library qf congress, ($§ap @ajnjrir$t lf$ + Shelf ...G.^.ftZ < \ . lJSM UNITED STATES OF AMERICA. Digitized by the Internet Archive - in 2011 with funding from The Library of Congress http://www.archive.org/details/racesforamericasOOking The Cup Defenders of 1893. COPYRIGHT, 1893, BY THE TRIBUNE ASSOCIATION. '$23.° a-Year -Simgle Copies 2S Crs, - „I , a* > 5 oi C/] < 0> M ,-. < H ■- „. X t/T Tj U rt < 5n ,>< H uu n -s- UJ O H % < o m U > rt U-l t/T" i ; ~ „ c o UJ ( 1 s X y. b- 3 ^ ORIGINAL RACE TOR THE CUP. HOW THE CUP WAS FIRST WON THE AMERICA'S FAMOUS EACE ABROAD. SHE LEFT THE WHOLE BRITISH YACHTING ELEET BEHIND HER— SUPERIOR WORK OF THE AMERICAN CREW. The first race for the America's Cup was sailed around the Me of Wight on August 22, 1851. Of the yachts which sailed the seas then the America is probably the only one now in com- mission, and of participants and spectators the larger number have joined the silent majority. The Royal Yacht Squadron had offered a cup open to competition by yachts of all nations. the start was given. The yachts which started were Sir W. P. Carew's schooner Beatrice, 161 tons; the Duke of Marlborough's schooner Wy- vern, 205 tons; the Marquis of Conyngham's schooner Constance, 23 8 tons; Sir H. B. Hugh- ton's schooner Gypsy Queen, 160 tons; Lord A. Paget's cutter Mona, eighty-two tons; J. L. Cragie's cutter Volante, forty-eight tons ; A. HiLL's- schooner lone, seventy-five tons; T. Chamber- layne's cutter Arrow, eighty-four tons; J. Weld's cutter Alarm, 193 tons; G. H. Acker's schooner Brilliant, a three-master of 392 tons ; B. H. Jones's cutter Bacchante, eighty tons ; W. Curling's cutter Freak, sixty tons; H. S. Fearon's cutter Eclipse, fifty tons; T. Le Merchant's cutter Aurora, forty-seven tons, and the America, which was put down on the entry list as of 170 tons. The America was the last yacht to get off. THE AMERICA CROSSING THE OCEAN UNDER PILOT RIG The regatta for it was set for August 22. The America was lying at Cowes, and her owners were anxious to get a match race with a repre- sentative British yacht. All challenges, public and private, however, were met by the English- men with a reference to the regatta of August 22. Commodore Stevens decided to enter, as he could get no other race, and so on that memo- rable day he sailed against the British fleet and won the trophy. The course from Cowes around the Isle of Wight, over which the race was sailed, is one where currents and tides contend and is as unfair to a stranger as is the old inside course of the New-York Yacht Club in the Lower Bay. Happily international races are now sailed on the open sea. THE YACHTS WHICH STARTED. The wind was blowing lightly from the west that morning, when at 10 o'clock the signal for She ran wing and wing, her mainsail out on one side and her foresail on the other, and soon passed through all of the fleet except the leading boats, which were Beatrice, Aurora, yblante and Arrow. Finally the America, by a good deal of dodging to avoid furling, managed to get past these leading boats. The breeze was freshening steadily, and by the time No Man's Land buoy was turned it was blowing a good six-knot breeze. The Yankee boat, with the wind free, had done just what had been expected by her owners and feared by the English, and shown her great su- periority over her competitors. EXCELLENT WINDWARD WORK. Now when it came to windward work she proved that she was equally proficient, and soon was a good distance ahead of the nearest yacht and two miles to windward of her. She worked to windward so speedily that by the time the 3 LIBRARY OF TRIBUNE EXTRAS. Point was reached there was not a yacht in sight from her decks. The wind now died down, and a strong head tide was encountered, against which the America made little head- way. This gave the fleet, which had not yet caught the full strength of the tide, a chance to crawl up on her. The little cutter Aurora and the cutter Arrow nearly caught up with the America, though the rest of the fleet was still a safe distance astern. At St. Catherine's the Arrow went aground and was out of the race, but the little Aurora still held on, and, her size considered, did ex- cellently with the America. The wind now began to freshen again, and the America drew rapidly uway from the cutter. After getting by St. Catherine's the America had a leading wind, and easing off her sheets flew rapidly up toward Cowes. The America had gone over under pilot- boat rig, or as pilotboats were rigged in those ■days, and had no foretopmast and no jibboom until just before the race. Before the race she had a jibboom fitted so that she could carry a flying jib. Just before passing St. Catherine's her jibboom carried away, much to the satisfaction of "Old Dick" Brown, her sailing master, who did not believe in a flying jib for windward work. CLEARING AWAY THE JIBBOOM. The America had a large and well-trained crew on board, and the wreckage was speedily cleared away. By the time the America passed the Needles, those waveworn rocks which guard the western entrance to the Solent and Southampton waters, the nearest boat, the Aurora, was about eight miles astern, and the rest of the fleet not in sight. The Wind now became light again, and though the America passed the Needles at 5:40 o'clock, it was 8:37 o'clock before she dropped her anchor, a winner, off the Royal Yacht Club's castle at Cowes. The Aurora got in at 8:55 o'clock. The America's time in the race was 10 hours 37 minutes. The only bet made on the race which has come down in history was one made by Henry Steers, the designer of the America, with Ratsey, a celebrated yacht builder in those days. Batsey made the new jibboom for the America, and bet him the price of the spar that the America would be beaten. The defeased fleet of British yachts did not all get in until the day after the race. Many of them became discouraged and anchored where night overtook them. The America was well handled throughout the race. From start to finish she showed her superiority over the British yachts in every respect. After the race G. H. Ackers, the owner of the three-masted schooner Brilliant, ■entered a protest against the cup being given to the America on the ground that she had passed ■on the wrong side of the Nab Light. It was found, however, that the sailing directions given to Commodore Stevens contained no instructions regarding the side the light was to be left on, and the protest was disallowed. George B. Schuyler, who was the last to die of the original owners of the America, and who was aboard the yacht the day of the race, says, in a statement published in Coffin's "America's Cup" in 1885: "Had there been an allowance of time for tonnage, the Aurora, by Ackers's scale, would have been beaten by less than two minutes, although at one time eight miles astern; or had the drifting continued an hour or two longer it would have given her the cup— in which case I have no doubt the America's superiority, instead of being a national triumph, would have been confined to the knowledge of experts only. " FAME MUST HAVE COME TO HER. As it was, however, the America gained the vic- tory her superiority deserved and became fa- mous forever. Had she not won the race at Cowes it is hardly probable that the obscurity referred to by Mr. Schuyler would ever have overtaken her. She showed from the first such immense superiority over the British fleet that Commodore Stevens would never have rested until he had demonstrated the excellencies of his boat to the world by some signal victory. The manner in which the America was handled in the race called forth praise from the observers. Be- fore the start she had her sails down, but at the starting signal her nimble crew of American sailors set her mainsail, foresail, gaff-topsails and jib almost in an instant. One mome»t she was at anchor under bare poles, the next her clouds of canvas covered her and she was off for victory. The year of the race of the America was the year of the Crystal Palace exhibit, and there was much racing at Cowes that season. The victory of the America was witnessed by a most dis- tinguished company, the Queen, surrounded by noble lords and ladies and gentlemen in waiting, looking on at the start and finish from the bat- tlements of the Royal Yacht Squadron's castle. There was no little dismay among the British yachtsmen at Cowesjthat night of August 22 when it spread about that the America had won. When the America had first appeared in British waters ehe was looked upon with indifference, and mildly contemptuous remarks were made at the presamp- tion of the Yankees' in thinking that they had a boat which could beat a crack British yacht. After she had hung about Cowes for a while and had one or two impromptu brushes with yachts of the Royal Squadron, opinions began to change, and yachts were inclined to fight shy of the unprepos- sessing Yankee. ■* COMMODORE STEVENS'S EFFORTS. Commodore Stevens tried his best to get a match- race before the regatta of August 22 came off, but failed. He posted in the Royal Squadron's castle a challenge to sail the America against any British vessel whatever for from one thousand to ten thou- sand guineas in a six-knot breeze, and threw down the gauntlet to England, Ireland and Scotland. When the race for the Boyal Squadron's Cup was over and the victory won the British yachtsmen did not attempt as a rule to deny that the America was the best boat of all those assembled at Cowes. There were a few pig-headed people, as there al- ways are, who called the victory an accident, but every one who knew what he was talking about SECOND RACE FOR THE CUP. was convinced that a new era in shipbuilding had" dawned. Some of the British yachtsmen while admitting the superiority of the America declared that they could build a boat in three months that would beat her. Commodore Stevens offered to stay over at Cowes for three months and wait for the boat to be built and race her for $125,000. This offer was not accepted. On August 28 The America sailed a match race with Robert Stephenson's schooner Titania, of 100 tons, in heavy weather, and beat her nearly an hour. It took about twelve days in those times for a steamer to go from Liverpool to New- York, and the Atlantic cable had not joined the two worlds in daily conversation, so the fame of the victory of the America had spread over Great Britain and Erance before it reached her native shores. It got here, finally, however, and great was the satisfaction. The press of Eng- land, as a rule, gave the American_schooner full credit for her performance, and called upon British yacht builders and British yachtsmen to be up and doing to regain their lost prestige. British yacht builders and British yachtsmen re- sponded to the call, but an onward march, a march which has sometimes faltered, but always revived under the stimulus of international com- petition, began on this side the water in yacht building also, and so far the English have been unable to regain the prestige lost at Cowes in 1851. A CONTEST OF THE BEST TYPES. In that first race the America, which was un- doubtedly the best production of yacht designing skill in this country at the time, sailed against not only one but several boats, which represented