238 



FOREST AINtD STREAM. 



[April 7, 1887. 



NEW YORK AND THE NEW YORK Y. C. 



T-HRRE is, perhaps, nothing more characteristic of the energy, 

 JL ingenuity and enterprise of the American people than the 

 position in the m-ls of shipouilding and navigation which the 

 voung nation took ut its birth, and which it held for nearly a cen- 

 tury."" Though weakened by a long and se\ ere struggle against an 

 adversary that was deemed invincible, no sooner was peace pro- 

 claimed than the w ork of building a national navy audmerchaut 

 fleet and of improving in all ways the construction of vessels, was 

 prosecuted with a vigor that soon left far astern the results which 

 England and France had attained after centuries of experiment. 

 Not content with merely bettering vhe vessels of the time. Amer- 

 ican shipwrights and engineers pushed far afield, and soon pro- 

 duced the river steamer, the 01 dm steamer, the fastest clippers, 

 the most powerful war vessels, the fasted and staunchest tisher- 

 raei and pilot boats, and the speediest yachts. 



While the construction of vessels large and small was earned on 

 along the entire coast of New England and the Middle States, the 

 central point, from the earliest days, was New York city and the 

 adjoining shores of Brooklyn and Jersey City, the birthplace and 

 early home of American shipbuilding. It was on the Hudson 

 River that the first successful Lte.anid' was launched and tried; 

 the East River front was the birthplace of I he first war vessels of 

 their day, the largest and fastest packets and clipper ships, mf the 

 beginning of the immense fleet of steam tugs and ferryboats now 

 in use in everv harbor of the world, and of tr.e Hudson River and 

 Sound steamers, the la gest and finest of their class. In the ship- 

 yards of New Y orit were built the earliest vessels of the young 

 pleasure fleet: to the New York builders came the various powers 

 of Europe for war vessels and men to build them, and there, too, 

 was built the "cheese-box on a scow," the Monitor of glorious 

 meniorv. 



W hat would be loft if the names of the New York built vessels 

 were crossed from the history of naval design in America,'? The 

 steamers Clermont, Savannah, Arctic, Baltic, Pacific, Great Re- 

 public, Mary Powell, Massachusetts and St. John; the war vessels 

 President, Ohio, Brooklyn, Harriet Lane, General Admiral; the 

 ironclads and iron vssols Re d'ltalia. Re Don Euigi de I'ortugallo, 

 Dunderbcrg and Monitor; the packet ships and clippers Guj Man- 

 uenug, Ocean Monarch, Great Western, Young America, and In- 

 vincible; the pilot boats Moses Grinnell and Mary Taylor; and the 

 yachts^merica, I na, Julia, Maria, Sappho, These are but a few 

 in 'iacK Class, ( lie best known of many hundred vessels that carried 

 the fa uie of New York and her inecnanies over the world. The 

 Clyde, the Thames and the Mersey have older records; can they 

 suow any more honorable, cr covering a larger field of original in- 

 vention? 



TJie men who built these vessels have nearly all passed away, 

 but their names remain, Fulton, Henry Eekford, the Stevens 

 brothers, George and Henry Steers, Christian Rergk, the. Browns, 

 Westervelts, Mackays, clown to Erjeson, All the East River 

 front was once covered with shipyards, near by were the famous 

 shops, so closely allied to them, the Novelty Iron Works, the 

 Quimard, the Morgan, the Allaire, Delamater's and Fletcher's. 

 Not only was New York preeminent in grea t matters, but her 

 Whitehall boats were a distinct class, famous throughout the 

 country; and the construction of racing shell and flue pleasure 

 boats was long a monopoly in the bands of such New York builders 

 as Montague, Darling, Maekay, Elliott and Roahr. 



It was but natural that New York should feel severely the de- 

 pression that has affected all maritime interests in this country 

 since the war: but now there seems good reason for the belief that 

 a new era is about to open, when American commerce may at last 

 find some suitable care at the hands of our legislators; and when 

 the American flag will again bo seen on the seas. 



Where is New York in ibis revival, is she ready to take agaiu 

 such a place at the head as her glorious past entitles her to? 

