196 



FOREST AND STREAM. 



tOoT. 1, 1885. 



ship, and at 3:55:28 she rounded it, setting spinnali-er to starboard, 



and started home. About 5:50 she passed Dauntless, tlie latter with 

 clilblopsail am! mamtopmaslavaysail tiut no foretopmast. Wien 

 near AbseeoLu at IkSO tlie southerly wiiul died out, leaving a cahn 

 for a couple of hoiu-s, after Avbich came a ligbt lireeze from north- 

 west. Throufrli the uieht she continued her course without any 

 special incident , the wind drawing to the north and northeast toward 

 morniDg, making a beat home. At 9 A. M. she was abreast of Sea- 

 bright, travehug very fast with a good northeast breeze that heeled 

 her down. An hour later slie was at the hne, winning her third race 

 at 10:11:55, the time ijemg ji.i4.40. Alter she finished she sentup the 

 while burgee with three winning Hags under it. The Luckenoach 

 passed her a Inie and towed her tap to her anchorage. 



Dauntless had the wind very light, but at 1:30 A. M. on Sunday her 

 foretopmast carried away, owing to the breaking of the backstay bolt 

 in tbe deck. She turned the outer mark at 10:10 on Sunday night, 

 aad after a tedious sail up tbe beach finished at 3:20 on Tuesday 

 mornirg, 



The full times are: 



Start, Sept. 26. Finish. Elapsed. 



Genesta 3 57 15 p m. 10 11 55 a. m. Sept. 27 42 14 40 



Dauntless 3 58 80 p. m. 3 20 10 a. m. Sept. 38 59 91 14 



LENGTH AND DEPTH IN A SEA. 



THE value of length, depth and ballast when properly combined is 

 well shown in the performance of Queen Mab, Watson's latest 

 and most extreme 10, in the regatta at Dartmouth last month, where 

 she raced successfully against such boats as Vanessa and Qtiickstep, 

 beating them twent.y minutes in a gale and heavy sea. Queen Jlab is 

 a lO-tonner of the modem type. 55ft. over all, 49ft. stem to sternpost 

 on deck, about 47f r. waterbne, 7ft. 4in. beam, with 18 tons of lead out- 

 side. Vanessa, tbe famous old racing 20, is 47ft. waterUue. 9ft. 9in, 

 beam. Quickstep, also 80 tons, is 4tif t.xlOft. ; Rondo 47ft.x9ft. lOin.: 

 Butterfly, 47ft.x9ft lOin , all 20-ton racers of ten years since, and flrst^ 

 class of rheir kind. Queen Mab in this case gained no a*lvantage 

 from the Y. R. A. rule^ as the 20s were in class C and she bad io race 

 in class A at a nominal rating of 40 tons, or double then- tonnage. lu 

 spite of such a handicap, in a heavy E.N.E. breeze and a big sea run- 

 ning, the narrow boat left the wider ones ea.'»iJy, they holding her 

 down wind, but; once with sheets in she made 19min. even time on the 

 foremost of her rivals, going easily through the seas and astonishing 

 all the spectators. Besides the 20s, Irex and Marjorie were sailing a 

 match at the same time, and the performance in a seaway of the 

 little 10 compared with these big ones was noted favorably by 'all who 

 saw it. 



SLOOP OR CUTTER. 



To the Editor of the Chronicle: 



The keen interest w itb which so many here, whether yachtsmen or 

 not. have read the reports of the Puritan-Genesta races have also 

 provoked a great deal of criticism as to their respective builds and 

 rigs, and on the lesson to be learned from the result. In two thor- 

 oughly fair trials under widely dissimilar conditions the Puritan won, 

 proving thai Americans can build and rig a centerboard cutter to 

 beat a keel, and that is all. If Americans can derive any satisfaction 

 from that feat icis theirs. It appears to me to be very little to be proud 

 of, considering the claims that they make and the respective posi- 

 tions of keels and centerboards in American regattas. One thing is 

 clear, they were afraid to trust to a sloop to meet the cutter. By 

 their actions in these races they have set the following problems for 

 solution before settling finally which country can claim the honor of 

 building the fastest yachts: 



Pipst— A series of races between the Purita,n and an English center- 

 board cutter. 



