Oct. 3:3, 189i. 



FOREST AND STREAM. 



S81 



ATLANTIC DIVISION AUDITIKG COMMITTEE.—Vlce-Gcm. 

 DorlflTid has appointed the followiug committee to audit the ac- 

 tion uts of Purser Hobart: W. H. McK. Mluer. W. J. Stewart .T. 

 K. Hand. 



Small TachU. By 0. P. Kimhardt. Price ^7. Steam YachU and 

 Launches. Bii C, P. KunMrclt. PHce $S. Yachts, Boats ami 

 Canoes. By C-. Slamfia<i-Ji<£ks. Pt-ivK S3.BS. Stmm Aiochiiierv, Bi 

 Dnnatdson. J'rlce i^l.BO 



WINNING YACHTS. 



WNERS of winning yachts will confer a favor by Bcndina' to 

 ^ U3 as Eoon as possiblo the records of their yaobts for the past 

 season, giving numbpr of starts and prizes, as well as placfs in 

 each race, and also amounts won. 



RESPONSIBILITY EOR MAKKB0AT8.-A qDestion Vfry 

 similar to that raised in the Yokohama 8. C. and discussed by us 

 last winter has just been decided by the Royal .Southatnpton Y. C. 

 The facts as stated were t bat a mark was so placed on the edge 

 of a shoal that at certain stages of tlip tide there was barely room 

 for or e yacht to turn inside of it. The cntters Deciraa and Dis, 

 both of about the same (J raft, came for the mark together, Dis 

 Inside. In keeping off to avoid fouling her, Decima ran aground 

 and was hung up for some Lime, finally withdrawing. From the 

 reports it would seem that the mark was so located that only the 

 yacht nearest to It could turn without grounding, and all other 

 yachts had no choice but to wait and follow her or to risk running 

 aground. The committee declared the race off and ordered it re- 

 sailed. This decision, plating the responsibility for the proper 

 mooring of marks on the committee, is in accord with our com- 

 ments on the Yokohama race. 



"ENTENTE COEDIALE."-AU canoeists who are famil<ar 

 with the family jur which has resulted in a lively exchange of 

 courtesies between the champions of two largo clubs will appre- 

 ciate and enjoy the clever little rhyme which we print this week, 

 the work of a non-combatant. 



YACHT RACING IN 1891. 



THE general verdict of yachtsmen on the .sea.son just closed is 

 that it has been a dispppointing one, leaving out the one class 

 which has be^n itie only salvation of the racing. There has bfen 

 no bu'lding, no mternational racing, no racing of large single- 

 stickers, and no life or spirit in the regular classes. On its face 

 the record might be briefly summed up as amounting; to Gloriana 

 and the 46fi. class; "Only this and nothiug more.'" Such a re- 

 sult would be specially disappointing this year, as thi.sis reallv 

 the first lime that anything approaching an intelligent study of 

 the conditions a ffcnting yacht racing, and an attempt to proSi by 

 a knowledge of these conditions, has been undertaken by the 

 clubs. Alttiouerh this movement has been independent, and no 

 concerted action has been taken, it has been quiie general, and 

 the cltibs have. fnJlowtd much the same course throughout. The 

 rules of classification and meiiaurement have ref eivcdlittleatten- 

 tion, but the whole effort of the various committees has been to 

 promote general racing among the existing yachts and in the es- 

 tablished classes. 



To this end the regulation regattas, without other limits than 

 the club rtiles, have been largely suppSemented by races under 

 special conditions, such as sweepstakes, handicaps and under 

 cruising trim limits. The regatta committees of the New York, 

 the Larchmont. the Seawanhaka and ihe Eastern clubs in partic- 

 ular devoted much titne and labor to this task in the early sprine, 

 and the annnuncemenia tlien made offered most ur usual itioucp- 

 ments to yacht owners, especially to the many who own m her 

 tha,n the latest racing ci-af t. The committee of the Eastern Y. C, 

 to mention hut one instance, made a svstematic and thoroush 

 canvass of the yacht owners of tlie club to learn their wishes and 

 preferences as to unlimited, cruising and handio>ip races, the in- 

 formation thus obtai'ipd beitg used as the hasis of an excellent 

 and varied programme for the entire season. That it was not 

 fully carried om, and ihat tlie racing in the East has been disap- 

 pointiog, is in no way tue fault of the regatta committee of the 

 Eastern Y. C, and the same cnmmeut applies to the efforts of 

 other committees about New York and the coast generally. In 

 all clubs, from the largest to iho smallest, the whole subject of 

 racing is receiving a systematic care and attention that was un- 

 known a lew vears since, and that must result favorably in the 

 future if not immetiiately. 



