Nov. 28, 1895. 



FOREST AND STREAM. 



458 



to Sandy Hook Lightship to-morrow morning and will cross the line 

 to give Defender a start. Tours very truly, (Signed) Dunraven. 



I am in ignorance as to what followed on receipt of this letter, and 

 I do not know whether the contents were communicated to Mr. Iselin 

 or whether any steps were taken to inform the public. 



As regards the foul, I do not for one moment impugn the motives 

 of the regatta committee, but I .think myself entitled to call attention 

 to the protest. The protest is as follows; 



To the Eegatta Committee, New York Y. C: 



Dear Sirs— It is witb much regret that I hereby protest Valkyrie. 



In the race to-day 1 shaped my course for the line, which course, 

 according to my orders, was not altered in the slishtest degree on the 

 starboard tack with sheet trimmed down when Valkyrie bore down 

 on us with wide sheets, and iu luffing fouled our starboard main rig- 

 ging with her main boom, carrying away our spreader and springing 

 our topmast. Eespectf ully yours, 



(Signed) C. Oliver Iselin. 



The following is a written statement handed by me to the commit- 

 tee before giving verbal evidence: 



At about two minutes to the starting gun both vessels gybed on to 

 the starboard tack, Valkyrie being to windward and slightly ahead of 

 Defender; the vessels being distant from each other about EOyds. 

 Owing to the presence of a steamer right in our track to the starting 

 line, the vessels separated a little, Valkyrie passing ahead and De- 

 fender astern of the steamer. 



A ti er clearing the steamer, Valkyrie held her course for a little, 

 then luffed, pointing a little to the windward of the committee boat 

 for a few moments, then kept away so as to cross the line well clear 

 of the committee boat. 



Defender, after clearing the steamer, held the same course as Val- 

 kyrie for a little, then luffed, and would, if she hau kept that course, 

 have passed considerably to windward of the committee boat. I 

 judged she was going for my weather quarter. Sue then kept hard 

 away; then luffed again and fouled Valkyrie. Neither vessel had 

 sheets in. Defender was overtaking and had overlapped Valkyrie to 

 leeward directly after clearing the steamer, and was nearly abeam of 

 her when the foul occurred. 



Valkyrie's helm was eased in order to avoid a foul if possible. Had 

 she luffed more a foul would still have occurred, and Valkyrie would 

 have run into the committee boat. 



Had she staved, the foul would have been much more serious, and 

 Valkyrie would have been forced to cross the line on the wrong side 

 of the committee boat. As it was, we had to pull the helm hard up 

 in order to clear the committee boat, and only just succeeded in 

 doing so. 



I submit that Defender broke rules 7, 10, 14 and 16 of the New York 

 Y. 0. She was not luffing to prevent herself from being passed to wind- 

 ward. Sbe was the overtaking vessel. An overlap existed long 

 before she luffed. She was bound to give room at the mark and had 

 no difficulty in doing so. Even on the supposition that Defender 

 steered a straight course from the steamer, I submit that she was 

 bound to give room to another vessel approaching the committee 

 boat on the same tack. Either vessel would, if close hauled from the 

 time they passed clear of the steamer, have passed about 150yds. to 

 windward of the committee boat. 



Had I deemed it possible that Defender would protest I should have 

 protested against her. I believe the foul to have been the result of acci- 

 dent. I thought that, being affected by my wash and her headsails 

 being right under my mainsail, she had probably taken a sudden 

 sheer to windward and unintentionally fouled me. Under these cir- 

 cumstances I did not think it necessary to protest. 



The decision of the regatta committee is given below: 



Reoatta Committee;, Sept. 11— C. Oliver Iselin, Esq.: Dear Sir— 

 We beg to acknowledge the receipt of your letter of yesterday. 



We have given the matter our careful consideration and believe 

 that the foul occurred through a miscalculation of distance between 

 the two yachts at a critical moment. 



