May 24, 1902.] 
FOREST AND STREAM. 
413 
heard of. I wanted to test Gladys in a blow, and getting 
a crew together that liked exciting sport of this kind, we 
decided on a run to Pearl Harbor, seven miles down the 
coast. We thought two reefs would be sufficient, but 
while we were tucking in the reefs the squalls passed 
over the harbor, picking up the water as I have never seen 
before. This decided us in taking in the third and last 
reef. ' Under this small sail and the storm jib, we started. 
We sailed about the harbor and gave her the full force 
of the wind and found everything right and then headed 
for sea. We ran off shore about two miles Dtyond the 
reef, so that" the wind would be on the cpiarter. anO then 
tacked and ran for the Pearl Harbor Bar. The sq tails 
m 
were terrific, and we wondered how the .sail could stand 
such force. We flew along and crossed the bar safely and 
soon ran into smooth water. We sailed four miles inland 
and anchored under the lee of the peninsula, which is 
covered with a forest of algeroba trees. We were glad to 
get into a shelter and get warm, for the beating up from 
the entrance had given us a wetting, for the seas in the 
lagoon were just right to make the spray "fly. The run was 
made in one hour and thirty-two minutes; the distance 
is twelve miles. 
How the wind did howl during the night ! Although 
anchored close to the shore, the wind whistled merrily 
through out cordage. We could hear occasionally break- 
ing limbs of trees in the forest and wondered if there 
would be any standing on the exposed shore. 
Next morning the wind was still blowing a gale. It 
seemed if anything to be stronger, and the clouds had all the 
indications of a gale in action. After breakfast we took 
a stroll ashore and found scores of trees uprooted on 
the weather side of the peninsula. The four-mile stretch 
of lagoon to windward was feather white, and quite 
sizeable combers came racing clown, exploding against the 
shore, sending flying spray high in air. It was fascinating 
to watGh the scene, and one could hardly realize they were 
looking on the usually peaceful stretch of this land- 
locked harbor. It also occurred to me if conditions were 
so boisterous inland, they would certainly be interesting 
beyond the reef, where the full force of the wind and sea 
would be felt. 
Toward noon we got under way. Wishing to try her 
under the storm trysail, we set this over the furled main- 
sail. We found she worked well, and could tack and 
make headway to windward. Our photographer got out in 
the tender and took the picture of her under this rig. We 
set the storm jib and then ran down to the entrance and 
out to sea. We found that under the two sails she would 
work to windward slowly. This eased our minds and 
felt we could make port should any misfortune come to 
our mainsail. The trysail was taken off and mainsail set. 
She at once felt the increased power, and pointed high, as 
she is wont in lighter weather. We had to buck right into 
the teeth of the gale, and as we slashed along it was ex- 
hilarating and wet work, for the sea was bad, and the 
salt sleet flew aft with considerable sting. Out from the 
lee bow there was a smother of foam that came rolling 
aft along the lee rail, and sometimes up to the house, but 
none in the standing room. The breakers in shore of us 
were beautiful from an artistic standpoint, but forbidding 
to mariners. They would rise up higher and higher as 
they rushed with train-like speed toward the reef, until 
the dark blue top would suddenly burst into clouds of 
spray for hundreds of feet along its length, then the 
sullen roar of the breaker would be heard and the white 
surging water all that would be left of the comber . 
We arrived at our moorings in one hour and fifty-five 
minutes after setting the mainsail, and had made gocd a 
distance of seven miles. I don't think there was a square 
foot of the sails that was not wet from the spray, for 
the wind carried it masthead high, and those who watched 
us from shore said that at times we seemed to be en- 
veloped in it. The wind gauge at the Government station 
registered a steady force, of forty-three miles an hour. 
