410 



FOREST AND STREAM. 



[May 13, 1894, 



Hindquarters and Lower Thighs (value 10) must be > wel l 

 muscled and very strong. The stifles should be low set, uot 

 too much bent nor yet too straight— a happy medium. 



Elbows (value 5) should be set straight, neither in nor out 



Leqs and Feet ( value 20) are of great importance, .begs 

 should be straight aud placed squarely under shoulder, hay- 

 ing pleuty of bone without clumsiness, strong pasterns we 1 

 stood upon. Feet round, cat-like, not too large,, toes well 

 knuckled, close and compact, strong nads, pad thicK, tougn 

 ,an d indurated by use. , , ,. 4i , , „„„ 



Color and Coat (value 5). Black, white and tan are 

 preferable, though the solids and various pies are permis- 

 sible. Coat should be rough aud coarse without being wiry 



° r Svmmliry (value 5). The form of the hound should be 

 harmonious throughout. He should show his blood-quality 

 and hound character in every aspect and movement. It ne 

 scores high in other properties symmetry is bound to follow. 



Stem (value 5) must be strong iu bone at the root, or 

 medium length, carried like a sabre or, line with spine, and 

 must have good brush. A docked stern shall not disqualify 

 but simply handicap according to extent of docking. 

 SUMMARY. 



Head ^ 



Neck 5 



Shoulders 



Chest and back ribs 



Back and loin j" 



Hindquarters and lower thighs «» 



Elbows • J* 



Begs and feet ^ 



Color and coat ^ 



Symmetry • 9 



Stern • 0 



Total 100 



This standardwas formulated by Br. Heffenger and Messrs. 

 W S Walker, W. C. Goodman, W. Wade, H. C. Trigg, F. 

 G. Hagan and Roger B. Williams. This committee is 

 thoroughly representative and the standard was uuani- 

 mously adopted by the Brunswick Fur Club. 



HUNTING AND COURSING NOTES. 



The Georgia Foxhunter's Club is evidently an enterprising 

 ^association of sportsmen. According to the Southern Sports- 

 man, whose editor, H. C. Brown of Atlanta, Ga., is the sec- 

 retary, the club intends to inaugurate foxhound held trials, 

 and trials for pointers and setters are also thought of. lhe 

 club has instituted a book of registrations In which all 

 hounds showing a pedigree of five generations are expected to 

 be registered. 



• • • • 



Br A C. Heffenger's foxhound Tarn O'Shanter, winner of 

 ■second in the puppy class at the recent Boston show, broke a 

 leg while hunting last week. He has had the best care but 

 the fracture is not healing well and his recovery is doubtful 

 Tarn was presented to Br. Heffenger by Br. J. W. Noras of 

 Palmyra, Mo., and is the only representative of the JN orris 

 strain in New England. 



§fxcf(tmg. 



FIXTURES. 



12. Atlantic City Cor., Trophy 



Race, Atlantic City. 

 13-13. San Francisco Cor., Cruise, 



California City. 

 19. Baltimore, Opening, Baltimore 

 19. New Rochelle, Cabin Cats, L. I. 



Sound. 



19-20. San Francisco Cor., Cruise, 

 Vallejo. 



24. St. Lawrence, Squad. Cruise. 

 36. San Francisco Cor., Sail to 

 Quarry Cove. 



Portland, Cruise. 

 San Francisco Cor., Sail Out- 

 side. 



Atlantic City Cor., Trophy 



Race, Atlantic City. 

 So. Boston, Open, City Point. 

 Bacine, Opening, Racine, Wis. 

 San Francisco ©or., Annual 



Cruise, Tiburon 

 Fall River, Open Regatta. 

 So. Boston, Open, Boston Har. 

 Douglaston, Open, L. I. Sound. 



The past week has settled some of the rumors which have been 

 afloat since the Nice regattas, and in a very satisfactory manner. 

 Vigilant will race in foreign waters, and James Gordon Bennett will 

 return to yacht racing in an American craft, though he did not pur- 

 chase the last Cup Defender. Vigilant's new owners, Messrs. George 

 and Howard Gould, are fitting the yacht out as rapidly as possible, 

 she will he rigged as a yawl and will sail for England in a few weeks, 

 and they have secured Capt. Haff to sail her in the racing there, her 

 racing spars and gear of course going over by steamer. Just what 

 races she may sail in is as yet undecided. It is possible that both 

 Mr. Iselin and Mr. N. G. Herreshoff may be with her on the other side. 

