216 
dfb. Gin.; Wabasso, waterline 26t6ft., beam 10ft. ahd draft5ft., each 
heaving about 2 tons of outside lead, The duel was quite interesting, 
each one alternately having the better of it, Wabasso, under the club 
rules, sailing without a jibtopsail, but it ended at Buoy 18, where the 
Jatter turned for home, 
The times at the buoy were: 
Dare Devil... . sey eie- 12-18 BO) Daiigy.: oc. eases cuerpo reOn Od, 
LET. FU a | Ses T2019 0G: WSeting Opis) tc sale 12.26 Gt 
LCT te ig2 pie spel Ea aes ae T1910) (Only SGn Sis 12 27 Of 
Haple Wing... -.... 52,0220 1220 30 Minnehaha... ...........- 12 27 56 
Geo, B. Deane..-.......... TRL MG Wa Bassas tii. eb se ciel cite 12 28 38 
ERE GWVILGL: 3-12.12 s peace ope Ace ee DP TON ISM Wyk bf ecriee ener ciara 12 28 52 
MTOME een hae, Re Seer 12 26 80 Nettie Thorp.....,........ 12 20 64 
Sophia HEmma............. 12 26.39 Frank Oliver............4. 12 88 20 
The beat home was rather tedious, the wind being light and weather 
So unpleasant. Cruiser came in first of the small fleet, the Triton and 
Minnie not going over the course, The Blackbird was ready at the 
finish when the fleet came up, and the times of all were taken. 
The Daisy held her place all the way home, although the Merlin 
caine up faster on the windward work, After the cutters came in a 
wait was made for the last of the catamarans, which had not com- 
pleted the second round, and on their arrival the Blackbird steamed 
oft to land her passengers in the city. 
The full times were as follows: 
CLASS 4A—CATAMARANS, 
_.. Start. Pinish, Elapsed. Corrected. 
Nightmare...,........-. 11 13 46 8 43°55 4 80 09 4 30 09 
CN gee Oe oe 11 15 00 3. 283 4 |8 28 4 11 28 
Wamets occ nseet clay: it d4 41 Withdrawn, 
PURPRIES IL «5 ie sep ioe nt et 11 15 00 3 64 59 439 50 4 31 59 
CLASS B—SLOOPS 26FT. AND OVER. 
Rinne san le cleo. 11 : 249 19 3 29 24 3 29 24 
lene ES eh 11 20 21 2 38 50 8 18 20 3 15 29 
Wabasso.....-..,..-..- 11 28 22 ® 55 80 3°33 08 3 29 4516 
Eagle Wing.....-.-.... 11 2) 2 2 27 84 8 07 07 3 08 07 
Dare Devil_........--.-- 11 20 41 2 26 00 3.05 19 3 00 34 
Growler ; aed 21.09 2 32 16 211 07 3 05 87 
Minnehaha... ......... 11 19 22 Not timed. 
CLASS C— YACHTS FROM 21 To 26PT. 
Raber. oot SL) 11:19 22 2°35 23 8 16 04 3 16 01 
LOST AR Siey cif igs EEE ta 11 22 23 2 BT 34 3 05 12 3 05 0084 
Nettie Thorp....... ... 11-22 82 3 12 40 8 50 18 3 49 48 
Sophia Emma,....---,. 1i 20 08 3 Ua 24 8 43 16 3 48 1934 
Geo, B. Deané.. ....-.,11 19 35 8.07 30 3.47 55 3 42 2834 
Belinea dss ee 2 Ji 22-22 2 48 48 8 26 26 8 20 4434 
Frank Oliver, .-......,.11 22. 22 Not timed. 
GLASS D—YACHTS UNDER 217. 
Inlisence se eel fee 11 20 27 1 86 15 215 48 2 15 BRag 
Peter O'Brien.... ..... 11 22 22 2 06 09 348 47 2°42 57 
BENGE.) eke cae )e LL ADA? 1 40 00 2 20 4€ 21918 
iy Wishers. ---5-2.6 0. 11 21 57 Loy 15 2.35 18 2 33 48 
Willie... .. a weer 11 21 20 2 03 42 2-42 22 2 40 47 
TDnivans... Sra iieks Not timed. 
Wipe eee a ey 1i 18 3) Not timed 
PUNT eee oe oe t-te tad 1i 20 22 225 44 8°05 22 —) = 
SAT Wee 11 22 22 2 14 20 2.51 58 ———— 
Gate Cate.._. 22.46 dd 22 22 1 43 00 2 20 38 2 20 38 
MST? ne ee ae 1122-22 32 8.58 10 =} = 
MENUITISNINS Se SBS. SB 11 23 22 3 26 42 4 40 90 
Daisy wins a pennant from Merlin. The judges were Messrs, M. 
