Sept. 29, 1894.] 
FOREST AND STREAM. 
279 
Displacement as a Factor of Measurement. 
Editor Forest and Stream: 
The question of measurement is being agitated in consequence 
of a well-grounded dissatisfaction with the present racing 
model, and a belief that there can be built a boat not 
only faster and more able but of a model with merit in regard to 
utility. The engineers of former days decried the idea of ever making; 
an iron-clad fast, dry, and seaworthy. ThuB to-day we are told that a 
fast boat cannot be a comfortable cruiser; or in other words that a 
comfortable craft such as we would desire for a world's cruise and 
whose model would make a profitable merchant craft, cannot be built 
to sail faster than the modern cracks. 
This is untrue, as the thing has been done. There are fishermen of 
Vigilanfs length and less sail area that make 18 knots in a pood breeze 
on the quarter, and are able boats to windward. Vigilanfs best 
record on one leg is 12 knots. There was built for the lake trade in 
1854 the two-masted topsail schooner Clipper City of 100 tons register, 
Loadline 97 33ft. Weight of hull equioped 121.5 tons. 
Rreadth extreme.. 2? 72 ft. 110,000ft. lumber(3-5on deck), . . . .185.0 
Draft 7.5ft. 
Centerboard. .24ft by 9ft. Displacement on 7,5 draft 306.5 tons. 
Her mid-sertion had a nearly flat floor. She could sail without bal- 
last, never rolled over 5 degrees, and never buried her bow or shipped 
solid water when sailing over 16 knots in a heavy sea. The harder it 
blew the faster she sailed, She sailed 25 miles in 80 minutes in a heavy 
lake sea, and a lake sea is as troublesome as that on the ocean. 
This is 16 5 knot speed. She sailed 90 miles from Chicago to Milwau- 
kee in less than 5 hours. This was done with a heavy deck load equal 
to .4 her displacement, instead of carrying her weight in a lead keel as 
the modern cracks do. Yet there is not a yacht in existence that can 
approximate her speed. She would not be over 100ft. sailing length. 
"Why after all our boasted improvements and extra 40 years experi- 
ence do we find boats in which everything is avowedly sacrificed for 
speed full four knots slower corrected time than a 97ft. schooner 
built 40 years ago with a view to utility and profit? It iB as much a 
fact that this schooner, year in and year out, loeged 12 to 16 knots in 
anything like a good breeze, as is the fact that Vigilant cannot be 
driven over 13 knots. Designers are on the wrong tack. "There is 
something rotten in Denmark." 
Despite the heresy of refusing to how down to the pet designers of 
two continents, I claim that the shovel bow is useful only as a length 
cheater. When every pound a boat carries in a race has to be on her 
when measured, as it undoubtedly will in the near future, the shovel 
bow and the round lines that made it will be consigned to the obliv- 
ion from which they should never have emerged. It is possible to 
obtain a fair amount of speed with great resistance and great power, 
as exemplified by Vigilant; but undoubtedly the boat of greatest speed 
is the boat of least resistance, coupled with good driving power. In 
the convex line the angle of the entrance is greatest at the cutwater, 
where it should be least. It is a notorious fact that the latest 
boats with very full shovel bows pile up as great u wall of water on 
their bows as the bluffest old freighting tub. No further evidence is 
needed that their model is slow. "From the law that governs waves 
we may learn two thingB in relation to the shape of vessels. First — In- 
asmuch as the ocean wave only breaks wben the depth below the 
level is less than the height above the level, so the bow of the vessel 
never breaks the surface of the water into foam unless the resistance 
be greater than the atmospheric pressure on the surface. Second- 
That as an abrupt beach causes the whole wave to fall over on the 
share without previous notice, so an abrupt bow, or the round lines 
of flotation, cause the water to be heaped up at the anterior extrem- 
ity; and as the breaker on the surface of the water is an index to the 
fullness in the bottom, so the wave generated at any particular part 
18 an index that the vessel and the water are not adapted one to the 
other." Full round lines give a greater displacement with more lead 
and canvas; but this extra power is not sufficient to counterbalance 
the greater resistance— in fact, power enough to rend the vessel would 
not drive such a model fast. Water can be moved from a vessel's 
path only by an easy motion given by fine lines and the displacement 
arranged longitudinally with regard to tjie resistance to be encoun- 
tered at the desired speed- We may have, and should have, great 
beam and still have a fine entrance. The use of round lines is only a 
futile attempt to reverse the immutable laws of the universe. 