 'The yacht was launched early this week at Port Jefferson, and will fit 

 wit at New York. 



Mb. Bennett's yacht will be built by the Herreshoffs at once, and 

 will be of the same length as Valkyrie and Vigilant. Her name will be 

 Prunelle, but little else is known, though she will presumably be built 

 entirely of Tobin bronze. 



Two rumors of little account have been in circulation with the 

 reports of Mr. Bennett's new yacht, one to the effect that she will be 

 manned by a crew of American amateurs in her European races. 

 The other rumor is to the effect that "Capt. Harry MacCalmont" will 

 build a Tobin bronze yacht, to be named Tobin, in which he will chal- 

 lenge for the America's Cup nest year. Mr. MacCalmont is the owner 

 of the steam yacht Giralda, formerly Fair Geraldine, but is not a sail- 

 ing man and thus far has shown little interest in racing. 



""Thb committee of the N. Y. Yacht RaciDg Association at a meeting 

 last week decided to recommend two rules for adoption, the present 

 mean length rule for open boats and the Seawanhaka rule for the 

 larger yachts. Another meeting will be held this week, as the details 

 are not completed, but some such plan as this is likely to be adopted 

 by the Association. 



Length in Measurement. 



While it is very improbable that length will ever be restored to its 

 >old position as the sole basis of yacht measurement, it is almost as un- 

 likely that it will disappear entirely as a factor in some new system of 

 measurement, or even that it will soon be deposed from the very im- 

 portant position which it now holds in the two rules which are most 

 generally recognized, the Seawanhaka rule in this country and the Y. 

 R. A. abroad. In every one of the frequent measurement agitations 

 which add zest to yachting in the dull season, length figures in the 

 foremost place; but as a rule the several subdivisions of the subject 

 are jumbled together in a way which can only result in a waste of time 

 and a failure to reach any satisfactory conclusions. In order to turn 

 these discussions to more practical account, it is well to consider the 

 various points which are met with in using length in measurement. 



The length question naturally divides itself into two distinct heads, 

 though the distinction is most generally overlooked, The first, and in 

 one way the more important as involving a principle, is the value to be 

 assigned to length in a measurement rule; whether, as has so often 

 been done, to take it alone, ignoring all other factors, or if not, with 

 what to combine it, and in what relative proportion to the other fac- 

 tors, such as sail area. This is a most important question, and not 

 until it Is finally settled is it necessary to consider the second part of 

 the subject, the measurement of the length. 



At the present time there seems little necessity for a discussion of 

 the first question, the value of length as a factor. The accepted value 



in America, and Great Britain, which places length about on an 

 equality with the square root of the sail area, is probably as nearly 

 correct as is at present possible, and gives fairly satisfactory results 

 when used for both measurement abd classification. None of the 

 opponents of the present length and sail area rules have offered a 

 reasonable proof that existing evils are due to the rule and not to out- 

 side conditions, or that they could be cured by the adoption of any 

 other specified rule or formula. . 



The question of where and how the length shall be measured is a, 

 far more real and practical one on which opinion is even more divided 

 than on the first point. Omitting the ancient and obsolete measure- 

 ments of length on keel, on deck to sternpost, and between perpen- 

 diculars, P.ll of which were more or less imaginary and useless, there 

 still remain four different measurements of length which may be 

 taken. 



The first of these is the length of load waterline as the yacht lies 

 afloat in smooth water in racing trim, but "with the crew, if aboard, 

 stationed amidships." Up to the last two or three years yachtsmen 

 in this country have not availed themselves of the privileges which 

 this wording allows, of having their yachts measured without the 

 crew, at least in the larger decked craft, and though they have not 

 scrupled to get the men as far forward as the measurer would permit, 

 even to the bowsprit end if possible, those who happened to be on 

 board when the measurer boarded the yacht were not sent ashore. 

 The rule allowed a wide scope for evasion which has been utilized in 

 England in the small classes to a very serious extent, some of the 

 half-raters of the flat sharpie type measuring but 12ft. when light 

 and increasing this to 15ft. or more with the crew aboard. The most 

 striking case on this side of "unearned increment" of valuable length 

 was that of Vigilant last year, her actual length in sailing trim with 

 crew aboard being over the agreed limit of 86.70ft., while when duly 

 stripped for measurement this figure was cut down to 86.19ft. 



