July 5, 1888.] 



FOREST AND STREAM. 



483 



August. 



— Larchniont Oyster Boat. 18. South Boston Club. 

 1. Hull, Hull Ladies' Day. 18. Cor. Mnrblehcail, Cup Race. 



4. Hull, Hull 3d Championship. 30. Great Head Moonlight Sail. 

 4, Beverly, Nahant. 2d Cham. 8Q. Miramiehi, Cup. 



4. Toronto, 4th Class. 

 8. Pleon, Second Cham. 

 11. New Haven, Cruise. 

 11. Savin Hill, Club. 

 11. West Lynn, Oluh. 

 11. Beverly, Mou. Beaoh Cham. 

 11. Cor. Marblehead, Open, 

 11-20. Buffalo Cruise. 

 11. Quincy, Open. 

 11. B. C. Y. C. Open Handicap, 

 lfi Great Head ad Cham. 

 15. Monatiquot, Ladies' Day. 

 15. Pleon, Open. 

 IT. Bay View Moonlight Sail. 

 18. Bay View Annual Cruise. 

 18. Monatiquot, 2d Guam, Ft. Pt. 



ST3PTEMHER. 



20. Miramiehi, Cup. 

 22. Picon, Third Cham. 

 22. Cape Aim, Open. 



24. Cedar Point Pennant. 



25. R. C. Y. C. Lausdowne Cup. 

 25, Savin Hill, Club. 

 25. West Lynn. Ladies' Race. 

 25. Beverly, Marblehead, Open. 

 35-Sept, 8. Quaker City Cruise 



to New London. 

 37. Rhode Island, Open. 



27. Quincy, 3d Cham. 



28. Dorchester Club. 



29. Bay View Club. 

 29. Great Head Club. 

 29. Monatiquot, Open Sweep. 



1. Toronto, all classes. 

 1, Cape Ami. Gloucester Cup. 

 1. Savin Hill, Open. 

 1. Hull. Hull Open Race. 

 1. Larchmont Fall. 

 3, Pavonia Union Regatta. 

 3. Newark Fall. 

 3, South Boston Open. 

 3, Beverly, Marblehead Cham. 

 3. Cor. Marblehead Cham. 

 3. Cape Ann Cruise. 

 5. Pleon, Sail Off. 

 8. Cor. Marblehead, Sail Off. 

 8. West Lvnu. Sweepstakes. 

 8. Hull Cham. Sail -Off. 

 8. Quincy Sail-off. 



12. Great Head Club. 



12. Pleon, Sweepstakes, 



15. Toronto, 4th Class. 



15. Buffalo Ctub. 



15. Beverly, Mom. Beach, Open 



Sweep. 

 15. Dorchester Club. 

 I& Savin Rill, Club. 

 18. Chelsea, Dorchester Bav. 

 20. Savin Hill, Moonlight Sail. 

 — . Miramiehi, Cup, Fmal. 

 32. West Lynn, Cham. Sail-off. 

 25. Cedar Point Pennant. 

 29. Quaker City Cruise, Review. 

 39. Toronto, 2d' and 3d Classes. 



THE COMING YACHTING SEASON. 



tit.— THE RACING FLEET. 

 [OONCMJDED.] 



THE reports of races for the past three weeks have prevented 

 the conclusion of our forecast of the season, but we take it 

 up where it stopped on Page 422, in the issue of .Line 14: 



Continuing down the. list, Troubadour has been altered in rig, 

 as stated,. and has been generally overhauled and refitted and 

 will enter the regular races. Sachem has had some 8 tons of 

 lead bolted under her keel, the same amount of iron being re- 

 moved from inside, while her spars are somewhat longer and 

 her canvas lias been increased, so that she evidently is prepared 

 to make a hard light against the new comers. Miranda was not 

 raced last year, but this season she will come out with new can- 

 vas and copper, and a general overhauling, and will be in all the 

 races. Her tiller has lately been replaced by a Diamond steerer 

 and wheel. Few would recognize in the schooner Elnia the sloop 

 Priseilla, so complete has been the change above and below. The 

 .bottom has been cut away and replaced by a trough keel filled 

 with lead, the draft being now tft. Oil:., while the sloop rig has 

 given place to one much like the. Sea Fox. but with more of the 

 main boom outboard. She will be used by her owner for cruis- 

 i Ing hut will be in all races, and with wings long enough to take 

 Tier up near the first place. The changes in the Grayling we 

 have already noticed, as they where chiefly done last fall when 

 she was put into Mr. Bursess's hands. They included a lead keel 

 of 25 tons, 25in. deeper draft, a pole bowsprit and one jib, a lon- 

 ger counter, and a coat of white paint. This spring the main- 

 mast has been replaced by a new one 3ft. longer, while the main 

 boom and gaff are also longer than before. 