From our own observation, confirmed by that of others who were 

 in a good position to see all that occurred, we find that Valkyrie, in 

 contravention of Section 11 of racing rule No. 16, bore down upon De- 

 fender and fouled her by the swing of her main boom when luffing to 

 straighten her course. 



We also consider that Defender left Valkyrie sufficient room to 

 windward to pass clear of committee boat. Your protest is therefore 

 sustained. Yours respectfully, 



(Signed) S. Nicholson Kane, ) 



Chester Griswold, V Regatta Committee. 

 Irving Grinnell, ) 



To my written statement I have little to add. 



Photographs taken just before andimmediately after the foul clearly 

 show the positions of the vessels. I do not see how we can have 

 had sufficient room to windward, for I know that we were in imminent 

 danger of running into the committee boat. I could see her to leeward, 

 of our bowsprit and close to us that I was within an ace of order- 

 ing the helm hard down instead of hard up, fearing we could not clear 

 her, but eventually we just scraped clear by putting the helm hard 

 up. 



When two vessels are rapidly converging nothing is more 

 difficult than for an onlooker (unless he is exactly astern of them) to 

 decide whether any alteration of helm takes place or whether one 

 luffs or the other bears away, and I still hold that Valkyrie was point- 

 ing just well clear of the weather end of the line— namely, the com- 

 mittee boat — and that we did not bear down, but that Defender luffed 

 into her. But assuming me to be wrong, I fail to see what rule was 

 broken. Section 11 of racing rule 16 of the New York Y. C. states that 

 "A yacht shall not bear away out of her course so as to hinder another 

 in passing to leeward." Passing to leeward is, I apprehend, intended 

 to apply to a vessel sailing a definite course to some definite point, and 

 cannot apply to vessels maneuvering for a start and steering half a 

 dozen courses in as many minutes. Under such circumstances the 

 only course that can be said to be given them is to get to the starting 

 line. Both vessels were on the same tack; both off the wind, Valkyrie 

 a little ahead and to windward, Defender to leeward and overtaking. 

 There could not be any question of preventing Defender passing to 

 leeward, as she had her whole length of the line clear to leeward, and I 

 fall to see how any rule could be broken unless we had borne her down 

 on top of or to the leeward of the lightship, which represented the 

 other or leeward end of the line. 



Section 7 of the racing rules of the New York Y. C. lays it down 

 that "an overtaking yacht shall in every case, (the italics are mine) as 

 long as an overlap extstB, keep clear of the yacht that is being over- 

 taken." There can be no question that Defender was overtaking, 

 and that an overlap existed. 



While accepting the verdict of the regatta committee as final, and, 

 of course, given In perfect good faith, I am bound to say I think 

 their judgment was founded on a mistaken estimate of circumstances 

 and of the relative courses and positions of the vessels in respect to 

 the direction of wind and starting line. I saw no protest flag shown 

 on Defender, nor, I may add, did Mr. Henderson, my representative on 

 Defender. Had I been aware Defender had protested I would certainly 

 have done the same. 



My declining to accede to Mr. Iselin's proposal to sail the race over 

 again after it had been awarded to Defender has excited considerable 

 comment. It was quite impossible for me to do so. Protest was made; 

 it was not withdrawn; it was disputed; the proper authority investi- 

 gated the case and gave their decision. I could not resail the race at 

 the personal request of Mr. Iselin after the committee had given a 

 verdict against me, even had I been willing to do so. 



It was not within the power of Mr. Iselin and myself to resail the race, 

 nor within the power of the regatta committee to permit it. The 

 regatta committee could, under Article 10 of the New York Y. C. 

 rules, have ordered the race to be resailed without taking evidence. 

 They could have done so after taking evidence on the ground 

 that it was inconclusive, or that the foul was on both sides 

 accidental, but, having once heard the protest and decided that one of 

 the vessels broke a regulation under which she was sailing, their 

 decision was final, and could not be revoked by any private arrange- 

 ment with or without their sanction. 



When I went before the regatta committee they asked me, on their 

 own initiative, and without any authority from Mr. Iselin, whether I 

 did not think it would be a good thing if the race could be resailed by 

 mutual agreement. 



