May 5, 1894.] 



FOREST AND STREAM. 



889 



Two Extremes in Yacht Racing-. 



The ups and downs of yacht racing are so variable and irregular, 

 that in almost every case it is impossible to identify the causes, or to 

 deduce from them any general law; it would he a hard task even to 

 tell why the 40-footers came suddenly into favor in 1888, only to disap- 

 pear in the following year, why the 46ft. class after replacing the 

 forties, lasted barely one season, andwhv the life of the 21ft. class in 

 Boston was equally brief, and its end equally inglorious. Important as 

 it would be to understand the reasons for the depressed condition of 

 yacht racing of late years on both sides of the Atlantic, it is hardly 

 possible; many ascribe it to the measurement question, others to the 

 {increased cost of racing yachts and yacht raciug, others to the increase 

 of the steam fleet; and no writer on the subject has yet succeeded in 

 making such a satisfactory summing up of these and a dozen other 

 potent causes as would suggest an effectual remedy. 



The one point, however, which stands out so prominently in the his- 

 tory of yacht racing that it is strange how it could ever be overlooked 

 «r disputed, is that unlimited racing, Under Whatever rule or condi- 

 tions, is in the end destructive of sport. There is something- so con- 

 tradictory in the idea that a fleet ot fine new racing Craft on the stocks 

 in the spring means the early death of a class and the suspension of 

 raciug for an indefinite time, that most yachtsmen scout it as the 

 vagary of a crank; and it is accepted only by the few who watch the 

 results as season after season passes by, and earnestly seek for the 

 causes. 



The heavy expenses of building rest so much on the individual 

 owner and so little on the clubs, and are so purely voluntary that 

 men lose sight of the fact that the vital question of ways and means 

 exist just as much in yachting as in a man's private business, that 

 there is a limit to the available sum; and when this limit is exceeded 

 as through extra vagance, or lowered as through financial depression, 

 the same failure or retrenchment must follow as in business or pri- 

 vate life. 



We are quite awafa that our views in this matter are contrary to 

 thoseof the great majority of yachtsmen and yacht owners, this has 

 been proved in the course of many arguments in the past, but they 

 are based on a long and careful study of yacht racing, and we have no 

 doubt that nearly all who may give to the subject the considera- 

 tion which it deserves will finally reach our way of thinking. 



It is on account of these views that we have for years opposed the 

 so-called 90ft. class in American racing and advocated the acceptance 

 by the defenders of some of the many opportunities afforded for 

 transferring international contests to a smaller size of yacht; and it 

 was for the same reasons that in 1883 we entered so earnestly into the 

 fight for a heavier limit of sail through the medium of classification by 

 corrected length, to check the excessive sail plans so common in the 

 40ft. and larger classes. 



In these, as in other similar efforts to regulate intelligently the 

 course of a development that has been entirely too rapid, we were in 

 the minority; the popular cry against reasonable restrictions and for 

 unlimited building and racing, has prevailed, and with results that are 

 only too painfully evident. By no means do we ascribe the death of 

 all the racing classes to these causes and these only; there are Indica- 

 tions of many other contributory causes; but we would point out 

 emphatically the fact that the repeated refusal of yachtsmen to accept 

 Certain artificial limitations demanded by the condition of yacht 

 racing has called into operation certain natural limitations against 

 tyhich all concerted action of the clubs seem powerless. All the brave 

 show of last season hardly served to conceal the discouraging condi- 

 tion then existing in yacht racing, and this year, with the new fleet of 

 Cup racers but half alive, matters are very much worse 



It is a strange thing to say, but the best promise of sport that the 

 year has produced up to within three weeks of the opening of the sea- 

 son is the news that the Larchmont Yacht Club has succeeded in 

 establishing a class of toy boats under rigid restrictions, which class 

 is likely to be the mainstay of racing about New York. 