After Sachem's success the performance of Mr. Burgess's second 

 venture in the two-stickers will be one of tiie events of the season. 

 T he new Marguerite is unfortunately at the extreme end of the 

 class, being but 80ft., compared with Sea Fox, 90, Sachem and 

 Miranda 80, and Elma over 85, so she will be at some disadvan- 

 tage. She is a modern craft, and chiefly noticeable from her great 

 depth, drawing lift., in short, a keel boat, though provided with 

 a centerboarcl. This latter, too, is housed below the cabin floor, a 

 new feature in large craft, and one whose working remains to be 

 tested. Of course she is painted white. Of a length with her is 

 the steel Iroquois, a new boat in 1887, but too well known 

 to need any description. She will be a good match for 

 Marguerite, though too small for Sachem. Another new 

 craft from Boston is the wocdeu schooner Oenone, also de- 

 signed by Mr. Burgess, for Col. Cochrane, but she will not be 

 completed for some time, and for the present at least will not 

 race. Ca . alier, a wooden craft with a keel. Viator, the (52ft. 

 Burgess boat for Mr. Wyeth, and Fouella, building at Mystic for 

 Mr. Jackson, of New York, complete the list of new schooners, but 

 will not be in the racing fleet. 



The prospects thus far for any sport in the first class of the 

 single-stickers are very poor, as of the four boats in the fleet one 

 is so much the best that she can take anything she cares to enter 

 for. Volunteer will bo in commission and under her old owner; 

 she made first appearance iu the E. Y. C. regatta of June 38. 

 Capt. Haff is still in her, but with a new crew. Mayflower will 

 be under the same owner and skipper as last year, Atlantic will 

 not be raced, Puritan will have a new maiusail and will be raced 

 during the season. Altogether the glorv of the class has departed, 

 and for a long time as it now appears, unless a challenge can be 

 coaxed from the other side. 



The second class lately created has as yet no representatives, 

 nor is it likely to have, as it was established simply to fill a gap in 

 the classification. The old second class, formerly the first, the 70- 

 Hiol ei s. is now the. third, and this year it is likely to obtain again 

 the prominence that the Cup racers have robbed it of for 

 three seasons. Of the old boats both Bedouin and Graeio are 

 unchanged from last year, but Gracie will not race this 

 season. Shamrock has been lightened inside, her keel ballast 

 lias been increased by about Ave tons, her spars have been 

 lengthened, the bowsprit and spinaker boom being hollow, 

 and sho is like all wooden craft, lighter in topsides and spars 

 and heavier in bottom than in her first season. All these 

 changes are for the better and strengthen her where she was 

 weakest, so that she promises this year to make a far better 

 showing than last, as far as her old rivals go. Last year she man- 

 aged to take care of Titauia on most occasions when they met, and 

 she has b?an improved more during the winter than the latter 

 has, as the steel bull was very light last year and capable of little 

 improvement. Unfortunately the two will not meet, at least not 

 for the present, as Mr. Isclin is absent in Europe. The chief inter- 

 est in the class is centered in the new addition, Katrina; what 

 she will do with Bedouin and Shamrock. Though she will be in 

 the early races, it will be at least August before she is in proper 

 shape, as there has been delay in the building and she is as yet 

 untried'. The indications now are that she will ultimatelv Head 

 the class; but for the present both Bedouin and Shamrock have 

 the advantage of previous racing and trial, and this should carry 

 them through a good part of the season. Of the smaller boats in 

 the class, Stranger is likely to return to England, as her owner 

 will make his home there; Fanny, Huron and Hildegarde, the 

 latt er with double head rig, will race; while Mischief will be for 

 sale. 