in their different types the best of British skill. The best of each nation came together, and the best of the Americans was proved beyond doubt to be better than the best of the British. The ciew of the America also showed the British what American sailors were like, and impressed upon them the necessity of skill and discipline in yacht racing, a, lesson which they learned rapidly and well. JSo yacht in the race at Cowes was handled so well as the America, so far as the crew was concerned. The defeat of the British fleet was not pleasant to Englishmen, who do not take kindly to that sort of thing, but it was of great benefit and profit to them ultimately. After the race " The London Punch" published a cartoon representing two boys. John and Jonathan, sailing toy boats and Jonathan saying to John, "If you don't look sharp, I'll show you how to make a seventy- four next." The same paper contained a set of doggerel verses, in parody of "Yankee Doodle" and glorifying the victory of the America. Thus was the America's cup first lost and won, and a great international trophy established for all time. As long as yachts shall sail the seas and yachtsmen love the swift rush of shapely hulls borne by canvas wings over tumbling ■seas, so long shall the memory of that first race at Cowes endure. CAMBRIA'S VAIN EFFORTS. HOW THE SECOND INTERNATIONAL YACHT RACE WAS WON. THE ENGLISH BOAT HAD NO CHANCE PROM THE START— BEATEN BY HALF A FLEET The second race for the America's Cup was preceded by that preliminary correspondence which has ever since been apparently necessary to ar- range a race for the trophy. The race was sailed in 1870, but the correspondence relating to it be- gan in 1868. James Ashbury, owner of the schooner yacht Cambria, was the challenger, as representative of the Royal Thames Yacht Club. The Cambria, it has been declared since, was not the fastest British schooner ' of the time, and her record in England gives weight to this claim. Still she was, if not the very fastest, at least a fair representative of British schooner yachts of the time, and the outcome proved that it did not take the fastest schooner yacht in America to beat her. She was beaten by yachts that were no more entitled to be called the fastest in America than she was to be considered the fastest in England, a point which Lord Dunraven appears to have overlooked in his article on international yachting in " The North American Review. " The race was, after all that has been said, a fair international test, and, as usual, the Americans won. This race of 1870 was the last one sailed for the cup where one boat sailed against a fleet, a manifestly unfair condition, but the one, never- theless, under which the America won the cup in 1851. The cup, after having been won by the America, had been presented by her owners to the New-York Yacht Club to remain forever an international yachting trophy. The cup had be- come the absolute property of the owners. of the America when that yacht won it, and they con- veyed it to the New- York Yacht Club in trust under a " deed of gift " embodying the following conditions : "Any organized yacht club of any foreign country shall always be entitled, through any one or more of its members, to claim the right of sail- ing a match for this cup with any yacht or other vessel of not less than thirty nor more than three hundred tons, measured by the custom house rule of the country to which the vessel belongs. The parties desiring to sail for the cup may make any match with the yacht club in possession of the same that may be determined upon by mutual consent; but in case of disagreement as to terms the match shall be sailed over the usualt course for the annual regatta of the yacht club in pos- session of the cup, and subject to its rules and sailing regulations— the challenging party being bound to give six months' notice in writing, fix- ing the day they wish to start. This notice to embrace the length, custom house measurement, rig and name of the vessel. It is to be distinctly understood that the cup is to be the property of the club and not of the members thereof, or owners 10 LIBEAEY OF TEIBUNE EXTEAS. of the vessel winning it in a match, and that the Alarm, and the centreboard schooners Phantom, condition" of keeping* it open to be sailed for by Magic, Madgie, Silvie, 'Tidal Wave, Madeleine, yacht clubs of all foreign countries upon the terms Idler, Palmer, Alice, Fleur de Lis, Era, Josephine, above laid down shall forever attach to it, thus Calypso, Widgeon, Halcyon and Jessie. The start making it perpetually a challenge cup for friendly competition between foreign countries." Mr Ashbury in his long correspondence with the New-York Yacht Club seemed to give rather a cold shoulder to the deed of gift, and, among other things regarded as rather unnecessary at the time and since, said he did not propose to put his boat against a " mere shell or racing machine. However, the match was finally arranged, and m July of 1870 the Cambria started for these shores in company with the schooner yacht Dauntless, then the property of James Gordon Bennett. It was a race over, and the Cambria won. The Dauntless led nearly all the way over, but at the Georges Banks, the wind shifting, she stood to the southward ; the Cambria got a favorable slant of wind, cut inside of her and got by the lightship first. It was luck, and in subsequent races the THE CAMBRIA. Dauntless showed that she was the better boat, but, nevertheless, the Cambria won, and many people at that time thought she would win tlie race for the cup. , This being the first time a British yacht had crossed over here to race for the cup, there was great interest taken, not only in New-York, but throughout the country, in the coming contest As Mr. Ashbury and the New-York Yacht Club were unable to agree upon terms of a race, it was decided to sail it, as the deed of gift directed m such cases, over the New-York Yacht Club course, and under the sailing regulations of that club. The day set for the race was August 8, and everywhere the coming race was the talk of the town. The newspapers published columns about the approaching contest, and When finally it came off a great flotilla of boats of all kinds, crowded with people, went out to see it. So great was the interest in this race that the Government had fitted up the old America, then a training vessel at Annapolis, for racing, and put her in the fleet of yachts which was to defend the cup from the Cambria. The fleet of yachts selected to sail against the Cambria consisted of the keel schooners America, Daunt- less, Eambler, Fleetwing, Bestless, Tarolinta and was from an anchorage off Stapleton, and the- course lay out around Sandy Hook Lightship and. back to the starting point. A good sailing breeze blew from the southeast and the water was smooth. The tide was running a strong ebb, and when the starting signal was given the yachts spread their canvas, tripped their anchors, and flew for the Narrows. They split tacks in all directions, and at first the bay was filled with such a number of swift-gliding- craft running hither and thither that it was im- possible to tell what yachts were in the lead. But it was soon seen that the Magic had the best of it and was getting a good lead. The newspaper accounts of the race that day describe her as re- markably quick in getting under way. She was- the first of the fleet to get off and stood over to- ward the Long Island shore until she was able, by standing close in, to lay her course on the port- tack down through the Narrows, fetching well down the West Bank. The America was the last to get off, but she soon took second place, with the Idler third and the Silvie fourth. In working down the bay to the Southwest Spit all the fleet passed ahead of the Cambria except- ing the Tarolinta, Alice and Eambler. At the- (Southwest Spit buoy the order was as follows r Magic, America, Idler, Phantom, Dauntless, Mad- gie, Calypso, Halcyon, Fleetwing, Madeleine, Cam- bria, Tarolinta, Alice and Eambler. 'The other yachts before named had not started or had drawn out of the race. The Magic had got such a lead! that it was evident, accidents barred, that nothing- could catch her. As to the Cambria, she was a beaten boat already. The yachts reached out by the point of the Hook against a flood tide, which had begun to run. Outside the Hook they stood a short distance- to the southward and then reached for the light- ship. The Idler and Dauntless passed ahead #f the America on the way out to the lightship, but the Cambria remained " in the ruck." The Magic- rounded the lightship twenty-four minutes ahead of the Cambria, and between the British yacht and the leading boat at the turn there were six other schooners. The run in from the lightship was one of the most beautiful sights from a spectacular point of -view ever seen at a yacht race, all the schooners setting their light canvas and rushing over the sparkling waters, great double towers of white and wind-blown sails. The Cambria met an acci- dent as she ran in by the Point of the Hook, a sudden squall taking her foretopmast out of her. This, of course, made a difference in her showing: at the end of the race as regards time, but not in the result as to the possession of the cup— that had been settled almost before the yachts had passed the Narrows. The Cambria was 'quick in stays, had a large sail area and sailed close to the wind, but she- did not sail fast enough. With that trifling ex- ception she was as. good a boat as there Was in the fleet. She was built by Eatsey, then a cele- THIRD RACE FOR THE GUP. 11 Sbrated English yacht builder and the same who ■bet the price of the America's new jibboom in 1851 that the Yankee boat would not win the race against the Eoyal Yacht Squadron. When the yachts rounded the Southwest Spit buoy on *the run home the line of yachts had be- come so strung out that nearly three-quarters of an hour separated the Magic, still the leading boat, and the. last boat of the fleet, The Idler, which was second when the lightship was rounded, now held third place, the Dauntless having passed ahead of her, and the old America was still fourth. The Cambria was eighth in the race at this point, the same position she occupied when the lightship was rounded. The yachts all made good time on the run in from the lightship, the Magic making the Southwest Spit in forty-five minutes and the Idler in 'forty-three minutes. The distance is about seven miles. The wind had been freshening, and with the strong breeze and the rapidly running flood-tide the yachts came up the bay in fast time. At the finish the Cambria was tenth. The Magic beat her thirty-nine minutes thirteen sec- onds on corrected time, and twenty-seven minutes three seconds on actual time. The America beat the Cambria thirteen minutes, forty-seven seconds ■on corrected time, and thirteen minutes three sec- onds on actual time. The order of the yachts at the finish was as follows: Magic, Idler, Silvie, j&tmefiitoa,, Dauntless* Madgie, Phantlom, Alice, Halcyon, Cambria, Calypso, Eleetwing, Made- leine, Tarolinta and Eambler. The cup was not at any time in danger, and it will be seen that there were several schooners in the fleet of the New-York Yacht Club which •could outsail the Cambria on every point. It might be argued that the course sailed was one unfair to a stranger, in that part of it lay in the Lower Bay, where an intimate knowledge of tidal ■currents and local depths and shallows plays an important part in yacht racing. It will be ob- served, however, that the Cambria did no better outside Sandy Hook than she did in the bay, and in several 'matches which she sailed against Amer- ican yachts on the open sea outside Newpori sub- sequently she lost all except one. She did de- feat the Idler once, but that was due entirely to an accident, the Idler parting her bobstay and being obliged to stand on a losing tack until it was repaired. When the season was over Mr. Ashbury was thoroughly convinced that the Cambria was no ■match for the American schooners, so he went back to ! England and gave orders to Ratsey for a schooner which was to be built with the ex- press design of winning the cup. This was the last race for >the cup where a challenging yacht was called upon to sail against a fleet, it having become the general opinion among yachtsmen that, although the trophy. had been won in that manner by the America, such a contest was not fair, and not in accordance with the spirit of the •deed of gift. Three eminent judges and George L. Schuyler, the surviving giver of the cup, gave to the Commodore of the New-York Yacht Club an opinion, in which they construed the deed of gift to mean that one boat only should be put against a challenging yacht. AN UNPLEASANT CHAPTER THE LIVONIA'S ATTEMPT TO TAKE BACK THE AMERICA'S CUP. TROUBLE MADE BY THE SECOND BRITISH CHAL- LENGER— TWO BOATS DEFENDED THE CUP— WORK OP THE COLUMBIA AND THE SAPPHO. The second attempt of the British to win back the America's Cup is the most unpleasant part of the 1 history of the great trophy. James Ashbury, who had been defeated the year before in his at- tempt to win the cup with the Cambria, chal- lenged for it again in 1871 with a new schooner which he had built for the express purpose of winning the trophy. She was named the Livonia, and was built by Eatsey. She was built on scien- tific principles, as they were understood in those days, and the English papers in speaking of her declared " it had at last been discovered just what the water liked." The "wave line theory" was carried out in her with a considerable degree of skilli. In spite of the great things expected of her, however, she did not prove to be a remarkably fast boat, and in races in English waters before 1 she came over here she gained only three first prizes and one second out of fifteen starts. Never- theless, Mr. Ashbury challenged with her, and then the usual correspondence began. The corre- spondence was long and acrimonius, and at one time it seemed as if the 1 matter would be taken to the courts. Looking back calmly on the affair at this distance of time it does not seem as if all of Mr. Ashbury's claims were entirely unreason- able, though some of them were, and he had a most aggravating manner of stating all of them. One thing which he wanted to do was to chal- lenge in behalf of twelve yacht clubs at once, so that if he was beaten in the first race he could go on and sail eleven more, any one of which, if he won, would give him the cup. Of course in a series of twelve races it would be a poor boat indeed which would not by a "fluke" win one of them. The New-York Yacht Club refused Mr. Ash- bury's demands in this respect, but offered to accept him as the champion of the Eoyal Har- wich Yacht Club, and sail a series of seven races against him, each with a swigle boat, the victory in the majority of the races to decide the pos- session of the cup. Finally, after threats of legal proceedings from Mr. Ashbury, and a lot of correspondence, which is of too unpleasant a nature and of too little interest at this late day to be reviewed, an understanding was reached, and the first race of the international series of 1871 was sailed on October 16, 1871. The committee of the New-York Yacht Club having the matter in charge had designated a number of schooners as a fleet from which to pick the American champion, ordering them all to be ready at the anchorage off Quarantine on the morning of the races. The regular course of the New-York Yacht Club in those days began and ended above the Narrows, off Quarantine. 12 LIBKARY OF TKLBUNE EXTRAS. In other respects it was practically as it is now. When the committee came down to the starting place on the morning of October 16 there was a light wind blowing, and the Columbia, then owned by Franklin Osgood, was selected as the champion of the club for the day. The Colum- bia was a light-weather boat, which the Livonia was not particularly. The Columbia had only re- cently been added to the fleet of the New-York Yacht Club. She registered 206 tons, as against the Livonia's 260. The following description of the Livonia is taken from The New-York Tribune of October 17, 1871 : " The distinguishing features of the schooner are that her channel pieces are filled up solid under- neath, so as to afford no resistance to the water ; she is provided with a jibboom instead of a bow- sprit ; that her jibs are all set without stays, and that her masts are placed closer together than is usually the case in the English model. Her length is 1 08 feet over all ; length on water-line, 99 feet; breadth of beam, 23.7 feet. Her spars and rigging are of the plainest kind, and are cal- culated for a heavy-sea yacht. Her sails are of American cotton duck, and set to perfection." It was against this boat that the Columbia started at 10 :40 o'clock. A light but steady wind was blowing from the northwest, and a strong ebb tide was running. The yachts set all their light sails, and the Columbia felt the breeze first and took the lead, which she maintained to the finish. After passing the Southwest Spit Buoy the wind hauled to the westward and freshened a little. The Columbia sailed closer to the wind than the Livonia, and was favored in every re- spect with just the wind and water for her light draught. The time of the yachts at the different marks was as follows: „, ... S. W. Spit. Lightship. S. W. Spit. Finish. Columbia 12:04:00 1:23:53 3:50:13 4 :57 A2. Livonia 12:08:27 1:^8:31 4:19:50 5:23:00 The time of the race was as follows : Elapsed Corrected „ , . , time. time. Columbia 6:17:42 6:19:41 Livonia TT 6:43:00 6:46:45 The second race of the series was sailed on October 18. The race was to have been over a course twenty miles to windward and return from the Sandy Hook Lightship. After the stakeboat had been sent out for the outer mark, how- ever, the wind, which had been blowing from the west and was expected to haul to the south- west, changed instead to blow from north- northwest, thereby defeating the object of the committee, and giving the yachts a free wind ver the entire course. The breeze had freshened considerably, and was blowing strong and steady when the yachts were started. The Columbia had again been chosen as the club's champion. The Livonia was beautifully handled and crossed the line first under mainsail, foresail, club top- sail, main-topmast staysail, big jib, flying jib and balloon jib-topsail. The Columbia, carrying the same sails, was less than two minutes behind her. Soon after the start the Columbia parted her main-topmast staysail sheet, and had to take in- the sail. In about ten minuter she had the sail set again. The wind continued to freshen until it was blowing half a gale. As the stakeboat was approached the Livonia was still leading, but was to leeward, and it was evident that the Columbia had gained on her on the way out. The Livonia when near the stakeboat hauled up close on the wind, crossed the bcw of the Columbia, and passed the stakeboat on the star- board hand. The Columbia rounded the stakeboat, leaving it on the port hand, tacked and started for home. Both yachts had shortened sail now. The Livonia in attempting to gibe around the stakeboat had got in irons and lost considerable time. There was considerable sea on, but the shallow Ameri- can boat steadily gained on the Livonia, and stood up much stiffer than her antagonist. The Columbia finally swept by the judges' boat about half a mile ahead of the Livonia. The time of the race was as follows : Elapsed Corrected Start. Finish. time. time. Columbia X2,:Q5:'SQ^2, 3:07:15 3:01:33^ 3:07:41*4 Livonia 12 -.O'i-.ZO^ 3:10 :10 3 :06 -.49^, 3 :18 :153a The Columbia was therefore the winner. Mr Ashbury entered a protest against the victory be- ing awarded to the Columbia in this race on the ground that the Columbia had left the stakeboat on the wrong side in rounding it. As no directions as to which side the stakeboat should be left on had been given, the committee refused to enter- tain the protest. The third race of the series was sailed on Octo- ber 19. It had not been the intention of the committee to again put the Columbia in, and it had been so understood by her owner and the crew. Therefore after the race of the day before no at- tempt had been made to get the boat ready for an- other contest, and officers and crew had set up late talking over the double victory of the yacht and properly celebrating it. Besides this they worked like beavers in the race and were pretty well exhausted. Something was the matter with all the other boats of the selected fleet, however, not one of them being In a fit condition to race, and the Columbia was sent out for a third time. The selection of a boat took three hours, and The Tribune's account of the race says that "every- body, except Mr. Ashbury, entirely lost his pa- tience. " The race was sailed over the club course of the New-York Yacht Club, and was won by the Livonia. The race seems to have been a bungle all around, and there is little pertaining to it upon which Americans can look back with pride. The unreadiness of the boats which should have been ready even down to the scouring of the cooks' kettles and pans upon such an occasion, the carelessness by which the Columbia was dropped to leeward of the stakeboat by the tug which towed her down to the start, and the vari- ous 'ways in which the Columbia went to pieces are all unpleasant to think about. The Livonia took the lead at the start and held it to the finish. When the Columbia was nearing the Southwest Spit buoy she carried away her flying jib stay. When near the same buoy coming back her steering gear carried away, and she came near drifting in the shoals. When the steering gear was repaired she carried away her main topmast staysail sheet. In short, the American boat was not in the race from start to finish. There was a THIRD RACE FOR THE CUP. is good sailing breeze from west-southwest, and a smooth sea. The official time of the race was as follows : Livonia . Columbia Start. ..1 :25 :00 ..1 :25 :00 Finish. 