It was calculated that the squalls reached a velocity of 
fully sixty miles an hour. Such tests as these give one 
a confidence in their boat that is worth much to those who 
go off soundings and out of sight of land, with no shel- 
tered harbor of refuge under the lee nearer than 3.000 
miles. Gladys is a complete success as a cruising boat, 
and from her performance here should judge she pos- 
sessed fair speed for a heavy craft. I also doubt if a 
lightly constructed racer of equal size would hold to- 
gether in a twenty-hour beat to windward in a strong 
breeze, for they would get a fearful pounding in our 
channels. Were I to build another boat of same size. I do 
not know how she could be improved upon without mak- 
ing sacrifices in some way that would more than offset 
the advantages. If she were used for cruising exclusively 
the yawl rig might be an improvement, but. of course, 
with a sacrifice of speed. However, she is easily handled, 
and I have several times taken her out alone. All my 
halyards lead aft into the cockpit, and both sails can be 
hoisted and handled from the standing room. She steers ' 
with an Edson screw steerer, which is a great relief over 
the tiller or quadrant steerer in a twenty-hour trick. 
T. W. Hobron. 
English Letter. 
The remarks of T Thalassa" in your issue of April 26 
are for the main part true, but I think he is wrong in say- 
ing that the clubs are not to blame for the lamentable 
state of racing over here. Of course the other causes 
mentioned are more potent, but the prizes offered by the 
clubs are quite indecently inadequate. Fancy a club offer- 
ing a prize of £60 for yachts of Columbia's size!. That 
is more usual than a larger sum. The prizes now are no 
larger than they were in the days when the little Marjorie 
was a first-class yacht, and meantime the expenses have 
about quadrupled. Many large clubs in England devote 
considerably more attention to the excellence of their 
cuisine than to yacht racing, and as they are capital social 
organizations, it is not wonderful that the social attrac- 
tions draw the wrong kind of recruits. In Scotland and 
in Ireland the level of sport has been maintained, and in- 
deed the Clyde is quite as fine a racing center as it ever 
was. I have heard that the professional curse is as bad 
with you as it is with us. Indeed, no better proof that 
things have been woefully mismanaged in both countries 
exists than the increase of one-design classes. They are 
the natural refuge of the oppressed yachtsman. 
There will be quite a decent 36ft. class on the Clyde 
this year. Four new boats are built, and as the latest 
boat turned out last year was a nice and useful craft, it 
is possible that this class will catch on in Scotch and 
Irish waters. But every year the cost of construction 
mounts up, and the Y. R. A. is either unable or thinks 
it inadvisable to check it in any way. But in future these 
boats will always be more saleable than they are at 
present, for they are admirably adapted to motor power, 
and therefore ought to fetch at least one-third of their 
cost price when they are beaten. Of late years they have 
been simply unsaleable, and their usual fate is to lie in a 
builder's yard or to be broken up. The racing boat, from 
the fineness of her lines, must always prove a good 
auxiliary power yacht. 
Satanita was up for auction a few weeks since, but was 
not sold, though the reserve must have been a very mod- 
erate one. She is 100ft. long on the loadline, and would 
make a grand schooner.. I believe in a reaching wind of 
good strength she is the speediest boat in England, and 
she is a handsome craft into the bargain. There is no 
more news of Sir* Thomas Lipton making a match w T ith 
Mr. Morgan. The latter gentleman is our bete noir over 
here at present, for it is thought he has bought up all our 
best ships. We are all talking of the pending downfall of_ 
the British Empire just as if we had forgotten how to 
build a ship. If Mr. Morgan had been content with a 
few of our ex-Cup-challengers nobody would have 
grumbled, but to buy up our loA^ely White Star line is 
an intrusion. They say that the "combine" will build 
docks at Holyhead, and give Liverpool the go by. It is 
a marvel how Liverpool ever came to be a port at all, 
for its natural advantages are small. Holyhead, where 
the Royal Dee Y. C. holds its regatta, is a capital harbor, 
but the cost of making docks there will be great. The 
Royal Alfred sails a channel match on the Saturday before 
Whitsunday from Kingstown to Holyhead, and another 
back on the following Tuesday. At this time of year 
easterly winds are prevalent, and in consequence the re- 
turn match often ends up with a fearful fluke, for if you 
sail into Dublin Bay with an east wind in fine weather 
you will almost always have it nor'westerly when near the 
shore. I have seen far worse flukes in Dublin Bay than 
ever occur on the Clyde. On one occasion I was sailing 
on a broad reach for a mark in a fresh breeze on one 
tack while another boat was reaching just as hard for the 
same mark on the other tack within a distance of 150 
yards. There was not an air of wind in the space be- 
tween the two. 
