856 FOREST AND STREAM. 
(Noy. 27, 1884. 
by the million, which rushed into the flames and fell around the 
eampfiire like snowflakes. Our coffee, potatoes, peaches and hard 
tack were soon covered from view by them, while we made a retreat 
to a respectable distance and watched the novel scene which gradu- 
ally subsided. The crew were not'to be cheated out of their meal, 
ane accordingly prepared fresh coffee, and finished in ship shape 
style, 
A heayy crash of thunder, somewhere hear morning, brought the 
crew out quickly and wide awake, Thé rain was coming down fin 
torrents and the wind was blowing yiolently. 
We were well wrapped in waterproof canvas, but these were Jost in 
the darkness, which was inteuse, Therain soon soaked ns thoroughly, 
but ourerew minded not. The boats were hauled up ona sandbar 
the night before and not fastened, so our first moye was to look after 
them, A yiyid flash of lightning showed us the swollen creek, which 
proved that it must haye rained heavily up above for same time. A 
second fash illomihated the spot where our boats had been, but were 
now uot, The water wastushing madly over the spot, and the boats 
were gone, Notbing could be done, and the soaked crew huddled 
together under an overhanging tree until the rain should subside, 
We were chilled to the bone, and on looking at our watches, were 
still more chilled to find it only 3 A.M. How the crew stood it till 
morning is a conundruni, 
Finally the rain ceased and preparations for a fire were began at 
ones, The matches were dry, as was also some wood, and with the 
aid of one-half gallon of coal cil a bright blaze was made, which 
cheered us a little. Morning came at last, bright and clear. A tramp 
down the creek was at once begun; but a mile of hill and rock- 
climbing scon tired us out, On returning, we built wo our fire and 
immade coffee from the dirty creek water, the hard tack was thor- 
oughly soaked, but as hunger is a greater appotizer, we masticated it 
eheerfully. 
- The crew cracked all varieties of jokes over the wreck, which 
showed they accepted the situation. The goods saved from the 
wreck were hammock atid bedding, camera, gun, three tin plates, 
skillet and coffee pot, knives, forks and spoons, three enps, and the 
sugar canister’, coffee canister and soaked hard tack. The sugar can- 
ister was emptied; a note stating our loss and offering a reward for 
their return was incloséd and the can Jaunched in the creek, Itis 
suiicient to say that the can was picked up, thenote read and a look- 
out posted, who stopped the boat; but the canoe was never seen ov 
heard of from the time of going into the last camp. 
We will now give a deseription of the remaining route from reliable 
authority: “Four miles below the ‘Shades’ is another dam, which 
can be easily gotten over,and a further paddle of eight miles brings 
you to the ‘Narrows,* These are two high bluffs, between which the 
creek flows in a narrow chaunel. <A little piece further on brings the 
paddler to Turkey Run and Bloomingdale Glens, which are often 
visited by excursionists from Indianapolis, After a half day's paddle 
from the Glens the creek empties into the Wabash, and fifteen miles 
down stream is the town of Montezuma, where the cruiser may go 
home by rail or continue on dewn to Terre Llaute or Vincennes and 
take the train home,” Our crew got home in good order, and sadder 
but wiser men. 
iachting. 
AN APOLOGY, 
Editor Forest and Stream: 
For the last two or three years or more you have been waging bit- 
ter warfare against pretty much all styles of yachting cratt save one, 
You haye, in your owh estimation, routed the advocates of all other 
types of yachts “‘horse, foot and dragoons.”’ Idonot appear in the 
guise of an adversary, nor even as an advocate, I come as an apolo- 
gist. Lam not, l think, afiicted with either anglo-mania or anglo- 
phobia. Iseea great deal toadmire in England, butam quite con- 
tent to remain an American. I Enow that Englishmen frequently 
admire Americans of both sexes, but it is not for imitating them, but 
for being distinctly, not obtrusively, national, 
Dropping then the question whether it is worth while to strive for 
& national type of yachts, or better, to saye ourselves the trouble by 
imparting our tastes and ideas direct and complete, ready for use, 
permit me to ask why you speak of a ‘Chinese wall of prejudice” in 
regard ta keels on our part. Is if thatno keel yachts had been tried 
in this country; that until \ou called attention to it we were unac- 
guainted with the fact that centerboards did not prow naturally in 
boats, and were an outgrowth, not as we supposed of the experience 
of ey years, but of the crotchety brain of some Yankee shingle- 
whitcler. 
