^i^lorg of II)? ^Dston Bacht (Einh Murphy's Marine Varnish, Price, $4 per Gallon. Every yacht-owner, every captain, and every sailor on every yacht — every owner of a canoe — wants the best obtainable varnish. A second quality, whatever the price, is not wanted on shipboard. The service is most severe and the best of varnish wears none too long. Varnish that wears well for almost every other use soon goes to pieces at sea. Ordinary varnish is worse than useless. What is wanted is a varnish made with an intelligent understanding of this extremely trying service. Our Marine Varnish comes up pretty nearly to the requirement ; nearer than anything else we know of. It has been on the market for several years. It does not last forever, but it lasts apparently as long as a varnish can. p — . , igh enough :now how, Dre or less, owledge it chts. "We LIBRARY OF CONGRESS. Si^p Sopjrig^l fu Slielf:B-TB8 UNITED STATES OF AMERICA. The p] to justify although w stand in the In the represents stop just shuiL ui caiimg ir peneci; and nothing short of that it is quite satisfactory. Murphy Varnish Company. Franklin Murphv, President. Head Office : Newark, N. J. Other Offices: Boston, Cleveland, St. Louis, and Chicago. Factories : Newark, N.J. ADVERTISEMENTS. E.B.VANNEVAR&CO. COPPERSMiTHS, Brass Founders & Plumbers. -MANUPACTUEEBS OP- BASIN PUIVIPS, TflQHT WATER QL05ETS Side and Deck Lights, Deck Plates and Ventilators, and all kinds of Brass and Composition Work for Yachts and Steamers. Galvanized Iron Water Tanks made to order. iX.V^^'- 58 FULTON ST., BOSTON. YACHTS Crystal Nirvana America Alert Magic Mayflov^er Sigdrifa PILOT BOATS Edwin Booth Some of the Vessels using Alice Edith Julia Nimbus Grace Gevalia Huron Merle Gundred Mohican Varena Cygnet Merlin Vanitas Adrienne Segosthe Silvie Jane Nautilus Sylph Friend Edwin Forrest Adams Yaruna, aud many ou Yacht Water Closets. Mariquita Gitana Wivern Volunteer lanthe Wayward Iris Shiela Rebecca Wanderer Sachem Nymph Alga Undine Winona Kittie Hesper Gracie other veesels. Addie Wave Cresi Viator Hera Caroline Breeze Fantine Sport Widgeon Winsome Christine Puritan G. H. Warren Sylph C. A. C/inPPELL 6r CO., TELEPHONE 299. D^AIvER^ IN ALIy J^IND^ oF iiimiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii Coal MAIN OFFICE, 59 CONGRESS STREET, BOSTOH. WHARVES AND ELEVATORS AT CHELSEA, f/IASS. Steamships and Yachts Coaled at wharves, or by Lighters in the stream. Water Furnished. BOSTON YACHT CLUB HOUSE, Fntered According to the Act of Congress, 1891, By LOUIS P. HAGER, In the Office of the Librarian of Congress, at Washington, D. C. Prbss of Todd, Ceosby & Co., Boston, Mass. ADVERTISEMENTS. n/lYERICK^ N/mON/lL^ B/INK, BOSTON, MASS. Capital, Surplus, $400,000. 800,000. Transacts a general Banking Business. Accounts of Banks, Corporations and Individuals Received. Collections made throughout the United States, Canada and Europe, on favorable terms. Bills of Exchange drawn on England, France, Germany, and all parts of Europe, also on China and Japan. Telegraphic Transfers of Money made to all parts of the United States, Canada, Great Britain, France and Germany. United States Bonas and Investment Securities bought and sold. Letters of Credit issued, payable throughout the United States and Canada. Correspondence Invited. ASA P. POTTER, President. J. W. WORK, Cashier. C. C. DOMETT, AssT. Cshier. ADVERTISEMENTS. _\ "PROVIDEXCE" '^ STE/in i^ nam \t^ WINDLASSES .\<.A«. '1^ V^ ^ FOR ^^^ Steam and Sailing "Providence" ^ T/ICHTS. .4 CRANK AND POWER i^ \x_a steam attachmehts ^^^ FOR >^ N<^,-^ . Hand Windlasses, FOR ^ Steam and Sailini Yaclits. % ^ ^ 'Qr "■■- Send for Circular Y, FRANF; 3. AANTON, Agent. c ^o A HISTORY -OF THE- BOSTON qaCHT aaP). Embracing an Interesting Record of the Events of this, the Pioneer Yacht Club of New England, From its Or- ganization TO THE Present Time, Together With Features of Value and In- terest TO all Yachtsmen. / BY THE I K^ A^ J i AUTHOR OF ''HISTORY OF THE BOSTON FIRE DEPARTMENT,'' ETC. T ILLUSTRATED. BOSTON, MASS. LOUIS P. HAGER, Publisher, 12 PEARL STREET. \ -hi 3 i eONTENtS. PAGE. A History of the Boston Yacht Club .... 9 Members of the Boston Yacht Club io6 Yachts of the Boston Yacht Club 120 Life or Death . ^^^ Laws Regarding Yachting ^42 Sailing Directions ^5 Index to Advertisements ^7i Hi, TQ OyR READERS. TN issuing this interesting work, *' A History of the Boston Yacht Club," which embraces the inception of the sport, and will not only be of deep interest to the members of this- organization, but of lasting importance to all lovers of the manly and invigorating pastime, we take pleasure in pre- senting to our readers and patrons a line of advertising embracing the necessities, conveniences, and luxuries of the life of a yachtsman ; also they may avail themselves of the latest improvements which this age of science in which we live enables us to procure in machinery, etc. We have been careful to include in our list of advertisers in this work none but first-class representative houses, and such as we , would honestly and freely recommend as worthy of patronage ; and in this connection we cannot help remarking the unusual character and standing of our advertisers, being in almost every instance the leading houses in their respective lines of business, and of long established, well tried, and honorable reputation. We therefore not only cordially recommend them to the yachting and shipping public, but would bespeak for them a liberal patronage whenever our readers are in need of supplies or anything in their line. Publisher. 8 ADVERTISEMENTS "LOST!" All on P)oard? No, all is safe ; and if you want to furnish your cabin or your private home, remember that we can show you one of the rarest lines of fine Fu.rniti_ire, Carpets, AND Ranges. that has ever been exhibited in Boston. The Standard Furniture Co., 23 Washington and 87 Friend Sts., BOSTON. A HISTORY OF THE BO3TON ^ACflT CL^B. Chapter I. 1834- 1866. THE history of yachting in Boston dates back many years, but under an organized body of men as a club, the sport takes its inception from the efforts of a few enthusiastic men, who estabhshed the first Boat Ckib in this city during 1834. Mr. R. B. Forbes as Commodore, and seventeen other members, comprised the "Chib," the "squadron" consisting of a row-boat and a small sail-boat, that were mostly used for fishing purposes. The life of the Club was very short, lasting only during the summer season of the year of its birth. The assessment was fifteen dollars each member ; but at the windins: up of its affairs, they transferred to the Commodore all the Club's property in consideration that he should pay its indebt- edness, which sum amounted to $50.94. The following spring a new organization was started, in which a number of the members of the old Club took an active interest. The yacht Dream was purchased for the sum of two thousand dollars, each member paying one-tenth of the amount. This yacht was used, I may say, only for fishing excursions, during which trips the members took their own provisions. They were also armed with "props," through the medium of lO A HISTORY OF TH]E which small sums of money changed hands. A pool was inva- riably made up when the fishing grounds had been reached, and he who landed the first legitimate fish obtained the money, while the catcher of the first sculpin got almost everything in the way of ridicule. The cost of maintaining the Club was very small, consisting as it did of keeping the boat in repair, and the wages of the skipper and his assistant. The assessment the first year was only ^26.88, and of the succeeding season $27.87. But the great crisis arising out of the suspension of specie payment, in the spring of 1837, caused the members to sell the Dream, which terminated the life of the Club. No further successful attempt was made to form a Club of yachtsmen until 1 866, at which time there were no Yacht Clubs east of New York City. I do not intend to convey the idea that Boston had no one who felt an active interest in this invigorat- ing and manly pastime, as there were a number of very fine yachts owned and commanded by Bostonians ; but the idea of forming into an organized body did not fully develop until the season of 1866, when Messrs. Augustus Russ, Benjamin Dean, Eben Denton, Charles E. Russ, and Thomas Dean began active steps for the formation^ of this the first Yacht Club in New England. Did these few ardent admirers of salt water know what difficulties they would encounter in promulgating their plans, we fear that the Boston Yacht Club would have never been born ; but not being gifted with the vision of seers, having once brought it into existence, they spared no expense or labor in shielding it from the poisoned arrows of jealousy and conten- tion to which it was at times exposed. How far these efforts have succeeded, the elegant and costly Club House and prop- erty at South Boston, the long list of members and yachts, together with the substantial surplus in the Club treasury, can testify. The first active steps taken were in September, 1866, when the following circular was sent out : — boston yacht club. i i Dear Sir : — It is proposed that a few gentlemen interested in yachting should meet at the office of Mr. Augustus Russ, No. 14 Tre- mont Street, on Wednesday evening, September 19, at 7.30 o'clock, to consider the propriety of forming a Yacht Club in Boston. You are respectfully invited to be present. Benjamin Dean. [Signed] 7 Fearless, 3 46 49 \'ision, 3 58 41 Tempest, 4% II SECOND CLASS. 