lie 
FOREST AND STREAM. 
fAuG. 8, 1896. 
15. Squantum, Burkhardt cup, Squantuin, Mass. 
8 15. American, special, Milton Point, L. I. Sound. 
16. Roy. St. Lawrence, cruise, Montreal, St. Lawrence River. 
8 15. Stamford, Hoyt cups, Stamford, L. L Sound. 
15. Cor. Atlantic City, ocean race, cathoats, Atlantic City. 
15. Chicago, race and run, Menominee, Chicago, liake Michigan. 
5. Eastern, Vineyard Haven to Marblehead. 
7-28. Hempstead, An. cruise. 
M 17-18, American, open, Newburyport. 
18 . Cor. Atlantic City, mosquito class, Atlantic City, 
18, Roy. St, Lawrence, Hamilton trophy, Montreal, St. Lawrence 
River. 
18. Winthrop, evening race, Great Head, Boston Harbor. 
18. Eastern, 30ft. regular and special knockabout, Marblehead. 
19- Eastern, 30£t. regular and special, Marblehead. 
M 20. American, open, Portsmouth, N. H. 
21. Kennebuckport, open, Kennebuckport, Me,] 
M 21-28. Wellfleet, open. Wellfleet. 
22 Beverly, 4th cham , Buzzard''s Bay. 
M 33. Revere, open. Revere, Lynn Bay. 
23. Roy. St. Lawrence, Hamilton trophy. Montreal, St. Lawrence 
River. 
S 23. Horseshoe Harbor, An., Larchmont, L. 1. Sound. 
S 32. Riverside, special. Riverside, L I. Sound. 
25. Hull, open, Hull, Boston Harbor. 
84-26. International races, Toledo, Lake Erie. 
M 25. Duxbury, Plymouth Harbor. 
M 26. Plymouth, inside race, Plymouth Harbor. 
M 27. Kingston, open, Plymouth Harbor. 
27. Rochester, club, Lake Ontario. 
29. Winthrop, club. Great Head, Boston Harbor. 
29. Hull, cluo, Hull, Boston Harbor. 
M 29. Cape Cod, open, Provincetown. 
S 29. Huguenot, open, New Rochelle, L. I. Sound. 
S 29. Huntington, open, Huntington, L. I. Sound. 
S 39. Seawanhaka, special, Oyster Bay, L. I. Bound. 
SEFTICHBEIB. 
8. Cor. Atlantic City, njosquito class, Atlantic City. 
S 5. Stamford, An , Stamford, L. L Sound. 
5. Larchmont, special. Larchmont, L. I. Sound. 
M 5. South Boston, open, City Point, Boston Harbor. 
5. Beverly, 4th open sweeps, Buzzard's Bay. 
6. Winthrop, sail. Great Head, Boston Harbor. 
7. New York Y. R. A., An , New York Bay. 
7. Beverly, open. Buzzard's Bay. 
'7. Larchmont, fall regatta, Larchmont, L. L Sound. 
M 7. Lynn, open, Lynn, Boston Harbor. 
M 7. Old Colony, open, Nahant. 
S 7. Norwalk, open, Norwalk, L. L Sound. 
7. Hempstead, open. 
7. Toledo, open, Toledo, Lake Erie. 
10-13. Cleveland, open regattas. Cleveland, Lake Erie. 
12. Beverly, 5th cham , Buzzard's Bay. 
13. Hull, dub, Hull, Boston Harbor. 
8 13. Indian Harbor, special, Greenwich, L I. Sound. 
12. Larchmont, special. Larchmont, L, I. Sound. 
S 12. Sea ClifiE, special. Sea Cliff, L I. Sound. 
12. Squantum, Burkhardt cup, Squantum, Mass. 
12. Chicago, open, Chicago, Lake Michigan. 
16. Atlantic City, mosquito class, Atlantic City. 
18. Hempstead, closing day. 
19. Eastern, knockabout class, Marblehead. 
S 19. American, fall regatta, Milton Point, L. I. Sound. 
