16 



FOREST AND STREAM, 



[July 7, 1893* 



Seawanhaka-Corinthian Y. C. Annual* July 2. 



OYSTER BAT— LONG ISLAND SOUKD. 



The twenty-second regatta o£ the Seawanhaka-Corinthian T. C. 

 was quite a departure from those of a dozen years past, the scene 

 being changed from the Lower Bay, the barren beaches of Sandy 

 Hook and the green seas about the two lightships to the calmer and 

 quieter waters of Long Island Sotmd, with green valleys and hills, 

 and picttiresque country places. The central pomt was of course 

 the new club house and anchorage at Oyster Bay, the racing being 

 done on the Sound just outside the harbor, where two courses of 34 

 and 18 miles have been laid out. The longer was from a starting 

 and finishing line between the committee tug Mutual and a mai-k- 

 'boat off Lloyd's Neck, across the Sound to a second mark-heat oil 

 SShippan's Point, thence across again and around a mark-boat off 

 Matinnleook Buoy, and back again over the .same course. This wuh 

 a W.S.W. wmd made a run across, a beat to Matinuicoclf, a run back 

 and a beat home. The classes under 46ft. followed the larger yachts 

 to Matinnlcock and then reached straight for the finish aloiig the 

 Long Island shore. 



The day was fair and bright, with a moderate breeze Toy noon, and 

 quite a party was gathered at the club house, many going aboard the 

 yachts, while some waited for the steamer Myndert Starin, which 

 left New York with other guests at 8 A.M. There was some delay 

 after the Starin reached the club dock, owing to a slight mishap to 

 the club steamer, which had gone to Oyster Bay to meet the train, 

 but the steam yacht Emu and the committee boat finally carried 

 over these guests and brought the club boat iu tow. Through this 

 delay it was 13:45 l^efore the preparatory whistle was blown, the 

 start for the larger yachts being given 5m. later. The starters, 20 

 out ot a list of 24 entries, were: 



Schooners over 80ft.— Mon tank, F. E. Weeks. 



75ft. class— Miranda, Com. O. W. B. Hill; Iroquois, R. K. Ellis; 

 Peerless, Messrs. Ackley and Mitchell. 63£t. class— Viator, W. G. 

 Brokaw ; Azalea, Edmund Klunt. 



SINGLE- STICK CLASSES. 



iieft,. — Wasp, Ai-chibald Rogers. 



3oft —Indolent, 8. V. K. Oruger ; Mirth, Eear-Com. J. W. Beekman ; 

 Daffodil, William Whiting; Volusia. J. M. Williams. 



25ft. Sailing Length— Pyxie, Oswald Sandei-son; Nameless, 0. W. 

 Wetmore; El Chico, H. Maitland Kersey. 



Jib and Mainsail Boats— Nadjy, A. P. Montant; Sinbad, T. S. 

 Young; Meteor, William Trotter; Dodo, E. M. Townsend, Jr. 



Catboats— Gunhilde, E. C. .Tewett; Oconee, C, T. Pierce, 



Iroquois was at the line too soon. and ran back, while Miranda was 

 well up the harbor, and was handicapped, Montauk making the best 

 start. All set spinakers to port and large jibtopsaiis, the two 

 schooners Peerless and Azalea looking odd with the old single jibs. 

 The 25 footers presented a pretty pictiu-e with spinakers well bagged 

 out and balloonjibs pulled hard. Nameless ran ahead quite fast and 

 took lead at first. El ( Uiico having hardly wind enough, buc in a little 

 time the fln-keel went to the front and continued to gaui over the 

 .two Gardner boats. 



On the second leg the fleet separated, Montauk and Iroquois hold- 

 ing out in the Sound, while Miranda and the smaller schooners went 

 in by the Long Island shore. Wasp was with the two leaders, doing 

 the best work to windward ; Iroquois reached the Matinnicock mart: 

 .ahead of Montauk, atter an interesting bout, whUe Miranda, who had 

 come up quitt) rapidly toward the end of the leg, put in between the 

 two ana also tu^l^d before fitontauk. The times were: 



Nameless withdrew on this leg. The first division of the fleet ran 

 across to Shippan Point again with booms to pert, having to beat 

 home from there. Wasp easily left the schooners astern, and came 

 home far In the lead ; Iroquois being second and Montau k third. The 

 full times were: 



SCHOONERS OVEK 80FT. 



Finish. 



4 59 32 



5 00 20 

 5 05 00 



Elapsed. 

 4 07 16 

 4 00 31 

 4 07 58 



Con-ected. 

 4 07 16 



4 2<) 18 

 4 07 15 



3 48 18 



3 17 46 

 a 22 l.'J 



a .36 sa 



3 19 06 



2 21 50 

 2 20 54 

 2 25 00 



2 .38 .33 



3 33 26 

 3 29 50 



4 29 18 



4 07 15 



3 48 18 



not meas. 

 not meas. 

 not meas. 