Years before a good many of the present generation of yachtsmen 
were boin, cruises were made in and about Boston waters and extend- 
ing as far north as the Kennebee River, and as far south as the Ber- 
mudas in small keel yachts—where then is the ‘national prejudice?” 
Tf after thirty, forty or more, properly a hundred years’ trial, it is 
found that for certain purposes, to wit, the general run of yachting, 
a boat is required which differs in some respects from anopher craft 
designed for an entirely different purpose, going to Australia or 
Africa, for instanee, where is the prejudice? as a centerboard no 
redeeming features? Is the fact that it-can cross a shallow bar an 
hour or two hours later on an ebb, or the same length of time sooner 
on a flood nothing when night is coming 9n and dirty weather im- 
pending? Does it add nothing to oue’s comfort to be able to be snug 
and .closs under the lee of a point when tbe wind is howling over- 
head, instead of being a mile from shore, pitehing and rolling in the 
seaway, while her crew, anxious and troubled, wonder whether the 
anchor will hold or they must get some sort of a rag on her and fight 
it out till daylight? Whereis the prejudice in that? ; 
Tam speaking of course of yachting as a. pleasure or pastime, or a 
relaxation. If i were asked to go to Zanzibar in a centerboard boat 
54ft, long, I should miost certainly decline; but [should just as cer- 
tainly decline in the case of a keel boat, Such voyages are eminently 
useful as demonstrating the power of a small boat to keep afloat and 
so giving confidence in the boats in case of shipwreckand preventing 
panics, bufitisnot yachting. The Mignonette, a good-sized yacht, 
is stove and sun; her dinghy, i4ft, long, lives eighteen days or so 
with her crew; does that prove that l4ft. open bosts ate sater than- 
keel yachts? Such voyages prove little or nothing. Many years ago, 
two Erie canal boats were rigged as sehooners and started for San 
Francisco around the Horn. Their model was certainly not very 
promising, butthey got phere safely; yet no one would, 1 am sure, 
yenture to recommend the canal boat for long sea yoyages. A fiat, 
shallaw sloop of New York style, in which Ihave sailed on the bay 
many a timé, easily made the voyage to San Diego and trom there to 
Cocos Island, and back to San Diego. Itis not 12,000 miles it is true; 
in fact, I doubtif itis over 2,000, but it shows that even a “skimmer” 
can do something, and that is allit does show. Wessels ten times as 
good in every way have been lost on shorter yoyages, but I mention 
her on account of her size, whichis aboutthe same length as the 
Fiova, 
In the Ocean yacht race, the Vesta, belonging to Lorillard, was’ the 
first one oyer, and made the besp weather of it, though she didn’t 
win the race. She was the only centerboard in the fleet. 
Tn 1849 or °50 & Yankee canie out here, looked about his, went back 
to New Bedford, built a 35 ton centerboard schooner, and sailed her 
out here torunon the Napa route. She afterward ran in various 
yoyages up and down the coast from Alaska to Lower California, 
She was called the Toecao. I haye read somewhere, though I cannot 
recall my authority, ofan Hast Indian boat called a ‘‘fursta,”’ 26fb.< 
l#ft.. which carried passengers from port to port on a voyage from 
the Hast Indies to Portugal. In one case you have a centerboard 
boat, and in the other a wide one, I don't know whatwas the beam 
of the Toceao, but it must have been pretty fair, as she was of 
“malice prepense,” built light draft to run on a shallow viver. F 
The yacht Annie, of New York, at present flagsbip of the Pavifie 
¥. ©., though far from as weatherly as some of the larger boats in 
the fleet, sufiiced to carry Tweed to Cuba onthe occasion of his some- 
what wuceremonious departure from Ludlow street Jail, She is a 
centerboard boat, and byno means what we consider the perfection 
of acenterboard craft, ‘ : ya 
Another point where you have assailed the American idea is In the 
fondness for curved lines, leading us to build craft with little free- 
board and towering ends. We hayé good authority for it, English 
and other, that a curved line is more beantiful than a straight ons, 
and less fatigueing to the eye, and equally good authority for the 
belief that a low waist easily freés itself from water which comes 
aboard, and that it is of so great importance m very rough weather, 
to zive the water free egress, that it is recommended to knock the 
planking from the les bulwarks. From this port there are hundreds 
