in ba;tteiied seeiions, last^tied wltjj bfass screws^, 
Ladder — Of mahogany, with three steps, each with 
rubber tread. 
mi;talwork. 
Lead Keel — ^To weigh about I2,ooolbs., to be in one 
casting, soundly and accurately cast to shape and well 
smoothed up; and bolted to hull as described. The lead 
to be fiirnished by builder. 
Rudder-— To be of Tobin bronze, the stock to be aiti. 
diameter, forged On lower end as per drawings; the body 
of two 3-i6in. plates, riveted together at edges and also 
riveted through stock, all rivet holes to be counter- 
sunk. The space between the plates to be filled with 
melted pitch, to keep out all water. A tube of J^in* 
brass, of 2i4in. internal diameter, to be driven tightly 
through floor of cockpit, chock and horn timber; with 
brass plate in floor and brass bushing let into planking at 
lower end, as per drawing. The name Audax to be en- 
graved on plate. A 3in. washer, and a casting for 
wooden tiller, the same to work on ^in. Tobin bronze pin 
through head of rudder stock. 
Chainpiates — Four for main shrouds, of 2in. by ^in. 
steel; four for main runners, of ij^in. by ;^in. steel, 
and two for mizzen shrouds, of ij-ain. by ^/i'm. steel. 
Channels — Of 3-i6in. steel plates, shaped as per draw- 
ings and iianged to fit side of yacht. To have two braces 
of half-round iron, 1^4'"- by H'm., riveted across top of 
channel, the outboard end of each to go through chain- 
plate and be riveted up. 
Gammon Iron — Of steel, 2in. by Vsin., securely bolted 
to stem head. 
Traveler — One for main sheet, of ^.in. steel, 'securely 
fastened to beam. 
Davits — One pair of Mumm's patent davits, for yawl 
4ft. 2in. beam. 
All iron and steel to be of best quality, and neatly 
galvanized. 
BRASSWORK. 
Fittings for rudder, as specified, two leading chocks on 
bow, one for ^in. chain, two on taffrail, eyebolts and 
leaders for jib shets, screw deck plates for pump and 
water tank, fittings for skylight, hinges, hasp and lock for 
main companion and fore hatch, brass sockets for mast 
bitts and brass caps for main, mast and quarter bitts, six 
in all. Six hinged side lights for cabin trunk. Two bob- 
stay plates for stem. 
PLUMBING. 
Water Closet — One small size water closet to be fitted 
to starboard, with all connections and sea cocks. One 
small wash basin with waste pipe connected to closet. 
Pump — One single-barrel copper yacht's pump, 2j4in. 
diameter, with ij|in. suction pipe to well ; galvanized 
iron spear and brass screw plate in deck. 
Scuppers— Of lin. lead pipe, fitted in cockpit floor, one 
on each side; to drain below waterline. 
Water Tank — As large as space will permit, under 
cockpit, with filling pipe and screw plate in deck, and pipe 
to forecastle. 
Pump — Small house pump for fresh water to be fitted 
in forecastle. 
SPARS. 
Bowsprit — Of spruce, sin. diameter at gammon, 4%'^. 
at cranse and 15ft. long. All other spars to be furnished 
by owner; mast steps to be fitted for masts as furnished. 
MISCELLANEOUS. 
Limbers and Pump Well — Suitable limber holes to be 
cut in all knees and floors to lead to pump well. All 
small spaces between garboards and deadwood or keel 
to be filled flush with pitch, to lead all water to well. 
Tiller— Uf locust, fitted to brass yoke on rudder head ; 
carving on fore end as per drawings. 
Side Ladder — Of mahogany, with brass hook arms and 
rubber on steps. 
Boom Crotch — Of oak, as per drawings. 
Mast Bitts — Of locust, with brass sockets in deck and 
brass caps. 
Capstan — To be provided by owner and fitted by builder. 
Anchors, chains and all riggings to be provided by 
owner. 
CAULKING AND PAYING. 
All seams of planking to be properly caulked with 
cotton, run with paint and payed with putty,' All seams 
of deck to be carefully caulkfed with cotton, using no oil 
nor grease on iron; and run with Jeffries' Marine Glue, 
according to directions furnished by maker. All nail 
and screw holes about deck to be filled with wooden 
plugs set in varnish; all other fastenings to have putty 
stops. 
PAINTING. 
Inside, below floor, to be painted with one coat of red 
lead and oil. 
Bottom — To have two priming coats of red lead and 
oil, and one finishing coat of Ratj hen's Composition, 
smoothly applied. . 
Topsides— Up to rail, to have two priming coats, the 
first of red lead, both well rubbed down, and one finishing 
coat of best black, no oil to be used. 