5 :18 :05 5 :37 :38 Elapsed. Corrected time. time. 3 :53 :05 4 :02 :25 4 :12 :38 4 :17 :35 Everything considered, it is a wonder that the Columbia made such a good showing as she did in actual time. On October 23 was sailed the fourth race of the series, and this time the Sappho was matched against the Livonia. Before starting in the race Mr. Ashbury sent a note to the committee, saying " I continue the series of races without prejudice to my confirmed claim." He referred to his protest regarding the race of October 18. The race was twenty miles to windward and return from Sandy Hook Light- ship. A moderate breeze was blowing, and Mr. Ashbury got just what he had been wanting— the Southwest Spit was reached the Sappho over- hauled her and took the lead. This lead she kept increasing ail the was as follows : time. The time of the race Sappho Livonia Start. ....11:21:00 ....11:21:00 Finish. 8 :59 :05 4 :25 :41 Elapsed Corrected time. time. 4 :38 :05 4 :46 :17 5 :04 :41 5 :11 :44 The Americans having won four races out of five in the series of seven, the committee declared the series closed, and that the custody of the cup shall still remain with the New-York Yacht Club. The .Livonia had been beaten twice by a centre- board boat, the Columbia, and twice by a keel boat, the Sappho. Mr. Ashbury, however, was not satisfied. He still claimed the race of Oc- tober 18, and having announced to the committee that he would send his boat out to Sandy Hook lightship on a certain day, he did go there, and raced with the Dauntless. The club, however. THE SAPPHO ROUNDING a dead beat to windward. The Sappho proved herself better both on the wind' and off the wind than the Livonia, and kept increasing her lead from start to finish, race was as follows: The official time of the Sappho Livonia Start. ....12:11:00 ....12:12:52 Elapsed Corrected Finish. time. time. 5 :44 :24 5 :33 :24 5 :36 :02 6:17:30 6:04:38 6:09:23 The fifth and last race of the series for the cup was sailed over the New-York Yacht Club course on October 23. The Sappho was again the chosen champion of the Americans, and again she won. There waa a moderate breeze blowing from west-southwest and the tide was the last of the ebb at the start. It was a clear and beau- tiful day of Indian summer, and a great flotilla of yachts and excursion steamers came out to see the race. The Livonia crossed the line first and started down the bay at a good pace, but before THE LIGHTSHIP. took no cognizance of this race, and not much of Mr. Ashbury. Mr. Ashbury now claimed the cup, and there was some correspondence of a rather bitter nature. He had presented to the New- ark Yacht Club two challenge cups. The club returned the cups to Mr. Ashbury, not feeling it the proper thing to retain them under the circum- stances. Among other things, Mr. Ashbury directly accused the club of "sharp practice." It was a relief to everybody when he went home to England. His demands were dealared unreasona- ble and his manner of making them was con- demned by English as well as American yachts- men. The departure of Mr. Ashbury closed the most unpleasant chapter in the history of the America's Cup. It is not at all probable that another one of the kind will ever have to be written. 14 LIBRARY OF TRIBUNE EXTRAS. CANADA SENT A BOAT. THE THIRD CHALLENGE FOR THE AMERICA'S CUP. FAILURE OF THE SCHOONER YACHT COUNTESS OP DUFFERIN TO WIN THE BLUE RIBBON OF THE SEA— WORK OF THE MADELEINE. Early in 1876, the Centennial year, the third challenge for the America's Cup since it had been won by the America was received. It was the first one to be received from a country o~ther than England, coming from the Royal Canadian Yacht Club in behalf of Charles Gifford, vice-commo- dore of the club and part owner of the schooner yacht Countess of Dufferin. Although the New- York Yacht Club had been anticipating a chal- lenge, one was not expected from Canada, as yacht building in that country had not ad- vanced to the point where the Canadians would be justified in hoping to carry away the cup. It seems that • P. McGiehan, a yacht designer of Famrapc, had built for a Canadian yachtsman a sloop yacht named Cora. The Cora went to Can- ada and beat everything of her size there. Alex- ander Cuthbert, a Canadian designer of local repute, built the sloop Annie Cuthbert, which beat the Cora. Now the Cora had been considered a wonderful boat in Canada, and the yachtsmen of the Dominion did not doubt for a minute that she represented the best efforts of American yacht designing. When the Annie Cuthbert beat her the Canadians concluded that they had in Alexander Cuthbert a designer who was to astonish the world, and visions of accomplishing what the mother country had been unable to achieve, and of wresting the cup from the possession of the Americans, at once began to fill the minds of the yachtsmen of the Dominion. Captain Cuthbert Went to work on the model of a schooner which, when completed, he declared to be the finest he ever made in his life, and a syndicate was formed to. build her and send her hunting for the America's Cup. After some delay on account of lack of funds the yacht was built and named the Countess of Dufferin. When she had her trial trip in May the newspapers of the Dominion were enthusiastic over her, and declared her a marvel of speed and beauty. Meantime the usual preliminary correspondence had been gone through with, the New- York Yacht Club cheerfully granting everything which Com- modore Gilford asked regarding the terms of the race. The club named as its champion the schooner yacht Madeleine. July 10, 12 and 14 were selected as the dates of the races. These dates were subsequently changed by agreement to August 11, 12 and 14. After many delays the Canadian yacht finally arrived in New-York Harbor on July 18. The descriptions of the two champions which were to compete for the cup were as follows : The Countess of Dufferin was 107 feet over all, 24 feet beam, and of a shall oav type, drawing only 6 1-2 feet of water. Her mainmast was C V. 00 H 8 .0 c id -w i o g ■ it I'S 2 > 8-2 THE EACE OF 1893. 35 FOR THE RACE OF 1893. NEGOTIATIONS WHICH LED TO THE CHAL- LENGE FOR THE AMERICA'S CUP. LOKD DUNRAVEN'S PATIENCE AND PERSEVER- ANCE—CONDITIONS WHICH GOVERN THE INTERNATIONAL MATCH. A considerable change had taken place in 1892 in the feelings of the members of the New- York Yacht Club regarding the latest deed of gift. The leading members of the club saw that a strict insistence upon all the terms of the deed would act as a bar to future challenges for the America's Cup. Lord Dunraven, who had travelled exten- sively in America and was well acquainted with many American yachtsmen, had tried unsuccess- fully two years before to get the club to waive the dimensions clause of the deed with a view to challenging for the cup. He was well aware that a change had taken place in the sentiment of the club, and one night H. Maitland Kersey remarked to a group of yachtsmen assembled at the club- house that he felt justified in saying that Lord Dunraven was still anxious for a race, and would challenge if satisfactory arrangements regarding the terms of a race could be made. The result of Mr. Kersey's " sounding" of the club was such that he reported to Lord Dunraven that in his opinion a match could be arranged on terms satis- factory to both sides. A LETTER FROM LORD DUNRAVEN. Lord Dunraven then wrote to J. V. S. Oddie, secretary of the New-York Yacht Club, saying that he would send over a formal challenge for the cup, provided he was not required to give the dimensions of his yacht other than her length on the loadnwater line and her custom-house tonnage. He desired that five races be sailed, and that neither the challenging yacht nor the defender should exceed her estimated length by more than 2 per cent, and should pay double for any excess of estimated length in penalty of time allowance. He also made as a condition of challenging that it should be understood, should tiie cup be won by his boat, that it should be held by the yacht club into the custody of which it would pass sub- ject to challenge upon exactly the same conditions as those under which it was won. This was aa ignoring of the deed of gift, but the New- York Yacht Club held a special meeting to consider Lord Dunraven's propositions.. At this meeting it was argued by General Charles J. Paine that in the mutual agreement clause of the deed of gift a liberal course might be pursued regarding the conditions of a match, and a committee of which the General was made chairman was appointed to arrange a race with Lord Dupraven " in accord- ance with the terms of the last deed of gift." REPLY OF I'HE COMMITTEE. The committee sent a letter to the [Earl in whioh, while the deed of gift was insisted on as being the only law governing races for the America's cup, it was also pointed out that the mutual agreement clause of the deed would allow a3 a race to be sailed on the terms proposed by his lordsltip. It was insisted, however, that in case the cup passed, by reason of a victory by Lord Dunraven, to the custody of another club, it must be held according to the terms of the deed of gift. Here was a hitch, and for a while it looked like no race. Mr. Kersey, as representative of Lord Dun- raven, had a consultation with the committee, and it was pointed out to him that in case he won the cup the club obtaining the custody of it could, under the mutual agreement clause, make any sort of arrangement it pleased regarding races for it except that it must be always bound to accept a challenge made according to the rules laid down in the deed of gift. Lord Dunraven wrote at once to say that this was satisfactory. A NEW QUESTION COMES UP. His letter, however, which he had intended to settle everything, raised a new question, and gave an opening for more negotiations, for in it he spoke of the first and second deeds of gift, putting them on a parity with the latest deed and saying that no challenge made under the conditions laid down in any of the deeds would be refused. The committee telegraphed him that it would recommend the New-York Yacht Club to accept a challenge on the lines laid down by him if he would withdraw his reference to the first and second deeds of gift. He telegraphed, "References to former deeds of gift withdrawn." The secretary of the Royal Yacht Squadron, Richard Grant, telegraphed that he had forwarded by mail a formal challenge for the America's Cup on behalf of Lord Dunraven. On the night of December 13, the challenge having arrived, a special meeting of the New- York Yacht Club was held to consider its acceptance, and to hear the report of the special committee which had been intrusted with the negotiations regarding the challenge. Great interest was taken in the meeting. Although it was pretty certain that the challenge would be accepted, yet so many hitches have always taken place in negotiations for races for the America's Cup that no one could be absolutely sure that the season of 1893 would see a race for the celebrated trophy until the club had actually and formally accepted the challenge. Over 200 members attended the meeting. THE CHALLENGE'S CONDITIONS. The text of the challenge laid before the meet^ ing was as follows: Royal Yacht (squadron Castle, Cowes. Isle of Wight, November 25. 1892. To Secretary J. V. S. Oddie : I am requested by Lord Dunraven to forward to you a formal challenge for the cup, on the following con- ditions, which I understand have been agreed upon be- tween Lord Dunraven and a committee appointed by the New-York Yacht Club to conduct negotiations and arrange all the details, viz. : Conditions agreed upon between Lord Dunraven and a committee of the New-York Yacht Club and contained in Loi'd Dunraven's letters of September 16 to Mr. Oddie, and of November 7 to General Paine. First— Length of load water line of challenging vessel to be the only dimension required, this to be sent with the challenge and the Custom-House register to follow soon as possible. 