R. Schuyler, §. C, Y.C.; J. M. Sawyer; and Geo. Gartland, N. J. Y. ¢. 
The club may be congratulated on the succéss of their arrange- 
ments, as the boats were started evenly, no fouls occurrud, and no 
protests followed the race. 
SEAWANHAKA C. Y. C. FALL RACES. 
H® fall races of the §. C. Y. C, will be sailed this year on two 
days, Oct. 15 and 18, the first being open to first, second and third 
class sloops and cutters, and the second to first, second, third and 
fourth classes. 
The races are also apen to the yachts of the New York, Atlantic. 
Eastern, New Bedford, Larchmont, New Haven and Knickerbocker 
Yacht Clubs. The boats will be divided, as usual, into four classes: 
First Class—Sloops and cutters measuring 55ft., sailing length, and 
over. 
Second Class—Sloops and cutters measuring 45ft. and less than 5dft, 
sailing length. 
Third Class—Sloops and cutters measuring 85ft. and less than 45ft. 
Fourth Class—Sloops and cutters measuring under 35ft. 
Professional crews will be allowed, but the yachts must be steered 
only by amateurs, and each yacht must carr 
board. The following sails may be carried: ainsail, forestayeail, 
jib, flying jib, jibtopsail, topsail and spinnaker. All may be carried 
as balloon sails except gafitopsails. In the fourth class only gafftop- 
Sails extending aboye the truck are allowed. All yachts must carry 
their private signal at the peak. The starts will be flying ones, as 
near 10 A. M. as is possible. Five minutes will be allowed to prepare 
and five minutes in which to start, the signals being giyen by whistle. 
The courses are as follows: 
October 15.—From an imaginary line between the club steamer and 
buoy 5, or such other point as the committee may determine, twenty 
mues to windward or leeward, asthe wind may serve, and return. 
The correct course, by compass, will be given by the committee on 
the morning of the race, The club steamer will log out 20 miles from 
the start, and will anchor a mark buoy, which the yachts must round 
on the starboard hand. 
October 18.—For first and secoud class sloops and cutters: From an 
imaginary line between the committee steamer and Fort Wadsworth, 
to buoy 10 on the §, W. Spit, keeping it on the por@hand, thence to 
and around buoy wet keeping it on the port hand, thence to and 
around Sandy Hook lightshbip, xeepink. it.on the starboard hand, and 
returning over the same course to Buoy 15, keeping to the eastward 
of buoys 9, 11. 13 and 15, on the West Bank, and outside of buoy 5, on 
the point of Sandy Hook, going and returning. 
For third class eons and cutters; From the same starting line to 
buoy 10 on the §. W. Spit, keeping it on the port hand, thence to and 
around buoy 84, keeping it on the port hand, thence to and around 
Scotland lightship, keeping it on the starboard hand and return over 
ihe same course to buoy 15, keeping to the eastward of buoys 9, 11, 
18 and 15 on the West Bank, and outside of buoy 5 on the point of 
Sandy Hook, going and returning. 
For fourth class sloops and cutters: From the same starting line to 
Buoy 10, on the $.W. Spit, keeping it on the port hand, thence to and 
around Buoy 814, keeping it on the port hand, thence to and around 
Buoy 5 on the point of Sandy Hook, aeeuing it on the starboard hand, 
and return oyer the same course to Buoy 15, keeping to the eastward 
of Buoys 9, 11, 13 and 15 on the West Bank, going and returning, 
The finish must be made across an imaginary line between the Com- 
mittee steamer or station boat, and Buoy 15. 
Entries must be made in writing, addressed to the Sailing Commit- 
tee, and filed with the Secretary of the club, L. F. D’Orémieulx, 67 
Hixehange Place, by 8 o'clock P. M., Oct, 13, accompanied by the 
a club member on 
‘ - 
FOREST AND STREAM. 
measurement of the yacht entered, according to Seawanhaka Rules, 
certified to by the Measurer of the club from which she enters, or by 
her owner. 
The races will bein charge of the Sailing Committee of the ciub, 
Messrs. Louis P. Bayard, Francis 0. deLuze, Walter L. Suydam, Alex- 
ander H. Stevens, §. Nelson White. 
