2S4 



FOREST AND STREAM. 



[Oct. 14, 1886. 



ado over Thetis, the ptiTjlic has Ijeen. led to believe the sloop Lad 

 "conclusively proven that Stranger -was fundamentally wrong." 

 In truth it is a toss up between the two, and neither in present trim 

 is exactly a flyer of fli-st water. Even the 55ft. cutter Clara has 

 beaten the 6.5ft. Thetis hand over fist iu some races. But being on 

 the wrong side of the sloop man's ledger "it don't count." I have 

 been generous enough to overlook such defeats of the sloop in the 

 above record, because of tlxe difference in size. The record shows 

 quite enough, without exhausting tbe comparison to the last drop. 



0. P. K. 



BURGESS BOATS AND SKIMMING DISHES. 



Editor Forest and Stream: 



Another American sloop, built specially to defend the America's 

 Cup, having thoroughly beaten, on every point of sailing, an Eng- 

 lish cutter desigrned specially to take that cup away; tliis would 

 seem a good time to note the vast difEerence between the two boats 

 as to tvpe. Of course, now that nearly everything claimed by the 

 narrow beam and heaw displacement school having been so'con- 

 clusively proven fallacy, nothing remains but the choice between 

 unqualified surrender and an attempt to show that the American 

 boat is a re-hash of so-called cutter principles; or. in other words, 

 that Mayflower is a new type of cutter -witli much greater dis- 

 placement, depth, etc., than has heretofore been known in Ameri- 

 can sloop designing practice. The lead-miners have chosen to 

 adopt the latter course, and by so doing have stranded themselves 

 higher and dryer than they were before. Mayflower, as compared 

 with many racing and cruising sloops favorably known for the 

 past 15 to 30 years, is in reality a boat of light displacement and 

 moderate depth for her size, wbile, relatively to Galatea, the con- 

 trast in these respects is simply so conspicuous as to render any 

 assertion to the contrary utterly ridiculous. To prove this state"- 

 ment 1 send herewith the following figures concerning some center- 

 board sloop yachts well known to all of us: 



Length Over All. Beam. 



Draft. 

 Et..In. 

 5.09 

 5.04 

 5.03 

 5.06 

 7.01 



" Ft.In. Ft.In. 



Sadie, 50.06 16.07 



Shadow 36.00 14.08 



Orion 49.07 15.Ce 



Kepenthe 45.00 15.00 



Julia 80.00 30.00 



And— 



Mayflower 100.00 3.3.05 9.06 



Galatea 100.00 15.00 13. a5 



If we are not appealing to an audience of upland sailors, I think 

 further comment is not necessary. Thomas Clapham. 



ROBLTN, L. I., Oct. 2. 



[In view of the result of the past two or thi-ee seasons' racing, 

 except only the two boats Of a special class, built to defend the 

 cup. and as the wins have been almost entirely for the cutters, 

 wherever the sloops have entered against them, it would be as 

 well if Mr. Clapham advanced some proof in addition to a mere 

 statement that narrow beam and displacement have succumbed 

 to opposite principles. The records of Bedouin, Oriva, Clara and 

 Ulidia, not made in one or two races, but running over several 

 seasons, will show this in a way that cannot be gainsaid by the 

 few and unsatisfactory races between Sir. Burgess's pau- of com- 

 promises and Mr. Webb's narrow cutters. Clai'a alone is sufficient 

 proof that up to the present year, 1886, America has not a center- 

 board sloop of any type that can sail -^vith the most extreme of 

 narrow cutters. Let us have the proof to the contrary before any 

 call is made to surrender. Only a few weeks since the famous 

 Shadow, instanced above, the fastest of her class, a boat whose 

 standing cannot be questioned, aft«r she was defeated, as was the 

 case with "Wave, Schemer and other sloops that have succumbed 

 to the cutters, was decisively beaten by a deep and narrow cutter 

 of great displacement, not in a gale nor a drifting match, but in 

 fair yacht-racing weather. 