Frictional resistance is in inverse ratio to the speed; for it is so 
much resistance in a given time regardless of the speed, thus having 
less effect per mile as the speed increases. Wave making resistance 
increases as the square, cube, fourth and fifth powers in progression 
as the speed increases. Thus a vessel with a great wave-making ten- 
dency is brought very suddenly to a speed that nothing can increase. 
This is the case most emphatically with the "Gloriana buw." A vessel 
of moderate displacement to dimensions, with fine lines, and especial 
care to the longitudinal distribution of buoyancy, and a like distribu- 
rion of weight of hull to guard against warring elements of strain, will 
have no appreciable wave-making tendency at even what is now 
thought phenomenal speed Her resistance factor would be mainly 
friction, which is a constant quantity; thus she could utilize all obtain- 
able power in overcoming friction, and not be handicapped by raising 
a wall of water against one ton a foot pressure at increasing powers. 
Such a vessel would sail faster in direct ratio to the increase of wind 
propulsory power. There is a limit to speed before the wind because 
the apparent wind is less just the speed of the vessel. With strong 
wave-making vessels have sailed before the wind at two-thirds to 
three-fourths its speed. With a model with friction the main resist- 
ance, nine-tenths the speed of the wind may be attained. On the wind 
the apparent wind increases at greater speed, but the forward expon- 
ent of power is relatively so small that the increase must be great to 
obtain equal speed; but a vessel encountering friction and but slight 
transverse waves can sail faster through the water on than off the 
wind. With the wind abeam she may make a speed quite equal to 
that of the wind, Of course every model creates transverse waves at 
some speed, according to the speed for which the model is adapted. 
What I mean to emphasize is that boats under 100ft. length can be so 
built that transverse waves and increasing powers of resistance will not 
be encountered under 15 knots. In a word, that this speed can be 
reached in moderate weather with a rational sail area; but the model 
must be built for small resistance in transverse wave-making, for when 
this occurs at the cube of speed the driving power is not economical, 
especially with a tax on sail. Also, the maximum speed of a vessel 
is found when the transverse wave resistance is increasing as the 
cube, and any power applied to drive beyond this is wasted. A fine 
vessel of Vigilanfs length can be driven as fast on 8,000ft. canvas. 
Valkyrie is finer, but, all the new boats create transverse waves at 
eight knots speed. 
Furthermore, remember that length is not such an all-powerful ex- 
ponent of speed as has been claimed. It is not necessary to have a 
ship 500ft. long to obtain an economical speed of 20 knots, it may be 
had on half the length, Economical speed is found below the cube 
resistance, and this depends far more on model than on length. A 
larger vessel of the same model will be faster, but because a vessel of 
different build is a few feet longer is no sure indication of her being 
faster. A long, narrow craft is faster reaching than a shorter, 
broader one; not because she is longer on the waterline, but because 
she has greater excess of lateral over longitudinal resistance. Shake 
off the mania of demanding great length for great speed instead of 
working for it in excellence of model, where it alone can be attained ! 
Built properly, the broader boat should have the finer lines; but this 
can never be with round lines. Then she is the fastest on all points 
and in all weathers. In fact, it is possible to obtain the form of least 
resistance and sufficient stability only in a beamy boat, 3.5 beams at 
least. 
