S88 



POHE3T AND STREAM. 



[Mat 30, 1889. 



PADDLING RACES AT THE MEET.-iWttor Forest mid 

 Sti-aun: It is a pity that the regatta committee bave decided to 

 have no special race f n- tbe paddJing championsbip. We have 

 had a sailing championship race now for several years; then why 

 not ha.-e one for tbe pnddlers, ton? Last year it was tnonght that 

 such a race ought to or> in fair sailing cauoes, and also subject to 

 the one tnaa out- canoe rule. Tbe result was as might, have neon 

 expected. Two canoes, Narka and Maggie, were built specially 

 for the race, and were only sailing canoes in name (Narka woigbed 

 52lbs.). Even such a canoe as Eclipse, the best all-round boat ever 

 built, did not think il worth while to enter. It would be absurd 

 to call such a race as No. 3 tin's year a championship race. It pe- 

 minds me f oroioly of the menagerie race they have at military 

 sports: one man may enter in a 16x28 canoe weighing 201 be., with a 

 single paddle, while the double men can enter in any kind of 

 decked canoe from a, Narka down. What is such a race aH this 

 going to pruvt? One might as welt pit a running horse in a road 

 wagon against a trotter in a sulky aud call ii a horse champion- 

 ship race. Why r.ot have two fair out and out paddling races, one 

 for the single, the other for the double paddle championship, both 

 races excepted from tbe one ru'iii one canoe rule, which merely 

 prevents a sailor from competing in paddling races because a fair 

 sailing canoe cannot be built to compete against boats of the 

 Narka cla&*. i w. old suggest two races such as the following: L 

 Duubje paddle championship: any can >e 16X28, one mile, doub e 

 paddle. Ii. S'ngle paddle cuainpionsnip: auv canoe 16 -<28, single 

 paddles. 10x28 is merely suggested as the best size lor paddling 

 races and tbe most popular ra ing size in the p-ist. If we had 

 the.-e two classes we woulJ definitely know who our paddling 

 champiouB wtie. It has beeu admitted tor a long time tbar the 

 double is taster than the S'ngle; then why make them compete 

 against one another again? We would also not see toe ridiculous 

 sight of men httiuu light paddliDg cauoes with all the neces.-ai v 

 a, pliauces lor sailing at a large co«t. The "one man, one canue" 

 rule is all well enougn for t be record and sailiug races, but if ap- 

 plied to tbe races iur tbe paddling cn^mpioiiahip it merely pre- 

 vents sailors from compedug for tbe paddling championship.— 

 W. A. Leys (Toronto, May 23). 



A CANOE MEET AT BOSTON.— The first canoe meet in the 

 vicinity of Boston Will beheld ov the Soutn Boston and Sagamore 

 clubs at Pettick's Island, near Hull, in Boston Haibor, ou June 

 15, 16 and 17. and an mvitatiou is extended to all canoeists, 

 club numbers or unattached, ro be present. On June 16 a cruise 

 will be made to the Weymouth River, and on June 17 tbe follow- 

 ing races will be sailed under A. C. A. roles: bailing. 3 rnib-s, 

 triangular course; sail.ng and paddling, half mile sides alter- 

 nately, 3-mile c urst: sailing upset; paddling, Class 1; paddling. 

 Class 2. Oanoeistsaiid club'* intending to oe present are requested 

 to send their names to John J. Martin, See. South Boston C. C, 

 Box 1767, Boston, Mass. 



IANTHE C. C— The spring regatta of the Iantbe C. C. will be 

 held on June 8, at Woodsioe, N. J., at 2:30 K M. The programme 

 includes 11 eveul s, aud the i aces, under A.C. A. mles. are open 

 to all canoeists. Toe Iantbe C. C. is now m a very flourishing 

 condition, with 25 active and 3 associate memoers. 



NEW JERSEY ATHLETIC CLUB, CANOEING ANNEX.— 

 The Canoeing Commit. u-c of tbe New .lerscy Atnietic Cluo, at 

 Bergeu r-oiiit, will hold all open regatta on July 6. Mr. W. H. 

