416 
FOREST AND STREAM. 
ul 7 
all 
a 
| [Dno, 18, 1884, 
Hachting. 
ORIVA AND PENGUIN. 
if is usual after a race to hear many and weighty reasons from the 
losers, accounting for their defeat, which statements, as a rule, 
we do not publish, This fall, after the race of the Seawanhaka (. Y. 
C., we received a letter, accompanied by tha writer's name, but 
signed ‘‘Subscriber,”’ making several assertions as to the position of 
Penguin in the race, which letter we inserted in order to syoid any 
appearance of prejudice toward the losing side. These statements 
have sinee been positively denied by the owner of the Oriva and sev- 
éral of her crew, 
As the judges’ tug was af the time several miles distant, those 
aboard saw nothing of the portion of the race in dispute; but the 
record of what Oriya has done with Vixen and other sloops, as pood 
or better than Penguin, and in weather even less favorable to the cut- 
ter, is pretty conclusive evidence, if ay were needed, of the correct- 
mess of Mr, Lee's assertion; and as ‘‘Subseriber” has not replied to 
Mr. Lee’s challenge to repeat his statement over his own name, he" 
Tmust not expectit to carry more weight with our readers than usu- 
ally attaches to an anonymous communication contradicted upon 
good authority. 
CUTTERS ON THE 
A last San Francisco, affer watching the fray from afar, is to 
; take a hand in the fight and try the cutter, The dose is a mild 
one at first, a little 2-tonner to be imported from England, anda5 
to be builtin California, and although the cutters will be praised or 
condemned by Western yachtsmen, according to the success of these 
two, the trial will hardly be a fairone. A 2-tonneris too small to be 
a thorough racing cutter, and will probably be a boat of 84 te 4 
beams, and but a poor sample of a large cutter. The 5-tonner will 
be built on Clear Lake, 60 mile from San Francisco, and if suecessful 
she will be brought down by rail, Nothing is said of her design or 
proportion, but as much will depend on her suecess, we hope thase 
interested will secure a design from some competent designer who 
has made a sindy of the cutter, As many heré can testify, something 
more is needed to make a successful cutter, than narrow beam, lead 
keel, and double head rig. Tho whole character of the design is 
totally different from that of the sloop, and those familiar only with 
the latter often fail entirely in their attempts to design the narrow 
and déeper boat, even though the main dimensions and elements 
may be correct. Ibis desirable in the interests of yechune that the 
first cutter in San Francisco shall be the best of her kind, and we 
hope that the gentleman who is about to put some time and money 
- the experiment, will secure asa starting pointa thoroughly good 
esign, 
PACIFIC. 
MIZZEN FOR A YAWL. 
Ov correspondent, Mr. Dayid Hall Rice, of the yawl Whitecap, 
whose writings in fayor of the rig have previously appeared in 
our columns, has made a number of experiments in order i 
the working of the aiter sail. 
After atrial of a mizzen rigged in the English fashion, Mr. Hall 
discarded it, as he was unable to make it sit on a wind. The yard of 
the lug sail sagged off on one tack, and the strain of the loose-footed 
fail caused the boom to buckle and spring away, spilling the wind. 
To obviate these objections, the mast was first stayed very strongly, 
the loose-footed mainsail abandoned, and in its place the boom was 
fitted with slideways, or jackstays well riveted to it, in which small 
‘T-shaped slides, sewn to the foot of the sail, could run easily, 
The ways being slushed, the sail can be run out with an out-haul. 
The strain being distributed along the entire length of the boom, the 
latter can be trimmed in as flat as is desirable, without springing off. 
