170 



FOREST AND STREAM. 



|1eb. 24, 1894. 



But the Field subtracts the figures of the lesser gain from the 

 greater .132 —.088 = .094, and compares the net advantage or the 

 greater quantity with that quantity itself. It states that the advan- 

 tage of the deck position is as 1 to 1.4. By this curious and original 

 mode of treatment, if the net gain had been the whole quantity, .132, 

 there could have been no gain whatever, as .133 —.0 = .132. and the 

 comparison for the values of the two positions would be as 1 is to 1. 

 Such a comparison of figures has of course no sanction in arithmetic. 



For -writing in the Forest and Stream and calling attention to these 

 misrepresentations, and contending for the correctness of .your 

 method of comparison, I have, I find, brought down upon my head the 

 censure of the Field. The Forest and Stream's method is pronounced 

 "empirical, 11 "which would not determine th" relative effect of the 

 two situations. 11 "Bobstay apparently misunderstands the use of the 

 sine of the angle of heel in the well-known expression for the length 

 of righting lever, 11 and is advised to study White on statical stability. 

 The advice is good; it is only a little late. I have found much profit 

 and interest in Mr. White's writings, and it is many years since I hrst 

 made acquaintance with the rule to which the Field would refer me. 

 It occurs to me that as the best return I can (make for such a well 

 intended recommendation, I may suggest the use in the Field ofhee ot 

 a Study of that part of arithmetic which relates to proportion. 



It may, perhaps, with a little study, dawn upon themmd of the^eM 

 writer that the C. G. of any vessel ras ordinarily expressed and used) 

 is merely a summation of many items, variously located. That each 

 of these", wherever situate, and whether it be the "captain s wife, or 

 a "belaying pin, 11 or two tons of ballast, is subject in its individual selt 

 to the operation of the force of gravity; that the direction of such 

 force is Vertically downward; that any leverage it may exert is to be 

 measured horizontally ; that the point of reference is the O. B. ; that 

 sines and cosines have, in this connection, their chief use to establish 

 the measure of this horizontal relation, and that whether any feature 

 or element of the vessel's weight should, in its individual character, 

 be directly referred to the point of ultimate reference (the O. B.), or 

 its weight and distance should be used to relocate the common C. G., 

 is. in calculation, a matter that can best be determined by a considera- 

 tion of the convenience, clearness and accuracy with which the 

 desired results can be exhibited. ' ' 



The purpose of the article in the Forest and Stream which evoked 

 i ■ v.-, - = on was too plainly in sight to be mistaken. It was to show 

 the advantage which could be got in racing under average circum- 

 stances by carrying weight to windward. It was recognized that in these 

 circumstances 25° would be an unusual and extreme angle, and that 

 15° of inclination would be a good angle to use for illustration. So far 

 as the method used by the Forest and Stream is concerned, there 

 cannot. I think, be in the mind of any one who is at once competent 

 to judge, and candid, and who should look at the matter in view of 

 your purpose, any uncertainty or hesitation in pronouncing it for t hat 

 purpose, superior to the more' commonly recognized method, and so 

 far as its accuracy is involved, although the Field pronounces it "em- 

 pirical, misleading. 11 etc.,' I think it is a simple matter to supply an 

 equation which, (providing the C. G. and C B. were accurately known) 

 would bring the two computations into the same terms, and into 



^Before concluding I would call your attention to the fact, that if 

 the relative increase in length of righting arms, due to weight put 

 under keel, and on deck to windward were as given m the Field; then 

 1 as to 1.4 applied to .038 (the increase stated for the length of right- 

 ing arm. due to lead put 'under keel), should make the length of that 

 arm .132— that is, it should equal the length of arm when the weight is 

 put upon the weather side of deck, hut .038 X 1.4 = .053, and not .132. 

 Two tons put under keel lift, below center of gravity, it made 2.8 tons, 

 should equal the two tons in weather position on deck; but 6.94 tons 

 would, by the Field's other figures, be needed to make this equality. 

 The Field says weight could be put lower down, "where draft is prac- 

 tically unlimited. 11 If the respective increase in length of arms is .038 

 and .132, the situation of two tons of lead under keel to make it 

 equal in effect to that on weather side of deck, must be located not 

 lift. X 1.4 = 15.4 below C. G., but 38ft. under it. 