DISTANCE OF OBJECTS AT SEA. 
is amusing to note how ignorant many ordinary seamen and 
nearly all sea travelers are of such matters as the distance of the 
sea, horizon, the way in which a ship’s place at sea is determined, and 
other such matters—which all seamen might be expected to ander- 
Stand, and most persons of decent education might be expected to 
have learned something abaut at school. Ask a sailor how far off a 
ship may be, which is hull down, aud he will give you an opinion 
based entirely on his knowledge of the ship's probable size, and on 
the distinctness with which he sees her, This opinion is often pretty 
near the truth; but it may be preposterously wrongif his idea of the 
ship’s réal size is very incorrect, and is sometimes quite wrong even 
when he knows her size somewhat accurately. 
Any notion that the distance may be yery precisely inferred from 
the relative position of the hull and the horizon line seems not to 
enter the average sailor’s head. During my last journey across the 
Atlantic we had several curious illustrations of this, For instance, 
on one occasion a steamer was passing at such a distance as to be 
nearly hulldown, From her character it was known that the portion 
of her hull concealed was about 12ft. in height, while it was equaliy 
well known that the eye of an observer standing on the saloon passen- 
rer’s deck on the City of Rome was about 30ft. above the water level. 
A sailor, asked (by way experiment) how far off the steamer was, an- 
swered, ‘Six or seven miles,’ ‘But she is nearly hull down,’’ some 
one said to him. ‘I didn’t say she warn’t, as I knowson,” was the 
quaint but stupid reply. Now, it might be supposed to be a generally 
known fact, that even as seen from the deck of one of the ordinary 
Atlantic steamers, the horizon is fully six miles away, the height of 
the eye being about 18 or 20ft., and that for the conceaied portion of 
the other ship’s hull a distance of four or five miles more must be 
allowed; so that the man’s mistake was a gross one. And several 
other cases of a similar kind occurred during my seven days’ jourrey 
from Queenstown to New York. 
The rules for determining the distances of objects at sea, when the 
height of the obseryer’s eye and the height of the concealed part of 
the remote object above the sea level are both known, are €xceed- 
ingly simple, and should be well known to all. Geometrically, the 
dip of the sea surface is eight inches for a mile, four times this for 
two miles, nine times this for three miles, and so forth; the amount 
being obtained by squaring the number of miles and taking so man y 
times eightinches. But, in reality, we are concerned only with the 
optical depression, which is somewhat less, because the line of sight 
to the horizon is slightly curved (the concayity of the curve being 
turned downward), Instead of eight inches for a mile. the optical de- 
pression is about six inches at sea, where the real horizon can be vb- 
served, But, substituting six inches for eight, the rule is as above 
ven. —™ 
ie 
— . 
Six inches being half a foot, we obtain the number of six inch 
lengths in the heighth of an observer’s eye by doubling the number 
of feet in that height; the square root of this number of six inch 
lengths gives the number of miles in the distance of the sea horizon. 
Thus, suppose the eye of the observer 18ft. above. the sea leyel; then 
we double 18, getting 36, the square root of whichis 6; hence the 
horizon lies at a distance of six miles as seen from an elevation of 
i8ft. For a height of 30ft., whichis about that of the eye of an ob- 
server on the best deck of the City of Rome, we double 30, getting 60, 
the square root.of which is 77; hence, as seen from that deck the 
horizon lies at a distance of 7 7-10 miles. If the depth of the part of 
a distant ship’s hull below the horizon is knowa, the distance of that 
ship beyond the horizon is obtained in the same way. Thus, suppose 
the depth of the part concealed to be 12ft., then we take the square 
root of twice 12, or 24, giving 4-9, showing that that ship's distance 
beyond the horizon is 4 9-10 miles. Hence, if a ship is seen so far 
hull down, from the hull of the City of Rome, we infer that its 
dietance is 49-10 miles beyond the distance of the horizon, which we 
have seen to be 77-10 miles—giving for that ship’s distance 12 8-5 
miles. And with like ease may all such cases be dealt with.—Richard 
A. Proctor, in Newcastle Weekly Chronicle. 
STEERING DIRECTIONS AND ENGINEERS’ 
SIGNALS. 