 Mitchell, Bergen Fomt, is cnanmau of me eommi;tee. 



EASTERN DIVISION A. C. A.- A meet will be held on June 

 5-18 at Oalia aiiasta Grove, near Springfield. 



faceting* 



FIXTURES, 



May. 



30. Yorkville, Opening. Oak Pt. P0. Detroit, 1st Pennant. 



Montreal. 30. Lurcbmoiit, 70ft. Class. 



30-Juiic 2. foruand, Cruise. 30. King Philip B. C, Fail River 



80. Brooklju, Opeu, txiavesend. 3d. Cedar Poii.t, Opening. 



3u. Cape C-d, Cape Cod Bay. 3j. Newark, Laaies' Day", 



80. New Jersey, Opeuiug. 30. New Haven, Opening. 

 30. (Quaker City, Opening, Phila. 



June. 



1. Quincy. Cash Prizes. 16. Detroit, 



L iiarenuiuut, ripring. 17. Cape Cod, Orleans. 



1. ureal lioao, i-eimant. 17. American, Annual Pennant. 



1. Ha iitou, zoit. Class. 17. seawanhaka, 40t't. Class, N.Y 



8*5-7. i\airin.i-onaiurv.ca, N. Y. 17. Quincy, First Cham. 



5. uorem-ster, Open, Club. 17. uorcuester. Open. Nahant. 



6. Alouatiq jOl, opening, a d. Pt. 17. S uthwark, Ajiuual. Phila. 



7. i>ew ilaveu, Hauieo' Uay. 16-20-22. Kauina-Titauia, N. Y. 



8. Bulla!' , i-eiiuant. Buffalo. 20. Mo .aliquot, Pennant, Ft. Pt. 

 8. OoriuUiian Mosquuo b'leet, 21. Quaker C.ty, Annual, (iloue. 



Larcuuioul. 2~. Uuxialo, Sweep, Classes 2 & 3. 



10. New ^ei'cey, Animal, N. Y. 22. Beverly, ivlaroich'd, 1st Claim. 



11. ureat licau, iVloonhgbt sail. 22. null, inrst Cham. 



11. Atlantic, xUUiuiiL, in. Y. ill. Columbia, Anunal, N. Y. 



12. Mew Ha. en. Annual. 22. .St. Lawieuce, Montreal. 



18. New Y oi k, .Annual, N. Y. 24. Pavouta.-.nuual, JerseyCify 



16. Miramichi, lUiuer and Call 41. Newark, Open, Newark. 



Caps. X6. I'leon, UHio. 



13. Portland Annual, Portland. Z». Corinthian, Marblehead. 



la. Corinthian, .daroiehoad. 29. Beverly, Mou.Beaeh.lslOpen 



15. »eaw.,nnu,K.a. Anuaal, N. Y. 29. Cor. Mosquito Fleet, Larch, 



lo. Lynn, Club, Lynn. ~;i. Hull, Cluo Cruise. 



15. Uiojiilyo, Auituai. 29. Vonkers Cor., Youkers. 



15. Ureat ileao, Open. 29. .Si. bawrence, Montreal. 



15. Hamilton, ,k> ami 35ft. Class. 30-July 1. St. Lawrence, Cruise, 

 15. Ciieisea, Club. Montreal. 



SPRING FASHIONS. 



