FOREST AND STREAM. 
[July 21, 1900. 
dog, however. My young dog, about 54 pounds, should 
he maintain his present form, can beat anythmg I- have 
seen in years. I think his head the best I have ever seen. 
I wish I were in a position to send my strmg of pomters 
to all the shows and field trials. My nurse says it is time 
to so out on the porch, and that means it is time to stop. 
Peace to dear old Charlie's ashes. There wdl never 
live a better man^ J_H- Winslow. 
Points and Flushes. 
Volume III. of the Canadian Kennel Stud Book con- 
tains registrations and winnings for the Stud Book year 
ending Aug. 31, 1899. It includes registrations from 4666 
to 5064. 
Yachting Fixtures, im 
Secretaries and members of race committees ^j", confer a favor 
by sfndfng notice of errors or o™j^=>°«« '« 
also of changes which may be made in the future. 
JULY. 
IS TTaet Ciloucester evening race, Gloucester, Mms. 
21; Queen aty? World cup, 17ft.' special class. Toronto. Toronto 
21. Huiul?assachusetts, club, Hull,. Boston Harbor. 
2^- f4= Fo^nt^^^iSd^^S^A pong Island Sound. 
21 Mosquito Fleet, club handicap. City |oint Boston Harbor. 
21. Norwalk, club, Norwalk, Long Island Sound 
21. Penataquit Cor., special. Bay Shore, Great South Bay. 
21. Jamaica Bay, open, Canarsie, Jamaica Bay. 
21. Kingston, club, Kingston, Lake Ontario. t>„,.„„ War 
2L Winthrop, swimming and rowmg races, Wmthrop, Boston Har- 
bor. 
21. American, club, Newburypprt, Mass. ti,..v„, 
21. South Boston, handicap. City Pomt, Boston Harbor. 
21. Columbia, championship, Boston, Boston Harbor, 
21. Duxbury, 18ft. class, Duxbury, Mass. 
21. Quannapowitt, commodore's cup. . -d t t <:„„„,i 
21 Wanhaka Cor., Center Island cup, Oyster Bay, L I Sound. 
21-23-24. Royal St. Lawrence, Seawanhaka cup trials, Pomte Claire, 
Lake St. Louis. _ t i j c j 
21-28 Larchmont, race week. Larchmont, Long Island Sound. 
22. California, return from Sacramento Riven 
22. Haverhill, race and chowder, Haverhill, Mass. 
23. Manchester, championship, Manchester, Mass. 
25 East Gloucester, evening race, Gloucester, Mass. 
26. Burgess, Marblehead, Massachusetts Bay. i. „ t, 
27. Manchester. Crownhurst, cup Manchester, Massachusetts Bay. 
28 Royal St. Lawrence, 22 and 17ft. classes Dorval, Lake St. Louis. 
2S. Jubilee, open, Beverly, Massachusetts Bav. 
28. Hull-Massachusetts, club, Hull, Boston Harbor. 
28. Queen City, skiff classes, Toronto, Toronto Bay. 
28. Haverhill, second championship, Haverhill, Mass. 
28. Penataquit Cor., special, Bay Shore, Great South Bay. 
28. Jamaica Bay, dory class, Canarsie, Jamaica Bay. 
28 Winthrop. handicap, Winthrop. Boston Harbor. . 
2a Beverly, Van Rensselaer cup, Buzzards Bay. 
28 Corinthian, championship, Marblehead, Massachusetts Bay. 
28. Savin Hill, handicap. Savin Hill, Boston Harbor. 
28. Quannapowitt, club. t. t t c j 
28. Seawanhaka Cor., Leland cup, Oyster Bay, L. I. bound. 
30. Manchester, championship, Manchester, Mass. 
28-Aug. 4. Corinthian, Philadelphia, annual cruise, L. I. bound. 
Mayflower, steam yacht, U. S. N., arrived at New 
York on July 7 from Porto Rico with Gov.-Gen.. C. T. 
Allen on "board. The vacht made the trip from Porto 
Rico in six days, five hours. She will receive some 
alterations tending to make her more comfortable before 
she returns to Porto Rico. 