Mr. W. P. Burton's new 52-footer was launched at Fair- 
lie on the 3d inst. She had her mast stepped before 
taking the water, and will sail soon for the south. She is 
described as being very like Magdalen, the champion of 
last season, but is said to be rather better looking. This 
boat is built with double planking, and she is semi-com- 
posite. Her name is Lucida, not Replica, as was at first 
intended. Mr. Fife has not closely followed the design 
of Magdalen, for while the vessel looks like the older 
boat on the water, he states that there are several small 
but important points of difference. 
The new auxiliary motor schooner for Mr. W. G. 
Jameson is being pushed on at Fairlie, and it will not be 
long before she is ready. This has probably been the 
busiest year in the history of the Fairlie yard, and Mr. 
Fife has had to decline many orders from pressure of 
work. One thing can be said of this yard: that if every 
boat turned out of it is not a crack, no bad boats are ever 
built there. And the same thing can be said of Mr. 
Payne. 
The 340-tcn steam tender built for Mr. Coats ran her 
steam trials last week on the Clyde, when she showed 
the satisfactory speed of 1314 knots. Her engines indi- 
cated 800 horse-power. They consist of two sets triple 
expansion, the diameters of the cylinders being 10, 16 and 
26 inches, with 18 inches stroke. The dimensions of the 
yacht are: Length, 147ft.; beam, 22^ft.; depth (molded), 
I3^ft. She is a straight-stem vessel, but looks well in 
spite of this unaccustomed feature. She was designed by 
Mr. G. L. Watson. There is little doubt that she will 
easily tow Gleniffer at 10 knots — the speed required. The 
name of the new steamer is Triton. 
The first race of the season is fixed for the 31st inst. 
It is the channel match from Southend (Thames) to Har- 
wich. The 52-footers have to sail with the first-class 
boats, but will get the second prize if one of the big boats 
wins. This leaves it open for the big craft to be fluked 
out of the prize by one of the little chaps without any 
compensating chances for them. Bona has had the altera- 
tion to yawl rig completed, but whether she will put in 
an appearance down south is uncertain. If she does not, 
the racing in the large class will be poor in the extreme. 
She would stand a very good chance of picking up an 
occasional prize. E. H. Hamilton. 
YACHT CLUB NOTES* 
The third annual meeting of the New York Y. C. was 
held at the club house on West Forty-fourth street on 
Thursday evening, May 15. Com. Lewis Cass Ledyard 
announced that the club had decided to accept the Eastern 
Y. C.'s invitation to visit them at Marblehead, and that 
the annual cruise would begin on Monday. Aug. 4. The 
fleet will rendezvous at New London cn Aug. 3. 
Eight cups were presented to the club, four are from 
Com. Ledyard. two from Mr. Frederick G. Bourne and 
one each from Mr. Cornelius Vanderbik and Royal Phelps 
Carroll. 
Chairrnan Otis, of the New York State Commission to 
the Paris Exposition, presented to the club models of the 
America's Cup defenders America, Madeleine, Magic and 
Volunteer, that had been made by the Commission. This 
makes the club's set of America's Cup defenders complete. 
..An invitation, received from the Seawanhaka Y. C. 
asking the officers and members to be present at the club's 
opening at Oyster Bay on Memorial Day, was accepted. 
Mr. Anson Phelps Stokes, owner of the schooner Sea 
FoX, read a paper on the cruise of his yacht in the Carib- 
bean Sea, and moved that a winter cruise be arranged 
for yachts of the club in Southern waters. A special 
committee will take the matter into consideration. 