WE lately saw at a wharf in Boston a vessel of nearly 100ft. 

 loadiiue tout liumti do=e in pection would not only be 

 pronounced a yaciit, out a handsome aud well equipped yacht 

 at tnat., samoLuiug so lar ahead of the schooners of tbe great 

 schooner period, iiom 18i)5 m liSSd, tnat no one would tbiuk of 

 classing tue in. The in udel was a handsome one, clean lined and 

 wen pi jporti'died rrom sre u to tad' rail, snowing speed and p jwei , 

 anu iu uj >vay ociray.ng any roiaaousmp to cue great codsheau 

 oriuaskr family, "With modern et'pper stem, fair sheer, and a 

 counter long enoo^h lor tue doai.tuds of beauty and not too long 

 f i r i eal use at oea. rue spars were tall sticks of clean bright 

 Oregon pine, the iron woi'K was ltgai, and Well propoi tioned, the 

 rigging was of steel wire throughout, and finished in the neate.it 

 stjie, wuiie i he blocks, of amarautn and like woods, were tbe 

 best mat could be maae, ea.h witu the name of the vessel on a 

 met a. plate. Tue decx nttiugs, such as cleats, oitts, cavels, etc., 

 wore an of neat design, nothing nea^y and clumsy, but at tue 

 Hame time stroag aaa eviueuny iu L ended for use. Had such a 

 era.it tanged upuiuugside ine Uetl of senoouers that raced for the 

 Atuerica'o Uup in lftill, or even half a dozen years later, she would 

 have attracted general attention oy her superior style anu finish 

 below and uloii. Wiuie yacht-uke m form and lii'usu, the deck 

 arrangements bore evjUenee t^at sue was intended for other pur- 

 pose-^ man ineie pleasure, and as a matter of fact she was not a 

 yacut, but/ only «. nsbing sniaek, one of tbe new Burgess craft 

 that nave lately done so mucn to improve the fishing craft of 

 tiioucester auu Booton. 



Wnen mere working crait,in which the question of dollars and 

 cents must alvvaj a laKe precedence, are tit tea out m this manner, 

 one would expect, to linU a proportionate improvement in the 

 pleasure lleet,auu atrip lutouglnne Ne»v i'oi'K aud Eastern yards 

 win snow mat such is tue case. Tite ti.ue wnen a small vacht 

 couiu ue ouilt wan only a broad axe and a maul, and fitted out 

 from any iongsnore snip chandlery; when a square balk of tim- 

 ber «as luaue ii.to a oovvspiit by cbamfering off the edges, and 

 then lasLencd by a big oolt into the stem head, and when a bit of 

 rough scantling was sptaeu djwu and planed off to lorm a rail, 

 has passed anay forever; and to-day noiniug is too costly and 

 elaborate tor toe warns oi the yachtsman. Auioug ibemauy new 

 QeVices there may Ue Some whicu baVor ot over rennemeiit or 

 hnisu, out wttnoat diacusjing tue ap ciai merits of each we pro- 

 po=e m i ua over iiu iiat of i^ds or lo.bies wnich are at present 

 .agu<».tia<i tue mmus oi many owners ot prospective "hnli-down- 

 ero" t^is ocson. 



V\ hiic ine models of the new craft are based mainly on sound 

 pracLKeauU accepted theories, at the same time lasmon is an 

 important tactor, and never so much as now. Tbe decree has 

 gone lorm tnat clipper stems anu correspondingly long counters 

 are tne proper tnio^, and tuey will be worn by all > acb.s which 

 aspire to ue rated among tne leaders of tue ton. No one would 

 think to-day of being seen in good society in a plumb-stemmed 

 b aL, unless she were ount at least two years since. How much 

 rea^l goou Were is in theoe long ends remains to be seen; there is 

 |ain *n awls, room and also in atrpoturai details, but as far as 



model goes the advautagps are likely to be overrated. The ab- 

 I Hurd claims now maile that a 70ft. can be designed so as to sail at 

 , a. length of 80ft. or more must be laid either to ignorance or dis- 

 | honesty, as the result of the races at home will show. No one 

 supposes that her long overhang alone will enable Katrina to beat 

 I itauia. or that the longest of tbe new forties has a certainty of 

 wmnintr on that account. The contrary is proven by the races of 

 last year, in which, to say nothing of Xara, little Pappoose, with 

 a plumb stem and 3ft. less length than the newer boats, held her 

 own very creditably. The advantage on the score of appearance 

 is obvious; in fact, with the huge sail plans now in vogue, 90ft. 