Second— A series of races between the Genesta and an American 

 keel cutter. 



Thii-d— A series of races between a bona fide American sloop rigged 

 keel sloop, such as you will find by hundreds in American waters, 

 and an English cutter of which there are thousands in England. 



But Americans strenuously assert that the Puritan is a typical 

 American sloop, and they try to prove it in this way: She was de- 

 signed, built, spat red and risrged by Americans; her Tuodel is broader 

 and shallower than the Enghsh; sb'e has a centej-board and a station- 

 ary bowsprit. These are the essential points that distinguish the 

 typical American sloop from all other boats. 



■ The minor points, or non-essential, as I Fhall enumerate, are copied 

 direct from English yachts, Imt do not affect the classification of a 

 yacht if American papers are correct in tbeu- contentions. 



The rank rake of the sternpost. the overhanging counter and oiit- 

 .Kide ballast. The complete English cutter rig ia its entirety, length 

 of mast and set. The longgaff, mainsail with low hoist and high peak, 

 forestaysail and jib. square head topsail, and ail the kites. 



I will'venture to say the Puritan i ; Uic first typical American sloop 

 of such a build and rig. and if Americans are right in their claims as 

 to minor points, as a logical sequence a "schooner-rigged catamaran 

 sloop" will be amontr the possibilities of the future, with a typical 

 English sloop-rigged eenterixjard cutter for variety. 



I have no wish to detract from the splendid success of the Puritan, 

 but to coolly appropriate the English methods and cutter rig, and 

 calmly claim the resulting yacht as typical American, and their race 

 a centerboard against a keel when they have special classes for the 

 two In their own regattas, is, to say the least, not thoroughly sports- 

 manlike or hardlv fair,— .4iirt«,5 171 Halifax Chronirle. Sept. 21. 



Now that the sprav has been allowed to settle back into the ocean 

 aroimd the Scotland and Sandy Hook lightships, allow me to con- 

 gratulate the cutter men on the unqualifled triumph of their theories. 

 Where in all the world is there a shingle-bottom capable of sailing 

 on and off the wind as Pm-itan and Genesta have done? 



The gentlemen who held forth so eloquentl.y on the subject of 

 sloops have ci-ossed AI Sirat and are safe in Paradise, fondly imagin- 

 ing that the former was a sloop, a most fortuitous circumstance, 

 while those who took pains to study Mr. Burgess's ideas intelligently 

 saw at a glance that he was of the cutter persuasion, but found him- 

 self compeUed by the necessities of the CAse to introduce certain mod- 

 ifications which have heretofore existed only in the sloop and schooner 

 models Puritan has the bowsprit and doublehead sail of a cutter— 

 with this advantage, which her des;igner has slyly introduced as a 

 sloop feature, the stick is built in and does not steeve as m the cutter. 

 The overhang of her stern, the straight or nearly straight line of her 

 stem eppecially in the freeboard, and the cut of her mainsail, is that 

 of a cutter. lu the light winds which prevailed, no doubt the lacing 

 oo h-r boom was an advantage; but m a sohd breeze it would not 

 have been. It is a sloop and catboat feature, originating in the Sound 

 as the centerboard did. and destined eventually to go back there, 

 cousiened to a long sleep in those placid haunts where the memorv 



am at all unpatriotic, but solely for the real interest of yachtmg. 

 Now for a season or two we shall have all sorts of visionary compro- 

 roiso cutters, and it will take two or three years to educate the average 

 experimenter into a practical yachtsman. Every one will learn at 

 last that compromise boats are unsatisfactory in the long run, and 

 that deep keels are really "the only wear" for genuine yachting. 

 Next summer I hope tialatea, Vanduara and Irex, or Wendur and 

 Marjorie will come over on their own bilges, as G«nesta did, and be- 

 tween them capture the ugly mug. Drta. 