I will pursue the subject no further than to state that while for 

 many purposes where, for instance, it is needed that the C.G. should 

 be used as a constant, the formula approved by the FielcLvrovuA be 

 the proper one, it had' for your purpose many disadvantages. It in- 

 cluded unknown quantities and positions that were not necessarily in 

 account, with consequent risk of inaccuracy. 



The Field has made, in regard to your methods and mine, many dis- 

 paraging remarks, but has not shown anything to be wrong in them. 

 1 have pointed out just where some of its mistakes have been made, 

 and the extent of them, and now leave it to its own reflections, and to 

 the correction of its errors if it so chooses. Bobstay. 



Editor Forest and Stream: 



It is a pleasure to see the Forest and Stream carry on the discus- 

 sion with the Field concerning live shifting ballast with fairness and 

 courtesy in spite of the disagreeable remarks of the Field about "an 

 unaequaintance with the most elementary laws of statics. 11 Much of 

 the apparent disagreement is due to the point of view, and to the fact 

 that the discussion is not entirely directed to the same subject. The 

 Field devotes much of its argument to the effect of the ballast in the 

 two positions on the general stability of yachts under all conditions, 

 while the Forest and Stream, to illustrate its views, takes the middle 

 section of a particular yacht heeled to a given angle (15°). 



There can be little doubt that its demonstration correctly showed 

 the relative righting power of the ballast in the two positions, under 

 the conditions shown in the diagram; and the only question is whether 

 it is fair to assume that they could be taken to represent the matter in 

 hand, viz., how much Vigilant gained in the Cup races by having extra 

 ballast on the weather rail instead of having the same weight added to 

 the keel. . "... *. 



The Field had previously made a diagram showing a mid section of 

 a yacht quite unlike Vigilant and heeled to 25°, stating that it should 

 be taken to represent the case of Vigilant (see Forest and Stream, 

 Nov. 25, 1893). The computations therewith showed that "the effect, 

 on the stability of the yacht in smooth water -would be the same 

 whether the men were out to windward on deck or an equivalent 

 weight placed on the keel. 11 



Can there be any question that this diagram is far less representative 

 of the conditions of Vigilant in the Cup races than the diagram used 

 by the Forest axd Stream? 



The Field's criticism of the Forest and Stream's diagram and con- 

 clusions may be separated into two parts. The first is devoted to 



showing that "lever arm 12 and the other arm 4 no more discloses 

 what the effect of the different positions assigned to the two tons has 

 on the general stability | italics supplied] of the vessel than it does the 

 name of the captain's wife." This is probably true; and it is also true 

 that no such claim or intimation appears in the argument of the For- 

 est and Stream. 



The second part is devoted to a mathematical computation of the 

 relative effect of ballast on deck and an equivalent amount on the keel 

 under the conditions assumed by the Forest and Stream, excepting 

 that the extra ballast is placed at the bottom of the keel. The dia- 

 gram used is here reproduced with some additional lines, viz., e d, 

 ch, g a, o m and c 11. 



Here is a square issue. The Field adopts the Forest and Stream's 

 diagram and figures out an advantage in favor of the. ballast on deck 

 of 1 .4 to 1 . The method of the Forkst and Stream makes the advan- 

 tage 3 to 1. 



"Bobstay 11 has undertaken to show the error in the Field's reason- 

 ing and conclusions from the mathematical point of view; and I 

 believe the diagram will also show it graphically and make it plainer 

 to non-mathematical minds, and also make clear the other point in 

 dispute, viz., whether "the matter can be explained without introduc- 

 ing the center of gravity." 



If the center of gravity be shifted up or down on the line a wt it is 

 evident that the length of tho righting arm will be changed, but if it 

 be shifted along the line a (/the arm will not change. The same is 

 true with the center of gravity in any other vertical line. Now, if a 

 piece of extra ballast be moved up and down along a g, c ft or e d 



the center of gravity of the hull will move up and down along a verti- 

 cal line, and "the righting arm will not change. If the center of 

 gravity be moved horizontally, the righting arm changes Its length 

 proportionately. If a piece of extra ballast be moved along a hori- 

 zontal line, the center of gravity will move horizontally and the arm 

 change its length. Then'the length of the righting arm of the whole 

 hull depends entirely upon the horizontal distance of the center of 

 gravity from the center of buoyancy and is independent of the verti- 

 cal height of the center of gravity. Just so the righting power of 

 each particle of the hull depends upon its horizontal distance from 

 the center of buoyancy and is independent of its own vertical height. 