Our original proposition iu regard to Mayflower was that she as 

 well as Puritan was indebted to English ideas and English prac- 

 tice for her rig, both in general plan and in detail; for her outside 

 lead, for the presence of a deep and substantial keel, moulded to 

 form part of the hull, and for the secondary features of her design, 

 plumb stem, overhang, raking sternpost, round bright bowsprit, 

 etc. Also that while retaining the centerboard, an American 

 feature, and also a much greater beam than the modern cutter, 

 she is both deeper and narrower to a marked degree than has been 

 customary in all American building for thirty years, and that the 

 tendency "of both Mayflower and Puritan is to do for the sloop 

 model what Mr. Clapham's ex-sharpie Vidette was doing with the 

 sharpie model, incorporate less beam, more draft, lead keel and 

 displacement. 



Referring to Mr. Clapham's figures, it maybe a coincidence, but 

 in all but one boat, to be noted later on, he ha-s selected his repre- 

 sentative examples from the work of the one builder who has 

 always been remarkable for the depth of his models: a point which, 

 in spite of the success of the boats, was peristently ignored for 

 years by dozens of other builders, who calmly blundered on in the 

 production of shoal and wide flatirons. We venture, too, to correct 

 Mr. Clapham's figures on the basis of Olsen's excellent little yacht 

 list of 1875, about the period at which the "American sloo_p" was 

 at its best, and just before the invasion of foreign ideas, which has 

 given a victorj- for Mayflower instead of defeat for a big Fanny 

 or Coming. We select the waterline lengths Instead of over all as 

 a fairer basis of comparison, though the change rather helps Mr. 

 Clapham's side. The revised table reads: 



L. W. L. 



Ft.. In. 



Sadie 48 10 



Shadow 38 05 



Orion 46 00 



Nepenthe 42 00 



JuQa 71 02 



Ratio of 



draft 

 to beam. 

 .31 

 .37 

 .-30 

 .32 



proportionate depth decreases, an 

 less in proportion than one of 45ft. 



Ratio of Ratio of 



Beam. 



Draft. 



length to draft of 



Ft. In. 



Ft.. In. 



Beam. 



Beam. 



33 09 



5 



00 



2.77 



.31 



14 06 



3 



00 



2.50 



.20 



17 06 



4 



09 



2.80 



.37 



16 06 



3 



00 



3.30 



.18 



16 06 



4 



06 



3.03 



.27 



17 00 



3 



00 



3.94 



.17 



14 06 



4 



04 



2.70 



.30 



14 00 



3 



09 



2.99 



.27 



15 06 



3 



09 



2.78 



.24 



28 00 



5 



00 



2.48 



.23 



17 04 



4 



00 



3.25 



.23 



17 06 



4 



06 



2.90 



.26 



18 06 



4 



06 



2.60 



.24 



19 06 



4 



06 



3.25 



.23 



21 03 



6 



03 



3.06 



.29 



16 00 



4 



03 



2.30 



.26 



18 08 



5 



00 



3.94 



.27 



18 06 



4 



06 



3.68 



.24 



16 00 



3 



06 



2.70 



.31 



20 02 



5 



06 



3.a5 



.27 



17 00 



4 



08 



3.34 



.37 



14 04 



3 



09 



3.44 



.26 



17 06 



3 



09 



2.60 



.21 



16 00 



4 



04 



2.81 



.27 



15 00 



3 



05 



3.87 



.29 



15 04 



4 



03 



3.35 



.28 



85ft. yacht naturally drawing 



But Ijeam and depth are not the only points in dispute. Can Mr. 

 Clapham tell of any of these yachts fitted with double head rig, 

 housing topmasts, low, broad sail plan, outside ballast, or even, at 

 that date, with lead ballast inside. Perhaps here and there 

 thi'oughout American yachting annals these things may be found 

 on trial during the last thirty years, but our point is that they 

 were not common in American practice, their value was denied 

 by all. and American yachts ^^■ere built, sparred and raced on 

 diametrically opposite principles. True, the Vindex had come out 

 with a cutter rig and moderate dimensions. Active was built 

 with a plumb stem and a long counter, but every one knows that 

 the American sloop of 1875 bore not the slightest resemblance in 

 any way to a cutter, while the so-called sloop of 188.5-86 is so much 

 like her British cousin that a careful scrutiny was needed to tell 

 them apart at a little distance. 



We have never attempted to prove that Mayflower is a copy of 

 Galatea or Genesta, or tnat she is a narrow English cutter, as Mr. 

