146 
FOREST AND STREAM. 
[Aug. 18, 1&94. 
FIXTURES. 
AUGUST. 
16. Rochester, Ladies 1 Day, Char- 
lotte, Lake Ontario. 
16-17-18. Corinthian, Midsummer 
Series, Marblehead. 
17. Manchester. Ch. Pen., Mass. B. 
18. Fox Lake, Club, Fox Lake, 111. 
18. American, Seaver Cup New- 
buryport. 
18. Beverly, Sweeps, West Fal- 
mouth. 
18. Cape Cod, Club, Orleans. 
18. Indian Harbor, Ladies 1 Day 
Race, L. I. Sound. 
18. Sea. Cor., 21ft., Roosevelt Mem- 
orial Cup, Oyster Bay. 
18. Douglaston, Open, L. I. Sound, 
20. Rhode Island, Open, Narra- 
gansett Bay. 
21. Fall River, Open. 
25. Atlantic City Cor., Open, 
Muckle Cup, Atlantic City. 
25. Quincy, Open, Dorchester Bay 
25. Squantum, Club Squantum, 
35. Indian Harbor, 21ft., Naphtha 
Launches, L. I. Sound. 
25. Cor. Mus. Fleet, Ann., New 
Rochelle. 
25 ST. Y. Bay, Club, N. V. Harbor. 
25. Knickerbocker, Club, L. I. S'd. 
25, Columbia, Open, Chicago, Lake 
Michigan. 
25. Cor. Phila.. Sweeps, Del. River. 
25-26. San Francisco Cor., Cruise, 
California City. 
27. Schoodic. 3d Cup, St. Andrews. 
30. Rochester, Club Sail,Charlotte, 
Lake Ontario. 
A very improbable story comes from the Clyde of a new challenger 
for the America's Cup, designed by Watson and now building by Fife» 
for Mr. James Bell and other Glasgow yachtsmen. Of course there 
is nothing to prevent such a challenge, as the field is now open, but 
Lord Dunraven's intention of challenging as soon as the time arrives 
has been so publicly announced as to make it unlikely that others 
will endeavor to forestall him. 
The Thistle syndicate might well have sent their challenge in the 
fall of 1886, as they desired to do, and thus have forced the New York 
Y. 0. to have made an agreement in October instead of March, had 
they availed themselves of the literal provisions of the second deed of 
gift. To do this they would only havehadto send a challenge naming 
the first day of March or any other date within seven months of the 
sending of the challenge, say in September. It is quite improbable 
that either party would care to sail at such an early date; but a chal- 
lenge in this form would have excluded the technical objection made 
by the club to what was in all respects a bona fide challenge from the 
Royal Clyde Y. C. 
Under the altered terms of the third deed of gift, the earliest date at 
which a race may be sailed is May 1 ; there is nothing to prevent Lord 
Dunraven or any other intending challenger from sending in a chal- 
lenge at once, naming that date, or even a later one up to July 1, 
within the required ten months of the time of challenging, say Sept. 1_ 
It is quite evident that the New York Y. C. will take no action 
whatever toward the recognition of a challenge until it is compelled to 
do so by the compliance of the challenger with every technicality; but 
at the same time it is quite as much, or even more in the interest of 
the club than of the challenger that all arrangements should be made 
at latest by the end of October. The challenger can perfect his plans 
and place his order with the designer, in fact, he is compelled by the 
new deed to do so of necessity; and the construction of the new yacht 
can go on slowly and properly. The defending club, however, after 
receiving a challenge, has a vast amount of work to do in hunting up 
millionaires and working them up to the proper syndicate pitch before 
a line can be drawn or a contract signed. The necessity for as much 
time as possible for the defense is so plain that it is incomprehensible 
why the New York Y. C. has always put off as far as possible the 
actual receipt of the formal challenge which precedes all building of 
Cup defenders. 
In the interests of both parties, it will be well if Lord Dunraven, or 
any other intending challenger for 1895 will send a formal challenge at 
once, naming any date that complies with the ten months clause. If 
this is done, all preliminaries may be speedily arranged, and American 
designers and builders may start work on even terms with those of 
the Clyde. 