This measurement is still in use by all American clubs, though the 

 question of a change is now under consideration in the New York 

 Y. C. At the end of 1892 the British Yacht Racing Association 

 amended its rules so as to measure the actual load waterline in still 

 water with the racing crew "on. board at and about the mid over all 

 length,'''' which rule, removes the inducement to build a yacht of such 

 shape that she will shorten her waterline rapidly as she becomes 

 emersed through the removal of her crew. 



The measurement without crew is a bad one, and should no longer 

 be recognized, though its obliteration involves some serious difficul- 

 ties, such as the limiting of the crew in number, and possibly a re- 

 striction in small craft on the shipping of a very light crew for 

 measurement and a much heavier crew for match sailing. 



Proceeding upward, the next possible length is that of the load 

 waterline with racing crew on board and the yacht in racing trim, but 

 at rest in still water. This is in itself a far fairer measurement than 

 the preceding, and cannot be juggled with if the details are properly 

 arranged; in the case of the larger yachts, the average weight of 

 crew is certain to be fair; and, if necessary, in applying the rule to 

 small boats sailed with a crew of two or three, a minimum weight may 

 be prescribed to prevent the shipping of a crew of boys for measure- 

 ment and the replacing them with heavy men for a race. This meas- 

 urement is a good one. the best yet suggested, and the difficulties in 

 the way of obtaining it are no greater than with other less satisfactory 

 ones. The one serious objection made to it is that it is not the length 

 on which the yacht actually sails, which she assumes when heeled and 

 pressed by sail, nor does it bear a fixed relation to this latter length in 

 all modelsi 



This brings us to the third length, the actual length of waterline 

 when the yacht is under way at average racing speed. It is quite clear 

 that this length cannot be measured, and must either be approximated 

 in some way or it must be assumed that it bears practically a fixed 

 relation to the load waterline when at rest in still water. 



Since the advent of Gloriana and the raee for long ends, forward 

 and aft, most yachtsmen have set a very high value on this increase 

 of length when under way over the measurement when at rest; in our 

 opinion much more than the facts warrant. That there is a material 

 gain in a seaway is undisputed, but this condition is the exception 

 rather than the rule in match sailing, and it is hardly necessary, in 

 American waters at least, to consider any other than smooth water. 

 The gain in length forward must be comparatively slight, unless due 

 to boring, by which the stern is elevated and the waterline rapidly 

 shortened aft. Even in such an extreme as Gloriana, the effective 

 gain in length at the fore end is much less than popularly supposed, 

 and is due mainly to the slight actual increase of displacement 

 through the vertical component of the wind force, immersing the boat 

 bodily. 



At the after end there in a decided gain of length through a long 

 counter at a small angle to the water; but it must he remembered that 

 though the water may be carried to the extreme end of such a stern, 

 it does not all represent useful length, and it is quite as likely as not 

 to be accompanied by a certain amount of drag or eddy-making at the 

 end. Then, too, there is nothing new about an overhang aft; the 

 older yachts ah had them, and in spite of a mean length rule they had 

 very efficient ones, too, short and ugly to the eye, but with a low horn- 

 timber and flat buttock lines which materially lengthened the run of 

 the yacht. These short sterns, abruptly chopped off by an arbitrary 

 rule, were lacking in two points— they had none of the beauty of the 

 modern cutter overhang-, and they failed to give additional deck room 

 and support for the main sheet; but so far as the model of the yacht 

 was concerned, every inch of the overhang was turned to good pur- 

 pose for such a distance as it could be effectively immersed, and what 

 was cut off would have been more in the air than in the water in any 



ise. 



It is our opinion that, save in the case where yachts of the old type 

 may call for an exception, the waterline when at rest with crew aboard 

 is quite sufficient for all purposes of measurement, and that there is 

 no necessity for considering the lengthening of this line as the yacht 

 attains her racing speed. The possibilities of advantage through this 

 lengthening are open to all designers alike, no one having any monop- 

 oly, so that any such gain is a fair and legitimate one; not an evasion 

 of the rule not contemplated when it was framed, but merely the util- 

 ization of a certain opportunity enjoyed by all in common. We are, 

 too, of the opinion that the gam in this direction is frequently so over- 

 estimated as to result in a positive injury to speed in the effort to 

 utilize too much of this unmeasured length, either through excessive 

 weight well above the water and in the ends, or excessive windage. 