of two and three masted schooners, making successful voyages fo 
the Northwest Coast, to te Sandwich Islands, ports in Mexico, and 
the South Seas, wost of them bemg centerboard erait and all with 
low waist and high ends, They are trim and weatherly craft, beauti- 
fully sparred, andin proper trim, very fast; they are easy, steady, 
and comfortable, in every way satisfactory; is it national prejudice 
to retain then? . p 3 
There are certain peculiarities of the Mnglish rig for which you 
have expressed preat admiration, contrasime fhe American fashion 
greatly to the disadvantage of the latter, One of these is the set of 
siz or nine jibs carried by a fully equipped cutter Tadmit that I 
have had fut little experience with jibs set flying, That little, how- 
ever, was sufficient to content me with the American plan; and 1 have 
a friend who, having taken « trip of some three thousand or more 
miles in an English schooner yacht, is perhaps competent to speak 
ging tars, her forecastle full, too (there were sixteen before the 
mast), and all working like bees tochange lier big jib, would convince 
a good many people that bad and awirward as reefing a jib in our 
style is, the English plan is anything but a saving of tinieand trouble, 
Dragging & wet jib From the deck to the sail locker, via the cabin, ina 
small yacht, and back again to be dried, does not, seem the very epi- 
tome of conyenience either. A bonnet is hob very easily put on, bur, 
what is of much more importanee, it is very easily and quickly taken 
of, Now,I am so far from being @ panisan in the matter that I 
haven't taken the trouble to find out whether the bonnet is an Eng- 
lish or American idea, I merely speak of it as one of several plans 
better than changing the jib, One thing about the cutter is, [am 
perfectly willing to admit, much better than the sloop, and that is 
that in shortening sail the area is redueed toward the center of effort, 
thus preserving the balance of the sails, while the sloop moves her 
sail forward as she reefs; butlesh you should make too much of this 
admission, I musi remark that I detest a sloop. 
Another English idea against which I mildly protest is the loose- 
footed mainsail. The planis not new in England or Ameriea, but in 
one Case it has been clung to with a conservatism frequently paral- 
leled, and in the otherit has, after a trial, been abandoned. Of the 
housing topmast the same may be said; it had some advantages, but 
they were more than balanced by the extra hamper aloft; that is, it 
was simply more trouble than it was worth—on a yacht, Of the flush 
deck and no cockpit I have nothing to say. I merely turn my mind’s 
eye back over the files of your paper, and note that itis the first of 
the English ideas to be abandoned after a trial, 
In allthese things I might feel that 1 was laying myself open to 
your reproach of ‘national prejudice,’’ and setting myself up as a 
“OGhinese wall” for you to bombard to atoms, did I not remember 
that over in England, the land of fhe cutter, centerboards have been 
long and favorably known, and that the American sail laced to the 
boom has had the warmest praise showered upon it. Ts it any reason 
why a cotton sail isnof good because we happen to haye plenty of 
it? Is it a national ae as to plank with pine, which springs like 
whalebone, rather than import oak, which is really not so good for 
the purpose? Must we, because the English wish to evade a law of 
measurement, put the heel of the rudder under-a boat's center and 
carry the stern outina fantail that becomesa cari¢ature? There 
are certain highly intellectual looking: individuals whom I see on the 
street whose shoes, Imported (in fashion at least) from England, end 
inapoint. Am LUguilty of “national prejudice’ because I do not 
choose to pinch my toes? 
The eenterboard sloop Emerald was built with flat floors and ‘‘tum- 
ble- home” sides, She was neyer beaten by anything anywhere near 
her size. Shewas about 40ft, waterline (42, I think), her main boom 
54ft., and bowsp:it some 25; she carried no gaff, 1 vegret that I can 
not at present give the Jength of the mast, but it was in proportion to 
the other spars. You contend that when our cénterboard craft sink 
their bilges to any great extent they capsized, There is not a yacht 
in the San Francisco fleet of home build that has not had herstanding 
room rail put under water more than once, and there is not one that 
ever failed to luff and free herself the moment the helm was eased. 