The decision of the Regatta Committee of the New 
York Y. C. in the case of Mineola and Rainbow, as 
printed in another column, oifers much food for thought 
to all interested in yacht racing and racing rules. In our 
opinion the decision is a bad one in every way, and if 
allowed to stand unquestioned it must work serious harm 
to the sport. , • , , , i- i. 
The decision of such a case as this should accomplish 
two ends— in the first place, it should do justice to one of 
the two opposing parties, and in the second it should 
strengthen and improve the racing rules either by estab- 
lishing new precedents to fortify a good rule or by 
demonstrating existing faults in the rule which may be 
Speedily remedied. Incidentally, a prompt, fair and vigor- 
ous decision by a regatta committee compels the attention 
and respect of all who are inclined to treat the rules care- 
Icssly . 
The facts of the case, as established by the evidence, 
seem plain enough. Two yachts were approaching a line 
a few seconds before the gun, both on the wind, and one 
on starboard, the other on port, tack. The yacht on 
port tack, by her maneuvers, made it absolutely necessary 
for the yacht on starboard tack to tack in order to avoid 
what would have been a disastrous foul. In tacking the 
yacht was forced to the wrong side of the committee 
boat and lost nearly a minute in returning and recrossing 
the line, her opponent going away promptly on the gun 
and winning the race. 
According to the accepted usage of yacht racing and the 
common understanding of this among yachtsmen, with 
whom "port tack gives way" is an axiom, the yacht on 
the port tack fouled the yacht on the starboard tack and 
was thus disqualified, while under a rule common to all 
yacht clubs (Rule XVII., Sec. 4, of the New Y'ork Y. C.) 
the regatta committee is compelled to disqualify a yacht 
which violates the rules without a protest being filed. 
If the Regatta Committee after seeing what occurred 
within a few yards of the committee boat on a clear day 
had instantly disqualified Mineola, the decision w"Ould 
probably have been accepted by the majority of yachts- 
men as eminently just and proper. Instead of doing this, 
the committee, after several weeks of deliberation, has 
taken refuge tmder a technical point and avoided making 
such a fair and open decision as would give the prize to 
its proper owner and at least warn the offending parties 
against similar actions iri the future. 
The committee has discovered that the word "close- 
hauled," as used in the rule, is of vague and loose mean- 
ing, opinions differing as to just how many points from 
the wind a vessel may sail and yet be "close-hauled." 
Without attempting to place a limit, the committee has 
decided that Rainbow was on the wind, but not close- 
hauled, and that Mineola was in the wrong. If this latter 
conclusion is correct, then why is the prize given to 
Mineola which justly belong? to Rainbow, whether or no 
her owner filed a protest? The committee practically 
indorses the recognized usage of yacht racing here and 
abroad, and the comtTion phraseology by W'hich "close- 
hauled" and "on the wind" are considered as synoiiymous 
in the application of this particular rule and furttier 
points out that this view is strengthened by Admiralty 
decisions, and yet it refuses to follow a course that is 
plainly in accordance with justice and good sport, ot 
disqualifying the vacht which broke the rule and giving 
the prize to the one which was injured not only nominally 
ljut materially. ^ . . , • 1 
It is pretty safe to say that if this technical point 
had not been raised by the committee itself it would have 
been raised by no one else; and as a matter of propriety 
it would seem as though the committee would have been 
more than justified in deciding the case according to 
accepted usage, that port tack gives way, leaving it 
to Mineola to raise the technical issue as to the exact 
meaning of "close-hauled." We have no wish to be un- 
just to the committee, but its report looks very much 
like a brief for the defense. 
The statement in the report that there was no protest 
is superfluous and irrelevant; there was no necessity 
whatever for a protest, as the whole matter was visible to 
the committee, and generally commented on in the press 
reports, the initiative clearly resting with the committee 
to decide the case without a formal protest or even a 
private request. 