The righting arms c n and o m will have the relative lengths here 

 shown, at this angle of heel only; and consequently they increase the 

 righting power of the ballast at d and the same amount at c, at the 

 given angle of heel only. For larger angles of heel it will be seen that 

 the vertical line will make different angles with the line c m. and that 

 the difference in length of o m and c n will decrease until c and a will 

 be in the same vertical line and both have the same length of righting 

 arm. and the same righting power. For smaller angles of heel the 

 ratio will increase until the righting arm of d is at its maximum, and 

 that of c vanishes as it passes into the vertical line with the center of 

 buoyancy, 



It appears then: (1) That for the section and angle of heel shown 

 in the diagram by the Forest and Stream, the relative righting power 

 of the ballast at the rail to that of the same weight at the keel, was 

 correctly shown by the righting arms 4 and 12, without the necessity 

 of any further consideration of the center of gravity of the whole hull. 

 (2) That there must be some error in the figures of the Field. (3) That 

 for a given angle of heel the height of a yacht's ballast in a vertical 

 direction does no* affect its righting power. (4) That the shifting of 

 ballast along vertical lines should not be confounded with shifting it 

 up and down along the line of the plane of the keel which greatly 

 affects the righting arm and ( he stability of the yacht. Sextant. 



New York Y. R. A. 



The f nnual meeting of the New York Y. R. A. was held at O'Neil's 

 on Feb. 7, Vice-Pres. Rowe presiding. The clubs represented wer» as 

 follows: Columbia, Judge Siiuras and George Parkhill; Harlem. F.W. 

 Creegan and Edward Griffith; Hudson Biver, Cora. Langerfeld; Jer- 

 sey City, Com. Benson and Alexander Roe; Newark. Charles Schade; 

 New Jersey. George Gartland and Louis Wunder; Pavonia, Norman 

 L. Bowe and Com.-Kohu; Stuten island Athletic Club, Com. McMurray; 

 Yonkers Corinthian, Com. Prime and W, S. Clark; Indian Harbor, G. 

 E. Gartland; Oceanics, N. Oarr; Canarsie, C. E. L. Hinrichs; Bayonne 

 City, Capt. Joe Elsworth and John O'Neil: Audubon, W. L. Frost; 

 Tower Ridge, Dr. E N. Brandt and William Ross, Jr. 



During the year the following clubs have joined the association; 

 Shrewsbury Y. C. of Red Bank, N. J.; Greenville Y. C. ot Greenville, 

 N. J.; Bayonne. City Y. C. of Bayonne, N. J.; Audubon Y. C. of New 

 York city, and the Tower Ridge Y . C. of Hast ings-on-the-Hudson. 



The following clubs have withdrawn: Bayswater Y. C. of Rock- 

 away, Williamsburg Y. C. of Astoria, North Shrewsbury Y. C. of Red 

 Bank. Newark Bay Y. C. of Bayonue, and Indian Harbor Y. C. of 

 Greenwich. Conn. The following officers were elected: 



Pres . B. F. Sutton. Brooklyn Y. C; Vice-Pres.. Norman L. Rowe, 

 Pavonia Y. C. ; Sec , George Parkhill, Columbia Y. C. ; Treas., R. K. 

 McMurray, Stateu Island Athletic Club: Executive Committee, Com. 

 A. J. Prime. Yonkers Corinthian Y. C; Alexander Roe, Jersey City 

 Y. C; C. E. L. Hinrichs, Canarsie Y. G; Edward K Griffith, Harlem 

 Y. C, and Dr. E. N. Brandt, Tower Ridge Y. C. 



The Treasurer's report showed a balance of £68, The annual dinner 

 at 6 1 Neirs was postponed until April 3, and the annual regatta of the 

 association was fixed for Labor Day, Sept. 3, and the secretary was 

 authorized to secure a suitable steamer. The following dates of an- 

 nual regattas were announced: Decoration Day, May 30, Harlem and 

 Audubon Y. C; June 30, Hudson River Y. C; June 16, Tower Ridge 

 Y. C; June 18, Pavonia Y. C. 



The following amendment, proposed by Com. Prime, was discussed 

 at length: 



"Any yacht club in the association giving a race or regatta, open to 

 one or more clubs in the association, under any rules contrary to the 

 association, shall be fined such sum as the delegates of the association 

 shall determine." I'.", , 



A strong opposition to the amendment was developed, but it was 

 passed, being finally reconsidered and laid on the table until the next 

 meeting. 