The yard his also been replaced by a gaff, with which the sail sits 
equally well on éither tack, and much flatter than before, With this 
Tie Mr, Hall claims that the yawl can lie almost as close as @ cutter or 
sloop, 
The yawl rig is as yet unknown here, andits advantages over the 
sloop, especially on the numerous crulsing craft that never race, and 
are sLow under any rig, as it can be easily handled, the arrangement 
of masts is far more convenient than in the schooner rig so common 
on our coast for small vessels, and in reefing, while the center of 
effort is kept low, the after sail is not reduced as in a sloop, 
Mr. Hall's experiments have proved much in favor of the 
and we hope by next season that more of the cruisers at 
benefit by them, 
improve 
awl rig, 
east will 
BOSTON CUTTERS. 
wy CaS larger of the two cutters now building by Messrs. Lawley, is 
for Mr, Horace Binney, owner of the keel sloop Moya, also built 
by Messrs, Lawley. The new cutter is 86ft. on loadline, 43ft. over all, 
10ft. beam, with a Hush deck, and nine and one-half tons of iron on 
the keel, Herframeis of oak, wlth alternate timbers double, sided 
2in., moulded 444 at heel and 244 at head, between each pair being a 
steamed timber 2144118, after the Hnglish fashion. The plankin 
will be of yellow pine 14in. thick. The deck will be laid.straight, o. 
i}g2in. white pine, and the stanchions will be of locust with mahog- 
any bulwarks. ; 
he other yacht is for Mr. C. W. Jones, who has’ lately sold his 
schooner Lorelei to Mr. G. H. Williams. She will be a wider boat, 
having 12{t. beam to 85ft. loadline and 44ft. on deck, and will carr 
twelve tons of iron outside, All her frames will be double moulded, 
4\éin, at heel and 214 at head, sided 2)4in. : 
he planking will also be iin. thick, and the deck and bulwarks 
asintheformer boat. At the same yard, Adrienne, Com, Pfaff's 
schooner, built there in 1883, has had her iron keel removed and re- 
placed by one of lead, twenty tons in place of eight and one-half, 
which will, no doubt, improve her already excellent record. 
The Tempest is also having five tons, half her ballast, on her keel, 
all of it haying formerly been inside, and the little sloop Meerschaum 
is also having a two-ton keel added, her ballast formerly consisting: of 
5,000 pounds inside. The steam yacht Herald is now receiving her 
machinery, but will not leave until spring. The companion boat 
Telegram, is ready for her engines, but they have not yet arrive 
from England, ~ 
SIGNS OF THE TIMES. 
HAT the whole drift of eae tion in the yachting world is in the 
direction so long pointed out by Formsr snp STREAM, is shown 
by the items of news that are heard daily now that active racing has 
ceased and building and repairs are inorder. From Boston we hear 
of Adrienne changing 844 tons of iron for 20 tons of Jead on keel; 
Tempest, besides shitting her foremast forward, adding a 5 ton iron 
keel, or half her inside ballast changed to-outside; the sloop Jessie 
adding 114 tons of iron to keel, the sloop Meerschaum adding 2 tons 
to keel in place of 244 tous inside, and two new cutters with 9% and 
12 tons on keel, 
From Roslyn comes the news of another step on the part of the 
sharpie toward the despised cutter, 50ft. waterline, narrow beam, 
With 4 tons of lead, only think of it, in her keel, and drawing aay 
4ft. Schooner Republic nut only bas changed her board for a keel, 
but has been lengthened greatly on waterline, Cutter Huron, in 
Boston, adds 8ft, to her length this winter, and even Elisworth’s new 
sloop will be much narrower and deeper than any of his former boats. 
Thistle will also have her keel dropped 2it. deeper. 
Now the Herald comes out, cautiously but surely, infavor of less 
beam. Speaking of the new steam yacht building at Greenpoint, a 
f-beam boat, it says: “It is béyond all controversy, too, that the 
elimination of this abominable buoyancy by the contraction of a sea- 
going craft's breadth in uaval design is directly conducive to her 
speed, all other things being equal.” : 
Writing to the Field on the condition of yacht racing, Captain 
Henry 4. Bayly, an old yachtsman, and for a long time owner of 
the Buceaneer, a 3)4-beam cutter of the old type, ddft. waterline, a 
boat resembling somewhat our pilot boat model, and finally sold for 
a, pilot boat, speaks as follows in fayor of the present type of yacht: 
“Correspondents may say what they please about their being only 
racing machines, but cut down their spars and reduce their sail 
spread, and they make better, faster and abler cruisers than any box 
that can be designed. I speak from experience. I built a 344-ton 
hull, in every respectas far as regards the hull, a racer pure and 
slmple, with a lead keel of about 6G tous, but equipped her with a 
cruiser’s rig, This summer she beat down from Salcombe to 
Plymouth in 2 breeze and sea which caused one of the Plymouth 
pilot cutters toreef, * * * The wee ship weathermg the Mewstone 
as the other passed the Breakwater, and that in spite of the seas 
twice filling her punt, and the wind blowing the clew of the mainsail 
oub of the reef cringle. Tam quite certain that my old 12ton Buc- 
canéer would not have looked at ib, in pee of her having 4ft. din. 
