely, the boat builder, of Middletown, Conn., is from an original design 

 by the owner, Mr. D, T, Haines, the secretary of the Middlesex Bank- 

 ing Co., and is interesting as being very difi'erent from any other boat 

 that has been built on the Connecticut River. She is to be used by her 

 owner as a cruising yacht on the river and on the Sound, and is to 

 have all the accommodations necessary for the rational enjoyment of 

 life afloat. 



The Eudora differs from other yachts built here in being a combina- 

 tion of the keel and centerboard type, and therefore has an especial 

 interest to those who desire a deep boat but object to the narrow 

 beam of some boats of that class. Extreme depth and displacement 

 have undoubtedly been reached on the beam of the Eudora. More 

 difficult dimension could scarcely exist, yet in spite of their excep- 

 tional proportions the yacht presents a clean-cut fairness of body. 

 The dimensions are as follows: Length over all, 30ft., length on l.w.l. 

 24ft,, beam on l.w.l. 9ft., greatest beam 9ft. 6in., depth top of deck to 

 keel 5ft. Sin., draft without board 3ft. 3in., least freeboard to plank- 

 sheer 2ft., displacement 13,0001bs,, ballast inside 4,5001bs., area lower 

 sails 675sq. ft., mast deck to cap 29ft.. boom over all S6ft., gafl' 16ft., 

 bowsprit outboard 10ft., topmast over all 16ft., hoist of mainsail 19£t., 

 jib on luff 21ft., jib on foot 14ft. 



The keel is of white oak, ISin. amidships and tapered to each end, 

 the forward end being steamed and bent up to conform to the curve 

 of the stem. The frames are white oak steamed and bent SJ^xSin., 

 and spaced 1ft. apart at centers. The stem and stern post are of 

 white oak, planking is in selected cedar fastened with galvanized iron 

 nails. Deck Sin. white pine. Cabin roof is of three layers thin boards, 

 and has no carlines on the inside. Sails of lOoz, Woodbury duck, 

 double bighted. The bowsprit is a bright spar cm-ving at the end to 

 conform to the sheer of the deck. Decks and interior of bright finish. 

 The cockpit floor is 1ft. above waterline, caulked and scuppered. The 

 sill to the cabin is kept high, so that in case her cockpit should take in 

 water none could get below. She has an overhanging bow with figure- 

 head, and an overhanging stern of tif t. . making her deck room very 

 large for the size of the boat. Underneath the deck, at the stern and 

 along the sides of the cockpit, she is filled with zinc air tanks sufficient 

 to float her ballast in case of accident by collision or striking a rock, 

 so that she will be an absolutely safe boat. Her stern post and dead- 

 wood have been made with an extra thickness and arranged for a pro- 

 peller shaft to pass through, and it is the intention of the owner to 

 equip her with a gas or naphtha engine of four horse power to be used . 

 whenever it is desirable, so that she can always make her harbor at 

 night. 



Her cabin trunk will be 12ft. long and 7ft. wide, with nearly 6ft. head 

 room, so that any person of ordinary height can walk upright in it. 

 The after part will be partitioned off, mating a cabin of lOf c. In length 

 with 2ft. of floor each side of the centerboard well, and will have ex- 

 tension couches, upholstered in plush or leather, making sleeping 

 rooms for four, with curtains to draw above the centerboard. 



The forward part of the cabin and the space under the deck will be 

 used as a forecastle, with room for an extra man to sleep, and fitted 

 with oil stove, ice box, pantry and dishes, water tank, wash bowl and 

 water closet, with access to it through a hatchway in the deck. She 

 will have large anchors and chain windlass, etc., as well as necessary 

 lights for use at all times. The well known excellence of the work 

 of the builder will insure a most comfortable and able boat with which 

 to enjoy the pleasures of cruising. X. 



Middletown, Conn. 



The Measurement of Sail Area. 



At the annual fall meeting, held last month, the Lake Yacht Racing 

 Association, in addition to some minor changes, made a very import- 

 ant alteration in its measurement rule, adopting the British or Y.E.A. 

 method of measuring the sail area in place of the American or Sea- 

 wanhaka method in use by the Association since its formation in 1884. 