From our way of thinking there is much promise of good in an ob- 

 ject lesson of this kind, but to those who have sounded the praise of 

 th6 imaginary 90-footer, who have denied the rights of the 70ft. class 

 to tak« part in international racing, and who have opposed all attempts 

 to limit racing to practicable sizes of yachts and reasonable sail plans, 

 the creation, as a last resort, of this toy class, must appear in a very 

 different light. 



No one knows better than Mr. Iselin the vast expenditure of both 

 labor and money in an 87ft. racing boar, or the disproportionate re- 

 turn, even in the event of winning; and it is to him chiefly that the 

 origin of the new class is due. The matter has been under discussion 

 for some time, and lately has taken definite shape in the drawing up 

 of certain conditions and the giving of contracts for a number of 

 boats. 



The conditions are as follows: 



Length on the waterline not to exceed 21ft. 



Length over all not to exceed 31ft., three-quarters of which must be 

 decked. 



Length of cockpit, or standing room, not to exceed one-quarter of 

 over all length; and breadth not to exceed two-thirds; of extreme 

 beam. 



Waterline to be measured with full equipment on board, exclusive 

 of crcWt 



Crew," including helmsman, who shall be a Corinthian, limited to 

 three, one of which may be a paid hand.. 



Ballast to be permanent and all outside of hull. 



If a centerboard is used it must not bear on raising pennant more 

 than 2001bs. when fully up in trunk. 



Sail area not more than 600 or less than 500sq. ft. 



Sails allowed to be used are lib and mainsail; the area of mainsail 

 shall not exceed four-fifths of' the total sail area— this must not be 

 Construed as to include a balloon jib. 



A spinaker may be used whose area does hot exceed four-tenths of 

 total sail area. 



Sail area to be measured as follows: , , 



The base line shall be taken from the tack of the jib, when in place, 

 to the end of the main boom. The perpendicular shall be taken from 

 the under side of the upper peak halliard block to upper side of 

 boom when resting on the saddle or on the lowest part of goose- 

 neck; the length of the gaff less 80% of the distance from the under 

 side of the sheave of the upper peak halliard block to the under side 

 of the sheave of the throat halliard block shall be added to the base 

 line; the area from the figures is obtained by multiplying the cor- 

 rected base by one-half the perpendicular. 



The spinaker to be measured with the boom in place at right angles 

 to the mast and parallel to the water. 



The base line shall be taken from the inside of spinaker outhaul 

 sheave, or hole, to the mast. • „ . , 



The perpendicular shall be taken from the under side of spinaker 

 halliard sheave to the top side of spinaker boom. 



No time allowance shall be given to any boat. 



The "Rules of the Road" adopted by the club to govern all races. 



Among those who will build are Messrs. C. Oliver Iselin, August Bel- 

 mont, W Butler Duncan, Edward Greacen, George Work, Herman B. 