3 13 37 

 3 19 06 



not meas. 

 not meas. 

 not meas. 

 not meas. 



not meas. 

 not meas 



Start. 



Montauk ^KfJl 



Iroquois ^2 53 49 



aiiranda 12 5o 00 



75ft. class. 

 Peerless 12.53 12 5 22 30 



63ft. CLASS. 



Azalea 12 52 2!) 4 59 44 



Viator 13 55 00 Withdrew. 



46pt. sloops, 



•Wasp 12 58 35 4 46 53 



35ft. sloops. 



Mirth 1 0*^ 00 4 17 4ti 



Daflodil 12 58 29 4 20 42 



Indolent 12 59 03 4 35 26 



VoluSa... 1 00 00 Withdrew. 



25ft. RACtlSG LENGTH. 



El Chico IJhiI 



PYxie 12 59 Ofa 4 18 12 



-Nameless.'.'.' 12 58 45 Withdrew. 



JIB AND MALNSAIL, 



TWeteor 12 58 28 3 20 18 



^odo 13 59 06 3 30 00 



Nadiv 1 00 00 3 25 00 



Sinbad'.V.' 1 M 00 3 88 32 



CATBOATS. 



Oconee 12 58 45 4.32 11 



Gunhilde 12 ob .58 4^6 54 „. 



Montauk and Iroquois were disquaufted for passing inside 

 of a channel buoy. Peerless and Wasp each win half the 

 regular prizes, having sailed alone, $100 and $50. Miranda 

 wins ^200, Azalea $10o. Mirth $40, El Chico ©5, Dodo and Gun- 

 hilde each $25. Wasp also wins the Leland challenge cup, 

 and the helmsmen of El Chico and Dodo each win prizes of 

 $25 presented by Mr. Wm. Whitlock. The guests steamer returned 

 10 the city after the fmish. The regatta was managed by 

 Messrs W. G. Kerr, R. 0. Townsend, R. W. Gibson, Wm. A. Haines 

 and W. C. Tuckerman. The second race for the Rouse and Wetmore 

 xjups will be sailed on July 9. 



The Peerless— Boyd Collision. 



A DECISION has lately been reached in the case of the libel of the 

 ■steam vacht Peerless, by the owners of the tug Thos. Y. Bovd, sunk 

 last June by the yacht in Hell Gate. The case was tried before 

 Judge Brown, whose decision, for whichj we are indebted to the 

 American ahipbuilder, reads as follows- 



"At about 8 o'clock p. m. on June 26, 1891, the plantilT's tug Thomas 

 Y Bovd, while going up the easterly channel of Hell Gate between 

 Flood Bock and the Astoria shore, in the first hour of the flood, and 

 having in tow on a hawser of 40 fathoms two small schooners, each 

 about B5ft. long, came in collision with the steam yaciu Peerless 

 hound west at a point a little below the line running Iro n Hallett's 

 Point light to the northerly end of Flood Rock. The stein of yacht 

 ran into the starboard side of the tug. The force of the blow' with 

 the flood tide carried botn 1 ogether near the dredge at the upper 

 end of Flood Rock, and as soon as the yacht was disentangled from 

 the tug the latter sank and became a total loss. The libel was filed 

 to recover damages, alleging negligence of the yacht in not taking 

 one of the westernly channels, viz , either the middle or the main 

 ship channel, and not keepmg out ot the way of the tugs. The claim- 

 ants contend that the accident arose wholly from the neghgence of 

 the tug in not porting her wheel as she might and ought to have 

 .done after the exchange of one whistle between the two steamers. 



"The most important fact in dispute between the two parties is the 

 position of the tug at the time of collision. The clear weight of 

 evidence is that the tug was then in mid-channel with the schooners 

 .directly astern of her, that is to say about 500ft. to the westward of 

 Jhe Astoria shore, and not within iOO or 150fr.. of the Astoria shore, 

 ag several ot the libellanis' witnesses allege. This appears not only 

 from the greaternumber of witnesses who testify to this fact, in- 

 .oludmg some called by the defendant who were in the best position 

 Jor seeing the true place of the tug iu the channel, but from other 

 .circumstances, which confirms the weight of the direct evidence. 

 For the tug after collision was carried by the force of the blow with 

 ithe yacht close to the dredge on the western line of the channel; and 

 .this could not have happened if the collision had been close to the 

 Astoria shore and the light. With the Peerless backing and the 

 iflood tide, the tug could not have been carried so far to the west- 

 ward, and she must also have been swept further to the northeast- 

 ward. The schooners, moreover, after the collision, the hawsers 

 being cut or broken, continued on in about mid channel and passed 

 about 100 or 150ft. to the eastward of the boats in collision. The 

 Peerless at the time of the exchange of one whistle was upon a 

 course about west, which course she had taken from about 400ft. off 

 Negro Point, and which made her cross the channel from Negro 

 Point to Hallett's Point about two points to port. The exchange of 

 one whistle was made when the Peerless had nearly reached the 

 light on Hallett's Pomt and the tug opened up below it. The boats 

 must then have been at least l,0i.0it. apart and probably more. The 

 Peerless was running at half speed, about 7 knots through the water 

 or 5 knots by land; the tug about 4 knots by land or 2 knots through 

 the water. 