Varnishing — The rail, planksheer, cabin trunk, cock- 
pit and alj deckwork except planks to. have three coats of 
best spar composition, each coat being thoroughly dry 
before the next is laid on. The interior of cabin to have 
one coat of wood filler and two coats of best varnish. _ 
Carving and Gilding — A %'m. cove to be run in topside, 
with carved scrolls at bow and stern, all laid in best gold 
leaf. The name aud port to be placed on stern in brass 
letters 3in. long, neatly gilded in best gold leaf. 
SEPARATE SPECIFICATIONS FOR INTERIOR WORK. 
Forecastle — Bulkhead of clear yellow pine, 3in. wide, 
matched with edges chamfered ; with door of same open- 
ing on port side and finished to appear when shut as part 
of bulkhead. Stout brass hinges and brass spring catch 
to be fitted on forecastle side, and sunk flat brass bolt 
on after side. The forecastle to be fitted with plain 
pine locker, painted. 
Toilet Room and Pantrv— A second bulkhead to be 
built 2ft. abaft the first, with opening 2ft, 6in. wide, for 
curtain. A refrigerator, provided by owner, to be fitted 
by builder on port side. The starboard side to be fitted 
with yacht W. C, as provided, and wash ba,sin, with 
seat, step and casing of yellow pine. 
Stateroom — To have a berth on each side, 2ft. 6in. 
high and 6ft. 6in, long, with 2ft, 6in. space between 
fronts. Two large firawprs utidef each befth, with ffoilts 
nf ash, oak or mahogany. Half bulkhead at head of each 
berth, finished with pilasters and rail. All finish of berths 
and bulkheads to be of yellow pine. 
Saloon — To be 7ft. 6in. long, with sofa locker on 
each side, 2ft. 6in. between fronts at fore end, narrow- 
ing to 2ft. aft. Front of lockers to be staved with yellow 
pine, edges chamfered, with ledge 2in. high. The back 
of each locker to be staved up for a height of about I2in., 
as per drawings, with cap on staving. After bulkhead of 
yellow pine, with door on each side to locker at side of 
cockpit ; these doors to have open lattice fronts of pine 
lin. wide and J^in. thick. Doors to have brass hinges and 
spring latches. 
Ceiling — From forecastle bulkhead to after end of 
saloon, the space above lockers to be ceiled with ^^i■n. 
cedar, finished smooth to receiVe lincrusta. Interior, ex- 
cept forecastle lockers, to be finished in varnish, as 
provided. 
George L. Watson. 
We are indebted to the Scottish Field for the following 
interesting biographical notice of Mr. George L. Watson, 
the. noted yacht designer, who is quite as well known on 
this side as at home. We regret that it is impossible to 
reproduce the portrait accompanying the article : 
Distant Shore, by Hermit, out of Land's End, by 
Trumpeter, oirt of Far Away, by Young Melbourne, is 
the name of the beautiful mare Avhich was bred by Her 
Majesty the Queen, at Bushey Park, in 1880, and became 
the founder of the celebrated Hardwick Hall stud of Mr. 
C. D. Rose. In a few days it will be the name of Mr. 
Rose's new cutter yacht to be launched at Meadowside, 
Partick. Whether the newest of Watson's designs will 
bring as much success as the grand dam of Cyleene, one 
of the best race horses in training, and whose dam was 
Distant Shore's daughter, Orcadia, by Isonomy, remains 
to be seen; but Meadowside and Watson and winning 
yachts have now been closely associated since the year 
1875. 
Dr. Watson, the designer's father, was well known in 
Glasgow in his day, not only as a skillful practitioner, 
but a scholar possessing rich literary tastes and sym- 
pathies, and numbering among his friends Thackeray 
and that genial editor of Punch, Shirley Brookes. His 
mother, Miss Burstall, was a daughter of Mr. Timothy 
Burstall, an inventor of considerable note, and rival of 
George Stephenson of "Rocket" renown. On Dr. Wat- 
son's death, which sad event took place when the family 
were very young, Mrs. Watson, who is still alive and 
well, took up her residence in London, Mr. G. L., who 
had developed considerably the tastes of his maternal 
grandfather, and had determined on a career in the ship- 
building line, remaining in Glasgow. His brother, Mr. 
T. Malcolm Watson, had ideas the other way, preferring 
to draw houses to drawing ships; and his work as a 
dramatist is well remembered by those who used to enjoy 
so well the old German Reed entertainment and Corney 
Grain's songs. 