Let me, still apologizing, recount the efforts made to discover how 
much it tookto getthe Mmerald’s standing-room rail nnder. The 
first trial was crossing Islaes Bay on the starboard tack; she straight- 
ened out the hookin the starboard shroud turnbuckle. Put about to 
save the mast, she straightened the other on the way home. These 
being strengthened she tore the chain plates aud lifted planks and 
things. The chain plates being lengthened she lay down ina Tele- 
graph Hill zephyr one afternoon, until it became evident that if she 
wasn't allowed to luff she would capsize or take the stick out, Her 
owner refused to luff: saying that he didn’t believe she could turn 
over, and he thonght the mast would stand. It didn’t, though it was 
a first-class Oregon pine stick, as tough as whalebone, but went close 
to the deck. 
Now, admitting that a cutter can’t capsize, I have heard that they 
do sometimes fill through the companion way and sink, The wind 
that will bring a properly constructed centerboard boat down to the 
point of danger, isa good deal stronger than one that will bring the 
water up toa cutter’s companion. There is no more necessity for 
the centerboards capsizing than there is for the cutters sinking, 
There is goudin both types, but if you still think mea ‘Chinese 
wall,’ and a ‘national prejudice” because I say we are old enough 
to have an opinion of our own, and have experimented enough to 
know what is best suited to our requirements, why, I am willing to 
apologize again, B, 
Say FRAncisco, Oct. 27, 1884. 
[Our correspondent has evidently watched the battle of sloop and 
cutter from too great a distance to form a true opinion of the merits 
of the case, and to understand fully the position of both sides, Most 
of the points which he makes have been discussed in print and set- 
tled in practice, but we nolice them again as there may be others at 
a distance who still entertain similar views. 
The triends of the cutter have advocated her not because she was 
of English origin, but because she embodied certain principles which 
they believed in. The friends of the sloop, on the contrary, haye, 
from the very first, made the question an international one; the sloop 
was American, consequently the best: the cutter was English, and 
therefore thoroughly bad, The various peculiarities of the cutter, 
keel, outside ballast, lush deck, rig, were condemned at once, there 
was no need of tryingatbem. We knew better already, At the same 
time the majority of ine sloop men ranged themselves abonce on the 
side of “rule of thumb’ methods as opposed to scientific design, and 
have held the same position until now. 
Forist AND Stream has contended, with what success is well-known 
by all who are familiar with the yachts of five years since and of 
to-day, for safer boats, for cruising instead of idle drifting about the 
Sound, for better and safer rigs, for a greater knowledge, on the part 
of yachtsmen, of all that pertains to the construction and handling 
of their craft, and for the same training, skill and care in building a 
yacht that would be employed in building a house or a steam engine. 
We bave upheld or condenmed every detail of the long controversy, 
only according to its bearing on these points, and without any regard 
to its nationality. 
Tt is true that keels were no new thing with us, but a few years ago 
they were condemned by the majority of our yachtsmen, as entirely 
unfitted for yachting purposes, while at the same time they were 
glad enough to claim the credit for the victory of the keel yacht 
America. The question of keel ys. centerboard is too lengthy to dis- 
cuss here, but we may remind our correspondent that we have never 
denied certain advantages to the board as an expedient where shoal 
waters must be navigated, but we deny the first broad claim made by 
its advocates that it was the better in every way for deep as well as 
shoal water, that the keel was slower, less certain in stays, and could 
not point up. As for the supposed case where the board finds safety 
in shoal water, while the keel is tossing outside, we refer him to the 
race of Oct. 18, on New York Ray. where the keels made their harbor 
to windward safely, while the boards were but too happy to he down 
in the Horseshoe and come up the following day, in other words, in 
the supposed case of heavy weather, the cutter, when reefed,can pet 
somewhere to windward, while the sloop must find a harbor. 
Many boats of bad design and equipment bave traveled up and 
down our coasts as traders for years without disaster, but this does 
not prove that they are in any way models to be copied in ouryachts. 