 While it has been frequently urged that the former method measures 

 the '-actual sail area" and the latter does not, we have never yet met 

 with any demonstration of this proposition, and as a matter of fact, 

 the aims of the two methods are identical and the results compare so 

 closely that there is perhaps little choice between them. What differ- 

 ence there is, however, is so decidedly in favor of the American plan 

 that we are at a loss for the reason of a change to the other, as in the 

 present case. While both methods assume to measure the sail area 

 with such a degree of convenience and accuracy as is necessary in 

 connection with the waterline for purposes of measurement and class- 

 ification they are based on different principles; the Seawauhaka rule 

 measures the extreme length of the spars, while the Y. B. A. rule, 

 though using some spar aieasurements, relies largely on actual — or 

 assumed— measurements of the sails themselves. 



So far as the headsails are concerned, there are practically but two 

 points of difference. The Seawanhaka rule provides for the measure- 

 ment of one-half of the horn outside of the cranse iron for the top- 

 mast stay, as on all American yachts, while the Y. R. A. rule measures 

 to this topmast stay, which is brought down to the cranse iron, the 

 short outside horn not being used in British yachts. The other point 

 of difference is in the measurement of the perpendicular, the Y. R. A. 

 rule, by measuring to the main boom gooseneck for the perpendicular 

 of the fore triangle, offering an inducement to move the gooseneck 

 high above the deck, thus lessening the measurement of the headsails, 

 but making an awkward sail plan. Under the Seawanhaka rule there 

 is no tendency to raise the gooseneck to an abnormal height. 



The mam point of difference between the two methods hes in the 

 measurement of the mainsail and working topsail or jibheader; the 

 Seawanhaka rule constructs one approximate triangle fi-om the spars, 

 including all headsails, mainsail and working toijsail; while the Y. R. A. 

 rule, first measuring the head triangle separately, then assumes to 

 measure the separate areas of the mainsail and working topsaU. 



On the part of the Seawanhaka rule there is no assumption of abso- 

 lute accuracy, but it aims to give a very close approximation to the 

 true sail area, fully suflicient for the purpose, and also to make this 

 Hieasurement dependent only ou points so deflnitely located that they 

 may be referred to In the case of a disputed measurement. Ten years 

 of practical use have proved the merits of the rule; changes have 

 been made to corrfct defects iu the original details, to meet various 

 changes in spar and sail plans, aad to enlarge its scope to include cat- 

 wOBts and odd rigs, and even yet there are a few odd rigs which the 



rule fails to measure; but so far as all ordinary yacht rigs, including 

 the cat, are concerned, the rule is probably as close to actual truth as 

 is practicable or necessary. No doubt changes will be needed in the 

 future, but the correctness of the principle seems well proven. 



The Y. R. A. rule, on the other hand, assumps to give the actual 

 measurement of the sails, or at least of the mainsail and topsaUs, but 

 that this is only an assumption must be clear to any one who has 

 tried to verify the measurement of a large sail. Practically the rule 

 ignores the fact that a sail changes in dimensions from day to day, 

 according to use and state of the weather, and that there can be no 

 such thing as an accurate measurement of a thing which is constantly 

 changing in size and shape. This method cannot give the "actual 

 area," and further there can be no fixed points for reference in case 

 of a dispute. 



These disadvantages are serious, and quite outweigh those at- 

 tributed to the Seawanhaka rule. As we understand the real working 

 of the rule in Great Britain, the sail plan, and not the sails and spars 

 themselves, is the real basis of measurement, and while this may be 

 satisfactory in practicce, it is in fact as far from the assumed "actual 

 area" of the sails as the Seawanhaka measurement. The difficulty is 

 decreased in Great Britain by the fact that nearly all yacht sails are 

 made by one firm, Lapithorne & Ratsey, and the sail plans of this 

 firm are accepted as the basis of measurement. In this country a 

 similar system would result in endless confusion, owing to the number 

 of sailmakers. 



The requirements of a system of measuring sail area for use in a 

 measurement rtile are that it shall measure all ordinary rigs within 

 a small margin of error that this margin shall be practically the 

 same for all rigs, putting no premium on any one over another; that 

 the measurement can be conveniently taken from the vessel, and 

 that all points of measurement shall be definitely located for future 

 verification. The Seawanhaka system of spar measurement seems to 

 meet with these requirements very completel,y, better in our opinion 

 than the Y. R. A method. 



It has been urged that the Y. R. A. rule is the better in that it meas- 

 ures the club topsail, but this is an entirely different question, and has 

 nothing whatever to do with the merits of the two methods of meas- 

 urement. Opinion is divided as to the desirability of measuring the 

 club topsail or not, the custom in America has been to omit this sail, 

 while aoroad it is measured if carried at any time. There is much to 

 be said on each side, but so far as the method of measurement is con- 

 cerned, if it be decided that club topsails should be measured, there 

 would be no difficulty in providing for it in some way in connection 

 with the Seawanhaka rule. 