The exact position of the two countries in the matter of racing for 
the America's Cup is perfectly clear; both parties want a race next 
year; bdlh would be much better off if challenger and defender were 
limited to about 70ft. l.w.l.; the challenger will demand certain restric. 
tions as to number of crew and measurement of waterlihe to which he 
is justly entitled; and neither side can afford to risk being outbuilt by 
the other. The only serious obstacle to a businesslike and sensible 
agreement on all of these points at an early date is that high regard 
for red tape and technicality which has always been foremost in Cup 
racing. The requirements of match racing are now so thoroughly 
recognized by yachtsmen, that if the clubs are not willing to adapt 
old methods to modern needs the racing of the future in all great 
events will resolve itself into private matches, like those between 
Vigilant and Britannia, made, like any business agreement, by the 
owners; without the intervention of the clubs. 
The present is hardly the time to criticise any class which fosters 
racing, but at the same time it is a recognized fact that the new 21ft. 
class is by no means what it was intended to be. With the experience 
in this class to guide it, however, the Larchmont Y. C. is planning a 
similar experiment in a larger class, and under such additional restric- 
tions as the present case has proved necessary. The idea is to estab- 
lish a class of 30-footers of reasonable cost, accommodation and speed, 
something after the type of Mr. Eaton's Audax, a boat that is being 
generally recognized as the ideal "fast cruiser." To this end a com 
mittee has been appointed, including Messrs. John Hyslop, E. A. 
Willard, J. F. Lovejoy and Harold Sanderson, to formulate the limits 
of the class. The result is likely to be the creation of an excellent 
type of boat, something after the general type of 30-footers built 
about 1889. 
The main object of the club, as we understand it, is simply to bring 
into existence a size and type of yacht which has proved to be gener- 
ally desirable for racing and all-around use, and this without regard 
to the measurement question at large. At the same time there is a 
chance for the committee to go much further, without interfering 
with the special features of the original plan. 
Like the 70-footer and the 40-footer, the 30ft. is one of the standard 
sizes in American yachting; and whatever may be done in the future 
in the way of classification must be based on these classes or their 
equivalents rather than on any other classes. It is more than likely 
that the next change in the rules, whenever it may be made, will be 
the adoption of a classification by sailing length; and in view of this, 
the most desirable limit of measurement and classification for the 
new class would seem to be that now in use by the Larchmont Y. C, 
of 36ft. sailing length. This limit of size, with some premium on 
displacement and such restrictions as may encourage a strong and 
reasonably inexpensive construction, will make a class that not only 
will fill the end immediately in view, but will serve as a starting point 
for such a material revision of the general rules governing all classes 
as has been neeeed for a long time. 
Experience has proved that almost any class may be made to go Tor 
a season if properly boomed as a novelty; but the after result when 
the boom collapses, as in the 46ft. class and the Boston 21-footers, can 
only be detrimental. What is most needed is the permanent recogni- 
t ion of a few good classes, with regular racing and some new boats 
each year. Of course the advance in construction and the rapid 
course of out-building are against this, but the only hope of a healthy 
wth and progress in yacht racing lies in the establishment of such 
classes by the clubs, and their recognition and support by yacht 
owners. Such freak classes as the 21-footers of 1891 and Larchmont 
in 1894, however good in themselves, give no permanent strength to 
the sport. 
When the victorious Vigilant crossed the line at the finish of Mon- 
day's race the band of the Royal Yacht Squadron played a tune. 
What was it? Nobody knows. Some people say it was "America," 
others contended it was ''God Save the Queen," We would suggest 
to the Royal Yacht Squadron always to play that tune over twice, so 
that everybody can notice the difference between the two national 
anthems. Following the example of the far-famed artist who painted 
the sign of the bird that saved Rome and wrote under it: "This is a 
goose," the buglers might post up the notice, "This is 'America,' " or 
'This is 'God Save the Queen.' "—New York Sun. 
