344 
FOREST AND STREAM. 
[Deo. 22, 1894 
tion, and expressing its relation to the parallelogram within which 1* 
is inscribed. 
Example. 
a/ S. A. being 36.74, L. W. L. 38, C. being 30. 
36.74 -4- 28 135 — 30 _ 
2 X 100 ~ d4. 
In practice the nearest whole number will he taken for the co-em" 
cient. 
The position of the midship section shall be indicated by a copper 
nail or other mark, so placed as to show 3in. above the surface of the 
water when the yacht is in racing trim; and a drawing showing in 
outline the vessel's keel, and another showing the midship section 
with the position of the waterline indicated, both duly certified as to 
their correctness, shall be furnished by the owner to the regatta com- 
mittee when the yacht is entered for a race. 
AU measurements shall be verified by the measurer of the club 
when required. 
3. Each yacht must be wholly decked, except the space taken up by 
the cockpit cabin house or skylight (all of which must be permanent), 
and the hatches. 
The width of the cahin house (or skylight) or cockpit at any place 
shall Dot exceed two-thirds the width of the boat at that place. 
The cockpit must be watertight and its floor not less than 9in. above 
the load waterline. 
The cabin shall not be less than 10ft. in length, inside measurement, 
and at each end there must be a permanent bulkhead of wood. 
The least height from the cabin floor to under side of deck beams 
shall be 4ft. 6in. 
The least head room in the cabin, over a floor apace of not less 
than 20sq. ft., shall be 5ft. 4in,, and amidships, near the entrance to 
the cabin, over a floor space of at least 8sq. ft., the least headroom 
shall be 5ft. 9in. 
The least head room in the forecastle, over a floor space of not less 
than 3sq. ft., shall be 4ft. 3in. 
AU ballast must be permanently fixed, and should any alteration be 
made in the ballast or in the measurements necessary for calculating 
the sail area, a report thereof must be made by the owner to tbe 
measurer and the yacht re-measured. 
The centerboard, if any shall not be weighted more heavily than is 
necessary to sink it readily and in no ease shall the weight on the 
rais'ng pennant exceed 150lbs. 
The top of the centerboard trunk or casing must not be lo wer in any 
place than 18in. above the load waterline. 
4. There shall be no restrictions as to the sails to be carried. 
The sail area abaft the mast, as measured by the rule and adopted 
for this class, shall not exceed 70 per cent, of the total sail area. 
5. The following equipment must be on board when yacht is meas- 
ured, and shall not be removed or used as shifting ballast during a 
race, viz.: Anchor, weighing not less than 501bs., and at least twenty 
fathoms of cable; water tank, or breakers, of at least lOgals. capacity; 
five serviceable life-preservers, stove and utensils suitable for cook- 
ing for four persons, boat book, bucket, compass, side lights and 
anchor light, fog horn; the cabin transoms, or berths, to oe furnished 
with cushions or mattre:> , the forecastle to have two furnished 
berths. 
6. The crew is limited to five men, including the helmsman, who 
must be an amateur: not more than two members of the crew may 
be paid hands. 
7. Except as otherwise provided in these rules and restrictions, the 
sailing rules of the Larchmont Y. C. shall apply to all yachts in this 
class and to the races in which they participate. 
John Hyslof, E. A. Willard, 
A. Bryan Alley, Harold A. Sanderson, 
John F. Lovejoy, Francis M. Scott. 
The Bights of a Challenger. 
In scanning every week a large number of American newspapers, 
great and small, we are led to speculate as to how far they do really 
represent, as they all pretend to, the deliberate and honest convictions 
of American sportsmen, or even of the people at large, on the subject 
of international sport. For the sake of the national reputation before 
the whole world of sport, we sincerely hope that the great majority of 
tbe statements and opinions seen in print do not represent the true 
views of the American people, but rather of a comparatively small 
number whose violent prejudices make them the most valuable aids 
of the sensational news gatherer, and our personal knowledge of the 
manner in which "news"' is manufactured and public opinion misrepre- 
sented in yachting circies about New York, leads us to believe that 
this is the case. The many extracts which we quoted last summer 
from American journals in connection with Vigilant are evidences of 
this prevailing spirit of untruth and unfairness; and they are amply 
supplemented by the more recent comments on the challenge of Lord 
Dunraven. 