A® a@ consequence of the recent agitations of the subject of col- 
lisions and their prevention, Mr. Fairman Rogers, of the steam 
yacht Magnolia, has written the following letter to the Hvening Post 
touching two very important factors in the direction of a vessel, the 
eommunication of the pilot’s orders distinctly and certamly to the 
man at (he wheel, and also to the engineer. It is strange that the 
first source of error inentioned has been allowed to exist for so long, 
asit must be responsible for many collisions. Economy of time and 
absolute accuracy of all orders given are two of the leading safe- 
guards in preventing collisions, and to insure both of these there 
should be a uniform code of signals or orders, each so distinct that 
it can have but one meaning, and can by no possibility be mistaken 
for another, and the compilation and enactment of such a code is a 
matter for the Government inspectors, or better yet, for an inter- 
national board with uniform regulations for all vessels: 
To the Editor of the Hvening Post: : 
Sir—As Mr. Gorringe’s letter on ‘Collisions on the Ocean’’ has sug- 
gested further correspondence on the subject, I desire to call atten- 
tion to a matter connected with it which is worthy the consideration 
of allinterested. The first rule proposed by Mr. Gorringe is, ‘*When- 
ever a vessel is sighted directly ahead, port your helm,” and one of 
the well-known rhyming rules of the sea 1s: 
“When both lights you see ahead 
Port your helm and show your red.” 
Tn both cases the meaning is that you turn your yessel’s head to star- 
board Ra the intention of keeping the approaching vessel on your 
ort hand. 
> These expressions, which are universally understood and adopted 
by seafaring men, are based upon the use of the old-fashioned tiller, 
with which porting the helm—. e., the tiller—starboards the rudder, 
In modern practice, however, few yessels of any size haye tillers, 
and sicamers never have them, wheels being used in both classes of 
vessels, In steamboats, and as far as I know, in most steam yachts, 
fhe wheel works like a tiller—that is, putting the top of the wheel 
over to port ports the helm and poizits the vessel's head to starboard. 
In sailing vessels this is usually reversed, and the practice leads to 
confusion, In cruismg along the Atlantic coast this difference of 
custom is so troublesome thai in emp'oying a local pilot it is some-, 
times necessary to have him merely indicate the direction which he 
desires the vessel’s head to take. because “‘port’’ to him may mean 
exactly the opposite of “port” to the person steering. [tis a common 
thing for a pilot coming on board to ask, ‘‘Do you steer ship fashion 
Want of uniformity in these matters may be 
et ea ee eS ee ee 
- 
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& serious source of danger, since the steersman should make his 
motions by instinct, and should not have fo think that he has been 
told that this particular vessel steers oné way or the other. ‘Hard 
a-port” shoulu mean exactly the same thing all over the jyorld ard on 
all yessels without exception. : 
The law should insist on uniformity, and as yessels which have 
tillers must, from the nature of the mechanism, he steered by putting 
the helm the opposite way of the rudder and of the motion of the 
siup’s head, all wheels should be made to work the same way. Ex- 
cept in screw gear, it is merely a question of crossing the tiller ropes. 
This method brings the practice iu conformity with the recognized 
rules and seataring expressions, such as “up helm,” “down Helm,’ 
‘hard a lee,” ete. 
There is another matter of equal importance. Among all the regu- 
lations imposed By the steam inspection laws, there is uo provision 
for uniformity of bell signals from the pilot. house tothe engine-room 
and there are several different systems in use in the United States. 
This is all wrong. Every pilot and engineer should instantly recor- 
nize a certain signal as meaning the same thing under all conditions 
and in all districts. If the man at the wheel sees a vessel looming up 
on his bow out of the fog, he wants to give ‘full speed astern’ with- 
out hesitation, and by the same kind of instinct which induces a man 
to stop walking forward when he becomes aware that he 1s rapidly 
approaching something. He is in sufficient danger of losing his head 
as itis, and should not be required to think what he is to do, 
The best arrangement is a mechanical telegraph of some kind, 
made with rigid parts which cannot stretch or get out of order, so ar- 
ranged both in the pilot-house and the engine-room that pushing the 
handle and the index ahead means go ahead, and pushing it astern 
means go astern, providing a sort of coincidence petweenh the inten- 
tion and the action, As, however, telegraphs of this kind are expen- 
sive, and in some cases. difficult to adapt, as, for instance, in large 
river steamers, where itis convenient for coming up to a whari to 
have additional bell pulls on the upper guards, bells will probably be 
mostly used, but the signals given with them should be under some 
system laid down by the Steam-Inspection Board prescribing strict 
uniformity. 14 tee 4 ; 
As yachts are favored with special licenses, on the assumption that 
they are “designed as models of navel architecture,’ and in other 
ways serve to add to the national Knowledge of naval matters. it is 
only proper that yacht owners should contribute as far as lies in their 
power to the perfection of the regulations connected with navigation, 
and their habit of cruising in a yariety of regions, with leisure to 
study such subjects, should enable them to give hints of value, Ibis 
on this ground that I haye yentured to intrude my remarks ito the 
general discussion, PAIRMAN RoGERs, 
Steam yacht Magnolia, N. Y. ¥. G 
Narwrort, R. 1., Sept. 18. : 
FAIR PLAY FOR THE CUTTERS. 