The Sun might well have gone further and suggested the playing of 
the air for a third time in honor of Emperor Wilha n, who, we believe, 
has really the sole right to it. It is a pity that i great nation like 
America is content to claim for its national air a bit of doggerel that 
was stolen by England from Germany, and that has lost all its orig- 
inal force and rhythm in the processes of translation and re-adapta- 
tion. After worrying along more or less successfully for over a 
century, it is almost time that this country could boast of a national 
air that was not only worthy in words and music, but of thoroughly 
American origin. 
Oue attention has been called to a statement in an exchange in 
which a proposal to refer a dispute between two rival yacht clubs to 
the Forest and Stream for decision was declined by one club on the 
alleged ground that the other club was "financially and otherwise" 
interested in the Forest and Stream; and that it consequently could 
not expect a fair decision. We would say, for the benefit of the club 
in question, that the statement is entirely false; this paper has no 
connection with any yacht club, and is in a position to give a fair and 
unbiased decision whenever it seems desirable to act in such a 
capacity. ' 
The present position of the millionaire in yachting is an anomalous 
and by no means a happy one. That he is a necessity is most evident 
when one considers the cost of Vigilant and the probable cost of a 
new boat to beat her; but at the same time the reception which meets 
him at the hands of the press, as well as of the fine old conservative 
club member, is by no means such as to encourage wealthy men to 
take up this method of spending money as far pleasanter than any 
other. His course in purchasing Vigilant and racing her in the way 
such a boat must be raced to win, has brought on Mr. George Gould 
in six months even more concentrated abuse from Americans than 
his estimable father received in the same number of years; arid on 
the other side of the water one of the three men who in all England 
has the spirit to spend his money in the encouragement of yacht 
racing in the largest class has just been blackballed by that august 
and exclusive body, the Royal Yacht Squadron. It is hard to con- 
ceive of anything more foolish and suicidal than such actions at a 
time when, more than ever before, yacht racing is dependent on 
the support of very wealthy men. 
After all the brave display of racing yachts, warships and royalty 
at Co wes last week, the fact cannot be disguised that as a racing meet- 
ing the whole affair has^baen a fiasco, save in the smaller classes; and 
the reasons therefor are not hard to find. In the first place, the 
main interest centers in two or three yachts of a size and cost which 
exclude some of the boldest sailing men and limit the sport to a few 
prinees or syndicates; and in the second place, the racing itself is 
hampered by absurd and obsolete restrictions which prevent the entry 
of some of the fastest yachts and not infrequently give the prize to a 
very slow boat. The first-class racing fleet of the present year in- 
cludes just five yachts, Navahoe, sailing alone in American waters; 
Valkyrie, sunk and dismantled ; Satanita, disabled for a time and now 
probably withdrawn; and finally the two still racing, Vigilant and 
Britannia. While there is no lack of excitement and interest in the 
meetings of the last pair, the racing of just two boats on the part of 
the two great yachting nations can hardly be regarded as making a 
satisfactory yachting season. 
The first step in our opinion toward more and better racing on both 
sides is the establishment by the two nations in common of a class, 
not only of smaller yachts than Britannia and Vigilant, but unlike the 
present large class, with s, maximum limit, that will, for instance, 
produce such craft as Titania, Katrina and the first Valkyrie and will 
bring into the racing ranks once more the keen sailormen who are 
deterred by the cost of a Tobin bronze 90-footer, as the next yacht, 
when she is built, is likely to be under present conditions. Experience 
in many smaller classes has shown the desirability of building to one 
common limit in even the largest classes and avoiding the constant 
struggle to get the largest boats; and in the important matter of in- 
ternational racing it will be to the equal advantage of both parties if 
some limit, whether 90ft. , 87ft. or but 70, with the equivalent rating, be 
permanently adopted. 
As to prizes, while there are no means of preventing the offering of 
prizes with strings attached, or under absurd limitations; the clubs 
can do much to discourage the practice, and to establish still more 
firmly the principle of free entry and perfectly fair conditions for all 
yachts. 
