Sept. 7, 1895.] 



FOREST AND STREAM. 



218 



The other three' were far asternVhen theleaders r Rtarted'"again'"on 

 perfectly even terms for the last! round, with spinakers set to star- 

 board. In the middle of the leg a light S.W. breeze sprung up; the 

 two held very evenly together, the times showing a gain of 9s. for 

 Olita at the turn. ; 



A Slight freshening: of the breeze astern brought the laggards up, 

 and the second leg started with more wind, but still hardly a sailing 

 breeze. On her best point of sailing Olita again gained, "and had a 

 lead of lm. 39s at the lee mark. Question set her spinaker with the 

 pole over her bows, using it as a balloon jib, an expedient that is un- 

 doubtedly contrary to the rules, but which she availed herself of at 

 times in a light air, and she made up over a minute on Ethelwynn on 

 this reach. 



The wind was now light but steady, and held its force to the end, 

 making a very even race. As soon as they were trimmed down, Ethel- 

 wynn began to outpoint Olita, while the latter fell away bodily to lee- 

 ward, as she did in all of the windward work. Question pointed very 

 high and held on well. After standing eaRt for a short time they 

 broke tacks, and when thev came together Olita on starboard crossed 

 Ethelwynn's bows and tacked on her weather, but was unable to hold 

 her advantage. The next time they came about Ethelwynn was on 

 the other's weather bow and had the race won, finally crossing the 

 line with a lead of 5m. Sis , a gain of 7m. 10s. in the 2 miles. Question 

 came very close to third place. The full times were: 



Third race.— Start 13:15: 



First Round. Second Round. 



1st 2d 1st 2d 



mark. mark. Line. mark. mark. Line. Elapsed 



Ethelwynn . .1 05 25 2 55 87 4 14 57 5 14 IS 5 36 06 fi 13 12 5 58 12 



Olita 1 06 58 2 49 40 4 14 30 5 13 37 5 34 27 6 18 43 6 03 43 



Question.... 1 1011 2 58 40 4 26 27 5 18 37 5 39 17 6 19 33 6 04 33 



Trilby 1 16 53 2 58 45 4 21 30 5 19 57 5 42 43 6 26 27 6 11 27 



TrustMe....ll6 45 3 05 23 4 24 05 5 19 30 5 42 43 6 34 20 6 19 20 



. After a short consultation, the committee announced the choice of 

 Ethelwynn to defend the cup against Spruce IV. The question of the 

 Center prizes was a more difficult one; the committee had watched 

 each boat as closely as possible for the three days, making notes of 

 the good and bad points of sailing; but it was some time before a deci- 

 sion was reached, the successful crew being that of Question. 



The very light weather of the three days was a disappointment to 

 all and gave the committee no opportunity to see the yachts in a 

 strong breeze or reefed; but the performance of Ethelwynn in the 

 drifting and the light airs showed her to be the fastest under extreme 

 light weather conditions, the only exception being the reaching of 

 Olita; and in the stronger wind of Tuesday afternoon she did as well 

 relatively as at any other time. 



The sailing of the races was greatly facilitated by the use of the 

 flagship Oneida as a committee boat, Com. Benedict doing everything 

 in his power to aid the committee, and displaying the greatest 

 interest in the small craft and their plucky crews. In the hot drift of 

 the last day, on the beginning of the second round, he forsook the 

 shade of the awnings and had the Oneida's smaller launch lowered and 

 went out himself with a big pitcher of ice water and a supply of cold 

 ginger ale, picking up every one of the boats and refreshing the 

 thirsty crews. On board of the Oneida, in the latter two races, was 

 Mr. H. K. Sturdee, of Albany, a friend of Mr. Brand's, who repre- 

 sents him in this country. Mr. Brand and Spruce IV. sailed on the 

 Fulda, on Aug. 31, for New York, and are expected next Sunday. 

 On his arrival the dates and conditions of the races will be finally 

 arranged, the time being after the termination of the America's Oup 

 races. It is probable that some open races will be arranged for the 

 15ft. class after the conclusion of the Spruce-Ethelwynn races. 



Aluminum. 



From, the New York Times. 