Mr. Watson entered the practical work of life in the 
then fanious yard of R. Napier & Son, of Govan and 
Lancefield, as a draftsman, in the year 1867, he theii being 
sixteen years old, having come into the world with the 
America Cup in 1851. The head of Napier's yard was 
then Mr. Pearce, from Chatham, formerly alluded to as 
"Billy Pearce," subsequently to be known to posterity as 
Sir William Pearce, Baronet, of Fairfield, and the great- 
est shipbuilder of the nineteenth century. His fight to 
cut down the transatlantic records from seven and a 
half days to five and a half days, and to reduce the 
Australian and Eastern passages in equal proportion, is 
practically the romantic portion of the history of modern 
steam navigation. When many have been calling out 
about the late arrivals of transports they should think 
that but for Pearce, of Fairfield, who shortened Cape 
voyages five days, some of our troops would not yet be in 
Durban. It is to be regretted that he did not live to see 
Fairfield's greatest triumph, Kildonan Castle. 
On leaving Napier's yard, where his training was of the 
most practical character, Mr. Watson went to Messrs. A. & 
J. Inglis, and it was there he first began to develop his ideas 
on yacht building. Mr. John Inglis was then an en- 
thusiastic yachtsman, and Mr. Watson candidly acknowl- 
edges to many little things he learned in yacht designing 
at Pointhouse. In 1871 he designed his first yacht, the 
little rambowed, shallow-bodied Peg Woffington, on lines 
which were thought conducive to speed; but in this he 
was disappointed, and it was not till four years afterward 
(187s) that he produced the 5-tonner Clotilde for an 
Irish gentleman. This little craft, broken up at Kings- 
town but the other day, was the harbinger of his reputa- 
tion. She was, to put it mildly, very considerably 
"rockered," and her appearance on the stocks recalled the 
anecdote in pre-historic Clyde yacht racing when a young 
Viking explorer was informed by his Norse king that he 
might have all the land he could circumnavigate south of 
Crinan Bay. Discovering when storm-stayed in West 
Tarbet, the narrow neck of land which separates Loch 
Fyne from the Atlantic, that astute Norseman went home, 
remained quiet, stowed away a set of wheels, and by the 
aid of his primitive patent shp— the Campbells having not 
come then— added Cantyre to the contents of his plate- 
locker. Notwithstanding all this criticism when Clotilde 
came out late in the season at Millport regatta in a stiff 
breeze and lumpy sea, carrying a whole mainsail against 
the then invincible Fairlie s-tonner Pearl, which had to 
single-reef, she beat the latter handsomely. As she was 
built to Dublin Bay measurement, an objection to her as 
being half a ton in excess was sustained. Her designer 
and friends had, however, tasted the sweets of victory, 
and wished for more. "La Keel la Mortis, doun gangs 
anither keel" is the motto of Clyde shipbuilders, and the 
keel of Clotilde's successor was laid in the corner of 
Meadowside yard not far from the cradle of Distant 
Shore. The three owners, Mr. John Laurence, Mr. J. B. 
Hilliard, and her designer, with the assistance of two 
carpenters, put her together in such a tough fashion as to 
make growl the men who picked her to pieces two years 
ago. Round-bodied, with a big sectional area, and a keel 
of outside lead, Vril proved herself the best 5-tonner on 
Clyde of her vear, though William Fife, Jr., in his first 
essays, Camellia and Clio, supplied tough opponents, get- 
ting' races in their own weather. Vril was considered to 
be pmtiy big m hef saiLspread for a then s-toiiner, and 
the writer, who took the place of third man with Messrs. 
Laurence and Hilliard, in the absence of her designer, in 
the three-handed Royal Clyde Corinthian match coming 
across Loch Long, thought she was a pretty good handful 
for five. Still with spinaker over her nose, we drew the 
winning gun. After the successes of Vril came the long 
unbroken line of Verve, Quiraing, Madge and Verve 11. 
of lo-tonners, with the famous steel first-class cutter 
Vanduara. May, Marjorie, Yarana, Thistle, with three 
Valkyries, not to speak of His Royal Highness the Prince 
of Wales' Britannia, have followed, and but a month 
or two ago Mr. Watson received from one of the 
staunchest supporters of the pastime we have, the Kaiser 
himself, one of the kindest messages relative to the victory 
of Meteor as a yawl, accompanied by a bronze bust of her 
Imperial owner. Distant Shore, the latest of Mr. Wat- 
son's triumphs, will not challenge iof the America Cup, 
being much smaller than the class of boats engaged in 
that seemingly endless enterprise. In regard to a fourth 
Watson representative for this contest, it seems unlikely 
that such will be seen under a racing flag for some time 
at least, as the designing, building, and preparing of such 
a vessel involves such exclusive attention as to preclude 
all other work, and as Mr, Watson had generally a fair 
share of this on hand for other clients, one or other 
would have to be neglected. In regard to this, we note 
from that treasury of useful yachting knowledge Lloyd's 
Green Book, that Mr. Watson has, in the twenty-five 
years he has been in business, designed some 32,000 tons 
of yachts, steam and sailing, representing probably a cash 
value of something like three-quarters of a million — a 
very respectable addition to the value of our pleasure 
navJ^ 
As is well known, Mr. Watson believes in building 
boats which are smart in turning to windward, the wind- 
ward road being the long road and the hard road of sail- 
ing. The idea is very old in yachting, as may be gathered 
from the following, from the Edinburgh Advertiser, Sept. 