At the present time, so far from the yacht clubs of America and 
England encouraging and developing yachting and yacht racing, the 
natural course of racing has far outrun the lax and half-hearted 
efforts of most clubs; and there is a pressing need for a general awak- 
ening. The individual racing owner, the designer, the builder and the 
sailmaker are to-day far ahead of the august bodies which make the 
rules for yacht racing; and all are practically at a standstill, awaiting 
the pleasure of the latter. 
Winthrop Y. C. Commodore's Cup. 
WINTHROP— BOSTON HARBOR. 
Saturday, Aug. I+. 
The first of a series of races for the trophy costing $200, offered 
for yachts of 25 to 28ft. l.w.l., as the result of a dispute over a 
previous race, was sailed on Aug. 4 off Winthrop in a light westerly 
wind, the times being: 
FOR THE COMMODORE'S CUP. 
Length Elapsed. Corrected. 
Beatrice, J. Cavanagh 26.08 1 52 23 1 21 38 
Harbinger, W. Daly, Jr. 27.09 1 51 33 1 22 17 
Romance, L. Sears 25.00 1 59 23 1 27 19 
Climax, M. F. Kelley 26.01 2 02 34 1 31 49 
Amorita, W. F. Bache 25.01 2 05 51 1 38 47 
Whisper, W. H. Stimpson 28.06 2 04 57 1 36 23 
Stanley, W. L. Colson 26.00 2 10 04 1 39 04 
Mattie, W. N. Gerratt 25.09 2 20 44 1 49 28 
SECOND CLASS. 
Eureka, E. B. Rogers 1 36 23 
Little Rogue, G. W. Spencer 24.09 1 40 43 1 16 27 
Wivern, G. G. Leighton 22.01 1 46 17 1 19 38 
THIRD CLASS 
Myth, E. A. Cook 24.03 1 41 41 1 17 00 J 
Harriet, L. T. Harrington 22.09 1 46 04 1 20 25 
Marion, A. W. Chesterton 22.00 1 47 46 1 21 18 
Fancy, G. C. Cade 22.03 Withdrawn. 
FOURTH CLASS. 
Cadet, C. L. Smith , ,19.00 1 10 55 0 50 57 
Magnet. L. Gillies Withdrawn. 
The judges were Com. A. W. Torrey, J. S. Cushing, H P. Morrissy 
and A. T. Bliss. 
Beatrice wins a leg for the cup. Harbinger, Romance and Climax 
win cash prizes Eureka wins subject to a protest. Myth and Cadet 
win legs in the club championship and cash prize, and the Little Rogue 
and Harriet each win cash prizes. 
NEW YORK Y. C. ANNUAL CRUISE, 1 894. 
After much argument and discussion and not a little feeling be- 
tween the" adherents of Glen Cove and New London, the rival points of 
rende; vous for the squadron of the New York Y C on the occasion of 
the annual cruise, the matter seems to have quietly settled itself in 
favor of the nearer port, which has now been chosen for four succes- 
sive years. In theory the extreme westerly end of Long Island Sound 
is a poor place for the races of a large fleet, and the intermediate 
ports, between Glen Cove and New London are inconveniently located 
and offer but poor harbors; however, the fleet manages to make its 
way with more or less speed as far as the latter port, in fact the 
squadron runs west of New London each year have been no worse 
drifts than the ensuing run, from New London to Newport, though a 
part of the Sound that is likely to be utterly dead so far as sailing is 
concerned in August. 
The programme this year was much as usual, a rendezvous at Glen 
Cove, Hempstead Bay, on Monday morning, Aue. 6, sailing a special 
race for the semi-centennial cups offered by the club in commemora- 
tion of its fiftieth birthday; Tuesday, first squadron run, Glen Cove 
to Morris Cove (New Haven) ; Wednesday, second squadron run, Mor- 
ris Cove to New London; Thursday, third squadron run, New London 
to Newport; Friday, Aug. 10, Goelet cups, off Newport; Saturday, 
fourth squadron run, Newport to Vineyard Haven, lying over Sunday 
at the latter port. Two more squadron runs, to New Bedford on Mon- 
day and Newport on Tuesday', were to end the cruise. 
In the absence of Com. Morgan and the flagship May, Vice-Corn. E. 