The use of aluminum plates in the construction of the yacht De- 

 fender has attracted unusual attention to that metal, while the report 

 of the naval experts at Norfolk, Va., against its use on naval versels, 

 because of its corrosive tendencies, has raised a fear that it may lessen 

 tfie chances of the American yacht In the international race with the 

 Valkyrie III. But James O. McGuire, consulting engineer of the com- 

 pany which supplied the Defender's aluminum plates, says that there 

 need be no such misgiviDgs, because the Defender's aluminum plates 

 are alloyed with nickel, while the plates tested by the naval officials 

 at Norfolk were alloyed with zinc. The former, he says, are proof 

 against corrosion, while the latter are not. 



"The Navy Department," said Mr. McGuire, "tested aluminum 

 which we furnished for ship construction. The object I had in view 

 was to get the strength and stiffness needed in ship construction, and 

 I bent ail my energies in that direction. In order to get the requisite 

 strength and rigidity, we used an alloy of zinc. When those plates 

 were tested by the authorities of the Navy Department at Norfolk, it 

 was found that they collected barnacles and corroded, and it is from 

 the result of those reports that the opinion has gone abroad that alu- 

 minum is corroded by salt water. 



''We then did not kn6w that salt water is such an enemy to zinc, 

 but these and other experiments taught us that when aluminum is to 

 be used in and around salt water, we have got to use other alloys than 

 zinc This we can do. The difficulty has been overcome by using 

 alloys of copper and nlcfeel. We had to find this out by experiment- 

 ing, and now we are not recommending the use of any alloys which 

 contain zinc for use around salt water, and the alloys which we have 

 used for marine work which have had no zinc in them, while they do 

 not collect barnacles, do not corrode to an appreciable extent. 



"I personally supplied the aluminum plates for the Defender. They 

 are made with nickel alloy. There is no danger in her plates at all, so 

 far as direct corrosion goes; the only thing to be feared is galvanic 

 action between the aluminum plates and other metals. 



"Aluminum plates are 2 s t0 times lighter thanTobin bronze, of which 

 the Vigilant is constructed. The Defender's bottom is of manganese 

 bronze, which is of about the same weight as Tobin bronze." 



Mr McGuire exhibited two plates— one of aluminum and the other 

 Of copper— taken from the hull of a vessel plying between New York 

 and west Indian ports. The copper plate was badly corroded, while 

 the aluminum plate was free from rust, but covered with barnacles. 

 The copper plate was much the heavier of the two. 



"Both plates," said Mr. McGuire, "were on the same hull during the 

 same period, so that a comparison iB instructive. During those six 

 months the copperplate, though free from barnacles, lost ', 0()0 of an 

 inch in thickness, while the thinner and lighter aluminum plate lost 

 a 1000 of an inch. , , . , . . ' » 



"Nearly all the European navies use aluminum plates m the con- 

 struction of war vessels, and reports received from naval authorities 

 of the Old World are favorable to them. If aluminum was unsatis- 

 factory they would quickly abandon its use. 



"Aluminum is like any other metal and must be treated like any 

 other. If aluminum used in ship construction is kept clean and 

 painted there will never be any trouble with it. 



"It is mined in Alabama and Georgia, where it is usually found on 

 high ground in light, earthy soil. It is hydrated oxide of aluminum in 

 itscrude state and is known as bauxite. When the impurities are re- 

 moved only oxide of aluminum is left. That is put through an elec- 

 tric furnace, and the affinity which oxygen has for aluminum is broken 

 by the electric current— the oxygen is set free and the aluminum is 

 deposited. It is poured in its melted state Into moulds and becomes 

 cool as soon as ladled out. . .... . , 



"Aluminum is also found in clay. Clay is silicate of aluminum, 

 while bauxite is oxide of aluminum. We cannot use the clay because 

 it is too expensive, and, besides, the silicate is left behind. 



"We expect soon to have aluminum in competition with copper, 

 and it will eventually be used for railroad car construction, because it 

 is so light and durable, but as yet it is too expensive a metal for gen- 

 eral use. Its present value is 50 cents a pound in ton lots. That is 



^fiiram is very ductile and may be rolled into sheets of .0007 of 

 an inch in thickness, and beaten into leaf, the same as the best gold 

 leaf made in Paris. It may be drawn into tubes or wires and spun or 

 stamped into oifferent shapes. It may be highly polished. It is the 

 lightest of commercial metals, being only one-third as heavy as iron. 