If the matter is allowed to stand as it now does on the 
basis of the committee's report, the rule as to port and 
starboard tack, the most important one in the book, is a 
dead letter. Instead of being presumably in the right 
from the start by virtue of being on the starboard tack, a 
yacht in the position of Rainbow will in the future be 
under the onus of proving two things — first, that "close- 
hauled" means a certain course of not more than three, 
three and a half, four, or more points from the wind; and 
second, that as a matter of fact, she was sailing, for in- 
stance, four points instead of four and a half points from 
the wind. 
If the Regatta Committee is honest in its belief that the 
present wording of the rule — so far as we know never 
before questioned, and backed by innumerable precedents 
— is open to question, its "plain duty is to present an 
amendment at the meeting of Thursday next, so that it 
may be made a law at a second special meeting prior to 
the cruise. 
The practical effect of the decision is to embolden every 
sea jockey who is inclined to force the letter of the rule 
and to disregard the spirit. 
A VERY interesting case came up in a recent regatta in 
which a certain yacht, A, fouled another, B, at a mark, 
being subsequently disqualified by the regatta committee 
on the protest of B. As it happened, A continued in 
the race after the foul and finished a few minutes before 
the time limit, while B finished a few minutes after the 
time limit. The regatta committee, in deciding the pro- 
test, disqualified A and gave the prize to B. 
The reason for such action is not apparent. So far as 
A is concerned, her legal connection with the race ceased 
when she fouled B ; after that she was legally out of the 
race, and she was not disqualified to make a race for the 
class by finishing within the time limit. So far as B is 
concerned, she, the first boat to finish, failed to do so untU 
after the time limit, consequently there was no race in 
the class and no prize should have been awarded. 
Such decisions as these two — and they are by no means 
solitary — are bad enough at best, even when their direct 
effects are local and merely limited to giving a prize to a 
yacht which has not won it or depriving a winner of the 
just reward of her victory. They foster a feeling of 
distrust in the judgment of committees and of disregard 
for the rules as something to be juggled with by any 
shrewd worker. This is bad enough of itself, but the 
evils due to unchecked evasion, lax construction and weak 
enforcement of the rules are likely to produce serious 
results when the great international races are in question. 
AVhat might pass with a little hostile comment in a club 
becomes of serious importance when publicly heralded to 
the yachting world in an international contest. The pros- 
perity and good name of yacht racing depend upon the 
maintenance of the highest possible standard of fairness 
and technical accuracy in the racing rules, and there is no 
club in the country so small and unimportant that the 
actions of its race committee, bad or good, have not some 
effect on the sport at large. 
The French yachting journal, Le Yacht, announces that 
it will institute a series of designing competitions in order 
to promote a thorough study of the new system of meas- 
urement which will go into effect on Jan. i.'igoi. Suitable 
prizes will be given in each series, the first being for small 
yachts of 2K' to 5 tons, the exact class and conditions to 
be announced later, and the designs being submitted by 
Nov. I, 1900. The plan is an admirable one, and Le Yacht 
has our best wishes for its success. 
The proposed amendment to the racing rules which will 
lie acted on by the New York Y. C. this week, by which 
the barring of a yacht for the balance of the season is 
made optional and not compulsory, may be good in itself, 
but it would be very interesting to know why this amend- 
ment is brought forward at this particular time and 
yet much more important ones are passed unnoticed. 
The following has been cabled to certain American 
papers ; we are under the impression that Lord Dunraven 
is now in Africa; certainly he is taking no part in the 
British racing, and he owns no racing yacht. The dis- 
patch has the appearance of a lie out of the whole cloth : 
Paris, July 14. — C. Oliver Iseliii has declined to have 
anything to do with the international regattas at Havre 
next month if Lord Dunraven is allowed to enter. The 
reason given is that Dunraven cannot be considered a 
gentlemanly sportsman after his caddish assertions against 
American yachtsmen. 
Hester, cutter, Rear-Com. C. F. L. Robinson. New 
York Y. C, arrived at Halifax on the afternoon of Jvtly 
14 after a voyage of forty-eight days from the Clyde. 