The new class from 53 to Gift, is as yet only in existence on 

 paper, and it is doubtful wheu any yacht will he built to it. As 

 far as racing goes, the class below is hardly any better ell', as 

 Clara will not fit out, her owner being abroad; Cinderella is in 

 new hands and will not race, so the life has gone out of the class. 

 There is a real demand for one of these classes, boats of either 

 53ft. or 61ft. Lw.h, and it is time that some decided action was 

 taken by the clubs to encourage building and racing in one of 

 them, whichever shall be deemed the most desirable. The 53ft. 

 class offers very fair accommodation at a moderate cost, while as 

 far as racing is concerned it is as good as any. A modern steel 

 craft of 53ft. l.w.l., either keel or centerboard, would give a very 

 fair amount, of room for a bachelor's boat, the cost is within the 

 reach of many of the younger and more enthusiastic yachtsmen, 

 the boat is large enough to make passages in safety, and yet small 

 enough to he raced by a Corinthian crew. All of these points 

 make it a very desirable size to encourage, but circumstances 

 just now have stopped the racing in it for a time. In the 46ft. 

 class there are several yachts that would make some good racing, 

 but it is hard to say just what the entries will he. Fanita, the 

 fastest of the class about New York, has lately gone to Boston, 

 A new boat in the class is the Bayadere, built three years since, 

 hut never in commission. She is a Watson cutter of moderate 

 beam, 45ft. l.w.l. to 10ft. beam, and should be fairly fast. She has 

 lately found a, new owner, and will be raced this season. 



The greatest amount of racing and perhaps the best sport, is 

 promised in the two classes 30 to 35ft. and 35 to 40ft., especially in 

 the latter. About New York two additions have been made; one, 

 the Banshee, built last season from Mr, A. Cary Smith's design, 

 the other, the Nymph, built this year from a design by Mr. Bur- 

 gess. Banshee is 39ft. 9in. l.w.l., "14ft. beam. Oft. draft, with lead 

 keel and centerboard and cutter rigged. She was designed for 



cruismg use, but will be raced this year, as her owner has found 

 her quite fast. Nymph is of the same beam and draft and but an 

 inch or two shorter, also a modern centerboard with cutter rig. 

 I he Boston fleet has been increased by a most interesting trio, all 

 keel cutters 39ft. Oin. l.w.l., of Mr. Burgess's design, but "one with 

 a hoard in addition. The latter, Chiquita, for Mr. Hemmenway, 

 is 13ft. i Bin, beam and 7ft. draft, wit h the board entirely below the 

 cabin floor. Mr. Adams's new boat, Baboon, the successor to Pap- 

 poosc, is 13ft, 2in. wide and 8ft. 3iu. draft, while the third, Xara, 

 is ^m. narrower, of the same draft, but with more displacement 

 and less hollow to the floor. The three are built for speed and 

 will he raced together throughout the season, and perhaps may be 

 seen about Newport and New York. These boats with Roamer 

 and Crocodile and some of the older craft should make very line 

 sport and further should do much toward solving some important 

 problems as to dimensions and displacement. 



In the ,35ft. class the chief addit ion about New York is the Ells- 

 worth boat Eurybia, built for Mr. Ohas. Pryer. She is 35ft. l.w.l. 

 and of the beam and draft of Nymph and Banshee, with lead keel 

 and board. In model she is similar to the little Arab," but with a 

 clipper stem; a very bulky boat with long bow and very full 

 quarter. The class will be pretty well filled" with the old boats 

 this year, and there is likely to be rather more racing than usual 

 in all the clubs. In Boston the small fleet has been increased 

 considerably by the the addition of a number of cutters of 25 to 

 30ft., and there will be plenty of racing in all the small classes, 

 both keel and board, this season. 



On Lake Ontario there is considerable activity among all the 

 classes, new boats have been added in the smaller sizes, and a 

 strong rivalry exists between the yachts of the different ports, 

 i he regular round of races will give plenty of opportunities for 

 trial, and besides some private matches are likely to be made. 