M. Brown took command of the squadron, in the steam yacht Sheer- 
water, with him being Fleet Capt. Robinson and the regatta committee, 
Messrs. S. Nicholson Kane, Chester Griswold and Irving Grinnell. 
The usual large fleet was at anchor off Glen Cove on Monday morn- 
ing, though most of the yachts had reached there with difficulty after 
the calm weather of Saturday. The course for the special race was 
from off Matinnicock 1 oint, around a mark off Lloyd's Neck and a 
second mark off Green's Ledge, Norwalk Islands, and home. All 
through tne morning there was a flat calm, the fleet lying idle, and it 
was not until 4 P. M. that a light south wind sprang up, increasing so 
that at 4:25 the single-stick division started, with the schooners at 4:30. 
The race was finished about 9 P. M., and, being sailed partly in the 
dark, was uninteresting, "even to those on the yachts. As for the 
members and guests on the club steamer, for whose special benefit the 
races off Glen Cove are arranged, they fared almost as badly as last 
year; then they were kept well inside the harbor out of view of the 
line until the yachts had started in a slashing race, and after the finish, 
which they managed to see, the steamer was held for a couple of 
hours at Glen Cove, reaching New York late at night. This time she 
started for the city immediately after the start, getting her passengers 
home in time for dinner, for which they were duly thankful, but the 
whole day was wasted in gazing at the natural beauties of Glen Cove. 
The only important thing about the race is the official table of times, 
as follows: 
schooners— class 3. 
Start. 
Finish. 
Elapsed 
4 22 5u 
Corrected. 
8 56 15 
4 22 50 
8 52 29 
4 20 24 
4 18 40 
class 5. 
4 32 02 
b 43 43 
4 11 41 
4 11 41 
4 34 J5 
a 59 53 
4 25 38 
4 25 38 
4 34 44 
9 i)8 40 
5 U3 67 
4 58 08 
CLASS 5 
4 33 39 
9 47 22 
5 13 43 
5 13 43 
10 25 20 
5 52 02 
5 45 26 
10 30 42 
5 58 22 
5 46 47 
La AND SLOOPS— CLASSES 4 AND 5. 
4 25 30 
8 50 14 
4 24 44 
4 24 44 
4 27 21 
10 12 04 
5 44 43 
6 37 46 
CLASS 6. 
4 25 52 
8 42 08 
4 16 16 
4 16 16 
4 26 24 
9 03 25 
4 37 01 
•i 36 55 
.4 25 23 
8 53 09 
4 27 46 
4 27 00 
4 27 10 
9 21 03 
4 53 53 
4 48 58 
CLASS 7. 
4 26 40 
9 15 06 
4 48 26 
4 48 26 
4 27 10 
Not timed. 
4 27 30 
9 32 47 
5 05 17 
5 02 36 
.4 26 49 
Not timed. 
The winners ars: Class 3, schooners. Emerald; Class 4, Ariel; Class 
Elsemarie; Cuttrrs, Class 4, Queen Mab; Ola s 6, Wasp first; Gloriana 
second; Class 7, Gossoon first; Minerva second. 
First Squadron Run. 
GLEN OOVE TO MORRIS COVE. 
Tuesday, Aug. 7. 
Tuesday morning was no better than Monday, so far as real racing 
was concerned, but the starting signal was given at 10:35, the yachts 
getting over the line as best they could, and later catching a light 
southwest air whicn carried them along at a 5-knot gait, bringing 
them into Morris Cove in good time for dinner. As usual in the 
Sound in light weather, the fleet was so broken up that there was no 
close racing on the run. The official times were: 
SCHOONERS — CLASS 3. 
Start. Finish.- Elapsed. Corrected. 
Merlin 10 45 00 5 49 15 7 04 15 7 04 15 
Emerald .10 45 00 6 07 09 7 22 09 7 19 41 
Atlantic 10 45 00 6 17 05 7 32 05 7 27 27 
CLASS 4. 
Ariel 10 45 00 5 49 51 7 04 51 7 04 51 
Marguerite 10 45 00 5 57 08 7 12 OS 7 12 08 
Dagmar 10 45 00 6 20 13 7 35 13 7 28 51 
Shamrock 10 45 05 6 11 30 7 26 30 7 18 14 
class 5. 