more beam, and 4ft, piore length. Mo: Hl: Which of the two boats 
is the ervizer, the 12-tonner or the d-tonner?” ; 
The change is constantly going on, some coming out openly in favor 
Of modern ideas, as they see their value, others obstinately proclaim- 
ing the old theories and beliefs, even while in their practice they 
avail themselves quietly of more depth, less beam, lower ballast and 
Similar ta a aves little what they may say, when their prac- 
tice contradicts it all flatly, 4 ] 
We commend these and similar facts to all who intend to build or 
alter their boats this season, as a careful consideration of the present 
practice in the yachting world, and of the lategt ideas, will save ox- 
pensive alterations in a season ortwo, Every season men are seen 
who are dissatisfied with their boats and desirous of improving them, 
but who ignore everything outside of their own limibed experience, 
and instead of ayailing themselves of what others know, waste 
time and money jn proying facts Jone since known, Knowing that 
low ballast is largely the rule, they muster courage to put half a ton 
of iron under their new boat, only to change next season fora greater 
iby, Tn beam they are willing to take 
off six inches from what would once have been considered necessary, 
only to add six feet of length in a season or two, and so on through 
weight, and another year for lead. 
the list, 
Before making any plans for new work or alterations, the first 
things to study are the signs of the times, what has already been done 
and what is now doing, and on these, as a 
basis, plans may be matured with at least a reasonable certainty that 
successfully by others, 
all will not have to be done overagain next season. 
CRUISING ON LAKE ONTARIO. 
[Concluded from Page 375]. 
S already mentioned, we found on coming out from behind Nich- 
olas Island that the sea, although considerably less violent, was 
still heavy and the wind quite fresh, but not so free as on the previous 
night, as it was now blowing from the south, which brought it a little 
before the beam. Under a close-reefed mainsail and single-reefed 
Inizzen and jib, we had, until abreast of Salmon Point, all the wind 
we wanted; but it was fated not to last, and when close to Long Point 
we were entirely becalmed and lay rolling in the trough of a big swell 
under a broiling sun, with all the crew trying to get under theshadow 
of the sails (which is rather a difficult jee about noon), and to make 
matters worse, our stock of ice was exhausted. 
One or two tried to sleépin the cabin, but as the temperature 
there was about 110° Fahr. this was not a success. A Swim was next 
suggested and immediately acted upon, but the water was too cold to 
remain in more than a few minutes. A game of cards was tried, but 
the jerking of the sails and rigging proved unpleasant to the players, 
and this was abandoned. Toward evening a light southerly breeze 
sprang up, and about 6 P, M. we met the Mischief, of the T. Y. C., re- 
irae from the races at Kingston; rounded up, exchanged notes, and 
passed on, 
The False Duck's Light was passed shortly after dark and about 
the same time the steamer Passport bound up. The wind now 
freshened, and not being anxious to meet the fleet of vessels coming 
out from the river, we stood over toward Pigeon Island, and when 
nearing these the Simcoe Light became visible, and then Snake Island 
Light, and erent the illuminated clock tower in Kingston (which 
does duty for a lighthouse); but not being acquainted with this port, 
and the chart being rather misty on the subject, canvas was reduced, 
the lead got out, and about 2 o’clock in the morning we fetched up 
alongside of a propeller, only to haye to “move ou,” and about day 
lizht, after being shunted from pillar to post, found a quiet little slip 
alongside of an elevator at the foot of Princess street. 
