go racing through the ruj-h ot evESrvaryitig aes, wei'^his, 
taking that abroad, and through the ngxt. with =sGuppet-s^ 
awash, hanging on with your eyelids, the wind whistHng 
and shrieking through the gear above! 
It was a grand day, aiid as the force of the storm 
gradually lessened we kept Vivia running up and down the 
bay, till the worst was over, and then clearing up the 
tangle of gear and coiling down, when all was in hand 
keeping hard away, we rounded the buoy oil Town Club, 
and for the first time had a chance to see what had been 
the result to others. 
From the big schooner Oriole down, every boat under 
canvas had doused everything, with the exception of 
Beaver, with Mr. Jarvis at the stick. He hove to till the 
worst was over, and under scandalized mainsail took his 
anchorage at the Royal Canadian Y. C. Monita, TorontO) 
Merrj'thought and many more also sustained more or 
less damage. The number of craft upset were many, and 
so fierce was the storm that one poor fellow was carried 
bodily off the end of the waterworks dockland drowned. 
We continued the race, and after having a pretty rough 
time of it in the heavy sea running out in the lake, finished 
in due course. 
Vivia was none the worse, and we felt pardonably proud 
of our tight little ship. Geo. E. Macrae. 
Toronto, Nov. 28. 
A Long Cruise. 
The small power craft driven by some fprm of naphtha 
engine is to-day so much of a necessity that it is difficult 
to say which of its many forms is the most useful. In its 
original form, of a power tender for yachts in place of 
the rowing cutter and gig, it has proved almost invaluable 
to yachtsmen, and has permitted the general use of deep 
draft yachts. As a pleasure boat, the open naphtha launch 
has made its way to all inland and coast waters, and has 
brought in many new converts to yachting. One of the 
greatest boons it has brought to yachting is the small 
cabin cruiser, with its cheap fuel and limited attendance 
in the form of skilled labor as compared with steam. 
There is hardly a limit to the cruising which may be done 
in American waters at a small expense in a properly de- 
signed naphtha yacht. The following account of a cruise 
is from the St. Louis Globe-Democrat: 
A trim and well-equipped yacht came down the river 
yesterday forenoon and moored at the foot of Carr street. 
She attracted little attention imtil it was learned that she 
was making a remarkable voyage. The craft belongs to 
Charles G. Burgoyne, of New York, a member of the 
.Halifax River Y. C., of Florida. The trip is remarkable, 
not only on account of its length, but on on account of 
the extreme points that the j^acht has reached, or will 
reach, in the American waters. The little craft, which is 
named Sweetheart, is Soft, long, 15ft. beam, and .is a twin- 
screw propeller, the motive power being two gasoline 
engines. She is of light draft, but is powerfully built, 
with a close cabin. 
But two passengers are on the boat, Mr. Burgoyne and 
his wife, who are making the voyage entirely for their own 
amusement and delectation. The crew consists of four 
persons, the captain, a sailor, engineer and cook. 
The party left Dayton, Fla., May 4 last, and sailed up 
the Atlantic coast, sometimes inside and at other times 
outside of the numerous islands that line the coast, until 
New York was reached. There they stopped for a short 
time, after which they proceeded up the Hudson River to 
Troy, thence by the Erie Canal to and through Lake 
Ontario and down the St. Lawrence River to Tadousac. 
From that point the party proceeded up the Saguenay 
River to Chicoutimi, the head of the navigation in the 
stream, and the extreme northern point reached by boat 
in the St. Lawrence basin. 
From that point they returned to Richelieu, Canada, 
the mouth of the Sorel River, the outlet of- Lake Cham- 
plain. Here another side tour was made up the Sorel 
River into Lake Champlain and back again to the St. 
Lawrence River. The trip was then made up the St. 
Lawrence, through Lake Ontario, the Welland Canal, I 
Lake Erie, the Detroit River, Lake St. Clair, Lake Huron 
and Lake Michigan to Chicago. From Chicago the party 
proceeded through the Illinois and Michigan Canal to La 
Salle, thence down the Illinois River to Grafton, and on 
to this city. The tourists will- remain here for a few 
days and they will then proceed on to New Orleans, and 
thence along the Gulf coast to Key West, Fla., along the 
eastern coast of Florida 400 miles to Dayton, the starting 
point. • , , J 
No serious accident lias occurred to the little boat dur- 
ing the voyage, but a number of little mishaps have de- 
layed the progress of the tourists at various points. The 
craft was blown ashore in Indian River, Fla., where she 
remained about three days, when she was put back into 
the river and proceeded on the way undamaged by the ex- 
perience. Mr. Burgovne said the trip had been a delight- 
ful one and he expected to make it again next year,_but 
that he was in favor of going the other way next time. 