37 Mist, 2 30 39 Kelpie, 2 33 18 Pacer, 2 42 30 The Fearless won the first prize in the first class race ; Silvie second prize. In the second class, the ]\Iist won the first prize, and the Kelpie the second. A Committee, consisting of James Lee, Jr., Coolidge Barnard and Charles F. Russ, was, on October 30, given power to purchase a site at City Point suitable for a Club House. A tract of land was selected, and, on May 28, 1873, Messrs. Manning, Barnard, Smith, Tower, and Denton were chosen a Committee to consummate the purchase and make arrangements for the erection of a Club House. The Club House is a two story and a half w^ooden struct- ure, having a Swiss-cottage aspect, built on piles at the foot of Eighth Street, South Boston. The approach is from Fifth Street, over land adjoining the Pierce Brothers' estate ; thence by a wharf, some two hundred or more feet in length, and from ten to thirty feet in width. The house is about 70x40 feet, painted drab and the roof red. It was built by ]\Ir. A. C. Martin. The first floor contains a hall running directly through the building, with doors at either end, over which are the inscriptions, ''1865. Boston Yacht Club." Out of this hall, which is 69 feet long by 10 feet wide, open thirty lockers, sixteen large and fourteen small. The first are ten and a half bv five feet, with a window three feet bv two. The small BOSTON YACHT CLUB. 55 lockers are closets three and a half feet square. A com- modious wall extends around the house, while large float stages are placed in position for convenient landing. The second story contains a hall forty by thirty feet, for the meetings and social gatherings. It is wainscoted in black walnut, spruce, and hard pine. Large doors at the southern end, and smaller ones on the eastern side, open on to the piazza, or veranda, ten feet wide, from which an excellent view of the harbor may be obtained, from Winthrop to Savin Hill. The regatta can be viewed from this place with complete satisfaction. Doors at the northern end of the hall connect with a committee room twenty by sixteen feet, and a ladies' retiring room four- teen by ten feet. The walls of this latter appartment are nicely colored and frescoed. Entrance to these rooms may be had from the entry. A kitchen, eleven by ten feet, adjoins the committee room, and a commodious attic is also found. On the wharf are built two rows of lockers, the same size as those inside. A house for the janitor, in which is a work- shop, is also on the wharf. The entire structure, including the land and wharf, cost in the vicinity of ten thousand dollars, the wharf alone being built at the cost of sixteen hundred dollars. The Club supper was partaken of at the office of Mr. A. Russ, February 22, 1873. No change in the list of officers is reported for the year, except in the Trustees and the Regatta Committee. In the former, the gentlemen elected were Messrs. S. D. Nickerson, A. Cheney, and Gustavus Jackson ; the latter committee was made up by Messrs. A. C. Cary, W. F. Halsall, and C. Barnard. A handsome tribute for the excellent ser- vice performed by Secretary Dean was paid that officer during his absence, June 27, when a purse of one hundred dollars was voted to be given him. A cloudless sky, with a light breeze from the south-west, a good attendance of yachts and yachtsmen and their friends, — these were the chief characteristics of the pleasant day spent in the harbor on the occasion of the Sixth Annual Regatta, Fri- 54 A HISTORY OF THE day, September 12, 1873. The course sailed by the contesting boats was as follows : For the first class schooners, starting from the Judges' boat, off Castle Island, out Broad Sound, leaving Ram Head buoy on the starboard. Fawn Bar on the port, rounding Bell buoy, on the north-east ledge of the Grave, leaving it on starboard ; thence to Bell boat on Harding's, leaving it on the starboard, up Light-house Channel, through the Narrows, leaving Fort Warren, Gallop's, Nix's Mate buoys, and Spectacle Island on the port, to the Judges' boat. The course for second class schooners and keel sloops and first class centre-board sloops was from the Judges' boat down West buoy, leaving Thompson and Rainsford Islands on the starboard. Long and George's Islands and buoy No. 7 on the port, and back through the Narrows, leaving George's, Gallop's, Nix's Mate buoys. Fort Independence, and buoy No. 9 on the port, to the Judges' boat. The course for the second class centre-board sloops was from the Judges round Cow Pasture, buoy No. 6, formerly No. 4, Dorchester Bay, leaving it on the port ; thence to buoy No. 6 on Lower Middle, leaving it on the port ; thence to Slate Ledge, buoy No. 1 1, leaving it on the port ; thence to Judges' boat, passing between City Point and Fort Independence. During the light puffs of wind a flying start had to be taken, and in this the Fearless had a slight advantage in the first class boats, and held it throughout, rounding Bell buoy first and coming up on two tacks. The Gracie and the Vision left together; but a little way down the latter became a little becalmed and the Gracie rounded the buoy immediately after the Fearless, but unfortunately got too far to the south and was obliged to tack so much that her -time was not taken. About half-way over the course, and the wind shifted a little more to the south and freshened up, so that the race became interesting toward the close. The following table shows the names of the contesting boats, their measurements, the time of starting, and the corrected time of sailing : — BOSTON YACHT CLUB. 55 FIRST CLASS SCHOONERS. Vision, Fearless, Gracie, Tempest, Lydia, Curlew, Mercury, Vanitas, R. H. Stevenson, E. B. Phillips, E. E. Tower, James Lee, Jr., L. S. Bent, George Baird, MKAS. ft. in. 59 2 57 9 71 10 57 8 48 41 START. h. m. s. SAILING, h. m. s 2 43 50 3 2 13 2 40 45 2 50 59 2 43 50 [no time] 2 44 253 56 3 45 58 [no time] 2 50 50 [no time] SECOND CLASS SCHOONERS. E. D. Robinson, Paul West, 31 1 1 2 34 48 I 26 10 29 4 2 45 15 I 30 6 SLOOPS (keels). Sunbeam, W. S. Nickerson, 24 II 2 48 44 I 38 29 Mary Ellen, W. S. Lord, 38 2 52 19 I 22 24 Iris, Thomas Manning, 39 2 2 53 47 I 26 15 Mist, J. H. Pitman, 30 10 2 55 50 I 25 41 SLOOPS (centre-board). Lily, G. L. Babb, 37 2 51 10 I 16 56 Kelpie, S. J. Capen, 30 7 2 51 40 I 21 36 Nina, R. S. Whitten, 37 3 3 15 I 47 30 SLOOPS (centre-board). SECOND CLASS. Maud, C. E. Fuller, 18 10 3 I 45 I 17 19 Alice, W. H. L. Smith, 21 3 3 36 I 25 31 Wanderer, C. E. Russ, 22 5 3 4 20 I 17 17 Rebie, G. G. Granger, 23 3 5 20 I 16 24 Secret, Joshua Binney, 21 5 3 10 I 24 7 Many members of the Club left the end of T wharf early in the afternoon in the tug Elsie, and were taken to Castle Island, where a good view was obtained, and refreshments 56 A HISTORY OF THE served. The yacht America was placed at the disposal of the Judges by General Butler, and Messrs. Gaston, Russell, and Shurtleff availed themselves of the opportunity to follow the boats ; while Messrs. Charles L. Woodbury and E. Denton remained on board a steamer. In returning, the yachts crossed the bows of the America, which had been back to her position off Castle Island. The prize, consisting of elegant diplomas engraved by Captain A. Claxton Cary of the American Bank Note Company, were awarded as follows : First class, first prize. Fearless, Mary Ellen, Lily, and Rebie. In the second class schooners the Judges declined to award a prize, and adjudged the race to be sailed over again between the two contending schooners. Second position. Tempest, Iris, Kelpie, and Wanderer in their respective classes. The emblem of the Rear-Commodore's flag was changed October 3 to red instead of blue. On the 29th it was voted that, for the sum of one hundred dollars, which price added to the subscription already made for the erection of the Club House, a life membership could be taken out. A clause providing for a Committee on Membership, was added to Article XIV of the Constitution November 15, and at the following meeting, December 13, Article 2, Chapter III, of the By-laws was expunged as being inconsistent with Article XVII of the Constitution. At the first meeting of the year 1874, held January 24, it was voted, that after the annual meeting of the year, all members proposed should pay an admission fee of twenty dollars. The first meeting, in their own Club House at South Boston, was held April 2 (Fast Day), at 1 1 o'clock a. m., sixty-six members being present. The lockers were sold at auction by Treasurer Russ. The rent for the large lockers being fixed at fifteen dollars, and for the small ones eight dollars, the sale was for the pre- mium according to position, the bids for which went as high as seventeen dollars. Twenty-eight out of the thirty lockers were sold; numbers 23 and 24 were reserved. After the sale, which BOSTON YACHT CLUB. 57 was a most enjoyable affair, a still more pleasant occasion was endulged in, when they sat down to an excellent chowder provided by the Commodore. Owing to the unfinished state of the House, regular meetings could not be held there, so that the next gathering, April 13, was at the Treasurer's office, when an invitation from Commodore Bangs, of the Dorchester Yacht Club, was read, in which the Club invited the Boston Yacht Club to participate in their regatta, which would be held at City Point, in compliment to the latter Club. The old board of officers was re-elected. A. C. Cary was appointed as a Trustee vice S. D. Jackson, and in the Regetta Committee C. E. Russ and S. Lawrence French were elected vice A. C. Cary. The Membership Committee consisted of A. C. Martin, C. E. Russ, and Paul West. House Committee : Commodore D. B. Curtis and W. S. Nickerson. The celebrated sporting paper. Forest and Stream, tendered the Club copies of their paper and a file. At the bottom of the circulars announcing a special meeting for June 23, at the Club House, appeared the following notice : — Ji^^ The Club House is Now Completed, and is Open Day and Evening. A Review of the squadron took place July 18, at 12 o'clock, in which the following yachts participated : Curlew, Tempest, Nina, Fannie, Mary Ellen, Alice, Pearl, America, Lydia, Wanderer, Kelpie, Lily, Peerless, Thistle, Agnes, Anemone, Wivern, Enigma, White Wing, Secret, Lady Clara, and Rebie. The fleet then proceeded to Hull, where they were joined by the Elsie. From Hull, fourteen of the boats went to Gloucester, where they were met by the Sunbeam ; from there some sailed to the Isle of Shoals, and were entertained at the Oceanic Hotel. The Review was a suc- cess in every particular, each yacht comprising the large fleet being highly complimented by the Commodore, in his report, for their neat appearance, etc., in the ranks. The famous yacht America sat in the water like a thing of life, 58 A HISTORY OF THE as though conscious that she was the first to show the old world that the young Republic of the United States was able to build yachts that could outsail the crack boats of Europe, Captain Arthur Cheney was appointed Flag Officer, and his steam launch Anemone was used by the Commodore in his rounds among the yachts. A number of articles were stolen from the Club rooms, in consequence of which a stamp was purchased September 28, and used on all books and papers. September 12 the seventh Regatta was sailed. The signal to start was given by a gun belonging to the yacht Wivern, Captain Nathaniel Wales. The prize winners were : — First class : first prize, Schooner Fearless ; second prize, Schooner Tempest. Second class : first prize, Clytie ; second prize, Nina. Second class (keel) : first to Mary Ellen. This yacht belonged to the first class craft, but sailed in the second by a mistake of the Captain. She was, therefore, given the prize in the class she sailed. In the third class, the first yacht to reach the Judges' boat was the Fannie, but she was ruled out of the race for non-compliance with Rule 21, which pro- vides for the presence of at least one member of the Club on board. The prizes were therefore given to the center-board sloops, Wanderer and Maud, and to the Ruby and Sunbeam in the keel sloops. The yacht Grace sailed in the Regatta, but not as a competitor for a prize. Chapter V. 1875 -1877. I NEED hardly remind my readers that the meetings of the Club, during the winter, were held at Mr. Russ's office, it being anything but a pleasant trip to the Club House during these months. It was voted February 6, 1875, that no pre- mium should be attached to the price of lockers, but would be sold for their standing value. The