A stay of a couple of days was made at this port to repair canvas, 
replenish the larder, and allow the dudes to havea run around town 
and view the old limestone city, with its quaint, massive fortifications, 
which are only surpassed in Canada by those of Quebec, 
On the morning of the 8th eyerything was ready for a start down 
the river, except that we were minus a chart of this very difficult 
stream, and a careful canvass of all the stores in town failed to find 
oue, But finally the skipper went to Capt. Taylor, marine inspector, 
who kindly volunteered to draw an impromptu chart from memory, 
whieh wonld see us through, And so thorough was his work, that 
we were able to beat through the wretched, narrow, rocky channel 
above Gananoque without accident, arriving there in the evening. 
Unfortunately our chart did not show anything below Gananoque, 
and next morning we enlisted the services of two canoeists as pilots 
and started for Grindstone Island, where the A.C. A, meet was in 
full session; but alas, canoeists are not accustomed to deep yachts, 
and our pilots endeavored to take us over areef with about three 
feet of water on it, near the Jackstraw Lighthouse. Itis needless to 
say the experiment failed dismally, and our craft after climbing as 
high as she conveniently could, refused to go anyfurther. Fortu- 
nately the wind had been light and fair, so that our boat had 
up on an éyen keel. 
‘The skipper now 
main boom was run out on the starboard side, topped up to an angle 
of about 15° and then lashed to the shrouds, and part of the crew 
sent out to the end of it. Those remaining on board provided thein- 
selves with poles, and when the yacht, owing to the weight on the 
end of the boom, heeled over, pushed her off stern first, and thus a 
fresh start was made for the Grindstone, which was reached in good 
order before noon, and we cast anchor in front of the A. C. A, cay Z 
about three hundred yards from fand, 
All went ashore to visit our numerous friends and to make new 
ones; and, indeed, it would be hard to find a finer and more genial 
set of men than the members of the A. C. A. as represented at the 
meet of '84, and but for lack of time we should have prolonged our, 
visit to this really beautiful spot. } 
I must not forget to mention that the crew visited Squaw Point, 
where they were cordially received and invited to come again, which Y 
they doubtless did. for they were’ missing frequently. , 
In the evening Com, Neilson, Secretary Tyson, Librarian Nichol- 
son of the T. C. C.,and many other canoeists, Canadian and Amer- 
ican, came out to visit us, came aboard, enyied or sympathized with 
us, smoked the Pia of peace, and when the bugle sounded lights 
out, silently slid to their respective camps, 
Sunday, 10 4. M.—Withont waiting to attend church, we starved 
for the Thousand Island Park, but when about half way, finding the 
water very shoal, decided to heaye to and tow down with the first 
steamer that passed. Ina short time a steam yacht came alongside, 
took hold, and in half an hour we were sounding for an anchorage in 
the picturesque little bay overlooked by the Thousand Island Houre, 
where we let ¢o, and remained until Tuesday, the 12th, then ran over 
to Clayton, N. ¥., and on the following day set sail for home, But 
we reckoned without our host, for the wind, after piving us a lift up 
the river about three-quarters of a mile, died away, and we grace- 
fully drifted, stern first, back to our starting point; and this perform- 
ance, being repeated more than once, became monotonous, and we 
tied up to a private wharf a short distance above Clayton, known as 
Partener’s Point, our record for the day beingentered in the log as 
one mile. 
Swimming and fishing for rock bass helped to fill in the balance of 
the day, an not being inclined to risk night navigation in narrow 
water, we remained where we were until about 10 A. M. next day, at 
whieh time a lively breeze sprang up dead ahead, under which before 
night we made Cape Vincent, being greatly delayed i the care re- 
quired in beating through the shoals about Carleton Island, At this 
stage of our proceedings, the crew was reduced to one watch (three), 
owing to the holidays ot the others terminating and necessitating 
their return by raul. " 
Friday, Aug. 15.—We started for Oswego with the wind ahead and 
yery light, When about twenty miles out found that our purveyor 
had neglected to lay in supplies, and were reduced to hard tack and 
a few miscellaneous scraps. Numerous threats of cannibalism were 
thrown at the aforesaid purveyor, and had we been becalmed for w 
couple of days it’s difficult to say what nught have happened; but 
about 6 P.M. the wind shifted te the west and freshened. At this 
time we were off the Galloo Light, distant from Oswego thirty miles, 
to within a short distance of which port we madea slashing run under 
whole canvas, arriving close te shore about 9;30 P. M., and here the 
wind, playing a shabby trick on the hungry crew, actually died away 
entirely, and as we were all yery sleepy, we lowered all the canvas, 
hung up a riding light, left one man on deck (who fell asleep), and 
retired for the night. } 
At daybreaka light air carried us into the harbor where supplies 
were hurried aboard, for we were now behind time, and being short- 
handed knew that night sailing must be curtailed, in fact hoped to 
beable to make a harbor every night if the winds were anything like 
favorable. : 
We loft Oswego in the afternoon and made abreast of Big Sodus 
Bay about midnight, and gotin after an inflnite amount of trouble, 
caused by @ recent change in the lights, of which we were not aware. 