26. Hull, club, Hull, Boston Harbor. 
S 26. Riverside, special, Riverside, L I. Sound. 
26. Squantum, Burkhardt cup, Squantum, Mass. 
OCTOBBB. 
3. Cor. Atlantic City, mosquito class, Atlantic City. 
Thk malicious attack of the Boston Herald upon the 15ft. class this 
week takes the form of a statement which is absolutely untrue and 
devoid of all foundation, as follows: 
"Already there is a muddle in the matter of an international chal- 
lenge cup for i^-raters, for at the present time there are two cups up 
for international competition, and the question now to be decided Is: 
•Which is the preferred cup? ' Is it the one raced for at Oyster Bay or 
the one sailed for at Ogdenaburgh. where Paul Butler beat aU comers, 
even three boats from Montreal, the Sothis being sailed by Duggan, 
•who won with the Glencairn? 
"This small boat racing for 'international challenge cups' is liable 
to turn out seriously funny. True, such boats should be raced on 
ponds or bathing tanks, but that is no reason why any and every club 
may not put up 'a challenge cup,' to be raced for internationally. The 
question as to which is the proper cup to-day %vill have to be settled 
some time, and even n hile ihis matter is in doubt rumor comes from 
the Boston Athletic Club that a cup is to be offered for the little ones 
to race for upon our own frog pond." 
No such dispute as this has arisen, nor is it possible, as the an- 
nouncement has been repeatedly made that the cup given by the 
Ogdensburgh Y. C. was to be the absolute property of the winner of 
the one race scheduled for it. It was offered to all comers, the Cana- 
dian as well as American yachtsmen, and though in this way an in- 
ternational cup, no attempt whatever has been made by the donors 
to exploit it as a rival to the Seawanhaka cup. A long familiarity 
with the methods of the Boston Herald has led us to be prepared for 
almost anything, but in spite, malice and misstatement its attacks on 
the 15ft. class have been a surprise to us. To cap the climax, the 
Herald has now set to work to Induce one of the older, but inactive, 
of the Eastern clubs to come forward and offer an international chal- 
lenge cup for the extinct 21ft. class of 1891, of which Alpha was the 
most conspicuous success. 
American and British Steam yachts. 
Bath, Me., July 2i.— Editor Forest and Stream; The correspond- 
ence published in your issue of July 11 concerning the Payne bill is 
certainly interesting, but some of the sweeping atatetueuts made are 
decidedly erroneous; therefore I embrace this opportunity of writing 
still another letter on the subject. In the letter of Wm. B. Collier, Jr., 
pubUahed in your issue of July 11, he states that the clause from the 
Republican platform, "Product of American labor employed in Amer- 
ican shipyards," should read, "Product of foreign labor employed in 
American shipyards." This, I suppose, is sarcastic wit. It is true 
that a large number of foreigners are employed in our shipyards, but 
I guarantee that the majority of mechanics employed in our iron ship- 
yards to-day are American born, and moreover the percentage of 
American as compared with foreign mechanics Is steadily increas- 
ing. 
There is one shipbuilding firm in this country that can claim to be 
thoroughly American, and that is the Bath Iron Works, of Bath, Me. 
This company is officered by Americans, the foremen and drafts- 
men are all American citizens, also at least 75 per cent, of the me- 
chanics. About six years ago there were but few American citizens 
employed in this shipyard, but owing to the favorable attitude of the 
Bath Iron Works f fflcials toward American labor the number has 
rapidly increased, with the result that the steam yachts recently oon- 
Btruoted at these works were plated by Bath-born mechanics. 