36 LIBRARY OF TRIBUNE EXTRAS. Second.— Any excess over estimated iength of loalwater line to count double in calculating time allowance, but the chal- lenging vessel not to exceed, in any case, such, estimated, length, by more than two percentage ; the yacht that sails against the challenging vessel not to exceed the estimated length of the loadwater line of the challenging vessel more than two percentage, and any excess of length beyond the estimated length of challenging vessel in load- water line to count double in calculating time allowance ; THE EARL OF DUNRAVEN. provided that no yacht of specific rig existing or under construction October 20, 1892, aad available for use by the New-York Yacht Club in defending the cup, be barred or penalized beyond taking or giving ordinary time allowance according to the New-York Yacht Club rules. Third— It is understood and agreed that should the cup come into the custody of a British yacht club it shall be held subject to challenge under precisely similar terms as those contained in this challenge ; provided, always, that such club shall not refuse any challenge according to the conditions laid down in the deed of 188?. I, therefore, in behalf of the Koyal Yacht Squadron, and in the name o£ Lord Dunraven, a member of the squadron, challenge to sail a series of matches with the yacht Valkyrie against any one yacht or vessel constructed in the United States, for the America Cup, and would suggest that the match be sailed in August or September, 1893. Lord Dunraven would be glad if the precise dates can be left open for the time, but if your committee so desire he will name the exact date on hearing from them. The following are particulars of the challenging vessel. Owner, Lord Dunraven ; name, Valkyrie : length, load- water line, 85 feet. Custom-House measurement will follow as sbbn as the vessel can be measured for regis- tration Shall be much obliged if you will send your replying letter soon so that the matter can be laid before the committee. RICHARD GRANT. THE REPORT ACCEPTED. The special committee recommended that the challenge be accepted, and made an elaborate re- port of the negotiations which it had so suc- cessfully conducted. The report was accepted, and the committee continued to arrange further de- tails regarding the match. The next day the Royal Yacht Squadron was officially informed of the acceptance of the challenge. The negotiations which resulted in the chal- lenge began with Lord Dunraven 's letter of September 1 6 to Mr. Oddie, and ended with the acceptance of the challenge on December 13, a space of nearly three months of constant cor- respondence. The special committee whica brought the negotiations to a successful is- sue was composed of General Charles J. Paine, James D. Smith, A. Cass Canfield, Archibald Rogers and Latham A. Fish. This result was not obtained without considerable pressure being brought to bear to prevent it on both sides of the water. A considerable party of British yachtsmen were opposed to having a challenge for the cup sent over as long as the New- York Yacht Club ad- hered to the deed of gift. The British press was generally opposed to any arrangement being ar- rived at which did not involve an entire re- pudiation of the deed of gift on the part of the New-York Yacht Club, and Lord Dun- raven was urged to break off the negotiations. On this side of the water there were yachtsmen who desired a rigid insistence upon the terms of the deed of gift, and some who desired to see it abolished. Lord Dunraven and the committee, however, worked along quietly, and the result of their work satisfied everybody worth satis- fying. It being settled that there was to be a race. Lord Dunraven gave an order to Watson, the English designer, for a boat of the required dimensions. NAMING THE NEW BOAT VALKYRIE. Lord Dunraven's old boat with which he had vainly sought to arrange a match was called the Valkyrie, and so the new boat was also named Valkyrie. She was launched from the shipyards at her favor in computing her time. However, it is- not of so much importance "which boat had the technical advantage in the race. The main fact, standing out clear as did the towering sails of the majestic sloops on the sparkling surface of the sea, is that boats have been produced on this side of the water which in all human probability make the American nation still mistress of the yachting seas. The art of prophecy has fallen into disuse in this twilight of the nineteenth century, and no oracle sits on the rocks of Beaver Tail to tell of what will be the result of the con- flict with Valkyrie, but to all who saw the Vigi- lant and Jubilee sail yesterday the quest of Lord Dunraven seemed a hopless one. Four of the f.up-defenders will to-morrow con- tend for the Goelet Cnp over a course outside the harbor, amd all New-England has poured thousands of people into Rhode Island to see the race. Steamers, tugs and steam yachts have been chartered all along the coast. For one ex- cursion steamer alone 800 tickets have been ftold in Boston. The interest in the coming interna- tional contest which is felt in New- York is faint and languid compared with the intense feeling regarding it felt in this section of the country. The morning rose over the ocean serene and fair to-day, and all the great fleet anchored in the harbor of New-London shone in the splendor of the new-born day. When at 10 o'clock a gun from the flagship May gave the preparatory signal the foretops of barren masts blossomed out in snowy canvas, anchors were weighed and the fleet poured out of the harbor down toward where, off Sarah's Ledge, the flagship May had taken up a position to time the yachts. At 10:10 the big sloops were started. The Jubilee was over the line first, and about a minute behind her came the Vigilant. Each yacht had a jib-topsail up and carried forestay- sail and jib. The two yachts stood down toward Race Rock, and by the time that mark was reached the Boston boa.t was about three-quarters of a mile ahead of the Vigilant. Then began .the jubilation of Boston people, and the hearts of the New-Yorkers sank deep down. It did not seem possible that the Vigilant could close up that great gap of glittering, shining water between her and her antagonist. Behind thein came the rest of the fleet, moving slowly down in the light wind and forming a beautiful marine pageant. The sloops, other than the cup-defend- ers, were started at 10:15, and the schooners at 10:20. It was a one-gun start for the cup-de- fenders only, the other yachts being timed af- ter the usual manner. The cup-defenders had a one-gun start because the trial races and the international races will be sailed in the same manner, and it was 'desired to give the crews ex- THE CUP DEFENDERS OF 1893. 43 perience in such starts, where advantage of po- sition when the starting gun is fired is of importance. The Jubilee and the Vigilant reached down along the low, sandy shores toward where, hidden in the summer haze, the lighthouse stood on Point Judith. The tide was running to the eastward. A fleet of steam yachts, keeping at a respectful distance, followed the two racers. At Pace Pork the unofficial time of the cup-defenders was as follows: Jubilee, 10:48:35; Vigilant, 10:52:00. After they had passed out onto the open ocean the Jubilee took in her ordinary working stay- sail and set a balloon staysail. The Vigilant quickly followed her i,n doing so. Off Noyes Point both yachts set balloon jib-topsails, Off Quonocontang Beach it was seen that the Vigi- lant w as slowly but surely creeping up on the Bos- ton boat. The gain was hardly perceptible, but still it was a gain, and the hopes of Boston fell as those of New- York rose. It is a "far cry to Lochaber," and it is forty miles from New- London to Newport, so as yet the race might belong to either boat. The wind held steady from the southwest, and the bright sun made the haze whi,ch hung about the distant shores a veil of silver shot, with golden streaks where the shafts of sunlight broke through. There was scarcely a ripple on the water. Even the long ocean swells seemed scarcely to move themselves, and down the broad and shining way the great fleet swam, led by the towering sloops. Boston men would not believe their eyes as slowly but feurely the powerful Vigilant, with her immense weight of lead and her great displace- ment, drew up on the Jubilee. They laid it to a change in the position in their points of observa- tion. When Point Judith wis reached, however, all doubt ceased even in the minds of those who are privileged to live under the shadow of the gilded dome. Then they sincerely regretted the act of banishment against Poger Williams, for they saw that the sloop built in Phode Island was nearly up to the hope of Boston. As the point was rounded it was seen that the Vigilant was lap- ping on to the Jubilee's quarter, and as they shaped their course more northerly and set their great spinnakers it was seen that the Vigilant was trying to blanket the Jubilee, for she held the windward position and was taking all the advan- tage which it offered her. The two yachts passed Point Judith as follows: Jubilee, 1:41:19; Vig- ilant, 1 :41 :5o. Then began the most exciting part of the race. The. Vigilant would draw up on the weather side of the Jubilee and the Boston boat's sails would shake as the wind was taken out of her canvas. The Herreshofl' boat tried to pass her antagonist again and again, but with no satisfactory results. Finally it 6eemed as if the Vigilant remembered that she was getting into Phod?* Island waters, and with a burst of 6peed, for which there was apparently nothing to ac- count, she moved ahead of her rival and led her up the entrance of Narragansett Bay to the finish. As the two big cup .defenders swept up toward Fort Dumpling the cup-defender Pilgrim was seen standing out. She made a most beautiful ap- pearance. Her sails were, in cut and set, superior to those of any of the other cup-defenders, and if one could forget that she drew twenty feet of water and had little under water except a wedge of steel and lead, a yachtsman would fall in love with her. The winners in the various classes were Con- stellation, Fortuna, Lasca, Neaera, Vigilant, Kat- rina, Queen Mab, Eclipse, Wasp and Mariquita. The time of the race was as follows : Dauntle=s ... Constellation Tampa Ramona ._10: r 5 0"> Pleetwing in : 25 :00 Fo tuna 10 2"> :C0 Montauk 10 25:00 H. M. S. H. M. S. 5 :47 :27 5 :47 :27 SCHOONERS— CLASS 1. Elapsed Corrected Start. Fiirsh. Time. Time. H. M.S. H. M. S. ..10 :?5 :f0 4:12 27 ..10:25:00 3:47:5t 5:22:54 5:20:54 .10:25:00 4:19:44 5 :3 ' :41 5:52:18 4: 5:1 5 :40 :31 5:::7:45 4:43:50 6:18:50 «:13:09 4:10:12 5 5' 1' 5:51:12 4:40:0S 6:15:08 ... SCHOONERS— CLASS 2. Volunteer "<0:25:00 Lasca 1 0:21:0O Alcaea 1" :.5 :00 Mayflower 10:22: to Emerald 10:23:02 Atlantic lo : f>5:'"0 M-Tsuerite 10 :24 :52 Ariel 1°:' 1:45 Dasm-r 10:23:37 Shamrock 4:10:P4 3 :34 :11 4 :25 :23 3:51 :4 3 4:10:'* 4:°5:40 4 :21 :01 3:4 5:56 4 :20 :15 4 :20 :18 SCHOONERS—CLASS 5 H. M. S. H. M. S. H. M. S 4 :53 :56 4 :57 :58 4 :50:15 ....10:25:00 5:4 5:31 5 13:11 6:10:23 5 :?9 :03 ■■■ -A' :40 6:O0:'O 5:56 :09 5 :24 :15 6 :02 :?5 6 :00 :18 5:11:48 5:25 "3 7 5:'8:f9 5 :54 :25 5 :56 :09 5 2' :18 5 55 8"> 5 :52 :22 6:33:56 6:32:58 6 :25 :54 H. M. S. 6:35:56 5 :02 :52 5 :01 :41 5 :35 :09 6 :14 :03 6 :01 :54 5 :46 :08 6:41:56 6 :44 :44 5 :35 :19 6 :28 :02 6 :24 :21 6 :15 :06 5 :35 :09 6:12:06 5 :59 :06 5:38:36 6:41:56 6:44:35 5 :35 :19 6 :20 :29 6 :02 :03 6 :21 :28 6 :21 :28 6 :38 :50 Gevalia 10:25:00 Loyal 10:25:00 Neaera 10:24:21 SLOOPS-CLASS 1. Jubilee 10:10:00 3:12:52 Vigilant 10:10:00 3:11:41 SLOOPS— CLASS 3. Katrina, 10:16:42 3:51:51 G-racie 10:19:10 4:33:13 Bedouin 10:17:27 4:19:21 Huron 10:16:35 4:02:46 SLOOPS— CLASS 4. Wayward 10:20:00 4:44:21 6:24:21 6:24:21 HildegardA 10:16:24 4:17:13 6:00:49 6:00:35 Queen Mab 10:18:54 4:23:24 6:04:30 5:59:31 SLOOPS-CLASS 5. Eclipse 10:20:00 5:01:56 Clara 10:20:00 5:04:44 SLOOPS— CLASS e Wasp 10:18.00 3:53:19 Jessica 10:18:49 4:46:57 Carmita 10:20:00 4:44:21 Uvira 10:16:08 4:31:14 SLOOPS— CLASS -i Mariquita 10:18:40 4:40:08 Bonnie Kate 10:18:34 Rosalind 10:20:10 Nymph. 