14 
FOREST AND STREAM. 
[Jtilt S, 1867. 
M 27. Fingston, Plymouth Bay. 
28. Cor. Marblehead, 8d cham.. Massachusetts Bay. 
28. Buffalo, 37ft. and smaller classes, Lake Erie. 
28. Gravesend Bay, cruise, New York Bay. 
2^. BrooklyB, special. New York Bay. 
M 28. Plymouth, Plymouth Bay. 
28. Queen City, 27ft. class, Toronto, Lake Ontario. 
28. Cohasset, club, 15-footers, 13th cham , Oohasset. 
28. Royal Nova ScoHa. open, handicap, Halifax. 
28. 3d cham., Winthrop, Boston Harbor. 
S 28. Huntington, annual, classes 51ft and under. 
28-29. Cor., San Francisco, cruise. McNear's, San Francisco. 
IVI .30. Cape Cod, Provincetown Harbor. 
M31. Wellfleet, W eliaeet Harbor. 
former sailed very fast, judged by larger boats sailing the 
same course, while Asthore was beaten 7 minutes. The com- 
ing week will see several additions to the fleet, and presum- 
ably more regular racing as a class. 
The completion of the first steam pilot boat in the present 
year of grace, 1897, marks another epoch in the history of 
naval design. The history of the American, and especially 
the New York, pilot boat is very similar to that of the 
American yacht. At one time, nearly half a century ago, 
both were renowned for their speed and other good qualities, 
which placed them far ahead of the vessels of all other 
nations. The fame of the schooner yacht America, practi- 
cally a modified pilot boat, was almost equaled by tnat of 
Mary Taylor and the other famous pilot boats designed by 
George Steers. The models of these vessels, yacht and pilot 
boat alike, were copied by foreign builders in both new and 
old vessels. The reputation so well earned by George Steers 
and his contemporaries was by no means upheld by their im- 
mediate successors, and for many years the American pilot 
boat shared with the American shoal sloop and schooner the 
hearty condemnation of impartial experts. There was in 
the later boats no trace whatever of the ability, ingenuity 
and individuality that characterized the America and other 
craft of her day, but on the other hand, builders were con- 
tent with a blind copying of stereotyped features, with no 
better guide than prejudice and tradition. The same 
methods which produced the old centerboard sloop or 
schooner, shoal, wide, badly ballasted and wretchedly 
rigged, produced the regular New York pilot boat. Both 
were lamentably deficient in the essentials of a good ship, 
and yet both were considered by their builders and owners 
as the most perfect craft of their kind ever floated. Boston 
gave way in course of time to the advance of improvement, 
and her pilot fleet was greatly improved through the efforts 
of the late D. J. Lawlor, who has left a fitting monument in 
the pilot boat Hesper No. 5; but New York clung to the last 
to the old models of both yacht and pilot boat. 
It is now twelve years since the change came in yachting 
and the designer was finally recognized in his true place, so 
long accorded to the builder. For fourteen years before, 
from 1871 to 1885, the first American designer, Mr. A. Gary 
Smith, had been turning out vessels far superior to those of 
the rule-o' thumb builders; Vindex, White Cap, Madcap, In- 
trepid, Norna, Fortuna, and the most famous of all, the 
sloop Mischief, all from his board, had borne testimony to 
the value of technical training and systematic work in de- 
signing; but it was not until the great success of Puritan, 
the work of another designer, that American yachtsmen as 
a class recognized the two distinct functions of designing 
and building, and did due honor to an American designer. 
The innumerable successes of American designers in the field 
of sailing yachts from that day to this has settled the matter 
forever, and to the advantage of both parties; a new profes- 
sion, of yacht designing, has sprung up, and at the same time 
the builders have prospered far more than, under the old 
system. 
It is not a little surprising that the success of the different 
big schooner yachts should never have induced the pilots to 
go to the same source for a design; but such is the case. 
As long as wooden pilot schooners were in vogue about New 
York no attempt whatever was made to improve the very 
defective models, or to bring them back to the high standard 
established by George Steers. Vessel after vessel *was built 
of the same ancient model, and with the same stereotyped 
faults. 