Even in the present > sar, although there is little of special in- 

 terest to look Pack to, and although many of the best arranged 

 races were failures, a close inspect inn or the actual records shows 

 a much mote promising sta'e of affair:! than would at first sight 

 be suspected. It is a rat her sugges'ive fact in itself that in place 

 of an off-hand record of brilliant vietorie-, and stirring stories of 

 hard-fougbi laces, the unwilling historian is fo-red to fall hack 

 on dry columns of flgurec; but for once the result may be at least 

 instructive, if not highly amnsing; and mpanwhile' we live in 

 hopes < r better times ne.vt season. In making up a tabulated 

 record o I: each clas^, wbicn, however mechanical and dry, has 

 the merit of presenting plainly ranch that would be lost in a 

 mere discussive story, we have followed the same form as Inat 

 year, a table similar to that published some three years since in 

 Engineering, the work of the Hon. Secretary of the Castle Y. O., 

 of Sourliampton. 



In these tables we have, as last year, omitted all races not 

 actually sailed to a finish, and included all 'louble events in which 

 two or more prizes were competed for at the same time, as in the 

 Larchmont annual 46tt. class, and the Corinthian of Marblehead 

 of Aug. 18, which was also counted as a leg for the Cherry Dia- 

 mond cup. In compling from the tables of each class the general 

 fiaures in the present article we have counted each day's racing 

 as one race, reeardless of the number of prizes involved. The 

 figures are carried down only as far as the 40f f. class, that b ing 

 The smallest in which Ihe racing is general, from New York to 

 Marnleuead, and not merely local. The singlestick classne are 

 taken B«^parately, but the schooners are included in one class. 

 The following table shows the number and kind of races given 

 by each club, also the number and kind of races sailed by each 

 class. 



Table A. 

 Clubs, Races and Classes, 1891. 



Open Special Private Racing 

 Regattas. Matches. Matches. Runs. Totals. 



Clubs. „ 



New York 1 3 2 



Larchmont a 1 4 



aeawanbaka 1 1 



Atlantic 1 1 



Eastern — 3 1 



Corinthian, N. Y ... 1 1 



Corinthian. Marblehead. .. 5 1 



Cherry Diamond Si 



New Rochelle I 



Marine and Field 1 



Riverside 1 



American 1 



Massachusetts i .. 1 



Totals 13 16 7 



Classes. 



Schooners— all Glasses... 8 3 « 



70ft. Class 2 a I 



61ft. Class 2 1 



."iSfr. Class 4 1 1 



4aft, Class 11 16 1 



40ft, Class 3 1 



11 



r 



2 



7 

 2 

 B 



1 

 1 

 1 

 1 

 1 



28 

 10 

 8 

 15 

 37 



a 



The totil number of races, forty -four, gives a very inadequate 

 Idea of the extent of yacht racing in America, Including only the 

 larger yachts, but it will servo as a basis for > omparison, the cor- 

 responding figure for last year being but thirty-five: in 1884, the 

 year precedltig the revival of the America Cup races, the total 

 was but seventeen. The most interesting point in the table is the 

 division of the races, the regular open club regatta, with prizes 

 foir every class in the list, numbera but twelve, while the special 



matches number sixteen. This latter class Includes such special 

 events as the Oorlnihlan sweepstakes, at Newport, the Corinthian 

 series, at Mnrblehesd, the Cherry Diamond cup and the many 

 races specially provided for the 46ft. class this year. This clas-s 

 of races is yearly giowiug more popular with owners and specta- 

 tors, and ha-^ already dimmed the prestige of the old regattas for 

 all sizes of craft. 



The private matches this year were of little outside importance, 

 mteresiing only to the participants; but the total of the racing is 

 swelled by a number, some not appearing in the table, as they 

 were sailed in conn.tction with otner races, while several failed 

 on Hccnunt of the weather. 



The racing runs in the case of one club, Ihe New York, have be- 

 come a permanent and popular feature; in those of the Eastern 

 Y. C. this year the classes were not filled so as to make the racing 

 ot general interest; but at the same time the owners derived a 

 good deal of sport and amusement, although (Cinderella, Sayon- 

 ara and Gossoon make rather an incongruous class. 