He proposes to ascend the Mississippi River in the spring, 
<=;pend the summer on the Northern lakes, and then sail 
down the Atlantic coast in the fall. The party is enjoying 
the best of health. They expect to reach Dayton in about 
a month. 
Capt. George Tompkins, of the gasoline yacht Bonnie, 
who reached his home at Marcus Hook on Nov. 27, gives 
a graphic account of the burning of the craft on Saturday, 
near Baltimore, and his thrilling escape. The Bonnie was 
owned by James Austin, of Lansdowne, and had been on a 
five weeks' cruise along the South Carolina coast. The 
captain was bringing her home. Near Baltimore the 
yacht put in at the Columbia Iron Works for repairs, as 
the result of a break-down, and then started out again. 
At North Point the gasoline ignited, and the flames spread 
so rapidly that efforts to get assistance proved unavailing. 
The Bonnie burned to the water's edge and sank. A tug 
arrived in time to rescue Capt. Tompkins, who was taken 
to Baltimore. The Bonnie was 45ft. long, and was at- 
tached to the Corinthian Y. C. fleet. She earned a large 
quantity of ammunition and sporting paraphernalia, 
which were destroyed. The captain was forced to leave 
the yacht, after vainly attempting to fight the flames, for 
fear of an explosion.— Philadelphia Record. 
PORegt AND STHfiAM. 
few York Ct C. One -Design Class* 
As a natural consequence of its location directly ad* 
jacent to the Lower Bay, of its large membership, *and the 
development of the sailing canoe into an extreme racing 
machine, the New York Canoe Club has of late years 
gathered a large fleet of single-handers and small yachts. 
The type of canoe in use in the early years of the club, 
able in model, staunch in construction, and better fitted 
than any other craft of its size for work about New 
York Harbor, the Kill von Kull, Raritan Bay and the 
Shrewsbury, has been exterminated by the bath-tub racing 
machine, and this latter craft has so little to recommend 
it to any but the few racing enthusiasts that the majority 
of old canoeists have been forced to seek craft which are 
in no sense canoes. It was this demand for a craft of 
sufficient size and power for the Lower Bay, and yet 
suitable for the requirements of an old canoeist, which 
produced the successful La Gloria, still owned in the club. 
Several attempts have been made by the club to establish 
a one-design class of small yachts, 15- footers or something 
similar, which would prove popular for the club members, 
the requirements being primarily a boat of light draft, 
able enough for rough water, as in cruising across the 
Lower Bay and up the Shrewsbury, and fast enough for 
class racing. These experiments in several classes of the 
scow type have not proved successful. 
For several years past Mr. C. B. Vaux, one of the oldest 
members of the .club and of the A. C. A., has owned a 
small sloop, Eileen, designed by Wm. H. Hand, Jr., of 
New Bedford, and has used her constantly about Graves- 
end Bay and the Lower Bay, as well as for longer cruises 
on Long Island Sound. This boat has proved so satisfac- 
tory in every way that Mr. Hand has been called on to 
build a new one-design class from the same design, with 
such alterations as experience has suggested. 
Ihe new^ boats, whose lines and sail plan are here given, 
are intended for single-handers, to be easily handled by 
one man, and to give accommodation for two or three on 
short cruises. Owing to the shoal water at places in 
Gravesend Bay and up the Shrewsbury, in Great Kills and 
other nearby cruising waters, the draft has been kept 
down by the use of a centerboard. but this houses in the 
keel so as to leave the cabin clear of a trunk. The model 
itself is eminently able and seaworthy, with easy lines 
below that promise fair speed. With the iron keel it is 
practically non-capsizable. 
In the heavy fall gale of 1898 Eileen, at her moorings 
off the club house, struck on an old anchor at low water 
and with a heavy sea running, and her whole bottom was 
pounded in. She had, however, an air tank in each end 
which kept her afloat with decks just awash for over a 
day, until the gale moderated and she could be towed 
ashore. The new boats will have similar air tanks, of 
galvanized iron, of a capacity ample to float the iron 
keel. 
While in so small a yacht the headroom is necessarily 
limited, the cabin has plenty of length and breadth, and 
to a man who began his cruising by sleeping below decks 
in a Rob Roy canoe and later found ample room in a 
canoe-tent pitched between the masts of a 16 by 30 canoe, 
the question of room appears very different from what it 
would if he had begun in a keel cutter. The cabin will 
be dry, snug and cozy, all that can be expected in so 
small a yacht. 