There is but one thing to be settled in yacht racing— the fastest 
model of given weight and driving power. The one question which 
the yachting, commercial, and naval world is waiting to have solved 
is the best distribution of a certain weight of displacement to obtain 
the greatest speed. Dimensions have nothing to do with the question; 
it is certainly unfair to race vessels of 100 and 150 tons displacement 
on equal terms as done with the Cup defenders. We hear of a fast 
cruiser of 4,000 tons and 12,000 I.H.P., we hear of another of 7,500 tons 
and 21,000 I. H P. ; they have the same speed, and are we surprised? 
Do we dream for a moment that the larger vessel should have the 
least power, that she should be taxed for the extra 9,000 1.H.P. to 
drive the extra weight. The canvas of a boat should not bi taxed 
except for excels of area in relation to displacement over theratio of 
another boat. This is a tax on light displacement aod the fin-keel; 
both inimical to the • true sailorman's boat." A tax on sail area is a 
tax on power, and as a greater power is needed for a greater weight, 
the displacement is decreased and the depth of lead increased for 
greater ratio of driving power or equal ratio and time allowance. 
Result — fin-keels and extreme cutters of same section. With dis- 
placement out of the question and only sail area on length to regard, 
the smallest displacement on a given length needing the least power 
to attain a certain speed is the fastest under the rule. Under the 
present rule we can hope for nothing in the future but more extreme 
fin keels than yet produced— 46ft. aluminum fin-keels of 20ft. draft 
and only ten tons displacement, until the displacement is barely above 
the weight of hull and the fabric is so weak that all its votaries are 
drowned. Let no one say, "Retain them because they are fast," they 
are faster than others under the discrimination of the present rule, 
but in actual speed in knots per hour they are not faster than boats of 
better type. 
No rule is equitable without displacement as a factor. In all 
mechanics the main question is the load and velocity, the desideratum 
being the greatest load at the same power and velocity, the greatest 
speed with the same power and weight, or the least power with the 
same load and velocity— all tending in the direction of least resistance. 
The fault with previous displacement rules is that the greater dis- 
placement had to give time to the less without regard to the fact that 
a larger weight needs more power for the same speed. This inevitably 
l°adB to the fin-keel as the exponent of least displacement and great- 
est power— for an exaggerated fin can carry more sail than the Vigilant 
type. Sail as the exponent of power should be considered, since the 
converging point of all our efforts is economical speed— the model of 
equal weight that requires the least power for a given speed. 
If one pound pressure exerted upon canvas will propel a certain 
number of pounds weight through the water at a given speed, then 
one pound force exerted upon another vessel should propel an equal 
number of pounds weight at the same speed if the models are equally 
good— and the advantage should be given to the better model as that 
which we wish to adduce. It may be assumed that the wind pressure 
per foot is equal upon two vessels sailing in consort, hence we may 
claim that if two models are equally capable of speed (there being no 
great disparagement in length, though widely differing in breadth, 
draft and section), they should attain the same speed with equal 
ra'ios of sail area to disagreement. If they do not, the vessel requir- 
ing the least, ratio for equal speed (in other words, the vessel in which 
one pound force propels the greatest weight at equal speed) is the 
better model, and should have the benefit of the advantage given 
under the proposed rule. This is the only scientific rule, though some- 
what difficult in operation. As before stated, the load carried, the 
velocity attained, and the power 1o accomplish it are the only things 
that need considering, and they must be considered, or no definite 
settlement of the best model will ever be made. 
Extra S. 
Actual S.A. Allowed SA. taxed. Do. correct. 
Vigilant fabout) 150 t.D.... 11,300ft 11,300 
Colonia " 140 "...,11,000ft. 10,500 500 
Jubilee " 120 "....10,000ft. 9,000 1,000 
Pilgrim " 100 "....10,000ft. 7,500 2,500 1,625 
Beginning with the larger, Vigilant has 75ft. per ton displacement. 