In regard to the part taken by each club, the figures are quite 

 incomplete. They show not what the clubs did, or were willing 

 1o do, hut whfit the owners accepted. To make a full showing it 

 would be tiece=sary to include all races announced but not sailed, 

 such as the Cherry Diamond annual, the IVIassHchusetts annual, 

 tne Larchmont fall, and some races of the Eastern Y. C ; and at 

 the same time to give the sums otl'ered and awarded by each club 

 as prizes. The, table gives amnle evidence, however, that the 

 yacht clubs are fully awake to their responsibility for the success 

 of racing fctnd are doing much to further the sport. There are 

 races now for all who care to enter and many offers of prizes are 

 made without being accepted. 



So far as the number of races goes, there is little complaint to 

 be made. To a certain extent, the first part of the table shows 

 what the clubs have done; the second part shows mainly what 

 the owners have not done, as it gives i he number of races of each 

 kind in which each class competed. When we consider that in 

 many races some classes were represented by one starter which 

 sailed over or withdrew, it ia evident that save In fuch a class as 

 the 46ft., the prevailing fad of the year, the spirit of competition 

 is at a low ebo among owners of the larger yachts. Such racing as 

 there has been in the classes above 46ft. was mainly on the New 

 York Y. C, cruise, as the table shows. The schooners make a 

 fairly good showing, but the full table of the schooner racing, to 

 follow next week, will show that lu many cases the classes, 

 though represented, filled very ooorly. The following table, how- 

 ever, shows the part t.aken by the yachts in fuller detail, giving 

 the total number of starters in each class, with a comparison of 

 races, classes and starters for both 1891 and tne preceding year: 



Table B, 



Races, Competitors and Starts in each Class. 



Races. Competitors. Starts. 



1890 



1891 



1890 



1891 



12 





15 



31 



6 



10 



4 



5 



1 



8 



1 



4 



12 



15 



4 



5. 



10 



87 



8 



13 



34 



8 



15 



6 



75 



104 



47 



64 



entries are all present are the exception rather than the rule at 

 the present time. While light or moderate weather is cnmraon, 

 races in heavy weather and over windward courses are sufficiently 

 numerous to call for staunch and fairly seaworthy craft, even for 

 racing nlouf ; and to win any fair amount of prizes a yacht must 

 be capable of knocking about the coa.st betwf en Boston and New 

 iork regardless of weather, and of keemncr up with the proces- 

 sion in such a race as the long beat of 63 miles from Huntington 

 Bay to ^ew London In a reefing breeze this rear, or of sailing m 

 such weather as is frequently met in summer off Newport and 

 Vineyard Haven. There U no place in modern racing for the 

 •sled" t> pe which once made its records ahout New York in Jane 

 weather, but an aspiring winner must be ready to face anv sort 

 of a blow, though at the same time speed in moderate weather is 

 most necessary. 



Last year we gave, in the tablfs of each class, the rules of meas- 

 urement and classification under which each race was sailed. 

 This year's tables show the following details in regard to meas- 

 urement and classitication: 



Measurement. 

 Seawanhaba rule, length and 



sail area 39 



Mean length 1 



Private matches t 



Handicap... i 



44 



Classiflcatiuri. 



By waterliije length 30 



By length and sail area B 



Private matches— no claFsifl- 

 cation 8 



44 



Prom this table it ia evident that a great deal more racinir was 

 done in 1891 than in 1890, and the greater part of this gain may be 

 set down to the credit of the regatta committees, as tne seneral 

 conditions were no more favorable this year than last. The 46ft. 

 class has practically changed places with the 40tt., and what gain 

 there is In the number of competitors is not due to the transient 

 popularity of any one class, though the schooners certainly show 

 a great imp^ov^ment, but this is lor the most part distrihuted 

 over a numlier of classes. The figures indicate a renewed Inter- 

 est on the part of the older boats, no new ones having been built, 

 save in the 46ft. class, and this interest may be directly attributed 

 to the cruising trim and handicap r^ces and similar measures 

 specially devised by the regatta committees for the outbuilt 

 craft. 



As a matter of fact the figures do not give a correct idea of the 

 size of the racing fleet, whicii is less than most persons suspect. 

