Oct. ^S, 1902;] 
FOREST AND STREAM. 
SATANELLA. 
Photo by N. L. Stebbins, Boston. 
and this being agreeable, we altered our course and ran 
across the Sound to pick up the light. A confusing 
error in the Coast Pilot, which said the light was a light 
flashing every go seconds, was the last straw for the 
Owner. Picking up the light it flashed every 18, and it 
was some minutes before the Skipper had convinced 
h'mself that it was a typographical error. A tug boat 
appeared out of the darkness on our port quarter, and 
in a moment the Owner had the fog horn out blowing 
as hard as he could blow; he also got a flag on the awn- 
ing pole, which he made the Crew wave — this in addi- 
tion to cat calls, which were calculated to wake the 
dead, whisfling, hallooing, etc., was more than tlis Skip- 
per could stand for; and he read the riot act there and 
then. If the Owner got that tug, he wou'd quit, go 
home and he and the Crew could finish the cruise them- 
selves; there was no danger that such an exhibition 
was hardly to be expected from a man; the boat was 
sound, gear all O. K. The Crew was rather puzzled 
whether to keep waving the flag or not, but as the 
Owner stopped the fog horn, he, too, desisted, and once 
more quietness reigned supreme for the Skipper's out- 
break of temper. It would be interesting to have the 
Owner's description of that night: '"Waves, mountains 
high; wind, 60 miles an hour; didn't know where we 
were going (a rub at the Skipper)"; the truth, wind 
about 18 miles, moderately .steady, short, broken sea. 
The Skipper had been out in open sandbaggers years 
ago in as bad weather. Considering that it was the 
Owner's third season yachting he really behaved very 
well. By this time we were almost on top of Faulkner's 
Island, and the Skipper found that the compass was off 
quite a good deal. Having run by the light, steering 
iJ.J4E. should have brought us clear of the buoy that 
marks the end of the reef, but we were inside, when 
the sound of the breakers were heard and the Crew 
forward shouted breakers ahead. We jibed her over, 
ran back, and stood as close as we dared. It was quick 
work. By great good fortune the Skipper discovered 
the pin wa^ out of the arm of the anchor. It was a wet 
job putting it in and the Skipper enjoyed an involun- 
tary bath, but it was finished at last, and with that 
inchor out we could hold in anything. Going below the 
Skipper changed his clothes, lay down, fell asleep, and 
the Crew folloAved his example. The Owner lay down, 
but he said the boat rolled too much for sleep, and he 
passed a restless night. Poor Owner! 
Aug. 9. — Wiien the Skipper awoke the Crew and 
Owner were working on deck straightening out the 
snarled r'gging and getting up sail. It was a glorious 
morning, with a light breeze from the southwest, but it 
A'as not what we were looking for. The Skipper would 
;lave preferred a blow from the east ard, but such was 
not to be our luck. We barely held our own against 
Jie ebb tide, and it seemed as though wc were destined 
fo make another poor day's run. This was the last 
:hree days of the cruise, and we wanted to pick up some 
ends at the Norwalk Y. C. We made about a mile 
md a-half in about two hours' sailing, and, seeing a 
ug with a long string of barges, light, coming 
dong, we put our flag in the rigging for a tow; the 
Zrew got oft in the dinghy and prepared to make terms. 
The tow w"as bound for New York and would take us 
lown for $5. So standing as close as we dared, the 
leek hand threw us a line. You could have jumped 
rom the Innocent to the scow, but, bless us, the Crew 
nd Owner missed that line, and we had the satisfaction 
if seeing the tow move away from us. while we lay 
plashing in the doldrums. At this moment, however, 
fie wind seemed to stiffen, and while we could not pick 
up the tow, we made good time to Southwest Ledge 
Light, and we picked up Stratford Point Light by 3 
in the afternoon. We then decided to stand into Bridge- 
port Harbor, Avhich we d'd, dropping our hook about 
5 o'clock on the edge of the channel, in about 8 feet of 
water. We dined ashore this night and did not get to 
bed until late, a rare occurrence with us. 
Aug. 10. — Up late, dawdled about, the Crew getting 
breakfast, after which we beat out of channel, walking 
away from a 30ft. sloop bound for New York. We stood 
inside of Penfield'Light House, tacking out of the strong 
ebb. The breeze, as usual, began to freshen in the fore- 
noon, and we began to log about S miles; the sloop we 
had passed earlier in the morning gave us a good tussle, 
and it was nip and tuck for a long while, when off 
Cuckenoe Island we decided to put in a reef, it having 
got quite blowy with nasty sea; shg walked through it 
with a bone in her teeth, but with stability enough to 
enable her to carry full sail. We had trouble in reefing 
our jib, and the cringle not being properly lashed, it 
ripped as soon as the Owner hoisted it. We decided to 
run in to Sheffield Island that evening and wa'L for our 
friends who were to meet us there. The partial erec- 
tion of a new lighthouse bothered us at the entrance to 
the harbor, we wondering what it was, but we soon saw 
that it was a lighthouse in course of construction, and 
standing in we dropped our hook oft the Norwalk Y. C. 