This subject is now under discussion hy the press of the whole 
country, but it is safe to say that not more than one in a dozen of 
those who write on it is qualified for the task save by a complete 
ignorance of the rules and usages of yacht racing, the history of the 
contests for the America's Cup and of other international racing— and 
by the narrowest prejudice and illiberalitv. It is' a welcome relief to 
encounter at rare intervals a writer who, whatever his opinions on 
specific points, is fully conversant with his subject, and animated 
solely by the true principles of fair plav. 
To the writer who approaches his task from the too common stand- 
point of bitter hostility to everything English, coupled with the asser- 
tion that we are at least better and fairer sportsmen, and its corollary, 
that anything is justifiable in opposing them, there is a deep mine of 
research open— the Stamp Tax, the oppression of the Colonies by the 
mother country, the Dartmouth prison ship, the aggressions on Amer- 
ican commerce, the War of 1S12, and on, down to the Trent, the Ala- 
bama and the Shenandoah. Even if the argument be confined to the 
strict domain of sport, there are many instances in which Americans 
have received not only discourteous but unfair treatment in England. 
If such an argument'of hatred and retaliation is at all permissible, 
then there can be but one logical conclusion— that it is beneath the 
dignity of Americans to associate id nominally friendly sport with a 
people so far below them. Even when limited strictly to international 
yachting, this conclusion is inevitable; if it is true that the British 
yachtsman is a bad sportsman, unfair, dishonest and given to prac- 
tices condemned by gentlemen, as has been repeatedly stated in Amer- 
ican papers this year, then Americans can only lower themselves by 
meeting him on bis own ground, and a proper self-respect makes it 
imperative that they should absolutely decline all intercourse with 
him. 
Even at the risk of arousing anew the old charge of Anglo-mania 
we cannot subscribe to such narrow beliefs, but prefer to take a 
hroader and more liberal view -that all fairness and generosity in 
sport, especially in yacht racing, is not confined to one side of the 
great Atlantic, tbe side, by the way, which produced the new deed of 
gift; and all that is mean, dishonest and unfair, to the other side. We 
believe rather that human nature is the same the world over; and that 
even the best and fairest of men are prone to be swayed by self-inter- 
est in the keen pursuit of sport, whether under the striped flag or the 
crossed one. It is not a pleasant thing to admit, but there is no 
escaping from the fact that human nature, even in the best of sports- 
men, is a struggle between good intentions and selfish desires; the 
latter sometimes showing on top when least expected. 
As far as the past is concerned, there is much besides the refusal to 
meet the old America in open races, or even the Arrow-Mayflower in- 
cident, for both sides to forget; there are incidents by the dozen in 
the history of the defense of the America's Cup which would look very 
badly to-day in the light, of modern racing usage. As for the present, 
we believe that the standard of fair play and fair sportsmanship is 
quite as high on one sid« of the ocean as the other; in neither case 
perhaps on quite an ideal plane or entirely above the infirmities just 
mentioned. In this respect yachting is quite as advanced, and im- 
proving as rapidly as any other sport, and the general conditions of 
match saiiing, national and international, have never been as fair in 
tbe last five years. 