 It has a delicate purple tint, but it is believed that the colors of the 

 metal may be varied. , 



Pure aluminum seldom corrodes or tarnishes, except when ex- 

 posed to damp weather. Even salt water has little effect on the pure 



m Ahiminum melts at 630° centigrade or 1,160° Fahrenheit, and does 

 not volatilize at any temperature ordinarily produced by the combus- 

 tion of carbon. . . 



Pure aluminum is soft, but the commercial aluminum is as hard 

 as copper. It hardens when being worked either by pressing, forg- 

 ing rolling or stamping. CastingB require a large amount of alloy 

 metal, but when they are . drop-forged or hammered the metal be- 

 comes as hard and rigid as brass. A sheet of aluminum lSin. square 

 and lin. thick weighs 14.131bs. A bar lin, square and 12in. long 

 weighs l.l761bs. A bar lin. in diameter and I2in. long weighs ,9181bs. 



Cast aluminum, in tension, has an equal strength to cast iron, but 

 under compression it is weaker. 



Aluminum readily uniteB with aU metals except lead, antimony ana 

 mercury Aluminum bronze, whleh is made with an alloy of 10 or 11 

 per cent." of aluminum with copper, is one of the densest, finest grained 

 and strongest of known alloys. Aluminum bronze may be worked in 

 a lathe; the chips cut smooth and long, and do not clog the tool. It is 

 much more rigid under transverse strain than gun bronze, and it is an 

 unusually safe metal under compression. 



The Right of Way at a Mark. 



We were in hopes that the very important question touched upon in 

 our recent comments on the Vigilant-Defender dispute might have 

 aroused a discussion that would help to settle the matter, especially 

 as we are well aware that many expert racing men are opposed to 

 our view of the case. The following letters, from the Field of July 

 31 and Aug. 10, bear on the same point, the former taking a very 

 strong view of the opposite side. The conditions in the case of Carina 

 and Caress were very closely identical with those in the first Vigilant- 

 Defender case. 



Editor Field: 



I beg leave to call attention to your report of the 20-rater 'race'.'in 

 the Royal Southampton Y. C. on July 13. You state that the "Ste- 

 phanie and Inyoni fouled each other at. the start, and forced the Luna 

 on to the committee vessel, she being utterly unable to avoid doing so, 

 etc." Ab I was helmsman of the Stephanie, I disclaim being in any 

 way responsible for this fouling. 



To explain the position to your readers, there was a soldier's wind 

 up and down Southampton Water, and a broad reach on the starboard 

 tack for the first leg of the course. Immediately before the start 

 Luna and Inyoni were up to windward of the committee vessel, ob- 

 viously so placed to bear down on the weather side of the starting 

 line at gunfire. The Audrey was to leeward of these vessels, and 

 Stephanie was sailing up from the lee side of the starting line close 

 hauled on the starboard tack, and the right of way for vessels so sail- 

 ing is indisputable, but other reports that probably emanate from the 

 same stable as your own describe this point of sailing as "forcing an 

 overlap from the leeward " 



When Stephanie was about 20yds. from the committee vessel Audrey 

 crossed her bows and Stephanie had to luff to clear her boom, imme- 

 diately afterward bearing away, overlapping on her weather quarter 

 abreast of the committee boat. Inyoni sailed down wiDd and then 

 overlapped Stephanie and Luna was overlapping Inyoni I don't think 

 this statement of the case will be disputed, and you, Mr. Editor, will 

 no doubt be able to appreciate it, and perhaps give an opinion about 

 it in a footnote to this letter. As I understand the Y. R A. rules, the 

 Stephanie could have stood on her course right up to or to windward 

 of the committee vessel, and the other vessels must get out of her 

 way, and if they claim to be also on the starboard tack, Rule 18 states 

 that vessels running free must keep out of the way of vessels close 

 hauled, and if sailing with the wind oh the same side the yacht which 

 is to windward must keep out of the way of the yacht to leeward. 