You state in your reply to Mr. Joy's letter that when a builder re- 
ceives a contract for a vessel he "ignores the designer entirely and 
starts on a mode of procedure that is nothing short of a disgrace to 
the name of American shipbuilding," and you furthermore sta^e th^t 
"if the commercial man wants to convert a small margin between 
profit and loss into a balance on the right side, he must look to the 
expert designer and not to a mere builder." Now this is a good ad- 
vertisement for the professional designer; but what about the naval 
architect and shipyard superintendent connected with the flrmf You 
certainly cannot mean to say that he has not the ability to design even 
a successful steamer? A shipbuilding firm have connected with them 
generally a first-class naval architect who acts as superintendent. 
Under him there is usually an efficient force of draftsmen. The 
superintendent and the chief draftsman (who is often himself an 
able naval architect) make the preliminary calculations and drawings, 
and these are placed in the hands of experienced draftsmen, who 
•work out the complete design under the supervision of their superior 
officers. This certainly seems to me to be a proper mode of procedure. 
Because a prominent sbipbuildinR firm on the Delaware have built a 
"modern steam yacht" from plans about fifteen years old, and also 
used their patterns of an old compound engine which has long since 
gone out of date, it does not follow that this is the usual custom. 
No. I am glad to say that this is an exception and not the rule. 
The reason that many of our vessels when built do not prove as 
successful as anticipated is because the naval architect seldom has 
the opportunity to use his own judgment as he would like. He has 
to cater continually to the owner, and there are but few owners in 
our country to-day but what think they know much about a ship and 
could almost design it themselves, The result is the designer is handi- 
capped continually, and the vessel when built is usually far from 
being the boat he would have liked to have produced. Mr, Geo. L. 
Watson, of Glasgow, has much more scope to work in than has the 
designer in our own country, and he has an advantage that but few 
people understand and appreciate when be designs and has con- 
structed in Scotland steam yachts for American gentlemen. Mr. Wat- 
son designs the boats himself, and not being bothered day by day 
with the owner's whims and peculiar fancies he ought certainly to 
turn out rapidly a very shipshape vessel. Whether he does this or 
no I do not care to say, but it is a well-known fact that but few of our 
yachtsmen who go abroad for their yachts know what they are get- 
ting until the boats are completed, and then they are not always sat- 
isfied with the result. 
Some of our yachtsmen who have gone abroad for the construction 
of their yachts have stated that they wanted them as quickly as pos- 
sible, and therefore they found it necessary to place the contract for 
its construction with British firms. This certainly does not excuse 
them for their lack of patriotism. We can build here in this country 
any type of pleasure craft as rapidly as can any British firm, and 
what is more, our workmanship will he superior. The Bath Iron 
Works, although severely handicapped by fire, which almost de- 
stroyed their shipbuilding plant, built Eleanor, the largest American 
yacht afloat, in just one year. Peregrine was also constructed by the 
same firm in about six and a half months, and Illawarra in five and a 
half months, while Josephine, recently built at Lewis Nixon's yard at 
Elizabetbport, was completed in about nine months. 
And now just a word as regards workmanship. It is surprising to 
see what a large number of different standards for good workman- 
ship are placed by so-called experts. The old Semiramis and Mar- 
garita (now Narada), Sylvia, Hermione, Columbia, Thespla, etc., have 
been described as showing excellent workmanship, and yet it takes a 
millionaire's resources to keep some of these boats in anything like 
good order. 
There is one great fault to-day in steam yacht construction, and 
that is, the boats are built so light that they are soon shaken to 
pieces. It is not surprising that some firms cannot build steam yachts 
as cheap as other firms can, when we consider the great difference in 
the standard of construction. 
Eleanor circumnavigated the globe with hardly %\ spent in re- 
pairs. Does not this prove that the workmanship of her hull and fit- 
tings throughout must have been excellent? Compare the scantlings 
and the strength and durability of Peregrine and lllawarra's steel hull 
fittings and wood hull, etc., with those of any British or other Amer- 
ican steam yacht of their size and class, and you will find a great 
difference. One is built for seaworthiness, service and durability, as 
well as beauty and gracefulness, but in the other the former qualities 
seem to be generally ignored, and reduction in weight substituted. 