If there is, however, one detail of the sport which should be nearer 
than all others to tbe ideal of perfect fair play, it the contest for the 
recognized sailing trophy of the world, the America's Cup. For those 
who would debase it to a means of retaliation for a long list of 
grievances, real or imaginary, against England, we have the deepest 
contempt; and they are but little better who seek to retain it by 
means whose unfairness is recognized, under the plea that British 
yachtsmen would do th« same if they held it. The continued posses- 
sion of the Cup under the slightest stigma of unfairness is no credit 
to Americans but a national disgrace; far better that it were lost 
under perfectly fair conditions, even if never regained, through the 
dishonesty of a new holder. It is not enough that the conditions to- 
day are fairer than ever before; it is not alone necessary that half or 
two-thirds of the conditions should be above question; but that eaeb, 
down to the most trivial requirement, should be in accordance with 
the highest standards of yachting usage. 
What these standards are is best understood by referring to the con- 
ditions under which private matches are arranged, by a true mutual 
agreement, between two individual yachtsmen. Each is on a perfect 
equality with the other, free to ask what he pleases for himself and to 
obiect to any demand of his opponent which he may deem unreason- 
able or even disadvantageous to himself. Neither is under obligations 
to the other, neither is placed in the position of asking favors which 
may be refused. If such a basis of agreement is recognized as the 
proper one for a trivial match for "small private stakes, certainly no 
lower standard can suffice for a great international trophy; and yet, 
how different is the position of a British yachtsman who dares to 
challenge for the America's Cup from that which he would occupy in 
arranging for a private match with a fellow yachtsman 1 Under every 
construction of the various deeds of gift, he has been placed in the 
position of a suppliant, compelled to ask favors of the holder, every 
right being denied bim save the final one. of one and later three races 
UDder terms seriously to his disadvantage. 
The position in which each successive challenger has been placed by 
the holder is not only one which no man could occupy and retain his 
self-respect and independence, but it has been made infinitely worse 
by the inevitable cry of "generous concessions," originating with a 
certain set of yachtsmen, and echoed abroad through the press until 
it has been accepted an true by many fair-minded persons. That there 
have at times been veritable concessions made, is true, as in the case 
of the acceptance of a challenge from Galatea in the same year as 
Genesta, 1885; but they are so few as to be notable as exceptions 
beside the rule which denied tbe challenger his rights to a full and fair 
mutual agreement, and compelled him to fight anew each year until a 
few were thrown to him as alms. 
Never was this more clearly shown than in the present case; wise or 
foolish, reasonable or unreasonable, the requests or suggestions of 
Lord Dunraven were no more than he had a perfect right to make, as 
the equal of the holders in coming to a mutual agreement over condi- 
tions. The position which he has been placed in to-day before the 
American public, unacquainted with the customs and usages of yacht- 
ing, is a sorry one— that of a greedy, over-reaching sharper, unmind- 
ful of the kindness and consideration accorded him in the previous 
contest, and intent only on securing further unfair advantage from his 
generous and unsuspicious opponent. 
That this is so is due even less to the desire of the press to cater to 
a discreditable public sentiment, real or imaginary, than to the posi- 
tion in which the challenger has been from the first, and still is 
placed by the holder; a position which under the original deed was 
possible only through a gross misinterpretation of both letter and 
spirit, but which in the new deed is an inevitaole consequence of the 
transposition of the mutual agreement clause from its original im- 
portant position to a mere foot note to the obnoxious dimension 
clause which dictates the essentials of a challenge. A challenge once 
made in the only form in which it can be legally recognized toy the 
club under the new deed — the tardy interpretation of the mutual 
agreement clause being a device so shallow as to belittle the intelli- 
gence of those who have accepted as well as those who made it— the 
challenger Is completely in the power of the holders, compelled to sue 
humbly for what should be his by right, and getting it, if at all, only 
as a favor. 
We look upon Lord Dunraven as a fair and honorable gentleman 
and a good sportsman, auything but the combination of knave and 
hog that he has been pictured by American pens; but at the same 
time we have a very poor opinion of that judgment which bas led him 
to sacrifice his self-respect and to compromise the rights of future 
challengers by thrice insisting on a race under the humiliating con- 
ditions of the new deed of gift. We hope that not only he, but other 
foreign yachtsmen who may be inclined to challenge in the future, 
may now realize fully that their rights to stand as the equals of the 
holders in arranging for a contest; the rights guaranteed to them by 
the owners of the America in 1857, can never be regained as long as 
the new deed is in existence, and they are content to challenge under 
it, directly or indirectly. 