AN ENGLISH VIEW OF THE RACES. 



IN an editorial under the heading of "The America's Cup" the 

 London Field of Sept. 19 reviews as follows the late races. The 

 Meld also publishes a picture of Pm-itan, to which the following 

 remarks are appended: "It wUl be seen that Purit;an is a cutter, 

 vnre and simple, although her mast is stepped a little further for- 

 ward than is usual m England, and the bowsprit will not reef m, as 

 is customary on this side of the Atlantic. The mamsail is laced to 

 the boom, and this has often been done in England in cutters; but a 

 behef rjrevails here that better effects are got out ot loose-footed sails. 

 This tfiueh is certain, that if the sail bags much, battling out on the 

 foot takes the bag out much more effeclnvely if the sail is not laced, 

 and on the whole a loose-footed will sit better than a laced sail. On 

 the other hand, if the sail is laced, the boom can be hghter, as the 

 strain is more equally distributed. * * It is plain that Puritan 

 is no more the typical American centerboard sloop than 0,enesta is, 

 and this is satisfactory, because it will probably induce American 

 yachtsmen to abandon a type of boat universally condemned. That 

 beam is not incompatible with good seagomg qualities v.-as made 

 pretty plain at the recent Dartmouth regatta by the performance ot 

 the yawl Constance, which went as fast and as well as a,nythmg m 

 the race, [Constance is 86 9 stem to sternpost on deck; by mt oeam, 

 or 3ft, wirier titan Genesta on the same length nearly.— Ed i' . A: b. J 

 and if the success of Puritan only reconciles British yachts- 

 men to the adoption of a little more beam, we shall have as much 

 reason to be satisfied with the achievements of Puritan as the Ameri- 

 cans have " The JPield comments editorially on the race as follows: 

 "For the third time an Englishman has made an attempt to regain 

 the CUD woa by the America in tbe regatta of the Royal Yacht Squad- 

 ron in 1«51 . and failed , So far, however, as the failure of the (^enesta 

 eoes there' is notliing to be disheartened about, and much to learn. 

 In 'lH70 the American yachts had rather an easy victory over the 

 Cambria when she started against the whole fleet of the New York 

 Y C • and the decisive defeat which she subsequently bestowed upon 

 oneof their crack schooners-theldler-m_a jib-headed topsail breeze, 

 failed to convince Americans that their shallow type ot yach^ 



would be anv better for a little more depth of body. From an Amer- 

 ican point of view, the successive defeats of the Livonia in 1871 only 

 confii'med the opinion that the shallow type of yacht could not be 

 improved upon for speed and weatherliness, so far at least as smooth 

 wattr sailing goes; and the subsequent attempts to win the cup by 

 Canadian yachtsmen were of little interest from an English point of 

 view. 