Here we received a telegram stating our friends could 
not come. We had supper at one of the hotels at Belle 
Lsle, and slept ashore that night. 
Aug.' II. — We were up betimes in he morning and 
made sail speedily. Wind again from S.W. Slow work 
It looked as though we would not reach our moorings 
that afternoon; ofi Captain's Island the wind veered to 
the south'ard, and it was a close reach home. The wind 
held nicel}^ till oft Sand's Point, when it again dropped, 
and Ave hardly had steerage way. We gradually passed 
Belden Point, and the tide favoring us, picked up our 
moor'ng oft' the Club House. We did not bother clean- 
ing up, leaving that to the Crew. We got ashore quickly, 
found our friends waiting for us there, which we appre- 
ciated, and after changing our clothes, took the train 
home, saying that a cruise to be successful must be at 
least six weeks long, and resolving at some future time 
to try and spend the months of August and September 
in a cruise as far east as Portland. 
Satanella. 
We publish in this issue a picture of the auxiliary screw 
brigantine Satanella. which has recently been sold by iMr. 
Ferry Belmont to Mr. Lawrence, of Cleveland, O., through 
the agency of Messrs. Gardner & Cox. Satanella was 
designed and built by Mr. J. S. White, at Cowes, in 1880. 
She is 136ft. over all, 113.4ft. waterl ne, 22.4ft. breadth 
and i3.Sft. draft. Satanella was formerly Golderf Fleece, 
ai;d was brought to this country in 189 1. She is an ex- 
tremely shipshape looking vessel, and is a wonderfully 
fine cruiser, handling well under sail and being economical 
when under power, haying a wide steaming radius. 
Reports from Queenstown state that the steam vacht 
iNIaria, which was recently purchased by Vice-Com. Pred- 
erick G. Bourne, N. Y. Y. C, put in there for repairs 
after encountering a terrific gale when two hundred miles 
off the coast. Huge seas broke over the vessel and flooded 
her below. 
All communicaliona intended for Forest anit Stream should 
always be addressed to the Forest and Stream Publishing Co., New 
York, and not to any individual connected with the paper. 
Indian Harbor Y. C/s New Classes. 
The one-design class of sailaboiits that the Indian Har- 
bor y. C. organized this year pfoved to be such a success 
that it now contemplates a larger class. The new class 
sr.ggested is for boats of i8ft. waterline — craft large 
enough to participate in the circuit racing on Long Island 
Sound. Two schemes have been hinted at, one for a class 
of one-design boats and the other for a class conforming 
to the restrictions of the Massachusetts Y. R. A. The 
latter idea is far the better one, and it is to be hoped that 
it will be adopted. The one-design idea has been over- 
done, particidarly on Long Island Sound, and we are 
sure that if the Indian Harbor Y. C. breaks away from 
this deep-rooted plan and establishes a restricted and not 
the one-design class, that it will meet with the success 
that it has had in the East, where it was not uncommon 
to have from twelve to fifteen starters n nearly all the 
contests. The circular as sent out by the Regatta Com- 
mittee of the Indian Harbor Y. C. follows : 
At the request of several members of the club, the 
regatta committee has taken up the matter of estab- 
lishing a new club class for the season of 1903. Al- 
though the present one-design class of "sailabouts" has 
proved a success, there seems to be a demand for a 
class of boats somewhat larger than the "sailabouts," 
adapted to sailing in all weathers and qual'fied to enter 
• in the open races of other clubs on Long Island Sound. 
After giving the matter careful consideration the com- 
mittee has decided to recommend a class of knockabouts 
of i8ft. waterline length, to conform to. the rcstr ctions 
appended to this circular, which are the same as those of 
the i8ft. Knockabout Association of Boston. This class 
of boats has proved a great success in Boston waters, 
SG much so that about 100 boats of that type have re- 
cently been built there. The committee, however, has 
been unqble to determine whether it would be best to 
establish a one-design class, viz: boats of identical con- 
struction and rig; or a restricted class which would al- 
low individual members to select different designs from 
naval architects, and build thereto in conformity with 
the restr'ctions — or buy existing boats that have been 
built to th's class, if they prefer. 