The Dunraven Challenge. 
In addition to the cable message published last week, the committee 
sent the following letter to Lord Dunraven: 
New York, Dec. 11, 1894. 
My Lord: The committee have to acknowledge the receipt of your 
letter of Deo. 1. 
We think It much better to leave all unsettled minor questions 
until you arrive in this country, with the assurance that your views 
will receive every consideration. 
While we cannot consent to racing at Marblehead or Newport, we 
are convinced that you overestimate their advantages. The accessi- 
bility of the starting point, a great convenience, at either of these 
places, would, in our opinion, increase the number of accompanying 
vessels, and neither course would be so clear or free from tides as that 
off New York. 
We much regret that you were not able to earlier announce your 
intention of challenging, so that we could have had ample time to 
arrange terms. You will recollect that the correspondence in 1892 
ended very hurriedly, and can hardly be said to have reached a definite 
and satisfactory conclusion. The committee at that time held that 
the challenge was satisfactory only if explained by your letters, and 
you, though consenting to this for yourself, distinctly disavowed any 
authority from the Squadron to consider your letters as explanatory 
of the challenge. 
For this reason we much regret that the present challenge does not 
state the few necessary primary conditions without reference to pre- 
vious negotiations. The indefioiteness as to the right to use your 
letters in 1892 as explanatory meant uncertainty as to the terms of 
holding the cup if won by you, and this brings us back to the point on 
which you insisted in 1892, namely, that the challenger should limit 
his rights, as a winner, by a previous covenant with the New York 
Yacht Club. 
We cannot but believe that much difficulty will be removed could 
you be persuaded to take our point of view ou this question. We can- 
not understand why, with power to make any agreements desired for 
a, match, a holder of the cup— the Squadron, for example— should ex- 
pect us to covenant that they must do what they can do and what 
to do, and why, after all the correspondence that has taken place, 
there should be any fear, in the absence of such an agreement with us, 
of even appearing to expect, as the party challenged, terms different 
from those under which you challenged, as expressed in your letter of 
Nov. 7, 1892. 
Now, we think that as any challenging club can bind itself in honor 
to all interested parties by announcing what it will or will not exact, 
in the event of winning tbe" cup, we should not be expected to become 
parties to any agreement as to future terms to which our consent is 
m no way requisite. 
We have goue into this subject somewhat at length, as we consider 
that the holding of the cup is fully and liberally provided for in the 
deed and do not consider any additional stipulations proper or per- 
missible. 
We endeavored in the despatch sent you yesterday by cable to 
remove any possible cause for misunderstanding should you win the 
America Cup from us next year, and to express this in the simplest 
and most direct form. 
We have the honor to remain, yours very respectfully, 
James D, Smith, Chairman. 
A meeting of the committee was held on Dec. 12, ex Com. Smith 
being absent through an attack of gout. Only four members were 
prf sent, and nothing was done 
On Dec. 15 the following cable message was received: 
"Canfield, Yacht Club, New York. Cablegram to Dunraven, 10th, 
brought before flag officers. Matter must be submitted to the club. 
If challenge accepted now and representative wins, the Squadron will 
not demand the cup failing a satisfactory agreement as to receipt. 
Please cable.— Grant. 
On the same day, at 3:30 P M., a meeting of the officers of the 
Boyal Yacht Squadron was held at Marlborough Hous*. London, the 
Prince of Wales being present, with Sec'y Grant, Lord Dunraven and 
others. After half an hour, the meeting adjourned without any posi- 
tive action, and nothing will be done until a meeting of the Squadron 
is held, probably on Dec. 20, 
A meeting of the Cup Committee was held on Monday, Dec. 17, to 
consider the cable, received on Dec. 15. 
