2B4 



FOREST AND STREAM. 



[Oct. 21, 1886. 



SAGAMORE C. C. FALL REGATTA. 



THE first annual regatta of the .Sagamore C. C. was held in Lynn 

 HarlioT, uRar Boston, ou Oct. 9. There were three sailing 

 races and a paddling race. The course for the sailing races was 

 from a point off Hay's boat shoii a.roimd Sand Point, buoy, thence 

 around hnoy olT Gas liouse wharf, thence to point of starting; dist- 

 tance miles. The prizes in the first class were: Club pennant 

 to fu'st, The American Canoeist for one year to second and a hand- 

 some silk American flag to third, second class the same as first. 

 The prize in the paddling race was an oi] jjainting for first and 

 club pennant for second. The prize in tlie special race was a club 

 pennant for the cliampionship of the club presented by Captain 

 Bellatty. This pennant is to remain tlie property of the chib and 

 can never be held permanently by any one winner. 



Tlte winners in the iirst class sailing race were Ibis, Frank Pass- 

 more, lb. 30m.; .Tulita, Charles Carleton, Ih. 30m. Ss.; Yawata, 

 John Center, lii. 32m. The winners in the second class race were: 

 Nellie F., John pL.aymond, Ih. 59m. 



The course for the paddling race was from the saine point as the 

 sailing to I'^irst Channel inioy and return; distance J^inile. The 

 winners were John Center, om.; George Center, nm. is.; John Ray- 

 mond .5m. 6s. In the speci;il race Yawata, John Center, came in 

 first; Curfew, J.B. Center, second, andIbis, Fran]cPassmore, third. 

 The Lbis would have come in lirst if Yawatn had not fouled her 

 near the finish. At conclusion of the r.ace the members of the 

 club adjourned to the Ptcvere house, where a dinner was served. 

 Following the banquet Captain Bellatty presented the prizes to 

 the several winners and lie in turn was presented with a handsome 

 botiuet by F. J. Pettingill in the name of the club. Our cltib has 

 12 active members with 17 canoes and 10 of tlierri are sailing. 

 liTNK, Mass. Ibis. 



THE MODEL Y'ACHTSMAN AND CANOEING GAZBTTE.- 

 Tltis little .iournal. A\'hich has for some time devoted part of its 

 space to canoeing, lias now enlarged the canoe department tmder 

 the direction of Mr. Thos. S. Holding, R. C. C, better known as 

 "Severn," a cruising canoeist of expei-ience. The October issue 

 contains plans of a "Wear" canoe, by Alex. McLeod, Mate of Wear 

 C. C. The dimensions of the boat are 11X30, with a single board 

 Avell forward and a drop rudder. The design is carefully worked 

 out and shows a good cruising boat, though the tumble home is a 

 feature now generally condemned. The racing rig has two "Las- 

 sie" sails of 70 and 30ft, 



TORONTO C. 0. CHALLENGE CUP.-On Oct. Ifi four canoes 

 entered for the chanenge cup of the Toronto C. C: Isabel, Robert 

 Tyson; Alottette, W. A. Leys; Yanowah, D. B. Jacques; Una, Colin 

 Eraser. Before the race the wind was very squally, so Alouette 

 and Yanewah set their small sails. Later on it moderated, and 

 I.sabel 's big rig bi'onght Iter in first. LTna parted a halliard and was 

 disabled for a time. 



EXECUTIVE COMMITTEE MEETING.-Com. Rathbun will 

 call the meeting of the Executive Committee in Now York on 

 Nov. 13. 



A RoDT Paxtbbson Fund, for the benefit of the late Rody Pat- 

 terson, Jr., has been started by tlte New l^ork Sportsman. 



huMing. 



YACHT RACE EXTRA. 

 npHE Ya.cht Race Extra ptiblished by the FobjsSt and Sthbam 

 is on sale at all news stands, or may be ordered direct from 

 this office. It is a 10-page review of international yacht racing up 

 to the last races. Has many illtistrations, the lines of Galatea, 

 Madge, America, Schemer, plans of Genesta, chart of course, etc 

 Handsomely printed on fine quality paper. Price 10 cents. 



F 



THE LAUNCH OF THE ALVA. 