annual supper was post- poned this season until warmer weather, when it would be held in the Club House. A letter of condolance was sent, on this date, to Mrs. General William Hayes, late Commandant at Castle Island, on the occasion of the death of her husband. -A collection of five very fine pictures of yachts were presented the Club, March 15, by Commodore R. B. Forbes. The Club House had a very narrow escape from being entirely destroyed, Sunday, March 4, by the immense flow of ice which had formed in Dorchester Bay during the severe winter. It became detached from its shore fastening, and was carried by the ebb tide down the bay, and about seven o'clock it reached the Club dolphin, built to guard the house from injury from vessels. . The resistance of the dolphin to the ice saved some of the southerly piles. Most of the piles were broken like sticks, until the resistance of the greater number of piles, and the adjoining wharf, stayed the end of the flow, which struck the house foundation, and swung around, as on a pivot, floated up the Bay. The wharf under the piazza fell into the water, but the house stood. Thirty piles were carried away, leaving nearly half of the Club House over the water without any support beneath it. One pile in the center of the main building was, by a strange freak of the ice, left standing, and no doubt saved the building, while those on either hand were carried away. By Monday night, Mr. 6o A HISTORY OF THE Kendrick had driven two piles on the east side, near the outer end of the building, and two long and heavy beams were placed across to the narrow wharf "on the west side from said piles, which rendered the building temporarily safe. Sub- scriptions were taken up, March 5, to repair the damage. The new piles were of oak instead of spruce, and ten feet of the wharf was built along the south side of the house. April 18 it was unanimously voted that, "The Club prop- erty is pledged to secure and make good the permanent fund of the Club and interest thereon." A revision was also made in the Constitution, By-laws, and Sailing Regulations. Commodore Dean, in his report, declined to be elected to office, but was unanimously re-elected ; on his refusal, the business of election was postponed. He was, however, pre- vailed upon, at the annual election, May 26, to serve another year. The only change made in the board was in the Regatta Committee, Messrs. Coolidge Barnard, B. C. Dean, R. P. Owen, and C. W. Jones being appointed. Mr. C. T. Powell presented the Club with two pictures, representing yachting scenes. Manning's Yachting Manual was accepted as an authority in its line. The House Committee was restricted from spending more than fifty dollars without a vote of the members. July 28 the Rules and Regulations for the Club House were accepted. August 7 a Librarian was appointed, subject to the House Committee, and on September 10 Mr. C. A. Judkins was elected Secretary //-^ tein. The eighth annual Regatta took place September 2, 1875, and although the large yachts, which were expected, did not appear in season to join the sport, there were two fine races, by boats in the smaller classes. The scene was off City Point, and as the larger part of the day was taken up with the races, it was an occasion of considerable interest to the Club and their lady friends. Many of the latter were gathered in the commodious Club House, from the balcony of which a fine view of the starting and the finish was afforded. Owing to BOSTON YACHT CLUB. 6l the thick fog, which prevailed during the early forenoon, and which prevented some of the boats reaching the rendezvous in season, the finish race, which was to include all boats meas- uring 38 feet and upwards, was abandoned. The Mary Ellen, Captain Lord, and the Fearless, Captain Phillips, were the only ones in this class to announce their willingness to start, and as they came at different times, and both too late, the other classes having started, they were compelled to give up racing. The second race in the programme was for centre- boards and keels, measuring 26 feet and less than 38 feet, and they were called into line at 11.20 o'clock, the signal being a gun on the Judges' boat, which was stationed about midway between the Club House and Thompson's Island. There were five centre-board boats to respond : respectively the Magic, Eva, Kelpie, Violet, and Lily ; and they took position at anchor in a line between the Judges' boat and flag boat. No keels appeared to contest this race. At 12.30 o'clock a second signal sent them away. The wind was nearly east and very light, and the start was necessarily slow. The course was thirteen miles in length and led down the East Way, past buoy No. 7, back through the Narrows, leav- ing Fort Independence on the port, down Dorchester Bay, and around Cow Pasture buoy, leaving it on the port, and back to the point of starting. The Magic had the misfortune to carry away her gaff-topsail sheet and was compelled to take down her mainsail, in consequence of which she fell from the first position to the last, though she was not greatly retarded. The boats in the third race, including keel and centre- board, measuring 18 feet and less than 26 feet, were started at 12.25 o'clock. Their course, which was nine miles in length, was down Dorchester Bay, round Cow Pasture buoy No. 7, off Fort Independence, to Sculpin Ledge buoy, round buoy No. 6 on the Lower Middle, and back to the starting point. There were eight to start, and they went away in good style, going down with the wind, which had increased somewhat since the arger boats started. The Sunbeam lost her balloon jib in 62 A HISTORY OF THE Starting, and had to take it on bos ird. The ofl Ficial n iSU It was as follows : — - SECOND CLASS (CENTRE-BOARD). NAME. OWNER. MEAS. SAILING. CORRECT. ft. in. h. m. s. h. m. s. Eva, W. H. Bangs, Jr., 26 3 4 46 2 2447 Magic, E. C. Neal, 309 n 16 2 25 40 Kelpie, S. J. Capen, 30 3 I 4 2 25 55 Lily, G. L. Babb, 37 T 6 12 2 37 35 Violet, F. E. Peabody, THIRD CLASS 33 2 (keel). 3 16 21 2 44 14 Volante, C. A. Judkins, 22 3 2 2 18 I 30 35 Sunbeam, W. S. Nickerson, 25 3 2 3 57 I 35 20 Ruby, T. W. Preston, 199 2 1 1 40 I 3646 Lydia, Captain Gibbs, 25 2 2 17 51 I 49 9 Fairy, G. C. Appleton, 25 2 2 22 29 I 53 47 THIRD CLASS (CENTRE-BOARD). Wanderer, C. E. Russ, 22 3 I 58 16 I 26 28 Queen Mab, W. F. Halsall, 22 8 2 I 2 I 2943 Posie, F. C. Hersey, 22 I 2 2 16 I 30 16 Alice, W. H. L. Smith, 21 2 13 57 I 40 40 In the second class the Eva took the first prize, thirty dollars ; and the Magic the second, twenty dollars. In the third class, centre-board, the Wanderer won first money, twenty-five dollars ; and the Queen Mab second, fifteen dollars. Keels, first prize, twenty-five dollars, Volante ; second prize, fifteen dollars. Sunbeam. The Lily entered a protest against the Eva for alleged crowding her against the buoy at Cow Pasture, but the charge was not sustained. The Judges were Messrs. C. Barnard, B. C. Dean, R. P. Owen, and C. W. Jones, w^ho were stationed on board the Effie May, owned by H. E. Hibbard. During the day music and refreshments were enjoyed at the Club House, and in the evening there was a social dance. BOSTON YACHT CLUB. 6$ At the meeting held at the Parker House January 26, 1876, it was decided to elect two Measurers instead of one, so that a representative may be had to act south of Cape Cod. The date of the annual meeting, after 1876, for the election of officers, etc., was changed to the last Wednesday of January, and the regular meetings to the last Wednesday of January, April, July, and October. Article XVII, of the Constitution, was amended, so that the first sentence should read as follows : " The annual assessment shall be ten dollars, payable after the year 1876, on or before the regular (annual) meeting in Jan- uary, and this shall be the only assessment made." The follow- ing was added to the article : " Any person elected a member before the annual meeting, in April next, and every person elected thereafter, between the first day of October and the succeeding annual meeting, shall not be required to pay any assessment for the time preceding such annual meeting." John O. A. Brackett, president of the Common Council, was a guest at the annual dinner held at the American House February 22, 1876, at which time a communication was received from the Brooklyn Yacht Club, asking to arrange a meeting of the fleet, but the Committee of four, appointed to look after the matter, reported, later on, that it would be undesir- able to take any steps in the matter that season. April 26 the following officers were elected : Commodore, Arthur Cheney ; Vice-Commodore, F. H. Peabody ; Rear-Commodore, Andrew Robeson ; Secretary, T. Dean ; Treasurer, A. Russ f Measurers, D. J. Lawlor and J. B. Smith ; Trustees, S. J. Nickerson, Thomas Manning, and B. Dean ; Regatta Commit- tee, same as last year ; House Committee, Messrs. C. E. Russ and D. B. Curtis ; Membership Committee, the Commodore and Secretary, ex officio, Messrs. A. C. Martin, C. E. Russ, and William S. Whitney. A Review of the squadron took place at City Point, on Saturday, June 24, at 1 1 o'clock, a large number of yachts participating ; after which the fleet proceeded to the Great Brewster, where a most enjoyable day was spent. Mr. 64 A HISTORY OF THE Thomas Manning acted as Flag Officer. Ex-Commodore Dean secured from the City of Boston the exclusive control of the Great Brewster Island, and the Club voted on Septem- ber 6 to use it for a rendezvous, paying Mr. Dean one hundred dollars per year for the privilege, but was shortly after abandoned as it created a dissatisfaction among certain mem- bers, who thought it a useless expenditure. The ninth annual Regatta was sailed Monday, September II, 1876, off City Point. The Regatta was divided into three classes, the first being for all yachts measuring 38 feet and upward ; the second for centre-board and keel yachts measuring 26 feet and less than 38 feet ; and the third, for centre-board and keel boats, measuring 18 feet and less than 26 feet. The prizes were silver medals in each class. The first course was from a point off the Club House, out Broad Sound, leaving Ram Head buoy on the starboard. Fawn Bar on the port, rounding the Bell buoy off the north-east ledge of the Graves, leaving it on the starboard ; thence to the Bell buoy on the Hardings, leaving it on the star- board, up Light-house Channel, through the Narrows, leaving Fort Warren, Gallop's Island, Nix's Mate buoy, and Spectacle Island on the port ; thence to the point of starting, a distance of twenty-three miles. The second course was from a point off the Club House, down the West Way, leaving Thompson's and Rains- ford Islands on the starboard. Long and George's Islands, and buoy No. 7 on the port, and back through the Narrows, leav- ing George's and Gallop's Islands, Nix's Mate buoy, and buoy No. 7, off Fort Independence on the port ; thence to Cow Pasture buoy No. 6, leaving it on the port ; thence back to the place of starting, a distance of