 Duryea and R. A. and William Osborn. The Herreshoffs will build 

 several boats, and other designers will be represented. While thacosfc 

 may vary considerably and some of the boats may be comparatively 

 expensive through elaborate racing construction, while others will be 

 built more plainly and substantially, the total cost of a first-class boat 

 need not run over three figures; in fact, the cost of a main boom for a 

 Cup defender would build a pair of them, and a fleet of t wenty could 

 be set afloat in racing form for the cost of the racing canvas of a Colo- 

 nia or Vigilant. , , 



So far as real sport goes, the class is likely to provide much more 

 good racing than the whole 87ft. fleet afforded last year. What with 

 alterations and breakdowns, and so far as improvements of rig and 

 model are concerned, outside of the engineering problem of putting a 

 great deal too much sail on a given hull without serious disaster, the 

 regular racing of a dozen different models of this sort is likely to be of 

 far more value than the. expensive and inconclusive experiments of 

 the Cup defenders last. year. If, as is quite probable, the example of 

 the Larchmont Y. C. should be followed by other clubs throughout 

 the country, there should be a fair amount of very keen sport; so 

 much so that the hurrah business of 1893 will not be missed save by 

 those who are not really yachtsmen, but only enjoyed it as a spec- 



The benefits to American yachting of an occasional spurt in the 

 building and racing of a few very large yachts are more than doubt- 

 ful; in our opinion the true effects of an international race such as 

 that of last year are bad, and are felt for several years by builders, 

 sail makers and all tradesmen connected with yachting, as well as by 

 the racing men and the clubs. The prominence given to the sport m 

 Cup years may bring in some recruits; and we recognize the vast im- 

 provement in design and construction which has resulted from the 

 international races saded since 1881 ; but the effect on tbe general 

 yacht racing of the country, which is, after all. the keynote of pros- 

 perity in yachting, is decidedly bad. Such a result roust be attributed 

 mainly to the fact that the great international races have not been, 

 for some years, really a part of the national yacht racing, but a dis- 

 tinct and separate institution, calling for a different size and type ot 

 yacht, at a greatly increased expense, and having little in common 

 with an established system of class racing. 



If the greatest amount of good is to be derived from the America s 

 Cup and international racing, the defending yachts must be taken 

 from such classes as can be maintained permanently, with new ac- 

 cessions each year, and continued racing throught the season. Such 

 a class the 70ft. once was, and such a class the 80 to 60ft. never has 

 been, and never can be. The time has gone by when racing of the 

 keenest kind could be carried ou in yachts built for general rather 

 than special service; the fact is recognized that the modern racer, 

 whether for local regattas or cup defense, is a one-season boat, almost 



certain to be out-built in her second season, should the competition 

 remain so keen as to call out new craft. Such a yacht is at best a 

 costly and comparatively useless toy, to be discarded after one season; 

 and with the experience of the past year in view, it must be evident 

 that the limit of reasonable cost, even for a syndicate, has been 

 greatly exceeded when the expense of building a yacht and sailing her 

 in a dozen races reaches the sum of $125,000; against which a sale 

 value of $25,000 may be placed at the end of the season. 



Even conceding what is very doubtful, that the syndicate as opposed 

 to individual ownership is not in itself an undesirable feature in mod- 

 ern rac'ug; the cost of Vigilant is bv no moans a trifle to a syndicate; 

 and it may be set down as certain that in the event of a new challenge 

 from an 87-footer every defender built will cost as much or more than 

 tbe winner of the trial and Cup races of 1893. 



We have no hope that a permanent revival of racing can ever come 

 through international racing, however well sustained or spirited, in 

 the 90ft. class; but improvement must be looked for much further 

 down the scale, in the building up of a class, that while capable of 

 Cup defense, will be raced regularly, year in and year out, inde- 

 pendent of foreign challenges. How large a size can be maintained 

 In this way in the future is a dobtful question, certainly nothing 

 Over 70ft. waterline, and now that a 53-footer is as large as a 70 of 

 the old type, it may prove that even 61ft. is enough. Under any 

 limitations which would be possible in such a class, the yachts must 

 necessarily be costly in construction and comparatively short-lived 

 as racers, so that if yachtsmen are to be induced to build every few 

 years to keep the class alive, the actual cost of a new yacht must 

 by virtue of her size be within reason. 



At this time, when the glamor of the late Cup-races has not yet 

 passed away, it is a good sign that one of the largest and most in- 

 fluential clubs has set at naught the popular ideas that good racing 

 is dependent only on the extreme size and cost of the yachts, and that 

 it is beneath the dignity of a large yacht club to recognize racing in 

 small craft. The action of the club is a recognition of some hard 

 facts in yachting that have heretofore been denied by most yachts- 

 men; and if the new class should prove successful where all others 

 have failed, the experiment may point a way to the much needed re- 

 vival in larger racing classes. 



Dacotah. 



THE ALLAN TEN-RATER. 