 The large limits of the classes, as from 36 to 50ft., are a hindrance 

 to racing, and it is time that the classification was thoroughly 

 revised. An advance has been made this year in the substitution 

 ot l.w.l. for corrected length as the basis for classification, but 

 further than this more sizes are needed. 



SAIL AREA AND MEASUREMENT. 



Editor Forest and Stream: 



When I opened the Forest and Stream of Mav 24, the first 

 I lung that (-aught my eye was your excellent review of the pres- 

 ent state of yachting. 



I read it, of course, and was especially pleased with the criticism 

 on the racing rules now in vogue, showing their inadeuuancy and 

 pointing out the nature of their ultimate product. 



As to the formation of a natioual association of yachtsmen, I 

 have always advocated it, believing it to be for the best interests 

 of the sport. But the thing at this time most needing discussion 

 is the subject of rules, and with this in view 1 offer a few ideas. 



The present sail or rather spar measurement of the principal 

 yacht clubs evidently tends to compactness, though the same area 

 of sail; more openly disposed, gives better speed, indicating that 

 the true area should be taken, and there yet remains a sufficient 

 tendency to compactness. 



It is my opinion that taking the maximum light-wind area, in- 

 eluding spinaker, is the only way to avoid distortion of the sail 



S lan, for if any part escapes measurement it is sure to assume 

 irger proportions than it naturally would have. 

 While the actual sail used and the time it is carried seem neces- 

 sary at first sight to the accurate gauging of the relative values of 

 body forms, yet the maximum light-wind area is preferable, as it 

 puts no tax upon daring and seamanship, nor upon the strength 

 of vessel and rig. 



That any restriction upon length of hull deforms it, more or 

 less, a look at the vessels built under the old rules, and for that 

 matter under the new, is sufficient testimony. 



It was to avoid the deformation inherent in rules of this char- 

 acter that led me to suggest in the Forest and Stream of Sept. 

 8. 1887, a substitute for what is known as the length and sail rule. 



My idea was to rate a yacht by square root of sail alone, but 

 when this exceeded the l.w.l. then by the l.w.l. alone. But as in 

 most if not all yachts the square root of sail exceeds the l.w.l. it 

 follows that only a per eentage of the square root of sail should 

 be used. The rule w r ould then read square root of sail multiplied 

 by 70 per cent, or any other per cent., according to proportion of 

 sail to l.w.l. favored. By this means the designer has more free- 

 dom to shape the hull as he pleases, although only a sail rule can 

 give complete freedom. Yachtsmen who keep abreast of the 

 times are aware that none of the rules at present in use have any 

 restraining effect upon the large sail spreads, now all the fashion; 

 and the fact is that measurement by sail alone or an equivalent, 

 if any, will eventually, by force of circumstances, come to the 

 front. True, the exponents of the idea in Great Britain have for 

 a time been silenced, partly by the influence of American practice, 

 but if some of the yachts now building there have the sail plans 

 which their dimensions indicate, it will not be for long. 



The main objection that is urged against a sail rule is that it 

 may produce unduly long and deep boats— by the way, a good 

 many noted craft would be easier and do better for a little length- 

 ening and deepening. 



At average regatta speeds friction is by far the largest consumer 

 of power, so it would hardly pay to lengthen and narrow a vessel 

 already possessed of sufficient lateral resistance, unless the 

 present area of wetted skin can be retained by cutting forefoot 

 aud heel. However, this can be overdone. 



As to the objection above stated, it is well to note that in the 

 home of deep, narrow yachts the extreme style would fare poorly 

 under a sail area rule. In fact it bars out monstrosities, whether 

 of the wide or narrow kinds, and I think it would he a good thing 

 to limit draft, so that with or without centerboard it would not 

 exceed the beam; and might also add, that it should not be less 

 than one-third the beam, and thus secure safe craft. The ten- 

 dency of a sail rule is in the same direction, and where it is em- 

 ployed renders these restrictions quite unnecessary. Vessels that 

 are extremely deep and narrow are unfit for cruising, lack room 

 above and below, as compared with the medium type, and have 

 too much inertia in waves, rendering them wet unless freeboard 

 is immense; yet a little inertia makes a vessel easy. The medium 

 type is, as you say, better in everything that goes to make a 

 cruiser, and there is as yet no proof of it being deficient as a racer 

 —rather to the contrary. 