 Alas! her glory has departed, her ifla.ee is gone, and worse st ill, 

 she. seems content to rest without an effort to regain it. New 

 York once built war vessels for the world ; could any one imagine 

 such an absurdity as the smallest foreign power coming there for 

 a gunboat or torpedo boat to-day? Henry Eekford once went to 

 Turkey to build war ships and organize a navy yard ; to-day, 

 when the re-organization of the navy of the United States is in 

 progress, what part in the great work is the metropolis of the 

 country taking? Once New York sent her home-built ships to 

 every port in the world ; to-day her building is confined to a few 

 scows whose chief use is to add to tho obstruction and pollution 

 of her noble harbor, which has practically become a sewer for 

 the gigantic oil corporations. Boat building, too, has shared the 

 fate of its kindred trades, and shell boat .building is almost extinct, 

 while there are establishments far hack in the woods and in dis- 

 tant parts of the West that surpass both in quality and quantity, 

 the trade of New York. The iron shipbuilding industry has of 

 late years grown to large proportions throughout the country, but 

 ■is far as New York's part in it is concerned she might as well he 

 a thousand miles inland. 



These are matters which are of interest to every American who 

 feels a proper pride in the great achievements of the past; and 

 still more to every citizen of New York, who must gain or suffer 

 by her prosperity or decline. From her site she is preeminently 

 a'commercial center, a great seaport or nothing; and her position 

 in this respect is of vital importance to every citizen. 



Yachting is very properly considered the pulse, of maritime 

 prosperity, for where a nation is devoted to water sports a nd 

 tinds pleasure and recreation on the water it is certain to be 

 strong, hardy, enterprising and self-reliant, as the old Norsemen 

 and the Anglo-Saxon race in later times. If, however, New York 

 be-judged by its yachting, there is little to relieve the dismal 

 prospect outlined above. For many years her supremacy has 

 been unquestioned; yachting has flourished in other places, but 

 none have disputed the position of New York. The last few 

 years, however, hav e seen a great revival in yachting, much has 

 been done but far more remains to be clone; the work is not fin- 

 ished as some would have us believe, but is just begun. Where, 

 then, is New York's place — what position does she hold to-day 

 where once she was first? When the challenge for the America's 

 Cup arrived two years since New York was secure in the belief 

 that her yachts were invincible, and site looked with contempt on 

 the rumor that a sister city proposed to offer assistance in de- 

 fending the trophy held so loug by her. To the oft repeated taunt 

 that Boston was content with her second rate boats she added 

 fresh oues about brick sloops and beau-pans. 



Where do the two cities stand to-day? Boston has behind her 

 two seasons of unbroken triumphs that have won a world wide 

 reputation for her yachts, her constructors and her yachtsmen. 

 New York has saved the cup through nothing that she has done 

 herself, but through what Boston, bas, unasked and of its own 

 free will, done for her; aud to-day, with a third challenger at her 

 doors, she must look to Boston for a third time for her salv ation. 



Vv hat has the past two seasons shown for the two cities? In 1885 

 Boston built Puritan, a modern boat with modern ideas, and 

 defeated the British challenger; Ne .v York built Priscilla and was 

 defeated. Boston adopted the lead keel and cutter rig and won; 

 New York held to her dead idols, rejected the keel aud tried the 

 sloop rig. and lost. In 1886 Bostou won again with a newer and 

 larger edition of Puritan, while New York scored a lamentable 

 failure in Atlantic. Boston added Sachem to its fine schooner 

 fleet, while New York points with pride to Speranza, built one 

 year, only r to be entirely rebuilt the u^xt. and to Coronet! and this 

 year proposes to regain its lost laurels by revamping the almost 

 forgotten Palmer. Last year Boston yachting ended with a big 

 boom for Thetis, while in the same cla;;s New York had only the 

 remodeled Grade to point, to; this yea r Boston comes out in second 

 class with a steel racer of the latest build. New York adds to the 

 same class the poor old "'Pokey," a relic that for her own credit 

 she had fir better have left in unbroken seclusion. This season 

 Boston sends abroad to seek for tresh laurels a thorough going 

 racer of modern build: New York sends as its representatives a 

 yacht that has been aptly described as just fast euough not to win 

 prl*3s, and another whose chief claims to distinction rest on her 

 size and the elegance of her interior fittings; and now that one has 

 won goes into immoderate self gratulation over the wonderful 

 result. 



in steam the same parallel exists. The year that Bristol sent out 

 Stiletto New York built the Eureka, that after two seasons has 

 not yet. made a trial trip; and the advent, of the Henrietta from 

 Bristol last, season was followed in New York by the Puzzle. 