thirteen miles. The third class course was from the starting point as above ; thence to buoy No. 7, off Fort Independence, leaving it on the star- board ; thence to Sculpin Ledge buoy, leaving it on the port ; thence to buoy No. 6 on the Lower Middle, leaving it on the port ; thence to the point of starting, nine miles. The Judges were the same as last year. The Violet, BOSTON YACHT CLUB. 65 Captain F. E. Peabody, was used as Judges' boat. Previous to firing the first gun, at 1.20 o'clock, there was scarcely any wind, and the prospect for the races looked rather gloomy, but about the time of starting the first class, 1.25 o'clock, a light breeze sprung up. The start in the first class was a flying •one. The yachts in the second class were anchored in line, between the Judges' boat and a flag boat, and got away at 2.18 o'clock. The Shadow, in this class, rounded the wrong buoy on her return to the Judges' boat ; turned back, sailed over the right course, a mile or more, and still came in ahead of the others in that class. The Wayward, in the first class, was struck by a flow of wind when off Long Island Head, and while crawling on to the Fearless, lost her topmast. In the third class, the Posie claimed a foul from the Wanderer, but the charges were not sustained. In the first class the Wayward took the first prize, and the Fearless second. In the second, the Shadow won the first prize, and the Eva second ; and the third class, first prize to Posie, and second to Wanderer. The following is the summary by classes : — FIRST CLASS. SAILING. CORRECT. Fearless, Wayward, Fleur de Lis, Romance, E. B.Phillips, David Sears, Arthur Cheney, G. Brooks, ft. in. h. m. s. h. m. s. 44 10 3 56 43 3 28 54 57 9 4 5 38 3 25 14 77 3 4 18 12 4 3 36 58 [withdrawn] SECOND CLASS. Shadow, T. Dolan, 34 7 Lily, G. L. Babb, 37 Magic, E. C. Neal, 30 9 Kelpie, S. J. Capen, 30 3 Eva, W. H. Bangs, Jr., 26 3 Folly, J. F. Sheppard, 27 Efiie Mary, H. E. Hibbard 36 10 Oenone, S. P. Freeman, 26 10 3 45 7 3 55 42 4 47 4 2 35 4413 4 4 57 3 14 22 3 27 5 3 26 1 1 3 27 26 3 24 14 3 25 57 [withdrawn] [withdrawn] 66 A HISTORY OF THE THIRD CLASS. NAMB. OWNER. MBAS. SAILING. CORRECT. ft. in. h. m. s. h. m. s. Posie, F. C. Hersey, 22 I 2 37 30 2 5 30 Wanderer,. E. C. Russ, 22 o 2 38 31 2 643 Lydia, George Lawley, 22 6 2 41 42 2 10 3 Queen Mab, W. F. Halsall, 22 8 2 42 12 2 10 53 Helen, W. P. Hunt, i8 6 2 49 3 2 12 22 Peri, — Lee, i8 1 1 2 51 25 2 15 21 Sunbeam, W. Nickerson, 25 3 2 53 iS 2 24 35 The same board of officers was re-elected for the year 1877, at the meeting held at the Parker House January 31, and on February 28 the Sailing Regulations regarding the classification of sloops and schooners were altered. The Regatta Committee, who were given full power to act in this matter, reported on April 25 that ballast shifting in the third class should be discontinued. The Sailing Directions were then altered accordingly, and Rule 21 was adopted. At an informal meeting of yachtsmen it was voted that the Club have an early regatta, in which festivities would be given a dance. This would be followed by a series of monthly or semi-monthly entertainments, consisting of four to six festive excursions or picnics, under the supervision of the House and Regatta Committee. Resolutions on the death of Mr. S. J. Capen were passed May 30, at which date the Regatta, to be held June 7, was postponed on account of the date being too early for the larger yachts. A race, however, was held off City Point for second and third class craft, the prizes, consist- ing of a French 'marine clock and a marine glass, gifts of the Commodore, were won by the Violet and Sunbeam. The members and their friends enjoyed a picnic at Downer's Landing June 23. The Dorchester Yacht Club was tendered the use of the Club House June 20, on the occasion of their Regatta. The first of the series of Regattas occurred Tuesday, July 17, 1877. Very few boats answered the summons of the BOSTON YACHT CLUB. 6/ signal guns that called the boats into line, the majority of the yachts being away on cruises and on business voyages. There were no first class boats in the race. The wind was fair and steady and was south-east by south. The yachts of the second class sailed over a thirteen-mile course, and those of the third class over a nine-mile course. The same gentlemen serving as Judges last season did so at this race. The skipper of the Maraposa entered a protest against the Posie for shift- ing ballast during the race, but this was not sustained. The following is a summary of the Regatta : — SECOND CLASS (KEEL, SCHOONER RIGGED). NAME. OWNER. SAILING. CORRECT. h. m. s. h. m. s. Hermes, W. Goodwin, 2 i 5 Loiterer, W. W. Kellett, 2 12 30 THIRD CLASS (KEEL, SCHOONER RIGGED). Posie, F. C. Hersey, i 40 45 i 8 45 Maraposa, F. H. Peabody, i 43 5 i 12 8 Ariel, J. P. Curtis, [swamped, and withdrew] Helen, W. P. Hunt, [distanced, and withdrew] The second race of the season was sailed Tuesday, August 16, off City Point. As at the first of the series, the number of boats participating was small. The wind was just stiff enough to make a regatta interesting. It blew from the south-west, and freshened up, dropping a few points to the south as the race drew to a close. In the race for second class schooners, only one boat, the Hermes, entered and sailed over the course, which was thirteen miles, in 2 hours, 21 min- utes, 15 seconds. Having won the race in the first Regatta, she merely went over the course this time to take the prize. In the race for third class keels, only one boat sailed, the Sun- beam. She went over a nine-mile course in i hour, 41 minutes, and 5 seconds, actual time. This made it necessary for another race of this class yachts. In the race for third 6^ A HISTORY OF THE class centre-boards, there were five entries ; and in that for second class sloops, only two entries. In the first Regatta the Fosie won the race of the former class, and the result of this contest shows that Rebie had one race in the Posie's class. The following is the summary : — SECOND CLASS (SLOOPS, CENTRE-BOARD). NAME. OWNBR. LENGTH. ft. in. SAILING. h. m. s. CORRECT. h. m- s. Violet, Peabody, 34 3 2 9 2/ I 38 23 Mabel, Smith, 33 4 Withdrawn' THIRD CLASS (centre-board). Rebie, Phinney, 23 I 38 17 I 7 20 Wanderer, Russ, 23 9 I 41 2 I 10 54 Posie, Hersey, 22 I I 41 59 I 9 59 Queen Mab, Adams, 22 8 "time not taken' Gleason, i8 6 "time not taken' The course of the centre-board sloops was thirteen miles long, and of the third class centre-boards nine miles. The same board of Judges presided. Chapiter VI. 1 878 -1 880. THE election of officers for 1878, at the Parker House, January 31, was as follows: Commodore, Francis H. Peabody ; Vice-Commodore, Nathaniel Wales; Rear- Commo- dore, Andrew Robeson. No change occurred in the office of Secretary, Treasurer, or Measurer. Trustees, Messrs. Ben- jamin Dean, William B. Merrill, and E. B. Phillips ; Regatta Committee, Messrs. F. E. Peabody, C. W. Jones, Wendell Goodwin, W. H. Bangs, Jr., and N. W. Kellett ; Membership Committee, Messrs. A. C. Martin, C. E. Russ, and W. S. Whitney. A large base-burner stove was given the Club by Mr. S. L. French, and was put in the main hall of the Club House. The next meeting was held February 11, at 608 Washington Street, the headquarters of the First Battalion of Infantry. Mr. W. F. Halsall was appointed Flag Officer for the year. Permission was also given Mr. W'. S. Nickerson to use the Club House for one or two private entertainments. Several yacht owners placed their craft at the disposal of non- yacht-owning members for the purpose of taking one or more excursions down the harbor ; in consequence of which a large programme was prepared by the Committee. A s*et of fifteen charts was received from the United States Coast Survey, at the request of Hon. B. Dean, then a member of Congress. That gentleman also sent several copies of books to the Club. The rain of June 17, 1878, which was the one hundred and third anniversary of the battle of Bunker Hill, conse- quently a general holiday in the city, made a complete failure of the arrangements made by the Boston and Dorchester Yacht Clubs, for the Grand Union Regatta, off Nahant. In the first class, distance twenty-five miles, there was but one 70 A HISTORY OF THE entry, that of the keel schooner Breeze, which undertook to sail over the course, but, making a mistake, and going over the second class route, lost her chances for a prize. In the second class, distance ten and one-half miles, the course was sailed over by the keel sloop Shadow, Captain John Bryant. In the third class, distance ten and one-half miles, there were four entries, consisting of the centre-board sloop Wanderer, Captain Russ ; centre-board sloop Sea Bird, Dr. Loveland ; keel sloop Volante, G. S. Rice ; centre-board, cat-rigged Fannie, P. Grant. After proceeding about half-way over the course, the Wanderer withdrew, but the others continued on, the Sea Bird coming in ahead. In the fourth class, distance seven miles, were entered the cat-rigged boats Virginia, Captain Plympton ; Psyche, Captain King ; Druid, Captain F. Drew; and Adrienne, Captain J. Pfaff. These boats made a good start and sailed over the course, the Psyche coming in first, and the Druid second. After the first and second-class boats had rounded the buoy at Winthrop Head, the tug Elsie, in which were the members of the Regatta Committee and representative of the Press, proceeded to Marblehead, to witness the regatta of the Marblehead Yacht Club. It was voted June 26, that during the yachting season, Thursday evenings should be set aside for social gatherings, and on these evenings the most enjoyable time was passed. On account of the room being used by the First Battalion, the meeting was held October 30 in the office of Mr. H. E. Hibbard, at the same address. The Club lost by death one of its most enthusiastic and active members in Mr. Arthur Cheney. An elegant tribute of flowers was sent his w4dow when the sad news was received. Few changes in the board of officers occurred during 1879. At the meeting held in the Parker House, January 29, Messrs. William H. Bangs, Jr., J. A. Mitchell, Thomas Dean, F. A. Drew, and George S. Rice were appointed on the Regatta Committee. The Commodore was given power to BOSTON YACHT CLUB. /I sign certain documents, presented by the Seawanhaka Yacht Club, to be used in Congress, in an effort to secure certain changes in the laws relating to yachting. May 28 a new tier of lockers was ordered built on the east side of the wharf, north of the Club House. The Regatta sailed Saturday, June 21, 1879, ^^'^s the most successful sailed off City Point for years. The day was very fine, although at the starting the wind was quite light, but it braced up shortly after and at the finish was blowing briskly from the south-west. Of the fifty-two boats that entered, thirty-nine started, the first class boats starting at 1 1 . 