The Lake Y. R. A. has always used the original form of the Seawan- 

 haka rule, devised for the old sloop and cutter rigs, and has had no 

 experience with the present form, which is of wider application. Such 

 difficulties as have arisen in practice could, we believe, have been re- 

 moved more effectually by iriiproving the Seawanhaka rule than by 

 substituting the Y. R. A. 



In making the change, the Lake yachtsmen have taken the rule, 

 word for word, with no efl'ort to correct several defects. The meas- 

 urement of the head triangle could be improved by measuring the 

 perpendicular from the deck, instead of from the gooseneck, as is done 

 by the Nova Scotia Y. S., thus removing the inducement to raise the 

 main boom; and also by adopting the same forward point of measure- 

 ment as in the Seawanhaka rule, midway between the topmast stay 

 and the jib tack, or line of luff of jib. 



Another point that must work unfairly to the smaller craft is the 

 restriction of the spinaker boom. This is all right in large, decked 

 yachts, it puts a penalty on too long a spinaker boom and on the 

 placing of the mast in the eyes of the vessel, both undesirable features, 

 In the case of a 28-footer or smaller boat, racing craft only, and not 

 intended for sea going work, there can be no objection to the forward 

 position of the mast, which has been found essential for speed, and no 

 reason for penalizing it. For this class of small racing craft a .special 

 provision is made in the Seawanhaka rule, the spinaker boom being 

 limited, not to the base of the fore triangle, but to the saihng length 

 of the boat, 25ft. for the Soft, class, 21ft. for the 21ft. class, etc. This 

 is a liberal allowance, but the snars are light and easily handled, and 

 nearly all of the boats are intended for racing, with no thought of sea- 

 going or even cruising. We shall watch with interest the result of the 

 exjieriment of the L. Y. R. A., but we doubt whether it will be more 

 satisfactory than the past experience. 



The Origin of the Centerboard. 



Whatcom, Wash., Dec. 1.— Editor Forest and Stream: The interest 

 recentl.y revived in the origin of the centerboard may warrant the 

 publication of the following facts; 



The centerboard was invented in the United States by Jacocks 

 Swain, Henrj' Swain and Joshua Swain, of Cape May county, New 

 Jersey, in the year 1811, and letters patent granted to them by the 

 United States, dated April 10 of that year. The centerboard thus in- 

 vented was designed to take the place of the leeboard, then in use. 

 This i^atent brought but little revenue to its owners, as it was soon 

 found to be advantageous in larger boats to place the centerboard at 

 the side of the keel, rather than through it, and thus avoid weakening 

 the keel. I am unable to state whether or not the centerboard had 

 been used before the date of this patent in any foreign country; but, 

 inasmuch as either foreigner domestic use would have, if Known, 

 prevented the issuance of the patent named, it is a reasonable pre- 

 sumption that the invention was new at the date of the patent. The 

 following is a full copy of the patent: 



THE UNITED STATES OF AMERICA. 



To all to v>hom these Letters Patent shall come: 



Whereas, Jacocks Swain, Henry Swain and Joshua Swain, citizens of 

 the United States have alleged that they have invented a new and 

 useful improvement in the leeboard, which imiirovement they state 

 has not been known or used before their application, and have 

 affirmed that they do verily believe that they are the true inventors 

 or discoverers of said improvement, have paid into the Treasury of 

 the United States the sum of $30, delivered a receipt for the same 'and 

 presented a petition to the Secretary of State, signifying a desire of 

 obtaining an exclusive property in the said improvement, and praying 

 that a patent may be granted for that purpos^e. These are therefore 

 to grant according to law, to the said Jacocks Swain, Henry Swain 

 and Joshua Swain, their heirs, administrators or assigns "for tne 

 term of fourteen years from the tenth day of April, ISII, the full and 

 exclusive right and liberty of making, constructing, using and vending 

 to others to be used, the said improvement; a description whereof is 

 given in the words of the said Jacocks Swain, Heurj' Svvain and 

 Joshua Swain themselves, in the schedule hereto annexed and is made 

 a part of these presents. 



In testimony whereof, I have caused these letters to be made patent 

 and the seal of the United States to be hereunto affixed. 