At the same ratio of power to displacement Colonia is allowed 10,500ft, 
Jubilee 9,000ft. and Pilgrim 7,500ft. without time allowance. All over 
these amounts must be paid for. Colonia has 500ft. more than 
allowed and should ^ive an allowance to Vigilant, equal to the extra 
speed that the extra 500ft. should give Colonia. Herein lies the 
difficulty of operation at first, but it is the only fair test of a yacht's 
capabilities and just manner of allowing time. At first the allowance 
must be estimated much as it has been in the past, until a broader 
knowledge is gained of the influence of certain areas of canvas upon 
vessels of varied form. The justice of this classification can be easily 
seen not only by its manifest subservience to nature's law, without 
which no success is assured, but by the light of experience in the com- 
parison of Vigilant and Colonia. Colonia is if anything slightly faster 
off the wind, but slides off frightfully, due to want of keel. With suf- 
ficient draft, or with a centerboard, she would no doubt prove slightly 
faster than Vigilant on a wind. Colonia would allow Vigilant 5 to 15 
seconds, and this should equalize the greater speed due to Colonia's 
finer lines. They are very near alike, and except for Colonia's want 
of keel, of about equal merit in model. Thus experience shows the 
equity of thiR rule. If Jubliee and Pilgrim cannot attain equal speed 
on the same ratio of power they are not as good models, and should 
bear the penalty. This illustrates the working of the proposed rule 
in discouraging the production of "freaks." 
No fear need be entertained of very heavy displacement, for experi- 
ence has shown that such a model has not stability to carry the cau- 
vas to make her fast with her full lines and sections. Furthermore, 
the transverse wave-making tendency is so strong in her that she is 
debarred from making great speed ; and the sail area required for 
equality at low speeds would exceed the area allowed, or be above the 
ratio, and be therefore taxable. The last is true of very small dis- 
placement, that the ratio allowed in comparison with moderate dis- 
placement gives too little area for speed, and the taxable amount is 
too large to be profitable. Thus vessels must be of medium displace- 
ment, which engenders all the good qualities besides speed under a 
fair rule. They must also be of medium dimensions (beam and draft) 
for the boat that carries the largest ratio of sail area to displacement 
must give allowance. There will be a fairly wide margin within which 
designers can work for the "golden mean," without fighting so shy of 
it as of late. Fin-keel construction will be ended in its most exagger- 
ated form at least; because, first, the area she carries by aid other 
deep, loaded fin is unprofitable; second, the amount allowed can b« car- 
ried without or on a small fin; third, as before shown, the small dis- 
placement is likely to Deforced out of competition because of the great 
chance of losing in the first place by time allowance and the second by 
actual time. Under such a rule the type of least resistance (that 
most adapted to moving water from its path with least disturbance in 
consequence of obeying the laws of fluid action) will not only be found 
the fastest in actual speed in knots per hour, but fastest under the 
rule. This, of necessity, must be of moderate dimensions and dis- 
placement, with fine lines to create little but frictional resistance, and 
its greatest merit will be "speed, safety and comfort" in an extra de- 
gree. This is not only the scientifically correct model of greatest 
speed, but the "true sailorman's yacht" of comfort and seaworthi- 
ness—in fact, a type of fast cruiser for racing. Such has been at- 
tained in a form adapted to practical utility, and unfettered brains 
should be able to do it again. If we cannot reproduce or improve the ' 
work of our fathers, the great seafaring race of Anglo-Saxons had 
better forswear the sea in disgrace as the chickens of a mother duck. 
In our mortal wisdom we may never attain the "golden mean" of ab- 
solute greatest speed; but the proposed rule will point in the right 
direction, or at least stop hindering designers from aiming that way. 
Although computing allowance according to ratio of sail area to dis- 
placement, yachts should be classed according to length on the load- 
line. Present knowledge is too limited to estimate tine exact extent 
of influence of extra length on dissimilar models. Therefore, vessels 
of equal displacement and unequal length should not be classed and 
raced toeether, even under a rule with displacement as a factor. No 
rule or time allowance table ever formulated could make a fair race 
between 46 and 87-footers. Time allowance cannot be made exactly 
correct; therefore the limits of clasS9S should be very circumscribed 
to make the error inconsiderable. Outbuilding is baby's play; it does 
not settle the question of better model and should be penalized. 