Another thing about a sail area rule is that it discourages very 

 small rigs quite as much as it does large ones, and I shall hold this 

 view until somebody brings forward proof that a vessel with full 

 sail cannot, save her time off of a similiar vessel reefed. I would 

 say that just as in fast yachts propelled by steam the highest at- 

 tainable speed wifh a given power is the object sought for, so it 

 should be in those propelled by wind. Comparing large with 

 small yachts of similiar types, appearing in the same races, I find 

 that the speed varies as the square root of the square root of the 

 sail area, aud this formula may serve as the basis for computing 

 time allowance under a sail rule. S. F. 



SOUTHVVARK Y. C, June 18.— The 14th annual regatta of the 

 Southwark Y. C. was sailed of June 18 over the club course, from 

 Dickinson Light wharf, Philadelphia to Chester buoy and return, 

 35 miles. The full times were: 



FIRST CLASS. 



Start. Low er Buov. Finish. 

 Maid 10 59 00 1 38 00 5 19 00 



second Glass, 



Dell 10 36 00 1 52 00 



Emma A 10 36 00 1 45 00 



Thos. J. Carroll 10 36 00 1 54 00 



Hattie 10 36 00 1 42 00 



James Irvin 10 36 00 1 32 30 



Julie Strien 10 36 00 



Freddie 1 10 36 00 1 53 00 



MarvC - 10 36 00 1 44 00 



James Dealy 10 36 00 1 42 00 



THIRD CLASS. 



Thomas Ledyard 10 46 00 1 27 00 5 00 00 



Harry Bucklew 10 46 00 1 31 30 5 02 U0 



Myrtle - 10 46 00 I 30 30 5 03 00 



Hugh Boyle 10 46 00 1 42 15 5 13 15 



Charles Korb 10 49 00 1 34 00 5 04 01 



R. S. Patterson 10 46 00 2 20 30 4 06 00 



George Flick 10 46 00 1 25 00 4 58 30 



Seagull 10 46 00 1 50 00 



FOURTH CLASS. 



Emma S 10 44 30 1 38 30 5 13 00 



A. L. Rival 10 44 30 1 49 30 5 34 00 



Okey No. 1 10 44 30 1 34 00 5 28 00 



V. P. Drop 10 44 30 1 41 00 5 22 00 



Charles Deputy 10 44 30 1 51 00 



VVm. Korb 10 44 30 1 56 00 



Thomas J. Dougherty 10 44 30 1 34 00 5 20 00 



Joseph Nobrey 10 44 30 1 27 00 5 04 00 



Bessie 10 44 30 1 33 30 



No race was made in the second class, the first boat, Jas. Dealy, 

 being lm. over the time limit of seven hours. The regatta com- 

 mittee included Julius Hoffman, Jos. P. Stephens, Y. V. Drop, F. 



B. Maxwell. Isaac Sharp, Geo. Lance and H. Butler. The judges 

 were Thos. Troutt, S. J. Duckett and M, Kraft. 



NORTON'S SYSTEM OF NAVAL CONSTRUCTION 



Editor Forest rout Stream: 



I have read your article in your issue of June 20 upon the "Nor- 

 ton hy stem of: Naval Construction." and feel greatly obliged to 

 you for the space that you have allotcd to a description of this 

 truly valuable invention. Permit me to say, however, that your 

 criticisms satisfy me that you have failed to realize just what it. 

 is, and that, you have a limited knowledge of the laws of hydro- 

 statics, which Ibis invention brings into operation so thoroughly. 

 Permit me to add also that your mild insinuation that the gen- 

 tlemen who have indorsed this invention are men of no account, 

 is in very bad taste. The invention has been closely examined by 

 many recognized experts (not amateurs) in this country, and in 

 Europe. The men who have given it their indorsement are re- 

 cognized as authorities by their own Governments. 