10:18:24 4:57:44 The Lasca sailed, as she has all through the cruise, in excellent form, and is doing much bet- ter than she did last year. The Constellation is out for prizes this season and so far she has got them. She was, of course a winner to-day. After the race General Paine said : " I am per- fectly satisfied with what the Jubilee has clone to-day, and I believe that were the yachts officially measured We will be found to have won the race. The Jubilee steers easily and her speed is most satisfactory. " C. Oliver Iselin, who was aboard the Vigilant, said : " I am perfectly satisfied with the Vigilant and of the opinion that we won the race. The Vigilant is a most speedy boat and has not yet shown what she can do. I am confident that, even with our loss at the start ,and with the time allowance which we may have to allow the Ju- bilee, that we won to-day's race." The Colonia came on here, it seems, to have a new bowsprit and shrouds put on her befoce she sailed in the Goelet Cup races. All day to-day men were at work on her who had been sent down from Bristol by the Herreshoffs. Among those working on her was Archibald Rogers, divested of coat and waist-coat, and doing two men's work. Governor Russell, of Massachusetts, arrived here from Boston to-day and went aboard the Constel- lation where he will be a guest of Bayard Thayer for the rest of the cruise. To-night Qfljnmodore Morgan gave a reception at his house at Beacon Rock to the yachtsmen of the fleet. The reception was from 9 to 11 o'clock, and the May, brilliant with lights, was anchored in the cove in front of the house. 44 LIBRARY OF TRIBUNE EXTRAS. IN FOGS AND CALMS. THE RACE FOR THE GOELET CUPS OFF NEWPORT A FAILURE. THOUSANDS GO OUT TO SEE THE CONTEST AND RETURN DISHEARTENED— THE PILGRIM DIS- APPOINTS HER ADMIRERS— IT STILL LOOKS LIKE THE VIGILANT AND JUBILEE — YACHTSMEN SIGH FOR OCEAN BREEZES TO-DAY. (BY TELEGRAPH TO THE TRIBUNE. j Newport, R. I., Aug. 11.— Fog and a plentiful lack of wind made the race for the Goelet cups a failure to-day. Though the four cup defenders- Vigilant, Julbilee, Colonia and Pilgrim— started in the race, and though enough people went out to see the run to make a good-sized city, the breezes of the ocean would not blow, and the yachts drifted over the Vineyard Sound and Hen and Chickens course in a manner which made all who saw them wish for power to command the ele- ments and summer breezes from the vasty deep. The race proved nothing and meant, if possible, less than nothing. When the flagship May steamed out of the harbor at 10 o'clock the wind was blowing lightly from the northwest and there was every prospect of a good race. But high up in the sky were watery looking clouds, evidently the remnants of the fog which the night before had shut down upon Newport, and those who are weather wise in this locality shook their heads when they looked at them Their fears proved to be well founded, for before the race was over the fog came down, first in great bands of ob- scurity tl roi gh which the racing yachts felt their wty, and finally in a blanket which blotted out sea and land, leaving the racing fleet to finish in the dyikness of a foggy night, and nights that are foggy are dense, impenetrable and unprofitable here in Newport. If the race of to-day could be said to give any clew as to which of the four cup defenders is the 1 jrlee test and is destined to defend the America's Cup, it might be said that the palm lies between the Vigilant and the Jubilee, with a possibility of the Colonia. These three yachts sailed a race, if race it could be called, which showed that they were at least good drifters. The Colonia especially did good work, and while in the first part of the race she was not supposed to have any show for the victory she came up on the Vigilant and Jubilee at the Vineyard Sound light- ship and cheered the hearts of those who believe in her and in the principles upon which she is con- structed. As it was in yesterday's race so it was to-day, the question of the victory among the cup defenders lying between the Vigilant and the Jubilee. To-day the uncertainty of the victory was because the winds slept in their ocean caves and night and fog had settled down upon the Narragansett shore before the yachts finished. Yesterday it was because they had not been measured and no man knew the time allow- ance. No one will probably know the time allow- ance between the cup defenders until the inter- national races are sailed. , The Pilgrim was a great disappointment to her friends to-day. She is such a pretty looking boat and has done so well in her sailing about the coast that she had a large following of yachtsmen who saw the constelJations rise and set on her. She broke the clew to her club topsail when she started yesterday, and could not carry that sail, but that did not account for the poor showing she made in the race. A big fleet of steamers and yachts poured out of the harbor after the flagship May in the morn- ing and a great floating city was about the yel- low hull of the lightship which rocks on Bren- ton's Reef when the starting signal was given at 11 :35. The sloops were manoeuvring for posi- tion and when the gun from the May announced that the race was begun the Jubilee and Vigilant were near the line. The Vigilant had Nathaniel Herreshofl; on board, but she was out-manoeuvred by the Paine boat Jubilee and crossed the line astern of the Boston craft. The order of the start was as follows: Jubilee, Vigilant, Colonia, Pil- grim, Ilderim, Lasca, Ariel, Volunteer, Emerald, Marguerite, Mayflower, Constellation, Dagmar and Loyal. The Pilgrim broke her club topsail yard before she crossed the line and had to set a working top- sail. Then the yachts reached out for the en- trance of Vineyard Sound, the schooners follow- ing far behind, and all the other sloops, except the cup-defenders, were with them. Soon after the line was crossed the Vigilant tacked and got to the windward of the Jubilee. She apparently held the winning position. When she came about again on the port tack every one thought that' the race was hers. But winds are fickle even when they blow lightly, and before the Vineyard Haven Lightship was reached the faint and dying ghost of a breeze had shifted to southeast, thus putting the Jubilee in the windward position. The Colonia was laying along astern of the leaders. As to the Pilgrim, she was so hopelessly in the " ruck " that she came on the starboard tack and went hunting luck over toward the shore. The lateness of the time of starting the rase could not have had anything to do with the lack of wind, but it has been an unfortunate coincidence that on this cruise winds have re- fused to blow, and the races have been started late. Commodore Morgan does not seem to have the command over the elements as did his pre- decessor, Commodore Gerry, who used to rejoice in " Commodore's weather. " The Volunteer led the schooners and also most of the sloops. The cup defenders opened for themselves a great space between the fleet and themselves. Great bands of fog lay across the pathway of the fleet and the yachts pushed through them every now and then. The Vineyard Sound lightship was reached by the leading boats when there was every indication of a flat calm, and soon after the calm, came upon the waters. It is idle to tell of the rest of the race, for of the thousands who went out to view it no man saw it. The Hen and Chickens was passed with the Jubilee still ahead and the Vigilant close to her. The Colonia was crawling up. Spinnakers and balloon-jib- topsails were set to catch every bit of breeze which wandered over the waters. Of the schooners the Volunteer was still ahead. Then fog and night came down upon the ocean, and the great fleet of steam yachts, tugs and excursion steamers turned back to Newport. The May went to Brenton's Reef and waited in the gloom and the darkness for the yachts to come in. At midnight she was still out there. It was a most disappointing attempt to sail a race. Among the large fleet of steam yachts which followed over the course to-day was the Senator, the property of William H. Crane, the comedian. Flying from the topmast of the yacht was the State flag of Massachusetts, Governor Russell be- ing one of Mr. Crane's guests. In the forenoon the Governor was taken off the schooner yacht Con- stellation, on which he was a guest, by Mr. Crane, and during the race he was one of the interested spectators. Among Mr. Crane's other guests were Governor Russell's brother, Colonel Russell ; Lugene H. Lewis and T. O'Brien. After the race the party dined at the Casino. THE CUP DEFENDERS OF 1893. 4i> VIGILANT WITHOUT A RIVAL. COMPLETE TRIUMPH OF THE CENTREBOARD OVER THE KEEE BOATS. HERRESHOEF STILL THE WORLD'S GREATEST NAVAL ARCHITECT— A GRAND RACE OF THE OUP-DEEENDERS OVER THIRTY MILES OP ROLLING SEA— THE JUBILEE SECOND— A DISCREDITED PILGRIM. [by telegraph to the tribune.] Newport, R. L, Aug. 17.