Detroit, Mich., July 20. — Editor Forest and Stream: I have read 
with interest your comments on my letter. I cannot agree with you, 
however, that American shipyards are entirely to blame for turning 
out some poor craft. I think it Is rather the owner who orders a 
yacht direct from a shipyard instead of from a designer who makes a 
study of yacht designs. 
If a man of sense were going to build a house be would not go to a 
builder and order him to construct a house. He would first go to an 
architect and tell him what he wanted, and then get plans and speci- 
fications and bids on those plans. That is what a man of common 
sense would do, but a man who just wanted a house and did not care 
how it looked would rather go to a builder, who would sling him up 
something which would keep the cold and rain out, but which might 
not be pleasing to the eye. I think that is what some of our yacht 
owners have done, judging by the appearance of some of our yachts, 
but is that a reason for condemning all the yacht work turned out on 
this side of the water? 
You say that you would Uke to see the "art of naval design in 
America placed where it was fifty years ago, ahead of the world," 
and pray let me ask what placed it there. Was it not the system of 
protection by discriminating duties that encouraged American ship 
owners to build their ships at home? The famous American-built 
clippers would never have been heard of if Americans had permitted 
England to build their ships. One of the first acts of the first Con- 
gress of the United States was to grant American ships the benefit 
of discriminating duties and forbid foreign-built ships American 
registry. Since this system of protection has been denied American 
ships, our merchant marine has declined untU at the present day our 
commerce Is carried in vessels fiylng English colors, and how have 
our designers been benefited? Has such a system raised American 
naval designs to the highest point of perfection? I fear that our 
designs have degenerated simply because we are out of practice, and 
yet you say that the same course will raise American yacht designs 
above those of the whole world. 
I do not believe that a government "for thepeople" has the right to 
grant any privileges to any particular class of men, and much less to 
tiiose unpatriotic enough to build their yachts abroad, and I think 
that the American people in general think as I do. 
If those who want yachts persist in going direct to the shipbuilder 
whose business is to construct merchant vessels, they will undoubted- 
ly receive just such craft as you refer to. If they are willing to pay 
for a good design they can obtain it either on this side of the water or 
the other, but let the yacht be built at home and the money spent in 
this country, Richabd P. Joy. 
Our first correspondent, W. A, F., as in his previous letters, deals 
with but one of many American shipyards, and that one situated at a 
considerable distance from the heart of the shipbuilding industry, 
and possibly governed by different conditions. Without disputing bis 
statements as to the proportion of native-born mechanics there, we can 
only say that this is not the case in the majority of yards. Let him 
visit the Cramp yard. Roach's, Harlan & Hollingsworth's, Lawley's, 
Herresheff's, Piepgrass' or Nixon's and look at the men; a glance 
will disclose the fact that the majority are not of American birth, and 
that much of the most highly skilled labor is in every sense of British 
birth. While the proportion is decreasing and is likely to do so in a 
more rapid ratio from year to year, it is thus far much too large 
on the wrong side to admit of any such boasts as to the superiority 
of American over British yards, as first called forth our statement. 
We are quite well aware that there is a superintendent connected 
with each shipyard, and as this is a free country, he may write 
ij. S. after his name if it pleases him, but the trouble is that 
the education of these men is too narrow and limited. This great 
country has thus far offered no opportunities whatever for such tech- 
nical education in naval architecture as is considered absolutely essen- 
tial in other similar professions, such as civil, mechanical and elec- 
trical engineering, architecture, chemistry, etc. It is generally 
considered that the young student in any of these branches requires 
the aid of the most eminent specialists as teachers, backed by a 
costly and elaborate plant such as the larger colleges and universities 
afford. It is only within the past five years that attempts have been 
made by Cornell University and the Massachusetts Institute of Tech- 
nology to teach naval architecttire in the same way that mechanical 
engineering, for instance, is taught, and it promises to be many years 
before this great country will be able to rival the foreign, especially 
the British, schools of naval architecture. 