'OR some time past America has enjoyed the somewhat douht- 

 _ ful honor of possessing the largest steam yacht in the world. 

 As far ;i8 looks and style ai-e concerned tlie less said the better; but 

 in tonnage America 'was ahead. Other nations might, and did, 

 own faster, handsomer and better steam yachts, but tliey were 

 smaller and America was ahead in tonnage and bulk. Now that 

 anoliier large steam >'aclit is to be added to the fleet, it is a cause 

 for congratulation that, besides being again the largest pleasure 

 yacht afloat , she has some other pretentions. Steam yacht design- 

 ing is a subject that as yet has received little attention in America, 

 arid while some fast and serAdceable yachts have been buUt here, 

 and some have been elegantly and luxuriously fitted up below, 

 nearly all, especially in the larger sizes, have been crude and 

 clumsv in design, savoring rather of the coaster and steam collier 

 than of anv relationship to the pleasure fleet. This is largely due 

 to tlic few' demands that have thus far been made on American 

 yards, and to t)ie fact that 1,heir practice has been almost entirely 

 confined to trading vessels. The steam coasting fleet is almost the 

 only division of either the navy or merchant marine which an 

 AniVricau can look on with any degree of pride, the vessels being 

 all of American design and construction, and admirably suited to 

 their work. W'ith this class of vessel only have American yards 

 been concerned, onlv a dozen steam yachts of any size having as 

 yet been built here, so that the latter branch of designing is as yet 

 almost in an experimental state. 



Beyond all question the handsomest and most imposing of the 

 American steam fleet is Namouna, built on the Hudson River, but 

 from an English design, and when Mr. V andorbilt determined last 

 winter to invest nearly half a million in a vessel intended to be 

 the largest and finest pleasure critf t afloat, he carried his patriot- 

 ism onlv so far as to provide for building her at home, wliile he 

 sought for the designer of the Namouna to plan the vesseL Mr. 

 St. Clare J. Byrne, of Liverpool, Eng., has long been known as a 

 successful designer of steam craft, among his larger boats being 

 Amy, 639 tons: Lancashire Witch, 479; Namouna, 740, Sunbeam, 

 532; Miranda, 349; Rover, 56.5; Gitana, 471; Guhona, 498; Jason, 416; 

 Margaret, 395; Dobhran, 440; while he tops the list with the new 

 Alva of 1,238 tons. ^ ^ x,, ^ ■, . 



The ob.iect of her owner was to have a yacht capable of making 



Delaware, long known as among the leading American builders ot 

 iron vessels. The specifications call for the highest grade of ma- 

 terial and workmanship, the vessel being built under Lloyd's 

 highest survey, and tinder the personal supervision of their prin- 

 cipal inspector in the United States, Mr. Thos. Congdon. The 

 dimensions of the Alva are: „ , , 



Feet. In. 



Length over all 285 00 



Length for tonnage ^6 Of) 



Length on load water line ■io^ UO 



Extreme beam §3 03 



Moulded beam 33 (XM 



Depth in hold 1? 01 



Depth moulded 31 Ob 



Extreme draft 16 08 



Diameter of wheel JS !;„ 



Measurement, O. M , 1,693 00 



Displacement in tons -^'^fi^ 



Area of midship section in square feet 340 00 



The hnU is of low grade, open hearth, mild steel, made by the 

 Linden Steel Co., of Pittsburgh, Pa. The scantlings are ot the 

 same size as for iron, though Lloyds allow a reduction of 1/ per 

 cent, for steel. The frames are of angle steel 4x3x%m., spaced 

 2iin r'enters throughout, with double frames at all bulklieads, 

 also across the keel for one-half the length of vessel amidships 

 the main frames extending alternately to the stringer plate and to 

 the rail. The reverse frames are 3x3x5-16in. angle steel on every 

 frame, and doubled in many places for strength. The floors are 

 of steel plates, 7-16in. thick, by 36in. deep amidships, increasing 

 in depth at the ends, and riveted to every fra,me. There is a 

 center keelson of intercostal plates, 7-16in. thick, 38in. deep, at- 

 tached to the floors by double steel angles, 3x3x%in., itaving also 

 two bars, 5x4x7-16in., angles on top edge, extending whole distance 

 fore and aft, also the main bilge keelsons, formed by two angle 

 bars, 5x4in., back to back, running fore and aft, and ending in 

 sti-oug plate breasthooks; the upper keelson has a heavy but b steel 

 bar, 8x%in., between the angles, for a length of 100ft. amidstiips. 



