S48 



FOREST AND STREAM. 



[Jvm 32, 1898, 



FIXTURES. 



22. Rhode Island, Ladies' Day. Douglastou,An.,Douglaston^^ 



22. Schoodic, An. Calais, Me. 24. Cor. Phila., Special, Del. Pavei 



23. Massachusetts, Club, Dorches- 34. St. Lawrence, 2?ft-. 18ft- and 



ter Bav skiff classes, Montreal. 



24. Staten Island, Ladies' Day. 24-25^ Cor.. San Fran., An Cr^iise. 

 24 Royal Can., 30ft. Class and 26. Pavonia, An., New Tork Biy. 



Skiff Class Toronto 26. Eastern, An., Marblehead. 



24. HuU^Cor ;?st ChaS!: Hull. 30-July 13. Phila., Cluh Cruise. 

 24. Jersey City,An.,Commumpaw. 



Thbbe may be good reasons for the rule of the New York Y. 0. pro- 

 hibiting the entry of a chartered yacht or one not owned in the club in 

 any of its races, but there have been many occasions where the rigid 

 enforcement of the rule stood in the way of a race which every one 

 was anxious to see. An instance of this was seen in the case of 

 Iroquois last week, and others will be recalled in the Goelet cup and 

 Vmeyard Haven races of 1891, when Beatrice was not allowed to 

 enter, and at Vineyard Haven in 1889, when Alice and Papoose were 

 barred, being owned outside the club. A very easy remedy would be 

 an amendment to the rule by which the commodore or flag officers 

 would be allowed to invite an outside or chartered yacht to start in a 

 club race. In such a case as that of Iroquois it would seem that the 

 rule might be changed so as to admit a free entry on the same footing 

 as a yacht entered by an owner. 



With occasional exceptions, as when the representative of the For- 

 est AJTD Stream was left ashore through the season of 1888 as a punish- 

 ment for holding and expressing independent opinions' about the new 

 deed of gift, and the famous marooning of the reporters at Northport 

 on the cruise of I89I, the New York Y. C. has extended its hospitahty 

 very freely to the newspapers. This year, however, an important 

 change has been made; the usual invitations to the press were not 

 sent out, and those who asked to be taken were relegated to the club 

 steamer Taurus, the ladies' boat, which never goes outside the Hook 

 in had weather, and leaves in season to reach the city before dark, 

 missing half the race. As it happened, the race was of a sort which 

 called for only a brief report, but had it been otherwise, with a good 

 breeze and a sea on the bar, there would have been nobody present to 

 report it. 



Thb annual regattas thus far have been unusually .dull, partly 

 through Ught June weather, but mainly through the indifference of 

 owners, as evidenced by the beggarly entry lists in spite of special 

 labor and inducements generally on the part of the regatta commit- 

 tees. This week thei'e is little going on, but the racing commences 

 again next Monday, with the Eastern Y. C. off Marblehead, and will 

 contmue until after the annual hohday on July 4. The Soxmd races 

 may turn out rather better than those on the Bay, but there is httle 

 indication of anything but a dull season in those classes which usuaUy 

 make the racing, the 80 and 90ft. schooners and the cutters and 

 sloops from 40 to 70ft. At the same time there is a great deal of 

 general racing among the smaller clubs, and the races of the four 

 85ft. cutters, which will begin early in August, promise a brilUant 

 ending for the season, the whole terminating with the contest for the 

 America's Cup. 



FiioM a variety of causes, among which may be noted the rapid over- 

 developement of the normal cutter in the 40 and 46ft. class, and the 

 introduction of the fln-keel which followed; the first class racing, of 

 yachts which confine themselves to no one locality, but race in all 

 the important events of New York and the East, has for some time 

 been at the lowest ebb and with no prospect of improvement. The 

 causes and remedies for this condition are hard to find, but, pending 

 a radical cure which shall revive racing, there is good reason for the 

 belief that a racing class simOar to the 40-f ooter of 1889-91 would find 

 favor with many. The last few seasons have proved that the modern 

 racing yacht is a mere toy, and an expensive one at that, to be thrown 

 aside after one season, sold for a song and replaced by a new craft. 

 This being the case, and we behave that it can hardly be contradicted, 

 the question arises what size of yacht is most fitted to suit such a 

 condition. 