The successor to Wenonah, the new 10-rater Dacotah, designed and 

 built by the Herreshoff Mfg. Co., for H«nry Allan, of Glasgow, con- 

 cerning which so much unnecessary secrecy has been maintained at 

 Bristol, is now on her way across the Atlantic, and in the course of a 

 week or ten days should be making her trial trips about the Clyde, 

 The yacht was launched a short time since at Bristol and tried under 

 sail, after which her fin was removed and sent to New York, and on 

 April 17 the yacht left the yard in tow of the steam yacht Daphne, 

 convoyed by the new steam yacht Eugenia, with John B. Herreshoff 

 onboard, the latter yacht going as far as New London. Daphne and 

 her tow reached New York on April 18, and the yacht was dropped at 

 the piers of the State- Allan Line. Daphne proceeding to Norfolk, Va., 

 where she was exchanged for the steam yacht Governor Hamilton, 

 the Herreshoffs taking the latter in part payment for Daphne. 



The 10-rater was lifted by a floating derrick and quickly deposited 

 on the port side of the steamer Norwegian, in the berth belonging to 

 one of the ship's lit eboats. When in place strong chocks were built to 

 fit her and she was securely lashed. Her mast and boom were stowed 

 beside her, the fin going in the hold and the smaller spars inside. 



The new boat is much like the older Herreshoff fin-keels in her general 



form and in construction, with two important improvements in the 

 latter, both designed for the same end, the strengthening of a form of 

 construction which is necessarily weak in itself. 



The dimensions are as yet a matter of conjecture, the over all 

 length being about 50' and the waterline 36', The exact beam, how- 

 ever, is 9' 4" inside the sRin. or just under 9' 6" extreme beam. The 

 depth from under side of deck to upper side of keel is 4' 4", and the 

 least freeboard, as shown by the paint line, is V 11". 



As in all Herreshoff boats, the construction is an interesting study, 

 and the following dimensions of scantling will be speeialy interesting 

 as they are correct and have not been published. The oak keel is 

 flat, 8° wide inside and about 3" thick. The frames are all ot steamed 

 and' bent oak. spaced at irregular distances varying from 12" to 14" 

 centers; they are sided X%" and moulded 2" at heels and at heads. 

 The floors are of oak planking, sided IY ? ' and moulded 4", spaced about 

 6", or on and between frames. Each is fastened to the keel by a cen- 

 ter-bolt of %" Tobin bronze or similar metal. 



Along the middle of the boat and on top of the floors run two fore 

 and aft pieces of oak, 3" wide and 2%" deep, one ou each side. They 

 are not parallel, but are 1414" apart at the middle, while they curve in 

 toward each end, finally butting on each side of a keelson piece 4" 

 wide. There are two of these keelsons, one forward and one aft, but 

 as they would interfere materially with the very limited headroom 

 amidships, and would not serve to carry the fin bolts, they are omitted 

 for a space of a dozen feet, the two side keelsons taking their places 

 here. The mast heel is cut to straddle the fore keelson, two stout 

 cleats being screwed to the top of the latter to prevent any movement 

 of the mast forward or aft. 



The clamps are of yellow pine, 2)4" X2"; and the bilge clamps are 

 2U"x2^', all running well into the bows and counter. The main deck 

 beams are sided 1%' and the short beams are sided all being 

 moulded 2" and spaced as the frames. Under the deck on each side, 

 at a distance Of 3' from the side, runs a strengthening piece or clamp 

 of yellow pine, 2%' deep and 2)4" wide, bolted to the beams. At 

 intervals of four frames, each of these pieces is connected with a bilge 

 clamp on the same side by a strut of yellow pine, l%"Xl%', there be- 

 ing 10 of these struts on each side. The font of each sets flat on the 

 bilge clamp, while at the head it is jogged to fit t he inner corner of the 

 deck clamp. Running in a groove in the side of each strut, is a rod of 

 %• Tobin bronze, passing through both clamps and set up by a nut at 

 each end, as shown in the sketch, which gives the details correctly, 

 though the form of section is not intended to be correct. This con- 

 struction makes virtually a truss on each side connecting tbe bilge and 

 deck and disposing effectually of some of the heaviest strains due to 

 the deep and heavy fin. The planking is double, an inner skin of pine 

 or cedar and an outer of manogany, each 7 16 " thick, while the deck is 

 also double, 13 J8 " in all. 