— The yacht which in all probability is to defend the America's Cup, sprang forth to-day over thirty miles of rolling water, and powerful and swift, proved her superiority over her competitors. Last night all four of the cup- defenders had their following. To-night there is the name of but one boat on men's tongues, and the name is Vigilant. Her performance was as wonderful as her prowess has been great. Her vic- tory was overwhelming and conclusive. In wind- ward work, in running, in carrying her sail, in every quality which goes to make up the excel- lence of a racing yacht, the Vigilant showed her- self masterful and great. The other boats are swift — swifter than anything ever before seen on this side of the water— but their speed was as the gentle zephyr compared with a whirlwind to hers. They have weatherly qualities and good points of sailing, but they are as moons before the sun to those of the Vigilant. The Boston fin-keels, which have heretofore been looked upon as possessing remarkable speed, whatever might be said regarding their type as boats, were no more a match for her than as if they had never been built. The Colonia, too, was a disappointment to those who believe in keel boats, and found the only competitor with which she had any chance of winning in the Paine boat Jubilee. The American mind, whether it knows anything about the subject or not, clings tenaciously to the centreboard. For so many years has the American centreboard de- feated the British keel that it has become to the popular minds almost one of the palladiums of our liberties, and so it will be read with universal satis- faction throughout the land that to-day, in a fair trial, in a fleet which could scarcely have been more thorough, the centreboard Vigilant overwhelmingly defeated the keel-boat Colonia, and the fin-keels of Boston. It might be beneficial to American yacht- ing some day to have the prejudice against keel- boats swept away, but as long as such centreboard boats as the Vigilant can be built it never will be. In the light of her performances to-day, even such a suggestion sounds like the piping of a broken reed alongside the victorious peeling of an organ. Sorrow sits among tht yachtsmen of Boston. Their Jubilee has turned to sorrow and the Pilgrim wanders forlorn and forsaken. Great still is Herres- hoff, and the blind old man, who, in a rocking boat, with sightless eyes turned over toward the racers following them over the course, stands before the world its greatest naval architect. It was some- thing pathetic that at the finish the scales could not have for an instant been lifted from his eyes and he could have caught a vision of his handiwork sweeping in power and victory across the line. All through the cruise the Vigilant had been gaining in favor and to-day she put all doubts at rest. The trial races will be sailed of course. They must be, but who that saw the race to-day, the rushing winds, the tossing waves and struggling yachts can have any doubt of the result? As to the Valkyrie, she must have the speed of the wind and the power of the sea if she can defeat the Vigilant. Never before have the cup-defenders been brought together in a race when their qualities could be tested. To-day their battle-ground was the open ocean, and wind and sea combined to make their struggle one long to be remembered. It was the first of the series for the Astor cups, the two beau- tiful trophies made by Tiffany & Co., and the winds^ which have slept in their ocean caves during the cruise, were loosed upon the sea. All four of the yachts— the cup-defenders were the only entries- had been put in perfect condition for the race and nothing was wanting to make it a success. The wind blew a twenty-knot breeze from the south-southeast, and a great fleet of steam yachts, tugs and excursion steamers gathered about the Brenton's Reef Lightship, waiting impatiently for the start. At 11 o'clock the flagship May was seen steaming down by Fort Dumpling, and soon after she had taken up a position off the lightship. She ran up at her fore signals that the cruise would be fifteen miles south-southeast and return. Then away into the obscurity of the horizon's rim steamed the tug Scandinavian to drop over the buoy whose fluttering red flag should mark the end of the outward run of the cruise. The sky was heavy with clouds, and the sea was every minute getting higher, its dull surface sprinkled about with white caps and its edges gleaming, ragged and white, up to the high rocks of the shore, "like a banner torn with flying on a wild steed's flying mane." Ensigns and signals of the many yachts were patches of bright color against the sombre background of the sea and the sky, and over the sullen sea, under the lowering sky, through the waiting fleet the four great white ghosts of cup- defenders glided about, waiting for the start- ing signal. They were all so majestic of mo- tion, so graceful of form, so towering and splendid in the beat of their great white wings that vic- tory might seem perched on the mast of any one of them. At 11:25 a gun was fired from the May as a preparatory signal. The experts at the helms of the four boats knew that in ten minutes tha starting signal would be given, and began to. manoeuvre for position. So well did they time it that when, at 11:35, a bright red ball was run up on the triadic stay of the May and a gun spoke from her side they were all close to the line, and were over it in less than a minute. The Jubilee was over first at 11:35:21. The Pilgrim was five seconds behind her, and the Colonia was 32 seconds, behind the Pilgrim. The Vigilant was the last boat over. She crossed 26 seconds behind the Co- lonia. The yachts were on the starboard tack, and all had up small jib-topsails and club-topsails, except the Jubilee, which did not carry any jib- topsail. The Vigilant was to windward, with the Colonia next, the Pilgrim to leeward of her and the Jubilee to windward of the fleet. Soon after the yachts crossed the Vigilant headed up, working for a more windward position. She pointed wonderfully, and footed as well as she pointed. All of her good qualities came to the front at once and were never again out of sight while the race was on. The yachts made a long leg to the eastward on the starboard tack. The Pilgrim was ahead, but to leeward; then came the Jubilee, the Colonia and Vigilant, each boat holding a more windward position than the one ahead of it. The flood tide was running strong up into Seaconnet River, and it set the leading boats well up to the northward. The Pilgrim soon saw that this would never do. She was not only getting hopelessly to leeward, but the other boats were outfooting her. 46 LIBRARY OF TRIBUNE EXTRAS. She resolved on a bold move, and at 11:50 came about on the port tack and stood to the westward. If the wind had hauled to the westward it might have helped her, but it did not, nor was there at any time any prospect of it. A favorable shift of wind might have helped her, but it could never have saved the day for her, and it is doubtful if Mr. Stewart or Mr. Palmer would care to win such a barren victory as one caused by a "fluke." So the Pilgrim wandered out into the misty west, further and further away from the other boats, which held their tack still when the Pilgrim was getting hull down over toward Block Island. The Jubilee, Colonia and Vigilant were now near together, but the Vigilant was not only to tvindward. but also ahead of them. It was evident s)ie was gouty to show the way over tne course, hut it was also evident that she would not do so without a supreme struggle on the part of her fly- ing antagonists. There could be no criticism of the way the yachts were handled. The best talent to be had was on board of them and all that hu- man skill and human experience and the inde- finable genius which makes a man a great yacht sailor was exercised to the full in the handling of the sloops upon whose contest the eyes of the maritime world were fixed. The yachts themselves, their sails and spars and rigging, seemed alive and sentient as they struggled over the windswept sea. At 12:09 the Colonia came about. She was fol- lowed a minute later by the Vigilant, and a minute and a half after her the Jubilee also came on the port tack. The Colonia reached through the lee of the Vigilant, but so far to leeward that it was of no benefit to her, and her burst of speed was more than equalled by the Vigilant, which at once began to outfoot her, still pointing high in the wind. The Colonia could not carry her jib-topsail any longer, and took it in. The Jubilee also took in hers, leaving the Vigilant the only boat with a jib- topsail set. At 12:39 the Vigilant followed the ex- ample of the Colonia and Jubilee, and took her jib- topsail in. The three yachts stood away down toward where the Pilgrim was still holding her port back, and it was evident that when they came about their relative positions could be well judged. The wind now shifted from south-southeast to southeast, the change being to the disadvantage of the Pilgrim. It was not enough to her disad- vantage, as even her most enthusiastic admirers admit to-night, to account for her humiliating de- feat. At 12:55 the Pilgrim came about on the star- board tack and passed astern of the Vigilant. The Vigilant came on the starboard tack and crossed the bows of the Pilgrim. The Colonia came on the starboard tack at 1:16. At 1:20 the Vigilant came on the port tack. The Vigilant, Pilgrim and Ju- bilee were now on the port tack and the Colonia on the starboard tack. The Colonia went astern of the Pilgrim at 1:23 and came about on the port tack. She weathered the Pilgrim in doing it. At 1:28 the Pilgrim was about again, followed by the Vigilant two minutes later. Every tack showed that the Vigilant was rapidly gaining and that the Pilgrim was losing. So the yachts worked their way out toward the red flag fluttering on that rolling water, and the race resolved itself down to a struggle for second place between the Jubilee and Colonia. Finally, after a few more tacks, all four of the great sloops came rushing down on the starboard tack for the mark. The majestic Vigilant, far in advance of the others, stood on by the mark and then, calculat- ing the distance to a nicety, came on the port tack and rounded, jibing her bow over to port as she -did so. The Colonia and Jubilee came down to the mark together, the Jubilee a little in the lead. Minutes astern of them came the Pilgrim, strug- gling hard in a hopeless race. They all jibed around and set their spinnakers as soon as they could after rounding. The time of the yachts at the outer mark was as follows: Names. Time. I Names. Time. Vigilant 2:00:37 Colonia 2:13:15 Jubilee 2 :12 :20 | Pilgrim 2:16:42 The Vigilant got her spinnaker set five minutes after rounding- the mark. The Jubilee set hers at 2:12:25, and Colonia flung her great silk spinnaker to the winds in short order. The Pilgrim also got her spinnaker out in good season, and away the great boats flew for home and Brenton's Reef, for defeat and victory. The Vigilant had been splendid on the wind, she was magnificent off of it. She flew further and further away, and the others fol- lowed. The wind had lulled a little just before the outer mark was "reached and the rain had fallen in torrents, but nobody cared for the rain, though all were anxious about the wind. But there was no cause for anxiety, for soon after the outer mark was rounded the wind freshened again, and kept on increasing until, when the finish was neared, it was blowing half a gale and a heavy sea was running. The Co- lonia and Jubilee had a good race of it all the way home, and when about half the distance was run it looked as if the Colonia might take second place. She could not do it, however, and the Jubilee remained ahead of her till the finish. When the Pilgrim had run an hour's time in from the outer' mark she carried away the jaws of her gaff. This put her entirely out of a race in which she never from the start had a chance of victory. She took in her great spinnaker and her balloon jib-topsail, and stood off to the eastward, where a tug- picked her up and towed her back to port, a forlorn and discredited boat. The rain was still falling when the Vigilant, with a great rush, crossed