Thb three clubs which have united in establishing a new cup for the 

 Eastern al-footers have acted wisely in deciding on a maximum water- 

 Une for the class, 21ft., which shall not be exceeded under penalty of 

 disqualification. This placing of the responsibihty on the owner, on 

 wliom it properly should rest, is a step iu advance, and in line with 

 the new rules of the British Y. R. A. The conditions of modern rac- 

 ing demand the location of the waterUne by some one person con- 

 nected with the boat, and the removal from the measurer of all re- 

 sponsibility other than for a correct measurement of the owner's 

 marks. WhUe some difficulties present themselves In connection 

 with this plan, they are leas than those constantly met with under the 

 old system; and with a fair and rigid observance of the rule they will 

 largely disappear. The day has gone by when owner or designer 

 might build or ballast a yacht in open defiance of class limits, relying 

 on the enactment of a special exemption clause by a too-complaisant 

 club. 



The 46-footer has been proved to be too expensive in construction 

 and running for other than a few very wealthy yachtsmen ; there are 

 many who could and would afford such a craft as Wasp or Gloriana if 

 their racing life extended over several seasons, but who ai-e unwilling 

 or unable to sacrifice a yacht every fall to replace her with a more 

 costly one of the same class iu the spring. The 30 or 85-footer, on the 

 Other hand, has the advantage of comparatively moderate cost and of 

 a greater proportionate sale value than the 46-footer, but at the same 

 tune even the 35-footei- is too smsill for regular passages back and 

 forth around Cape Cod, and for keeping up with the great annual 

 cruise in which so much of the racing is done. 



The 40-footer, however, has thoroughly proved her value as a racing 

 craft of reasonable accommodation, ample size and power for the sea- 

 going which is demanded iu American racing, and of a fau-ly reasona- 

 ble cost of construction and running. Taken altogether, the 40ft. class 

 was the most serviceable and instructive one yet known in this coun- 

 try, and its displacement by the 46ft. craze has proved a mistake. It 

 is quite probable that a general effort of the clubs to restore the class 

 for next season might lead to some good racing, at any rate the 

 attempt, is worth trying, and if it is done we would favor gomg a step 

 further and creatuag a special class by saUing mstead of waterline 

 length, say of not to exceed 52 or 54ft. saUiug length. 



Our reason for this is that we beheve, apart from the more novelty 

 •wMch is always an attraction, a better craft could be produced, and 

 at a more moderate cost, than the extreme forties of three years 

 since; a yacht of slightly greater length and acconmiodation, with 

 smaller sail plan, but fully us fast. 



As to the objections, those ouce urged have entirely di^appearei 

 "vested interests" could not complain, as the da.ss is "dead, without 

 a yacht raemg iu it to-day; tht; narrow bugaboo no longer stands in 

 the way; or at least it is to a certain extent a realty under existing 

 rules and conditions in the shape of the fin-keel. We have not the 



least fear, in view of the racing of late In several small classes, that 

 an extremely long and narrow craft would be produced to sweep 

 the courses, but even if such a dh-e contingency should foUow- 

 yachting and yacht] racing would be no worse off than in the pres 

 ent state of stagnation. 



Such a class would afford every opportunity for experiment, would 

 fill all the needs of a live racing class for New York, Newport and 

 Boston, and at the worst would make a season of good racing, while 

 it is quite possible that a really good type might be produced. 



Of course the presence of the fln-keel would be an important fac- 

 tor in determining the successful type in the class, but, if it be 

 deemed desirable to do so, the clubs have it in their power to create 

 the class under such limitations of minimum area of midship section 

 as shall restrict the new boats to somethmg approaching the nor- 

 mal types prior to 1891. There is no call for any speedy action ui 

 the matter, but we believe the idea to be well worth a careful con- 

 sideration with a view to the desirability of concerted action early 

 in the fall. 



The recent races abroad all tend to a few conclusions that are likely 

 to be verified by the end of the season. It is evident that both Valkyrie 

 and Britannia are successful by British .standards, that the former is 

 f uUy equal to her larger sister, and that her best points are those 

 which win help her most in her races on this side; speed to windward 

 and in moderate winds. Further than this, it would seem that in 

 striving to overtop the class in size, the designer of Satanita had 

 missed his mark, the boat's record thus far being one continual story 

 of mishaps and alterations. Calluna, too, is thus far a disappoint- 

 ment, though it is not possible at this distance to say whether the 

 fault is in the hull alone or in the handling, or whether the yacht her- 

 self may not be materially improved by less ballast and more sail. 