The committee appointed to look into the matter - of 
' measurement rules reported that very satisfactory progress 
had been made, and that a final report would be sub- 
mitted in the February meeting of next j'ear. 
The following were elected members : 
Otis K. Dimock, Ellis G. Potter. Ormsby M. Mitchell, 
William B. Cunningham, Halsey Haines Cheney, George 
Quintard Palmer. Edward Hill. James M. Fuller, Andrew 
O. Bancker. Frederick W. Paramore, George Trowbridge 
Hollister, Capt. Newton H. Hall. U. S. M. C. ; Gordon 
Dexter, George Alexander Dclby, P. A. Valentine, James 
Amm, Charles C. Deming, W. H. Henshaw, Lieut. Ash- 
ley H. Robertson, U. S. N. ; Surgeon Charles H. De 
Lane}', U. S. N. ; Paymaster Herbert E. Stevens, U. S. 
N. : Capt. Samuel C. Lemlv, U. S. N. ; E. C. Converse, 
Rear-Admiral George E. Ide, U. S. N. ; Joseph P. Ord, 
Dumont Clarke. L. G. Fisher, Seth Low, William H. 
Moore, Walter W. Shaw, Lieut. Cleland Davis, U. S. N. ; 
Charles E. Knoblauch, Surgeon Theodore W. Richards. 
U. S. N. ; A. S. Matheson, George Waetjen. I. E. Palmer, 
Henry G. Barbey. Edward C. Cammann, Harry J. Luce, 
G. G. Haven, Alfred M. Judsom John Hubbard, Lieut. 
W. G Miller, U. S. N/; Ca P t. John Jacob Hunker, U. S. 
N. ; Robert Jacob, Lieut. Charles P. Eaton, U. S. N. ; 
Thomas W. Slocum, Frank R. Lawrence, Charles H. 
Simmons. Samuel C. Davis, Clarence Fahnestock, M. D. : 
Everett B. Webster, Paymaster Walter B. Izard, U. S. 
N. : Arthur Bruce AVhiting, George Bullock, Arthur Bull 
Sullivan. Thomas Newbold, Edmund P. Rogers and Will- 
iam A. Jamison. 
The meeting adjourned until Thursday, June 12, at 1 
o'clock in the afternoon, at Delmonico's, Beaver street. 
4^ i£ 
At a recent meeting, the Ossining Y. C. elected the fol- 
lowing officers: Com., Robert T. Dennis; Vice-Corn.. 
Eugene Cuatt : Sec'y, Robert L. Thomas ; Fin. Sec'y, John 
Vanderbilt; Treas., Fred S. Griffin; Meas.. Irving S. 
Haff; House Committee. Irving S. Haff (Chairman), 
William F. Mezger, Jr., Winfield S. Smith. Joseph Bird- 
sail. Jesse Knapp; Committee on Admission, Elmer New r - 
man (Chairman), Joseph Birdsall, Elwood Stevens, Fred 
I.owenhaupt, Lewis Searles ; Auditing Committee, Will- 
iam F. Mezger, Jr. (Chairman), Elwood Stevens, Jesse 
Knapp; Regatta Committee, Andrew Rohr (Chairman), 
Irving S. Haff, Eugene Cuatt. 
Mr. Henry Clay Pierce has purchased from H. M. the 
King of Portugal the steam yacht Amelia (ex Yacona). 
The yacht was built by Messrs. Scott & Co., at Kinghorn, 
in 1898. She is 211ft. over all, 188ft. 7in, between per- 
pendiculars, 175ft. 6in. waterline, 27ft. in breadth, 13ft. 
ioin. depth and 13ft. draft. The yacht is lighted by elec- 
tricity, and has two decks and five watertight bulkheads. 
The trim on deck is of teak. She is fitted with triple- 
expansion engines, which give her a speed of thirteen 
knots. The yacht will be known on this side under her 
old name, Yacona. 