Yacht Building Abroad. 



It is gratifying to learn that the Earl of Dudley has given Messrs. 

 Camper & Nicholson an order for a 20-rater, and this class will be ex- 

 ceptionally strong during the coming season. We only hope they 

 will be more evenly matched than they were last year, as nothing 

 keeps the sport alive like an even distribution of prizes. The 10-rating 

 class, so far as the Clyde is concerned, will also be of strength and 

 interest. The first announcement was that Mr. Henry Allan had 

 ordered a 10-rater of the Messrs. Herreshoff, and this continual im- 

 portation of foreign yachts excited some remarks; we even heard it 

 suggested that a special tax in the way of giving a time allowance 

 should be imposed upon the imported craft. However, the best tax 

 to put upon them is competition, and this has now been done very 

 completely. Messrs. James and R. G. Allan have ordered a 10-rater 

 from Mr. G. L. Watson's designs, and this week Mr. Robert S. Allan 

 has ordered one from the designs by Mr. C. E. Nicholson, and she will 

 be built by Messrs. Camper & Nicholson. Beyond this Mr. Collins has 

 commissioned Mr. W. Fife, Jr., to design him a 10 rater, and all will 

 make their splash on the Clyde. If one of the British craft does not 

 defeat the Herreshoff boat it will be much regretted; but the humilia- 

 tion will be compensated for if there is anything to learn from the 

 succeseful boat. — Field. 



The new Allan lO-'ater is described as follows: She is double- 

 skinned, the outside planking of mahogany and the inside white pine 

 7 ,,iin. thick. The frames are of oak l ; } s m square and spaced 9in. The 

 fin is of Tobin bronze, the lower plates being %\d. thick and the upper 

 one lin. thick. Unlike the attachment to the head of the fin as seen in 

 the Herreshoff 21-footers and in the 30-footers, Handsel and Drusilla, 

 which are held at the head by angle irons, the 10-rater fin is similar to 

 that in the Jubilee; in fact, the fin itself has somewhat the same 

 shape as the Paine boat. A plate lin. thick runs in a sweep from the 

 outside edge of the oak keel and extends down along the fin where it 

 takes hold below. The other plates are »sin. thick. The oak keel is 

 4in. The over all length is 60ft. , extreme beam 1.2ft. Sin. and draft of 

 hull 3ft. 8iD. The draft is about 10ft , while the fin itself is close to 6ft. 

 6in. The midship section shows a very round and easy bilge, with a 

 little flare to the topside*. She has medium freeboard and full water- 

 lines forward, The diagonals are easy and a bit straight aft. She is 

 longer on the waterline than was expected, being over 40ft. She will 

 have a small sail plan on account of her length, and it looks as if she 

 would have a pole mast. Her sails are beiug made on the other ,-ide. 



YACHT NEWS NOTES. 



The annual meeting and election of officers of the Atlantic Y. C. of 

 Brooklyn, was held at the Hotel St. George, Brooklyn, on Feb. 14. In 

 the absence of Com. David Banks, Vice-Corn. Philip G. Sanford pre- 

 sided. The following officers were elected: Com,, David Banks, schr. 

 Water Witch; Vice-Corn , Philip G. Sanford, sip. Rival; Rear-Corn., 

 Alexander P. Ketchutn, cutter Saona: Sec'y, Col. David E. Austin; 

 Treas,, H. C. Wintriogbam; Meas., Henry J. Gielow. Regatta Com- 

 mittee- Henry B. Howell, Henry J. Gielow, S. F. Russell, George W. 

 McNulty, John L. Bliss. Trustees: Thos. L. Arnold, J. Rogers Max- 

 well, Edwin B Havens, J F. Ackerman, N. D. Lawton, Jefferson 

 Hogan. Committee on Membership: J. C. Seely, E. J, Bergen, Ed- 

 mund Fish. The secretary's report showed a membership of 309 and 

 a fleet of 182 yachts divided as follows: Steamers SO, schooners 42, 

 sloops and cutters 70, yawl 3, cats 30, launches 9. The committee on 

 constitution and by-laws, composed of J. F. Ackerman. Alexander P. 