The following reply was sent: 
New York, Dec. 17, 1894. 
"Secretary Grant, Coioes: 
"As the America's Cup is purely a challenge trophy, and only 
valuable as such, we cannot agree that the Squadron, after having 
won a match for it, may reject the custody of it. 
u By cable of Dec. 10 we agreed to accept challenge ou coudition 
that the Squadron would receipt for Cup on terms of deed without 
conditions. . , , 
"We will wait until Jan. 15 for an official reply from the Squadron 
and fix the first race ten months from the receipt of their answer, 
and will advance date, if possible, later on. 
James D. Ssiith, Chairman." 
MODEL YACHTING. 
two or three years use. Then there is nothing to be done hut to rig 
them up spick and span, and relegate them to a bracket over the door, 
they are only good to look at. 
- In the way of rudders we have used thin sheet lead soldered on to 
a'brass rudder-post, the upper end cut off sq uare, but left long enough 
to go a short distance into the rudder post; the lower end brought to 
a point and working in a hole In a brass plate on the heel of tbe stern- 
post. Three are about all that are needed, one for going close hauled, 
one for reaching and one for going before it. 
The first one is so small that it might almost be considered super- 
fluous, but we have found that it helps greatly to steer a straight 
course, every change in the wind being met by the rudder. 
The second, for running with sheets eased off, should be twice as 
large, and the third nearly twice as large as that, then take your 
model, somebody to row you, and a jack-knife, and try experiments. 
Your rudders, especially the first and secoDd, will probably prove too 
large; this is where the jack-knife comes in. Whittle away at your 
rudder until a few trials will show you that your model will sail quite 
as true a course as the average helmsman can steer. 
Railing before the wind is harder, but with a lead rudder we have 
succeeded in getting a 24-inch (o. a.) cutter with spinaker and gaff- 
topsail set, to sail half a mile steadily; and in one case where the 
hreeze was so strong as to finish by driving her nose under water and 
turning her end for end. * * * 
Amateur Designing. 
V At the last meeting of the American Model Y. C, a class was or" 
ganized to attend a course of lectures on the first principles of yacht 
designing by Mr. F. Nichols, assisted hy Messrs. Gustavo Grahn and 
Herbert Fisher, the object being to induce the members who are not 
conversant with the fascinating art to design their own models on 
paper for building purposes. 
Lead Rudders for Models. 
Editor Forest and Stream: 
I have been reading with great interest Mr. Fisher's articles on 
model yacht building. In my time I have constructed some twenty- 
five of these craft, but never ventured on anything larger than about 
24in and have got no further as a builder than the "bread and butter" 
plan, and that brings me to the seat of my trouble. Will Mr. Fisher 
or some one tell me of a glue ready made (I have tried various receipts 
for home manufacture with unsatisfactory results), which will stand 
use in salt water ? Although well painted and varnished, all the boats 
made by my son or myself invariably begin to open in the seams after. 
YACHT NEWS NOTES. 
At the works of Messrs. Chas. L. Seabury & Co., Nyack, N. Y.i 
three steam yachts are on the stocks, the largest being that already 
mentioned, for F. C. Fowler, of Moodus, Conn. This is a flush decked 
cruising craft of composite construction, 120ft. over all, 97ft. l.w.l, 
16ft. beam, 9ft. depth, and 6ft. 6in. draft. The keel, stem and stern- 
post will be of white oak, the planking of yellow pine, double skin, 
fastened with composition bolts and nuts, the vessel having the usual 
steel frames, keelsons, straps, stringer and bilge plates and deck- 
beams of a composite hull. The deck house, 16ft. long, will be ar- 
ranged as a dining hall, with steering bridge above. The accommo- 
dation is ample and well arranged, saloon, owner's and guests' rooms 
forward, and officers and crew and galley aft. The machinery, for a 
guaranteed speed of 16 miles for three consecutive hours, includes a 
triple expansion engine and patent water-tube boiler, both of the Sea- 
bury type, the sail plan showing a schooner rig. 