■'The signal of one whistle, which the yacht gave to the tug, and 

 which the tug immediately answered with one, imported that the 

 boats should pass port to port, and that the tug would keep to the 

 right, The tug did not do so but kept a straight course and without 



slacking speed until collision. The yacht ported hard, and as soon 

 as she saw that the tug was not turning to starboard, reversed, hut 

 not in time to avoid collision. Under her port wheel she changed 

 before collision about 2 points to stirboard, so as to heal nearly 

 directly across towards the dredge at the north end of Flood Rock. 



"I find that there was nothing to prevent the tug from porting her 

 wheel and goin^g to the right as her signal egreed she would do. 

 Despite the claimant's testimony this is evident not merely from the 

 evidence of the libellants' experts, but from the fact that the two 

 schooners lashed together behind passed cm without difficulty, not- 

 withstanding the fact of the collision. It is self-evident that a tug 

 like this, which is handled easily, could have gone to the right as 

 her signal imported she would do, with perfect ease and so Save 

 collision with herself. Nothing prevented theslackingof her hawser 

 for a moment if that was necessary for a quick turn; and the 

 schooners would not have been thereby in the slightest degree en- 

 dangered, as their subsequent passage proved. As the tug could 

 have pursued this course without dilBeulty, she was legally Vjound to 

 do .so, both under the agreement made by the exchange of one 

 whistle and by the rule of the starboard hand (Rule 19.) 'Her fail- 

 lire to do this brought on the collision for which the tug is therefore 

 to blame. 



"I find no fault proved in the yacht. She was meeting two 

 schooners under sail beating to the eastward through the gate, and 

 were right in front of her in different positions. The course adopted 

 by the yacht under such circumstances, vi>!., to go through the 

 easterly channel, was deemed by her master to be the most prudent 

 course to adopt to avoid the iwo'schooners, and'so far I can percei?e 

 was a proper one. If the tug when below at Astoria, gave any long 

 whistle, as some of her witnesses testify, it was not heard by any- 

 hody on the yacht or other vessels near. The yacht, therefore, had 

 a right to suppose that the easterly channel was clear. But even 

 had the tug's long whistle been heard, if she gave any, her position 

 iu the easterly channel was not such as to forbid the yacht from 

 taking that channel with two schooners impeding the course toward 

 the middle and north channel; for upon the westerly cour.se that the 

 yacht was holding, the evidence shows that there was no difficulty 

 in her going to the westerly side of the easterly channel, and that 

 when the exchange of one whistle was made, there would have been 

 no difficulty in passing the tug, had the tug observed her duty. The 

 yacht had a right to assume that the tug would go to the right, as 

 her whistle and the rule required. As soon as the whistrles were ex- 

 changed the yacht did all that was required of her in porting her 

 wheel, for there was time enough and space enough for the tug to go 

 to the right. I am satisfied that the yacht backed as soon as she 

 could perceive that the tug was not doing her duty. She was under 

 no obligation to stop and back as soon as the exchange of one 

 whistle was made; because that exchange of whistles was a suitable 

 and sufficient provision for avoiding the collision, had the tug per- 

 formed her duty. That exchange of whistles for the time being, 

 therefore, determined the risk of collision, as the yacht had a right 

 to assume; and as soon as the risk of collision could reasonably be 

 apprehended anew, the yacht reversed. This was all that was re- 

 quired of her by the rules, or by common sense and prudence. The 

 collisione therefor being the fault of the tug, the libel must he dis- 

 missed with costs." 



YACHT NEWS NOTES. 



The ladies' day race of the White Bear Yachting Association on 

 June 18, brought out a fleet of fifteen yachts, all but one manned in 

 part by ladies, Hornet sailing over but not being eligible. The wind 

 was light from the west ; the times were ; 



CATS. 



Merry M.,_ Miss Margaret Hall 



Storm King. Mi.ss Mary Tavlor.' 



Elapsed. 



Corrected. 





1 01 17 





1 08 39 



. 1 09 or 



1 09 01 





1 07 41 



1 10 20 



1 08 26 





1 0.3 15 



.1 10 .33 





57 29 



56 57 





50 06 



. 1 00 22 



57 17 



1 01 26 







56 21 



Elapsed. Corrected. 