The Norton boat possesses all the merit that is claimed for itbv 

 its supporters. It is non-capsizable, and practically unsiukable, 

 and it derives its perfect seagoing qualities for what is new in 

 the invention, and not as you insinuate, from what is old. It is 

 particularly what is "new" and what has been recognized by the 

 Governments of the V. S. and Europe as "new" that makes it 

 what it is. a perfect life-protecting boat. Various boats and 

 yachts now afloat, and those soon to be launched, will settle the 

 question; and no newspaper discussion of its merits will affect 

 it, pro or con. 



The Heron has been la,unched and tried, and proved per- 

 fectly satisfactory to her owners. They recognize th a, t she has 

 been greatly improved. 



A sixty-foot yacht, to be yawl rigged, [now being completed at 

 Baltimore, Md., will soon be launched at that port, and I shall be 

 ready to accept any challenge to race tier against any yacht of 

 similar size from New York to Bermuda and hack, in September 

 next. 



At Wilmington, Del., a 40ft. yacht hi under construction, and 

 tour lifeboats— two 30ft. long, one 16ft. lone, and one 12ft. long. 

 They will soon be afloat in this harbor, and the public will be 

 able to judge for themselves whether a Norton boat, will, as you 

 say, capsize. Whenever you hear of one of them doirnr so, we 

 trust you will notify your readers without delay; but f fear that 

 you will have many more gray hairs on your head than yon have 

 at present wheu the time comes t hat yon will have the opportunity 

 to make such a, statement. 



The Norton boat is a true lifeboat, constructed on sound, scien- 

 tific principles. The seafaring world has need of this boat, and, 

 as one of the most eminent naval constructors in the country 

 recently remarked, "It will live." Francis L. Norton. " 



Jersey City, June 26. 



[We fail to find in any of the testimonials offered by the Norton 

 Company that the peculiar features connected with 'the open air 

 and ballast chambers have been thoroughly examined and in- 

 dorse.] by competent authorities. The indorsements refer mainly 

 to the ordinary features of the lifeboats offered for test, in one 

 case, the test by the United States Naval Board, the examiners 

 absolutely decline to indorse, the boat as non-capsizable- while no 

 tests are given of yachts, or any other craft than lifeboats, fitted 

 with the invention. This endeavor of the Norton Company to 

 make it appear that the United States Government experts have 

 indorsed his peculiar system is. of a nature to mislead the public. 

 It would be useless, however, to prolong the discussion when a 

 practical test is promised soon.] 



EASTERN Y. C. REGATTA, JUNE 28. 



COMPARED with previous years, the annual regatta of the 

 Eastern Y. C, sailed Juno 28, was a very tame affair in spite 

 of good weather, the only features being the race between the 

 new Burgess cutters, Xara and Baboon, and that between Vol- 

 unteer and Puritan. The former was a close and exciting race, 

 the boats being new and of the same waterline length (40ft.) and 

 sail area, though of somewhat different model, "The race be- 

 tween the two big ones was close enough to be interesting, but it 

 has been a foregone conclusion for so long that Volunteer could 

 beat Puritan that little excitement attended it. There were 

 several other entries, all old boats, some sailing alone in their 

 class. In the first class schooners, Guana, now painted white was 

 matched against Adrienne, 96 against 61ft. l.w.l.; in the third class 

 schooners only Bohemian and Diana, both old boats, started the 

 latter giving up on the first leg. In the first class of single-sMck- 

 ers were Volunteer and Puritan; in the second class only Stranger- 

 in the fifth class Hesper; in the sixth class Xara and Baboon * 

 and in tho seventh class Clvt.ie. 



.jj.iu oiuco, own nu« iiuiu J.xn.11. ivii.v xv.oeiv, i.ue nrsi maiK Oeing at 



Harding's Bell Buoy, off Hull, the second bearing nearlv east 

 from it. The third class schooners and the fifth, sixth and seventh 

 class sloops sailed from the Rock out to the second mark and 

 back, making ^4 miles. The first leg was a reach, with wind 

 nearly abeam; the second was to windward, a long and short leg 

 while the third was free. The smaller boats beat out to the' 