 F urt her in the saute direction New York can point to the Meteor, 

 whose engines never turned over, and which never left her morn- 

 ings under steam until she had been engincd anew in the East. 



Nor is this all. While New York boasts of a fleet, of pilot boats 

 whose chief recommendation is that they can lie to and roll, Bos- 

 ton has the Hesper, a boat whose qualities to windward would put 

 to shame anything that New York could put against her; while in 

 the fishing fleet Boston has already many fust vessels built by 

 competent men, and is even now adding another from the draw- 

 ing-board of Puritan's designer. Boston litis had for some time 

 two schools of naval design, open all winter and well attended, 

 where instruction is given by competent teachers. New York 

 has various institutions where one may study anything, from 

 theology to burglary, from law to pocket picking; but there is not 

 an inst'tution in the city that will teach a boy how to calculate 

 the displacement of a vessel. 



What, then, has Boston done in two years? She has built Puri- 

 tan, Mayflower, Sachem and Titania. Her yachtsmen have 



worked together for Boston, aud she has twice defended the Cup 

 successfully. What has New York done? She has built Priscilla 

 aud Atlantic and rebuilt Grade and Palmer, and is refitting Poca- 

 hontas. True, Cinderella has proved a success lor New York as 

 far as all American boats are concerned, and this year New York 

 will have Shamrock. The course of Boston shows a thorough 

 comprehension of tne necessities of the case and the adoption of 

 the latest and best means to mcd them. Alert, wideawake and 

 energetic, she has pushed to the front, a man of ability, land 

 has trusted him, with the best results. Free aud unfettered in 

 his actiors, but aided by the counsel and cooperation of liberal 

 and experienced yach'smen, Sir. Burgess has full r justified the 

 trust placed in him, and the result has been of incalculable benefit 

 to Eastern yachting. 



New York, on the contrary, has held with a firm grip to the old 

 boats and traditions; secure in a blind confidence, she has neglec tad 

 to make preparation in time; and when fully awakened to tne 

 necessity of some act ion she has gone on as nearly as possible in the 

 same old routine, adhering to the old ideas and theories, learning 

 nothing until it is too late. Two years since the evidence in favor 

 ot lead ke Is was all in, and to intelligent .and unprejudiced yachts- 

 men it was conclusive in their fa vor. Notwithstanding tius tho 

 owners of Priscilla declined to take advantage of this feature, 

 while in the model of Atlantic, submitted at the same time, in- 

 side ballast only was proposed. The advocates of the latter model 

 were then, as in the past, firmly opposed to outside ballast, aud 

 had the boat been built then she would have had all inside. In 

 Boston Mr. Burgess was fully awake to the advantages of low 

 ballast and by its means he beat New York that year, which fact 

 so influenced the friends of the Atlantic that they followed his 

 example. Familiar only with one class of model the attempt to 

 build a heavy displacement craft with lead keel was as signal a 

 failure in their hands as Puritan was a success. 



Since then Boston had added both Mayflower and Sachem to 

 her fleet, incontestable evidences of progress; while New York 

 has beep content, with such work as the alteration of a few old 

 a->d obsolete vessels. What has Grade done in return for tho 

 mcney lavished on her last season? What is Palmer likely to do 

 by virtue of an English counter and a new figurehead? What 

 hope is there for Pocahontas in the fight with Bedouin, to say 

 nothing of Shamrock and Titania? and yet It is by such work 

 that New York is trying to regain the place she has lost. Boston 

 to-day has a fine fleet of schooners— F'ort mm, Gitana, Mohican. 