 The committee boat being an obstruction under Rule 20, no vessel has 

 a right to claim room without having an overlap before the obstruc- 

 tion is actually reached, and the senRe of this rule in reference to over- 

 laps can only be applied to vessels that have been previously sailing in 

 the same direction, and it cannot possibly be applied to vessel 1 ? that 

 sail toward each other it right angles, and I maintain that if a vessel 

 sails down wind toward an obstruction and meets a vessel that has 

 sailed up wind toward it, or is passing it as in this case, that the vessel 

 sailing down wind is bound to keep clear of the other, and to do this 

 she ought to pass under her stern and not try and force a weather pas- 

 sage. I have written on this exact point of sailing over and over again, 

 using the same arguments and quoting the same rules, so nobody can 

 now accuse me of doing so to elucidate this case. 



If this ruling is correct or incorrect, it is very advisable that some 

 competent authority should give an opinion about it, because nine 

 times out of ten the fouling and crushing that frequently occurs on 

 the weather side of starting lines is entirely due to vessels sailing 

 down wind and forcing a weather passage as here described. 



A vessel on the port tack when passing a committee boat is not re- 

 lieved from the responsibility of getting out of the way of a vessel on 

 the starboard tack: but many people seem to think that this commit- 

 tee boat offers some form of protection, and that the primary rules 

 touching these points of sailing are to be thrown over in favor of 

 others that really cannot be applied. 



********** 



C. P. Clayton. 



Hythe, July 24. 



The editor of the Field adds the following: As far as the rights of 

 way are concerned we agree with the conclusions founded on the 

 statements in this letter. 



Mr. Clayton has presented in his own forcible style the exact oppo- 

 site of our contention, which, as stated as long ago as the Volunteer- 

 Gracie protest in 1891, is that the rules of the road at sea differ from 

 the special rules adopted by yachtsmen for the regulation of yacht 

 racing. The rules of the road at sea take no cognizance whatever of 

 those lines and marks which are absolutely essential to yacht racing; 

 and in construing the latter a new principle must be recognized: that 

 while sailing in the open and clear of all marks, the ordinary rules 

 of the road, such as port tack giving way and a yacht with the wind 

 aft giving way, are in full force; but when in the proximity of a 

 mark, even these imperative rules may become inoperative in the 

 face of others intended to secure the rights of a a aeht which has a 

 leading position or an overlap. We have never met with a definite 

 formulation of this proposition, but we believe it to be the very 

 foundation of the racing rules. 



On the facts as stated by Mr. Clayton we would take direct issue 

 with him as to Rule 19 of the Y. R. A. superseding, for the time being, 

 the second and third sections of Rule 18, or by the New York Y. C. 

 rules, that Section 14 of Rule 16 supersedes sections 2 to 6; in other 

 words, that a yacht which is clearly the inside vessel ard the nearer to 

 the mark, providing she has her overlap properly established, has the 

 right of way over a yacht on the wind and even on starboard tack'. 

 We note that the Y. R. A. rule is worded, "When rounding any buoy 

 or vessel used to mark out the course," and this might give grounds 

 for a claim that a mark at the line is passed and not rounded; but 

 even this hardly gives ground for a claim that the marks at the start 

 ing line are not covered by the same rules as the other marks of the 

 course. By the wording of the American rules no such contention 

 would be possible. . _ , , 



While we believe that this construction is justified by the letter of 

 the present rules on both sides of the ocean, we are still more strongly 

 of the opinion that such a construction is the proper one, and should 

 be made plain, if necessary by an alteration of the wording, so as to 

 cover a very common case at the line, exactly that of Vigilant and De- 

 fender. 



The legitimate course of a yacht starting in a race down wind is 

 across the line at right angles to it, the most direct and only proper 

 course. If one boat and much more if a fleet of half a dozen are com- 

 ing for the line with booms squared and spinakers ready, it is not only 

 most dangerous, but most unjust, to give any one yacht the right to 

 stand along the whole line on starboard tack, with all four feet in the 

 trough, if we may be pardoned such a vulgar simile, throwing the 

 fleet into confusion, risking numerous fouls, and gaining for herself a 

 most unfair advantage. 



We recognize very fully that the whole question is a difficult one, 

 but that makes it only the more imperative that it should be firmly 

 and finally settled, so far as the construction of the rules is con- 

 cerned. 



We are not a little surprised that so expert a racing man as Mr. 