 from bowsprit end to boom end, compared with 40ft. waterline, 

 the lengtb on dock is a necessity. The most extreme craft in this 

 respect are the two Gardner boats, bin's and Kathleen, in both 

 the ends being the longest yet seen. The fore overhang of 

 Liris is 7,t. and the after overhang nearly 12ft., making an over 

 all length of 590, The rest of the class. Cluspa, Maraqtuta, Tom- 

 ahawk, Helen and Gorilla, run from 54 to 56ft. Tne excess is 

 made bycarryi-ig both ends out to a tine point, far beyond tbe 

 length w here any gam may be had in sailiug; but the only disad- 

 vantage is a little weight in the ends, and this is reduced by a 

 very light but well braced stern of hackmatack and spruce, tbe 

 length forward being only in the foim of a white pine figure- 

 head. 



Another point in the sheer plan in which fashion holds sway is 

 the outline below water, the whole fleet shows the influence of 

 Iln-tle in the absence or any indication of forefoot. The rake of 

 sternpost is much less than in tnat notable craft, being perhaps 

 nearer to 35 d grees than 45 in most cases, but the depth is held 

 well aft, near the heel of the post, in all eases; the keel then 

 rising sharply to the loadlineat the stem, with very Pttle or no 

 indication of a forefoot. In most cases the keel preserves a fair 

 sweep from the sternpost up into tue stem and so on to the trail 

 board, out in both ot the Gardner boats this line is broken by an 

 eloow or angle just below tbe water. It is not apparent, however, 

 that any special benefit is derived from this form, as the lateral 

 pi me is much the same, in area and outline, as in boats like 

 Chispa, vt here the angle is rounded into a curve. 



If tuere is one point more than another in which fashion has 

 greatly changed, it is that of draft. It is not so many years since 

 men were wout to boast of the few inches that iheir yacnts drew 

 and three or four feet was considered enough for* almost any 

 length. As the crinoline and bustle have given wav to the trimly 

 rigged figure of the tailor-made girl, so the sterner sex has carried 

 lt.s vagaries from one extreme to the other, and where men at one 

 time could not get head room sufficient to stand erect on a cruising 

 yacht, even with a huge baru on deck, they are not content now 

 with any thmg less than flush decks, high ceilings in tne cabin 

 and a basement and cellar underneath. We have preached the 

 advantages of depth and draft longer than auy one else, but when 

 a draft of nearly lift, on 40 is reached it is time to call a halt. 

 Nine feet is a good deal to carry in the waters wnere most of our 

 yachting is done, but it is necessary to the success of a keel boat, 

 as well for speed as for suitable accommodation, and its disad- 

 vantages can be borne with at times for the sake of a staunch, 

 roomy and safe little ship that can do any sort of coasting work 

 in safety. M.,re draft than this, However, is likely not only to 

 prove of little benefit, hut to bring its own penaltyin the shape of 

 in: reased difficulty in navigation. However, it will he well tried 

 this year, and pe. haps by tbe end of the season the own- rs of even 

 the more moderate boats, like Chispa, Maraquita and Liris, may 

 be able to furnish valuaole notes on the obstacles to navigation in 

 Long island Sound, while Messrs. Morgan and Priuce will be per- 

 fect sailing encyclopedias of nautical information up to lift, of 

 draft. 



Whatever their draft, whether 7 or 10ft., the new boats are 

 mucn alike in midship section. While the beam vanes from 12 

 to 14rt., the favorite figure being about 13ft. 6in., the sections all 

 show tne same high bilge, hollow floor, and the absence of any 

 visible rabbet or .junction of keel and hull proper. In some cases 

 the deep ktel is chopped off to make a centerboard boat, as in 

 Vertna and Gorilla, uut at the same time all of the new craft 

 show a strong leaning toward one type, tbe wineglass section 

 with -wide, shoal body and high bilge and very deep fin. 