Take, for example, the 75ft. class. The displacement should be com- 
puted at, the time of measurement by the measurer or sailing com- 
mittee to the actual measured waterline from the design verified as 
having been built from (not a difficult process to a competent hand, 
when the displacement calculations of the designer have only to be 
verified: and when models have to be given, the showing of design 
should not be refused a private committee). This should be compul- 
sory early in the season— subsequent changes in displacement can be 
easily computed between the changed waterlines, though all re- 
modeling should be done before the year's racing begins. If this last 
is enforced, boats will be out earlier with better success. A man, 
except from habit, can just as welj know in September whether he 
wants a new boat next season as he can in December. As most con- 
venient, find the ratio of sail area to displacement in one boat; and 
' from that find the amounts thus allowed to the rest. Allowance will 
then be given to or received from, these according as their areas are 
less or more than an equal ratio. The amount of allowance should be 
what the committee decides such extra areas are worth — no more 
difficult than now. The above, however, presupposes the yachts to be 
of precisely equal length. When not, the excess of length over the 
class length (85ft.), should be doubled, this plus the class length 
•squared minus the class length squared should be deducted from the 
canvas allowed without tax. Each yacht should be referred to the 
class length. Nothing should be allowed for want of length under the 
class length, thereby keeping the ytchts of very nearlv equal lengths. 
An 86ft. boat would pay for excess of length (87 3 — 85 2 =344) 344ft. of 
canvas; L e., the allowed area as computed from the ratio to dis- 
placement would be decreased that amount, and so much added to the 
area liable for time allowance. Doubling the excess takes one foot 
for actual excess in length and one foot for the advantage gained 
under the same power, both expressed in power. This penalty is 
somewhat greater than the advantage obtained by extra length, as it 
should be, and thus curtails outbuilding (simple excess without doub- 
ling makes Vigilant and Satanita equal, about as at present). 
Designers can build a vessel within 6in. of the required length, and 
they should be compelled to do so. The only uncertain quantity is the 
crew's weight, and that can be had by "retaining" them ahead in the 
fall. In our first reference to last year's boats as illustrating the rule, 
they were for a simple explanation incorrectly supposed equal in 
length. When arranged for excesses of length Colonia receives 5l9ft., 
Pilgrim 875ft. and Jubilee 1,056ft., more than stated in the first illustra- 
tion. The area charged Vigilant for length over class length is added 
to her actual area in finding the proportion that the others have with- 
out allowance; their area charged for excess of length is taken from 
this last amount, and allowance apportioned according to this result. 
In the cases of Colonia and Jubilee these areas over first computation 
just equal the previously assumed taxable areas, making Vigilant, 
Colonia and Jubilee on equal terms. Apropos my previous remarks 
on Vigilant and Colonia, Jubilee, despite her ill luck, laid a well 
founded belief that she was equal to the best. Pilgrim's taxable area 
ia reduced to 1,625ft. If she was of equally good model her allowed 
share of canvas in equal ratio to the rest should propel her as fast. 
As before remarked, we must avoid racing yachts of greatly differ- 
ent lengths even if of equal displacement, because we can not make 
fair allowance for length. When classed in equal lengths, the fastest 
model of equal ratio of sail area to displacement will be found the 
fastest of her length when either enlarged or diminished. (Large and 
small yachts can be built on the same model, and the vessel of abso- 
lute greatest, speed is of the same model, whatever the size.) The 
best model for the larger yacht will be thus found in a surer way than 
by racing unequal lengths. — 
This exhaustive exposition of the subject is somewhat lengthy, but 
any treatment of such a subject which does not take in all phases «f 
the question is worthless. This rule is not impractical, and can be 
carried out to the great success its foundation on nature's laws 
insures. Investigator. 
The Straining of Large Yachts. 
The Yachtsman of Sept. 6 publishes the following letter: 
To the Editor of The Yachtsman: 
In your issue of the 9th inst. you refer to an interview said to have 
taken place between a reporter of the Herald and myself with regard 
to the racine between Britannia and Vigilant. 