The ?econd yacht is of wood throughout, a 14 mile cruising craft, 
with trunk cabin and schooner rig, for a New York owner. She will 
be 65ft. over all, 52ft. l.w.l. , lift, beam, and 4ft. draft, with Seabury 
engines and boiler, the former triple compound. The crew will be 
berthed forward of the pilot house, abaft which is the owner's room, 
with toilet connecting. AV>aft the engines is the galley, with a toilet 
room abreast on starboard side, then the main saloon, with ice and 
wine lockers. 
The third boat, for Dr. W. A. Haskell, of Alton, 111., vice-commo- 
dore of the Illinois Y. C., is a 16 mile craft, of similar construction to 
the second, 60ft. over all, 54ft. l.w.l., Oft. beam and 3ft. draft. In spite 
of the small size, the accommodations for both owner and men will 
he very complete. The yacht will be fitted with electric lights 
throughout, with a search light on the pilot house. The Fowler yacht 
will be ready by June 1, the Haskell yacht by March 1 and the other 
by May of next year. The firm is doing its customary work in all 
departments, hull, engines and boilers. 
The fifth annual meeting of the Douglaston Y. C. was held on Dec. 
4 at the Hotel Brunswick. The following officers were elected: Com , 
C. A Gould, steam yacht Neaira; Vice-Corn., E. N. Doll, &ch. Wind- 
ward; Bear Com,. N. Greenfield, steam yacht Erna; Sec'y, J. B. Hixon; 
Treas., G. A. Corry; Governors— H. D. Bristol and J. H. Taylor. 
' The Yonkers Corinthian Y. C. held its annual meeting on Dec. 6, the 
following officers being elected: Com,, A. J. Prime; Fleet Captain, 
L. Quanchi; Ree. Sec'y. F. A. Rigby; Fin. Sec'y, H. J. Ritchie; Treas., 
A. M. Potter; Meas., W, E. Myers; Chaplain, Rev. W. Prime; Fleet 
Surgeon. Dr. J. C. Bennett; Steward, F. M. Ward; Trustees— H. Skin- 
ner, N. Quick, L. F. McNett, J. B. Odell, A. T. Rose and W. T. Georgen ; 
Regatta Committee— J. Dickson, A. V. Youmans, F. A. Rigby, L. F. 
McNett and A. M. Pearsall; Membership Committee— J. J. Lawrence, 
J. J. Potter, H. Rawctiffe. A. J. Beaudrias and M. W. Hall; Delegates 
to New York Yacht Racing Association— A. J, Prime, B. F, Sutton and 
Edwin Moore, Jr. 
The question of a new and larger club house for the New York 
Y. C. has been under consideration for several years past; and for 
some time past a special committee has been at work on the subject. 
The result of its labors is a recommendation, that will be accepted by 
the club, to the effect that the present house on Madison avenue be 
retained, the lease being extended for five years more, and that it be 
thoroughly remodelled and refitted. This will be done shortly at con- 
siderable cost. 
Flossie, schr., has been sold by Brereton Pratt, of the Philadelphia 
Y. C., to Franklin Beames, of the Brooklyn Y. C. She is a centerboard 
boat, 57ft. l.w.1. and 16ft. beam, built m 1887. 
The Herreshoffs are not so rushed with work at Bristol that they 
could not take an order for a cup defender, yet there is a fair amount 
of work on hand and a prospect of more. There are two steamers 
and three sailing yachts now in hand in the shops, and a moderat e 
force of men at work, which could be largely increased should a rush 
of work come. The largest Bteamer is a 130-footer, for T. R. Hostet- 
ter. She Is of wood, of solid build, and will have triple expansion 
engines and a speed of about 16 miles an hour. The owner's quar- 
ters are forward and there is a comfortable deck saloon over them. 