The general opinion among yachtsmen, however, is hostile to an 

 extreme length of overhangs, and has found expression in various 

 proposals either to measure the supposed advantage or to tax it so 

 heavily that it shall disappear. The basis of these objections is by no 

 means" clear or logical, and one is often in doubt as to the exact end in 

 view, as indicated by the proposed means. The oldest as well as the 

 crudest and least rational method in dealing with this increase of 

 length, is through the fourth possible measurement, of the over all 

 length, which is combined in certain different ratios -one-half, one- 

 third or one-fifth— with the waterline, the result being known as 

 "mean length." The immediate effect of a mean length rule is to pro- 

 hibit overhangs at either end and to produce approximately a plumbj 

 ended yacht, as many sad examples show. 



It has never yet been proved, and never will be, that on a given 

 waterline a yacht is really better with square ends than with such 

 overhangs as are now common. The modern overhang gives grace 

 and beauty, a much larger deck for working, a form of hull that is far 

 better adapted to rough water, and encourages a disposition of the 

 displacement that is in every way beneficial, both in speed and general 

 good performance; the extreme shoulders and hollows of the old 

 models having disappeared. The construction is simpler and easier, 

 the lay of the planks being more natural owing to the easy fore and 

 aft lines, and there is a far better opportunity for supporting the 

 spars. 



So fully awake are designers to these advantages that a return to 

 the old form is impossible, even a severe tax on over all length would 

 not bring back the old models with plumb stems, hollow bows, hard 

 harpins and quarters and sawed off sterns; but we should see tbe pres- 

 ent models as nearly as possibly intact to a short distance above the 

 waterline, but with the ends quickly snubbed in to almost a round 

 bow and stern. With such a model it would be possible to retain 

 much of the speed of the present boats, at least in fairly smooth 

 water, but the designer would be called on to sacrifice appearance, 

 deck room and support for bowsprit and mainsheet, resorting to out- 

 riggers over the end and very long bowsprits. The resulting yacht 

 would be an odd looking craft, inferior in all ways to the present 

 shapely models, an exchange which no one would welcome, and with 

 absolutely nothing to recommend it. 



Unless such a change is desired, and we believe that no one wants 

 it, there can be no justification for the employment of over alllength; 

 such a measurement cannot reach the proposed end, of fairly gaug- 

 ing the waterline length when under way, as distinguished from the 

 waterline length when at rest, but can only affect that part of the 

 yacht which sails in the air and not in the water. Under a measure- 

 ment of over-all length alone, without the waterline, there could be 

 only plumb-end yachts, but with any practicable proportion of 

 overhang taxed even up to the designer will simply chop off the 

 ends at the deck, carrying the hull out as far as possible immediately 

 over the water, for the purpoBe of immersing the extra length when 

 under way. Over all measurement has fortunately had itsday; it 

 never could and never did accomplish what it was nominally intended 

 for. and it has done untold injury in producing a poor type of vessel. 



If it be deemed really necessary to measure the increase in length 

 when under way, there is a method which is at least lo gical and rea 

 sonable, and sufficiently correct. This plan was introduced by the 

 Atlantic Y. C. about ten years since, and was used by that club for 

 some years, as well as by the Larchmont Y. C; but it was finally 

 1 abandoned in favor of the actual waterline when at rest; being diffi- 



cult to measure, and in practice proving no better than the simpler 

 method. In this case the measured length was taken parallel to the 

 water and at a certain distance, two per cent, of the actual waterline, 

 above it. The waterline was first measured, and supposing itto be 50ft., 

 points were located on the stem and counter just 1ft. above the water, 

 and the length taken on the line thus marked. This measurement 

 took account of the increase of length where it was most effective, 

 and measured the overhang at each end within a reasonable distance 

 of the water; leaving untouched those portions of the hull which 

 added to the beauty, the de"k room, or the support of the spars. The 

 measurement was a difficult one to take, and this practical objection 

 aided the effort to replace it with the plain waterline. 