"However, in 1881, an event occmred which created a great change 

 of opinion in America as to the relative merits of the broad and shal- 

 low and deep and narrow type ol yacht. Between the years 1870 and 

 1S80 a notable advance had been made in the mode of ballasting Eng- 

 lish yachts, by tranf erring the lead ballast fi om inside the hull to out- 

 side under the keel. By these means a yacht, say 80ft. loadhne and 

 15ft. beam (.').33 beams to length) could be made to carry the 

 sail of another of similar length, but with 30ft. beam (4 beams 

 to length); but one would be rated as of 80 tons and the other 

 as of nti tons. Unfortunately the advantages seemed so much 

 in favor of the narrower vessel that no one ventured to 

 build one of the broader type, and so all our p.v:perimenis were 

 in one direction; and there is no doubt that the objects sought by tne 

 designer were attained with fewer failures than expert mentis with 

 broader vessels in America. Beyond this, here was the sohd fact that, 

 no matter how narrow the English yacht is, she can be sailed in any 

 kind of weather and sea ; and as much cannot be sa,id for the broad 

 and shallow yachts of America. All these thinj^s had been marked 

 by the more observant of American yachtsmen, and were freely dis- 

 cussed in a portion of the t<ew York "press; but tne recollection of the 

 successive defeats of the Cambria and Livonia formed a bulwark 

 which DO amount of argument could surmount. At length, in 1881, 

 the event to which we have referred occurred; that is, Mr. James 

 Coats, one of our most staunch and enterprising yachtsmen, took the 

 10-tonner Madge to New York for the purpose of gauging the two 

 types. The decisive victoiiesof the Madge came as a revelation to 

 American yachtsmen, and the advocates of the narrow-beamed cratt 

 were so elated that one of the papers suggested that 'if they were not 

 hooped they would bust.' We at the time wrote, 'Fortunatel.v Ameri- 

 can yachtsmen are not likely to lose their senses over the victories of 

 the Madge, and while probably their present type of yacht wUl under- 

 go considerable modification, it is improbable that they will adopt 

 suddenly the modern British type; at the same lime, it is to be hoped 

 that they will not attempt to get on terms with the British model by 

 simply putting deep, heavy lead keels on theu- broad shallow yachts. 

 Of course the yachts would be improved by deep lead keels, but an 

 alteration in the type is required by dispensing with a httle breadth 

 and givi.!ig more under-water depth of body.' 



"This exactly describe s what American yachtsmen have been doing 

 during the last four yeai-s ; and to foster a type of vessels with moderate 

 beam and unrestricted depth, they adopted the "sail area and length 

 rule," in place of the old bulk rule, which had for some years been 

 used by the New York Y. C. Of course when yacht building is in a 

 transition state, there is not likely to be any vessel of distinct excel- 

 lence produced; and on the arrival of the challenge from the owner 

 of the Genesta, the members of the New York Y. C, on scanning 

 over their fleet of yachts, came to the conclusion that not one existed 

 fit to tackle the British craft. It is true they had the Bedouin of G6 

 Y. R. A. tons, a good hard weather boat, but no better than their 

 crack sloop Gracie in moderate weather, and moreover, there was 

 from a national point of view the objection that Bedouin was designed 

 by an Englishman (Sir. John Harvey), and although of only four and 

 a half beams in length, she is in every respect an English type of 

 cutter. 



"Under these circumstances Mr. Gordon Bennett an d Mr. W, Douglas 

 commissioned Mr. Gary Smith, a very successful naval architect, tode- 

 sign a sloop at least equal in length to the Genesta, and while retain- 

 ing most of the features of the American type, to modify them as oc- 

 casion seemed to require; the result was the Priscilla. At the same 

 time Mr. J. Malcolm Forbes, one of the best known and appreciative 

 yachtsmen of Boston, accepted a design made by Mr. E. Burgess. 

 The latter in one sense is an amateur, as three years ago he held a 

 position in the Boston Society of Natural History, and only adopted 

 yacht designing after a long correspondence with English yacht de- 

 signers and a vist to EngUsh yachtmg stations. At any rate there is 

 no doubt that in the Puritan he has produced a masterpiece, whether 

 we regard her speed and weatheriy quaUties or her 'looks.' The 

 engraving in our yachting columns is taken from a photograph, and 

 while it conveys "a correct impressing of the vessel's appearance, 

 does justice to her very sjonmetrical-looking hull. 



"Our special correspondent ably described the characteristics of 

 Piu-itan in the letter we published last week; and from is description 

 it will be gathered that she is a craft midwav, as it were, between an 

 English cutter and an American sloop. Her length of waterline is 

 80ft her beam 23ft., her draught of water 8ft. 8in.. and her disphice- 

 ment 120 tons. She is fitted with a lead keel of 25 tons, and has 80 

 tons of lead inside. She has a centerboai-d, but this probably was 

 fitted in deference to the amour propre of Americans; she might 

 otherwise have had a much deeper keel and have carried her lead 

 lower However, this opens the question of immersed surface, and it 

 would be out of place to discuss such a matter here. As already 

 described in our columns, trial races between Puritan, Priscilla, 

 Gracie and Bedouin took place, and the final selection fell on Puritan, 

 although there was not much to choose between her and the Priscilla, 

 both however, being incomparably better than Gracie or Bedouin. 