This year is a notable one in the matter of construction, as in 

 addition to the great improvements made in this direction vn 

 wooden craft of tne usual build, two methods have been tried for 

 the first time in small craft, the steel and the composite. The 

 improvement made is simply wonderful, the amount of material 

 has been reduced, its quality improved, a very much better dis- 

 tribution of the various parts of the frame has been introduced, 

 while the methods of fastening would surprise any of tbe old build- 

 ers. The finish throughout is far better, especially in the fittings 

 about the deck, including rail and hatches. The origin of much 

 of this change may be traced directly to the imported cutters, 

 and the same may be said of the many cbanges in iron wor.c and 

 nggmg. '1 he new Burgess boats, of which Lavvley has turned out 

 so many, are very good specimens of the regular wooden con- 

 struction, vastly better than the old craft. They are strong 

 racner than light, from a racing standpoint, but are all honest 

 aud sirviceablc ciatt. The best specimen of the wooden boat 

 we have yet seen is tne new Gorilla, designed and planned 

 by Mr. A. Gary Smith, and built at Poillon's yard, 

 under the direction of Mr. John Driscoll. Sne is a 

 single-skin boat, with wooden frames, and by no means 

 an expensive craft, but tne material has been carefully 

 selected, the parts are well arranged, and all details very care- 

 fully planned. Sue promises to be very light, and at tne same 

 time strong and ha,.dsome in appearance. The two Gardner 

 ciaft at Ayer's yard, Bay Rid^e, can hardly be compared with the 

 other new boats, as their construction is very different, especially 

 in the case of tbe larger, 'the smaller, Kathleen, described last 

 week, is a single-skin boat, but the deck is double. Her construc- 

 tion nas been specially planned with a view to lightness, and her 

 irim shows that it has been done successfully, but at the same 

 time she is a costly boat, with a large amount of lead, and copper 

 fastening. The 40-footer, Litis, is the most elaborate piece of 

 yacht work yet attempted here, and the planning and execution 

 do credit both to the designer and builder. The frames are of 

 angle steel a .d steamed oak, while the bottom and deck are both 

 double, the former with an inner skin of cedar and an outer one 

 of mahogany, the latter all of white pine. Tne two skln3 are 

 thoroughly fastened with screw bolts of yellow metal through 

 the frames and copper rivets elsewhere. The workmanship is as 

 flue and neat as on a canoe or shell boat, every part being per- 

 fectly fitted. Of course such work is very costly, but whether 

 it pays or not cannot be known until the noat has been well tried 

 beside her fellows, both as 10 speed, strength and durability. The 

 composite build is not entirely new here; the Herreshoffs have 

 useo it successfully for some years in steam craft, nor is the 

 double skin a novelty; life-boats and navy launches have been 

 built tor a long timt; Mr. John Harvey has designed several very 

 fine double-skiu craft which Piepgrass built, and now and then a 

 sailing yacht, as tne Smith schooner Harbinger, has a double skin. 

 At the same time the Liris is the first light racing craft of com- 

 posite build and with double skin that has yet been built in 

 Ameiba, and her success or failure will be a matter of more than 

 ordinary interest. 



Though steel has become a common material for large yachts, 

 it, is omy this season that it has beeu tried on small craft in the 

 two tuatPiepgratss has turned out, Montecito and Tomahawk. In 

 the case of the former, a cruising craft 53ft. long, it is likely to 

 prove successful, but with the 40 it is yet an experiment. How 

 she will compare with the ordinary construction in respect to 

 weight, strength, durability aud speed remains to be seen, but it 

 is crtain that, while there is a gain in room over the wooden 

 craft, sne is a very expensive boat. It goes without saying that 

 Mr. Piepgrass has done excellent work on both, and tho 'little fel- 

 low especially, the more difficult job of tbe two. is finished like a 

 piece of jewelry. 