 Ketchum and Geo. H. Church, submitted their report and recom- 

 mended changes in the direction of holding only one meeting a year 

 instead of four, and changing the manner of electing members. The 

 matter was laid over until the next regular meeting. The date of the 

 annual regatta was fixed for June 5. It was announced that the re- 

 gatta committee had eutire charge of the cup which Com. Banks had 

 offered for the 66-footers, but that no date had yet been settled on for 

 the race. 



Henry A. Mott, a retired lawyer, and one of the sons of the late Dr. 

 Valentine Mott, died on Feb. 6 at his home, 48 West Fifty-ninth street. 

 He was born in this city in 1825. was graduated at Harvard and 

 began the practice of law here more than forty years ago. For many 

 years, and until after the war, he was at the her d of the Arm of Mott, 

 Murray & Harris, and practically succeeded to their extensive prac- 

 tice. He retired from business five years ago. Ha was well known 

 as a yachtsman, having been actively interested in the sport ever 

 since 1844, when he was associated with Col. Winchester as a judge of 

 races. He was an old member of the Brooklyn Y. C. and for the last 

 five years a member of the Larclunont Y. C. He had been the owner 

 of the Khedive, the. sloop Kaiser Wilhelm, the schooner Haze and at 

 the time of his death owned the naphtha lauuch Anchoria, which 

 holds the pennant in her class. His summer homo at New London is 

 well known to yachtsmen. It is right on the water with a row of 

 cannon along the sea wall, and there was always a man ready to 

 salute any passing yacht. Mr. Mott leaves a widow and four children, 

 two sons and two daughters. 



The annual meeting of the Knickerbocker Y. C. was held at the 

 Grand Union Hotel, New York, on Jan. 17, a large number of members 

 being present. The following officers were elected: Com., Dr. C. Ii. 

 Browne; Vice Com.. F. G- Pauly; Rear Com., Louis H. Zocher: Treas,, 

 Chas R. Smith Jr.; Sect'y, Z. S. Crocker; Meas., Geo. M Rae; Fleet 

 Surgeon, E. Ringer, M. D. Board of Directors: Geo. E. Gage, chair- 

 man, W. H Ward, Harry Stephenson, J. J. Delany. J. O. Sinkinson. 



- ? i.Yi, I. ,u V .-:■:>:■ aV], ,-■ h a j- m ? u , V s C'-.:>cl> er, sect y, 



J, O, Sinkinson, Alfred D Ilch, Albert H. Funkn. The treasurer's re- 

 port showed a most gratifying increase in the receipts and a propor- 

 tionate increase in the expenditures. The membership now includes 

 nearly 200 yachtsmen from New York, Brooklyn, College Point and 

 other places. The moving of the club station from Port Morris to 

 College Point has proved a successful experiment, the club has a good 

 club house and anchorage, and is in a very prosperous condition. 

 Through the winter the club house at College Point is informally open, 

 and the members meet on sunny days, in spite of cold weather. 



At a special meeting of the Philadelphia Model Yacht and Cruising 

 Club on Feb. 2, at the rooms, 29 North Thirteenth street, Commodore 

 Porter in the chair, a settlement of the measurement question, which 

 had been such a source of controversy during the past season, was 

 concluded. After an animated discussion it was finally moved by J. 

 Shultz r seconded by W. Carles, that the length should be taken on the 

 load water line, to which should be added the extreme beam, and also 

 the mean depth. The. depth to be taken at stem, amidships and stern- 

 post, the total to be the correct sailing length of the yacht. This was 

 put to a vote and carried with but one dissentient. A rider was added 

 that existing yachts built uoder the over all rule should be eligible to 

 compete with boats under the new rule under a fair time allowance. 

 The following were elected to serve on the sailing committee: Messrs. 

 Dulin. Carles, Mitchell. Conwell and Biddle. The sailing committee 

 was authorized to prepare a schedule of races for the coming season, 

 which will be presented to the club for ratification at the next meet- 

 ing. As there had been no reply from the Brooklyn and Connecticut 

 and other clubs respecting the proposed inter-club steamboat races, 

 the subject was held over to next meeting.— Philadelphia Times. 