1 5 o'clock, and the second, third, and fourth within a short time after. The Adrienne took the lead in the first class. The Viking lost three minutes in getting off, in the second class. The Eugenia, a third class centre-board sloop, parted her throat halliards just as she was starting from the line after the signal to go. The Muriel, of the same class, capsized while jibbing off Sculpin Ledge, and turned bottom-side-up. This placed her out of the race. The Posie, being close to her, rendered the disabled craft assistance, which spoiled the Posie' s chance for a prize. The Elfin lost her foretopmast, and the Thistle lost some of her stays. The Sunbeam with- drew just as she reached the Judges' boat. An excellent col- lation was served on the Judges' boat Sprite. Summary FIRST CLASS SCHOONERS. MAME. LENGTH. SAILING. CORRECT. ft. in. h. m. s. h. m. s*- Adrienne, 43 9 3 53 28 3 II 53 Brenda, 63 7 3 45 '2-2 3 22 3 Elfin, 42 4 3 22 3 26 52 Vif, 42 4 4 21 31 3 38 12 FIRST CLASS SLOOPS. Syren, 39 6 3 44 18 2 57 13 Thistle, 50 3 3 47 34 3 12 57 Nautilus, 44 10 4 5 12 3 24 50 72 A HISTORY OF THE SECOND CLASS (CENTRE-BOARD SLOOPS). Lily, Eva, Fanchon, Comfort, Oenone, Viking, Lottie, Empress, Annie, Daisy, Juniper, Thisbie, Holden, Expert, Posie, Judith, Stella, Psyche, Glance, Rocket, LENGTH. SAILING. CORRHCT. ft. in. h. m. s. h. m. s. 37 2 I 50 I 26 36 26 3 2 17 10 I 27 58 26 4 2178 I 28 4 27 I 2 21 45 I 83 53 27 8 2 30 50 I 43 54 SECOND CLASS (KEEL SLOOPS). 35 2 2 22 I 24 58 27 I 2 16 50 I 28 58 26 1 1 2 19 8 I 31 28 8 2 18 48 I 33 21 32 8 2 13 35 1-33 28 26 5 2 28 45 I 39 49 THIRD CLASS (KEEL SLOOPS). Veronica, 21 8 Fairy, 24 I L^nknown. 24 Sunbeam, 24 I 1553 117 34 I 52 35 I 22 47 I 54 8 I 24 15 [time not taken] THIRD CLASS (CENTRE-BOARD SLOOPS). 21 8 I 48 45 I 16 16 21 I 53 38 I 20 20 23 8 I 51 20 I 21 6 22 I 54 20 I 22 14 I 5448 I 24 18 2 10 8 I 35 47 FOURTH CLASS (CENTRE-BOARD AND KEEL). 17 1 1 2 2 47 I 25 14 18 10 2 I 28 I 25 17 16 6 212 I 32 9 BOSTON YACHT CLUB. 73 NAMB. LENGTH. ft. in. SAILING. h. m. s. CORRECT. h. m. s. Dream, 19 2921 I 33 24 Undine, 17 2 14 35 I 35 35 Nereide, 18 2 13 14 I 35 48 Josie, 18 4 2 13 3 I 36 8 Wildfire, 18 I 2 18 9 I 40 51 Following is a list of the winners and the prizes : — FIRST CLASS. Adrienne, solid silver cup ; Brenda, Ritchie compass ; Siren, silver cup ; Thistle, telescope. SECOND CLASS. Lily, silver cup ; Eva, cabin lamp ; Viking, silver cup ; Lottie, cabin lamp. THIRD CLASS. Veronica, silver pitcher; Fairy, pitcher and goblet; Thisbie, silver vase ; H olden, pitcher and goblet ; Unknown, silver vase ; Expert, phosphorescent clock. FOURTH CLASS. Psyche, traveller's clock; Glance, barometer; Rocket, silver cigar-cup ; Dream, boatswain's whistle. A most enjoyable time was had in August, when an excursion of t^e Club was taken down the Harbor in the Club squadron. Saturday, September 6, the day of sailing the thirteenth annual Regatta, was lovely for those who were not interested in yachting, but to the enthusiastic skipper, a bright sun hang- ing in a clear sky, over a smooth, motionless bay, without the least sign of a change of the weather, is a most " beastly " kind of a disagreeable day. At i o'clock, the time when the first class boats, measuring 38 feet and upward, should start, the natural condition of things was exactly as above described, and, there not being even puff enough to carry the boats 74 A HISTORY OF THE from their moorings into line, this class was not started at all. At 2 o'clock a gun was fired from the Judges' boat, the .schooner yacht [Sprite, and the colors dipped to signal the second class into line. In this class there had been thirteen entries, five schooners and eight sloops, but only six showed up at the line, two schooners and four sloops. The third class sloops did not start until 2.35 1-2 o'clock, and this was also a creep-away-with-the-tide start. Of thirteen entries in this class, only six came into line. After all the boats had been away about an hour, a brisk breeze freshened up from the south-west, and then the race began to be interesting, and a great number of skippers were chagrined that they had not sailed and taken chances with the boats out. A lively contest between the Viking and Lily, and between the Rebie and Sun- beam, were the most pronounced features of the races. Summary : — SECOND CLASS. NAME. OWNER. LENGTH. ft. in. SAILING. h. m. s. CORRECT. h. m. s. Loiterer, R. C. Bridge, 34 4 3 5645 3 18 38 Cyda, W. W. Kellett, 29 4 4 3 47 3 19 18 Viking, S. P. Freeman, 35 3 32 3 2 54 39 Lily, C. F. Loring. 37 3 33 45 2 ^^ 31 Folly, J. F. Sheppard, 2^ I 3 5025 3 2 31 Comfort, E. W. Denison, 27 I* 3 57 15 3 9 23 THIRD CLASS (sloops). ♦ Rebie, J. P. Phinney, 23 II 2 19 9 I 49 II Edith, E. Denton, 21 9 2 23 29 I 52 15 Sunbeam, W. S. Nickerson, 24 II 2 22 2 I 53 5 Unknown, B. F. Wendell, 24 2 27 I 57 7 Fairy, C. A. Perkins, 24 I 2 32 I 2 2 13 Leda, B. Jenney, 22 7 "distanced" The winners and prizes in the second class were : the Loiterer, $20; Viking, $20 ; Lily, ^^15. In the third class: Rebie, $15 ; Edith, 10; Sunbeam, 85 ; and the owner of each BOSTON YACHT CLUB. 75 iboat (the owners having sailed their boats) received as a supplementary prize a beautiful watch-charm in gold, repre- senting the signal pennant of the Boston Yacht Club. In the evening a dance was held in the Club House, and so the lady friends of the members were entertained as handsomely as were the young yachtsmen. Vice-Commodore Nathaniel Wales resigned January 14, 18S0. At the annual -meeting, held at the Parker House January .28, the following changes in the board of officers were made: Vice-Commodore, William B. Merrill ; Rear-Commodore, Jacob Pfaff ; Trustees : Messrs. Benjamin Dean, Eben Denton,Thomas Mack; on the Regatta Committee: Mr. S. L. French vice W. H. Bangs, Jr.; Membership Committee: Messrs. Charles E. Russ, W. S. Whitney, C. H. Plympton. April 28 Ex-Com- modore Dean read the Trustees' report for 1879, now made as of January 28, last past. Said report recited the resolution adopted February 28, 1877, to wit: — Resolved, That the Permanent Fund, now amounting to upwards of $10,000, the rate of increase thereof, so far as derived from regular fees, dues, or assessments, shall be one quarter of such regular fees, dues, and assessments, instead of one half as heretofore, but that said fund in no other respects shall be interfered with, or its rate of increase otherwise impaired. The following resolution was passed : — Resolved, That whereas the Permanent Fund, amounting at the commencement of the present year to the sum of fourteen thousand one hundred and seven dollars and twenty- four cents, and secured by the Club property, is sufficiently large to admit of it, the further increase thereof, so far as derived from regular fees, dues, and assessments shall be fixed by resolution of February 28, 1877, shall cease to take effect from the beginning of the present' year ; but that said fund in no other respect shall be interfered with, or its rate of interest impaired or diminished. Article XVH, Paragraph 4, in the Constitution, was amended so as to read, ''any person and any member." '/6 A HISTORY OF THE The Regatta of June 17, 1880, was a union affair, and proved to be one of the most gratifying successes that has ever been given in the waters of Dorchester Bay. The wind was easterly and light during the entire race, though at the start its force was stronger than at the finish. It was a great day for light boats, and the result was that a great many stanch, heavy racers, hitherto considered invincible, had to lower their pennants to smaller and inferior boats. Sixty-four yachts started, and of these only a few drew out of the race before the finish. The course for the first class race was twenty-three miles long ; for the second class, sixteen miles ; for the third and fourth classes, nine miles. The starting was from anchor, and each class got away in handsome style. The boats in the race hailed from Boston, Eastern, Bunker Hill, South Boston, Beverly, Lynn, Duxbury, Quincy, Jeffries, and other yacht clubs. The yacht Imperia and Adrienne made a close and exciting race over all the course. The Madcap came in for a first prize, but as she had two more men than she was allowed, lost the race. The Fannie being a third-class boat and starting with the fourth-class craft, placed her out of the race. The following is the summary : — FIRST CLASS. NAME. SAILING. CORRECT. h. m. s. h. m. s. Adrienne, 4 51 27 4 10 i Caroline, 4 53 5^ 4 i7 39 Alice, 4 32 47 4 18 18 Brenda, [time not taken] Madcap, 4 27 13 3 45 3i Siren, 4 33 3 Effie 4 44 42 3 Imperia, 4 51 22 4 SECOND CLASS. Hermes, 4 26 28 3 Bessie, 4 37 35 3 45 56 55 31 9 17 49 51 51 7 BOSTON YACHT CLUB. 77 NAME. SAILING. h. m. s. CORRECT. h. m. s. i^nnie M, 5 3 40 4 23 46 Nimbus, 3 6 8 2 28 8 Folly, 3 17 26 2 29 26 Magic, 3 13 18 2 29 26 Shadow, 3 ID 26 2 32 29 Eva, 3 22 59 2 33 47 Annie, 3 27 15 ^ 2 41 49 Viking, 3 21 18 2 45 23 Lily, 3 30 II 2 54 57 Hector, 3 34 2 55 6 Gem, 4 17 58 3 28 22 Napoleon, 3 41 52 3 3 26 Mamie 4 5 47 3 18 43 THIRD CLASS. Muriel, 47 43 I 16 12 Rebie, 52 4 I 21 57 Elf, 59 47 I 25 26 Banshee, 59 32 I 28 18 Expert, 58 34 I 28 21 Wanderer, 59 I I 28 26 Alice, 2 24 I 29 5 Judith, 2 58 I 30 23 Posie, 2 2 I 30 55 Eureka, 2 5 47 I 36 55 Leda, 2 18 29 I 46 58 Lizzie, 2 31 9 I 57 14 Unknown, I 56 13 I 2^ 2 Veronica, I 59 45 I 27 17 Banneret, I 56 21 2 27 35 Sunbeam, 2 2 22 I 33 40 Violeta, 2 6 17 I 34 46 Echo, 2 3 38 I 35 15 Fearless, 2 8 48 I 36 17 Fairy, 2 14 42 I 44 55 7« A HISTORY OF THE FOURTH CLASS. NAME. SAILING. CORRECT. h. m. s. h. m. s. Flora Lee, 2 I 9 I 22 9 Topsy, I 57 26 I 22 18 Rocket, 2 8 59 I 29 18 Glance, 2 6 56 I 30 8 Dolly Varden, 2 15 I 35 57 Inez, 2 15 12 I 39 30 Curlew, 2 l6 6 I 40 30 Josie, 2 19 37 I 42 42 Nattie, 2 22 48' I 43 47 The following is a li-st of the prize winners and prizes : Adrienne, first, $50 ; Caroline, $30 ; Syren second, $30 ;Hermes, first, $30 ; Bessie, second, $20 ; Nimbus, first, $30 ; Folly, second, $20 ; Annie, first, $30 ; Viking, second, $20 ; Muriel, first, $2$ ; Rebie, second, $15; Elf, third, $10; Unknown, first, $2$; Veronica, second, $15 ; Banneret, third, $10; Flora Lee, first, $20 ; Topsy, second, $15 ; Rocket, third, $10; Glance, fourth, $5. Captain Cummings' boat Zephyr was used as a Com- mittee boat. At the Club House a yachtsmen's hop was given to lady friends. Without a sparkling breeze a yacht race is a very tame affair, and the Regatta sailed Saturday, September n, had two things to contend with : one was [no wind ; the other, the failure of yachts to put in an appearance. But what the Club lacked in the way of spars and canvas was made right in the royal manner in which it entertained its guests both on board the steam yacht Minnehaha and the sloop Sprite. The steamer left Long wharf at 1.30 o'clock in the afternoon. Captain Driscoll was in charge of the boat, and Captain C. H. Russ was master of ceremonies. The Sprite, moored some distance from the Club House, was the Judges' boat. At 2 o'clock a very light breeze was blowing from the north-east by north, but gradually shifted westward before the race was finished. BOSTON YACHT CLUB. 79 The first signal gun that announced the opening of the race for first class boats was responded to by only three schooners. The race between these boats was tame, inas- much as the wind died out when it was most needed, and it was not until dark and near 8 o'clock that the boats returned, coming very slowly in the same order that they started ; but the Adrienne, being much shorter than her competitors, won an allowance. The second race was for second class sloops, and was participated in by two boats only. They were started from anchor at 2.30 o'clock, and sailed close together, with the Napoleon leading, until Spectacle Island was reached; Here a foul occurred, and the Napoleon lost considerable time. The advantage gained by the Mabel was sufficient to give her the race by nearly an hour. The Mabel had her headstay carried away by the collision. Twenty-three miles was the length of the course for the first class schooners, and the second course sixteen miles. No other classes sailed. The Adrienne received, as a first prize, a solid silver cup, and the Alice, second prize, ;^20. The Mabel, first prize, $20. Commodore Peabody's steam yacht Adelika, and Captain Pope's steamer, the Annie S., took parties aboard and followed the racing yachts over the course. The following is the summary : — FIRST CLASS SCHOONERS. NAME. OWNER. LENGTH. SAILING. CORRECT. ft. in. h. m. s. h. m. s. Alice, W. L. Lockhart, 77 4 5 22 25 5 7 51 Adrienne, J. Pfaff, 43 II 5 31 4 49 34 Caroline, ^ Norton and Tyler, SECOND CLASS 48 7 SLOOPS. 