The main deck is of steel for 76ft. amidships, and also under the 

 forward deck house. The engines are three cylinder compound 

 direct acting, high pressure cvlinder, 33in. in diameter, and two 

 low pressure cylinders 4.5in. diameter, stroke 43in. The cylinders 

 a,re all steam jacketed with separate wearing cylinders and taces; 

 the valve motion is the Joy patent and the valves are of the 1 Jioms 

 patent, the high pressure fitted with the piston valves, the low 

 pressure with slide valves. The piston rods and valve stem are ot 

 steel. The crank shaft is of steel and weighs 8 tons. The air, feed, 



and bilge pumps are connected to the low pressure crosshead. The 

 two return tubular fTirnaces are of steel, 17ft. diameter by 10ft. 

 long, each having four Fox patent corrugated furnaces 42in. di- 

 ameter, and also 398 3}/^n. tubes. The working pressure will be 

 lOOlbs. The wheel is 13ft. in diameter and fonr-liladed, of man- 

 ganese bronze, weighing 5 tons. It was cn.Ht in Rcotlaud, the duties 

 on it amounted to $1,100. The vessel will be rigged with throe 

 masts, square rigged on the fore. She will, of course, be fitted 

 with steam steering and hoisting engines, electric liglits, con- 

 densers and all the conveniences common to the large steam 

 yachts. 



The three deck houses are built in of steel, sheathed with teak. 

 In the forward one is the chartroom, galley, reception room and 

 main stairway. The middle house is devoted to the engine depart- 

 ment, whUe the after one includes a ladies' saloon and a second 

 stairway to the library. 



The fore part of the vessel below is given up to the crew, while 

 the extreme after part contains the officers' quarters. Immediately 

 abaft the fo]-ccastle are staterooms, store and bathrooms, then a 

 large nursery, the main staterooms, and a dining saloon 31 xlfift. 

 The pantry adjoins it, while stairs lead to the galley on deck and 

 also to the storerooms in the hold where wine, ice, coal and provi- 

 sions are kept. 



From the dining saloon a passage way leads aft beside the engine 

 space to a very handsome library, into which open more st ate- 

 rooms. On one side of the passage way is a small recess from 

 which the engines may be seen. The finish below will be plain 

 rather than elaborate, but all will be in the best of taste, 



The blinkers will carry 300 tons of coal and the tanks 30 tons of 

 water, while the condenser -will supply 750 gallons per dav. 



On Thursday of last week the yacht was ready for launching 

 and lay in a carefully built cradle with flags flving from tempo- 

 rary poles. During the morning a special train brought from 

 New Y'ork her ownci-, Mr. Wm. K. Vanderbilt^, his wife, and a 

 party of friends, Ivlrs. Vanderbilt's sister, Mrs. J. A. Yznaga, ]Slr. 

 Fred W. A^auderbilt, Mr. George Vanderbilt, Mr. Winfleld Scott 

 Hoyt, Mr. Forstcr, Mr. Gray, Mr. H. B. Holllns, Mr. Oliver King, 

 Mr. Chiumcey M. Dopew, Mr. J. Fred Tarns and Commodore A. 

 Cass Canfield, Seawanhaka C. Y. C. 



By noon they were on board the yacht, a platform being erected 

 on the forward deck. Here a wooden ti'ough was arranged, in 

 which ^s^a^i a bottle of American wine. At 1:23 the first rally began 

 and the wedges were driven home until the weight of th'c vessel 

 rested on the ways. The keel blocks were then split out, the bilge 

 -ways were sawn free, and witli a push from the iacks the 

 yacht started, and at 1:39 entered the water. As she left the ways 

 Mrs. Yznaga broke the bottle of wine with a silvcr-headod liani- 

 mer and christened the yacht Alva, after Mrs. Va.nderbilt. 