 Clapham's letter would imply. The two types are distinct and 

 separate, but on tie other hand there is fuUy as great a difference 

 between Mayflower and the real American sloop; a wideandshoal 

 boat of light displacement and ^vith. a well-defined rig peculiar to 

 the model. This latter boat has entirely disappeared, it has suc- 

 cumbed to the march of improvement; and the principles involved 

 in its modeUing, ballasting and canvasing have been proven to be 

 false. Now at the last minute come the defenders of these princi- 

 ples \\ath an attempt to save themselves by the victory of a totally 

 cUflerent type of yacht; a craft they all would have disowned two 

 or three years since, as too thoroughly English for any good 

 American. 



Now that the boats have been proved succes.sfu]. they are the 

 first to shout for the "Yankee sloop." Fortunately for the present 

 and future of American yachting, their voices have been little 

 heeded of late years or Puritan and Mayflower would never have 

 been built. It is an undisputed fact that, as American yachtsmen 

 and designers have gone further afield, have enlarged their range 

 of thought and study and have considered what was being done 

 outside of New York Bay and the Sound, their yachts have im- 

 proved and yachting has prospered to an extent never before 

 known. That Americans have learned something as to rig, ballast 

 and details at least, within the past eight years, is evident to any 

 one familiar with yachting, and the source of these improvements 

 is perfectly plain to any one who compares a modern cutter to a 

 sloop, Oriva with Fanita or Madge with Wave, for instance. Now 

 which is the fairer course: To give proper credit to others, to 

 admit that America has learned a little from England; or to claim 

 that she knew it all long ago or else has lately discovered it for 

 herself: that the sloop rig always included double head sails; that 

 Galatea's stern was copied from Mayflower and her bowsprit an 

 imitation of America's, or that lead keels were invented at Bav 

 Ridge? 



Of course there is a vast difference still between Mayflower and 

 Galatea in beam, draft and displacement, but there is a difference 

 also between Mayflower and the older American yachts, and while 

 it is highly improbable that the narrow cutter will be generally 

 adopted in America, it is no less certain that the skimming dish 

 has gone to stay and the last of the big flatirons has been built. 

 Ftutfier we claim that the whole tendency of to-day, and espe- 

 cially of Mr. Burgess's work, is away from the examples given 

 above and nearer and nearer in proportion to the British cutter, 

 not of necessity a 6-beam boat, for there are many wider ones. 

 The resemblance in rig and ballast is already so close as to be 

 nothing but a clever adaptation of English ideas to American uses, 

 as instanced in the rig ot the loading yachts to-day; and the same 

 ideas are finding tlieir way surely through all American designing 

 and building. 



REPORTS OF RACES. 



CLUB seci-etaries and yacht owners are requested to send in 

 reports of the races of the season, in the case of clubs sending 

 names of starters and winners, and the case of yachts the number 

 of starts, and prizes, first, second and third, with extra cups, sweep- 

 stakes, etc. We desire this year to make our record as full and 

 accurate as possible, as on these qualities its value depends; and 

 this we can only do by the aid of the clubs and individual owners. 

 The latter are sure to take pride in their boats, which should lead 

 them to secure as correct an account as possible, while it is to the 

 advantage of the clubs also to score as large a list of wins as they 

 can. The record is now in preparation, and an early attention to 

 the matter will greatly facilitate the work. 



Ratio of 



Beam. Draft. length 

 Ft. In. Ft.In. to beam. 

 16 02 5 03 2,90 



14 04 5 04 2.33 



15 01 4 08 3.07 

 15 00 4 10 2.60 



. 30 00 6 02 3..56 



Julia's dimensions are variously given, but the depth given by 

 Mr. Clapham was evidently taken when she had a keel added, 

 her draft when restored to her original form and rig in 1883 being 

 6ft. 2tn. 



What these figures really show is this: That for years the Her- 

 reshoffs have been building boats of comparatively gi-eat depth. 

 '\\1iat the general practice was is better exemplified by a boat 

 built by tliem for Mr. Clapham himself, 39ft. 8in. on waterline, 

 14ft. 4in. beam and 3ft. Sin. draft, a proportion of only .23 of beam 

 for draft. 