Givfn under my hand at the City of Washington this tenth day of 

 April, in the year "of our Lord one thousand eight hundred and eleven, 

 and of the Independence of the L'nited States of Americi the thirty- 

 fifth. James Madison. 



By the President. Jas. Monboe, Secretary of State. 

 City of Washington, to wit: 



I do hereby certify that the foregoing letters patent were delivered 

 to me on the tenth day of April, in the year of our Lord one thousand 

 eight hundred and eleven, to be examined; that I have examined the 

 same and find them conformable to law ; and I do hereby return the 

 same to the Secretary of State, within fifteen days from the date 

 afort said, to wit: on this tenth day of April, in the year aforesaid. 



C. A. Rodney, Attorney General of the U. S. 



The schedule referred to in these letters patent and making part of 

 the same containing a description in the words of the said Jacocks 

 Swain, Henry Swain and Joshua Swain themselves of their new in- 

 vented leeboard: 



'•The vessel that is intended to be built with a leeboard through the 

 bottom, the keel must be worked wide in the middle so as to give suf- 

 ficient strength after the mortise is worked through for the leeboard 

 to pass; then there must be two pieces of timber worked the same 

 thickness that the mortise is through the keel, and wide enough to be 

 sufficiently strong and one set at ( he forward end the other at the 

 after end of said mortise and let down into the keel two-thirds of the 

 depth through so as to stand on a square from the keel and bolted 

 into the keel: then a rabbet is to be cut on each side of said mortise in 

 the keel of the same width of the thickness of the plank tiaat is in- 

 tended to plank up the sides of the sheath for said leeboard and deep 

 enough into the keel to spike into the frame; then fit down a plank on 

 each rabbet and spike them in the first mentioned timbers then the 

 lower part of the sheath is formed, then after theflore ribbands of the 

 vessel is run then fit in knees enough on each side of said .sheath to 

 make it sufficiently strong running from the floor heads to the aforp 

 sai J plank from thence by plum line high enough to tennant into a 

 coming fltted into the beams then when the deck frame is in fit up 

 plank on each side to the deck fitting the frame tight to beams; then 

 m planking up the intermediate space plank may be trunneled on 

 every other one, leaving one end of the opening an inch or two wider 

 than the other end, and then when the shutters are put in by working 

 them large and driving them in end foremost it may be made suffi- 

 ciently tight without any caulking. 



The leeboard is made as follows; It is to be mads of two thicknesses 

 of plank, laid together crossing eacn other enough to make it suffi- 

 ciently strong and thick enough to play through the aforesaid mor- 

 tise and haul up into the said sheath whenever necessary, and wide 

 enough to fill up said sheath from near the bottom of the keel to the 

 beam that passes across the top of the said sheath and the length 

 agreeab'e to the length of the said sheath wjtu the after end swept off 

 on a true sweep from the bolt hole that it hangs on, ssifl bptt hgle to 



hang it by is to be about four-fifths from the after end and near 

 enough to the bottom for a true sweep that strikes, the forward end 

 to strike the bottom and worked off to the same, it is to be hung on a 

 bolt sufficiently strong, passing through one pair of the aforesaid 

 knees with a head on one side and a forelock on the other, high enough 

 to fetch the bottom within the keel with a clasp and thimble riveted 

 on the upper side of the after end tor the purpose of a lanyard or 

 tackle to be made fast to hoist it into the sheath when necessary the 

 top of the sheath, the after part to pass through the deck with 

 a check fitted at the after end of the frame, with a sheave in it for the 

 lanyard to pass through for the purpose of hoisting it up, and to make 

 the said sheath sufficiently strong there must be a keelson run on each 

 side of the frame and bolted through the aforesaid knees into the 



keel. 



Jacocks Swain, 

 Hekry Swain, 

 Joshua Swain. 



Witnesses; Elijah Townsend, John Townsend. 