The yacht steers from the bridge over the saloon. She will be schooner 
rigged and have an electric light plant and and all the latest devices 
for comfort and safety. She is being built in the north shop, is nearly 
planked and could be launched within a month should her place in 
the shop be needed for the building of a Cup defender. The second 
steamer is a 75-footer, for the use of President John B. Herreshoff, of 
the company. She is also of wood, but is of the economical cruiser 
type, of which the company has made a specialty in recent years, and 
is much like last year's Eugenia. She will have a speed of 10 or 11 
miles with great coal endurance for a boat of her size. Owner's quar- 
ters will be forward and galley aft. The yacht is building in the lower 
end of the south shop and could be launched in less time than tbe 
larger steamer. The sailing yachts in hand are the 20-rater for How- 
ard Gould for his British campaign of next season, a 20-rater for par- 
ties in Germany and the 80-footer for George Owen, Jr., for use at 
Marblehead, which was announced a week ago. The 20-raters are 
duplicates, and will be fln-keels of about 45ft. waterline and 60ft. or 
more over all. The frames for these yachts are bent on the moulds 
and will be set up in the south shop ahead of the steamer. The firm 
gives no dimensions or particulars as to build, but the writer feels at 
liberty to say, after a look through the shops that they promise no 
radical departure fromorevious Herreshoff fins, but are good round- 
bodied boats with easy lines and indications of power. The 30 footer 
is in the north shop and is being planked bottom upward, according 
to the usual Herreshoff style in small yachts. She looks to be a little 
narrower than the Handsel and has a round and moderately full mid- 
ship section with a very easy sweep to the lines fore and aft. Her 
overhangs are not extreme and she promises an able boat, with speed 
enough to make the Handsel hustle to retain first honors in the class. 
The yacht is to have a pole-mast rig and good cabin accommodations 
under a low house. She will be ready for the opening of the season. 
Although both President J, B. and designer N. G- Herreshoff say that 
no lines have yet been drawn on a Cup defense order, there is little 
doubt but that the problem of building a faster boat than Vigilant 
has been carefully thought out and that plans and estimates could be 
placed at short notice before any yachtsman or syndicate having the 
building of a defender in mind.— Boston Globe. 
But little is doing at the Boston yards, the alterations to the bows 
of Thetis being completed at Lawleys, and the yacht converted to the 
schooner rig. The firm has also finished a 21ft. knockabout and has 
an order for one of 27ft. The new bow of the steamer Admiral is 
nearly finished, and another steam yacht, Harriet, is out for a new 
stern and pilot house. At Quincy Point, Mclntyre & Kirk have fin- 
ished a knockabout for A. E. Schaaf, and have another in hand. 
Messrs. Waterhouse & Caesebrough have designed a cruising cutter 
of 30ft. l.w.l. for an Eastern owner, a craft 47ft. overall, 8ft. beam 
and 6ft. draft. She will have a small sail plan and good accommoda- 
tion, the interior being rather elaborately fitted up. They are also at 
work on a design for a centerboard knockabout for Mr. Fred Dunne, 
one of the three owners of Alpha in her first season; the yacht to be 
built by Ambrose Martin. The latter builder has now in hand a 2tft. 
centerboard knockabout. Wm. Smith is at work on but one boat, a 
28ft. craft. 
Yampa, schr., lately purchased by Mr. Richard Palmer, is at Law- 
ley's yard where Oapt, Edward Sherlock is fitting her for sea. She 
will sail for the Mediterranean early next month. 
The Illinois Y. C. held its annual meeting ou Nov. 26, the following 
officers being elected: Com., Edgar Ames ; Vice-Corn., Dr . W. A. Has- 
kell; Sec., C. W. Milnor; Treas., J. H. Booth; Executive Com., Messra 