As to the practice about this time, in the good old ante-cutter 

 days, there are plenty of examples in the same list, and we quote 

 some of the best knovra: 

 Lengtb 

 L.W.L. 



SixJOPS. Ft. In. 



Fanny 66 00 



Scbemer 36 04 



Undine 49 00 



Petrel 54 06 



Active 50 OO 



Dolphin 50 00 



Genia 39 00 



Kaiser Wllhelm.. 41 00 



Wayward 43 00 



Oonoing 57 00 



Addie 56 06 



Cora SO 10 



Kate 48 00 



Meta 63 06 



Gracie 65 00 



Windward 46 06 



Whitewlng 55 00 



Has well 49 09 



Nianthe 43 00 



Arrow 61 08 



Cornelia 55 03 



Whitecap 35 00 



Annie 45 06 



Vixen 44 11 



Lizzie L 43 00 



Ariadne 51 05 _ . 



The above list includes not merely a few boats carefully selected 



years since, many or tue ymi^iiia uKiu.fi Lucu uiii.v Luicc ^» cui-Ti 



bid, and all more or less known as racors. The figures are tairly 

 accurate, giving the boats as they were then sailed, though many 

 have now been rebuilt. The displacements are not accessible now, 

 but the dimensions give a fair idea of the boats, the draft of all in- 

 cluding little or no keel, only three or four inches outside of rab- 

 bet. 



What do the figures show? First, that only 8 out of 27 were 3 

 beams in length, uie average being 2.88 times beam, while many 

 run as low as 2.60 beams; Mayflower's proportion of length to 

 beam being 3.62, or if the actual beam at waterline is taken, 3.07. 

 Next, as to draft, llie average of these boats is .25 of the beam, 

 some running as low as .18 to .20. The Coming, a fast boat in her 

 day, had a draft of 23 per cent, of her beam, Fanny stands at .31, 

 Meta .23, Schemer .20, Addie .23. Compare these with Mayflower's 

 proportion of 40 per cent, of beam. Of course, this is pai'tly due 

 to keel, but on the other hand, as the length and size increase the 



THE SECOND CLASS RACERS IN 1887. 



THE rac^es of Thetis and Stranger this season promise more of 

 the same sport next year, and the prospects are that the in- 

 terest in the second class will depend mostly on tlie smaller boats. 

 Bedouin and Gracie are the only ones of 70ft., and after this season 

 it is not likely that their contests will create any great interest. In 

 the size below, however, is quite a fleet, and most of them will be 

 in the racing next year. Thetis and Stranger %\ill no doubt be at it 

 again. Huron, now in New York, will have a try under her new 

 owners. Heen wiU fit out eaiiy next year for racing. Mischief 

 yrill be in commission again. Besides these there is Wenonah, 

 probably the best of the lot, laid up because her owner has gone 

 into steam, and waiting a purchaser. That she is a fast boat has 

 already been shown, and the man who buys her is certain not to 

 be last in his class. These boats we have mentioned are very 

 evenly matched in size, ranging only over .5ft. difference, thus: 



Thetis 64 . 00 xl9 . 00 Wenonah 60 . 00 X 14 . 00 



Stranger 65 . 00 x 13 . 06 Mischief 61 . 00 x 19 . 10 



Heen 65.04x11.0-1 Huron 63.00x15.09 



The six cover all tj'pes^om the moderate centerboard. Mischief, 

 to the extreme cutter, jQeen, and the battles between them may 

 show some more definite conclusions than those of this year. 

 There are now plenty of racing men whose money and labor are 

 thrown away on outclassed sloops whose racing days have gone 

 forever. Should any one of them decide to make an effort to keep 

 up with the times, and put Wenonah in the racing in good 

 form, he would be sure of a well-buUt and handsome cruiser of 

 good accommodations, and it would rest only \rith himself and his 

 skipper to set a pace that some would find it hard to follow, and to 

 aid greatly in the promotion of some very fine racing. 



THETIS AND STRANGER. 