The day of the sailing pilot schooner passed m due time, 
the old fleet giving way to steel and steam, as was inevitable, 
and with it came a change of policy on the part of the own- 
ers, the New York and New Jersey pilots. In the natural 
order of things it would have been a matter of course for 
them to intrust the production of the new craft to some firm 
renowned for the construction of tugboats, car-floats or steam 
canal barges, leaving the design to take care of itself. Far 
from this being the case, however, the pilots have shown them- 
selves fully up to the times, in that from the inception of the 
first definite idea of a new vessel they have placed the matter 
entirely in the hands of a competent naval architect. Long 
before it was known who was to build the vessel, all details 
of the design were decided upon in conferences with Mr. A. 
Gary Smith, the exact conditions of the proposed work, about 
New York Harbor and outside Sandy Hook, being laid before 
him. The complete plans and specifications were prepared 
by Mr. Smith before bids were asked from the different 
builders. 
While only practical work at sea can test the exact merits 
of the new craft, she has thus far in her trial trips more 
than met the expectations of her designer and owners, and 
there is every reason to anticipate that she will prove a com- 
plete success. 
The fight for the recognition of the designer as not only equal 
to but preceding the builder, was first begun in the FoBEST 
AND Stream nearly twenty years ago. Slow and discourag- 
ing as the progress was for many years, we have at last had 
the satisfaction of seeing full honor accorded to the designer 
of sailing vessels, while one of the leading yacht designers 
has won, in his first attempts, a wonderful triumph over the 
rule-o'-thumb builders in the production of the great Sound 
steamers Peck and Lowell. Now the pilots have fallen in 
line on the side of the designer. It is not too much to hope 
that before many years the yacht designer will^ be as fully 
recognized in the field of steam as of sail in this country, as 
he has long been in Europe; and that the process of produc- 
ing a steam yacht by altering and patching up old blueprints, 
and of building the engines from the old junk of the pattern 
loft, will give place to such exact and systematic methods as 
are recognized as essential in the case of sailing yachts. 
It is reported that a movement is now under way among 
the numerous small yacht clubs of Michigan, Wisconsin and 
Illinois for the formation of an association on the lines of 
those existing in other parts of the country. 
The winner of the Emperor's cup in the race from Dover 
to Heligoland was the yawl Freda, formerly Constance, de- 
signed by Dixon Kemp and built by A. E. Payne in 1885 for 
C. W. Prescott-Westcar. 
The Swedish Jubilee Regatta. 
BOYAI. SWEDISH Y. O. 
Stockholm, July 7-lh, 
The prografnme for the regatta of the Royal Swedish Y. 
C. is as follows: 
July 7.— Meeting of yachts at Stockholm; at 8 o'clock P. M. 
supper at Hasselbacken, price 5 kr. a head. 
July 8.— Sailing of the yachts for Sandhamn; in the even- 
ing reception in the new club house at Sandhamn; to this re- 
ception will be Invited members of the Royal Swedish Y. C, 
residing outside of Stockholm, as well as all on board of the 
racing yachts present members of recognized foreign yacht 
clubs and of Swedish yacht clubs stationed outside Stock- 
holm. 
July 9. — Race on the Kauholm fiord, about 4 miles from 
Sandhamn, for classes S-6; the racing course about 10 miles, 
will be sailed twice round by classes 3-4, and once by classes 
5-6; after the race a trip to Saltsjabaden will eventually be 
arranged. 
July 10.— Race for the Jubilee cup of His Majesty, King 
Oscar II., open to yachts not exceeding 3.5 rating with a 
waterline length not exceeding 7.30 meters; the racing course 
is 10 miles, and will be sailed once round. 
July 11.— (a) Race at sea outside of Sandhamn, open to 
yachts belonging to classes 1-3; special races for yachts built 
prior to 1890; the racing course 30 miles, will be sailed once. 
(6) Race on the Kauholm fiord for classes 3-6; special race 
for yachts built prior to 1890 and belonging to class 3; the 
racing course will be sailed twice round by classes 3-4, and 
once by classes 5-6. 
July 13. — Race at sea outside of Sandhamn for all classes. 
(a) Classes 1-8 will race on an outer course of 20 miles, 
which will be sailed twice round by Class 1 and once by 
classes 3 3. 