For over twenty years Oyster Bay has been the headquarters for a 

 fleet of fast racing craft, mainly open jib and mainsail boats of the old 

 sandbag type. Although they have been altered and modernized from 

 time to time, they are no longer able to hold their own with the latest 

 racing craft; but in a number of cases their owners are so attached to 

 the boats that they are reluctant to replace them with new ones. Last 

 year Indolent, Col. Cruger's slo«p, was rebuilt at Poillon's, the altera- 

 tions being planned by her designer, Mr. A. Cary Smith, and was 

 greatly improved. Now the famous old Mirth, owned by Mr. J. Wil- 

 liams BeekmaD. has been taken in hand at Woods's yard. City Island, 

 for a thorough rebuilding. Mirth was modeled and built in 1870 bv 

 "Hen" Smedley, at.Gowanus, an open sandbag sloop of 3fjft. over all, 

 31ft. im. l.w.l., 12ft. 2in. beam and 2ft. draft. She has been owned 

 from the first by Mr. Beekman, who has made a long record for her at 

 Oyster Bay and about the Sound. The proposed alterations will leave 

 but little more of the old boat than her name, and she will come out in 

 the spring as a modern deep centerboard racer. 



The annual meeting of the Indian Harbor Y. C, was held in New 

 York on Feb. 14, the following officers being elected: Com., John 

 Moller; Vice-Coin., M. F. Plant; Rear-Com , William Osborn; Sec'y, 

 Louis R. Alberger; Treas.. Richard Outwater. Regatta Com., F. 

 Bowne Jones, chairman, E. T. Birdsall, D. Malcom Winne; Meas., 

 F. Bowne Jones; Trustees, R. F. Downing, Henry E. Doremus. Com. 

 Moller made the following appointments: Fleet Captain, Edwin N. 

 Doll, of schooner Windward. Fleet Surgeon, Dr. W. H. Mitchell. The 

 annual regatta of the club will be sailed on Saturday, July 28. Rear- 

 Com. Osborn has offered a cup for a special race, the class and details 

 being left to the regatta committee. A committee has been appointed 

 to consider a site and estimates for a new house on the main snore. A 

 cruise Will take place during the season, the date and rendezvous 

 being named by Com. Moller." The club has 167 members and a fleet 

 of 95 yachts. 



The annual meeting of the American Y. C. was held at Delmonico 1 s 

 on Feb. 14, the following officers being elected; Com., John H. 

 Flagler, steam yacht Isolehe; Vice-Corn., Caleb G. Evans, steam yacht 

 HirondeUe; Rear-Com., Chas. T. Wills, sloop Mistral; Sec'y, Thos. L. 

 Scoville; Fleet Surgeon, Chas. I. Pardee, M.D.; Meas.., Chas. H. Has- 

 well; Consulting Engineer, George W. Magee, U. S. N.; Trustees (to 

 serve three years), Frank R. Lawrence and Win. H. Parsons; Regatta 

 Committee, 'George W. Hall, chairman; Isaiah Paxson, Stephen W. 

 Roach, Horace See and Wm. E. Tunis. Geo. W. Hall was the regular 

 nominee for treasurer, but W T . I. Quintard was nominated iu opposi- 

 tion. Each received 40 votes, and another election will be held within 

 60 days. The annual regatta will be sailed June 16, and there will be 

 a race for steam yachts for the Gould cup over the 80-kuot course. 



Designers and users of marine machinery will find a useful assistant 

 in the "Pocket Book of Marine Engineering Rules and Tables for the 

 Use of Marine Engineers, Naval Architects, Designers, Draughtsmen, 

 Superintendents, and all engaged in the design aud construction of 

 Marine Machinery, Naval and Mercantile. 11 The book is by Mr. A. 

 Seaton, the well known Lecturer on Marine Engineering to the Royal 

 Naval College, Greenwich, and Mr. H. M. Rounthwaite. It contains in 

 compact form and conveniently arranged a very large number of 

 tables and formulas relating to all branches of marine engineering; 

 giving the dimensions and proportions of all parts of engines, boilers, 

 etc., with much miscellanous information such as is so often needed 

 by engineers. The book has about 130 pages, on thin paper, and hand- 

 somely bound in flexible leather. 