After the launch the workmen were all dismissed for a half 

 holiday, Mr. Vanderbilt paying for tho time they lost. The yacht 

 will be completed in about two monfJis. 



Christiana Creek is so narrow that the yacht struck the opposite 

 bank and rested in the soft mud. On Saturday an attempt was 

 made to haul her off by warps and a crab, when a line parted and 

 struck several of the workmen, injuring two and killing one out- 

 right. 



RESISTANCES OF MAYFLOWER AND GALATEA. 



EcWor Forest and Stream: 



One of the funniest things among the"maiiy funny things which 

 the Mayflowev-tialatea races have brought out, is the attempt to 

 decide the merits of the two yaclits by the question of the resist- 

 ances which their hulls encounter to motion in the water, disre- 

 garding entirely the primary requisite in the design of any sailing 

 vessel, whether for commerce or pleasure, that her form shall be 

 such as to enable her to sustain the power from which atone any 

 motion is obtainable. But preposterous as such a propo.sitiion is, 

 it suggested a comparison of certain data, and the result is inter- 

 esting, for a comparison of the yachts even ou this basis of resist- 

 ances. 



It happens that in some important elements the Mayflower is 

 almost identical \vith a vessel whose resistances are tlioroughly 

 kuo^vn— the steamer Greyhound, famous through Mi-. Fronde's ex- 

 periments with her on the resistances of ships. Not having ttie 

 full report of Mr. Fronde's experiments before me, I take the data 

 from Mr. W. H. White's "Naval Architecture." 



The beam of tho Greyhound was 33>^it., the length of her 

 entrance was 7!5f t. Her entrance was therefore two and two-tenth 

 times her beam or four and four-tenth times her half beam. I 

 have not the exact, length of Mayflower's entrance, but assuming 

 it to be tiie same proportionally as that given in your issue of Aug. 

 36 for Puritan, viz., 58 per cent, of her vvaterlino length, it would be 

 between 49 and 50ft. Assuming it to be tho same proportion as 

 Priscilla's, viz., 60 per cent., it would be 51ft. Taking the lowest 

 and most unfavorable figure (as her beam is 23tfef t.) her entrance 

 would be two and seven -hundredth times tier beam, or four and 

 fourteen-hundi-eth times her half-beam. Practically, then, the 

 bow-wedge of Mayflower is identical with the bow-wedge of Grey- 

 hound. In other words, the Mayflower would be practically as 

 sharp as Greyhound, and the most important element in ^va ve- 

 makmg resistance, when each -were moving at her appropriate 

 speed, wcmld be practically identical in both boats. I have indi- 

 cated this by a diagram. Fig. 1, drawn to scale, showino; half the 

 entrance wedges of Greyhound and Mayflower. Their almost 

 complete identity is manifest. 



But the showing for the ^Mayflower does not stop here. Mr. 

 Froude states (paper before the British Association, 1h75) tliat the 

 lines of Greyhound were very full and blufl'. Mayflower on the 

 other hand is one of the most perfectly modeled boats ever pro- 

 duced on her dimensions, and unquestionably the real fineness of 

 the yacht is indicated by a wedge sharper than that shown, while 

 the iineness of the steamer must be indicated by a blunter ^vedgc 

 than is shown. In other words, the wave-making resistance of 

 Mayflower is a less important element in her total resistances, at 



determined quantity. At 8 knots (9 miles) her wavc-makmg re- 

 sistance was only 30 per cent, of total resistance (sometimes the 

 frictional resistance is put as high as 80 or 90 per cent.). So. at 

 that speed friction was more than twice the wavc-m.vkitig resist- 

 ance. The appropriate speed of Greyhound is stated to have ixnui 

 10 knots (111^ miles. Up to that speed her wa^ e-mukmg resistance 

 did not increase disproportionately. Now we have seen that May- 

 flower's fonn is such as to make it -s'cry probable thai, at her 

 appropriate speed her wave-making resistauc-e is even lower pro- 

 portionately than Grevhound's, her form being far finer. Taking 

 Mr. "VSTiite's formula for the relation between length of entvanc 



speed her frictional resistance is the principal clement which 

 opposes her progress. Nine miles is \ ery fair sailing speed, far 

 higher than Galatea has been required to make in any of her 

 races this summer. For a- beat to windward n-ith a fair breeze 

 and not very rough water, it would be a very good speed indeed. 