(To enter now, range bi babe pei whitelight with the red one, both 
of these lights being on the west pier.) 
DAylight spain saw us under way for Charlotte (port of Rochester), 
but being becalmed most of the day, only reached there at two 
o'clock on the following morning, at which time asplendid laud breeze 
was blowing, but all hands were so pleepy. that it was with difficulty 
we kept awake long enough to pull up between the-piers and tie up. 
In the morning there was no wind until eleven, when we started, 
but the calm streak that had been following us for days was sill 
hanging around, and by night we had only made thirty miles, and as 
we were now much pressed for time, agreed to stand on all mght, 
for as yet no one was showing signs of going to sleep at his post (a 
syroptom which bad been exhibited on numerous occasions latery), 
About 8 P.M., abreast-of Oak Orchard, we were doing about six 
miles an hour, whith was refreshing after the flab calms we had been 
in. At midnight the wind freshened until we had to double reef all 
around, and were tearing through at a splendid rate; but asthe night 
was hazy we held a long way out from Shore, probably eight or ten 
miles, which kept usin quite a little jump of asea, About 3in the 
morning the man at the-helia, after cautioning the wateh forward to 
keep a bright lookout, found himself getting very sleepy, in fact he 
WAS 800n snoring, and wakened with a start to find the bead canvas 
shaking. After putting her away again, he shouted up forward to 
gone|| 
haying lost faith in pilots, took charge himsdtee 
and ordered down all the canyas preparatory to getting off, then the 
the watch to in uire if they were on the lookout, and receiving no 
answer, shouted again and again, It at last became apparent that 
the others also had gone to sleep . 
A vigorous lecture on the dangers of sleeping when in the track of 
yessels straightened up the crew, as also the lecturer (whose lapse 
frorn duty had not been obseryed), and as the wind was dying down 
reefs were shaken out, breakfast seryed, although il, was not yet day- 
ght, and we stood in toward shore and found ourselves passing’ 
eee just as the early fishermen were going ont to examine their 
Auother flat calm, a light breeze dead ahead, and we drifted into 
Niagara in time to go up to town and have a sivell dinner, get intro- 
duced to the pleasure-seekers at this quiet little watering place, and 
then have asleep, Tb was decided that we should turn in and snooze 
until 10 P, M. and then strike across for Toronto; but at 10 P, M. the 
gentleman who lectured on “the dangers of going to sleep’? could not 
be wakened, and it was after midnisht before he could be hauled on 
deck, to find the canvas all set and everything ready to cast off, 
The sky was anything but promising, as black ax the ace of spades, 
lightning was flashing, and thunderconld be heard growling in the 
distance, but from what we had seen of our boat, it would take par- 
ticularly had weather to trouble her, and we started, first taking the 
precaution not to haye a very heavy spread of canyas, which, indeed, 
was not required, for the wind was fresh and steady, and the clouds 
soon broke away. Unluckily the wind went with them but not the 
sea, and what an unearthly rolling we got lying in the trough, and 
What a tough job cooking breakfast was, for our cook's weak stom- 
ach had gone back on him, but the others only seemed hungrier on 
account of the heavy roll and flapping of the idle canvas, 
The meal was at last cooked, and it proyed to be the final one of fhe 
cruise, Tor before the dishes had been stowed a light southwest breeze 
caught us, which increased, as we went, to such an extent, that when 
we entered the hay and laid for the club house we were running races 
with the steamers, and hangmg on to them bravely, Thus finished 
an eighteen day cruise of 600 miles in as fine weather as any yachts- 
man could wish for, with the one exception that there was an un- 
usual scarcity of wind, and we discovered too late to be of much 
practical use, that the right time to sailin warm weather is at night. 