Our correspondent's remarks in favor of alow waist, and also 
against a housing topmast, require no answer. The value of higher 
sidesis conceded m practice by the sloop builders, while the housing 
topmastis found in the majority of our yachts; and he is seyeral 
years too late in his criticism of these features, The high cocked up 
stern is also a thing of the past. The curye in the sheer may in itself 
be graceful, but the less said about beauty in connection with it the 
better, or attention may be called to the hideous sawed-off stern 
necessitated by length measurement. On tie one hand the overhang 
of the cutter is natural and graceful, every line being complete, and 
having a fair ending as well asa beginning; on the other the lines 
do nof end, but simply stop short, leaving a break thatis in no case 
Pleasing to the eye. Be Ake is! n 
While we have adyoeated the shifting jibs of the cntter, the main 
ointin the dispute, double head rig versus big jib, is now decided m 
avor of the former, the single jib disappearing more rapidly each 
year, The less important guestion, whether jib and staysail, with 
the former on stay is better for our purpose than with the farmer set 
flymg, and nine (?) changes of jibs will be settled by actual trial. Why 
the jibis dragged through the cabin, when the sail locker on most 
small cutters is accessible from the deck, our correspondent does not 
explain, and just what his remarks about changing the jib on 4 
schooner are expected to prove, is not very clear. ( 
We are still in favor of # flush deck, free from the incumbrance of 
aeabm house. The coclkpicis a detail depending on the purpose for 
which the yacht is intended, and, to a cerbain extent, on her size. 
for smooth-water sailing in a small yacht, especiallyif ladies are 
aboard, the cockpit is a.convenience; on the other hand, it is danget- 
ous in rough weather, if of large size, and ina boat of S0ft, or mores 
neat aiter stateroom can-be had if the cockpit is dispensed with, 
Many sniall yachts in Dngland are fitted with eoelpits, but we do not 
know of the flush deck having been abandoned here after trial, cer: 
tainly not in the larger cutters, the only instance being little Madge. 
The centerboard is favorably known in Hugland—in its proper 
place—as a boat for pleasure sailing in shoal waters, but not as a 
mouel for large yaclits. There is mo measurement rule, either in Hng- 
land or America, that necessitates a raking sternpost, and although 
this feature was frst mtroduced to evade such a rule, it is retamed 
because it has been found best. 
eo the subject, His description of the long howsprit, covered with 
e 
There may be some peculiar quality of buoyancy in the waters o f 
the Pacific that preyents a wide, shoal boat from capsiziag, but such 
experiments as that bi Hmerald would not succeed here, Dhey are 
tried every season on bots large and small, from the Grayling to the 
little sandbag traps, of which one or more capsize in every race, and 
often with melancholy results. Weeali the attention of all who will 
persist in sailing such dangerous craft, to the information that the 
cutters are liable at any tinie to heel enough to fill through the com- 
pazion, #8 they may not be aware of the fact. 
For the information of our correspondent we can state that yachts 
here are not planked with imported oak, that our pine (the Southern 
yellow pine) is not a good material, our yachts are planiced with 
cedar, yellow pine or white oak, the latter mostly from Ohio, aud the 
only imported wood used has been a little teak in the four larze cut- 
ters, this being the best wood grown for certain parts of a yacht On 
the contrary, we do not yet use elm in yacht construction, although 
its yalue has long been récognized in Mngland, dnd it is imported from 
America for keels and lower planking. 
We are old enough to haye an opinion of our own, and we have had 
a very decided one, but it is only lately that we have experimented 
enough to know what we want, and the resulf of the experiments has 
been to change entirely that opinion. 
LIST OF RACES SAILED IN 1884... 
EVERAL errors appeared in the list printed last week, of which 
we give the following corrections. The abbrevations, P, A., Perth 
Amboy, and Mil., Milwaukee, were omitted trom the list. The races 
on Burlington Bay were received after the list was printed. The cor- 
rected paragraphs are reprinted entire: - 
June 11. New York.—H,R.Y.C. Sloops, first class, 3 starters: Lotti 
1, Second elass, 2 starters; Olara $. 1. Third class, 5 
starters; Selena O.1. Fourth class, 5 starters: Willie 1, 
Cats, t starters: B Flat 1. 
16. Newark,—Newark Y.C. First class 3 starters: Vixen 1. 
Second class, 4 starters: Our Own 1. Third class, 2 
starters: Just Woke Up1. Fourth class, 5 starters: Cygueb 
1. Fifth class, 4 starters: Shadow 1. Sixth class, 6 
starters; Teaser 1. 
. New Haven.—N.H.Y.C. WVirst class, 2 starters: Wild Pigeon 
1. Second class, 9 starters: Florai, Third class, 5 starters: 
Stranger 1. WPourth class, Trio w. o. 
. New York.—C.¥.C. First class, 2 starters: Emiliel. Second 
class, 3 starters: Zig Zag. Third class, 4 starters: Henry 
Gray 1. Wourth class, 4 starters: Henty Fisher 1. 