The stroller about the yards will notice various steaming pots of 

 a black substance, with a not unpleasant odor. This is the Eng- 

 lish marine glue, used everywhere this season for paying decks. 

 No yachtsman with any regard for the proprieties would think of 

 having anything else to walk on. One point is worthy of notice 

 in looitiug over the interiors of all the j achts of the last two or 

 three years, the cretonnes, plushes, hangings and Imcrustra- 

 walton that wore once considered a mark of taste on even the 

 smaller boats, have disappeared, giving place to plain finish in 

 light woods, pine, cherry, and a little mahogany. This change is 

 a good one on the score of weight, cleanliness and general com- 

 fort, and may be credited in a great part to the cutters, in whicb 

 a plain, serviceable finish is the rule. Some of tne new craft, 

 notably Chiquita and Nymph, are very handsomely fitted out 

 below, out gaudy fittings and superfluous upholstery have stiven 

 place to beltn - things. Chispa and Baboon aie very plainly tit.ed, 

 Tomahawk has a neat and handsome cabin of cherry, Kathleen is 

 finished very comfortably and cosily io California redwood, Liris 

 will nave the ligntest of mahogany joiner work below, but ot very 

 neat design, Montecito is finished in very good taste, pine and 

 mahogany moulding and a Jight tint on the panels, with white 

 deck. Of course the large craif, Constellation aud Merlin, will, 

 come in for more elaborate fittings and furnishings, but the pre- 

 vailing styles, for large as well as small craft, are based on good 

 taste rather tnan mere showy effects. 



Ii lahhion reigns beneath the water and, below decks she will be 

 none tbe lw» ornnipotent aloft, and some 9f «er latent vagarw 



would startle the ghost of any old-time skipper wboBhould wander 

 around a crowded anchorage. Not only would he find Oregon 

 pine everywhere, but hollow at that. No racing ownei with any 

 regard for the finer feelings of his skipper and crew would ask 

 them to go shipmates with a solid mast or bowsprit. In every 

 spar yard of New V ork and Boston one is reminded of Bunthorne's 

 lament, 'Hollow, hollow, hollow," as the whip saw or band saw 

 cuts its way from end to end of clean bright sticks of spruce and 

 Oregon pine, and the adze and gouge are kept busilv at work 

 scooping out the centers of the divided sticks. There are various 

 methods of making a hollow spar, but perhaps the most fashion- 

 able just now is the "cheese sandwich" plan. The spar is roughed 

 out from end to end, leaving it in two halves, and the heart or 

 core is then cut out with adze and gouge. The size of the hollow 

 depends on the diameter of the spar. Titania's new boom, of 

 Oregon pine, is lii:i. in diameter at the slings, and the hollow in 

 the center is Bin., leaving Sin. walls. For the first 4ft. next the 

 mast it is solid, to take the jaws of the gooseneck, and it is also 

 solid at the slings. Other solid spots, termed bulkheads, are 

 generally left at intervals of 5 or 6tt. After a spar is hollowed 

 the two halves are united by a cement made by mixing 

 lime with pot, cheese, the mixture hardening very rapidly 

 into au insoluble mass. The gnat point is to bring evtry pan of 

 tne opposite surfaces into contact as soon as the cement is laid on, 

 a difficult matter with a mast or boom of F.Oct or more, if this 

 is not done the union is not perfect, and the owner will be able to 

 sympathize with one unhappy yachtsman who could not sleep at 

 night because, though his boat was all that a boat should be in 

 every other re.-pect, the builder had not put enough cheese in his 

 sandwich and there were open places in the joints of the mast. 