C. B. Leamino. 



The use of a wide, fiat board through the bottom of a craft to pre 

 vent leeway may be traced back well into the last century, and Is 

 probably still older; but when the "sliding keel" first assumed the 

 form of the present centerboard we cannot say. Our correspondent 

 seems to have fixed a definite date so far as this country is concerned, 

 but Mr, Dixon Kemp, who is authority on matters of nautical history, 

 mentions a slightly earlier date in summing up the subject in a recent 

 issue of the Field as follows; 



"The Euroi^ean Magazine for 1793. in discussing Captain Schank's 

 'invention' of the three sliding keels, as fltted to H.51 8 Trial, Lady 

 Nelson, etc., says: 'If the discovery of the shding keels is great the 

 public are indebted for it to the Indians of South America, whose 

 balsas, described in Ulloa's voyage (A.D. 173.5), have these sliding 

 keels; and from these the idea has been taken and very ingeniously 

 improved upon,' But these shding keels of the South American 

 Indians were seen by Pizarro two centuries earlier (A.D. 1.58,5). In 

 Prescott's 'History of the Conquest of Peru' we read: 'As he 

 CPizarro) drew near he found it was a large vessel, or rather raft, 

 called balsa, consisting of a number of huge tiuibers of a light porous 

 wood, tightly lashed together with a frail flooring of reeds raised on 

 them by way of deck. Two masts, or sturdy poles, erected in the 

 middle of the vessel sustained a large square sail of cotton; while a 

 rude kind of rudder, and a movable keel made of plank and inserted 

 between the logs, enabled the mariner to give a direction to the float- 

 ing fabric, which held on its course without the aid of oar or paddle.' 

 Whether a Chinese boat got blown to Peru, or whether a Peruvian 

 was blown to China, and so communicated the idea, there is no doubt 

 that the British have no more claim to the invention than any of the 

 United States citizens have. Captain Schank, it is evident, as 

 remarked in the European Magazine, merely adapted the South 

 American sliding keels to the hulls of sea-going vessels; while Capt. 

 Shuldham, R.N., of the English Navy, further improved on the adap- 

 tation in 1809 by pivoting the board at one corner, and it was at the 

 time termed a revolving keel. It is also worthy of note that Evelyn, 

 in his diary (November, IfiBS), records that Sir William Pett.y invented 

 a 'vertical keel hung on hinges for the Improvement of the sailing of 

 ships,' " 



The patent quoted by Mr, Learning is particularly interesting on 

 account of the minute details of construction given in it, and though 

 the device may have been already invented in England by Capt. 

 Shuldham, it is quite probable that it was original so far as they knew 

 with the American patentees, the dates being very close together. 

 The real "centerboard," as used down to the present time, is a com- 

 bination of two devices comparatively well known at the dates men- 

 tioned, 1809-11, the Dutch leeboard and Capt. Schank's sliding keel, 

 and there is nothing improble in the combination being made by two 

 persons independently at about the same time. The American 

 patentees have certainly worked out the details with a completeness 

 which shows that they had carried the device beyond the mere experi- 

 mental stage, and presented it in a practicable working form. The 

 placing of the slot on one side of the main keel, an auxiliary keel being 

 used to complete the foundation of the trunk, is merely a variation of 

 the mechanical details to suit larger vessels, avoiding the weakening 

 of the main keel, and would probably be covered by the aboTe patent 



Yacht Building. 



Messrs. Chas L. Seabuet & Co of Nyack, N. Y., are now busy In 

 all departments of their works, the largest craft under constructtoh 

 being a twin screw steam yacht 7oft. long, lift, beam, 4ft. Gin. draft. 

 The bulwarks will be 10 to 12in. high, there will be a cabin trunk 22in. 

 high arranged to extend from after end of the saloon, over the saloon 

 and engine room, to the forward end of galle.y. The d«ck is flush. The 

 saloon, which will be paneled in white and gold, is aft, 14ft. long. 

 Wine locker and china closet arranged in after end of saloon. A state- 

 room is arranged directly forward of the saloon with a large double 

 berth, with drawers, dressing case with drawers, mirror, etc. This 

 room is on the port side of yacht, the toilet room being on the star- 

 board side forward of the saloon, with entrance from stateroom and 

 saloon. Directly forward of the toilet room is arranged a small room 

 with shelves, hooks, etc., with a sliding door connecting with state- 

 room; this apartment is used as a wardrobe. 



The machinery will consist of two Seabury triple expansion engines 

 of the latest design, and a Seabury patent safety water tube boiler, 

 fitted with all necessary appliances. 



The galley is forward of the engine room, fltted with range, sink, 

 pump, smoke pipe connected with main smoke funnel, etc. Directly 

 forward of the galley is the crew's quarters, with accommodations for 

 six people Forward of crew's quarters is the toilet room for crew. 

 All the rooms, including galley and forecastle, will have good light and 

 ventilation. The speed is to be fourteen to fifteen miles per hour. 

 The yacht will be schooner rigged and carry two boats on davits. Her 

 owner is a New York city yachtsman. 