I replied to the effect that they had the power to order the race to 

 be resailed, but that a definite protest having been made and not 

 withdrawn, I supposed they ought to hear it, and that so far as I was 

 concerned I was perfectly willing to have the case decided on its 

 merits. I do not see what other answer I could possibly have returned. 



Owing to some ambiguity in the words of a letter from Mr. Iselin to 

 Mr, Smith, the chairman of the America's Cup committee, dated Sept. 

 16, my refusal to resail this race has led to the erroneous supposition 

 that I declined to resail the whole series. 



Mr. Iselin made, I believe, a proposal at the New York Y. C. to re- 

 sail the series under any conditions agreeable to me, but this proposal 

 was never communicated to me by Mr. Iselin. or by either of the com- 

 mittee. I would have been more than glad to avail myself of it, with, 

 a reasonably clear course assured. 



As my action on Sept. 12, when the last race took place, appears to 

 have been misunderstood, especially in respect of my crossing the 

 line, I may be permitted more fully to explain. 



Having made up my mind on Tuesday, the 10th, to sail no more 

 under the circumstances that had prevailed during the race of that 

 day and of the previous Saturday, I endeavored to carry out my de- 

 termination with the greatest courtesy to every one. When I was 

 towed down to Sandy Hook on Thursday morning I was in complete 

 ignorance as to the intentions of the committee, but thought that 

 they would postpone the race by the simple process of hoisting the 



letter G. As they did not do so, I crossed the line to make a race and 

 conclude the match. 



The accusation made against me freely in America that I broke my 

 agreement by not sailing around the course is unreasonable. A fair 

 field and reasonably clear course is an understood condition of any 

 match. It was the business of the committee to provide such a 

 course. It was not my business to dictate to them in any written 

 agreement the means they were to employ. FailiDg a fair field and 

 reasonably clear course, no man can be bound by any agreement as to 

 terms to continue sailing under circumstances which gave the vessel no 

 chance.' To complain of the condition of the course, and to sail over 

 it again without effective steps having been taken to remedy that con- 

 dition, would have been absurd. To refuse to make a start would 

 have been improper, and I think rude. I fulfilled all the strict 

 liabilities by crossing the line. I had agreed to sail t be best out of 

 five races. By crossing the line I made a race and concluded the 

 contest. 



Moreover, I thought it the most courteous thing to do, and I had 

 told Mr. Canfield and Mr Busk that I would do so. Having crossed 

 the line and returned, the match and the international character of 

 the proceedings w T ere over, aDd 1 took down my racing flag and 

 hoisted the but gee of the New York Y. C. (of which I have the honor 

 of being an honorary member), instead of the Royal Yacht Squadron's 

 burgee, which I had hitherto worn, I hoped that this would have 

 been construed, as I intended it to be, into a sign of courtesy. 



I have no desire to comment upon the action of the committee, but 

 I must express my regret that the third race was not postponed. The 

 fact of overcrowding was not disputed nor denied. To ask for a day 

 for consideration of proper means for the abatement of an admitted 

 evil was not a very exorbitant demand. It was refused on the ground 

 of public convenience, and I have been accused of deliberately causing 

 inconvenience to the public by my action. Timely action on the part 

 of the committee would have averted any inconvenience that arose. 



My letter refusing to sail under existing conditions was considered 

 by them early on Wednesday afternoon. Nothing could have been 

 easier than for the committee, having such an important matter to 

 consider and decide upon, to have notified the evening press that the 

 race for the following day was postponed. If on Wednesday after- 

 noon they determined to make no concession, other than undertaking 

 to secure a clear starting line, they must have been perfectly well 

 aware that I would not sail round the course. Mr. Canfield and Mr. 

 Busk had it verbally from me at 9:30 o'clock that I would not do so, 

 and my letter distinctly declining to do so was at the New York Y. C. 

 at 12:15 o'clock that night, and if they were still in any doubt as to my 

 intentions, it was parfectly easy for tbem, when passing the Valkyrie 

 on her way out to the Lightship on Thursday morning, to have come 

 alongside and ascertained them. 