(b) Classes 4-6 will race over an inner course of 5 miles, 
which will be sailed twice round. 
July 13.— Mainly the same sort of races as on July 11, but 
no special races for "senior yachts," towing of the yachts up 
to Stockholm in the evening. 
July 14. — ^At 11 o'clock in the forenoon race for small coast 
traders. Raslagsskutor outside of Saltsjabaden. At 5 o'clock 
in the afternoon banquet, with distribution of prizes at Has- 
selbacken under thepresidenceof His Majesty King Oscar II.; 
to this banquet will be invited, besides other guests of honor, 
owners of all Norwegian and foreign yachts having partaken 
in the races. Other members of recognized yacht clubs and 
naval oflicers are entitled to partake iu the banquet for a 
price of 30kr. each person. 
GENERAL RULES. 
The races are to be arranged, sailed and decided in accord- 
ance with the sailing rules, rating rules and time allowance 
tables of the Royal Swedish Y. C., whose rating rule reads 
as follows: 
^ =Bating length in meters. 
and sail area in square meters. Yachts are measured with 
no crew on board. 
CLASSES. 
The prizes will consist of particularly precious pieces of 
silver, several of them valued above l,O00Kr. One prize will 
be given for every three yachts racing. 
Communication by steamer. — A large steamer, Bare, is 
chartered by the Royal Swedish Y'. C, and will on racing 
days, in the morning, sail from Stockholm for Sandhamn in 
order to afford opportunities to see the races for members of 
the R. S. Y. C. and of other yacht clubs partaking in the 
races. Ticket for the day 3kr. excl. of meals, etc. 
The racing of the past week has added little to the num- 
bers or reputation of the new 20ft. class. The Seawanhaka 
C, Y. C. race on June 26 found but five boats at the line- 
Shark, Skate, Arauca, Keneu an.d Asthore. The Crane 
boats, Pioneer, Momo and Al-Anka, had not arrived, in fact, 
the former had not been shipped, and it is reported that she 
will not come to New York, Arauca, William Williard 
Howard's new boat, arrived at Oyster Bay on Friday night 
by rail from Clayton, on the St. Lawrence. She was nastily 
launched and rigged, starting in the race at noon next day. 
A few minutes of pounding in the moderate sea smashed and 
wrung her hull so badly that it is very doubtful whether she 
can be made serviceable for smooth-water sailing, and she 
can never be made safe in a little sea. Her beam of 10ft., 
with canoe planking and a heavy steel board, account for her 
speedy dissolution. 
The honors on Saturday went to the new Huntington boat 
Skate, another freak of most extreme type, in a breeze and 
sea she repeat ed the performances under similar conditions 
of the old Question, beating the fin-keel Shark very badly. 
At the same time it is doubttul whether she will be an even 
all-round boat, fast in light weather, such as usually, pre- 
vails in the Sound races. The other Huntington boat, 
Keneu, gave up, as did Asthore. 
In Monday's race only Shark and Asthore started. The 
The Atlantic Y. C. Improvement. 
The work of removing and re-establishing the Atlantic Y. 
C. in its new station at Sea Gate, Norton's Point, is now 
well under way, and under active and efficient management; 
by the beginning of next season the club will be in possession 
of such a station as has long been needed at the port of New 
York. It has long been evident that there was no place on 
the Upper Bay suitable for a yacht station and anchorage. 
The New York Y. C. many years ago gave up the last of sev- 
eral costly and unsuccessful attempts to establish a suitable 
station on the Staten Island shore just inside the Narrows; 
the Seawanhaka C. Y. C. was compelled reluctantly to aban- 
don the Bay for Long Island Sound, and the Atlantic Y. C. 
has had good reason to be dissatisfied with its present Bay 
Ridge station, the best on the Bay, but very bad at that. 
Outside the Narrows there is nothing to the westward; in- 
side the West Bank are miles of sandy shoals extending the 
entire length of the Staten Island shore. To the eastward 
there is deeper water, but the shore is even more exposed, 
being, with the exception of Gravesend Bay, directly open to 
the sea. The one practicable location for a yacht station is 
at Norton's Point, the westerly end of Coney Island, where 
deep water may be had, and the construction of basins and 
breakwaters is possible. 