In too many cases the education of the men who fill the highest 
positions in the shipyards has been obtained solely In the one yard 
where they have spent their lives. With the fullest appreciation of 
the necessity for actual shop practice, and the hard, dirty, greasy 
grind of the cape and chipping hammer and ratchet drill, we consider 
that this is but secondary to a thorough course of study under com- 
petent Instructors. The young man who grows up in the best of 
American shipyards has little to help him but dusty models and 
musty traditions; his work is so severely practical that he is com- 
pletely shut off from all knowledge of what is going on outside the 
gates of bis own yard, and especially on the other side of the water, 
and he naturally grows up in the belief that what he and his fellows 
do is the height of perfection. It would be strange if after building 
the ordinary passenger and freight coaster of 2,000 to 3,000 tons by the 
hundred, and river and sound steamboats by the mile, some good re- 
sults were not evident, but at the same time the number of serious 
failures in weU-beaten lines is far too great. 
The course of training of the American naval constructor ha s been 
immeasurably improved and broadened within less than a dozen years 
by the Government sending young men abroad for such thorough 
courses of study as were not to be nnd at home; a still greater ad- 
vance has been made in yacht designing since the proper inducements 
were offered to such men as Burgess, Herreshofl and A. Cary Smith 
to devote themselves to designing as a profession. This ap- 
preciation of the value of a technical education has not yet pene- 
trated the private shipyards, in spite of all that our correspondent 
says. 
It is quite true that both builder and designer are hampered by the 
owner, and that much of the blame for the existing state of affairs is 
due to the failure of private owners and large corporations alike to 
appreciate that the designing of a large vessel is a task demanding 
the highest professional skill, and that such skill is worthy of a spe- 
cial remuneration. The average ship-owning firm would look with 
horror on a proposal to pay 81,000 to a designer, even though assured 
that it would result in a saving of that sum in coal bills every year; 
and the order would as a matter of course go to some firm which 
nominally furnished the deeign for nothing. 
The conditions of modern shipbuilding are radically different from 
those existing halt a celntury ago; they call for a wider range of 
knowledge and for a high degree of skill that now at least cannot be 
obtained in the yard alone. At the present time the American builder 
bas not learned that he must possess such skill in the form of a cpmpe. 
tent naval architect, whatever it may cost; and the owner has not 
learned that it is true economy for him to pay a reasonable price for 
the same ekilL Under these conditions it is impossible that thor- 
oughly satisfactory progress can be made. 
The question of quality and workmanship is a difficult one to dis- 
cuss, depending very much on the honesty of the builder and the 
willingness of the owner to pay a fair price. While it sometimes hap- 
pens that men to whom the price — even of a large steam yacht— is of 
no consideration are victimized by builders, it is often the case that a 
fair bid by a reputable and responsible builder is rejected by an owner 
and the work turned over to one who through ignorance or dishonesty 
puts in a very low bid and later fails to do the work. This matter 
hardly figures in the present discussion, as it Is the same on both sides 
of the Atlantic. There Is to-day no reason whatever why American 
yards cannot turn out quite as good work as foreign ones; they have 
equally good material and the same skilled labor. 
As regards the three yachts specially mentioned by our corre'pond- 
©nt, we are quite ready to admit, from all that we have heard, that 
Eleanor is excellently constructed, and the other two are probably of 
the same character. As to their grace and beauty, while we have 
failed to discover them after an earnest effort, It may be that we are 
wrong, and that a spike nose and dishpan stern are indeed the begin- 
ning and end of the beautiful in steam yacht designing. 
Our second correspondent, Mr. Joy, brings up the same question of 
the responsibility of the owner versus the builder. While the owner 
is undoubtedly to blame in many cases, it Is also the fact that the 
American builder professes to design as well as to build the highest 
class of steam yacht, superior to anything that can be had abroad. 
There Is nothing modest or retiring about this claim, it is made every 
time a new keel is laid, in the lengthy and padded accounts in the 
daily papers. 