 I restate the re.siilt of the discussion in a sentence: 



Up to the average speeds of a sailing yacht, the frictional resist- 

 ances of Mayflower probably exceed all her otlier resistances put 

 together, and are the ones cliiefly to be considered. 



Galatea's wave-making resistance Is probably less than May- 

 flower's, but not bv any means less in the proportion m which her 

 beam is less. She has considerable of what is practically straight 

 middle-body at her waterline, while TVIayflower has practically 

 none. The 'effect of this is a %-irtual widening of the bow wedge 

 and increase of wave-makmg resistance, bringing Galatea m this 

 respect nearer Mayflower's level. The effect of her straight mid- 

 dle-body is also more likely to affect her resistance unfavorably 

 than favorably. So far as it goes, its efl'ect is ;ilso to bring her 

 nearer Mayflo'wer. , ^ ^, 



As to the frictional resistance of the two yachts there is no 

 question whatever. Galatea's is mucdi in excess of Mayflower's, 

 by reason of her immensely greater under-water body and its con- 

 sequently increased friction-making surface. 



wedge, but not narrower in the proportion of her lesser beam, and 

 her middle body is also, in accordance with theory, probably an 

 injurious factor. Uci- fi-ictional resistances afe tiiiquestionablS- 

 much m excess of Mayflower's and tlie ronclusion is pointed to' 

 with great force, tliat the total resistance of 5Iayflov,-cr, at tho 

 speeds usually reached bv botli A-essels, is not greater tluin— prob- 

 ably not equal to -but less than the resistances of (ialatca. 



This can only be absolutely determined tiy a towing test, but 

 nnta that is made the conclusion above reached finds strong sup- 

 port m high (jnarters. It is cloarlv the opinion of so good a iudge 

 as the I,o?ic7n» Field. In its comnients on Ihc last tipnosta-Puri- 

 tan race, it said last fall: "The shallower form of Puritan being 

 better adapted for high speeds, she slip]).;d fTcncsta. very easily." 



Speaking of the resistances of sailing vessels, Mr. White sa-rs, in 



A aval Architecture": "For .speeds such as are ordinarily a ttained 

 under saU, it appears not unreasonable to assume that frictioiuil 

 resistance furnishes by far the larger portion of the tnl .i 1 resist- 

 ance.'- And it is to be observed that he is speakim? of mcrrdiant 

 vessels, in which the element of -wave-ranking rpsistaufe holds a 

 much higher relative place than in tho case of linclv modeled 

 yachts like Mayflower. 



By one consent it has been admitted that the old America was a 

 model of form. Now, her entrance on the scale given in your 

 Yachting Supplement, was, in 1881, .52f f ., her bram '.'Ml., practicaUv 

 the same aa tlie Mayflower's. The entrance was two anii two-tenths 

 her beam, her bow wedge iliercforc almost ideiiticalh^ tht- same as 

 Mayflower's, taking for tho lattcr's entrance 49ft.; it we lake 51ft. 

 then it was ao near that even the practiced eye could not discern a 

 ditterencc in the angle. It wUl not be contended that America 

 was more finely molded on her dimensions than Mayflower is, and 

 Mayflower has the unquestioned advantage over America of a 

 much smaller immersed surface. This last comparison is given 

 to emphasize the high position Mayflower must take when the 

 question of resistance is considered. 



Mayflower has not been tested in very rough fiead seas, but 

 Thetis, of the same tpye,has been, and tbcsliow she madeof tbeciit- 

 ter in exceptionally severs conditions is a part of tlie season's record. 

 Sachem, a two-mateted Mayflower, has been tested m a very stiff 

 breeze and rough tumble of ahead sea iitrainsl the very flower of 

 English racing craft, and the result is also a matter of record. As 

 to Mayflower's probable performance, 1 rannot do better than 

 quote the Fokest a^d STRK.Vir on the result of tlic first trial race 

 and Mayflov\'er's work on the seas outside ttic Ilook. You said: 



"Stately, with stc:uly swing, tlic queen of tin: American licet was 

 claiming her due. With long, measured rise and full, Burgess's 

 best clipped the seas under plain sail in a style that proclaimed 

 her unapproachable by aught native to our waters." 