No such interview has taken place, nor, until I received my copy of 
the Yachtsman, had I seen the supposed result in print. As you fur- 
ther allude to this in your issue of the 16th, permit me to say that I 
have never made any statement to the effect that Valkyrie's hull was 
strained or injured in any way on her passage across. On the con- 
trary, it was in excellent condition, as was Queen Mab's, after her 
much more severe passage. 
That Valkyrie's trim was altered, and that the boat that met V ig 
lant here was not the same that tackled Britannia in England, is, 
presume, ancient historv. 
No doubt Vigilant in England— at any rate during the first races- 
suffered in a similar way ; but she and Navahoe had the great advan- 
tage of numerous trials" before sailing their match races in the Solent, 
an advantage practically denied to or impossible for ah America Cup 
challenger. 
As to Vigilanfs racing in England, I can only say that I am the 
proud possessor of a few dollars and some odd cents, the result of a 
wager made prior to her departure hence, that she would be beaten 
three races out of five in English waters. H. Maitland Kersey. 
The Columbia. 29 Broadway, Aug. 27. 
P. S.~ The average speed for the three Valkyrie— Vigilant races for 
the America's Cup was 8 313 (knots). I make the average for 17 races 
in England 8.317, or, exclusive of the third day's drifting match on the 
Clyde, 8 63 knots. 
At the time when the Boston Herald's alleged interview appeared 
we passed it over without comment, it evidently belonging to a class 
of yachting news which has been even more prevalent than usual this 
summer. Having seen Valkyrie in dock and afloat a great many times 
between the morning of her arrival last year and the day prior to her 
sailing this spring, we know that the statements as to her straining 
are without foundation; and we are equally well aware that Mr, Ker- 
sey, a practical and experienced yachtsman and by training thor- 
oughly familiar with shipbuilding, would be the last man to make 
such a statement. In addition to being quoted in the Yachtsman, the 
"interview" has been republished in a number of American and Eng- 
lish papers, and has unquestionably worked injustice to the large 
racing yachts. The two hard passages of Valkyrie across the Atlan- 
tic, the unusually severe buffeting that Queen Mab went through, 
and the many voyages of Valkyrie I., Deerhound, Castanet, Blue 
Rock and Rritannia to and from the Mediterranean, crossing the Bay 
of Biscay in winter, should settle positively the question of the sea- 
going p?wers of the modern composite-built racing cutter. The 
weakest structurally are Vigilant and some of the new boats of this 
year in the 20-rating classes, of extreme S section and great beam, the 
wide flat floor from the bilge down to the union of the body proper 
with the keel being essentially deficient in strength, and requiring 
such bracing as was put into Vigilant in New Y"rk for the Atlantic 
voyage and removed at Glasgow. Though tending strongly toward 
the fin type, yachts such as Britannia and Valkyrie are still closely 
enough allied to the narrower cutter to retain much of the stiffness 
of side and the box-girder construction, which was an admirable 
feature of the old craft. 
The Rating Rule. 
Editor Forest and Stream: 
The evasion you point out of my proposed alteration to the rating 
rules is so palpable that when it was first suggested I specially 
mentioned that it should be prohibited, and I now beg to point out 
that if you object to the employment of Lloyd's depth in a rating rule, 
the same result can be obtained by the following modification of my 
proposal: Add to the length of hull for rating any excess of extreme 
beam over 2^g times the depth of hull at 34-beam, measured from top 
of deck beam to under side of grown frame at or about end section. 
This would have the same effect as any former proposal and get over 
hollow keels. It encourages a large over water hull, but windage will 
prevent racing owners from going far in that direction. It moreover 
lends itself to the issue of a builder's certificate for yachts coming 
within the terms of the proviso— such yachts thus avoiding special 
measurement as they would have no alteration of rating. 
Thalassa. 
[This later proposal would tend to limit beam and encourage depth 
of body, while being free from the objection which we urged to the 
previous proposal. We have not had the opportunity to apply it to 
known yachts so as to form an idea of its probable action.] 
Miramichi Yacht Club. 