"Tke sail area rule, as used by the New York Y. O. is this: to the 

 square root of the sail area add twice the length on the load water 

 line and divide by three: the ratmg is thus by length. By this rule 

 Puritan is 83.85ft. and Genesta 83.5ft.; their actual length on the 

 waterUne being 80ft. and 81ft. respectively. Thus, the sail area of 

 Puritan be must8382sq. ft. and that of Genesta 7833sq. ft., the excess in 

 favor of Puritan being 549sq. ft.— quite sufficient to give her an advan- 

 taKB in light winds, and in fresh winds either, provided there was not 

 much sea, when her want of depth of body might tell against her. 

 So far as the match sailed on Monday goes, there seems to be little 

 doubt that Puritan held Genesta safe all day in the light wind, but 

 the long distance by time (16 minutes) at the finish was no doubt due 

 to the wind dying" out to a mere sigh at the end, rendering jt very 

 tedious work gettmg through the water. ^ . ^i, 



'•The match on Wednesday was sailed m a better breeze, which the 

 landsman who telegraphs the result to the London papers magnifi'^s 

 into agale. although Genesta brought her big topsail home all through 

 the long beat of twenty miles. That it must have been very close 

 work is evident from the time at the finish, which in this case seems 

 reliable although the, 'roundness' of the figures telegraphed across 

 from New York concerning Monday's match is suggestive of the sun- 

 dial It would be premature to form any conclusions as to the rela- 

 tive merits of the two types as represented by Genesta, and Puritan; 

 but this much seems certam, that yachtsmen on this side of the 

 Atlantic have been blindly prejudiced in favor of 'all length and no 

 beam ' in consequence of the Thames and Y. R. A, tonnage rules 

 being the sole standard test of merit. But, even judgmg by those 

 rules it would now seem evident that, for any given length, a good 

 vessel of four and three-quarter beams could give the i.R. A. time 

 to one of five and a half beams. Puritan has only three and a half 

 beams to length, and by the Y. R. A. rules would be 141 tons against 

 Genesta's 80 tons, equal to 9mm. 2.5sec. over a 40-mile course, and it 

 appears to be clearly established that by this rule Puritan would 

 have no chance against Genesta. On the other hand, by the dis- 

 placement rule under which the Livonia sailed in America in I8a, the 

 Genesta would allow Puritan two or three minutes. Under they. R. A. 

 sail area rule Genesta would be 106 tons and Puritan 112 tons, and the 

 allowance on a course of 40 miles would be 57sec., and this allowance 

 would not be far wrong for whole sail breezes. ^ . ^, , . 



"A question has been mooted on this side of the Atlantic as to 

 whether Genesta is the best of om- fine fleet of cutters. Perhaps she 

 is not • mdeed, many of our good judges would sooner pin their faith 

 on Irex or Marjorie, or even Marguerite in a very hght. wind; but it 

 must be evident to everyone that, with the additional lead put outside 

 Genesta during the whiter, and hei- increased sail spread, she must be 

 very near Ii-ex in speed, and perhaps her equal by the wind. At any 

 rate all yachtsmen can confidently regard Genesta as a representa- 

 tive cutter, and good enough in all respects to test the qualities of the 

 vachts of America. Until we get full repoi-ts from oiu- special corre- 

 spondent we can withhold om- judgment as to the merits of the two 

 tests just now completed, although we cannot get ov«r the tact that 

 the Genesta has failed to recover the America Cup. There are other 

 matches for which she is entered, notably the Brenton Reet and the 

 Cape May challenge cups, and it is much to be regretted that the Piar- 

 itan is not also entered for these races, as the contests already sailed 

 cannot from all points of view be regarded as conclusive: and, more- 

 over, we aU should like to see the English craft have the opportunity 

 of returning a Roland for an Oliver." 