Elsemarie 10 45 00 5 47 42 7 02 42 7 02 42 
Viator 10 45 00 6 25 40 7 40 40 7 31 35 
Loyal 10 45 00 6 20 32 7 35 32 7 26 00 
Triton 10 45 00 6 50 43 8 05 43 7 55 29 
Gevalia 10 45 00 6 29 23 7 44 23 7 38 58 
Neaera 10 45 00 6 17 52 7 32 52 7 15 23 
CUTTERS AND SLOOPS - 0LA.SS 4. 
Queen Mab 10 40 00 6 16 22 - 7 36 22 7*36 22 
Wizard 10 87 57 6 36 48 7 58 57 
class 5 
Eclipse 10 40 00 6 25 00 7 45 00 7 45 00 
Eleanor 10 40 00 6 38 55 7 58 55 
class 6. 
Wasp... 10 38 58 5 57 52 7 18 54 7 18 54 
Ilderim 10 41 00 6 02 13 7 22 13 7 22 05 
Gloriana 10 40 00 6 01 53 7 21 58 7 20 47 
Jessica 10 40 00 6 40 50 8 00 50 7 53 51 
class 7. 
Gossoon 10 39 16 6 14 28 7 35 12 7 35 12 
Awa 10 40 00 6 35 09 5 55 09 7 53 27 
Minerva 10 40 00 6 25 01 7 45 01 7 41 12 
CLASS 8 — MIXED. 
Navahoe 10 40 00 5 54 23 7 14 23 
Oriole 10 40 00 6 45 15 8 05 15 
Katrina 10 40 00 6 29 54 7 49 54 
The winners were: Schooners- Class 3, Merlin; class 4, Ariel, Mar- 
guerite second; class 5, Elsiemarie, Neaera second. Cutters— Class 4, 
Queen Mab; class 5, Eclipse; class 6, Wasp, Gloriana second; class 7, 
Gossoon; class 8, Navahoe. 
Through an error of an hour in the first reports, the old sloop 
Wizard was credited with a victory over Queen Mab, but the Watson 
center board cutter actually beat her very badly; Wizard not being 
measured, so that the corrected time is not known. 
Second Squadron Run. 
MORRIS COVE TO NEW LONDON. 
Wednesday, Aug. 8. 
The second run started well, with a fresh S. W. wind, but before long 
it had fallen, resulting in another dull and slow race, with little sharp 
or conclusive work; tbe times being: 
THIRD CLASS— SCHOONERS. 
Start. Finish. Elapsed. 
Merlin 8 47 18 3 08 04 6 20 46 
Emerald 8 47 46 2 56 53 6 09 07 
FOURTH CLASS — SCHOONERS. 
Ariel 8 46 58 2 55 20 6 08 22 
Marguerite 8 47 50 3 01 39 6 13 49 
Dagmar 8 50 00 3 14 41 6 24 41 
Shamrock 8 48 06 3 09 25 . 6 21 19 
FIFTH CLASS— SCHOONERS. 
Elsemarie 8 46 31 3 09 15 6 22 44 
Viator 8 49 06 3 86 33 6 47 27 
Loyal 8 46 39 3 28 36 6 41 57 
Triton 8 48 42 3 43 08 6 54 26 
Gevalia 8 50 00 3 32 10 6 42 10 
Neaera 8 50 00 3 46 30 6 56 30 
FOURTH CLASS— CUTTERS AND SLOOPS. " 
Queen Mab 8 40 42 3 16 47 6 36 05 
Wizard 8 40 «2 4 09 44 7 28 52 
FOURTH CLASS. 
Eclipse 8 41 13 3 48 55 7 07 42 
Eleanor 8 43 22 4 06 12 7 22 50 
Corrected. 
6 20 46 
6 06 27 
6 08 22 
6 13 49 
6 17 48 
6 12 23 
6 22 44 
6 37 38 
6 31 48 
6 48 82 
6 27 39 
6 38 41 
6 36 05 
7 07 42 