and take advantage of the fresh land breezes thatusually prevail 
afcer dark, Derr DRAUGHT, 
SCHOONERS IN 1884, 
A SEARCH through a pile of old papers a few days since brought 
to light a little book, worn and dirty, which bore on ils dingy 
red cover the seal of the New York Y. C., and the date 1866. 
Although less than twenty years, it covers a long step in yachting; 
then Mr, E. A. Stevens owned Maria; Hvya was just beginning her 
career—as a Sloop; ind the steam fleet was composed of one vessel, 
the Wave of 100 tons. The club hased their measurement on the pro- 
duct of the loadline and extreme beam, in square feet, and the book 
also contained the number of men allowed to each yacht, and the 
size of boat which she should carry. The list comprised a fleet of 
41 yachts, 29 schooners, 11 sloops (in those good old times there were 
no cutters), and the single steamer mentioned. 
We Jooked through the list of schooners with almost the same feel- 
ing which one would experience in stepping aside from the bustle of 
Broadway into the quiet of Trinity churchyard and deciphering the 
inscriptions on the stones there, Not only has the generation of 
yachts there listed, for the most part passed away, but a second 
generation has been launched, has sailed its course, and as far at 
least as racing is concerned, has also had its day. 
Two periods of our yachting history are particularly noticeable by 
the number of large schooners built. One iu 1865-66, when yachting 
started anew after the close of the war, and the other in 1871-72 when 
the impulse given by the cupraces, in which American schooners 
took such # successful part, resulted in the construction 
of a fleet of large schooners, It is difficult to trace throngh the many 
changes of name, ownership and rig the first fleet, but lesides many 
that have disappeared entirely (old Actes, Maria, Calypso, Henrietta, 
Escort, Haze and Widgeon), and the three perennials, Silvie, Julia 
and Nettie, all in their youthful bloom then, and still to all appeéar- 
ance _ge@odfor another twenty years, were a bost of new boats— 
Alarm, _Biettwing, Dauntless, Idler, Juniata, Palmer, Halcyon, 
Juliet, Josephine, Vesta, Phantom and others Jess uoted. Of these 
Fleetwingand Halcyon still are among the racers, but most of the 
bherg have lowered their flags forever. 
“The second fleet was the finest in point of numbers and tonnage we 
have eyer mustered, and the names will long be famous in our yacht- 
ing amials. Columbia, Sappho, Mohawk, Tidal Wave, Meta, Made- 
line, Enchantress, Resolute, Magic, Tarolinta, Rambler, Atalanta, 
Clio, Triton, Dreadnaught, and Wanderer, nearly all dating from 
1870-78. Of this fleet, too, but few still are found at the starting line 
of late years. Columbia, in new hands, has shown no desire to claim 
her old place; Sappho lies “in the mud" abroad, waiting a purchaser; 
Mohawk has been for some years in the Coast Curvey, Hnchantress 
is in English waters; some are still racing, but the glory of the old 
fieet has departed forever, The building of large schooners culmin- 
ated in the Mohawk, and since that time size, as 4 standardin yauht- 
ing, has virtually disappeared, The old ideas of lavish hospitality and 
ostentatious display haye largely given place to Corinthian princi- 
ples, a higher standard of desizn and seamanship, and a better ap- 
preciation of what really constitutes true yachting. It would be too 
much to say that the ignorance and total disregard of the plainest 
principles of naval science that culminated in the lamentable disas- 
ter to the Mohawk, stopped there; but that was the means of awak- 
ening yachtsmen to the necessity of a reform, and paved the way for 
the improvements that have since been madein our yaehts, Since 
Mohawk, we have had one very large schooner, Ambassadress; but 
she is not in the racing fleet, and in fact has not even been in com- 
Mission for some time. 