In spite of all that has been said here and abroad about measuring, 

 taxing or prohibiting overhangs, it is not likely that an effort in this 

 direction will be made by any of the larger clubs, but should such an 

 end be desired it must be reached by some measurement taken close 

 down to the water, and not by a restriction on the deck length, in any 

 form. One plan suggested is to place a limit on the angle between the 

 edge of stem or horn timber and the water. We look upon all such 

 schemes, however, as uncalled for, and we should advocate the use of 

 but one length measurement, that should take account of the deepest 

 possible loading when at rest in still water, and should be capable of 

 being easily taken and quickly and positively verified. Whatever ad- 

 vantage may be possible in the direction of increased effective length 

 when under way we would give to the designers, allowing each to 

 make the most for himself of the same opportunities for advantage. 



There is, however, one case in which it may be necessary, in fairness 

 to all, to take positive cognizance of the increase of efficient length 

 through overhangs ; in the case, alluded to above, of the older boats 

 that are still racing and must meet the new models. S"ch cases are 

 too few to call for any action in the classes over 30ft. ; but there are 

 scores of catboats and jib and mainsail boats in the smaller clubs, 

 which are still in active racing, but which would have no chance on a 

 waterline length measurement against new boats built this year or 

 last. Where such cases are found, some concessions must be made; 

 but such concessions should not take the form of a prohibitive tax or 

 penalty on the new boats. Any such course can only be detrimental 

 to the club adopting it; men want the latest fashion in boats and are 

 going to have it; and if they cannot race their boats in one club, 

 they will go to another with more liberal ideas. 



The problem of protecting the rights of vested interests in the older 

 types without at the same time hindering the course of designing or 

 stopping the building of new craft, is quite a difficult one; and no 

 practicable solution has yet suggested itself. One plan that may be 

 feasible, though we have not yet looked into figures and details; would 

 be to arrange an arbitrary allowance depending on the shape of the 

 ends, from the new craft to those of the old type with plumb stem and 

 short counter. While such a plan might not be free from objection, 

 it would offer a means for the permanent adoption of such a rule as 

 seems necessary for the production of the best possible craft accord- 

 ing to modern standards; and at the same it would give a continued 

 racing life to the many existing craft in the smaller classes. The ex- 

 pectation is that, the older boats would drop out year by year, as they 

 are certain to do in time through age or through superiority of the 

 newer class in lighter construction and better ballasting; and in a 

 few years the necessity for such arbitrary allowance would cease. 



One important point on which we have not touched at all is the 

 actual locating, marking and measuring of the waterline in such a 

 place as the rule may define. The present method of doing this is 

 unsatisfactory, but before any change can be made it is first necessary 

 that the clubs shall decide finally where the length shall be taken. 



Yachting at New Orleans. 



New Orleans, April 25 — Editor Forest and Stream: The great race 

 between the schooner Whim and the yawl Flying Cloud, of the Bis- 

 cavne Bay Y. C, of which you recently published a description, has 

 been the chief topic of conversation here lately. All agree that if two 

 or three descriptions of such dauntless open sea sailing as tha r . by the 

 Southern Y. C. boats could be published every season it would greatly 

 benefit the club, as well as the sport generally in Southern waters. 

 The race had an added interest here, as the Whim came near being a 

 S Y. C. boat several years ago. She was purchased by Mr. W. A. 

 Gordon, of the schooner Adrienne, but her timbers were found upon 

 examination to be defective, so the sale fell through and the new boat 

 was designed by Stewart & Binney. Whim was afterward rebuilt. She 

 has a record hard to beat, anu is probably as good an all around 

 cruiser of her size as can be found. She has been up and down the 

 coast several times, and her trips from Key West to New York in i 

 eleven days in bad weather is on record. 



The Times- Democrat of this city reprinted the account of the above i 

 mentioned race and suggested that, as the Southern Y. C. has some t 

 good Beagoing yachts, an inter-Gulf State race should be arranged. 

 It would be a great affair, and with Annie S. of Pensacola, Annie and 

 Zephire of Mobile and the Biscayne Bay, Florida, and the Southern Y. 

 C. boats sailed off the Alabama or Florida coast, would mark an era r 

 in southern yachting. The schooner Adrienne, W. A. Gordon, the 

 Burgess sloop Nepenthe, C. P. Richardson, and the New York sloop 

 Montauk, Peter Labouisse, are all available by the Southern Y. C. for 

 an iater-club race. If arrangements cannot be made for one, these 

 three yachts may go themse' ves to see which is the best sea boat. It 

 is a toss up who wins In that event, as they are all first-class. Adrienne < 

 made the voyage to Havana in the dead of winter, and the other two ■ 

 only lack the opportunity for as good a record. 