It was further perfectly possible, and quite within the rights of the 

 committee, at the last moment to have hoisted the letter "G," which, 

 according to instructions, means: "Do you assent to calling the race 

 off for the day." 



Valkyrie's answering pennant was got ready to reply to the signal, 

 in the full expectancy that it would be hoisted. Defender, naturally 

 not wishing to sail over the course alone, would no doubt have at 

 once agreed to the postponement, and no more inconvenience would 

 have been experienced by anybody than in the case of a postponement 

 owing to the lack of wind, to fog, to some accident to either vessel or 

 to any similar cauBe. 



In any case, the object of the challenge was to try the merits of the 

 two vessels in a series of races for an international cup, and with that 

 object no other consideration should have interfered. 



I can only add that nothing was further from my thoughts than a 

 desire to appear discourteous, or to cause any inconvenience to the 

 owners of the Defender, to the committee or to the public. If any 

 inconvenience was caused I regret it, but I cannot hold myself to 

 blame therefor. Failing postponement, I regret that the committee 

 refused to take upon tnemaelves the responsibility of determining 

 whether the two vessels were unduly crowded during a race. They 

 could have called in the assistance of a referee if they had so de- 

 sired. 



Steps were taken to insure a clear start on the last day. It is a 

 pity that they were not taken sooner. Had steamers been at the 

 same time informed that the race would be called off if they hampered 

 the vessels, it is possible that a fairly and reasonably clear course 

 would have been preserved. 



As to the merits of the vessels, as far as I can judge, on the first 

 race we made a bad start. We lost sight of the markboat, and when 

 close on the line we bore up without, as it turned out, any necessity 

 for doing so, and so lost our weather berth. But the ship sailed 

 remarkably well, especially considering that the conditions we least 

 desired prevailed— namely, a very light wind and a good deal of swell. 

 She worked out clear very fast into a very good position, and would, 

 I am convinced, have rounded the weather mark well ahead had 

 |not the wind constantly southerned and broke us off badly. 



We made two palpable mistakes. When we stayed to eastward to 

 fetch the mark the wind broke us off about three points; and when we 

 staved to port to cross Defender on the starboard tack, the wind broke 

 us off again and freed her and we were forced to stay again. She 

 rounded the weather mark 8m. 23s. ahead, and made the whole of 

 that gain in the last quarter of an hour or twenty minutes. Against 

 all that, of course, there is nothing to say— it was bad judgment on 

 our part or bad luck— but I was perfectly satisfied with the way the 

 vessel turned to windward. 



As to the reach home, it is impossible to judge, owing to the crowd- 

 ing of the steamers already aliuded to, but my belief is that Defender 

 would have gained on us in any case, though certainly not to anything 

 like the same extent. 



On the second day, I do not think that the fact that Defender carried 

 no jibtopsail to windward made any difference. We carried a jlbtopsoil 

 because we had set it at the start, and as it was no detriment we did 

 not risk losing anything by taking it in, but Valkyrie would have got 

 to the weather mark as soon without it. We gained 2m. 60s. on that 

 leg of the triangle. On the reach from the first to the second mark. 

 Defender lost time by not carrying— I presume by not being able to 

 carry— a larger jibtopsail; but, on the other hand, we lost a good bit 

 by having to shift sails. 