A GALE AMONGl THE YACHTS. -The heavy gale of last week did 

 considerable damage to the yachts in the bay, the most serioiis mjuir 

 being to the centerboard sloop Sagitta, Mr. Henry C. Ward, N. \. Y. 

 C which was driven ashore on Debb's Inlet Shoal near Rockaway on 

 Wednesday morning, giving rise to the report that Genesta was 

 aground. The Sagitta, in charge of Captain Smith, left Gravesend 

 Bay at 1:30 A. M,, bound for Fire Island to lay up, and at 3:30 she 

 went ashore off Far Rockaway, in consequence of the los.s ot her 

 mainsail, which was double-reefed at the time. Captain Smith and 

 her crew of two were rescued by the boat from Life Saving Station 

 No 34 commanded by Captain John H. Abrams. Alter the gale 

 subsided she was lightened and hauled off, sustahiing little serious 

 damage At Bay Bidge the Crocodile, Wivern, Comet, Florence, 

 Caprice, Breeze and several others went ashore, but none were very 

 seriously injured. 



OPEN REGATTA AT MATTAPOISETT.— The annual open regatta 

 was sailed at Mattapoisett on Sept. IS, there being four classes of cat- 

 boats. Tbe courses for first and second class were bS^ miles, aud for 

 third and fourth class 10 miles. The starters and times were: 



FIRST CLASS— OVEE 23PT. 



Actual. Corrected. 



Surprise, J. Cod man 2 42 36 2 38 55 



Quissett, Isaac Hiller. 2 40 44 2 39 26 



Mary, G. E. Phinney 2 43 08 2 48 f'S 



Matrie, Howard Stockton 2 46 00 2 45 03 



Myth. Thomas Parsons 2 50 02 2 45 22 



Cadmus, H. E. Perry .2 50 OS 2 45 26 



Almira, J. T. Phinney 2 49 38 2 48 SO 



SECOND CLASS— 20 TO 23fT. 



Zillah. .Tabez Jenney 3 04 43 3 03 59 



Tantrum, C C, Handy 3 05 03 3 04 03 



Gleam, E. H. Storms 3 10 51 8 10 51 



Lady of the Lake, F. A, Bowman 3 16 15 8 14 13 



THIRD CLASS -15 TO 20fT. 



Mystic, B. R. & L. Frothingham 1 17 38 1 16 18 



Spray, J. Friedhofif 1 24 50 1 24 50 



Gem. S A. Bigelow 1 27 42 1 25 40 



Gladys, S. Warren, .Ir 1 82 29 1 28 04 



FOURTH CLASS— mWJBR 15fT. 



J.T.Sampson 1 :37 21 1 37 21 



Lewis Bacon 1 45 48 1 40 19 



Sylvaniis Swift 1 43 47 1 41 37 



Regatta committee— E, B. Glflrord, Robert Atkmson. R. F. Holmes 

 and Ansel Hardy. Holmes and Hardy were the judges and M. G. H, 

 Dexter measurer. 



NEWARK Y. C— This club sailed their open sweep takes regatta on 

 Monday over a ten-mile course, twice around a five-mile triangle, off 

 GreenviUe in Newark Bay. The summary is as follows- 



CLASS 1 — CABIN SLOOPS. 



Start. Finish. Elapsed. Corrected. 



Winifred 13 42 00 2 49 00 2 07 00 2 07 -30 



Vixen 12 42 00 2 49 30 2 07 80 2 07 00 



Lydia F 12 42 00 2 08 15 2 26 15 2 22 22 



CLASS 2— JIB AND MAINSAIL, OVER 18PT, 



Eliza 12 33 00 2 38 30 2 05 30 2 05 30 



Rambler 12 35 45 2 49 15 2 13 30 2 10 02 



Just Woke Up 12 35 50 2 -30 55 1 55 05 1 49 22 



Maud P 12 34 05 2 38 00 2 03 .55 1 56 10 



Fern 12 37 00 3 00 55 2 23 ,55 2 14 48 



CLASS 4 - CATBOATS, OVER 18fT. 