The Daimler Motor Co., of Steinway, Long Island City, is now build- 

 ing a large line of its marine motors, of 1 to 12 H. P., which are sold 

 separate from the hulls or fitting ready for use in hulls of excellent 

 model and construction. The motor, invented by Gottlieb Daimler, of 

 Cannstatt, Germany, uses gasoline for fuel, and is adapted for land as 

 well as marine purposes, being employed in street cars and other 

 vehicles, as well as for stationary use. For lauuch purposes it pos- 

 sesses many advantages as a cheap, cleanly and efficient motor, and it 

 has been used with success in this country and abroad. The smallest 

 regular size of boat is 16ft., with 1 H. P. engine, and the largest 50ft., 

 with two 12 H. P. motors. The motor is especially adapted for towing, 

 a very important point in a yacht launch. 



A special meeting of the Shelter Island Y. C. was held at the resi- 

 dence of Viee-Com. R. B. Roosevelt, Jr., New York city, on the even- 

 ing of Feb. 16. At this meeting the following amendments to the 

 bv-laws were brought up and passed: An amendment of Chapter V. 

 to read as follows: Sec. I. The commodore shall fly a broad rectangu- 

 lor pennant with cross bars composed of white stars in the center of 

 a circle of white stars on a blue ground, Sec. III. The rear-commo- 

 dore's pennant shall be the same as the commodore's, substituting a 

 white for a blue field and blue for white stars. The first annual 

 dinner of the club will be held at the Montauk Club, Brooklyn, on 

 March 31, at 7 o'clock. 



On the morning of Feb. 9 a black sloop named Sarah, said to hail 

 from Port Jefferson, went ashore on Milton Point, near the. American 

 Y. C. station, and has since gone to pieces. Two men who were on 

 her came ashore wiih some bags which have since been found to con- 

 tain stolen property; and one of them, Dennis O'Hearn, of New York, 

 was arrested. The captain of the sloop is said to be "Wash" Hall, 

 and he and the vessel are closely connected with several recent rob- 

 beries at Northport and other points. There is good reason to believe 

 that the vessel is the "black sloop 11 of whose mysterious doings so 

 much was said last summer. 



The St. Lawrence River Skiff, Canoe and Steam Launch Co., are 

 now introducing a new mast hoop and fastener, Vary's patent; the 

 two ends of the wooden hoop being rivetted to a small gunmetal cast-' 

 ing in which is an eye. Small eyebolts of the same metal are fitted to 

 enter the eye aud lock there, these eyebolts being lashed permanently 

 to the roping of the sail. By this means, a sail may be quickly unbent 

 from the hoops, leaving them on the mast, and another sail set in its 

 place; or the sail may be removed and stored ashore whenever the 

 boat is temporarily out of use for a short time. The device is neat in 

 appearances and promises to work well in practice. 



The firm of Edward S. Clark & Co., Boston, builders of steam yachts, 

 towboats and launches, is prepared to furnish everything connected 

 with steam craft, from the completely equipped strum yacht down to 

 the engines, boilers, propellers and smaller details, as required. Be- 

 sides their marine engines of various sizes, for which they have made 

 a reputation, they furnish a water-tube boiler of their own design 

 specially adapted for yachts and launches. Their catalogue includes 

 everything, from the smaller steam tenders up to large cruising 1 

 yachts. 



Pilgrim, cutter, recently sold for conversion into a passenger steamer, 

 has been resold to an unknown purchaser, who proposes to make a; 

 steam yacht of her. The plan3 include a deck house 30ft. long, con- 

 taining' dining room, and galley, and extending over the boiler space,, 

 with a pilot house forward. A low trunk aft will cover the engine 

 room and saloon. Below there will be a saloon and two staterooms. 

 The yacht will be driven by twin screws. James Mclutyre has hauled 

 the yacht out at Quincy Point, where he. has a new shop about com-i 

 plet'ed, and will make all the alterations. 



The annual meeting of the New Rochelle Y. C. was held at the Grand 

 Union Hotel, New York, on Feb. 5, Com. Henry Andrus presiding 

 The following officers were elected: Com., Henry Andrus, sip. Sasqua 

 Vice-Corn., John F. Black, sip. Tourist; Rear Com., Jabez Harris, 1 

 steam yacht Ola; Sec, Jas. R. Crawford; Troas., Benj. B. Strong;' 

 Meas., Hazen Morse; Trustees— P. J. Kraekel, E. T. Sm.vthe; Regatta 

 Committee— F. T. Adler, John W. Rough. Wm. E. Moore: Membership! 

 Committee— Henry Thompson. Bayard C. Fuller, V. W. Schoonmaker; 



aw Committee— Chas. W. Voltz, John F. Lambden. 