The Southern Y. C. annual regatta will be sailed Saturday, May 26. 

 The sloops Lufki Humma, Agnes and Caprice have been overhauled 

 this spring; the latter was given a deep keel. The Lufki Humma was . 

 a new boat last season, an up to date 35ft. sloop built by home talent 

 and very fast. Her owners, J. Wand and E. J. Qlenny, not satisfied 

 with her superiority of last season, are now fitting her with a fin. 



The yawl Presto, that cruised down from New York, was sold here 

 and is now enrolled in the club. The club has a genuine curiosity in 

 the 23ft. yawl Tormentor that made the voyage from New York to 

 Africa, thence to South America and New Orleans. She will be re- 

 rigged and used here by her owner, Capt. Anderson. She is prac- 1 

 tically a life boat, a boat within a boat, with air tanks, etc. S 



The Sailing: of Valkyrie. 



Thk work of fitting Valkyrie for sea has progressed rapidly under 

 the direction of Captain Cranfleld, his crew of twenty men working 

 with a will. When launched, prior to his arrival, the yacht's bottom 

 was rough below the waterline, as it was left when the copper was 

 stripped last fall, the topsides had been painted, and the entire interior 

 had been fitted with permanent joinerwork in place of the light 

 panelling which was removed on her arrival here last summer. She 

 was taken to the Erie Basin Dry Docks, where two new spars were 

 ready, a small mizenmast and a fine mainmast, longer than that of last 

 year. The mast and its gear were designed by Mr. Beavor Webb, 

 after the American plan, but differing in details, the double bands or 

 Vigilant and Colonia being replaced by a bronze collar at the hounds, 

 some 20in. deep, which was heated and shrunk on the spar, the seating 

 being tapered. This collar carried a lug on each side, to which the 

 after pair of Bhrouds on each side shackled, while the fore pair, there 

 being four in all, ran to the spreader and then up to the upper cap. 

 The spreaders were of steel pipe, about 4in. diameter, and were fitted 

 to the bronze collar. The ironwork was carefully proportioned and 

 neatly made. 



The two masts were stepped and the old short bowBprit shipped, 

 with a stump topmast. The cruising mainboom was cut so as to just' 

 clear the mizen, and a new mizen boom was shipped. The main boom 

 was securely fitted in a crutch, and will only be used when free, the 

 mainsail being entirely loose on foot and clew, and sheeting abaft 

 the mizen mast. The mizen is a triangular sail, about 30ft. on the foot 

 and 40ft. hoist. The steel tiller was replaced by a short one, only 4ft. 

 long, and just over the end of this an ash frame was built on deck, 

 carrying an ordinary ship's wheel and wooden barrel. The tiller was 

 rigged with tackles, the falls being led to the barrel, as in a, coasting 

 schooner, thus giving a better control of the rudder in a sea than 

 with the long racing tiller. The whole arrangement was very compact 

 and simple, and iavolTed no cutting of the wooden rudder stock. ; 



The yachc was docked in the Erie Basin and the bottom paiated red, 

 at the same time some small repairs being made to the rudderport; 

 and she was floated the first of last week. On Thursday morning. 

 May 3, she was taken in tow by the White Star tug Pulver, her tender 

 in the races, and towed to the Sandy Hook Lightship, where her lines 

 were cast off and she headed on her course under full sail, mainsail, 

 mizen, jib and foresails, gaff topsail and jibtopsail, the wind being ligl ' 

 S.E. Mr. H. Maitland Kersey went down on the yacht and returnr 

 on the tug. Capt. G. McGavin, of Gourock, goes as navigator; a 

 has decided to take the southerly course. The yacht carries t 

 Yankee dories in addition to her two boats. It is expected that t 

 will reach Glasgow in about three weeks. Under the new rig she 

 far better fitted for sea work than when she crossed last year, rig) 

 as a cutter. On her arrival at Glasgow she will bejfltted out for n 

 and will join the racing fleet. 



Lakshmi, catboat, has been rebuilt by J. M. Bayles & Son, at Port 

 Jefferson, and is now a sloop, with a new and very long after over 

 hang. 



Argo, yawl, has been sold by the estate of her late owner, Davi 

 Hall Rice, to Dr. Delans Fitzgerald of Philadelphia. 



Sakonnet, steam yacht, has been chartered by Fred, .Sheldon i 

 Walter Langdon, with privilege of purchase. 