 Tliough of less direct interest to Americans, it is important to note 

 that the two new 40-raters, Lais and Vendetta, are far astern of last 

 year's boats, V.aruna, by no means as fast as Queen Mab, beating 

 them regularly. The two Herreshoff fins, Meneen and Modwena, are 

 racing several times a week and with very good luck, though it is 

 quite possible that neither may equal the wonderful record of Wen- 

 onah and Wee Winn last year. 



Navahoe. 



On Wednesday of last week the report of colhsion between Navahoe 

 and a pilot boat in a fog reached New York, and it was confirmed on 

 Thursday by the arrival of Navahoe at Boston in tow of a tug which 

 had picked her up off Minot's Ledge. Meanwhile the pilot boat D. T. 

 Leahy, No. 5, arrived at New York. 



The details of the coUision are known only from the stories of the 

 two parties, that of Dennis Reardon appearing in the Herald of Sun- 

 day, while IMr. Carroll's side is told in a letter also to the Herald, the 

 two statements being as follows; Capt. Reardon says: 



"I want the statements of those on board the Navahoe contradicted. 

 It has been given out by Mr. Carroll that we ran into the Navahoe. 

 That is untrue. The collision was the direct result of faulty seaman- 

 ship on board the Navahoe. Here is the entry we made in our log 

 book one hour after we came together: 



" 'On Monday morning, June 12, at twenty minutes past two o'clock, 

 we were in latitude 40° 39', longitude 60" 18', wind soutli-southwest, 

 steering by the wind, sails good and full on the port track. The sails 

 were single reefed and head of jib, the light sads furled. A thick fog 

 set in a quarter past two o'clock A.M., and at twenty minutes past two 

 o'clock we heard a vessel blowing one blast, bearing west by north. 

 We put the helm hard up and answered \nth two blasts, the boat 

 answering the helm immediately, but the vessel struck us on the port 

 bow three minutes later. When the yacht struck the main sheet was 

 slacked and well off, and Francis S. Gillett, our boat keeper, was in 

 charge of the deck.' 



"All the headstaj'S except the forestay were carried awa3%" con- 

 tinued the captain. "The stem and all the iron work in the stem were 

 also carried away. We \pere then thirty miles east of Nantucket light- 

 liip, or 210 mUes out on the Atlantic Ocean away from Sandy Hook. 



"The shock threw me out of my bunk, and I hurried on decJc in my 

 underclothes. I stepped from my boat on to the deck of the Navahoe, . 

 as a line had been cast and the two vessels were lying side by side. 

 Royal Phelps Carroll came on deck and brusquely asked me how it 

 had happened. I told him I didn't know, as I was below when we 

 came together. He asked for my name and the name of my vessel, 

 which I gave him, but he refused his name and the name of his boat. 



" 'I guess we'd better lay to together,' I said, 'and make an examina- 

 tion, for I think I'm sinking. If you are in trouble why we will be 

 glad to help you.' 



■He looked at me for a minute and then said: 

 ' 'D'ye see yom- boat?' 

 ' 'Yes,' said I. 



■ 'Well, you get on board as quickly as you can, or I'll throw you 

 overboard.' 



" 'That's not right,' I said. 'I wouldn't treat a dog that way.' 



" 'You heard what 1 said. Get on board at once or I'll throw you 

 overboai-d.' I immediately jumped on board my boat and the Nava- 

 hoe separated from us and disappeared in the mist. 



"Never iu the history of pilot boats did one ever desert iu the face 

 of danger or sueak oft' when life was in peril. So we lay to until T 

 o'clock, thinking that they might be worse off than they imagined 

 and might need help. But when daylight appeared they were gone. 



"We started for home and got here last night. I didn't intend to say 

 anything about the actions of Mr. Carroll and his crew, but his con- 

 duct compels me to. 



"Any nautical mau can tell you that there is something wrong on 

 board a vessel that has its ensign flying at 2 o'clock in the morning. 

 Any seagoing man would have his opinion of the management of such 

 a vessel. 