 Leaving out all yachts which have started but three times or less 

 the number of competitors for this year ivould be: Schooners, 13- 

 70ft. class. 1; 61ft. class, 2; 53tt. class, 2; 46ft. class, 9; 40ft. class, 2; 

 total 39 in place of 63. As this proportion is nearly constant from 

 year to year, it does uot tffect the table so far as comparisons are 

 concerned. 



This year two classes, th'^ first and second by the New York Y. 

 C. rules, are entirely missirg. The second class has never h»d a 

 real existence, though last .\ ear a lonf and soliiary second class 

 yachi cast a faint shadow on onr record. At the same lime the 

 first class had a nominal place by virtue of a couple ot races be- 

 twc^en Puritan and Volunteer. This year the latter turns up in a 

 new role, and the chtss ia but a memory. As matters are now, 

 there is no need to waste tears over either claims, but the condition 

 of the 70fr. class is a much more serious matter. In spile of its 

 ace and respectability and its real merits the class has disap- 

 peared BO far <»s any systematic racing goes; Katrina and Sham- 

 rock had a look in at the early races. Bedouin turned up laier on 

 the Nhw York Y. O. cruise, buf the brunt of the racine, such as it 

 was, fell on Gracie, she making more starts and having harder 

 lui k. than any of the others. 



There is no lack of evidence to prove that the 70-footer is the 

 largest single-sticker for which there ia a permanent class and a 

 perm nent df ma; d in America, in fact in England as well; but 

 the cl^ss has been in hard luck for a long time. It struck a boom 

 in the early days of the cutter controversy, when Bedouin and 

 WenoLah were built, and BedouinV battles with Gracie and her 

 mates served to put the class in definite shape at a ppriod when 

 all present classes were being gradually crysialiized from a lot 

 of odd^izes. .lust at a critical perion there come the challenge 

 from Genesta, followed bv the construction of Puritan and Pris- 

 cilla, and the first trial race put the smaller class in a very bad 

 position, the larger bonts at ouct- jumping into favor. For a time 

 the newboatsTnania, Katrina and Shamrock save afresh intt- rest 

 to it, but the barring of the class from all comiietiaon for the 

 America Cup has deprived it of much of its prestige. This last 

 season has left it iu a still worse pli ght, as the more modern 

 racers, though so much smaller, have robbed it eveu of the Goelet 

 cup, and mined its prestige in the usual races. It is evident that 

 there is little left for the existing boats in unlimited racing, and 

 if the class is to continue some new and faster craft are needed 

 for it. 



The 61ft. class has never played an important part in yachting, 

 in spite of the record of the famous old "iron pot" Mischiei, of 

 61ft., whose place was at the head of the class in the days when 

 all sizes from 60 to 70fr. raced as one class. But one new boat, the 

 keel Wayward, has been added to the class for many y^ars, and 

 she has done no racing. This year Hdriegarde, with a lead keel, 

 and Mischief, have had some sport with each other, and the class 

 nas served to make up the large if incongruous fleets which we all 

 like to see on the cruise; beyond which there is little to say for its 

 present or future. 



The .53ft. ( lacs is much where it was five years ago, only older 

 and quite passe, two f>f its three members being well past ihf>. bey- 

 day of you>h. lu their day they have seen great changes, and 

 while a few years since they would not hesitate, with the 

 chances in their favor, to tackle a 70-footer, they have lived long 

 enough to see 46-footer8 which are too big for them. Tte 48 and 

 40£t. classes have this > ear changed places, the former monoprdiz- 

 ing all the building and rar ing to the extinction of the latter; Just 

 the reverse of the preceding year. 



Table C. 

 Locations of Races, isoi. 



New York Bay 8 



Long Island Sound n 



Newport 7 



Marblnhead 10 



Vineyard Haven, , i 



Racing Runs 9 



Total 44 



The above table shows the location of the various races. Long 

 Island Sound heads the list, being now th" racinu ground for New 



York yachtsmen. Next year w.U probably show a s< ill larger NEW STEAM YACHT.-The Davis Boat and Oar Co have 

 total in rompariS9n with N.w York Bay. Marblehead and its lately finished a 25ft. launch as a tendei- for the ufss^^^ 

 vicinity are next in order, all the races of the Eastern clubsin the Marigold, and are now building a 48fL launch, with 7fl6in beam 

 classes over 30tr. being sailed there. Newport, with its central with triple expansion engine?, the guaranteed speed bVinHs 