In furtherance of the one-design class and also to ex- 
emplify the type of boat that can be built ,under the 
rules, the committee has obtained a set of designs for a 
keel boat with flush deck and another set of designs for 
a centerboard boat with cabin house, both of which are 
now on exhibition at the club house, and can be seen 
there until Oct. 26, and after that date at the office of 
the chairman of the committee. No. 29 Broadway, New 
York. 
The committee is anxious to hear, as soon as poss'ble, 
from members of the club who will build or btiy boats 
of this class, and earnestly request an immediate ex- 
pression of opinion from those members as to whether 
the class should be "one-des gn" or "restricted." Esti- 
mates have been obtained by the comm'ttee for building 
to the designs. Communication in regard to the class 
should be addressed to the chairman of the committee 
at 29 Broadway, New York, from whom any further in- 
format on that may be desired can be obtained. 
The committee again urges an early response to this 
circular, in order to enable it to know the wishes of the 
members and make timely arrangements for the con- 
struction of the boats, should they decide to build to one 
design. 
If a one-design class is dec'ded on and the designs 
submitted, for any reason are not considered satisfac- 
tory, the committee will be glad to procure plans from 
other designers for the approval of those members who 
express their desire to order boats of this class. 
Frank Bowne Jones, Chairman. 
Charles F. Kirby, 
iFRANK C. Henderson, 
Charles E. Simms, 
Raymond Babcock. 
RcstricUons cf J8ti. Ku.kiojut Ct?&s. 
Definition. — A boat of this class is intended to be a seaworthy 
boat, with air tanks of sufficient capacity to flcat the boat when 
full of water, or water-tight cabin bulkheads, rigged simply with 
only mainsail jib and spinnaker. 
Length L.VV.L. — The length of load waterline, with full equips 
ment, shall not exceed 18ft. 
Beam L.W.L. — The beam at the load waterline "in keel boats 
shall be at least 6ft. lin., and in centerboard boats at least 6ft. 6in. 
Freeboard. — The freeboard shall not be less than 17in. on the 
said required beam, a reduction of lin. on the freeboard allowed 
for every increase of 4in. of beam. 
Displacement and Draft.— For- centerboard boats the draft shall 
not be less than 2ft. 6in. for at least 4ft. length of kee). 
All boats shall weigh, when rigged and equipped in accordance 
with these rules, not less than 4,0ii)01bs. It shall be the duty of the 
measurer to see that nothing is on board when the boat is 
weighed, except what these rules prescribe, and that the boat is in 
every way in her normal condition. 
Scantling. Planking and Constrviction. — The keel, stem, frames, 
house and deck beams shall be of oak or its equivalent in strength. 
The frames shall be not less than %in. ; deck beams not less 
than IVisq. in. section; hottse beams not less than %sq. in. section. 
The spacing of frames, deck and house beams to be not more 
than 9in., center to center. The planking, including the deck and 
the side of house, shall be not less than %in. thick; the top of 
house shall be not less than %in. finished. 
Deck clamps shall run from stem to stern, with a minimum 
cross section of 3sq. in. for at least one-half of the length; also 
bilge stringers of at least 3sq. in. cross section shall run for at 
least one-half the extreme length of the boat amidships. Clamps 
and stringers to be of yellow pine or its equivalent in strength. 
Sails. — The sail area shall not be over 450sq. f*-., and not over 
360sq. ft. of actual sail area shall be in the mainsai'. The measurer 
shall be provided with a correct sail plan of any boat to be meas- 
ured; and shall cause distinguishing marks to be pUced on the 
spars as follows: On the mast at the tack, and at the throat of 
the mainsail, on the boom at the clew of the mainsail; on the gafi 
at the peak of the mainsail. No part of the mainsail shall be 
allowed to extend beyond these marks. The marks shall be black 
bands painted around the spars. The inner edge of the bands shall 
be the limits of the sail. The actual area of the jib shall hs 
measured, ^ ^ 
The extreme distance in feet from mast to end of spinnaker 
boom, when in position, as used, shall not be more than 324 
divided by the distance in feet from deck to spinnaker halliard 
block. No battens over 26in. allowed to be used in sails. 
Equipment.— Equipment to include anchor, not less than 211bs., 
and cable of not less than 30 fathoms of l%in. rope; also bucket 
pump, compass, fog horn, boat book, lead and line, lantern and 
three life preservers. 
Crew.— The crew is limited to three persons, and the helmsmSn 
shall be an amateur. 
Mr. Cornelius Vanderbilt has changed the name of tbe 
steam yacht purchased this year from Cherokee to North 
Star. The yacht will be laid' up for the w nter at 
Greenock, Scotland. She will be fitted out in the spring 
for a Mediterranean cruise, 
t 