"Here's another thing. Mr. Carroll has stated that when he heard 

 our foghorn he 'starboarded' his wheel in order to give us a wide 

 berth. The idiocy of this thing makes a nautical man laugh. 



"There is no man of common sense who ever followed the sea but 

 knows that a saihng vessel is on the port tack when it blows two 

 blasts with its foghorn. This we did, as the law of the high seas re- 

 quires. 



"Mr. Carroll also is reported to have said that we were running be- 

 fore the wind and our sheets away off'. 



"Wheu we were in collision our sheets were flat by the wind, with 

 tackles on each boom. Nothing had been touched previous to the col- 

 lision since 8 o'clock in the evening before. 



"In his statement he says he 'starboarded' to give us a wide berth. 

 A master of a vessel, a nautical man, knowing his business, would 

 have blown his fog horn three bla,sts, running before the wind as he 

 was doing, If he had wanted to have changed his course he should 

 have 'ported' in place of 'starboarding,' which would have prevented 

 the collision, knowing that we were blowing two blasts, which signi- 

 fied that we were on the port tack by the wind." 



Mr. Carroll writes as follows: 



Navahoe, Ea.st Boston, June 18, 1893. 



To the Editor of the Herald; 



In to-day's issue of the Herald I see a statement made by Pilot 

 Reardon, whose schooner was in collision with Navahoe on Monday 

 morning, June 12, on the southern edge of the Georges, in which he 

 charges me with brutal conduct, and attributes the collision to the un- 

 seamanlike way in wMch the Navahoe was handled. 



When the collision took place I was m my berth and the pilot states 

 that he was in his. Consequently he must depend on his information 

 from the officer of the deck at the time of the accident, as I do. In his 

 case the boatkeeper of the schooner was in charge. My mate John 

 Hansen, was in charge of the yacht. The boatkeeper of the schooner 

 states that he was on the port tack and blew two blasts of the horn 

 My mate reports that he was on the starboard tack, the wmd being 

 forward, the beam and sheets to port; that he blew one blast and was 

 answered by one blast. There were ten men in his watch on deck at 

 the time and they all corroborate the mate's story. From this it will 

 be seen that the ofQcers of the two vessels each teU different stories 

 and I see no reason why the word of my mate is not as good as the 

 word of the boatkeeper m charge of the pilot schooner. How the 

 ipilot boat could have stove in our starboard bow if headed N by W I 

 tailtxj see, as the yacht was headed E.S.E. by the compass course 

 (magnetic), but whose fatilt the coUision was and who is to blame can 

 only be deternuned by the courts. 



Pdot Reardon states m his log that he was thirty-six mUes east of 

 Nantucket Lightship. Our patent log, furnished by Messrs. John 

 Bhss & Co., showed that tlie yacht had gone fifty-eight miles since ten 



. , ...""Was forward the beam, 



and not a sheet had been touched from that time untU the accident 

 occurred 



When I reached the deck after the coUision the two vessels were side 

 [ toy Bide, thumpmg heavUy. A man was running about our deck, teU- 



ing some one to go below and get his watch and imlash the boats. 

 This man, I found afterward, was the pilot. There was no one at the 

 schooner's wheel, and the shock of the two vessels banging together 

 was tremendous. 



My saUing master, Charles Barr, was at the Navahoe's wheel, and I 

 heard him tell the pilot to leave our deck, take charge of his own ves- 

 sel and get some one at her wheel. The pilot said something about 

 having a chance for his life, at which I heard Barr say ff he did not get 

 on board his boat and work her clear of the yacht he would pitch mm 

 on her. The man came to me and told me the name of his boat and 

 himself. I do not recall his asking the yacht's name. 



Personally, I do not pretend to be a professional seaman and I do 

 not propose to enter the lists with the New York pilots. The officers 

 of my yacht I consider to be as good seamen as can be got, but I should 

 Uke to know what can be the opinion among seamen of the captain of 

 a ship who, after a collision, is the first man to board the other vessel, 

 leaving his own with no one at the wheel and making no eft'ort to get 

 her clear from her dangerous position, but who runs about talking 

 about a chance for his Iffe before he has found out whether it was in 

 any danger or not? 