Blavi B 12 24 50 3 04 15 2 .39 25 2 39 35 



Shadow 12 24 20 2 45 00 2 20 40 2 20 15 



Triton 12 24 15 3 08 15 2 43 50 2 42 50 



Teaser 12 24 45 2 40 00 2 15 16 2 12 52 



PJppie 12 26 15 2 57 00 2 34 50 2 33 00 



CLASS 5— CATBOATS, IBfT. AND UNDER, 



Tillie 12 18 45 2 54 30 2 35 45 2 35 16 



Niack 12 20 SO 3 09 50 2 49 29 2 47 07 



Marion 12 19 15 8 10 15 2 61 00 2 49 45 



Fleotwing 12 22 00 2 55 45 2 33 45 2 83 45 



.lust Woke Up wins the silver pitcher for best time over tbe course. 

 The owner of Emmy 0. fainted jusi as the boat was at the starting 

 line and she was withdrawn. 



OSHKOSH Y. C. STEAM Y'ACHT RACE.— Edifor Forest and 

 Stream: On Sept. 19 a large crowd assembled at the island, seven 

 miles from Oshkosh on Lake Winnebago to witness a steam yacht race. 

 There were five starters, the Albina, Maggie Leard. Coquette, Farrand 

 and Annie. The race yns a handicap, the Farrand and Coquette 

 starting three minutes and fifty -eight seconds behind the Albina and 

 Maggie Leard. and the Annie seven minutes and thirty seconds 

 behind. The Albina was the first to arrive at finish, the Farrand 

 next and the Coquette following. The captam oi the Farrand, not 

 understanding the rules of the race passed inside the buoy rounding 

 for home instead of outside and was set back leu seconds. The 

 Annie, Geo. W. Peck's yacht, made the quickest lime arouud the 

 course, but was handicapped too heavily, and consequently came in 

 fourth. The following table shows the time of start and fini.sh, aud 

 the elapsed time: 



Start. Finish. 



Albina 2 49 30 3 50 00 



Coquette 2 53 28 3 57 05 



Farrand 2 53 28 3 57 10 



Annie 2 57 00 3 .57 30 



Maggie Leard 2 49 30 4 03 30 



The corrected time of the Farra.nd make her finish 1 :03:4=2, although 

 it is claimed that the judges set her back too much for tlie little lim« 

 she gained by goiug inside of the l)uoy. The lake was as smooth as a 

 mirror, and a better day could not be picked out in a whole season, 

 As the race had been postponed twice four other yachts did not put; 

 in an appearance.— Mortimer. 



HULL Y. C— A championship race was sailed on Sept. 19 in a good 

 breeze. The summary of times is as follows: 



FIRST CLASS KEELS. 



Length. Actual. 

 Hera, G. R. Howe 87.04 1 51 40 



SECOND CLASS KEELS. 



Banneret, J. F. Brown .25 . 02 1 50 54 



Lizzie F. Daly, Wm. Daly. Jr 20,11 1 57 42 



THIRD CLASS KEELS. 



Kitty, E, H. Tarbel 23.09 1 19 14 



Thelga, A. P. Thayer '22.07 1 26 39 



FOURTH CLASS. 



Amy. E. W. Baxter 21 08 1 22 05 



Joker, Geo. Coffin 20.08 1 32 53 



SIXTH CLASS. 



Elsie, 0. F. Hard wick 16,10 1 .38 00 



Banneret has wou 9 firsts and 2 seconds out of 11 starts this year, 

 having beaten Lizzie F. Daly 7 times in 9 races. For the season, Hero 

 wins in first class keels. Banneret in second class keels. .Atalauta in 

 second class centerboards, Queen Mab in third class boards. Kuty iu 

 third class keels, Amy wins in fourth class, Em EU Eye in flti h and 

 Elsie in sixth. 



SLOOP RIG VS. CUTTER RIG FOR SINGLE-HANDED SAILING. 