The construction of the fin is different from the previous boats; 

 instead of a single deep plate, three are used, all of Tobin bronze. The 

 upper plates are each flanged on the upper edge to fit the bottom of 

 the hull just under the oak side keelsons described above; they extend 

 down a couple of feet, meeting at their lower edges and being riveted 

 to a thicker plate, held between them which completes the full depth 

 of the keel, something over 6'. In this way the fin itself is given a 

 far stronger and wider base than by the old plan of angle irons on a 

 Single plate, the floor construction is in itself stronger; and, through 

 the two inclined trusses, the strain is evenly transmitted from the 

 floor to the whole structure. . . . 



It has been understood all along that the boat, which is similar to 

 Drusilla in dimensions and model, was to be rigged like the latter, 

 with only three lower sails on a pole mast; but she carries with her a 

 topmast 18' 9" heel to hounds, and 2CK 7" heel to truck. Its diameter is 

 4", and the heel 

 to decrease the 

 gammon strap ^ ^ 

 over all, 4* diameter. The topsail yards are 15' 9" and 10', 2*1 and 2J.6 

 diameter. . 



The interior is entirely open, but the room is ot little use, the head- 

 room being hut 4' at the highest part, while the sunk cockpit and th© 



many braces on each side cut up the space. There are two iron ham 

 mock cots forward, and a light transom seat on each side amidships 

 with no other joinerwork. The deck has a small hatch forward of the 

 mast, a skylight amidships, and a square cockpit with large ovaB 

 coaming inclosing part of the deck. Aft there ia a small hatch which 

 permits the helmsman to stand partly inside the boat while at the 

 tiller. The fore overhang is moderate, the stern is cut off square, as 

 inElChicoand Drusilla: the deck fittings include brass blocks and 

 cleats, and the workmanship is excellent throughout. The sails have 

 been made bv Laptborne ft Ratsey, and are awaiting the boat on the 

 other side. With a l.w.l. of 35' she will be allowed 1,715 sq. ft. of sail 

 by the Y. R. A. rule; and with a l.w.l. of 36' this allowance will be de- 

 creased to 1 ,666, Drusilla carried 1,622' by the Seawanhaka rule. 



Action of the Y. R. A. Rules on Length and Sail Area. 



Editor Forest and Stream: 



I thank you for so kindly sf nding me a copy of your paper of March 

 31 and am glad that it interested you. The paragraph you disagree 

 with was, perhaps, stated too concisely in my analysis and I think if 

 you allow me space to explain it more fully you will be brought round 

 to agree with me. 



Yacht racing in British waters is now almost confined to class 

 racing, and for this racing yachts are. in ninety-nine out of a hundred, 

 built to fit the top of the classes. The only important exception is 

 the "over 60-rating" class, which contains our big yachts, such as 

 Britannia, Satanita. Valkyrie, etc. In this class there is no top limit 

 of rating, and consequently the classification is faulty and the results 

 are often misleading. In all the other classes, however, the competi- 

 tors practically start at the same rating, the top limit, and you will 

 therefore observe that the "successful use of lighter materials in the 

 construction of hulls, or of lighter cotton or silk in the sails, or lighter 

 spars and rigging." could not be usefully adapted for "an increase of 

 sail-carrying power by means of an increase of ballast 1 ' as you sug- 

 gest — for the simple reason that it would put the boat over her class 

 limit of rating. 