She was in charge of Capt. Fairweather, who reports an 
exceptionally hard and stormy passage with heavy gales 
and mostly unfavorable winds. The yacht had a sufficient 
store of provisions, but ran out of coal pn June 28, part 
of her supply having been swept overboard, being in 
bags on deck. She was supplied by the steamer Luman on 
July I. Hester will ship her racing spars at Halifax, 
w^here they were sent by steamer, and will sail at once 
for Newport. The yacht is uninjured in spite of the 
heavy weather. When off Egg Island, just outside 
Halifax, she fell in with Gloria, cutter, recently purchased 
by Mr. H. C. McLeod, of Toronto, and the two came 
into port together. Gloria left Southampton in charge of 
Capt. W. L. Ross on June 6, making the passage in thirty- 
nine days. She met some bad weather, but fared much 
better than Hester. She will proceed up the St. Law- 
rence to Toronto. 
Atlantic Y. C. Cruise* 
LONG ISLAND SOUND. * 
July 7-12. 
The annual cruise of the Atlantic Y. C. began with a 
rendezvous at Riverside, Conn., on the afternoon and 
evening of July 7, the following yachts being present : 
Waterwitch, Com. David Banks; Uvira, Vice-Com. R. H. 
Doremus; Swannanoa, Rear-Com. Stephen Loines; Awa, 
T. L. Arnold ; Wayfarer, Richard Mansfield ; Ramona, 
Gen. B. M. Whitlock; Katrina, J. B. Ford; Glendoveer, 
Malcolm Graham; Mariquita, H. B. Shaen; Penguin, 
George Brightson ; Ondawa, P. J. Roberts ; Eidolon, James 
Weir, Jr. ; Kismet, J. Rogers Maxwell ; Scionda, A. W. 
Booth ; Bonita, J. G. Meehan ; Narika, F. T. Cornell ; 
Astrilda. A. G. and H. W. Hanan ; Nirvana, George G. 
Tyson; Regina, W. A. Hamilton; Eclipse, L. J. Callanan. 
The squadron lay at anchor over Sunday, divine service 
being held on board the flagship, and on Monday morn- 
ing at 11:30 a start was made for Morris Cove (New 
Haven), thirty-four miles, nautical. The day was clear 
and warm, with a fresh S.W. wind, and an easy and 
pleasant sail brought the fleet in early, the times being : 
Schooners. 
Finish. Elapsed. Corrected. 
Nirvana 3 53 3.5 4 43 34 
Atlantic 3 44 .52 4 19 52 
Waterwitch 3 40 32 4 28 32 
Vesta 3 45 18 4 27 18 
Cutters — 70ft. Class. 
Astrild 3 47 10 4 22 10 4 22 10 
Cutters— 60ft. Class. 
Eclipse 4 25 11 5 00 11 5 00 11 
Daphne 4 30 2!) 5 06 29 5 04 08 
Cutters — 51ft. Class. 
Uvira 4 05 37 4 40 37 4 40 37 
Ondawa 4 07 47 4 42 47 4 42 25 
Mariquita 4 29 54 5 04 54 5 04 20 
Awa 4 24 12 4 59 12 4 57 52 
Como 4 43 30 5 18 40 5 13 43 
Cutters, 43ft. Class. 
Eidolon 4 13 45 4 48 45 4 48 45 
Vinita 4 31 11 5 06 11 5 06 U. 
Bonita 4 23 10 4 58 10 4 58 10 
Sloops — 36ft. Class. 
Bonny Bairn 4 40 19 5.15 19 5 15 19 
Akislo 4 28 29 5 13 29 5 13 29 
Narika 4 38 10 5 13 10 4 55 33 
Owing to an error in starting on the port of Water- 
witch and Vesta, no corrected times were figured in their 
class. The 60, 51 and 43ft. classes together, barring the 
Fife cutter Uvira, which was considered too fast for the 
others, sailed a race on cumulative time, for the three 
days' run to New London, for the Loines cup. The 
Watson cutter Astrild was second in elapsed time to the 
Schooner Atlantic, of nearly 30ft. more length. The 
yachtsmen were entertained in the evening by the Pequot 
Association. 