The construction calls for a plank keel 2^/2 by 8^in. 
amidships, tapering into a stem and sternpost, each 2^ by 
4in., all of white oak. The frames are i by lin., steamed 
oak, spaced I2in., with bent oak floors of the same size, 
each 3ft. long, across the keel forward and aft. This 
method has been much used about Buzzard's Bay, and has 
proved very satisfactory, being strong, light and durable. 
Over the iron keel the floors are sawn from 2^in. oak 
plank, six in number, the keel bolts, of ^in. iron, passing 
through the floors and being set up with nuts over heavy 
washers. The deck beams are sawn from oak plank, the 
main beams, at partners, fore end of house and after end 
of cockpit, being i}i by i-)4in., the others sided lin. and 
moulded ij^'m-, all spaced I2in. 
The clamps are of oak in single lengthSj 2 by 1^4 amid- 
ships, tapering to by lyi at the ends. The bilge 
stringers, of yellow pine, by i^, run in single lengths 
from the stem to the transom. 
The planking is of white pine, which the builders have 
found more satisfactory than cedar, finished 5^in. thick. 
The deck is also of -^-sin. pine, covered with canvas laid 
in shellac. The sides of house and cockpit are of ^in. 
quartered oak, the cabin roof being of canvased pine, like 
the deck. The floors of cabin and cockpit, the seats in 
cockpit and the cabin bulkhead are of cypress, bright 
finished, and the cabin doors are quartered oak with 
cypress panels. The centerboard pennant enters the cock- 
pit through a galvanized iron pipe. The yacht steers with 
a tiller. 
Length — 
Over all 28ft. 
L.W.L i8ft. 
Beam, extreme 8ft. 
Draft- 
Hull 2ft. 7in. 
With board 5ft. 6in. 
Displacement 4,30olbs. 
Keel, iron i,36slbs. 
Mainsail 358 sq. ft. 
Jib 71 sq. ft. 
Total 429 sq. ft. 
0 
Sit Thomas Lipton's Impressions* 
The current number of the North American Review 
contains an article by Sir Thomas Lipton. entitled "After 
the Yacht Race." in which he writes as follows : 
"I went to America with high hopes of winning the 
Cup. and with the expectation of a friendly reception. 
My hopes have been disappointed, but my expectations 
have been far exceeded. Never can I forget the thousand 
and one acts of good will shown me during my stay in 
American waters, nor tlie multitude of friendlv faces that 
watched my departure from her shores. I did not win 
the Cup, but I did secure a much better token— that of 
the abiding brotherhood o£ our two peoples. 
"tt was ttty good iomihs^Ab bs preseiit: at ihti \veltoms 
git-en to Admiral Dewey, and to" have a place in that 
wonderful procession, for which the two jubilee proces- 
sions in London had only partially prepared me, so that I 
had before me this great object lesson of America's fervent 
patriotism and of America's generosity of good feeling 
toward myself as the representative of another country, 
It was impossible not to be impressed by the one senti- 
ment and the other, and doubly so by their existence m 
harmony together. 
".Shamrock bore her name with a purpose, yet she had 
no warmer wishers for her success in Ireland than she had 
in England, in Scotland or in Wales. She had the col- 
onies, too, to wish her good luck. She rode/triumphantly 
over any seas dividing our own peoples ; she gave us 
solidarity at home. Perhaps the uses of the race did not 
end wholly with this agreeable example of unity between 
the three kingdoms, or with the amity it exhibited between 
England and America. If the Book of Job had to be 
written again, a windless day oflf Sandy Hook, while two 
yachts were waiting to pit against each other their vast 
expanse of sail, might serve the purpose of the allegoiy. 
That was a school of patience in which it is something 
to have graduated, as did we who planned the race, and 
as did those who assembled to see it. 
'T have really nothing to add. except one more most 
grateful acknowledgment of all the pleasure and in- 
struction I derived from the whole episode — a pleasure 
with so many ramifications than the failure to lift the 
coveted Cup seemed hardly to diminish it." 
YACHTING NEWS NOTES. 
Capt. Cornelius Witworth McKay, the veteran yachting 
reporter, of New York, died in that city on Dec, i at the 
age of sixty-six. He was born in New York, but grew up 
in the Boston shipyard of his father, Donald McKay, the 
famous builder of clipper ships. He was educated as a 
naval architect, studying for a time in Europe, and he 
was engaged in shipbuilding and also followed the sea as a 
ship master. . About twenty years ago he, with the late 
Capt. Coffin, was noted as a yachting reporter for the New- 
York daily papers, his technical knowledge of naval archi- 
tecture and seamanship qualifying him for this work. 