This spot has long been considered by yachtsmen; the ques- 
tion of a station there has been discussed more than once by 
the New York Y. C, and the Seawanhaka C. Y. C. examined 
the location very carefully in 1887, just prior to the move to 
Oyster Bay. The one serious objection was the lack of trans- 
portation facilities, making it necessary that a club located 
there should run its own steamer between New York and 
the Point. Most fortunately for the Atlantic Y. C, the 
march of improvement has settled this question satisfactor- 
ily; the Point has recently been taken up oy an improvement 
company, which will establish regular communication with 
the city and build up a villa colony on the sea front. Satis- 
factory arrangements have been made between the club and 
the company for the leasing of land, with privilege of ulti- 
mate purchase, and the plans have been prepared for an ex- 
tensive system of improvements which will give the club 
one of the finest and most eligible yachting stations in the 
country. The following circular has been sent out by the 
committee: 
Acting under the authority given by you at the annual 
meeting, the Board of Trustees appointed a committee to 
secure the plot of land at Norton's Point and to make all 
necessary arrangements looking toward the removal of the 
club station by the opening of the season of 1898. 
After several interviews with the oflicers of the Norton 
Point Land Company, who met the committee in the most 
liberal spirit, the westerly point of land, 350 x 350ft., was se- 
cured, and the option for three years from May 1, 1897, ob- 
tained of the easterly plot of land of about the same size, 
making the entire plot 650 x 350ft., together with all their 
riparian rights. • 
This action was ratified by the Board of Trustees, and the 
contract signed by the chairman, J. Rogers Maxwell, and 
the secretary of the club, thereby securing the land. 
The company has given out the contract for the' necessary 
bulkheading and filling, which is to be completed bj^ Novem- 
ber; but the erection of the club house, basins, piers, etc., 
can be commenced at any earlier date. 
The committee are of the opinion, and this opinion is shared 
by the flag oflBcers and trustees, that it may be desirable that 
the old club house should be sold or removed to the new site, 
and anew house erected suitable for the future needs of the 
club, and conforming to the advantages of the site. The 
determination of this question is left to the action of this 
committee. They have carefully estimated the expense, and 
present to you the financial plan of same. It remains for the 
members to say whether we shall have the new house and 
improvements, or be compelled to move the old house to the 
new site and therewith be content. 
It may be desirable to secure the easterly plot of land, and 
to build on the westerly plot, in order that the basin may be 
erected in front of the easterly plot, thereby giving an unob- 
structed view from the club house on the westerly site. 
To accomplish all we desire will necessitate an outlay of 
about $65,000. 
It is proposed to raise this amount partly by loan on bond 
and mortgage on the property, and partly by bonds to oe 
secured by second mortgage; the latter to be subscribed for 
by the members. These bonds will be protected by lands, 
buildings, basin, etc., valued at $75,000, and which in a few 
years will be of still greater value. 
Before closing any contract it is necessary for the com- 
mittee to know that the amount required will be promptly 
subscribed for, and your generous response to the enclosed 
application is confidently expected. 
This is issued by authority of the flag officers and board 
of trustees, and upon the general and liberal character of 
the responses will be determined the nature of the improve- 
ments. 
It is expected that every member will be sufficiently inter- 
ested to subscribe for at least one of the bonds, and as many 
more as he feels able to do. In case the issue is over-sub- 
scribed for, the allotment will be vdth the view expressed, 
viz., to have every member a bondholder. 
The bonds will be in denominations of $500 and $100 each, 
principal payable in five years; interest at 5 per cent., payable 
semi annually; principal and interest secured by mortgage as 
stated. 
The time is limited. The committee have given much 
thought and labor to the work, and much remains to bs done. 
They are willing to do their part toward creating the finest 
located and most comfortable yachting station in the world. 
It now remains for you to do your part. 
Please respond promptly, in order that the necessary plans 
can be prepared at once and the work pushed vigorously to 
completion. 
The committee wUl most cheerfully give any further in- 
formation desired upon application, 
N. D. Lawton, Chairman, 40 Wall street, 
J. Feed Ackerman, 66-68 Duane street, 
Thomas L. Watson, 55 Broadway, 
^ Committee. 