Tuesday was another fair day, with a good west wind 
for the run of thirty-seven miles across the Sound to 
Greenport. The start was made at 9 o'clock, Astrild tak- 
ing the lead and easily distancing the fleet, leading Atlantic 
by over eleven minutes. The times were : 
Schooners. 
Finish. Elapsed. Corrected. 
Vesta, [. F. Ackerman Withdrew. 
Aflanti^. W. Marshall 1 47 25 4 42 25 4 23 13 
Waterwitch, D. Banks 1 58 13 4 53 13 4 30 50 
Nirvana. G. G. Tyson 2 23 17 5 18 17 
Sylph, B. Carpenter 2 16 46 5 11 46 4 42 46 
Cutters— 70ft. Class. 
Astrild, A. G. and H. W Hanan.. 1 36 00 4 31 00 4 31 00 
Cutters— 60ft. Class. 
Eclipse. L. J. Callanan 1 59 10 4 54 10 4 54 10 
Isolt, C. Nason 2 00 03 4 55 03 
Cutters — 51ft. Class. 
Uvira, R. P. Doreraus 1 54 43 4 49 43 4 49 43 
Ondawa, H. J. Robert 2 OS 24 5 03 24 5 03 00 
Mariquita, H. B. Shaen 2 21 39 5 16 39 5 16 02 
Awa, T. L. Arnold 2 03 30 4 58 30 4 57 03 
Como, J. C. Davie.s 2 39 10 3 34 10 5 28 51 
Cutters^3ft. Class. 
Eidolon, T- Weir, Jr..- 2 09 23 5 04 23 5 04 23 
Vinita, G. C. Provost 2 25 09 5 20 09 5 09 02 
Bonita, J. G. Meehan 2 18 21 5 13 21 5 08 40 
Zenobia, F. C. Swan 2 18 38 5 13 38 5 01 41 
Cutters^ — 36ft. Class. 
Bonnie Bairn, F. H. Davol 2 21 07 5 16 07 5 16 07 
Akista, G. Hill 2 16 45 5 11 45 5 11 45 
Narika, F. T. Cornell 2 45 56 5 40 56 5 21 22 
On Wednesday, with the same fair weather and a good 
S.W. wind, the fleet ran back across the Sound to New 
London, the times being : 
Schooners. 
Start. Finish. Elapsed, Corrected. 
Wayfarer 1 07 00 3 11 16 2 04 16 1 53 07 
Vesta 1 07 45 3 02 24 1 .54 39 1 54 39 
Waterwitch 1 10 15 3 04 37 1 54 22 1 44 41 
Cutters— 60ft. Class— Start, 1:20. 
Finish. Elapsed. Corrected. 
Eclipse. L. J, Callanan 3 36 39 2 16 39 2 16-39 
Isolt, C. W, Nason 3 33 51 2 13 51 2 Jl 24 
51ft. Class— Start, 1:20. 
Uvira, R. P. Doremus.... 3 24 08 2 04 08 2 04 08 
Awa, T. L. Arnold 3 28 48 2 08 48 2 08 10 
Ondawa, H. J. Robert 3 28 00 2 08 00 2 07 50 
Mariquita, H. B. Shaen 3 30 15 2 10 15 2 09 59 
Como, J. C. Davies 3 45 55 2 25 55 2 23 36 
43ft. Class— Start, 1:20. 
Eidolon, James Weir 3 31 15 2 11 15 2 11 15 
Vinita, G. C. Provost 3 46 47 2 26 47 2 21 59 
Class M— Start, 1:20. 
Akista, George Hill 3 51 40 2 31 40 2 31 40 
The times for the Loines cup were as follow, the allow- 
ances being figured for a course of eighty-seven miles, 
nautical : 
Allowance. Elapsed. Corrected. 
Eclipse Allows. 13 00 00 13 00 00 
Ondawa 0 35 23 11 54 11 11 18 48 
Mariquita 0 35 52 12 31 48 11 55 56 
Awa 0 37 51 12 06 30 11 28 39 
Corao 0 47 01 13 18 05 12 31 04 
Eidolon 0 57 21 12 04 23 11 07 02 
VinitEt , a 23 29 12 58 00 11 35 31 