With the wreck aloft I did not know what would f aU nest, and there 

 was danger of the mast coming down every time she bumped, as it 

 was badly sprung. I had no intention of deserting the phot boat, but 

 wished to get my boat clear of the dangerous position and do the 

 talking afterward. 



Whatever may be the shortcomings of yachtsmen they are always 

 most particular in observing the setting and lowering of colors at the 

 proper times, and the good pilot should have thought twice before he 

 Ijranded the yacht's crew as such duffers that they left their ensign 

 flying after sunset, without good cause. The fact of the matter was 

 that the signal halyards got fouled during the afternoon and the 

 ensign could not be lowered at sunset. A topman was sent aloft, but 

 the vessel was so lively in the strong breeze and jump of the sea that 

 I thought it dangerous for him to go out to the end of the long gaff 

 under such conditions. 



I can only say that I feel sm-e that everything was done by the 

 officer in charge of Navahoe to prevent a collision that a good seaman 

 could do. The officers of both vessels tell opposite stones, and I see 

 nothing in the pilot's report to make me doubt the report of my mate, 

 John Hansen. ■ Truly yours, Royal Phelps Cakroll. 



Navahoe went at once to the Atlantic Works, East Boston, where 

 her plating on the starboard bow has been replaced, a new mast made 

 and stepped and also a new topmast, so that she is now about ready 

 to resume her voyage to-day. Mi-s, CarroU has decided to go on the 

 yacht. 



The 21ft. Ti'ophy. 



As the result of considerable work during the winter, the following 

 rules have been drawn up by a joint committee of the Hull, Massa- 

 chusetts and Corinthian clubs, to govern the racing for the new S500 

 inter-club challenge cup, the design for which is already completed: 



This deed of gift made - — 1893 between the Corinthian, HuU and 

 Massachusetts yacht clubs, donors of the inter-club championship 

 cup for 21-footers, of the first part, and John B. Paine, George A. 

 Stewart, Henry Taggai-d, Jacob F. Brown, Harrisson Gray Otis, 

 Arthur Binney, Arthur J. Clark, Stephen P. Perrin and Percy Hodges, 

 trustees, of the second part, witnesseth; 



That the said party of the first part, for and in consideration of the 

 premises and the performance of the conditions and agreements 

 hereinafter set forth by the party of the second part, has granted, 

 bargained, sold, assigned, transferred and set over, and by these 

 presents does grant, bargain, seU, assign, transfer and set over, unto 

 the said party of the second part, its successors and assignees, the 

 said cup, in trust nevertheless lor the uses and purposes hereinafter 

 named. 



And the party of the second part hereby accepts the said cup, sub- 

 ject to said trust, terms and conditions, and hereby agrees to and with 

 the said party of the first part, that it will faithfully see that the con- 

 ditions are fuUy observed and complied with. 



The cup shall be known as the inter-club charhpionshlp cup for 21- 

 footers, and is presented in 1893 by the Corinthian, Hull and Ma.ssa- 

 chusetts yacht clubs, for yachts not over 21ft. load water luie. 



The cup shaU be a perpetual chamiDionship cup, never becoming the 

 property of any club or individual, and is for the promotion of friendly 

 contests and the building of any type of boat 21ft. load waterline or 

 under. The name of the winning yacht and owner of the same, also 

 name of club with date of race, to be inscribed on the cup each year. 



The cup shaU be held in trust by a board of trustees, subject to the 

 rules and regulations which they may adopt. The committee, con- 

 sisting of Messrs. John B. Paine, Geo. A. Stewart and Henry Taggard, 

 representing the Corinthian Y.C.: Jacob F. Brown, Harrison Gray 

 Otis and Arthur Binney, representing the Hull Y. C, and Arthur J. 

 Clark, Stephen P. Pei-rin and Percy Hodges, representing the Massa- 

 chusetts Y. C, shall be the iirst board of trustees. 



Vacancies in the board of trustees shaU be filled by the club in 

 whose representation a vacancy may exist. At aU meetings of the 

 trustees the committee representing each club shall vote as a unit, and 

 no business shaU be transacted unless each of the three clubs is repre- 

 sented. 



The rules and regulations which may exist may be changed at any 

 meeting of the trustees at their discretion, but no change in the rules 

 and conditions shaU be made except by unanimous vote of the 

 trustees. 