 location and open water, has been the most fa vored port of all, 1 he miles per hour. They also have a contract for a 75f t. flush decked 

 scene of the principal races of the season, such as the Or elet cups ■ steam yacht for a Chicago owner uecivea 

 and Cor'nthian sweepstakes, the special races of the cruise, and i a NFW YAOTTT' apfmov r<..r,t A,.t>„-,„ tt rii 1 v 

 several private matches. jmi.vv VAt^tii, AGliNOY. ~ Capt, Arthur H. Clark has 



As regards the conditlrns of wind and water under which races ' il27«"^nn^* vn^,^io« J? tn'l^'^L'^''®''?^ in Boston. Oapt. Clark has 



are sailld, a very important question, Ihe tables show that of the ^^yl'^^i^^® l^^^^^ V° 'T^" S'^^n try a,nd England, 



44 races about 34 have been sailed in winds that may be classed as was i or some years a surveyor for Lloyds in London, 



light to fresh, while 10 have been in reefing breezes. Besides these OWEENTE.— A. B. Turner has sold his 4H-footPr to F, W, 



races are probably half a dozen postponed or unfinished through Andrews. Capt. Charles Barr ia now without a ship, 



lack of win J, and one or two whicn were not started on account of REPUBLIC, lachr., has been sold by Thomai H. HaU to E, B 



heavy weather; though postponements for this reaBOQ when the Condon. »•> ^aau^a,* mx. anuit^ ju, a. 



The table shows that in the important matter of measurement 

 a most satisfactory^unanimity prevails among the clubs, the S^a- 

 wanhaka rule, — — ^" — - ia in universal use, only one race out ot 



forty being sailed under the old length rule. As the table deals 

 only with a dozf-n clubs it fails to snow the extent to wiiich this 

 rule is now used, it being in general use among American and 

 Canadian yacht clubs, and all imoortant raof s being sailed under 

 It. The length *ule is still retained bv the clubs devoted to f pen 

 boat sailing, but its influence is purely local, and is rapidly pass- 

 ing away. 



The length and sail area rule is practically the only one reco"- 

 nizBd in America and Great Britain; and in this country, of the 

 varmus formulas suggested and tried, that first adopted by the 

 Seawanhaka Corinthian Y. C. in 18&3 has gradually but surelv 

 superseded all others. 



_ Just as the principle of measnring by length and sail combined 

 in place of length alone was obliged to fight, bard at first for a 

 foothold, its advocates being subjected to abuse and ridicule for 

 the first two or three years; the sister principle cf classifying by 

 length and sail area in place of simple length is now fighting its 

 way slowly% though gaining much faster than the table would 

 indicate. Of late its advocates have been content to abandon all 

 active fighting, and leave the result to the plain logic of facta. At 

 the same time classification by correctpd length is gaining ground 

 the idea becoming more popular as it is better understood, and as 

 the objections urged against it are gradually disproved by the 

 actual development of yacht racing and building. 