5 46 15 5 10 7 Mabel, W. H. L. Smith, 33 9 3 3 42 2 56 54 Napoleon, C. F. Loring, 34 I 3 44 7 3 5 41 Chapter VII 1881 - 1883. /nn\HE only change in the board of officers for 1881 was in A the Regatta Committee, that Committee being made up of the following gentlemen : Messrs. H. E. Hibbard, William B. Gleason, Nathaniel Wales, Edgar Harding, and William F. Halsall. The meeting February 23 was held at the office of Commodore Peabody, 41 State Street, when a vote was passed to have alterations and additions made in the toilet facilities of the Club House. A most flattering compliment was tendered Secretary Dean by the Club, April 27, and a purse of one hundred dollars was given him. A report was pre- pared May 25, by the Committee appointed to alter, the By- laws, whereby the Secretary would receive a compensation of one hundred dollars per year. Some sixty entries were made in the open Regatta of the Club held June 16, 1881, and it was expected that a splendid exhibition would be presented to the lovers of nauti- cal sports. The wind was all that the owners of the larger boats could desire, but in spite of this many of them allowed their vessels to remain at their moorings on South Boston Flats, although they had entered their yachts in the race. At 10.30 o'clock, when the tow-boat Elsie, under command of George Frost, left T wharf with the Regatta Committee, the wind was blowing a perfect hurricane. At noon the breeze moderated and the stake boats were placed, after which the John Romer, with some three hundred invited guests, appeared on the scene. At 1.09 o'clock the signal gun for the first class to start, was fired. Ten schooners and two sloops responded to the call. The race was most exciting, each skipper doing his best to forge ahead of his competitor. When off Harding's ledge, the Caroline carried away her jib- BOSTON YACHT CLUB. 8i "boom stays, but preventer stays were clapped on in time to prevent her losing way, and she crossed the line in season to :secure the first prize in her class. The Muriel and Delle entered counter protests of fouls at Cow Pasture buoy. In :spite of the drawbacks, the race was a success. When getting into line, the Expert and Delle fouled and ran down ■on the David Crockett, but the trouble was adjusted with- out appealing to the Judges. Summary : — Caroline, Adrienne, Hesper, Siren, Bessie, FIRST CLASS SCHOONERS. ft. Norton and Tyler, J. Pfaff, 48 7 43 IT SAILING. h. m. s. 3 30 56 3 37 26 h. m. 2 54 43 2 56 FIRST CLASS (SLOOPS). W. H. Forbes, L. H. Keith, ^ 49 I 3 20 42 2 44 58 39 6 3 33 35 2 46 31 SECOND CLASS (SCHOONERS). C. P. Curtis, 28 8 3 36 9 2 49 41 Viking, Hera, Gem, Emily, Lily, Shadow, Nimbus, Undine, Allie, SECOND CLASS KEEL (SLOOPS). S. P. Freeman, 36 4 2 25 53 I 49 58 C. G. Weld, 37 3 2 33 23 I 58 25 F. Lincoln, 26 9 2 46 25 I 58 I C. A. McManus, 26 8 2 49 1 5 2 43 Dillingham and Bond, 37 2 41 30 2 6 16 SECOND CLASS (CENTRE-BOARD SLOOPS), J. Bryant, G. R. Howe, 34 6 34 5 2 25 27 2 40 32 THIRD CLASS (CENTRE-BOARD SLOOPS) 25 Thomas Low, A. S. Wattles, 22 8 I 43 45 I 28 49 1 47 30 2 2 32 I 12 48 27 30 S2 A HISTORY OF THE NAMB. Venus, OWNBR. LENGTH. SAILING. ft. in. h. m. s. Brown Bros. 27 8 i 26 26 CORRECT. h. m. s. 59 8 Thisbie, Bullard and Freeman, 21 6 i 36 32 I 3 51 Expert, E. G. Souther, 23 8 i 37 9 ^ THIRD CLASS (KEEL SLOOPS). I 6 50 Banneret, F. A. Daniels, 25 11 i 32 24 I 4 26 Whitewing, Raven, Charnock Bros., 21 8 i 42 10 H. P. Elwell, 26 I I 39 I I 942 II 1 1 Fearless, A. Kidd, 21 7 I 32 24 I 4 26 SPECIAL OPEN CLASS (KEEL AND CENTRE-BOARD). Muriel, C. G. Weld, 22 6 i 34 18 i 2 47 Posie, F. C. Hersey, 22 i i 35 30 i 3 31 Delle, H. H. Thompson, 28 i 42 35 i 8 53 David Crockett, H. Putman, 21 6 i 46 32 i 13 51 Sheerwater, FOURTH CLASS. W. W. Merrill, 18 5 i 55 22 i 20 34 Messrs. Augustus Russ, Treasurer, and Thomas Dean, Secretary, were elected honorary members January 25, 1882. Commodore Peabody resigned his office at this meeting. The only change of officers for the year was as follows : Commo^ dore, J. Pfaff; Vice-Commodore, C. W. Jones; Rear-Commo- dore, Charles A. Welch, Jr. All the members comprising the Regatta Committee resigned March 1 5, and were succeeded by Messrs. J. P. Phinney, C. H. Plimpton, C. F. Loring, J. B. Moody, and F. E. Peabody. A large observation glass for use in the Club House was voted for April 26. The piling under the Club House was rendered unsafe by the inroad of worms, in consequence of which the House Committee was given power, July 12, to attend to it. After careful inquiry as to the most efficient manner of strengthening the building, they reported April 25, 1883, that over one hundred piles were weakened at the surface of the mud, and it was necessary to BOSTON YACHT CLUB. 83 stiffen the piling structure by bracing. Seven hundred dollars was appropriated for the purpose. At an early hour on Hhe morning of Saturday, June 1 7, 1882, the would-be competitors of the Regatta began to assem- ble, and many a doleful visage presented itself as the weather indications were glanced at. A perfect calm prevailed, and not a ripple could be discerned on the glassy surface of the Bay, on which account many skippers left the scene, predicting a fizzle for the race. As the flood tide began to make, those who had the courage to wait were agreeably surprised to observe a sea breeze set in, and at the hour of starting a good breeze was blowing from the east About 10 o'clock the tug- boat Nat. Wales, Captain Gates, which had been chartered as a Judges' boat, took aboard the Regatta Committee and Judges, the latter being Messrs. Thomas Dean, Eben Denton, and Coolidge Barnard. At 1 1 o'clock, prompt, the signal for the start of the boats in the first class was given. The start was made in a new and novel manner, entirely out of the general rule, the yachts being required to start from an anchor, with all sails down, thus giving an excellent exhibition of the efficiency of the crews in making sail. When the word was given, a most exciting scene was witnessed, each crew, naturally vying with the others to "masthead" their sails, and gain whatever supremacy they might by their celerity. In some cases the halliards were led through snatch blocks, and a " walk away " was made with the slack, running the sails up with almost lightning rapidity. In this class the Alert was the first to fall away, followed a second later by the Recreation. In the schooners, the Falcon got the first start. The time of the first boat under way was i 3-4 minutes. The course sailed over by the first class was a distance of twenty miles. Prizes were awarded as follows : — For sloops, first, silver cup, value, ;^8o ; second, silver cup, value, $25 ; for schooners, the same. The prize winners in this class were : the sloops, Anna, first ; Recreation, second ; schooners, Adrienne, first ; Alice, second. 84 A HISTORY OF THE Five minutes later the signal for the second class was given, and away they flew over the fourteen-mile course under a ''dandy " breeze. The prizes in this class were: first, silver salver, valued at ^50; second, silver pitcher, #30. Smaller prizes were also awarded the winning boats classified under the head of keel sloops and centre-board sloops, in the same class. The first prize among the schooners was awarded to Lorelei, and the second to the Bessie. The Magic and Waif captured the first and second prizes, respectively, in the centre- board sloop class, and the keel winners were the Lily and the Hera, in the order named. The next feature of the programme was the start of the third and fourth classes, which followed five minutes after the preceding class had got away. This was composed of keel and centre-board sloops measuring less than 25 feet, and a special class of open boats measuring 20 feet and less than 25 feet. The prizes, in the third class, in each classification, centre- board and keel, were: first, #25; second, $15; third, #10. All these prizes were gold coin. In the fourth class the prizes were: first, $20; second, $10; in gold. The Posie carried away her topsail, when she had a fine lead off Sculpin Ledge buoy. The course sailed over was a distance of eight miles. The winners in the third class keels were : Raven, first ; Judith, second ; Sunbeam, third ; Rebie, Venice, and Jennie L., of the centre-boards of the third class ; Ibis and Amy taking the first and second places in the fourth classification. The fifth class was given the signal a few moments after that of the fourth, and in the hoisting of their sails a magni- ficent spectacle presented itself. The time made by this class in getting under way was eleven seconds. The dis- tance sailed was five miles. The prizes in this class were $20,815, and fio, in gold coin; of which the Nonpareil, Vesper, and Charlotte, of the keels, respectively, took first, second, and third. In the centre-board division of this class the winners were Peri, Flora Lee, and Wildfire, in the order named. BOSTON YACHT CLUB. 85 The steamer William Sprague, with a large party of invited guests of both sexes, went over the course, and enlivened the scene with strains of popular music by the band on board, and on the Judges' boat a bountiful collation was served, while at the Club House a repast was served, and music and song added to the festivities of the occasion. Summary : — FIRST CLASS (SCHOONERS). LENGTH. ft. in. SAILING. h. m. s. b. Adrienne, J. Pfaff, b. Alice, W. L. Lockhart, CORRECT. h. m. s. 43 II 4 7 30 3 31 28 77 3 3 47 30 3 34 4^ FIRST CLASS (SLOOPS). h. Anna, W. B. Lambert, 