the line, and in the rain and wind and howling sea she achieved a splendid victory. Minutes behind her came the Jubilee and Colonia, and the race was over. The time of the race was as follows: Jubilee 11:35:21 3:43:34 4:08:13 Pilgrim 11:35:26 Not timed. Colonia 11:35:58 3:44:19 4:08:21 Vigilant 11:36:19 3:39:11 4:02:52 The Vigilant beat the Jubilee to the outer mark by 7 minutes and 43 seconds. She beat the Colonia by 8 minutes and 38 seconds, and the Pilgrim by 10 minutes and 5 seconds. The run home was made by the Vigilant in 1 hour 34 minutes and 34 seconds. The Jubilee made the run in 1 hour 31 minutes and 34 seconds, and the Colonia in 1 hour 31 minutes and 4 seconds. This show at an apparent superiority in running- in the other boats is only apparent, for it must be remembered that the wind fell as the yachts approached the outer mark, and that after the Vig- ilant was well on her way home it came up howl- ing out of the southeast again and the seaward yachts brought it up with them, thus getting a great advantage. Under similar circumstances slow yachts have frequently beaten fast ones, but no vagaries of wind could beat the Vigilant. She lies anchored in the shelter of the harbor to-night, sole and incomparable, a ruler of the waters and their powers. As the Jubilee was running for the harbor after the race she suffered an accident similar to that which overtook the Pilgrim, and broke the jaws of her gaff. CORINTHIAN NAVY. AMERICAN. LARCHMONT. NEW ROCHELLE. MANHATTAN. N. T HUDSON RIVER, N Y. WILLIAMSBURG. N Y YONKERS CORINTHIAN. N Y, BROOKLYN. Brooklyn NEWARK, N J MARINE AND FIELD, Brooklyn. JAMAICA BAY JERSEY CITY. N. J_ NRW HAVEN, conn CHICAGO INDIAN HARBOR SAN FRANCISCO BOSTON Boston EASTERN, Marblehead, Masa. ATLANTIC, Boston HULL CORINTHIAN, Mass SOUTH BOSTON. COMMONWEALTH, South Boston. DORCHESTER, Mass LYNN, Mass BUNKER HILL, Charlestpwn. MONATIQUOT. Weymouth, Mass. I NEW BEDFORD, Mass AMERICAN. NEWBURYPORT. Mass- CORINTHIAN, Marblehead, Mass. CAPE ANN. Mass CHELSEA, Mass CAPE COD, Orleans. Mass. FALL RIVER. CLEVELAND. Ohio MOBILE. Ala, CORINTHIAN, Phila SOUTHERN, Lake Pontchartrain. BALTIMORE. Ml DETROIT, "Mich. ADVERTISEMENTS. Vessels of 1492, 1750, and 1819 were built before the discovery of SPAR COATING. Observe the difference and then remember that our Spar Coating as far excels the ancient articles used to protect woods and metals against water or weather, as the design of the modern yacht excels the old. Equal value for interiors for all structures on sea or land, will be found in our Preservative Coatings, viz : I. X. L. No. 1; I.X. L. No. 1, Extra Quick; I.X.L. No. 2; I. X. L. No. 2, Extra Quick and Floor Finish. . We also make all the highest grades of Carriage, Coach, Rail= way and Locomotive Varnishes, Colors and Surfacers. EDWARD SMITH & CO., Times Building, NEW YORK. ADVERTISEMENTS. 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HVVLLl' AND NON-ALCOHOLIC, — ALSO— Choice st Quality Cider Vinegar. fyiti&a. — : R Ctp (£/Z Order of your Grocer, or ■write for pint sample, vn/0ii3eJ((A Qi^losing ten two cent stamps. Wepayexpressagei GENESEE FRUIT CO., NEW YORK and ROCHESTER. N. Y. C. M. RUSSELL, Successor to Robert A. Russell, I HINGES, BRASS CASTINGS Bell Hanging. CORRUGATED STEP PLATES IN BRASS, IRON AND RUBBER, Furnished to Order. Ill Kinds of Ship Work and Joiners' Hardware in Stock. FACTORY AND OFFICE: 458 East Tenth Street. REPAIR SHOP: 26 1 West Street, near Vestry. A. CARY SMITH, Steamboat and Yacht Designer, havemeyer building, NEW YORK. W® Vfcft m TOBACCO. ADVERTISEMENTS. WILSON & SILSBY, WILSON & SILSBY, YHCHT SHIL MKKERS, intic Avenue, BOSTON, MASS. 330 Atlantic Avenue, ntic Avenue, We have furnished sails for the following prominent yachts SLOOPS. LASSIE, ' HELEN, '89. RONDINA, '89. SARACEN, '89. VENTURA, '89. GLADYS, '90. REAPER, '92. CATSPAW, '92. FREAKE, '92. MAB, '92. WEE WIN, '92. CHAPOQUOIT, '92 MILICETE, '90. SALADIN, '90. SWORDFISH, '89. FANCY, '92, VANESSA, '92. TADPOLE, '92. KOORALLI, '92. PRIMROSE, '92. ROSALIND, 90. SHARK, '90. HORNET, '90. ALPHA, '92. THRUSH, '92. SIROCCO, '92. MAGPIE, '92. EXILE, '92. HANDSEL, '92. FIN, '92. WENONA, '92. TYPHOON, '92. WASP, '92. HARPOON, '92. ILDERIM, '92. GOSSIP, '89. OWEENE, '91. VERENA, '89. VOLUNTEER, '91. SEA FOX, '92. FORTUNA, '91. OENONE, '90. SCHOONERS. ma Vw MARGUERITE, '92. MAYFLOWER, '93. ZIGUENER, '89. GLORIANA, '91. ALBORAK, '91. CHICQUITA^ '89. GOSSOON, '90. PURITAN, '92. VIXEN, '93. THETIS, '91. MINEOLA, '91. SAYONARA, '91. FANITA, '90. MARIQUITA, '90. THELMA, '90. WAYWARD, '90. HAWK, '92. PURITAN, '93. NAVAHOE, '93. COLONIA, '93. PILGRIM, '93. JUBILEE, ' 93 . AMBASSADRESS, '89. GITANA, '89. WM. E. WATERHOUSE, For six years Chief Assistant to the late Edward Burgess, Superintending Constructor and Engineer to the U. 8. A. Quartermaster Department for Steamer "General Meigs." ALBERT S. CHESEBROUGH, Formerly with Herreshoff M'f 'g Co. WATERHOUSE & CHESEBROUGH, Naval Architects and bngineers. SUPERINTENDING AND CONSULTING CONSTRUCTORS. Plans and Specifications Furnished for Steam and Sailing Yachts and Vessels. BROKERAGE DEPARTMENT. Steam and Sailing Yachts and Vessels of all Classes for Sale and Charter. ROOMS 82, 83, 84, 85, 50 State Street, Boston, Mass. X. ADVERTISEMENTS. YACHT BASIN AND COALING STATION i;. FOOT OF 23D STREET, BROOKLYN. Yacht Storehouses, Dry Docks, Ship Yard, Machine and Boiler Shops, Ship and Yacht Chandlery, Spar Yard, Ice Dock, Steam Dredging, Painting and Artistic Cabinet Work. YACHT AGENCY AND YACHT INSURANCE. YACHT BASIN. Excellent facilities for laying up Yachts and Vessels. Pier No. i — 1,700 feet long. Pier No. 2 — 1,650 feet long. Fire and water hydrants every 100 feet. Laying up Yachts for the Winter a specialty. Special rates by month. The deepest draft vessels can be accommodated at these piers and be afloat at all times. Especially designed to meet the requirements of steam Yachts; mDftPlTUTQ anc * t ' ie on ^ Pl ace where coal can be delivered absolutely free i UVJJaIj 1 iJ t from dust. High Grade coal only kept. Fresh water and wood on hand. DRY DOCKS. Vessels up to 20 feet draft docked at any stage of tide. ' Dry Dock No. 1 — capacity 800 tons. Dry Dock No. 2 — capacity 1,600 tons. A __ Three large and commodious Store Houses, especially built for storing of x |()kA(jH boats, spars, sails, rigging and all other Yacht fittings. Private rooms UlVlinUU. for each Yacht. Repairs of all descriptions promptly executed. Materials for all work constantly on hand. New vessels built by contract. SHIP AND SPAR YARD. STEAM DREDGING. General Contractor for all kinds of Harbor and River improvements. Estimates furnished for any depth. TELEPHONE CALL— 146 SOUTH. General Office and Works, ADVERTISEMENTS. ESTABLISHED 1848. Office and Warehouse, WILKES-BARRE, PA. 87 LIBERTY ST., N. Y. The Hazard Manufacturing Co a5 MANUFACTURERS OF FOR ELEVATORS, PLANES, SHAFTS, TRANSMISSION OF POWER, ETC. HAZARDMFCC9 " MANUFACTU R E R S , ^ FOR SHIPS AND YACHTS RIGGING, GUYS FOR DERRICKS, ETC. ANY DESIRED LENGTH CUT TO ORDER. WIRE ROPE FOR CABLE RAILWAYS A SPECIALTY. 87 Liberty Street, NEW YORK. -~y, NORWICH LINE BETWEEN NEW YORK, BOSTON, WORCESTER AND ALL POINTS EAST. STEAMERS: City of Worcester and City of Boston, Leave Pier 40, North River, N. Y., alternate days, at 6 p. M. (Sundays excepted). Steamboat Express Train leaves New London 5.35 A. m. following morning. Passengers afforded full night's rest. 3 •• c 3 00 p m 2: H 55 r >— * w f o o > > o w a H O > n a H w > s pi ^ r -< H X PI CO X > ■0 PI C0 •< > o X H C/3 H > o 3 Q > 3 O D O o PI o ADVERTISE MENTS. PATENT PUMP WATER-CLOSET. For Above or Below Water Line. For Yachts, Pilot Boats, Launches, Naval Ships, Etc. We have ten of our No. i Water-closets on the U. S. Monitor, Miantonomah, and every one of them is 10 feet below the water line. Our No. 3, which we have just put on the market, is identically the same as our No. I, only much smaller and lighter. We got them up especially for Racing Yachts and Small Launches, or Large Yachts where cramped for room. You can put them in a space 1 6 in. x 16 in. and they weigh all complete set in Yacht only 80 lbs. No pipes above seat. We connect them just as shown in cut. WILLIAM BISHOP * SON, Brass and Copper Pumps, Ventilators, Folding Basins, Etc. Telephone, 48 1 1 Cortlandt OUR SPECIALTY IS YACHT PLUMBING. 205 South Street, New York. Telephone, 481 1 Cortlandt. WM. W. SIMPSON, President. WM. F. DUKESHIRE, Treasurer. BROOKLYN IRON AND BLOCK CO., Machinists, Ship and General Smiths. Chains, Cables, Anchors, Oars, Hand Spikes, Mast Hoops, Belaying Pins, /IN Ship's Pumps, Heavy Forcings, HI Yacht Blocks. Metallne Hoisting Blocks. 5J£ MANUFACTURERS OF TACKLE BLOCKS. New York Office : 27 COENTIES SLIP. Telephone Call, 2325 A Cortlandt. Factory : FOOT OF 19™ STREET, SOUTH BROOKLYN. Telephone Call, Brooklyn, 1 32 South. ADVERTISEMENTS. oXth . Rj ve r" I !\oh~ WmvSi^ / +)UD50N,I2 TB — 14'" Streets MARINE ENGINES, BOILERS, Etc. Floating Derrick, Ample Wharves, and Convenient to Dry Docks. BUILDERS OF THE ENGINES OF THE FAST STEAMERS: PURITAN, PLYMOUTH, CITY OF FALL RIVER, CITY OF BROCKTON, CITY OF TAUNTON and NEW STEAMER, of the Fall River Line, Old Colony Steamboat Co. NEW YORK, ALBANY, C. VIBBARD, of New York and Albany Day Line. MARY POWELL, of New York and Rondout Line. CITY OF CLEVELAND, CITY OF DETROIT, CITY OF MACKINAC, CITY OF ALPENA, of Detroit and Cleveland Steam Navigation Co. VERMONT, CHATEAUGAY, of Lake Champlain. HORICON, TICONDEROGA, of Lake George. SAN RAFAEL, of San Francisco, Cal. ALASKAN, of Portland, Oregon. CHIPPEWA, of Toronto and Lewiston Line. Steam Yacht "CLERMONT," AND MANY OTHERS. ESPECIAL FACILITIES FOR REPAIRS TO STEAM YACHTS. Ferry from Foot of West 14th St., NEW YORK. ADVERTISEMENTS. RW.DEVOE&CT.RAYNDLDSC ESTABLISHED 1754. Offices, Fulton Street, Corner William, MANUFACTURERS OF NEW YORK. VERNOSITE. A high grade of Spar Varnish. Will not turn White, nor Crack or Blister. Can be washed with soap and hot water, and will retain its lustre. For Spars, Rails, Decks, etc. FRENCH VERDIGRIS. The Pure and Genuine French only used. For the bottoms of Yachts. COPPER PAINT. Guaranteed to be a pure HETALLic coprer paint MARINE BLACK. COLORS IN OIL. @ WHITE ZINC. Artists' Materials. Mathematical Instruments. Engineering Goods F. W. DEVOE & C.T. RAYNOLDS CO. NEW YORK AND CHICAGO. ADVERTISEMENTS. Tripple Expansion Engines for Auxiliary Steam Yacht "Wild Duck," built by The Atlantic Works, for Hon. John M. Forbes. ESTABLISHED IN 1853. The Atlantic Works, Border, Maverick, and New Sts., Docks Opposite the Navy Yard. East Boston, Hass. BUILDERS OF Steamships, Tow Boats, Steam Yachts, In STEEL, IRON or WOOD. flarine Engines, Boilers and Tanks. COPPERSHITH WORK and GENERAL REPAIRING. MARINE RAILWAY, ESTABLISHED 183 4, AT 198 HUDSON STREET. » .S. «> ,n 2 ®w .£? 03 a £ «0 13 "3 m -o '(g t< GO > r 1 h S CO 2 ■5 to « tD s ■a o 5 IH (0 .9 « K I O w 00 fl CD IB ■p O » E d> -Jj" TH ^ rQ CD ® ^ r » 2 « a a ■» ^3 "2 « ® ~n § ih a> to » C«£ fl (3-2 3 8 £ "« ° H ,S CO -w cB Q P>Q co fc! r ELECTRIC BUOYS LICHTED BY BISHOP CABLES We claim to make only the best. We do not try to make cheap grades. Everything guaranteed as represented. HENRY A. REED, Treasurer and Manager. LIBRARY OF CONGRESS § 111 029 726 892 2