I think the tug employed to lay down the second mark made a mis- 

 take in the course given her, or that her compass had a larger error 

 than was allpwed for. I had Valkyrie's compasses adjusted to every 

 point by a skilled man from Messrs. Negus, who attend to all the 

 compasses and instruments of the White Star Line, and I had them 

 tested with special reference to the possible effect of the steel boom 

 in various positions. My navigating officer, Mr. Harrison, verified the 

 adjuster's work and found it correct. We steered the course given us 

 —namely, N.E. by E. magnetic— and Defender for some time steered 

 identically the same course that we did. Therefore, either both the 

 yachts made a mistake or the tug did. Having covered some six miles, 

 as we estimated, we were much puzzled at seeing no sign of the tug or 

 mark. There was the tug steaming along to windward of us, and our 

 attention was specially called to her by seeing Defender haul her wind 

 a couple of points or so, but we concluded that this could not possibly 

 be the markboat, as she was not steering the course given us, and was 

 not far enough ahead. Shortly after this the tug steamed head to 

 wind and let go the float about one mile from us. Defender, having 

 steered for this tug some fifteen minutes before, fetched the mark 

 easily, but we were then so much to leeward that we had to take in 

 our bowsprit spinaker and set staysail, jib and jibtopsail to do so. 



How much we lost by sailing over the additional ground and in 

 handling these b'g sails, with a crowd of men out on the bowsprit and 

 forward, I cannot say; but we certainly lost considerably through the 

 inefficient marking of the course. We lost 17s. on this leg of the tri- 

 angle. 



Of the reach home, when overcrowding was intolerable, it is unnec- 

 essary to speak further. We lost lm. 17s. in that nine and a half or 

 ten miles. 



On the whole, my belief is that Defender is the better of the two 

 vessels on a reach, and Valkyrie, in turning to windward. We never 

 came on a run, owing to the wind shifting so much during the first 

 race; but as running is Valkyrie's best point and seems to be Defender's 

 worst point — judging by her sailing against Vigilant— I have no doubt 

 that Valkyrie is the better of the two vessels on that point of sailing 

 also. Dun raven. 



The special meeting of the New York Y. C. called at Mr. Iselin's re- 

 quest was held on Nov. 18, with Com. Brown presiding. The club 

 house was packed with members, the meeting being by far the largest 

 ever held. The first order of business was the reading of the follow- 

 ing letter, to which was appended Lord DuDraven's communication: 



"New York, Nov. 18, 1895.— To the Neio York Yacht Club: Gentle- 

 men: I desire to lay before you for your consideration the charges 

 made by Lord Dunraven in his letter to the London Field, of which a 

 copy is annexed. 



"A careful perusal of his letter will show that Lord Dunraven makes 

 the charge that, after having been measured for the Cup races in Sep- 

 tember last, the Defender was surreptitiously loaded so as to sink her 

 4in. deeper in the water ; that she sailed in that condition on the first 

 day's race, and that immediately after that race the ballast so loaded 

 was secretly removed, so that, when remeasured the next day— Sun- 

 day^-no discrepancy was found to exist between the two measure- 

 ments. While Lord Dunraven intimates that I was not personally 

 cognizant of the fraud, the charge is none the less explicit. 



"Now, Lord Dunraven is au experienced yachtsman, and when he 

 made tbi6 charge he knew perfectly well, as every yachtsman knows, 

 that it was a practical impossibility for such a thing as he charges to 

 have been done on the Defender between her measurement on Friday 

 and her sailing on Saturday, without being known or made known to 

 me, who, on behalf of the owners of the Defender and iu the name of 

 the New York Y. C, was charged with the sole responsibility of man- 



aging her during the race. Officers and men to'the number of thirty- 

 eight were on board all the intervening time, and It is Impossible that 

 the fourteen tons of ballast, necessary to accomplish the result 

 charged could have been put into her on Friday night and taken out 

 again before Sunday without the fact being known to a large number 

 of witnesses. I was responsible for the proper officering and manning 

 of the yacht. I personally examined the Defender's hold and every 

 part of her on the morning of the 7th immediately before the race, and 

 I know the absolute falsity of the imputation. I consider myself, 

 therefore, as standing before the world solemnly charged by Lord 

 Dunraven w ith an offense as base as could poesibly be imputed to a 

 sportsman and a gentleman, and which I indignantly resent and repel; 

 and more than that, with having betrayed the confidence of my asso- 

 ciates in the ownership of the Defender, the trust placed in me by the 

 New York Y. C., and the good name of my country, whose reputation 

 for fair play was involved in the contest. 