AGAIN the much vaunted yachting weather of Marblehead has 

 proved disappointing as usual, causing three postpone- 

 ments of the last race between Thetis and Stranger, which was to 

 have been sailed on Wednesday last. The -wind was light from 

 N. E. at the start on that day, and Stranger left Thetis as she 

 always does in such weather, outsailing and outpointing her, lead- 

 ing her by a mile bv the time that 10 miles had been sailed. The 

 vnnd had di'opped so that the race was abandoned and both towed 

 in, Friday being set for the next triaL On Thursday there was a 

 good N. E. wind and calm sea, but on Friday and Saturday there 

 was no wind. 



Monday morning brought a moderate S. W. ^vind with smooth 

 water, and at 11.1)6 the signal was given. The course was from 

 Half Way Rock 14 miles to windward and return, to be sailed in 

 6 hours, 'rhetis was first over at 11.06.20 with Stranger at 11.06.30. 

 Both had clubt.op.sails and jibtopsaUs aloft. Stranger at once left 

 Thetis, beating her 16 minutes on the 15 mile leg to windward. 

 When around the mark Stranger set spinnaker for home, followed 

 by Thetis. The latter gained somewhat on the run, but was badly 

 beaten at the finish. The times were 



Start. Fim'sh. Elapsed. Cor. 



Stranger U 06 4 54 5 48 5 48 



Thetis. U 06 5 04 5 58 5 57 



THE LOG OF THE ARIEL.— A midsummer cruise from Boston 

 along the shores of the Gulf of Maine to Portland, Mt. Desert and 

 the other harbors, has given an excuse for a very quaint and 

 unique volume entitled, the "Cruise of the Ariel." This little 

 steam vacht, 45ft. long and 8ft. extreme beam, made the cruise in 

 safety,' carrying a party of eight, including two ladies, besides a 

 crew of tw-o. Each day a run was made, the party making port at 

 night and sleeping at hotels. Thanks to the skillful work of the 

 Photo Gravure Co. of New York, the log is almost literally the 

 handiwork of ons of the party, Mr. L. S. Ipsen, who has carefully 

 ^^Titten it out in a very legible hand and liberally interspersed 

 with pen sketches, the whole being reproduced by photography. 

 Most of the sketches are excellent, and give a life to the narrative 

 that is missing in any story told only in cold type, the best of them 

 being the head pieces of the various chapters. TJiere are, besides, 

 a number of full-page reproductions by the same process, direct 

 from photographs, including a very good picture of the yacht. Iho 

 book IS an oblong octavo, printed on heavy paper and bound with 

 silk tiord in Japanese style, and in its artistic make-up is a very 

 agreeable change from the usual combination of cloth and gold 

 leaf. The publishers are Messrs. Cupples, Upham & Co. , of Bos- 

 ton. 



A SUCCESSOR TO THE LOUETTE.— Com. Hoskins will hnHd 

 a 30ft. sloop tlus winter, the order probably being given to Higgms 

 & Gifford of Gloucester. 



NEW ROCHELLE Y. C, Oct. 9.— The last race of the season in 

 the New Rochelle Y. C. was sailed on Oct. 9, the prizes being a S50 

 cup, given by Com. McAlpin, for cats of 1 he New Kochelle and 

 Pelham clubs under 33ft.. and another cup of the same value given 

 by a member of the club for sloops and cutters of 30 to 43ft. The 

 course for the larger boats was 20 miles, and that for the smaller 

 was 15 miles. The start was made at 11:15 A. M. with a very light 

 wind, the starters being: 



EUen 11 17 30 Olive N .11 20 00 



Gracie L 11 17 30 Punch.....' ^.....,11 20 00 



CrocodUe 11 18 00 Nettie 11 20 00 



LHidia 11 19 50 Narrioch 11 20 JO 



Sara 11 20 00 Sautapogue 11 30 00 



Mona H 20 00 Lotus 11 .20 00 



Cruiser 11 20 00 



AH but four were handicapped. There was hardly any vrmd, 

 the fleet being nearly an hour in the short leg to Execution: 



Crocodile 12 03 50 Olive 13 33 30 



inidia 12 09 40 Ellen 13 25 15 



Sara 12 14 35 Gracie L 12 25 30 



Mona 13 16 50 Cruiser 13 30 45 



At Matlnnicock buoy they were timed: 



Crocodile. , 1 18 00 Gracie L 1 56 30 



Uhdia 135 10 EUen 3 a3 05 



Sai'a 1 43 05 Cruiser 3 10 OO 



Mona 1 45 00 Santapogue 2 14 00 



Olive N 1 54 50 Narrioch 2 14 30 



The yachts anchored at the buoy for nearly three hours before a 

 little wind came from the west. Tlie next mark was timed: 



Crocodile 4 54 45 Sara 5 12 20 



Ulidia 4 .57 15 Santapogue 6 21 30 



Mona 5 12 00 



Hero LTlidia gave up. as did some of the others, there being no 

 \vind. Crocodile held on finishing at 5:55; Mona also held on, beat- 

 ing Santapogue. The times were: 



Stai't. Finish. Elapsed. Corrected. 