Royal St. Iiawrence T. C. Boss Cup. 
DORVAIi-IiAKE ST. tjOTJIS 
Saturday, June 19. 
The fourth Ross series race was sailed on June 19. There 
was a very light air from south to eastward, and the start 
was postponed for half an hour in the hope that it would in- 
crease sufficiently to enable the boats to stem the cun'ent. 
The boats got away in a bunch after the ^un was fired, in the 
following order: Gjenowen, Shirley Davidson; Millie, Rev. 
Hy. Kittson; Avoca, G. H. Duggan; Islander, Arthur Hamil- 
ton; Rogue, J. C. C. Almon; Maida, H. B. Young. 
Avoca, with a spinaker shilling into her reaching jib, 
' drew out of the bunch in the fljst quarter [of a mile, passed 
the fleet and began to work up a lead which-kept on increas- 
ing throughout the race. Rogue and Millie came into con- 
tact on the first leg, aud double protests were the result. 
The first round was completed as follows: 
Avoca 4 i7 00 Millie 4 54 33 
Glenowen... .,..4 50 20 Maicia..,, i ni HQ 
Kogue 4 53 0,T Islander 4 52 00 
The second round was uneventful, except the time between 
the different boats was pulled out a little, and the race was i 
completed as follows: 
Avoca 5 43 13 Millie ,.. P 53 05 : 
Glenowen B 53 05 Maida 5 60 35 
Rogue... 5 55 20 Islander..................... ti 12 00 i 
The standing of the boats in the series by points is now as 
follows: 
Points. Pouits. 
Avoca. ..,.„ , ,71 Islander <...a..... .... 50 
Iiogue.,............,^i.,...,,,D^ 
Glenowen ,..i..,'.56 
Maida 43 
Millie 33 
Corinthian Y. C. of Philadelphia— Baine Cup. 
ESSWQTOJr — DEt^WARE RIVER. 
Saturday, June 19. 
The Corinthian Y, C. of Philadelphia sailed a race on 
June 19 for yachts of the 30ft. class, for a silver cup offered 
by Alexander Baine. The course was from the club pier to 
Red Spar Buoy No. 38, thence to the Spar Buoy southeast of 
Chester Island, thence to Black and Red Buoy west of Little 
Tinicum Island and return to starting line. 
The wind was S.S.W., fresh, and the times were: 
Start 3;07. Finish. Elapsed. Corrected. 
LennlLenape .....4 57 30 1 50-30 1 50 16 
piirt, . 5 01 20 1 54 30 1 52 43 
Bawn 5 00 34 1 £3 24 1 53 48 
Philadelphia T. C 
Timotrar— DBLAWABE RIVER. 
Saturday, June 19. i 
The Philadelphia Y. C. sailed a race on June 19 in a strong 
S.S.W. wind, the times being: 
Start 3:00. 1st round. 2d round. 
Vagabond 4 01 34 4 -16 11 
Daw 4 07 21 4 56 01 
Coryphee 4 06 83 Disabled. 
Vinii. 4 09 18 Disabled. 
Claribel 4 13 32 Disabled. 
lona 4 20 00 Disabled. 
Davr and Coryphee were iu collision, the latter having her sida 
stove in. 
Finish. 
5 28 36 
5 50 50 
Xarchmont IT. C. Springy Regatta. 
I 
The winner in the 25ft. sloop class of the Larchmont Y. C. 
spring regatta, on June 19, was Quantuck, and not Vaquero 
I., as first announced. The official times are: 
Quantuck, 24.63ft. racing length; Vaquero, 23.96ft. racing 
length; Quantuck allows Vaquero 5m. 20s. The starting 
hour was Ih. 15m. Homeward, first round, Quantuck, 3h. 
17m. 58s.; Vaquero, 3h. 38m. 7s.; finish, Quantuck, 3h. 21m, 
5s.; Vaquero, Sh. 36m. 543.; elapsed time, Quantuck, 2h. 6m, 
58.; Vaquero, 3h. 31m. 54s.; corrected time, Quantuck, Sh. 6m, 
5s.; Vaquero, 2h. 17m. 34s.. The Quantuck wins by 11m. 398, 
on corrected time. 