"Lord Dunraven claims to have sailed the race on Saturday after 

 being satisfactorily assured that he had been cheated in the fraudu- 

 lent overloading of the Defender. He sailed the next race on the 10th 

 with the same conviction on his mind that on the first day's race he 

 had been cheated. He broke off the last day's race, not upon any 

 such ground, but on the entirely distinct ground that the course 

 would not and could not be kept clear. He went home, and after a 

 silence of more than two months, he makes this odious charge in a 

 communication addressed, not to me, nor to the owners of the De- 

 fender, nor to either the New York Y. C. or the Royal Yacht Squad- 

 ron, whom we respectfully represented in the races for the America's 

 Cup, but to a public newspaper on the other side of the Atlantic, 

 which it wtould be impossible for me to read or reply to before it had 

 already made a deep impression on the minds of his countrymen. 



"Relying upon its belief In my integrity, the New York Y. C. deemed 

 itself justified in placing its honor and that of the country in my hands 

 in the conduct of the race. I could not have imagined that, in assum- 

 ing that trust, I should expose myself and you to such gross imputa- 

 tions. But now that they have been made, I place myself in your 

 hands, in order that the club may take such steps as it sees fit, not 

 alone to vindicate the Defender and the honor of her owners, but also 

 to refute the imputation cast upon the good faith of the club and the 

 country. C. Oliver Iselin." 



The reading of the letter was greeted by hearty cheers for Mr. Ise- 

 lin, The following motion, made by Lewis Cass Ledyard, schooner 

 Montauk, and seconded by Ogden Goelet, steam yacht White Ladye, 

 was passed unanimously: 



" Whereas, The London Field has lately made public certain charges 

 purporting to have been made by the Earl of Dunraven in reference 

 to the recent Cup races sailed under the challenge of the Royal Yacht 

 Squadron; and 



u Whereas, This club is of the opinion that, notwithstanding the ex- 

 traordinary conduct of the Earl of Dunraven in respect to +he time 

 and manner of making such charges, it is due to its honor and dignity 

 that suitable action should be taken in relation thereto, 



"Resolved, That J. Pierpont Morgan, William C Whitney and George 

 L. Rives are hereby appointed a committee, with power ia their dis- 

 cretion to add to their number, to whom the matter of paid charges is 

 hereby referred, and that said committee shall have full power to 

 represent this club in reference to the matter, and to take, on behalf 

 of the club and in its name, any action which may seem to them 

 proper in the premises." 



Secretary Oddie then read the following letter: 



"New York, Nov. 18. — Dear Commodore Broivn: I understand that 

 a motion may be made at the meeting of the New York Y. C. this 

 evening to appoint a committee of the club to look into the matter of 

 measurement referred to by Lord Dunraven in his letter to the Cup 

 committee of Sept. 7 last and subsequently. 



"I have a cable from Lord Dunraven to-day saying that, while he 

 thinks it Is now too late to Investigate, ir a desire exists among the 

 members of the club to do so he will come over here and place him- 

 self at the disposal of the club or its committee. Ho says that be 

 would not be able to get away before the fourth proximo. 



"Will you kindly ioform either the club or the committee, as you 

 may think desirable ? Yours sincerely, H. Maitland Kersey." 



After the reading of this letter the meeting adjourned. 



Seawanhaka Corinthian Y. C. 



The regular November meeting of the Seawanhaka Cor. Y. C. was 

 held on Nov. 12, with Com. Benedict in the chair. The race committee 

 read its report and Secretary Hayden then read three challenges for 

 the club's international cup: one from the Royal St, Lawrence Y. C. 

 of Montreal, in behalf of Messrs. G. H. Duggan and F. S. Sherwood, 

 which, being first in order, was accepted. The second was as follows: 



London, Nov. 7, 1895. 



Secretary Seawanhaka Y. C, New York: 



The Royal Corinthian Y. C challenges for an International race in 

 the 15ft. class for Mr. Linton Hope's Kismet. Letter follows. 



T. J. F. Winser. Sec'y. 



No. 72 Mark Lane, London. 