 America, Sachem. We count the firsl and iast, with Titania, as 

 Boston boats, for tie law "To him ihaf hath shall be given,"' 

 holds in yachting as in all else, and Titania, though owned in 

 New Yoric, will, if successful, he as much a triumph for Boston 

 as Fortuna, built in New York but owned in Boston. What can 

 New York boast in the schooner class'? Mont auk, Grayling (lor 

 certain racing work), for the rest a lot of old traps of the "To- 

 boggan" order of architecture, with reputations once made on 

 their speed down hill, but as incapable of going to windward vvit h 

 •Sachem as the toboggan is of drawing itself tip hill by its own 

 cord. These are the boats that New York pins its faith to for what 

 they may once ha vc done, aud these arc the boats which tire 

 puffed aud written up until a stranger would imagine that New 

 York had a schooner fleet. 



Two American schooners arc now attracting much attention in 

 Europe from the fact that they have just sailed a hard and stormy 

 race across, for w T hich we give them and their owners and skip- 

 pers the credit due to a plucky and sportsmanlike race; but the 

 entire efforts of the press of New Y ork have been for some weeks 

 devoted to the task of advancing New York yachting by glorify- 

 ing these boats as the best we have. Praise without stint has been 

 showered upon the Coronet, and she has received the popular 

 indorsement as the latest aud best that New York can produce. 

 Of course, there are many yachtsmen who know just, what the 

 boat is, and who feel as wo do In regard to the misrepresentation 

 that has preceded her abroad, but not one has raised his voice iu 

 protest against the false aud absurd statements made in her be- 

 half or the harm and injustice to the yachting interests of their 

 city. 



This boat has been put boldly forward as the latest embodiment 

 of modern ideas in yacht designing, as the. result of over twenty 

 years of trial and experiment since tier ri .al, the Dauntless, wa« 

 built; what is there in support of this .claim? There is no appar- 

 ent reason why just as good a model cor. Id not, and would not have 

 been whittled iu 18G5 as in 1885, and the changes and improve- 

 ments made since that date arc conspicuous in her only by their 

 absence. The fact that she is a, large vessel makes the deception 

 easier, but compare her for a moment with a Fortuna or a Sachem 

 of the same size and the fraud is apparent. What is there in ap- 

 pearance of hull, in rig, in underwater body, in ballasting or in 

 construction that would place her beside either; while from a 

 standard it is only necessary to see her beside Intrepid to 

 decide her place in the yachtsman's scale of beauty, it is true, we 

 believe, that her maiu stairway is of marble, the decorations are 

 modern and costly, there i:, plenty of stained glass, carved wood 

 and brasswork; but strip her of these and her gold stripe and w ho 

 will say whether she is a yacht or a coaster. The most foolish 

 part of the yvhole business is that the deception is all iu vain. 

 Whatever their ideas as to beam may be, British yachtsmen cer- 

 tainly know a cruising yacht and are not in the least likely to be 

 deceived by the stuff published in New York. But one result, can 

 follow. The only ones who are deceived are the friends of this 

 class of vessel, and the day of their awakening is deferred still 

 longer. 



What has been the influence of the New York "V . C. on home 

 yachting, has it, the first club in the country, led the way to any- 

 thing higher or fetter, ha., it Cone anything for yacht designing, 

 has it raised iu the slightest degree the standard of seamanship 

 or of yacht construction? These questions arc very easily ana 

 briefly answered. The position which the club holds is an excep- 

 tional one; the oldest and strongest club in America, with a 

 reputation to sustain, with a glorious past, and with a charge in- 

 trusted to it that any club p debt he proud of . what unlimited 

 possibilities for the advancement of yachting h'e before it- -and 

 what has it done to realize them? Living in the past and satisfied 

 with the record of what bas been done, it has been content to 

 drift on lazily and quietly, firm only in resisting all innovation 

 and change. 



New York has made some, advance in t he last few years, but for 

 how much of it is the New York Y. C. responsible? That there is 

 to-dav a higher standard of seamanship, healthier ideas as to 

 model, a more linera.l spirit of research and investigation, and a 

 better system of construction, is due solely to the small and much 

 abused band of "cutter cranks, 1 ' so called "Anglomaniacs, " who 

 by hard and persistent labor have paved- the way for and made 

 possible the construction of such a yacht as Puritan ; and that the 

 idea:.! first put forward by them and now generally received, were 

 not accepted long ago is due iu a great part to the organized 

 opposition of the New York Y. C. 