Mr. Joy repeats the same argument used by us in the past, substan- 
tially that a capitalist about to build a twe^y-story building would, 
as a matter of course, put himself in communication with the leading 
architects in the country, men who had been successful In the same 
line of work; if, however, the same man proposed to build a steam 
yacht, it would never occur to him to consult a yacht designer, but he 
would go direct to a builder. This was once the case in sailing yachts, 
but it is so no longer; the necessity, vmder a "free yacht" law, of com- 
peting with such foreign designers as Watson and Fife has brought to 
the front a number of most successful American designers. 
Mr. Joy's second point opens up a very wide question — far too wide 
for our columns, which are of necessity immediately devoted to 
yachting. In touching on this same subject, however, we have 
already shown some weeks since that Uncle Sam's progress in ship- 
building has been by jumps. Whenever he has felt John Bull prodding 
him with a little competition, whether in war ships, clippers or 
yachts, he has managed to hustle and to get quite a perceptible move 
on. For about a generation he has been protected from sucb compe- 
tition by existing laws, so far as commercial vessels are concerned, 
and has quietly contented himself with sitting down and telling about 
how he licked all creation with his clippers. Meanwhile the quad- 
ruple expansion engine, the iron, followea by the steel, hull, the great 
Atlantic fieet ending with Campania and Lucania, and the British flag 
at the masthead of all but four steamers in the port of New York. 
Really, we have been under the impression that a pretty rigid 
system of protection, in fact carried to the extreme point of exclu- 
sion, has existed during the past forty years in which American 
maritime interests have declined. 
Mr. Joy has hit the nail on the head when he denies the right of a 
government "for the people" to grant privileges to any particular 
class of men; if a free American citizen is fortunate enough to pos- 
sess enough money to buy a steam yacht, why should the government 
step in and take away a third of it from him by way of penalty for 
purchasing a good vessel in place of a poor one? 
XTew Tork T. C. Cruise. 
RENDEZVOUS AND OOMMODORK'S CUPS— GLEN COTE TO HUNTINGTON BAT. 
Monday, Aug. S. 
Thk fleet of the New York Y. 0. assembled at the rendezvous off 
Glen Cove on the morning of Aug, 3, a large number of steam and 
sailing yachts being present, though some of the latter were unable 
to reach the harbor owing to a calm. At a meeting of captains 
aboard the flagship Sylvia, Com. Brown, it was decided to start the 
race for the Commodore's cups, one for schooners and one for cut- 
ters, as soon as the wind permitted. The course was from Matinni- 
cock Point to Green Ledge Buoy, 11 miles; back 5 miles on the same 
line, and then to a finish in Huntingtm Harbor, 5 miles; .21 miles in 
all. With the light S.W. wind that sprung up after noon, this made 
a run to the first mark, a beat to the second and a free reaeh to the 
finish. The course was laid off by the tug Luckenback, with Supt. 
Nells Olsen in charge. The newspaper men were also on the Lucken- • 
back, and consequently did not see anything more than occasional 
fragments of the race. The starters numbered fourteen, the schoon- 
ers Colonia, Emerald, Amorita, Quisetta, Marguerite, Iroquois; the 
cutters Wasp, Queen Mab, Minerva, Carmita, Uvira, Olga, and the 
sloops Mai and Raccoon. The final times were: 
OUTTKRS. 
Start. Finish. Elapsed. Corrected. 
Queen Mab 3 57 13 6 47 49 3 50 86 3 50 36 
Wasp 2 56 01 6 44 38 8 48 27 3 43 41 
Carmita 2 56 26 6 56 17 3 59 51 3 54 51 
Uvira 3 57 18 7 02 17 4 04 59 8 53 22 
Minerva 2 57 23 7 23 55 4 26 33 4 12 25 
Olga 3 00 00 Did not finish. 