It was resolved to accept this challenge conditional on the cup being 

 still held by the club after the races with the Royal St. Lawrence Y- O. 

 Mr. Brand's challenge was entirely informal, nothing liaviDg yet been 

 heard from the Minima Y. C., but a formal challenge, if received, will 

 be accepted by the club on condition that the first and second chal- 

 lenges are unsuccessful. 



The race committee proposed a vote of thanks to Com. Benedict for 

 his aid in the races, and one to Vice-Corn. Rouse for the construction 

 of a defending boat. A vote of thanks was also passed to the Indian 

 Harbor Y. C. for its hearty aid throughout the races, and in provid- 

 ing three boats for the trial races. Some changes were made in the 

 by-laws by which the board of trustees is increased to nine members 

 instead of five, one of them being chairman of the house committee. 

 The following members were elected: Rhinelander Waldo, Frank H. 

 Boynton, William H. Starbuck, William M. Renwick, H. T. Blodgett, 

 O. A. Garland, A. A. Bibby, Deforest Manice, J. M. Woodbury, H. A. 

 Van Liew, R. W, G. Welling, D. B. Burnham, C. S. Hoyt, W H. 

 Burgess, John R. Drexel, Howard Ford, August Z. Van Winkle, Rich- 

 ard Stevens, Robert Goelet, Guy Phelps Dodge, William K. Vander- 

 bilt, Jr., Edmund Clarke and Samuel Insull. 



Since the meeting it is reported that Vice-Corn. F. E. Walker, Vic- 

 toria Y. C. of Hamilton, Ont., will send a fourth challenge. 



YACHTING NEWS NOTES. 



Mr. H. C Wintringham has just completed the designs and specifl- 

 cationsfor two very handsome steam yachts, the larger, of 140ft., to 

 be built of steel; the smaller, some 20ft. shorter, of composite con- 

 struction. 



Dr. Wm. C. Herring, owner of the schooner Mohican, which was 

 burned last March at Shoreham, Eng., has won hiB suit for $15,000 in- 

 surance on the yacht. 



John R. Fell, Cor. Y. C. of Philadelphia, owner of the steam yacht 

 Baracouta, died at his home in Philadelphia on Nov. 16, at the age 

 of 85. 



Steam Yachts and Launches 



Built by Marine Iron Works, Clybourn and Southport avenues, 

 Chicago, III. Free illustrated catalogue. Write for it. — Adv. 



§mwqittg > 



After all that has been urged for the Lake Champlain sites, Wills- 

 borough and Bluff Point, in the last few years, it is somewhat of a sur- 

 prise that the return to the St. Lawrence River and Grindstone Island 

 came so quietly, so naturally and as almost a matter of course. Very 

 little has been said about it this year, and much bas been said at the 

 past meet, as at the preceding ones, in favor of Lake Champlain; but 

 all at once opinion seems to have changed In favor of the St. Law- 

 rence. 



We look to see a very pleasant and successful meet at old Grind- 

 stone, under the management of Com. Huntington. The material 

 features of the camp are likely to be well looked after, and the pre- 

 liminary arrangements, so far as they have gone, are very satisfac- 

 tory; the site has been obtained, the Delaneys have arranged to sup- 

 ply ice, meat, etc., as in the past, and the manager of last year's mess 

 at Bluff Point has signified his willingness to undertake it this coming 

 season. The idea of revisiting the old camp ground will bring back 

 many who have not been seen at recent camps, and the fame of Grind- 

 stone, as oft recounted by the old fellows, will bring many of the newer 

 ones. 



While we look forward with pleasure to the meet of 1896, it is with I , 

 a certain apprehension that there may be some disappointment on all 

 hands. To the old men the camp on Eel Bay will recall memories of 

 many who are absent and of some, like Fairtlough, Lloyd Thomas, 

 Carter and Van Deusen, who are dead; and the pleasure of the reunion 

 will be dimmed by sad recollections. While the three camps at Grind- 

 stone were, in location and arrangements, the best the Association 