"What has been its course with regard to the America's Cup, in- 

 trusted to it for the promotion of international competition: has 

 it regarded this trust as the highest honor that a club could hold, 

 or has it carried if as a burden imposed by necessity? The races 

 of the last two years have been sailed on fair and sportsmanlike 

 tonus, but the history of the Cup races will ^how that, starting 

 with a position that was one- ided and unfair in the extreme, the 

 club has been driven by public opinion to one concession after 

 another, giving up the privilege of sailing the flett against one 

 yacht, then conceding a series of races instead of one, then select- 

 ing tho defenders in advance, and Anally matching boat against 

 boat. None of these have been made willingly in the past, but 

 each has been forced from the club by degrees. It must be said 

 thai, the gentlemen who have been intrusted with the manage- 

 ment of the races of 'S5-'8G and the present yoar have acted fairlv 

 and liberally throughout, but we are considering now tho general 

 feeling of the club, "and while there are many members who look 

 at the" Cup in the proper light, there is a part of the club which 

 looks grudgingly ou every dollar expended in its defense, whose 

 voice is heard after every contest, as in the complaint over the 

 entertainment given to Genestu's owner in '95, and in the same 

 complaint over the expenses of last year's races, and which was 

 visible again in the curt aud tu 'ef resolution over the first intima- 

 tion of a challenge fcr this year. 



So much was said last year aooul the expense of defending the 

 Cup, the estimates running up in the tens of thousands, that it 

 was worth while to look at New York's part of the work. Boston 

 built the yacht and paid all the expenses of sailing her in the 

 races. New York furnished the judges' tug for six days and an 

 extra tug for three or four days, including the lunches on board. Be- 

 sides there was cabling and correspondence, printing of rules, etc., 

 and some incidental expenses. We do not include the dub steamer 

 and its expenses, as that is not properly chargeable to the defense, 

 of the Cup, but is of the nature of a private entertainment of the 

 club for its members. There was also a cup presented to the 

 owner of the Mayflower. It is evident that the bulk of the ex- 

 pense devolved on tlie owner of the boat and should he credited to 

 Boston rather than New York, and the same is true of the previous 

 year, except that then two officers of the club also built and raced 

 a yacht in tho trial races. In two years theu it appears that the 

 bulk of tho work and also the expenses ha ve been borne by Boston; 

 now what is the programme for this year? 



If Boston has to he relied upon again to defend the Cup, as now 

 sesins likely, why not express the Cup to the Eastern Y. C. at 

 Marblehead, and rid the New York Y. C. of even the small amount 



j ha 



of trouble and expense that now is imposed on it by the defense 

 One other course is open to it, and one only— to build at once a 

 yat lit to meet the Thistle. It will not fio to depend tor a third 

 time on salvation from without; to say nothing of the discredit of 

 New York being entirely dependent on another city to do the 

 work that belongs to it alone, the risk is too groat. Mayflower 

 baa other engagements, her owner may not care to race her again 

 lor the Cup, or any one of half dozen contingencies may arise. 

 Is ew York has the skill, she has the yards for building, she has 

 the money in abundance, as has often been proved. All that is 

 needed is to awaken to the requirements of the present time, to 

 realize that this is a world of movement, that everything is in 

 constant motion, that notning staeda still; that what does not 

 ward must inevitably move backward. Boston moves; 

 ooved a long way auead of New York of late. The Circle 

 moves, and Mr. Watson is coming herewith a boat built, not 

 under old English rules, like her predecessors, but, for the rules 

 under which she is to race for the Cup. Eve n the Yacht, Racing 

 Association of Great Britain moves aud tosses o . erboard its time- 

 honored formulas, and yet Now York and the New York Y. C. 

 sit still. While Boston nas Mayflower and Sachem, while the 

 Clyde has Thtt.tle ready to send .across, while yachtsmen the world 

 over are casting aside old ideas and studying all that is new, is 

 this a timr for New York logo on quietly miking of Una, Julia 

 and the shop Arrow, or eveu of Mischief , and to delude herself 

 with the idea that she can still lead the yachting world with 

 Pocahon' as aud Palmer? 