Yet there are some other boats "n.ativc to our waters," both 

 keel and centerboard, which are very fine pcrfoi-mers in a sea- 

 waj-. 



Pig. 3 is dra-wn simply to indicate the superiority of form of 

 Mayflower over Greyhound, to enforce the comparison of resist- 

 ances above made. Mayflower is traced from prints published 

 this summer, tircyhound is based on cross sections of British 

 war vessels given by Sir Edward Rocd in a paper on "Forms of 

 Ships," read before the Institution of Civil Engineers last May. It 

 undoubtedly represents Greyhound less full .-md uglv tliau she 

 was, and so errs unfavorably to Mayflo^vcr. Tlic triangles in Fig. 

 3 give a ready and forcible commentary on tho absurdity of those 

 who claimed last year that Puritan was "too shallow to go to 

 windward." D. W. B. 



ELECTRICAL LAUNCHES. 



THE following account of the electrical boat Volta which lately 

 crossed from Dover to Calais, is given in the London Times: 

 The latest example of an elecfi-ic boat prior to the Volta is 

 afforded by a steel launch built by Messrs. Varrow Oo. dttring 

 the present" year for flic torpedo sei-\ ic(' in the llalian Navy. This 

 boat is 30ft. long by Oft. tin. beam, and is propelled by a screw 

 di-iven by a duplex Reckenzaun motor. She made on the mca-xirr d 

 mile 8.t3'milcs per hour, and is now in regular service at Spoj'zia. 

 In each case ttii.' ilfctric current is stored in a battery compofacd 

 of the Eh ' ■ ^ 1 ' r and .Storage Company's cells. 



Thelati : of elccti-ical .science in the present direction 



is the Vol I , ! . ;• i , is sled built, mc.-isnrcs 37ft. long by 6ft. lOin. 

 beam and i;- Jitted vrith a battery of til cells made by the Kfectrlc 

 Power and Storage Company and a duplex Reckenzaun electric 

 motor — that is, Uvo motors carried on one driving shaft. By moans 

 of this motor the speed c;in be varied without affecting the ac- 

 cumalators, three .speeds being obtained fi'om it, namcl.v, slow, 

 medium and fast. P'or iiie slow speed tho motor.-; are ennpled in 

 series, for the medimu speed one motor only is used, while for the 

 maximum speed the t\i o motors are used in parallel— that is, th6_y 

 are both worked at biiih pressure. Another important fctiture is 

 that all these speeds are produced and I lie vessel started antl stop- 

 ped bv means of one switch onlv, having one liandle, t bus reducing 

 tf le control of the speed of the boat to the siinplest terms. There 

 is a separate switch for reversing tho motion of the motors from 

 ahead to astern and t'tce versa, and this is done by simply reversing 

 the current through armature without interfering with tbc field 

 magnets and reqniring only two brushes to elfcct tfic ojiei-ation, 

 which brushes are never moved. The motoi-s, whicli are idaecd 

 well aft, directly over the keel, measure together oft. lOiii. long by 

 1ft. Din. wide and ISJ^in. high over all. They weigh iauibs. ;md de- 

 velop a niiixjiniim ot lO-liorse power on the brake. The Volta is 

 propelled by a thrcc-bladed screw 3Uin. in diai-ucter tuid 1 liu. pitch, 

 coupled direct to the motor shaft. The propelling machinery 

 makes altout liOO revolutions per minute at flu^ slow speed and 

 about l,tK)0 rc\-olutions per minute at full speed. The storage cells 

 weigh about t>vo tons and are arranged along the keel of the ves- 

 sel beneath a wood decking. 