From 1889 to 1893 he was an inspector of vessels at the 
port of New York. He was a man of magnificent physical 
proportions, attractive manners and a ready writer on all 
nautical topics. 
Read Bros., of Fall River, have in hand an auxiliary 
schooner for Rear-Com. A. Homer Skinner, Rhode Island 
Y. C, to replace the sloop Ramallah. The new boat will 
be 57ft. over all, 40ft. l.w.l., 14ft. beam and 6ft. draft, with 
two gasoline motors of 8 H. P. each, located amidships. 
There will be a main cabin loft. long and two staterooms, 
the headroom being 6ft. sin. The sail area will be about 
1,800 sq. ft. 
Pirate, knockabout, designed arid raced by Mr. B. B. 
Crowninshield with much success during the season, has 
been sold to R. C. Robbins. 
The big slrip house of Piepgrass Lord, City Island, is 
one of the best places about New York for laying up small 
yachts, and many are now stored there. Most of the 
special 30-footers are there, with Slirimp, Dipper, Robin 
Hood, Walri, and a handsome little single-hand cutter 
built in Sweden last year. In the yard outside are Clara, 
Norota, Banshee, Amorita, Circe and other yachts. 
While coming up the Narrows on the way to her anchor- 
age off Bay Ridge on Nov. 25 afternoon, the 60ft. schooner 
yacht Princess Anne came into collision with the steam 
dredge Vulcan. The bow of the heavy dredge struck 
the yacht on the starboard side, staving a large hole in 
her and severely injuring two of her crew who were in 
the forecastle. They were Jan Irvesen, thirty-one years 
old, a sailor, of 923 Atlantic avenue, Brooklyn, whose leg 
was broken, and Hans Hildebrand, twenty-seven years 
,old, the cook, who lives at 192 East Fifty-first street, this 
city. Hildebrand's right wrist was broken and he received 
injuries to the spine. The yacht is owned by Harry B. 
Price, a broker of this city, and had been out for a 
sail to Sandy Hook with a party of about a dozen of Mr. 
Price's friends. The Vulcan was bound for Coney Island 
Creek in tow of the tug Matthew Warren. The crash 
occurred right off the Government dock at Fort Hamilton, 
where' there is a particularly strong current at certain 
phases of the tide. The injured men were at once taken 
ashore in a small boat, and after receiving first aid from 
Dr. Earl H. Wayne, were sent to their homes in carriages. 
Princess Anne was found to be leaking badly, and was 
towed to Bay Ridge and placed in a dry dock there to save 
her from sinking. It will cost about $2,400 to repair the 
damages to the vessel, the value of which is estimated at 
$10,000. — New York Times. 
Two men and a boy were hurt on the afternoon of Nov. 
26 in a collision in Gravesend Bay, off Fort Hamilton, 
between the soft, sloop yacht Geraldine, owned and com- 
manded by Edward B. Steele, of New Rochelle, and the 
fishing schooner Eliza B. Storer. The heavy tide carried 
the boats near each other, and before the accident could 
be avoided the Storer's bow crushed into the starboard 
side of the sloop. The top running gear of the latter was 
torn away and fell to the deck. The bowsprit of the 
Storer struck two of the seamen on the yacht, Hans 
Pabst and Frederick Keller. Keller's right wrist was 
broken and Pabst had a cut, 7in. long, on the top of his 
head besides a broken nose. Alfred Ginning, seventeen 
years old, mess boy on Geraldine. was in the cabin of tlie 
yacht at the time of the accident and was thrown to the 
floor. He received a severe contusion of the base of the 
spine and was partly paralyzed. — New York Sun. 
Mr. Will Fife. Jr., at latest reports had by no mear. 
recovered from his illness, though much better and ab' ■ 
to sit up each day. Shamrock will lie at moorings in the 
Garelock through the winter. 
NOTICE. 
The New York Clearing House has adopted new regulati'm? 
governing the collection of checks and drafts on banks outsidt- ••• 
the city. This entails a collection expense on those who recei' <- 
such checks. Our patrons are requested, therefore, in ma}i<<'d 
their remittances to send postal or express money order, posra^— 
stamps, or check or draft os a N^w York city banh- or other New 
York cwTMt taMft 
I 