 Clayton should fall into the error of assuming for a moment that a 

 committee boat or any other mark is an obstruction to the course 

 under Y. R. A. Rule 20. 



The other letter is as follows, covering very closely the points of the 

 first Vigilant-Defender case: 

 Editor of the Field: 



I have a case (somewhat similar to Mr. Clayton's in your last issue) 

 that I might ask you to elucidate, and it occurred at the Campbell- 

 town regatta. The Rule of the Road says one thing, and the Y. R. A. 

 arrangement, I think in No. 36 (though j have not the little blue book 

 beside me) is to my mind disjointed and contradictory in its two para- 

 graphs bearing on one and the same subject. 



Well, my story is this: The Carina was reaching with the wind a 

 point or so free on the starboard tack from the committee vessel to 

 the outer extremity of the starting line, where a flagboat was sta- 

 tioned, which flagboat had to be passed on the starboard hand, and 

 the course of the race from then was approximately straight. Carina 

 had arrived pretty close to outer mark just before the second gun. 



The Caress, which had been considerably to windward while Carina 

 was reaching and was employed in checking, found Isolde dead astern 

 of her (they both being also on starboard tack) ; Caress suddenly 

 bears up for the outer markboat, bringing the wind quarterly, and 

 nicks in between Carina and markboat, the two vessels meeting almost 

 at right angles, and in passing the flagboat a decided squeeze took 

 place, which, might have been worse had not Carina's helm been put 

 a- weather a trifle, but luckily the squash only ended in one of Carina's 

 weather shrouds bursting from colliding with Caress's main boom. 

 Now, sir, ought Carina to have given Caress room, and by so doing 

 allow herself to be driven to leeward over the line; or, on the other 

 hand, had Caress the right to nick in, she being virtually before the 

 wind, while Carina was by the wind? Caress certainly could have hit 

 the markboat before Carina, as she was before Carina's center in 

 bearing down, and immediately before she rounded to pass the mark- 

 boat. My first impressions were to protest, but I withdrew, as I 

 thought it a hardish nut for our Campbelltown friends to crack, and 

 I did not care to anticipate a reference to the Y. R. A. and its decision 

 for the month of February. 1896. I was sailing along just to wind- 

 ward of line; in fact, running the line down. It is not a position I 

 should select as a rule, for it is attended with risk, but in this case 

 there was no alternative, as the starting line was curiously placed 

 relative to direction of wind on that morning, V. Montagu. 



Wherwell Pbiory. 



Larchmont Y.I C*. Fall Regatta. 



^AROHMONT— LONG ISLAND SOUND. 



Monday, Sept. S. 



The Sound about Larchmont was smooth and calm throughout the 

 whole of Monday, with barely enough air in the afternoon to drive the 

 fleet over one round. Defender and Vigilant were under way in view 

 of the racers. The race was devoid of interest in spite of the fine lot 

 of yachts starting, as there was nothing more than a drift. The times 

 were: 



CLASS O— SCHOONERS. 



Length. Start. Finish. Elapsed. Corrected. 



Amorita 75.07 12 36 04 5 10 29 4 31 25 4 34 25 



Elsemarie 74.67 12 38 00 Did not finish. 



CLASS B— CUTTERS. 



Queen Mab 63.28 12 38 00 4 48 40 4 10 40 4 10 40 



Wasp 55.97 12 38 00 4 51 11 4 13 11 4 10 55 



CLASS C — FLUSH DECKS. 



Gossoon 47.44 



Minerva. 45.63 



Phoctaw 46.28 



Varena 41.50 



Norota 41.64 



Kathleen 37.44 



Infanta .....33.50 



4 45 21 

 3 02 37 



5 12 27 

 Did not finish. 



4 36 34 



5 40 30 



12 49 00 5 31 24 

 12 45 05 5 47 42 



CABIN TRUNKS. 



12 46 00 5 58 27 

 12 46 00 



CLASS 7. 

 12 46 00 

 12 43 00 



CLASS 8. 



12 45 56 



CLAR9 8— YAWLS 



12 45 05 5 45 51 



CLVSS 9. 



12 56 00 5 56 00 



CLASS 10. 



12 55 11 Did not finish. 



CLASS 11. 