The trustees shall di-aft a set of saUing rules and regulations under 



which all races for the cup shall be sailed. 



The races for the cup shaU be open to yachts not over 21ft. load 

 water line, on any regularly organized yacht club; but the trustees 

 shall have the privilege of rejecting any entry at their discretion. 



The race shall take place annually off Nahant, Mass., between the 

 first and eighth days of Sept., inclusive, unless postponed by the judges. 



Each club shall be represented by but one yacht iu the races, and a 

 yacht shall represent but one club. 



The race shall be best two out of three. In case of the winner of 

 each race being a difi'erent yacht, there shall be a saU-off between 

 these three. 



The club whose representative yacht wins, the championship series 

 may hold the cup until the next season's races, upon giving a satisfac- 

 factory bond to the board of trustees. 



The trustees shall appoint annually a board of judges consisting of 

 ttu-ee, one member of each of the aforesaid clubs, who shall have 

 charge of all the races, and all expenses incurred pertaining to the cup 

 and races for the same shall be shared equally by the three clubs. 



The following measurement rule has been drawn up by the com- 

 mittee: The waterline length shall be taken as 21ft., and in no race 

 shall a yacht exceed the waterline length. If, alter a race, -a yacht, 

 on being remeasured, is found to exceed I ft . on the waterhne, she 

 shaU be ruled out of that race and from further participation in the 

 races of that season. 



The cxjnditions are in brief that no yacht is to be allowed 'to enter 

 the races untU her certificate of measurement has been filed with the 

 trustees or judges; the judges reserve the right to remeasure at theu- 

 ple^isure; the courses are to be laid out by the judges, and are not to 

 exceed ten nautical miles; wfhdward and leeward are to alternate with 

 triangular courses; each yacht may carry five men; baUast cannot be 

 shifted during a race. 



Avery important change has been made in the matter of the right of 

 way. The rule made by the committee reads: "When two yachts, 

 both close hauled on the same tack, are convei-ging by I'easou of the 

 leeward yacht hokUng a better wind and neither o.im cl.niin the rights 

 then of a yacht being overtaken, the.vacht to wimhvard shall keep 

 olear." 



Beverly Y. C. First Sweepstakes. 



MONMOUTH BEACH~BII2ZARD's BAY. 



Saturday , - June 17. 

 The 195th race, first sweepstakes, was saUed at Monument Beach on 

 June 17 in a strong northeast blow. Two or three of the new boats, 

 with very long, low overhangs and weighted centerboards, made their 

 flrst appearance. In second class Gymnote spun out a good lead, 

 with Anotiyma second, but both stood too far to windward and had 

 to bear away to get to leeft'ard of Mashnee, this costing Qymnoto the 

 race, while Anouyma went so far inshore that she stuck fast. In 

 third class the Nobska went through the water very fast but did not 

 hold as good a wind as the older boats. The times were: 



SECOND CLASS. 



Length. Elapsed, Corrected. 



Mist, G. H. Lyman .23.10 1 51 08 1 37 35 



Gymnote, W. E. C. Eustis 23.10 1 51 37 1 38 04 



Defiance, H. E. Perry 23.11 1 56 42 I 42 04 



Come On, W. Phinny 23,06 1 58 14 1 44 17 



MoUie, S. P. Hill 23.10 1 59 00 1 45 33 



Agawam. J. G. Young, Jr 23.08 2 01 37 1 47 52 



Anonyma, F. L. Dabney. ...23.08 Ran ashore. 



Ulula, S. E. Winship 23.08 Broke boom. 



THIKD CLASS. 



Nobska, A. A. Beebe 19.09 1 40 07 1 24 45 



Doris, .John Parkinson .19.08 1 41 05 1 25 38 



Puzzle, Wm. Amory 2d 19,09 1 44 19 1 28 54 



Gilt Edge, D. L, WTiittemore 19.07 1 45 41 1 30 7 



Daisy, Howard Stockton 1 8 , 02 Withdrew. 



Dawdle, R. S. Hardy 16.03 Withdrew, 



Dawdle is a fourth class boat, buc having no competitor started 

 with third class. Prizes: Mist and Defiance firsts, Gymnote and Doris 

 seconds, Defiance and Puzzle thirds. Judges, N, H. Emmons, IT, E. 

 Cabot and W. Lloyd Jeffries. 