Great bodies move slowly, and the general adoption of a com- 

 plete and sal Isfactory .system of classification by corrected length 

 deppnds on the pleasure of several large clubs which are exceed- 

 ingly great, if report is to be believed, and which have thus far 

 opposed It. At the snme time, there are many cluhs throuehout 

 the country which have had the courage and enterprise to attack 

 the quest'on of classification 00 its merits, and after a thorough 

 and intelligent inve'tigation have adopted corrected length as a 

 basis. Foremost among these in the large and powerful Lake 

 lacht Racing Assnciation of Lake Ontwrio, which after fwo 

 seasons' trial has found the rule a most satisfactory one. The 

 Larcnmont Y. C. also has u*ed the rule for two seasons with no 

 falling nfl in tne racing. Among the clun^ which have lately 

 adopted the same cLisslflcation is the re-organized Philadelphia 

 y. C, formerly the Quaker City, a club which has made astonish- 

 ine progress in a ve-ry short time. The Riverside Y. C, a young 

 and liltle known club, hut amost progressive one, has also handled 

 the subject in a very able manner this season, making a careful 

 study ot tne whole questi'^n, resulting in the adoption of correo'ed 

 length. In all of these clubs the main reason for the adoption ot 

 the rule has been a belief in the truth of the principle on which it 

 is based, and not a hope of any immediate benefit, but rather a 

 look toward the future. At the same time the racing in all 

 clubs which have adopted correrfed length has been as 

 good as under the old rule; a result which is all that 

 could be expected in the first stages of ti e working of a new rule 

 A thorough and conclusive trial can only come through several 

 seasons ot building and steady racing, and such a test has been 

 made in Great Britain, the result of the building and racing sm' e 

 the length and sail area rules for b-nh m-^asurement and cltissifl- 

 cation replaced the old tonnage rule in 18S7 oning most satisfac- 

 tory in the partial revival of yacht rwcmg under some adverse 

 cor ditions, and in the develoomt-nt of a very de irable t'. pe of 

 yacht. Just now there is no proposal btfore the clubs for the 

 general adoption of a corrected length classification, tmt. there is 

 every indication that such a movement will come in go^d time 

 and in the present condition of yacht racing it really makes little' 

 difference what the clossifioation may be. Tfie necessity for one 

 general cla^Bifif;ation for all the large clubs will not arise until a 

 general revival ot yacht builfiiog in several classes shall begin- 

 and that time has not come yet. With building confined to one' 

 class, and that a new one each year, and with the type of yacht 

 now in fashion, un great harm can come, though the final settle- 

 ment of the question should be left for another .season or so- aa 

 the results of such experiments as the 46ft. class may prove of 

 value. Nt.xt week we propose to take up the record ot the schooner 

 classes. 



THE GOVERNMENT YACHT DESPATCH. 



THE loss of the United States sfeamahip Despatch opposite As- 

 saieague Island, Md., on Oct. 10. removed from tne Navy a 

 vessel with which was linked many pleasant memories, and even 

 at her death she was on an errand of further pleasure and duty 

 combined, having loft New York that day for Washington, to con- 

 vey the Presi ent. Secretary Tracy, and some offiut-rs of the Navy 

 to the Naval Piovmg Grounds, down the Potomac, to witness ex- 

 periments in testing some armor plate for use in the armament of 

 new vessels. Af 'er this mission she was to have been laid up for 

 repairs, and was soon to have been displaced by the Dolphin, now 

 being fitted out at Norfolk as a dispatch vessel. The cause of the 

 wreck was apparently through an attempt to line the coast too 

 closely to avoid the heavy gale, and when her danger was dis- 

 covered it was too late to work off the lee shore. She became a 

 total wreck, though all hands were saved. 



The Despatch was originally a steam vacht, called theAmericus 

 and owned by Henry C. Smith, a Wall street broker. She was 

 designed and built by Henry Steers, one of New York's noted f hip. 

 bu'lders. When Mr. Smith met with reverses of fortune, in 1876 

 the Amerious was sold to the Government for $90,fX)0, le.'s than 

 half her original cost, and was renamed the Despatch. Then she 

 served two years among the navy yards as a transport, hut in 

 18<8 was sent to Europe as a dispatch -steamer for the United 

 States minister ar Constantinople during the Russo-Tarkisa war 

 In 1879 she returned with the invalids of the American fleet, and 

 wa? fitted with new boilers. On Oct. 17, 1880. she bpcame the 

 President's yacht, and was distinguished as the first Gnvernment 

 vessel to hoist the President's flag. Since then she has carried 

 every President upon his official tours, and very many eminent 

 people from abroad have dined in her cabin, including Dr^m Pedro 

 King Kalakaua, Queen Kqpiolani, Chief Justice Lord Coleridge! 

 Jospph Chamberlain, and the Count of Paric, so tt.at her walls 

 and taides re-echoed with gems of post-prandial oratory. 



The Despatch was 200ft. loiisr over ali, SoJ/.pt. beam, lli^ft. deep 

 and had a m«an draught of ISJ^f C. Her whaleboat and "gig were 

 used on the Greelv Relief Expedition on the Bear and Thetis, her 

 barge was named Queen Kapiolani, and the captaiu'.s gig after the 

 daughter of ex-S^cretary Whitney, the Dorothy. Her armament 

 consisted of one breech-loading 31n. rifle. 



Since Jan. 15, 1887, the vessel was under command of Lieut. Wm 

 S. Cowle.K, recognized as one of the most compel ent navigators and" 

 seamen of the Navy. She carried two other lieutenants, a pay- 

 master, surgeon, and engineer officers, and a crew of some thirty 

 men. The U. S. S. Yantic and Atlanta were sent from the Brook- 

 lyn Isavy Yard at once to the scene of the wtpck.— Marine Jourrmi. 