SCHOONERS 
Colonia 8 01 10 6 21 12 3 20 03 3 30 03 
Emerald 3 04 34 6 33 49 3 19 25 3 18 25 
Marguerite 3 03 24 6 43 10 3 40 4C 3 37 05 
Iroquois 3 04 06 6 49 18 3 45 18 3 40 59 
Amorita 3 05 00 6 87 57 3 32 50 3 25 IS 
Quisetta 3 05 00 6 33 82 3 38 32 ■ Notmeas. 
30ft. class. 
Mai 2 50 00 7 13 54 4 33 83 
Raccoon 3 50 00 7 34 00 4 34 00 
Quisetta, the new schooner, sailed very fast, considering the 
weather, in this her first race. She is not measured, and it Is not 
known whether she saves her time from Emerald. After lying at an-' 
chor over night in Huntington Bay the fleet started on Tuesday morn- 
ing for the first squadron run of 64 miles to New London. 
The Goelet cups will be sailed for on Aug. 7, off Newport; but this 
year for the first time the old courses, "Block Island" and "Sow and 
Pigs," will be discarded in favor of a 30-mile triangle, with one side 
between Brenton's Reef Lightship and Point Judith Buoy. 
Oconomowoc T. C. Open Regatta. 
OCONOMOWOO, WIS. 
Saturday, July SS. 
The Oconomowoc Y. 0. sailed a regatta on July 25 to open yachts 
from the neighboring lakes, the Pewaukee Lake Y. C. and the Pine 
Lake Y. 0. both sending representatives. Races were sailed in the 
morning and afternoon. The times were: 
SLOOPS. 
Elapsed. Corrected. 
Tarpon, Com. F. W. Peck 1 08 46 
Naiad, C. 1. Peck 1 16 01 1 13 01 
Maynone, F. W. Peck, Jr 1 09 27 1 04 34>^ 
Avers, Com. Nunnemacher , 1 06 26 1 03 56 
Friar, same owner .^...i ..1 14 56 1 06 41 
Argo, D. E. Murphy & Sons 1 11 29 1 08 29 
Hope, G. D. Van Dyke 1 11 33 1 05 33 
Skedaddle, G Buchannan 1 20 16 1 16 31 
Bird, F. W. Noyea 1 16 01 1 13 19?^ 
Aida, A. Zinn 1 19 16 1 11 53ji 
CVTTSS&. 
Alert, W. H. Dupee ..........1 18 57 1 18 23i4 
Ethel, W. L. Peck .i.i^*.....4ii...,4»i>i 1 25 13 1 34 6^ 
Florence, G. W. Dupee .,..1 23 05 1 21 OlM 
Gladys, G W. Simmons......,.,...,..., 1 15 43 1 15 OM 
Phyllis, G. Thompson 1 18 28 1 17 4h| 
Arlon, A. A L Smith 1 24 34 1 23 52% 
Undine, Wm. H. Thompson , 1 33 16 ..... 
SLOOPS. 
Tarpon , ,...1 13 11 ..... 
Corsair 1 09 26 1 09 143i 
Naiad 1 17 59 1 14 59 
Mynone 1 10 53 1 06 081^ 
Avers .,..1 03 56 1 00 25 
Friar 1 18 49 1 10 34 
Argo ...1 12 07 1 09 07 
Skedaddle ...1 14 51 1 11 06 
Bird 1 11 39 1 07 57M 
Aida , 1 22 30 1 15 07j| 
CUTTEHS. 
Alert 1 17 19 1 16 45i^ 
Ethel ...,.^.,,t..^.,.,..ii-.......-.l 23 OS 1 22 40^6 
Florence .1 23 85 1 20 3m 
Gladys r....... v. 1 15 28 1 14 4m 
Arlon 1 34 43 1 24 00^ 
Avers and Gladys each won first prize in^ both races and Mynone 
won two second prizes. Phyllis, the old New York boat, won second 
prize in the tuprnipg in the cat class, and Alert won second in tbe. 
afternoon. 