 Bolts are sometimes used to reinforce the cement, but if the jjint 

 is properly made this should not be necestary. Mr. PiepgrasB 

 made a "cheese sandwich" Dowsprit for Cinderella in 1887, and so 

 far it has stood perfectly. Liris and Kathleen will have all their 

 spars, mast, bowsprit and spinaker boom iucludtd, made *n this 

 way. In some cases, as in Chispa, the spars are hollow and merely 

 bolted together without cement. Many yachts will try this year 

 the Mansfield spars, especially for topmasts, top- ail yards and 

 spinaker booms. The spar is first sawn and hollowed, then glutd 

 together with a special glue, after which it is wrapped witu two 

 spiral layers of strong burlaps, one wound right hand and the 

 other left, laid in glue. Over these two layers of specially made 

 manilla paper are glued, making a. strong lignt spar. Of the 

 many new fads in rigging the latest is flrxibie steel wire rope, 

 which is used for quarter lifts, jib halliards and outhauls, heel 

 rope for topmast and similar gear. Chispa is fitted wi ji an elab- 

 orate arraugeaiont of jiostay, it being set flying oy nieiius of flex- 

 ible wire halliards. The intention is to use the jib on the movable 

 stay m cruising, but to set, it flying in racing. 



There is no detail of the modern yacht which has received more 

 attention, or been brought to greater perfection, than the blocks. 

 Year by year since the first, outfit was made for Puritan the size 

 and weight have been reduced, the strength has been increased 

 by the introduction of better metal for pins and sheaves, the 

 power has been increased by improved bearings, while an infin- 

 ite number of new attachments and fittings have bten introduced. 

 Each block Of the entire outfit is now specially made lor its par- I 

 ticular duty, the 6hape and proportion are matters of careiul 

 study, costly woods and elaborate nickel plate are used toimprove 

 the appearance, and the modern yacht block is a work of an that 

 will btar the closest insp.cdon. 



Rumor says that, following the fashion set by Boston last year, 

 spinaker booms will be worn very mug and cut with an extension I 

 joint, by which the /may be shut up likea,i,mk knife when not 1 

 needed. Grayling already has one, and other craft among the 

 seventies will he fitted with them. Headyards will also be worn • 

 on spinakers this year, and oae club, the Seawatihaka^ has alt eady ' 

 taken steps to restrain a prooable extreme in this respect by . 

 limiting tne length to 1-20 of the loadiiue. What we coul i tell of ' 

 surpiises in the way of sails and new fads of all sorts in gear and 

 riggings, of silk sails, of huge spinakers with gaffs, like the old r 

 "suadow" sails that preceded the modern spinaker, and of j 

 similar devices, would make a most interesting chapter, but we I 

 do not dare to reveal such deep secrets, the penalty would be too 

 great, and our readers must wait a few weeks more, by that time 

 there will be plenty of surprises, some of them on tbe part of tne 

 owners of various canny devices, as well as the spectators. 



SEAWANHAKA CORINTHIAN Y. C, JUNE 15-17. 



THE two days racing of the Seawanhaka C. Y. C, on June 15 

 and 17, promises to be the most important of the spring re- 

 gattas, as special inducements are offered to the 40-footers, which 

 will be sailed on the first day by Corinthian crews and on the 

 second by their regular paid crews. The full programme is as 

 follows: 



First Day, Saturday, 19t.h Annual Corinthian Race.— Open to 

 yachts of the Atlantic. Beverly, Corinthian of Marblehead, Cor- 

 inthian of New York, Dorchester, Eastern, Knickerbocker, barcn- 

 mont. New Bedfprd, New Haven, New Rocnelle, New York and 

 Oyster Bay yaciit club*, to oe governed by the racing rules aud 

 time allowances and under the direction of the race committee of 

 the Seawanhaka Corinthian Y. C. 



CLASSIFICATION AND VALUE OF PRIZES. 