3942-3 3 58 13 b. Recreation, Abott & Merrill, 43 4352 s. b. Lily d. Hera, d. Zulu, .5". b. Freddie, d. Viking, b. Countess, s. b. Gleam, SECOND CLASS (KEEL SLOOPS). Pond & Dillingham, 37 2 14 55 37 13-4 2 32 II 27 8 2 43 6 Charles Weld, A. L. Jackson, M. J. Driscoll, S. P. Freeman, C. Armstrong, R. V. King, 27 36 30 4 6 2 48 35 2 39 II 2 47 51 2 58 56 s. b. Mermaid, W. C. Cherrington, 28 10 2 59 48 THIRD CLASS (CENTRE-BOARD SLOOPS), b. Rebie, q. Venus, /. Jennie, //. Raven, j. Judith, J. P. Phinney, 23 McKenzie & Stacy, 27 8 I 34 25 I 39 10 I 40 34 THIRD CLASS (KEEL SLOOPS). El well & Friend, 25 8 i 35 36 E. T. Pigeon, 24 I 40 32 b. Sunbeam, W. S. Nickerson, 25 2 i 40 3 17 II 3 ^^ 52 1 44 ^ 2 I 27' 222 263s 2 7 45 2 10 18 2 19 10 2 20 15 I 6 55 I 13 22 I 14 37 I 10 31 I 14 5 I 14 30 86 A HISTOHY OF THE ft. h. m. s. b. Whitewing, Charnock Bros., d. Kitty. N. M. Tayer, w.v. Banneret F. A. Daniels, 22 3 1-3 I 46 34 I 18 18 24 I 51 50 I 25 19 I 36 23[nottak'Ti] FOURTH CLASS (OPEN BOATS, KEEL, AND CENTRE-BOARD.). b. Ibes, J. K. Souther, 20 //. Amy, E. W. Dexter, 2 1 //. D.Crockett, H. H. Putnam, 21 //. Allie, //. Joker, q. Herald, b. Posie, q. Thorn, h. Thisbie, /. Sadie, Wattles &Chapman22 George Coffin, 20 \V. B. Smith, 20 F. C. Hersey, 22 F. M. Randall, 22 S. A. Freeman, 21 J. F. Lee, 23 8 3 7 1-3 8 7 6 8 5 3 FIFTH CLASS (KEEL). ^.'zy. Nonpareil, E. Lanning, 17 4 /.Vesper, Benner Bros., 19 i //. Charlotte, G. G. Garraway, 18 11 s. b. Lizzie, J. S. Porter, 19 6 t£/.z'. Elsie, J. L. Clark, 16 7 d. Meteor, C. Barnard, 1 7 w.v.lnQz, Goodrich Bros., 19 7 /. Chiquita, H. Wedger, 35 4 34 50 38 6 2>7 18 39 36 3942 38 10 42 5 40 10 44 II I 36 8 I 35 2 I 38 45 I 37 50 I 43 45 I 43 10 I 41 8 5 6 5 31 9 8 9 28 9 33 9 33 9 44 14 15 15 2 19 3 I 1446 I 15 8 I 18 2 I 18 19 I 21 12 I 21 37 I 21 30 I 50 3 1 [not taken] FIFTH CLASS (CENTRE-BOARD). b. Peri, H. Parkman, //. Flora Lee, S. H. Freeman, q. Wildfire, H. A. Keith, q. Nautilus, H. M. Faxon, //. Corsair, W. H. Miles, //. Sheerwater W. M. Merrill, s. b. Flirt, J. P. Bullard, 19 4 I 26 35 6 52 17 I 29 40 8 2 18 I I 29 1 1 8 28 17 10 I 33 21 9 36 18 II I 30 19 10 17 18 8 I 31 45 II 31 16 5 I 34 15 12 3 BOSTON YACHT CLUB. 87 ft. in. h. ID. s. h. m. s. 18 10 I 32 10 I 12 14 18 9 I 32 29 I 12 19 18 6 I 35 45 I 15 23 17 3 I 37 25 I 15 59 16 7 I 41 38 I 19 35 16 10 I 43 :34 I 21 45 19 3 I 44 34 I 24 48 14 9 I 49 43 I 25 47 ^. Janet, W. L. Phinney, ^. Glance, J. M. Knight, g. Diadem, L. Hayward, //. Idlewild, H. W. Curtis, ^. Zip, G. W. Morton, A. Ripple, A. B. Dunham, ;^. Halloween G. L. Turnbull, s. b. Sylvan, J. Bertram, The observations used above before the name of the yachts have the following significance : b., Boston ; h.y Hull ; 7'., Jeffries ; w. v., Washington Village ; /., Phoenix ; d.y Dor- chester ; /., Lynn ; s. b., South Boston ; q., Quincy, yacht clubs. Few changes occurred in the board of officers for 1883. On the Regatta Committee, Mr. John A. Stetson was appointed vice Mr. C. H. Plympton, and in the Membership Committee, Mr. John B. Meer vice W. S. Whitney, deceased. Secretary Dean was paid one hundred dollars, March 21, for his services. The following amendment to the Constitution, proposed by Mr. A. Russ, was carried April 25, by adding the following : — " Members of the Club who reside out of the Common- wealth shall, by paying ten consecutive annual assessments while so residing, be enrolled a life member upon giving notice of their desire to avail themselves of this provision." The following letter was received by the Treasurer, and read at a meeting June 13: — New York, May 21, 1883. Augustus Russ, Esq : — Dear Sir, — I would like to present the Boston Yacht Club with a challenge cup, to be won three times by the same boat, under such conditions as your Committee might name. If such a present would be acceptable, please notify me and I will give the order to have the cup ready by July 15. If there S8 A HISTORY OF THE are any members of the Boston Yacht Club who would like to join the American Yacht Club, send me their names and I will take care of them. Yours, truly, W. E. Connor. The cup was accepted, but some discussion arose as to what class of boats should compete for it, whereupon Com- modore Pfaff offered a prize of one hundred for such yachts as might not be included in the class allowed to race for the cup. A Committee, consisting of Messrs. T. Dean, Lovell, and Moody, was appointed to confer with Mr. Connor as to his preferences or intentions in the matter ; but that gentleman left everything to the Committee intrusted with the cup, with the care of the matter, he offering nothing to qualify his letter of gift, in consequence of which the following report was drawn up and accepted : — "The Committee recommend that the cup be sailed for as a Championship Cup, at such times as the Regatta Com- mittee shall appoint in fulfillment of the letter of gift. **That competition for the cup be open to all yachts of the Club 33 feet and upw^ards in sailing length, 'and to such yachts of shorter length not less than 30 feet long as shall call themselves 33 feet. " That in such racing it is desirable to secure a course not unfavorable to schooners, substantially one-third part thereof to be, as nearly as practicable, dead to windward, and that on said windward course, the allowance to schooners shall be based on four-fifths their sailing length, that is to say, on said course to windward, allowance to be calculated on schooners as being only four-fifths of their actual sailing length, computing the windward course as a straight line." It was also voted that the following inscription be engraved on the cup : — BOSTON YACHT CLUB. 89 BOSTON YACHT CLUB Championship Cup. Presented by Washington E. Connor, of New York. 1883. Commodore Pfaff' s offer of one hundred and fifty dollars by the Club was accepted, and the Regatta Committee was instructed to procure a prize cup which should be a Champion- ship Cup. It was then voted, August 29, that the sailing regulations, as prepared by the Regatta Committee for the race of September i, be the Club regulations for that occasion, and for that occasion only ; the regulations as printed by them to be modified to this extent, that the first class yachts be not required to carry boats. A Committee, consisting of Messrs. J. P. Phinney, Rear-Commodore Welch, and Thomas Dean, was then appointed to revise the Club Sailing Regulations. The first race for the Connor and Pfaff cups was sailed Saturday, September i, the start being made off the Club House. Six boats only entered for the Connor cup, and three for the Pfaff. The contestants were : For the Connor cup, — Shadow, John Bryant; Nimbus, Bernard Jermey; Anna, William B. Lambert : Adrienne, Jacob Pfaff ; Tempest, H. F. Whittier ; Magnet, Dr. G. W. Atwood. For the Pfaff cup, — Rebie, J. P. Phinney ; Frolic, A. J. Wright ; and the Waif. The boats of both classes were started at 10.37 1-2 o'clock, and the courses sailed were as follows : — First class : From off the Club House, through the Narrows, leaving Spectacle Island, George's Island, Point Allerton buoy on starboard, Harding's bell-buoy. Whistling buoy off the Graves, Egg Rock Head buoy on the port ; Fawn Bar buoys on the star- board, to the Judges' boat, passing between it and the flag boat. For the second class : From off the Club House, through the Narrows, leaving Spectacle Island, Nix's Mate bell-buoy. Gallop's Island, George's Sound and Point Allerton buoy on the starboard ; Harding's bell-buoy on the port ; Point 90 A HISTORY OF THE Allerton buoy on the port, through the Narrows, leaving George's Island, Gallop's Island, NLx's Mate bell-buoy on the port, to the Judges' boat, passing between it and the flag boat. The wind was light throughout the race and gaflf-topsails and balloon jibs were carried all the way around by nearly all the boats. From Egg Rock to the Judges' boat the first class boats had the wind free, as it was blowing from the north-west, and a little better time was made. The Shadow was the winner. Time : correct, 3 hours, 5 5 minutes, 30 seconds. In the second class, the Frolic covered the course in i hour, 41 minutes, and was declared the winner. The tug William H. Clark was used as a Judges' boat, and the steamer Pope Catlin was chartered by the Club to convey its guests over the course. Mr. W. E. Connor's new yacht, the Utowana, appeared for the first time in Boston waters. She came to attend the Regatta, and had on board Mr. Connor, Mr. George Gould, son of Jay Gould, and Mr. LawTcnce, of New York. In the absence of Mr. Dean at the meeting October 31, Mr. C. F. Loring was elected Secretar)' pro tern, and a vote of thanks to Mr. W. E. Connor and Commodore Pfaff for the prize cups was passed. On motion of the Treasurer, it was voted that blanks be sent to each member before the annual meeting, containing titles of officers to be balloted for, so that the voters could fill out their blanks at their leisure. Chapxkr VIII. 1884- 1887. AT the annual meeting held in the Parker House January 30, 1884, the following change in the board of officers was effected : Vice-Commodore, W. L. Lockhart ; Rear-Com- modore, J. B. Meer ; Regatta Committee, Charles L. James and George H. Tyler vice J. P. Phinney and F. E. Peabody ; Membership Committee, D. B. Curtis vice C. E. Russ. The next important business of the meeting was the passage of the following amendment to article XIII of the Consti- tution : " All voting shall be by representatives of yachts, by life members, and by other members who have paid ten annual assessments." Messrs. C. F. Loring, J. P. Phinney, and George H. Tyler were appointed delegates to represent the Club at the Convention held February 7, for the purpose of organizing the New England Yachting Association. Vice- Commodore Lockhart having resigned, Rear-Commodore J. B. Meer was, on May 7, elected to fill the office, and Mr. W. E. Connor, of New York, Rear-Commodore; while Mr. Thomas Manning was elected a Trustee vice Thomas Mack, resigned. On May 16 Mr. Tyler reported that the Telephone Company would furnish the use of a telephone and appliances connected by a special wire with the Club House at a cost of $90, for five months, whereupon, the Commodore was instructed to execute the contract. A Committee, consisting of Messrs. A. Russ, Augustus Lothrop, and Eben Denton, was appointed June 25, to confer with Messrs. Lawley Brothers regarding the purchase of their property ; but they reported, August 20, that it was inexpedient to accept the offer of sale. Mr. C. F. Loring officiated as Secretary pro tent at this meeting, while Mr. C. W. Jones filled the same office on July 30. On account of the low 92 A HISTORY OF THE funds in the treasury, Secretary Dean would not accept the Club appropriation to him of one hundred dollars. Resolu- tions of condolence were drawn up by the Club on the death of Mr. George H. Tyler. The second of the series of races for the championship cups was sailed Saturday, August 9, 1884. It was a great day for heavy boats. The wind blew