Cleveland,—Cley. Y.Ass. First class, $8. H. Ives 1, Louise 2. 
second class, Fanchon 1, Lulu 2, Scud 3, Charon 4, Rover 
5, Third class, Lady Ida 1, Freddie 2, Trio 3, 
5, Monument Beach—B.Y.G. &5th Raze. First tor Buzzard's 
Bay tae alt First class cats, 4 starters; Mattie 1 
and pennant, Flirt 2, Sloops and second class eats, no start- 
ers. Second Wlirt-Iris match sailed at same time; won by 
Flirt, taking colors, 
; ee es C.Y,U, Challenge Cup, M. S. Thomas beats 
abma, 
E eee Bay.—Championship Matches, 6 starters: Co- 
quette 1, 
. Swampscott.—B.¥.C. 8sth Race, Second Championship. 
First class, 6 starters: Atalanta 1, Countess 2 and pen- 
nant, tieing Thialfi. Second class, 4 starters: Rita 1 and 
ennant, tieing Witch, Spider2, Third class, 2 starters: 
sluebell 1 and pennant, tieing Mirage. 
I ST EWeE Bay.—Champiouship Matches, 6 starters: Co- 
quette 1. 
Aug. 2. Suriinaton Bay.—Championship Matches, 5 starters; Ca- 
eique 1. 
6, Kingston,—King. Y,O. Open Race. First class, 4 starters: 
Norab B.Q,Y.C. 1, Garfield, King. Y.C. 2; Aileen R.C.Y.C. 
3, Second class, 5 starters: Iolanthe B.Q.Y.0, 1, Katie 
Gray Os.Y.C, 2, Laura, King. Y.C.3 Third class, 9 start- 
ers: Mabel, Gananoque 1, Merlin, King. Y.C. 2. Shadow, 
Gananoque 3. 
9. BEren Bay.—Championship Matches, 4 starters; Co- 
quette 1. ; 
. Philadelphia.—Q.C.Y.C. Sweepstakes, Wourth class, 5start- 
ers: Pratt 1. 
Newport.—N.Y¥.Y.C. GCommodore’s Cups, 60-mile course, 
Schooners, first class, 3 starters: Montaul 1. Second 
class, 2 starters: Varuna i, Cutters ad sloops, first class, 
4 starters: Bedouin 1. Second class, 4 starters: Oriva 1. 
Best time on allowance, Mischief, 
Hull,—H.Y.C, Open Regatta, Hirst class, no entries, Second 
class centerboards, 3 starters; Magic, L.Y.0, 1: Shadow, 
B.Y.C. 2 Keels, 3 starters: Hera, B,Y.C, 1: Ella May, 
Bo. Y,C, 2. Third class centerboards, 4 starters: Seabird, 
Bo.Y.C, 1: Frolic, Bo.Y.C. 2. Keels, 3 starters; Transit, 
H.Y.C, 1; Rayen, B.Y.C. 2. Fourth class centerboards. 14 
_starters; Black Cloud, GC A.Y.C, 1; Cruiser, Larch, & B. 
¥,Qs 2; Queen Mab, H.Y.0, 3, Keels, 7 starters: Ban- 
neret, D.Y.C, 1; Kittie, H.Y.C. 2; Saracei, Bo.¥.C. 5. Fifth 
class, 25 starters: Mabel, H, ¥.C. 1; Viva, §.B,¥.C. 2; Flora, 
Lee, 8.B.¥,S, 3. Schooner class, Bessie B.¥.0. w. 0. 
. Fisher's Island.—k_Y,C, Amazon 1, 
. Nahant.—B.Y.C, Ninety-first Race. Third Championship. 
First class, 3 starters: Cricket 1and pennant, tieing Thia 
and Countess; Countess 2. Second class centerboards, 4 
starters: Cruiser 1 and pennant, ticing Witeh and Rita® 
Spider 2. Keels, 2 starters: Witch i. Third class, Mirage 
w. 0., taking championship. 
23. Hull.—H.Y.Q. Second Championship. First class,3 starters: 
Shadow 1. Second class centerboards, no entry. Keels,_ 
3 starters, race off, time lost by judges. Third class center- 
boards, Seabird w.o, Keels, 3 starters: Kittie 1. Fourth 
class, 4 starters: Queen Mab 1, taking championship. 
Fifth class, 7 starters: Kismet 1, tieing Spray. Sixth class, 
4 starters: Rlsie 1, tising Mirage. 
Philadelphia.—Q.C.Y .C. Commodore’s Challenge Cup. M. 