The past ten years have added to the fleet Intrepid, Norna, Norse- 
man, Fortuna, Montauk, Gitana, Clytie, Grayling, Crusader, Adri- 
enne and a few others, and the present season has seen afloat far- 
binger, a handsome little centerboard boat, Speranza, a keel schooner 
of the old type, and Mohican, also keel, the latter two not haying 
raced as yet, and, in fact, most of the fleet igure more as cruisers 
than as racers, ; . 
The first race of the season, that of the Atlantic Y. C, on June 10, 
brought out Grayling, Crusader and Clytie in the larger class, and 
Triton, Haze, Agnes and Leona in the smaller. The weather was 
yariable, starting with a drift and ending with a fresh blow, Gray- 
ling and Triton winning easily in their respective classes. Two days 
later came the New York Y, C. race, in which Montauk, Grayling, 
Crusader, Hstelle aud Clytie made up the larger or second class, with 
Clio and Triton in the third. Between fogs and calms, the race was 
a failure, and was resailed on the following day, on which occasion 
allthe winds were out, making one of the liveliesf races New York 
had seen for years, Crusader and Triton were not in, leaving four tn 
the second class and Clio to sail over in the third. Montauk came in 
winner, with Grayling second and Clytie far astern, the others hay- 
ing all withdrawn. , ee 
on the following day, in the Seawanhaka Corinthian Y. 0, races, 
the schooners were represented by two boats, Ray umd Clytie, the 
former, one of the oldest yachts on the list, & keel boat of Georges 
Steers’s build, being the only schooner to go over the course. Pol- 
lowing closely on these races came the race around Long Island, on 
June 16, a contest in which a largeturnout of two-stickers might haye 
been expected, as it was the first long race in seyeral years; but only 
six boats started—Fortuna, Grayling, Montauk, Ruth, Estelle and 
Fleetwing. As far as a test of the boats was concerned, the sail 
amounted to nothing, for agreat part of the time it being 4 mere drift. 
The sailing time over the course was at a slower rate than the usual 
limit of eight hours over the New York Y, C. course. The leading 
yacht at one time was in a few hours lying idly astern, while some of 
the rear guard miles away, CEE a little breeze, were now the 
leaders, and so on fromi the start to the end, where all but Fleetwing 
and Ruth finished this notable race in an appropriate manner by 
drifting over the line in a thick mist and almost acalm, The results 
were worthless for the purpose of comparison, and although dubbed 
an ‘ocean race,” as far as wind of water was concerned it might as 
well have been confined entirely to the Sound. 7 
In Bastern waters the first race was that of the Hastern Y, C,, off 
Marblehead, on June 27, where only Fortuna appeared in the larger 
class, with Adrienne, Clio, Rebecca, Sylph, Tempest and Harbinger 
in the second. the latter being the only new boat, In a light weather 
day and smooth water Fortuna was handsomely beaten by the cutter 
Bedonin, ay well as Wenonah and Huron, and Clio won in her class 
with Harbinger second, For the next month, matters were very 
quietin the racing world, but yachting took a new start with the 
athering at Newport, Virst came the race of July 28 at New Bed- 
ord, again under the flag of the Eastern Y. C., when Haleyon won 
the first prize from a fleet of eizht—Halcyon, Harbinger, Kehecea, 
Fortuua, Meteor, Ruth, Wanderer and Gitana, the Jatter two uot 
finishing. Bedouin beat Haleyon on actual tima, and Maggie beat 
Harbinger. Next day Fortuna led im the run to Newport, followed 
ploae by Gitana, The cruise of the Atlantic Y. C, at the same time 
brought out a display of only five schooners. 
The grand oceasion of the yachting year—the week ati Newport— 
roemised this year to be an unusually brilliant affair, as the Commo- 
sone was to be present with big Namouna, and the prizes were numer- 
ous, A large ticet of schooners was present todo honor to the occa- 
sion, but only in numbers did it approach the glories of the olden 
time. Some famous names were ontheir sterns, but they did litte 
to add to their old records, the honors for the most patt going to the 
singlesticker Bedouin. The first day's race not. only landed the 
Goelet sloop cup easily in her locker, but saw her home long ahead 