Santapogue 11 30 00 6 36 00 7 16 00 7 16 00 



Crocodile 11 IS 00 5 .55 00 6 37 00 6 36 56 



Mona 11 20 00 6 &5 00 7 15 00 7 13 19 



Lotus 11 20 00 Did not finish. 



Sara 11 20 00 Did not finish. 



Ulidia 11 19 .50 Did not finish. 



The catboats wtU race again next Saturday. The regatUi com- 

 mittee included Messrs. T.P. Jenkins, D. B. Miller and II. A. Gouge. 



THE NAVY DEPARTMENT AND THE YACHTS.— A letter 

 to the following effect has lately been sent out by the 'Savy De- 

 partment: "Dear Sih — Will you have the kindness to inform me 

 of the total number of officers and seamen employed in the yacht 

 squadron imder your command. If the returns are made from all 

 yacht squadrons, statistics will be obtained in regard to our yacht 

 service which cannot but prove of much general interest and of no 

 small value to the Government. Very respectfully, S. B. Luge, 

 Rear Admiral commanding United States Naval "force on the 

 North Atlantic Station." A list of steam yachts capable of being 

 utilized in case of need for torpedo boats, dispatch boats, etc., has 

 also been made out by the Naval Board of Inspection, as follows: 



Length Ton- AVhen 

 Vessels. 0\vner. in feet. nage. built. 



Alva W. K. VanderbOt 252 l,3n 1886 



Atalanta Jay Gould 2123^ .5.58 1883 



Corsair J.P.Morgan 173 248 1880 



Electra Elbridge T. Gerry 174 304 1884 



Falcon Joseph Stickney 102]^ 120 1880 



Lagonda Jos. C. Hoagland 130 139 1884 



Namouna J.G.Bennett 219 846 1882 



Norma N. L. Munro 138 129 1884 



Nom-mahal Wm. Astor 2a5 745 1884 



Ocean Gem W. P. Clyde 90 U4 1875 



Sentinel J. A. Aspinwall 102 75 1883 



Orienta J. A. Bost^vick U3 96 1881 



Reva Pierre Lorillard Ill .. 18S8 



Tillie W. H. Starbuck 177 203 1888 



Utowana E. V. R. Thayer 138 257 1883 



Viking S. J. Tilden estate 138 257 1883 



TORONTO Y. C. COMIMODORE'S CUP, OCT. 2.-In order to 

 encourage racing in the smaller classes. Com. McGa%y some years 

 since presented to the Toronto Y. C. a handsome challenge cup to 

 be raced for each year. In 1883 Iris won it, in 1884 Mischief took it 

 from her, and in 1885 she retook it. The last race \\'as sailed on 

 Oct. 3, being the final event of the club for tlie .season, and hoth 

 Mischief andliis entered, besides Meteor, Molly, Daisy, Naiad and 

 Maria. The wind was fresh from the west, the first leg being to 

 windward with Mischief leading around first mark. Meteor came 

 second and Iris third, but lost some time through trouble with her 

 halliards. Mischief also led around the second buoy with Meteor 

 again second, having repassed Iris who had headed her for a time. 

 A hot fight followed for second place between the two, Meteor 

 leading by only 10s. at the finish. The times were: 



Elapsed. Corrected. 



Mischief 1 45 00 • 1 43 38 



Meteor 1 50 10 1 48 38 



Iris 1 50 00 1 50 00 



MoUy 2 00 00 1 54 45 



The club will keep up its meetings all ^vinte^, the house being 

 kept open. Next season a class for yachts of 20ft. waterline will 

 l>e established for the benefit of the younger members. 