The battery of tbc A'olta was charged by a dynamo on shore ait 

 Dover, the electric-motive force at starting being 130 volts at 28 

 ampferes. She passed the pierhead at Dover at 10.41 A. M. and 

 made the pierhead at Calais at P. M., the run liaving thus oc- 

 cupied 3 hours 51 minutes. She carried on board t hjii. Brine, li. E., 

 Mr. Reckenzaun. Mr. Stephens, and several seientitie gentlemen, 

 making with the crew 10 persons in all. The VoUii did not take the 

 direct route, having gone somcwiiat olV her course wlien noaring 

 the French coast. Slie was propelled at slow speed (liilO revolutions 

 per minutes), in order to economize the current and insure its last- 

 ing tho wlmle run, speed not being so much an object as to demon- 

 strate the practicability of a vessel making such a voyage by 

 electricity. On testing the battery at Calais no dilferenco what- 

 ever was found, tlie cells still showing 3S ampL'rcs, as ;it starting. 

 Tlic progress of flie boat through the water was vei-y sniooi h a,iul 

 noiseless", so much so that, as stated by us yesterday, a sleeping 

 urannet was captured by hand as the boat was passing it, and was 

 conveyed back to Dover. On tlie returned journey, \\ducb wasrim 

 at slow speed, Calais pierhead was- passed at 8.14 P. M., and Dover 

 pierhead made at 7.37 P. M., beiiiK 1 hours 33 minutes for the run 

 —or a, total of 8 hours 14 minutes employed in traveling the double 

 journey, exclusive of the stoppime at Calais. The eurrent rc- 

 nuiined constant iit, 38 amperes up to 5 P. M., but at 6 P. M. it was 

 found to ha ve dropp.-d to So, .'inother ampci-c being lost liefore 

 Dover was reiiclied. An excellent iiiiirgin of power, however, still 

 rcmaineil, and the last half mile v^as run at the i'ligb speed, the 

 motors and screw making 1,000 revolutions per minute, Tho 

 practicabilitv of electrical propulsion was thus snccessfolly de- 

 monstrated and the way doubtless paved for the further appli- 

 cation of the principle in the direction indicated by tlic class of 

 craft to which It had previously been applied. 



THETIS AND STRANGER.— BrtiYor Forf.tt and Strcanv Mr. 

 KuTihardt has made several mistakes in iiis resume of this year's 

 yaclU racing, to one or two of whieli 1 should like to call atten- 

 tion. He savs no sloop entered against Shona in Eastern race be- 

 cause fhcv^ -vvere afraid to do so; that is untnic. Shadow did not 

 enter because her owner and sailing master were on the Puritan. 

 The owner of Thetis was also on Puritan in consequence, and The- 

 tis carried elubtopsail when Purittin and otbera were topmasts 

 hou-ed and was thereby handicapped. In the ]Ne-\v York Y. C. re- 

 gatta the I'hclis won in her class, not Bedouin, as stated. Bedouin 

 was in first class. In the Fourth of Jnlv race in Boston, .Stranger 

 had practically a w.tlk-ovef, - Svr. ii was only put Iii to oblige 

 Mr. AYarrcn and make a ra' : i I iter hope or e.xpecfarion 



of winniriK. Mr. Kunhardt ii, - ..; . i fjy entirely f orgolteu the 

 Newport Cup race. The true rccor. l as follows: Stranger 9 starts 

 ■n-itirs firsts; Thetis 9 starts and 5 firsts. There is nothing like be- 

 ing accurate. The (.nvner of Thetis on request of Regatta Com- 

 mittee, N. Y. Y. C. gave up bis claim to second class prize; but he 

 did not give up his right to it. Mr. Kunhardt, as usual, shirks the 

 point in the StranKCj'-Thefis matches. The sloop Tlietis drowned 

 out the cutter Stranger coming round the Capo fremi Ne-wport to 

 ]\Iarbleiicad. 'the Thetis is not sparred right for light weather, 

 although she could never probably t)e made a Inst-class light- 

 wcather botit, and her owner wished to put oil flie matclxraces 

 till spring as her present gear and sails are worn out, having been 

 severely strained during tltrec season;.; but consented to sail the 

 present atitumn to oblige Mr. Warren. Stranger and Tlietis have 

 sailed together 4 races, 3 drifting matches and the Newport hasce. 

 Thetis won 3 races, Stranger 1 race, 3 drifts and thefla.sco. Bedouin 

 won Eastern Y. C. regatta, not Stranger,— Sloop Obastk. 