What is to be done? Everything. First to get rid of the old 

 ideas as to rule of thumb— the general admisr.iou • that there is 

 such a thing as naval architecture would be a decided step in ad- 

 vance. Perhaps the greatest stumbling clock iu the way of prog- 

 ress has been the distinction over the so-called "practical man" 

 that has long maintained in New York. According to this dis- 

 tinction the man who can whittle a model and has one or two 

 lucky hits to point to, is all right; the man who, iu addition, lias 

 knowledge > or "hook-larnin"' enough to know that nude! repre- 

 sents a certain amount of water di. : placed, and to calculate it, is 

 all wrong; a dangerous and mischievous fellow t.ial one would do 

 w-ell to avoid. 



There was a time, perhaps, when there was some ground for the 

 distinction between the speculative and unstable theorist and the 

 man who put his common seuse into Ids woik, hut, it must not he 

 forgotten that he put in also allthe extra learning hecculd get, often 

 very little. It is to the practical men of the past, the real prac- 

 tical men, that American shipbuilding is indebted for much that 

 is useful; but while these meu possessed often but a very limited 

 education it was not, because they despised or underrated know l- 

 edge, but because the means at hand were so limited. They 

 learned where they could and by hard work laid up in time a 

 most valuable stock of knowledge; but, in default of the school 

 of science or even the public school system of to-day, the road 

 was a hard one and there was no time for anything but the most 

 essential fads. With t:.e materials at their disposal they did 

 wonders, but it, is only fair to suppose that with such facilities at 

 hand as are offered to-day they would have risen far above the 

 ranks in woich the practical man" is now found. 



In the records of mechanical work many instances may be found 

 of great ends accomplished by sheer skill with entirely inadequate 

 means, work done only by weeks of hard labor, but that would 

 now be disposed of by the aid of steam in a day. All can ad- 

 mire the skill that is displayed in such work, but there is no one 

 who would go back to such methods and give up the aid of tho 

 steam engine. The great tools wnh wh'ch all men work are the 

 hard facts of science, and the man who rejects cite of these is as 

 far behind the times as be who prefers the savvpit and whipsaw of 

 the past to a modern handsaw. Mr. Burgess is a practical man, 

 an educated and intelligent worker, an experienced yachtsman, a 

 man of progre-s and ideas; Mr. Watson is a practical man, train* d 

 to every detail of the shipwright's calling and with a bread and 

 liberal education: will any one say that they are not to-day the 

 equals of any in the business; but they are not the kind of "prac- 

 tical men" that New York has chosen for guides. 



Everywhere throughout the yachting world is visible bustle aud 

 activity, everywhere but in New York. Boston is busy fitting out 

 Mayflower for a voyage to England and it is not unlikely I hat one 

 or two of her schooners may accompany her; ou the Clyde the 

 ways are laid for the launch of the Thistle: Wondur is preparing 

 for an unusually hr.porta it season: ut Southampton 1 rex will soon 

 be afloat and ready tor the race for the two New York cups; about 

 the coast the coming jubilee races have awakened the whole 

 British fleet. What is New York doing? Oh, she has written to 

 Boston to borrow Mayflower and she has sent Dauntless and 

 Coronet to represent her abroad. 



To sneak thus is by no means a. pleasant, task ; it will make us 

 few friends now, and it is certain to gain us some enemies, for we 

 have told some pretty hard truths, but the need for some warning 

 is imperative if New York is not to lose her place forever. East- 

 ern yachtsmen know full weH the truth of what we have said; 

 foreign yachtsmen know it, and it is time that those whom it most 

 concerns should awaken to it. We could easily fill our columns 

 with far more interesting reading; we might wave the starry 

 banner over the great, national triumph, the victory of the Coronet 

 over the Dauntless, or tell how Thistle is sure to be beaten next 

 summer and the Cup still retained in New York, but there arc 

 plenty to do such work and few enough who dare to speak out in 

 season. Twice New York has been saved through no work of her 

 own; the" third occasion lias now arisen. AYiil she "trust blindly 

 to the chances of help from without, or wdl site go in boldly on 

 her own responsibility, and do what is easily within her power, 

 make a good fight for the Cup with a home built boat and lose it 

 fairly if she is not capable ot holding it unaided. Such a defeat, 

 would be less galling than to bo indebted for a thiid time to a 

 power that a few years since she openly derided and ridiculed. 