Schooners.— 90ft. class.— All over 75ft. and not over 90f^. l.w.l., 

 $175. 75ft. class— All over 63ff. and not over 75ft. l.w.l., $100. 63ft. 

 class.— All of 63ft. l.w.l. and under. $75. 



aloop3, Cutters and Yawls.— 70ft. class.— All over 61ft. and not 

 over 70ft. l.w.l.. $150; if four start, $200. 61fc, class.— All over 53ft. 

 and not over 61ft. l.w.l., $100. 53ft. class.— All over 46fr. and not 

 over 53ft. l.w.l., $100. 46ft. class.— All over 40ft. and not over 

 46ft. l.w.l., $100. 40ft. class.— All over 35ft. and not over 40ft. 

 l.w.l., $100; t-econd prize, if six start, $50. 35ft. class.— All over 

 30ft. and not over 35ft. l.w.l., $50. 30ft. class.— All of 30ft. l.w.l. 

 and under, $50. Any yacut which shall have been launched prior 

 to June 1, 188S, exceeding the higher limit in any class by not over 

 the fraction of a foot, will be included in that class. In case of a 

 walkover in any class, the value of the prize will oe reduced one- 

 half. Personal prizes will be given lo the members of the winning 

 Corinthian crews. 



Special Prizes.— The Leland Corinthian Challenge Cup, open for 

 competition to members of the Seawanhaka Coriutnian Y. C. 

 only, for ibis season >s put up for contest in the 40ft. class. The 

 following special conditions attaching to tne said cup accompany 

 this piogramme: 



Sec. 1. The contests for the possession of this cup shall be open 

 to members of the Seawanhaka Corinthian Y. C. only, and shall 

 be confined to yacnts in the 53ft,, 43ft., 40ft., 35ft. and 30ft. classes 

 of sloops, cutters and yawls. 



Sec. 2. All contests shall be governed .by the racing rules and 

 time allowances, and shall be under the direction and control of 

 the race committee of the Seawaoliaka Cjiiuthian Y. O. 



Sec. 3. The race committee shall announce at the beginning 

 of each season the class to which contests shall be confined during 

 that, season, and the first contest in each season shaJl take place 

 in the annual Corinthian race in June. 



Sec. 4. The race coinuihtee shall have power to name tho course 

 to be sailed over in every contest subsequent to the first oue in 

 each season, and all such subsequent courses shall be of the same 

 length as the club course for tho class, but the holder and chal- 

 lenger may mutually agree upon any course of not less than the 

 stated length, subject to tne approval of a flag officer or any two 

 members of the race committee. 



Sec. 5. If a contest is arranged to take place away from the 

 waters of New York during tbe club squadron cruise, the flag 

 officer in command shall, in the absence of any members of tbe 

 race committee, appoint one or more judges to conduct, the con- 

 test. 



Sec. 6. The holder of the cup shall be subject to challenge dur- 

 ing the season ending October 15 in each year by any yacht in the 

 same class, and not more than ten day's notice of cnallenge sfiali 

 be required by the holder. 



Sec. 7. The challenger shall give due notice to the chairman of 

 the race committee of the dty agr-ed upon for the contest. 



Sec. 8. The winner of three successive contests in the same 

 season shall have the privilege of declining any further challenge 

 during the remainder ot that season. 



Sec. 9. A prize, recording the uames of the competitors, will be 

 given hy the club to the winner in each contest. 



Sec. 10. The bolder of the cup at the end of each season shall re- 

 tain possession until the opening of the following season, when 

 tbe cup shall be returned to the club through the cha rnian of 

 the race committee, and the holder shall be responsible for the 

 safe keeping of the cup while, it remiins 'n his p iss^ssion. 



Sec. 11. Tne trus ees of tho club snail have oo.ver to modify the 1 

 special conditions at-achtng to the cup, excepting between May, 

 15 and October 15 of each year, 



A prize of the value of $100 is offered by Wm. Whitlork, Esq., in 

 the 30ft. class, on condition that three yachts start and that the 

 start be from "One Gun." in consequence, the yachts in this 

 cla«s will receive no tiine at the start tor this prize, but will be 

 timed in the usual way for the cluo prize. A prize of the vab e of 

 $50 is offered by Vice- Commodore Robert Center, to the helms-, 

 man of the ecbooaer, sloop or cutter, irresppctive of class, making 

 the beBt oorreoted time over the Sandy Hook Lightship eourafr 