 —The matter appears to me to he in a nutshell. For very narrow 

 waters— such as the Upper Thames or the Norfolk rivers, or any laki> 

 less than a half a mde in breadth— one sail before the mast will. I 

 consider, be found most convenient for either a yawl or any fore and- 

 af t-rigged sailing boat, for all who like any sail at all before the mast 

 for narrow-water saiUng, and do not prefer the cat or Una rig Cir- 

 cumstances, however, alter cases, and, where you have to deal with 

 wider waters, two sails are much more convenient, as, instead or 

 shifting canvas if the wind freshens, you merely lower your staysaU, 

 and thereby take much of the pressure off the head of the boat. 

 Where there is sea room, so to speak, the additional pair of sheets is 

 of little consequence. Nearly the whole of the larger boats used by 

 watermen here are yawls, and the convenience of having two head 

 sails is seen daily, particularly in sailing for mackerel, iu which these 

 boats in a fresh wind use only theur jib and mainsail, answerujg ptr- 

 fectly with this canvas.— J. 0. Wilcooks (Plymouth, Sept. li).— -Lo)/- 

 don Field. 



TOLEDO Y. C, SEPT. 34.— A race was sailed on Sept. 24 ovei- the 

 club course of 2i miles by the three sloops Kate Graham. Scud and 

 Crescent The start was at 11:42, with five minutes to cross. Kate 

 Graham crossed at 11:43 ;.35, Scud 11;44:33, and Crescent 11:18:44, with 

 1 44 handicap. Reeled mainsails wich spmnakers were caj i iccl on the 

 first leg, Kate Graham also showing a topsail over her two-reeled 

 mainsail. She led round the first mark at 12:36:35, with .Scud .at l:J;,ii):.':)l 

 and Crescent 12:50:10. Scud gained for a time on second leg, the 

 times being: Kate Graham 1:.30:04, Scud 1:.30:40, Cresceuc 1:40:48. 

 The last leg to windward saw Kate Graham stiU further ahead, win- 

 ning by 7.11. The times were: 



Start. Finish. 



Kate Graham 11 43 35 3 22 55 



Scud 11 44 82 3 28 15 



Crescent, 11 47 00 3 43.35 



SOUTH BOSTON Y. —The last regatta, of this club was sailed on 

 Sept 19 off City Point. The course for first class boats was 7M, mile.^ 

 and for second class 5% miles. The times were; 



FIRST CLASS KBBLS. 



Corrected. Actual. Corrected. 



55 19 Ibex .133 20 1 OO 23 



1 03 01 Breeze 1 14 37 54 48 



SECOND CLASS KEELS. 



83 01 Diana 56 46 



35 15 Vera 57 56 



FIRST CLASS CENTERBOARDS. 



Awilda 1 18 35 55 08 Thisbe 1 18 ,26 51 52 



Em EU Eye... 1 18 14 50 29 



TORONTO YACHTING.— On Sept. 36. a sealed handicap race was 

 sai " ' ' " " 



ers 

 ham 

 L, 



CarmiOx,i»cA, j.-^.,.'., ^.jy^^^tf^^ .....j^^ ...^-...^ , _ 

 started in a southwest wuid. In beating out i.>tiole carried away 

 Condor's topmaststay with her main boom, and the latter withdrew. 

 Owing to one buoy heing misplaced, there was some difficulty ui find- 

 ing the com-se and a resail may be ordered. Oriole won in 3.43.05, 

 with Cygnet 3.47.15 and Aileen 4 21,46 corrected time. 



Elapsed. 

 1 05 30 

 1 03 .37 

 1 03 32 

 1 00 30 

 1 14 00 



Corrected. 

 1 27 41 



1 21 49 

 1 34 36 



68 



1 05 42 



1 Ol) 05 

 1 00 24 



1 11 49 



Elapsed. 

 3 39 20 

 3 43 43 

 3 56 35 



Actual. 



Altaire 1 51 61 



Dorcas L 1 33 50 



Nydia 52 32 



Monarch 56 43 



Corrected. 

 3 86 32 

 3 43 43 

 3 49 35 



.37 01 

 86 18 