The firm also have in course of construction a very fine and com- 

 plete cruising steam launch for Mr. W. B. Higglns of New York, ,30ft. 

 over all, 27ft. 6in. w.L, 2ft. 9in. draft. The cabin house and engine 

 room combined will be Sift, long, the forward cabin 8ft. long, finished 

 in mahogany with plate glass windows, the forward end round, fltted 

 with a buffet, also ice box, with a mirror in after bulkhead with rack 

 under. The after cabin is Oft. long; in the after end is a toilet room in 

 separate compartment ; on the opposite side is a wash basin. There 

 will be a deck around house from forward aft, with Cin. bulwarks. 

 The machinery consists of a Seabury fore and aft compound engine, 

 and a Seabury patent safety water tube boiler. The speed is to be 

 about nine miles per hour. She is intended to be the most complete 

 boat of her size and style afloat. 



The 85ft. stern paddle wheel steamer building for Southern parties, 

 to be used in connection with a railroad, is well advanced. 



The 75ft. twin screw steam yacht Hirondefle, owned by Mr. C. C. 

 Evans of New York, is being fitted with two triple expansion engines 

 in place of the compound engines now m her. I'his change will make 

 the yacht faster than she is now. 



The yacht Zayda, owned by Dr. H. A. Mandeville of New York, is 

 being lengthened, also having, a deck put on, on either side of her 

 cabin house. She wUl also be schooner rigged. 



The high speed steam launch t'alos, owned by Mr. .larvis B. Edson, 

 will be fitted with a new Seabury patent safety water tube boiler. The 

 high speed steam launch Imp, belonging to Mr. J. L. Hutchinson, a 

 duplicate of the Palos, is being thoroughly overhauled for iiPxt sea- 

 son's use. Mr. Frank Bement of Philadelphia is havio^^ a Seabury 

 boiler built for a steam yacht he is having built. 3Ir. Jolin S. Muckle 

 of Philadelphia is also having a Seabury boUer built, to be arranged to 

 burn kerosene as fuel. 



News of new yachts comes in very slowly, and thus far no sailing 

 yachts of any size are announced, or even rumored. Messrs. Water- 

 house & Chesebrougb, of Boston, have completed the plans for a 

 cruising steam yacht IS If t. over all, 13Sft. l.w.l., 23ft. beam and 10ft. 

 tjin. draft, for au unknown owner. She will have good accommoda- 

 tion and be fitted out in the most complete manner. '"The contract has 

 not yet been given out. 



In addition to the British lO-rater and other smaller work, the Her- 

 reshoffs have an order for a steam yacht 110ft, over all, 13ft. 8ln. 

 beam. Messrs. Stewart & Binney have completed ;a design for Don 

 Romero Lopez de Mendoza of Havana, for a schooner yacht to be 

 built in Cuba. She will be 90ft. over all, 65ft. l.w.l., 21ft. beam and 

 8ft. draft, a centerboard vessel of modern type, and with a large 

 sail plan. 



The new yacht for Mr. W. A. Slater, to be named Eleanor, is now 

 building at Bath, Me., from designs by C. E. Houscom, of the Bath 

 Iron Works, and \rill be ready by next summer. She will be 231ft 

 over all, 208ft. l.w.l. -Si'ft. beam, 17rt. 6in. depth, barkentine rigged" 

 with engines IS, 28 and 45x30in. ' 



Lawley & Co. are building a stock schooner of 45ft. l,w I. from 

 their own designs, ij2ft. over all, 14ft. 9in. beam and 8fc. draft, with 

 a cen'erboard uader the floor. They also have three 'Itnockabout" 

 boats under way and a cruising 3()-footer completed, and have 

 arranged to make the alterations in the bow of the schooner Em- 

 erald. 



Borden, at South Boston, is putting a new overhang and an iron 

 shoe of 2 SWlbs. on the schooner Nokomis, owned by Com. L. M. 

 Johnson, of the Commonwealth Y. 0., and is also altering the rig of 

 the schooner Coronilla, Mr. Almou Wright; shortening the foremast 

 and puti iug in a pole bowsprit. 



At Frisbie's yard, Salem, the schooners Hoffe. Leslie and Pastime 

 are out for alterations, the former for new bulwarks and rail and gen- 

 eral repairs. 



At the Atlantic Works some repairs have been made ori (h- " 

 Duck and the new Fabyfto^t^flfi y^^t is in fratne. 