 second mark, arriving just in good time to turn and come home 

 free with the big ones. The start was given at 11:35 and at 11-35:52 

 Puritan crossed. She carried a small jibtopsail, but near the 

 line the tack parted and let it run up to stay, so that it was uee.es- 



t ii r n being timed: Puritan 12:40:30, Volunteer 12:42:00, Gitana 



The two leaders held on toward Cohasset after rounding the 

 mark, but Gitana tacked and stood in on starboard tack only 

 holding it for a short time. Volunteer soon overhauled Puritan 

 when on the wind, and had passed her by 1 P. M., near Minot's 

 Ledge. On the next tack, heading into the" sea which was roll in » 

 in quite heavily, V olunteer easily left Puritan, gaining a very 

 long lead on her. When they came to the buoy the small laeiG 

 had already turned. Xara. having beaten Baboon over the wind- 

 ward part of the course, while both had beaten Hesper The 

 times at the second mark were: Xara 2:24:00. Baboon 2-2!M5 

 Hesper 2:33:13, Volunteer 2:37:50, Puritan 2:53:15.' Gitana was not 

 timed. Xara set her balloon jibtopsail but the stops were too 

 heavy and the sail had to be lowered and the stops cut. Baboon 

 set spinaker as well as ballooner and gained on Xara until the 

 latter also set her spinaker. The large boats contented them- 

 selves with big jibtousails only. Volunteer outrunning the small 

 ones before the finish was reached. The times were: 

 first class schooners. 

 Length. Start. Finish. Elapsed. Corrected 



Gitana. 95.00 11 36 49 4 22 15 4 45 26 4 4U8fl ' 



Adrienne. ..85.00 11 37 46 4 44 54 5 07 08 4 59 57 



THIRD CLASS SCHOONERS. 

 Bohemian.. 46. 00 11 50 00 4 39 58 4 49 58 4 49 58 

 Diana 38.00 11 50 00 Did not finish. 



FIRST CLASS SLOOPS AND CUTTERS. 



Volunteer.. 90.00 11 38 49 3 43.59 4 05 10 4 fit) 51 

 Puritan . . . .85.00 11 35 52 3 57 56 4 22 04 4 12 36 



8ECOND CLASS. 



Stranger..,. 68. 00 11 46 37 4 32 00 4 47 00 4 17 50 



FIFTH CLASS. 



Hesper 51.00 11 51 07 3 52 57 4 02 57 



SIXTH CLASS. 



Baboon 46.00 11 51 37 3 49 41 3 5H 41 3 59 41 



Xara 46.00 11 51 25 3 48 42 3 58 42 3 58 03 



SEVENTH CLASS. 



Clytie 36.00 11 52 07 4 34 37 4 44 37 4 27 23 



Prizes.— First class schooners, Gitana, $250; third class schooners 



Bohemian, £50; first class sloops and cutters, Volunteer, ffigpO: 



second class. Stranger, 8100; fifth class, Hesper, $50; sixth class,' 



Xara, $50; seventh class, Clytie, §40. 

 Volunteer was sailed by Capt. Haff, Puritan by Ca.pt. Crocker, 



Xara by Capt. Harry Haff, and Baboon by Mr. Adams, her owner! 



Tltrc ACCIDENT TO THE S E A EO X. —The mishap to Sea Fox's 

 centerboard in the New York Y. C. regatta, which occurred when 

 she was near Buoy 7, was due to the poor construction of the cen- 

 terboard winch, one of the patented makes. The wooden barrel 

 on which the pendant is wound was fastened to the iron gear 

 wheel which turns it by four smalt nails, which were cut off by 

 the weight of the board, allowing the latter to fall almost clear 

 of the trunk. It dragged in the mud until a. tackle was rigged 

 from the masthead, and even then was raised with difficulty^ the 

 board being badly sprung. After the Seawanhaka race a new 

 oak board was made at Poillon's. 



AID FOR A YACHT CAPTAIN.-A subscription is now bein°- 

 made up in England for the late captain of the 10-ton cutter 

 Queen Mab, Benjamin Harris, who was seriously injured, losing 

 the use of one hand when Queen Mab carried away her mast last' 

 season. Harris, who is but 34 years of age, has a wife and three 

 children dependent on him, but has been unable to obtain any 

 work which ho could do, aud an effort is heing made to raise 

 sufficient money to purchase a small business for him. Sub- 

 scriptions may be sent to George Wilson, 20 Glasshouse street 

 Piccadilly Circus, London. 