A designer theref ore who finds that he can decrease displacement 

 by some, or all, of the above mentioned means is faced by the ques- 

 tion whether he had better carry more sail on a shorter length or less 

 sail on a longer length; and tbe reply in these waters has been an 

 increase of length, as the power to produce a lighter hull has been 

 developed. 



In other words, the development in these waters under the existing 

 Y. R. A. rule of rating (which we employ not only for time allowance, 

 but also for classification) has been to produce yachts of low power, 

 of small sail area as compared with length. But here again we have: 

 an important exception which I pointed out in the concluding para- 

 graph of my anal vsis, viz., the big class, the reason being that this 

 class has no top limit of rating and consequently that the yachts in 

 this class are precisely able to dn that very thing which you suggest, 

 and which it is impossible to do in the other classes which have a top- 

 limit of rating. 



It is possible therefore that my curve (continuous line), being as ifc 

 is an attempt to show the evolution under the Y. R. A. rule with class 

 limits of rating, should have stopped at the 40-raters (our class of 60- 

 rating being defunct), and if this had been done the curve would 

 have been still lower and, perhaps, would not have intersected the 

 1730 curve (dotted liue) at all. ThAlAssa. 



Vigilant and Valkyrie. 



Thb plans of Vigilant's new owners, as announced in print from day 

 to day, would keep busy the whole fleet of Cup defenders for several 

 years. The Messrs. Gould have not yet announced their intentions, 

 but it is quite possible that they may take the yacht to England, using 

 the large steam yacht Atalanta as a convoy and racing tender. Capt. 

 Fish of Hildegarde, Mr. George Gould's schooner, will take Vigilant 

 from Port Jefferson shortly, and she will probablvgo to Bristol for an 

 overhaul. The command of tbe yacht has been offered to Capt. Terry 

 of Grayling, but he has declined, partly on account of ill health, and it 

 is quite probable that Capt. Haff will accept the position, being no 

 longer under engagement with Gen. Paine. 



Capt. Cranfleld has Valkyrie in fine shape for her return voyage and 

 she will sail on May 3 for Glasgow. A new mainmast and a small 

 mizzenmast have been shipped at the Erie Basin Drydocks, and the 

 yacht has been out for some repairs to her rudder. A small jib-headed 

 mizzen will be carried, and a wheel has been fitted in place of the 

 tiller. 



YACHT NEWS NOTES. 



The twentieth open regatta and seventy-eighth race of the South 

 Boston Y. C. will be started on May 30, starting at 10 A. M., and will 

 be open to yachts of not over 35ft. and not under 12ft. sailing length 

 (1 w 1. plus one-fifth overhang. There will be five classes, keels and 

 centerboards sailing together. First class, yachts 20 and not over 35ft. 

 sailing length, first prize $20, second 810. Second class, yachts 24 and 

 less than 29ft., first prize $20, second $15, third $10. Third class, 

 yachts 20 and less than 24ft , first prize $30, second $10, third $5, fourth 

 $3 Fourth class, yachts 15 and less than 20ft., first prize $15, second 

 $10 third BS: Fifth class, yachts 13 and less than 15ft., first prize $8, 

 second $5. third $3. One-half of first prize will be awarded for a walk- 

 over No second prize will be awarded unless three or more yachts 

 compete, no third unless four or more and no fourth unless five or 

 more yachts compete. Entries must be made in writing, giving name 

 Of yacht and owner, waterline and over all length must be sent to G. 

 F. Clark, 43 Milk street, Boston, where the numbers authorized by the 

 congress of regatta committees for the season of 1894 may be obtained 

 before 12 M . Tuesday, May 29. The preparatory gun will be fired at 

 10 A. M. The first, class will start at, 10:15 and the other classes at five- 

 minute intervals. There will be no restrictions on sail and no shifting 

 of ballast. Yachts will be allowed one man for every four feet of sail- 

 ing length or fraction thereof. 