28, 1773: 
"Yesterday the Earl of Ferrers, Admiral of the Fleet, 
arrived in his yacht after a cruise of about three weeks, 
which he took in order to make a trial of his new 
method of constructing ships. We are informed that 
nothing that ever was built answered all purposes so well, 
as not only is she a surprising fast vessel, but carries her 
sail remarkably well, and has every good quality a vessel 
can possibly have in the utmost perfection, more particu- 
larly in a heavy head sea. 'What,' says our correspondent, 
'is very extraordinary in this vessel is that in turning up 
to windward from the Downs to Blackwell (where she 
arrived on Sunday evening) she beat every vessel between 
three or four miles an hour right in the wind's eye, 
though there were at last 100 sail of vessels of different 
sorts coming up the river.' " 
In regard to steam yachts, Mr. Watson has built many 
of the largest, finest and fastest afloat, the largest of these 
for American clients, comprising the Nahama, for the 
late Mr. Robert Goelet; the Mayflower for his brother, 
the late Ogden Goelet; Varuna, of 1,500 tons, for Mr. 
Eugene Higgins, and Margarita, 1,350 tons, for Mr. A. 
J. Drexel. The largest of all is' now building in Denny's 
yard, Dumbarton, for that noted international yachtsman, 
Mr. James Gordon Bennett, of the New York Herald, and 
will be launched about raid-summer. She presents some 
striking peculiarities when compared with the boats men- 
tioned, embodying, as she does, some of her owner's own 
particular notions — has a straight stem with mast just aft 
of a huge funnel, is turtle-decked forward with poop aft. 
The Denny workmanship considered, she will be a mag- 
nificent vessel, and will steam eighteen and a half knots. 
Of the yacht owners and yachtsmen associated with 
Mr. Watson in his early days, that genial old gentleman, 
Mr. John Clark, of Vanduara and Wendur, has been dead 
for some years ; but Mr. James Coats, of Madge and 
Marjorie, is still sailing as usual with Duncan as skipper, 
now in the Gleniffer schooner, the largest sailing yacht 
afloat. Mr. WylHe, of 'the first Verve, sails Verve VI. 
with all the verve of Verve I. The Allan Brothers, owners 
of the three famous 5-tonners, Nora, Doris and Dora, 
have gone into steam. Mr. Hilliard steers commodore 
ships on regatta days, and tells old yachting yarns with a 
briny flavor. Mr. John Laurence is chief Lloyd Sur- 
veyor at Sunderland, a position his father before him had 
for many years, and Mr. Inglis, the designer of Hilda, 
Blanche and Moira, seems to be seeking material for 
another yachtsman's holiday in steering that hitherto 
difiicult ship the North British Railway. 
ROCKWOOD. 
The Eastern Y* C. Challenge Cttp. 
The final conditions of the new Eastern Y. C. challenge 
cup for the 51ft. class have been published, practically as 
given some time since in the Forest and Stream, and 
the cup will be ready for competition in the coming 
season. The Seawanhaka Corinthian Y. C. has sent out 
to its members the conditions of the cup, accompanied by 
the following circular: 
The attention of members is invited to the accompany- 
ing circular, issued by the Eastern Y. C, of Boston, an- 
nouncing the conditions to govern races for the Eastern 
challenge cup, which has been established by that club as 
a perpetual challenge cup, for competition between the 
New York, Seawanhaka Corinthian, Larchtnont, Atlantic 
and Eastern yacht clubs. 
It will be observed that the intention is to promote 
the development of yachts of moderate dimensions and 
cost, which, while possessing high speed, will also be 
useful for other than mere racing purposes. It seems to 
us that the objects for which this cup has been established 
deserve every encouragement from our club, and that 
competition for it will furnish one of the most interesting 
events of the yachting season. 
If any member or members desire to build a chal- 
lenger we shall be very glad to arrange for the issuance^ 
of a challenge by the club, and to co-operate in arranging' 
the terms of the contest, and to render any other assist- 
ance in our power. 
Race Committee, S. C. Y. C. 
By C. A. Sherman, Sec'y. 
New York, DecJT^ 
The Forest and Stream is put to press each week on Tuesday. 
Correspondence intended for publication should reach us at the 
latest hj Mondax and ai.much earlier «■ practic«U«. . ^, 