S. Thomas beats Tellyer and holds the enp. 
Burlington Bay.—Championship Matches, 5 starters: Bru- 
July 4. 
16. 
24, 
28. 
nette 1. 
Aug. 30, Marblehead.—B.Y.C. Ninety-second Race, Second O 
Sweepstakes. Virst class centerboards, 2 starters: Shadow 
B.Y.G. 1. Keels, 4 starters: Lillie §.B.¥.C. 1, Viking D.Y. 
C. 2, Higic J.C. 3. Schooners, 2 starters: Bessie B,Y.C. 
1, Second class centerboards, 8 starters: Hrm Q,Y.C. 1, 
Folly Q.Y,C. 2, Keeéls, 8 starters; Thealti B.Y.C. 1, Transit 
H.Y.C. 2, Gem B.¥,C. 3, Countess B.Y.C. 4, Third class 
centerboards, 10 starters: Queen Mab H.Y.C.1, Seabird 
Bo. Y.C. 2, Black Cloud C.A.Y.C, 3, J. 8. Poyen, Jr. New. 
Y¥.C. 4. Keels, 10 ‘starters: Kittie H.Y.C 1, Witch B.Y.C. 
2, Saracen Bo.Y.C. 3, Ruth §.BayY,C. 4d. Fourth class 
centerboards, 22 starters: Thisbe 8.B.¥.C. 1, Joker H.¥.C. 
2, Pet Q.Y.C. 3, Comus S.BayY,0. 4, Cruiser B.Y.C, 5, 
Keels, 7 starters: Vesper W.L.Y.C. 1, Vera B.Y.C. 2, Car- 
mita B.Y.C. 8, Fearless §.B-¥.C. 4, Caprice B, Y.C. 5, Fifth 
class, 11 starters: Sassacus C.A.¥,C.1, Plora Lee 8.B.¥.0. 
2, Mirage B.Y.C. 3, Elsie Q@.Y.C. 4, Pert New. ¥.C. 5, 
30. Burlington Bay.—Championship Matches, 2 starters: Co- 
uette 1. 
Sept. 13. West Lynn,—W.L.Y.C. First Ceres tabs First class, 
Blanch 1, Second class, Raven 1. ‘Third class, Crescent 1, 
25, New Haven,—N.H.Y.C. Class B: Ariadne w. 0., no prize. 
Class OC, 2 atarters: Rajahi. Class D, 6 starters: Stranger 
i, Class E, 4 starters: Gracie 1. Class FP, Libbie w, 6,, no 
prize. QClass\G, 3 starters; Hornet 1, 
YACHTING ON BURLINGTON BAY. 
ACHTING at Hamilton has been rather slack this season, and 
Y only a languid terest has been taken in the sport, The only 
important races were those sailed in the series for the championship 
pennant of Burlington Bay. This series began on Saturday. July 19, 
and continued every succeeding Saturday until Aug, 30. The com- 
peting boats were the Brunette, Coquette, Cacique. Nautilus, Collins 
and Mystery. The first three are first class. the others are about 10 
tons each, The fivst race resulted m an easy victory for the Coquette, 
the Nautilus, Collins, Mystery, Cacique and Brunette finishing in the 
order mentioned. ; , 
The Coquette also won the second race, with the Nautilus second, 
the Cacique third, the Collins fourth and the Brunette last, — 
There was a biz blow on the third Saturday, and the Cacique was 
the only boat that finished, being yery carefully handled by her cap- 
tain, Mr. 22milius Jarvis, The Brunette reached the third buoy, and 
the other three did not get any further than the first buey. ; 
The next race resulted in a victory for the Brunette. The Cagigre 
‘and Coquette sailed a dead heat-for second place; the Collins cid x 
finish. here was 4 fresh wind pire eee nae the race, 
On the following Saturday there was hardly any wind, and none of 
the boats finished before P, M. The race was consequently de- 
clared off, aro j 
The next race was won ‘by the Brunette, with the Nautilus second 
and the Collins third, The Cacique and Coquette dia not finish, 
the latter having had her throat halliards carried away. ; 
‘The last race was a walk over for the Coquette. The Brunette 
struck a sunken crib, and had to run ashore. The other boats were 
not allowed to start, az noneof them had two wins to their credit. 
The egnerte having wou three races, was declared Winner of the 
series and thechampionship pennant, = 