One of the neatest-looking and fancy-taking small boats which the 

 writer has seen this season is the 13ft, centerboard building at Law- 

 ley's for 0 F. Lyman, owner of the Fancy, from designs by Stewart & 

 Binney. The new boat is intended for afternoon sailing, single- 

 handed or with possibly one companion, and has a hinged arrange- 

 ment for lowering her mast so that she may be towed behind the 

 larger boat. Her dimensions are 19ft. 5in. over 1 11, 13ft. waterline, 5ft. 

 6ih, beam and lOin. draft. She is very lightly yet strongly built, with 

 oak frames, 3-16in, cedar planking. Vgin. pine deck planking and oak 

 cockpit coaming. The centerboard trunk rises to the deck and the 

 cockpit, is a small one and watertight. The lines of the boat are very 

 fine and her form easy. She will carry a Tobin bronze board and 2<5ft. 

 of sail in a jib and mainsail rig.— Boston Globe. 



The new finkeel built for his own use by N, G. Herreshoff is named 

 Alerinn. Her dimensions, as reported, are 45ft. over all, 32ft, l.w.l., 

 7ft beam and 9ft. draft, with pole mast and three lower sails. 



A meeting of the special committee of the New York Y. R. A. was 

 held at O'Neil's on April 25 for the amendment of the rules, but no 

 definite action was taken. The committee will meet again on May 4 

 at the same place. 



At a meeting in Toronto on April 21 of the executive committee of 

 the Lake Yacht Racing Association the location of the meet was 

 decided on after a lengthy discussion, Sodus Bay, between Charlotte 

 a ad Oswego, being selected. The lake fleet will rendezvous there on 

 July 3 and races will be sailed on July 4, 5, 6 and 7, the annual circuit 

 of the Lake being abandoned this year. 



The Sandusky Y\ C has been organized and will apply for member- 

 ship in the Interstate Yachting Association. The following officers 

 have been elected: Com., L. D. Anthony; Vice-Corn., J J. Gill; Rear- 

 Com., F. A. Hubbard; Sec'y and Treas., Lane Lockwood; Surgeon, 

 Dr Wm Gavlord; Surveyor, J. J. Cleary; Measurers. Harry Moly- 

 neaux and A B. Davis; Regatta Committee, Geo. P. Barker, C. R. 

 Melville and Chas. Stroud. 



On April 18 the steam yacht Arthur Mallon, owned by George W. 

 Kugler & Sons, of PhiladelDhia, was wrecked off Back River. The 

 heavy seas broke her completely in two, and she. sank in 20ft. of water. 

 Capt? Heathcote and Engineer C. M. Derrick were rescued from their 

 small boat and were brought to Cape Charles by the fish steamer 

 Luce Brothers. 



The Racine Y. C. has elected the following officers: Com., Wallace 

 Easson; Vice-Com., Ed. Millstead; Captain of the Fleet, Mike Mickel- 

 son; Lieut, of Fleet, Gus Sonneman; Sec'y, A. C. Mickelson; Treas., 

 Qua Sonneman; Meas., J. Wetherall. The first regatta will be held on 

 Decoration Day. 



The last issue of The Yachtsmen to hand, of April 19, contains two 

 supplements, the regular one, showing the house of the Bombay Y. 

 C , being supplemented by a special one, an excellent photo of the 

 Prince of Wales, taken on board of Britannia while at Cannes. 



Hypatia, centerboard cutter, has been sold through Waterhouse & 

 Cheseborough by W. T. Lyman to J. M. Fuller, of Brookline, Mass. 



Mr. John Clark, owner of Mohican, steam yacht, one of the leading 

 Scotch yachtsmen, died at his home at Paisley on April 11. 



The Minneapolis Journal of April 7 contains a very good article on 

 model yacht designing by John Hadden. 



Saracen, 30ft. cutter, has been sold to Jos. Y\ Jeames, of Phila* 

 delphia. 



Eleanor, steam yacht, will be launched at Bath, Me., ob May S, 