 12 53 03 5 47 34 4 54 31 

 12 52 31 5 42 -32 4 49 29 



5 22 34 



6 26 30 



5 48 28 5 03 33 5 02 32 



4 45 U 



5 01 30 



4 36 34 



5 37 09 



Gavilan 29,92 



Needle 25.00 



Molly Bawn 28.73 



Weasel 26.03 



Nymph 12 53 50 Did not finish. 



CLASS 12. 



5 00 46 5 00 46 

 5 00 00 5 00 00 



Keora 23.47 



Kittle 24.05 



Duck 22.25 



Bunch 21.70 



Elsket 23.02 



Violet 21.52 



Dandy 24.03 



Terrapin 



lone 



...19.P6 

 ...19.67 



12 54 51 5 25 26 4 30 45 

 12 53 02 4 49 00 3 55 58 

 12 54 25 5 27 43 4 33 18 



class 13. 

 12 56 00 5 16 00 4 20 00 

 12 53 40 Did not fioish. 

 12 54 58 6 50 05 5 45 07 

 12 55 55 Did not finish. 



class 14. 

 12 51 59 6 16 58 5 21 59 

 12 52 25 Did not finish. 



claps 15. 

 12 55 49 5 54 48 

 12 53 14 6 25 15 



4 54 31 

 4 46 45 



4 30 17 



3 55 58 



4 31 37 



5 21 59 



4 58 59 



5 -i i 01 



4 58 59 



5 22 57 



Minnetonka 21.00 



Gwen 17.25 



SPECIAL 34 FT CLASS. 



Dragoon 12 46 00 5 38 13 4 52 13 4 52 13 



Acushla 12 46 00 5 38 36 4 52 >'6 4 52 36 



Vorant n 12 46 00 5 48 10 5 02 10 5 02 10 



Adele Did not start. 



SPECIAL 21 FT. CLASS. 



Vaquero 1 01 00 5 31 31 4 30 31 4 30 31 



Maysie Did not start. 



Houri 1 01 00 5 40 12 4 39 11 4 39 12 



Celia 1 01 00 Did not finish. 



SPECIAL L£- R ATER CLASS. 



Question 12 55 40 4 46 10 3 53 00 3 53 00* 



Ethelwynn .... 12 55 58 Did not finish. 



Trilby • 12 55 46 Did not finish. "g 



Trust Me 12 56 00 4 40 39 3 44 39 3 44 33^ 



The winners were: Amorita, Queen Mab, Gossoon, Choctaw, No- 

 rota, Infanta, Amiax, Gavilan, Needle, Weasel. Kittie, Punch, Terra- 

 pin, Minnetonka, Dragoon, Vaquero and Trust Me. 



The flags on some of the marks were blue in color, and so small as 

 to be not easily discernible on the water, some yachts thus being 

 unable to locate t he course. 



New York Yacht Racing Association. 



Afthr a howling gale in 1894, the New York Y. R. A. was treated to 

 almost a flat calm for its seventh annual regatta on Sept. 2 of this 

 year There were but thirty-nine starters, and many of these failed 

 to cover the course. The times were: 



CLASS B— COURSE 1— CABIN SLOOPS AND CUTTERS, 53 TO 62FT. 



Elapsed. Corrected. 

 Anaconda, Com. A. J. Prime D d not finish. 



CLASS E— COURSE 1 — CABIN SLOOPS AND CUTTERS, 32 TO 3SFT. 



Forsyth II , A F. Roe 7 42 30 6 47 291 



Lottie, J. E Drew Did not finish. 



CLASS G— COURSE 2— CABIN SLOOPS AND CUTTERS, 27FT. AKD UNDER. 



White Wings, A. H. Schoff 6 25 33 5 12 55 



Lurline, B. Barnett 6 31 21 5 24 13 



Zulu Sherman & Frazer 6 08 42 5 05 21 



class 1- course 2— opks sloops -27 to 32ft. 



Eagle Wing, W. Sherman 6 19 50 5 19 20 



CLASS 2— course 2— open sloops, 23 TO 27ft. 



Clara S., J- W. Stilger, Jr. ft 12 52 4 03 57 



Wm. H. Gill. J. J McCarthy 5 12 13 4 01 16 



Lizzie L. W. E. Lissenden Did not finish. 