1 07 20 1 07 30 



1 07 45 1 07 40 



1 09 21 1 09 01 



The inquest on the bodies of Nicholas Michaels and Mary Simonin, 

 who were drowned on June 11 in the Hudson River through the 

 running down of tbeuTowboat by the steam yacht Alva, was held 

 on June 29, the verdict of the jury being accidental drowning. The 

 testimony of Capt. Morrison, of the Alva, was to the effect that the 

 rowboat, after once stopping, was rowed directly in the yacht's 

 cour.se, the oarsman being frightened and making no effort to row 

 on out of danger. The yacht at the time was in such close proximity 

 to U\e wariship Atlanta that she had little room to clear the rowboat 

 at the last moment. 



Only three boats started in the second championship race of the 

 Mosquito Fleet Y. C, of South Boston, on ,Iuly 2. The wind was 

 strong S.W. and the times were: 



Length. 



Tantrum, F. L. Perkins 11.00 



Escort, W. H. Radsom 14.11 



Annie, E. H. Rich 14.08 



This makes the second leg won by Tantrum. 



Freak, the Paine fin-keel, is now completed, and sailed her first 

 race on Monday. She carries a wire stay from the end of her bow- 

 sprit to the fore end of hex fln-keel, to guard the latter from weeds 

 and similar obstructions; an attachment which she is likely to dis- 

 pense with after a very brief trial. 



Titania, centerboard cutter, has been sold by C. Oliver Iselin, for 

 whom she was built in 1887 from Mr. Burgess's designs by Piepgrass, 

 to Robert H. Inman, owner of Adelaide. Mr. Inman will fit her 

 out at once. She is still on the shore at Piepgrass' .yard, City 

 Island. 



The owner of the Norwood has deposited the sum of $25,000 in the 

 Park Bank, of New York, as a wager that the yacht can perform 

 several feats in the way of fast steaming in smooth water. On Jul.y 

 1 Norwood made a record run of two miles at New London. 



On June 27 Messrs. Read Bros., of Fall River, launched the Mabel 

 F. Swift No. 2, designed and built by them for Mr. C. W. Anthony. 

 The new yacht is a centerboard cutter, 53ft. over all, 84ft. Sin. l.w.l., 

 13£t. Oin. beam and 5ft. draft. 



At a recent meeting of the Boston Y, C, resolutions of condolence 

 were passed over the death of Augustus Russ, one ot the founders of 

 the club, its treasurer from its organization until 1886 inclusive, and 

 its commodore in the years 1887, 1888, 1800 and 1891. 



On June 27 the new Boston steam yacht Navarch No. 2, built by 

 Ambrose Martin tor Com. C. F. iierrill, South Boston Y. C, was 

 launched at Jeffries Point, East Boston. 



The race of the Rochester Y. C. on June 22, was iiostponed indefln- 

 itely on account of the disappearance of the lake buoys, none of 

 which could be found by the competing yachts. 



Lasca, the new Smith schooner owned by Mr Brooks, took her first 

 sail on Saturday afternoon. Capt. Rhodes, formerly of Sea Fox, will 

 command her. 



Exile, 31-footer, has shipped a hollow mast, and one has been got 

 out for Thrush. 



Small Yachts. By C. P. Kunhcvrclt, Price $10. Stmm Yachts and 

 Launches. By C. P. Kunhardt. Price $3. Yaclits, Boats and 

 Canoe g. By C. Stansfleld-HiCks. Price SS.69. Steam MacJvSn&rn. Bi/ 

 DonaJdson. Price tl.so. 



Savin Hill Y. C, July 2. 



The first of a series of races for cups offered by the Savin Hill Y.C, 

 for club boats was sailed on Satm-day In a fresh S.W. wind, the times 

 being; 



SPECIAL CLASS. 



Length. Elapsed. Corrected. 

 Annie, E. P. ISharp 22.02 1 26 00 1 01 13 



FIRST CLASS. 



Mildred G., G. L. Sears.. 25.08 1 24 23 1 02 14 



Annie Maud, F. O. Vegelahn Not meas. 1 26 47 



SECOND CLASS. 



Arah, W. F. Seott 19.11 1 24 80 57 32 



Siko, F. A. Mclnnes 19.08 1 28 55 1 01 41 



THIHD CLASS. 



Marchioness. C. E. Hodges 16.01 1 30 tO 58 at 



Florrie, W. 11. .Besarick 16.06 1 31 40 1 00 41 



The winners each take a l^g for a class cup. 



Humber Yawl Club. 



The little yearly record of the Humber Yawl Club, of Hull. Eng. 

 is a uniqe afl'air, the list of members and boats being supplemented 

 bv a number of clever sketches, short cruises and lines of new craft, 

 two specimens of which we reproduce. The club, which is devoted 

 mainly to canoe yawls, has a membership of 50, with as many boats, 

 canoe- yawls and wide canoes. 