CHATHAM, N. B. 
Tliursday, Sept. 13. 
Thr weather was perfect for the annual triangular race off New- 
castle, a big breeze and sunshine, and the race was one of the prettiest 
ever seen on the river. Three of the four contestants were within 60s. 
of each other from the first mark to the finish line, and considerable 
luffing was done to prevent following boats from getting to wind- 
ward. The wind was across the course, the yachts having close hauls 
and broad reaches on the different legs. The course was twelve 
miles, twice around a six mile triangle. There were four starters; 
Length. Start. Finish. Elapsed. Corrected. 
Oriana, J. L. Stewart.23.09 2 32 45 <t 01 48 1 29 03 1 24 52 
Maude, J. C. Miller. ..23.09 2 31 05 4 02 05 1 31 00 1 26 49 
Learig, A S. Burr. . ..27.00 2 33 00 4 02 30 1 29 30 1 29 80 
Kilbride, C. Sargeant.22. 09 2 31 18 Not timed. 
Oriana won on elapsed time by 27s., on corrected time by 4m. 38s. 
Her record for the season is two firsts and one second for three 
starts. J. L. Stewart. 
Larch mo nt Y. C. 
The match races set for Sept. 19 were postponed to Saturday, but 
owing to the light airs no start was made until 2:20 P. M. Elsiemarie 
and Shamrock were matched together, Viator and Atlantic, and Wasp 
and Queen Mab. The start was timed: 
ElBiemarie ,...2 21 34 Atlantic .....2 25 15 
Shamrock 2 22 50 Wasp.. ......2 30 50 
Viator 2 23 58 Queen Mab 2 31 22 
The wind was very light S E , but soon shifted to S.W. All sailed 
the Stamford course, turning the outer mark as follows: 
Elsiemarie 4 36 15 Atlanttc 4 47 38 
Wasp 4 43 47 Queen Mab 4 48 30 
Shamrock 4 47 10 Victor 4 52 45 
The wind held for a time, but finally dropped; the finish being made 
after the time limit, % hour after sunset, so that the races were de- 
clared off. The times of finish were: 
Wasp 6 40 00 Elsiemarie 6 40 55 
Queen Mab 6 44 00 
YACHT NEWS NOTES. 
On Sept. 15 a meeting of yachtsmen from the vicinity of Hunting- 
ton was held and a club was organized under the name of the Hunt- 
ington Y. C. The club will be incorporated at once with a capital of 
$5,000, and a house will be built. 
Verena, centerboard cutter, went ashore on Manursing Island, Long 
Island Sound, on Sept. 17, and was badly damaged, a hole being stove 
in the bottom. She was lightened of her fittings and furniture and 
towed off. 
Atalanta, sloop, the Cup challenger of 1881, after a varied career, 
during which she has been burned and rebuilt, is now afloat under a 
schooner rig and a new name, Columbia, her new owner being J. J. 
Warde of Chicago. She is now 74ft. over all, 65ft. l.w.l. and 19ft. lin. 
beam. 
Sultana, steam yacht, under charter to J. R. Drexel, has had an un- 
usual run of hard luck. On Sept, 16 she struck a rock off Shelburne, 
N. S.. coming off with no serious damage, but on Sept. 18, while 
bound out of Halifax Harbor, she was in collision with the ocean 
steamer Halifax City, losing some of her head gear. On Sept. 23 she 
steamed into Bar Harbor, towing the schooner Jennie B. Hodgdon of 
Gloucester, the schooner having lost both masts in collission with the 
yacht at 3 A. M. on Sept. 22 in a heavy fog. 
Thetis, sloop, has been hauled out at Lawley's to be lengthened and 
altered to schooner rig. 
Mate Clayton Haff and part of Vigilanfs crew arrived at New 
York on Sept. 22 on the Paris. Captains Haff and Jeffrey will arrive 
this week. 
The Mail and Express of Sept. 22 contains a very interesting article 
on the development and possibilities of the fin-keel, with some in- 
structive diagrams of comparative types. 