CLASS 3— COURSE 3 — OPEN SLOOPS, 23FT. AND UNDER. 



Svbilla Kursreiner & Wehilen 4 10 CO 3 14 42 



Mosquito, F. H. Hegler 4 12 33 3 14 45 



Agnes N H. Kennel & M. Senger 4 31 59 3 32 39 



Zetesf J. A.. Kipp 4 12 57 3 19 19 



CLASS 4— COURSE 2— CABIN CATBOATS OVER 23FT. 



Mary William Ellsworth 5 30 29 4 29 22 



Falcon, W. H. Whitman Did not finish. 



Ethel, D. Robinson Did not finish. 



Ensign, C. D. McGiehan Did not finish. 



CLASS 5— COURSE 3— CABIN CATBOATS, 23FT AND UNDER. 



Ethel, B. M. Randall 4 15 52 3 18 14 



D °e F. S. Seabring 4 17 29 3 05 57 



Willie K., S. Emberton 4 IS 52 3 25 23 



Hattie, W. Ellsworth .5 57 19 4 47 48 



CLASS 8— CODR8E 3— OPEN CATBOATS, 20 TO 23FT. 



Tempest V. M. Houghout 3 54 00 3 02 07 



Frank Oliver, W. H. Arndt Did not finish 



Pauline E.. Maleady & Ward Did not finish. 



CLASS 9-COURSE 3-OPEN CATBOATS, 17 TO 20FT. 



TVT«rr»edes C Rae 3 53 45 2 55 56 



K e RW: Ellsworth 4 01 54 3 03 55 



Frank W Baze 4 °6 44 3 Ob 45 



Ella R, Horbelt & Von Drather Did not finish. 



Flirt, G. B. Orach and J. Pryor Did not finish. 



O T Wills, M. Micklaus Did not finish. 



' ' CLASS 10— COURSE 4— OPEN CAT BOATS UNDER 17FT. 



c^^kens^mp^n::::::::::::::::::::::::i 8 8? 1 3 11 



Sttle'Dean, J. Kurateiner 8 01 00 2 07 42 



leal J W Thorp . 3 31 24 2 28 40 



Byra Jane, F S° Ray. 8 42 04 2 49 53 



Beckie V., G. Gascoigne Did not finish. 



Chic F W.Fabian Did not finish. 



The winners were: Class E, Forsyth II.; class Gr, Zulu; class I, Eagle 

 Wing- class 2, W. E. Gill; class 3, Sybilla: class 4, Mary; class 5, Dove; 

 class 8, Tempest; class 9, Mercedes; class 10, Maggie P. 



Gravesend Bay Y. C. 



BATH BEACH— GRAVESKND BAY. 



Saturday, Aug, 31. 

 The Gravesend Bay Y. O. sailed its annual fall regatta on Aug. 31, in 

 a strong S E. wind, followed by a very severe thunderstorm, the 

 times being: 



CLASS A. 



Start. Finish. Elapsed. 



Isabel, R H. Sherwood 1 11 17 3 20 54 2 09 37 



EddaD.TR. Moore 1 03 10 3 02 00 1 53 50 



Jean, John W. Thorp 1 07 45 Did not finish. 



CLASS B. 



Lester H. F. Ferguson 1 07 48 Did not finish. 



CLASS D. 



Rob Roy, W. Pine Coffin 1 01 06 3 17 27 2 16 19 



Tabitha, Dr. J. C. McEvitt 12 59 23 3 00 55 2 01 32 



CLASS E 



Acorn, G. McKeUar 12 57 45 3 15 02 2 17 17 



25ft. class. 



Poco, P. J. Scofleld 1 02 00 3 29 02 2 27 02 



30ft. CLASS. 



Nomad, W. Grotage 12 46 32 4 13 25 3 25 53 



Mabel, J. H. Hanson 12 49 00 4 46 55 3 57 55 



Iris, J. Bale 12 51 00 4 46 55 3 55 55 



35ft. CLASS. 



Forsyth II., A. F. Roe 12 47 52 3 43 50 2 54 58 



Heedless, L Wunder 12 47 36 4 12 50 3 25 14 



Gael, Bennett & S 12 48 41 4 24 20 3 35 41 