 The opportunity is before her for immediate neticn ; if die 

 neglects it the blame inusi rest, squarely on the club which will 

 have proved itself unworthy of the great charge intrusted to it. 



CORONET AND DA UNTLESS. — The two checks for §10,000 

 each, deposited with the treasurer of the New York Y. C, have 

 been delivered to Mr. Bush, and he bas seat $500 of the amount to 

 the Beccher Memorial Fund. Coionet sailed from Qneenstown 

 on March 31 in a light breeze, afterward increasing to a gale, with 

 a very heavy sea. The gale continued next day, and at 6 P.M. 

 the yacht was hove to, lying to for 10 hours. At 10 A. M. on April 

 1 the gale decreased, and the yacht continued on her way, arriv- 

 ing at Cowes all right. Several seamen were hurt and nearly 

 washed overboard. Dauntless remained at Queenstown, Captain 

 Samuels and five of her crew taking passage tor home on the 

 Adriatic. The report is current that ne left tho yacht after a 

 qur.rrel with Mr. Colt over the navigation of the yacht, ascribing 

 the loss of the race to the owner's interfeiei.ee, but ll.e report 

 lacks confirmation. Ic was understood that Cantain Samuels 

 only engaged to take the yacht across, and was not to stay by her, 

 so t here is nothing strange iu his coming home as soon as the race 

 is over. 



BUILDING NOTES. — At the Atlantic works Mr. Forties's 

 steamer is partly plated up and the deck beams ara in place. . . . E. 

 L. Williams will have his yacht Prince Karl out of tho shop mis 

 •week and will begin a cutter ^7 ft. ov er all, Soft . l.w.b, 8ft. beam at 

 deck, 7ft. at l.w.l. and ki. Gin. draft, with two tons of iron on keel, 

 for several yachtsmen ot Ro ■hesti r, N. Y — Lawley & Sou are 

 putting il.WOTbs. of lead on the keel ot the si cop Dream, and are 

 replacing the mast unci topmast of tho Echo. Tney have Mr. 

 Saltonstall's calboat in frame, and her keel of l.OOOlhs. cast.... At 

 Bath, -Maine, < J. B. Harrington is at work on a schooner lor Mr. 

 Henry Standeld, of New York, former owner of the Periwinkle, 



and a sloop for E. B. Mullet. .,r., of treeport, Me hbamiock. 



Mr. Mutnmhas the decks nearly laid and the hull joinered, and it 

 is expected to launch the latter part of this mouth. 



AGE.— Mr. Chamberlayne's reply to 

 9 not been received yet, but all the ar- 

 for sending Mayflower across, aud the 

 be commenced at any time. Tho pro- 

 main boom of 54ft., a mizzenmast well 

 yawl, aUd a shorter bowsprit. It is 



PAs. 



MAYFLOWER'S 

 Mr. Buigvss's challeuge ha 

 ratigements are completed 

 work of rigging her can 

 posed ketcu rig will have £ 

 forward of the pcisi.ion in 



also possible that her h.iwsprit may be fitted *o house, with cteel 

 hitts. It is reported that Mr. Arthur H. Clark, an old Bostou 

 yachtsman now-resident in Loudon, who sailed the sloop Alice 

 across in 18'iti, will fake Mayflower across, and that Capt. Crocker 

 will sail her in England, while Capt. Stone will command Mr. 

 Alanson Tucker's schooner, Clytie; but these rumors have not yet 

 been ' e.rified. 



THE YOSEMITE — VANDERBILT OOELISION.-This long 

 contested case has lately been decided by the Court of Appeals 

 against the Yosemite, on the ground that while she displa? ed the 

 proper lights for ocean navigation she did rot carry the two white 

 range lights that vessels navigating rivers must carry. 



IN COMMISSION EARLY".— The little cutter Saracen, Mr. W. 

 P. Tovvle, is in commissiou at Boston. . . .The cathoat Cruiser was 

 the first out in New York, haviug leu about the Bay and the 

 Sound botween Staton Island and Larchmont for five or dx w eeks. 



BEDOUIN AND TITANIA.— The report which has been gen- 

 erally published of a proposed match between Bedouin and '1 ita- 

 nia for a silver pint pot filled with gold dolla rs is contradicted by 

 the owner of the cutter. 