HE extremities to which the advocates of the sloop haye been 
driven were illustrated by the Herald’s report of the Brenton's 
Reef race last August, in which Montauk was credited with the yie- 
tory, although beaten fairly and beyond cayil by Bedouin, and the 
report of the New Jersey Y. C. race of Thursday last was distorted 
in the same manner. As stated elsewhere, the owners of the Daisy 
and Merlin, desiring a longer course and the privilege of setting 
such sail as they deemed necessary, arranged to sail together over 
the distance between Btoys 13 and 16 in aduition to the course laid 
down, and the Regatta Committee agreed to take their time, the 
loser providing the prize, but both paying their entrance fee to tha 
club, and this arrangement was made known to the representatives 
of the press on board of the steamer, : ’ 
Tn spite of it all the Herald next day, besides & gratuitous slur on 
the owners of the cutters, heads its report with the lines, Cutters 
Outsailed,” “Badly beaten by sloops,”” while the World, though not 
going quite so far, contrives to convey the impression that the eut- 
ters were defeated while sailing on equal lerms with the sloops. Fol- 
lowing up the same line of attack the Heruld on the following day 
announces that the owner of the Merlin will build a sloop or catboat 
intime for next season, the inference bemg that a single trial has 
proved bis new cutter an utter failure. We ean contradict all of 
these statements positively, as in the first place the cutters were not 
in the race with the sloops, and consequently were not beaten by them, 
except that down the wind from the start to buoy 13, the cutters 
starting some distance behind the majority of the open boats in order 
to have a clear fleld to themselves, were a little slower than some of 
the fastest of the open boats, under the conditions most favorable to 
the jatter, as was to be expected ina wholesail breeze and smooth 
water; but Daisy gained on the pack, leaving sloops which started 
with her, and Merlin made a good fight, though evidently over can- 
vased. When windward work began the boats parted company, the 
cutters continuing alone over to Coney Island, Thus far the race, 
such as it was, proved nothing to the detriment of the cutters, as 10 
one ever claimed them to be equal in speed to the fastest racine boats 
in the latter’s own weather ‘ 
i far from being dissatisfied with his boat, the owner of the Merlin, 
after a long cruise in her this season, concluded before the race to 
reduce her sail area and remoye as much ballast as possible from in- 
side, where some is stowed as high as the lockers, to the keel; with 
which alterations she will be able next season to take good care of 
herself in races. : 
The controversey has long ago reached a point where such tac- 
tics ceased to be of any benefit, as yachtsmen generally have learned 
to look beyond mere newspaper headings into the actual details and 
facts, and to base their judgment thereon, but it speaks badly for 
American fair play when facts patent to all are slurred over or 
grossly distorted in favor of any side or party. 
AMAMBUR OR PROFESSIONAL YACHTSMEN.—This much dis- 
puted question has.come to us again, the case in point being the 
standing of men who, while engaged in othér occupations on which 
they depend for a living, sometimes accept pay for sailing in races. 
The generally recognized test of racing for money will not apply to 
yacht racing, as itis the custom every where to race yachts for oioney 
prizes, and the man who sails his own or anotser yacht fora prize 
cannot on that account be considered a professional, but a man who 
is paid for sailing a yacht, whether he depends on such work for his 
living or not, must be considered a professional. 
IDENT TO A ROWBOAT.—A seaman belonging to Mr. Astor’s 
vécht Ninna lying off Thirty-titth street, North River, engaged 
a boatman torow him to the yacht at 1:30 A,M. When out m the 
river the ferryboat Newburg struck the boat and both men leaped 
overboard. The seaman, Christian Summers, dove deeply and came 
up, striking the ferryboat's bottom, but was rescued. The boatman, 
William Van Blarcum, was drowned, his body being found several 
days afterward. 
EWARK Y C. PENNANT RACE.—A race was sailed for the chal- 
iSue pennantin Class B, held by Rambler, on Sept 29 in Newark 
Bay, three boats competing. Just Woke Up won in 1:515, with the 
Qloud next, 1:59:1714, and Rambler in 2:00:30, 
INCHES, 1 14 134 ‘1% 
NOS. 1 2 3 4 
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— 