THE RACE AT BRIDGEPORT, OCT. 7. -The race for the citi- 

 zens' challenge cup, of Bridgeport, was sailed on Oct. 7 over a 1-5- 

 milo course, from the outer beacon to Point-no-Point, thence to 

 Fayerweather Island, off Black Rock, and back to start. The 

 wind was strong from the west with smooth water. The entries 

 were limited to boats from 18 to 23ft., and there were nine entries, 

 the times being: 



Start. 



Alice 1 00 02 



Uarda 1 00 37 



Tilda Jane 1 00 49 



Hornet 1 OO 30 



Tripoli 1 00 45 



Molly Pitcher 1 01 35 



Little Casino 10130 



Reindeer 1 00 49 



Ida May 1^ 00 



The judges were Messrs. Isaac Da\is, William Lewis and Ohas. 

 Ferguson. 



GALATEA.— On Oct. 7 at 6:30 A. M., Galatea sailed from Marble- 

 head for New York, where she will lay up for a time, arriving at 

 Larchmont at 7 A. M. on Oct. 9. When coining through the Sound 

 she was nearly run down by a steamer, as told by Lieut. Henn in 

 a letter to the Herald: "On Friday last, at 3:15 A. M., the cutter- 

 yacht Galatea was proceeding on her passage from Marblehead to 

 Larchmont. She was steering W. by N. and was distant from The 

 Race, at the entrance of Long Island Sound, about three miles and 

 going through the water some nine knots an hour, ^vith the wind 

 on the starboard beam. Her lights were burning brightly and the 

 night was fine and very clear. Vessels under sail were plainly 

 visible at a distance of from two to three miles. About five min- 

 utes pre\iously a steamer's green light was sighted about a point 

 on Galatea's port bow, which showed that the steamer was steer- 

 ing a course which would bring her In dangerous proximity to the 

 yacht. Expecting, as we approached, to see the steamer alter her 

 course, as she was bound to do by the rule of the road at sea. 

 Galatea's course was unaltered until tlie last moment, when a col- 

 lision seeming inevitable 1 ordered Galatea's helm to be put hard 

 to port, and answering it quickly, she was brought on a course 

 parallel to that of the steamer, which saved her from being sent 

 to the bottom. The steamer, which never took the slightest notice 

 of repeated shouts and hails, kept on her course and crossed Gala- 

 tea's oows so close that she barely cleared her bowsprit end, and 

 the wash from her wheels wet Galatea's deck. The vessel which 

 acted in this manner was a large, white, side- wheel steamer, vdtli 

 two smokestacks, and she appeared to be coveredin on deck like a 

 freight boat. She disappeared, heading in the dii'ection of Point 

 Judith, and I regret to say that in the confusion of avoiding a col- 

 lision her name was not observed. I have been at sea for many 

 years, and in all my experience never saw a worse case of what 

 can only be called 'culpable negligence.' The only thing that 

 saved the Galatea and probably all our lives, was the rapidity with 

 which she answered her hebn. At the time it was put down the 

 steamer was not more than .50yds. off and was heading straight for 

 the Galatea's main rigging. Further comment from me is need- 

 less, but making this incident known may cause the captain of the 

 steamer in question to keep a better lookout in future, and to re- 

 member that steamers are bound to obey 'the rule of the road at 

 sea' in all cases and to keep out of the way of sailing vessels." On 

 Monday she came down to Bay Ridge where she now lies. Lieut. 

 Henn has been proposed as an honorary member of the New York 

 Y. C, and wiU be voted on at the next meeting, Oct. 28. 



THE VERA'S RECORD.— This little keel sloop of the Corinthian 

 Yacht Club, has made herself a name in her cla,se, winning froin 

 keels and centerboards. She has started 7 times taking 6 fii-sts and 

 one 5th prize, on the last occasion being covered by an outside 

 boat over a part of the course. 



Elapsed. Corrected. 



1 48 50 

 1 .50 31 

 1 53 15 

 I .54 43 

 1 56 04 



1 57 06 

 3 02 28 



2 09 00 

 2 16 09 



1 47 05 

 1 51 21 

 1 51 86 

 1 52 32 

 1 .53 54 

 1 56 .50 

 1 59 08 

 3 05 40 

 3 13 29 