almost a gale from the north- east ; a heavy, choppy sea was on ; and a swell, which bothered small craft, was encountered in the outside Bay. Neverthe- less, of the fifty boats that had entered to participate in the Regatta, only about twenty appeared. The steamer Wesley A. Gove was used by the Judges and Regatta Committee. At 10 o'clock the signal was sounded for the first and second class boats to form into line, and at 10.33 o'clock they were started together from anchor. The race for the Connor cup was of course the event af the day. The starters in this race were the Adrienne, (Commodore Pfaff's boat,) the Shadow, Tempest, Nimbus, Lily, and Ella May. The great race of the day was between the Adrienne and the Shadow, the latter battling for a second leg in the rich prize, and the former making a desperate struggle to get one score upon it. The Adrienne had to do some quick work to win, as she had to allow her next opponent 3 1 minutes on account of the differ- ence in length. The finish was crossed in the following time : Adrienne, 2.56 o'clock; Tempest, 3.261-2 o'clock; and Shadow, 3.29 1-2 o'clock. By allowance, the Shadow won over the Tempest, and the result was that the first gained a leg in the Connor cup. The Shadow won $30, second prize ; and the Tempest won $20, a third prize. The Pfaff vase was hotly contested for by nearly a dozen boats, but most of them could not work through the heavy outside sea. They sailed the following course : From off the Club House, out Broad Sound, leaving Spectacle Island, Nix's Mate bell-buoy. Ram Head buoy on the starboard ; Fawn Bar buoys on the port ; Whistling buoy off the Graves on star- board; Fawn Bar buoy on the starboard; Ram Head buoy and BOSTON YACHT CLUB. 93 Nix's Mate bell-buoy on port, to Judges' boat, passing between it and the flag boat. The best of the racing was shown by the Sea Bird, Eva, and Kitty, the boats that divided the prizes as well as the honors. The first took a leg in the Pfaff cup ; the second won $30, and the third ;^20. In the first race the Nimbus lost a topmast, and the Ella May shipped a load of water, compelling her to go hunting for the shore. The Judges were Thomas Dean, Eben Denton, and Coolidge Barnard. An easterly breeze, which blew from sunrise until late in the afternoon, and an India-ink sky, which gave the waters of Dorchester Bay the appearance of a sea of liquid sepia tint, made September 13 a glorious day for yachting. The Regatta was the third of a series of champion races by boats of the Club for the Connor cup and the Pfaff vase. The Frolic and Seabird, having left the Club squadron, the **legs" won in the latter trophy were ''off." In the race there was all that could be desired for skipping, and interest ran high, almost to fever heat, among yachtsmen. The Shadow was a foe worthy of the Adrienne's metal, and was stripped for the contest, and a nip-and-tuck race was the result in the aquatic struggle for the Connor cup. There were seven entries, and all started and sailed a comparatively close race. This class and the second were started together at 12.30 o'clock, the Adrienne taking the lead at the outset, in her class. This she maintained and increased until the finish, closing fully 31 minutes and 25 seconds ahead of the second boat, which was the Shadow, but upon allowance and corrected time the lead was decreased to i minute and 23 seconds. It was a noble struggle all along the twenty-five mile course. When off Long Island Head the Undine lost her topmast, which robbed her of any chances. In addition to the cups there were prizes of ^30 and I20. The former amount went to the Shadow, and the latter to the Undine. The race for the Pfaff vase was as lively as the first class contest. Of ten boats that had entered, eight started, and only one failed to cover the course. To every yacht that com- 94 A HISTORY OF THE pleted the course in both classes was given a silken Club signal. In this class the centre-board Eva took a $30 prize, and the keel boat Kitty took the #20 consolation. The following summary gives the details of the races : — FIRST CLASS. NAME. OWNER. LENGTH. SAILING. CORRECT. ft. in. h. m. s. h. m. S. Adrienne, J. Pfaff, 64 2 3 45 15 3 16 Shadow, D. J. Bryant, 34 6 4 16 40 3 17 23 Undine, B. Dean, 50 9 4 18 3 23 13 Tempest, • H. F. Whittier, 56 9 4 5 20 3 29 36 Brenda, J. H. Abbott, 63 5 4 10 3 30 18 Clytie, F. Cunningham, 34 9 4 30 52 3 32 5 Lily, W. B. Gale, 36 II 438 54 3 43 44 SECOND CLASS. Edna, A. F. Smith, 2S 6 2 31 55 I 46 13 Eva, Daniel Sargent, 26 2 47 14 I 57 38 Kitty, E. H. Tarbell, 23 I 2 58 31 2 3 40 Saracen, W. P. Fowle, 24 I 2 5644 2 3 46 Ada, W. H. Wilkinson, 24 I 2 57 II 2 4 13 Folly, J. F. Sheppard, 27 I 2 55 31 2 7 39 Echo, B. M. Putnam, Jr., 25 4 3 3 44 2 16 I lone. John Wilds, did not return" The sum of one thousand dollars was appropriated Octo- ber 8, 1884, to be used by the House Committee in the improvement of the Club property. Mr. D. B. Curtis acted as Secretary of this meeting. The Regatta Committee reported March 18, 1885, that, owing to the various expenses of the Club, they would dispense with ** Ladies' Day," this season, and that only Regattas would be held. The Club- book was for the same reason not issued. A letter was received, July i, from the United States Hydrographic Office of Boston, tendering the services of the office to members of the Club. BOSTON YACHT CLUB. 95 The event of importance in the Regatta sailed Saturday, June 14, 1885, was the final heat earned by Captain Jacob Pfaff's trim schooner Adrienne, in the races for the magnifi- cent hammered-coin silver cup of Mr. Connor. The day was a good one for racing ; a stiff breeze held on constantly from the south-west. There were not as many boats in the Regatta as were expected to participate, but the season was so back- ward that the heavy boats were tardy in getting in commission and most of them were unprepared to race. Only two schooners, the Adrienne and Tempest, and two sloops, the Undine and the Shadow, appeared. At 10.30 o'clock the boats in the first and second classes started from anchor and got away in good order and fine effect. The smaller boats, of the second class, of course, trimmed to wind quickly and darted off, taking first water ; but in the cloud of sail, the towering canvas of the Adrienne could be seen forging ahead, and at Spectacle Island she led the entire fleet. This lead she maintained to the end, continually increasing her points as she rounded every buoy and turning stake, and crossed the line at 2.24 1-3 p. m., having sailed a course of over twenty-five miles in nearly four hours. The Undine gave the Adrienne a rub over a portion of the course, and would have probably made it warm for her at the finish had she not lost her top- mast as she cleared Nix's Mate. The Undine's skipper, undaunted, made the best of what canvas he had left, and held to the wake of the fleeing Adrienne and crossed the line only 38 seconds behind, by corrected time. The Tempest crossed third, and the Shadow fourth. By this result the Adrienne took the Connor cup as her exclusive property. The time given of Adrienne, Undine, and Shadow, is based on their sailing length after remeasurement. The Shadow requested measurement of Adrienne. Adrienne then requested measurement of Undine. Both Adrienne and Undine proved about a fourth longer than the length sailed on, — Adrienne 14 inches. Undine 13 inches. Then the Shadow claimed that the length of the Adrienne, as ascer- J 96 A HISTORY OF THE tained, gave the Shadow the race of September 13, 1884, which the Adrienne held by only 42 seconds. To meet this claim, the Shadow, on request of Adrienne, was measured and found to be 34 feet 10 inches sailing length, instead of 34 feet 6 inches. On this new measurement of the Adrienne and the Shadow, the former retains her race of last September, though by 22 seconds in place of the 42 seconds as recorded. A half-dozen trim craft started in the second class for the Pfaff cup. They were the Mabel, cat boat, Captain George Howe ; Saracen, cutter rigged, Captain W. P. Fowle ; Alda, sloop, Mr. Wilkinson ; Eva, sloop, Mr. Daniel Sargent ; Edna, cutter, Mr. George Lawley ; and the Kitty, sloop, Messrs. Tarbell and Adams. The course sailed by this class was No. 5, a distance of eighteen miles. The Edna showed over the line first, the Eva second, and the Kitty third, with the Saracen in fourth place. The tugs William H. Clark and Francis J. Ward followed the yachts, and Captain Abbott also followed in his steam yacht Nerita. Summary : — FIRST RACE. NAME. SAILING. h. m. s. CORRBCT. h. m. s> Adrienne, 3 55 3 3 ^^ 42 Tempest, 4 13 31 3 37 47 Undine, 4 3 32 3 27 37 Shadow, 4 30 44 SECOND RACE. 3 32 I Edna, 5 25 2 42 9 Eva, 3 30 10 2 43 40 Kitty, 3 37 28 2 47 10 Saracen, 3 46 51 2 57 12 Mabel, 3 55 15 2 57 49 Alda, 3 55 20 3 5 41 A Committee, consisting of Messrs. Benjamin Dean, Augustus Russ, J. A. Stetson, J. P. Phinney, C W. Jones, BOSTON YACHT CLUB. 9/ Eben Denton, Otis D. Dana, the Commodore and Vice-Com- modore, was appointed, June 3, to have full power to negotiate for and purchase the land adjoining the Club property, owned by Mr. Luther Pierce, which they bought for five thousand dollars, retaining the privilege of buying the house and corner lot, within two years, for three thousand dollars extra. This purchase gave the Club excellent water facilities, and otherwise increased the Club's advantage. The race for the Pfaif cup for second class yachts took place Thursday, July 16. The course sailed was from off the Club House, through the Narrows, leaving Spectacle Island, Nix's Mate bell-buoy. Gallop's Island, George's Island, and Point Allerton buoy, on the starboard ; Sound Point Beacon on the port ; Harding's bell-buoy on the port ; Point Allerton buoy on the port ; through the Narrows, leaving George's Island, Gallop's Island, and Nix's Mate bell-buoy on the port, Sound Point Beacon on the starboard, to the Judges' boat. In addi- tion to the Pfaff cup, a second cup was awarded to the second boat, and ^15 to the third. The wind before the start was blowing light from the east, and it did not blow over five knots at any time during the race. The Judges, Messrs. Thomas Dean (chairman), Eben Denton, and Coolidge Barnard, and other members, followed the races in the tug William H. Clark. Promptly at 10 o'clock the whistle was blown, notify- ing the yachts to get into position. The sloops Eva, Kitty, Edna, and Alda, and cat-boat Alert, were started at 10.30 o'clock. It was a most uninteresting race from start to finish, on account of the light wind. At the time when the Eva had the best of the race, she was run aground after passing Bug Light, and all hands were compelled to get out and shove her off. She was hung up over two minutes, which allowed the Kitty to get far enough ahead to win the race. The following is the summary : — 98 A HISTORY OF THE OWNER. LENGTH. SAILING. CORRECT. ft. in. h. m. s. h. m. s. E. H. Tarbell, 24 4 5 52 5 4 59 35 D. Sargent, 266 5 49 54 5 I 6 A. L. Smith, 29 2 5 53 10 5 58 27 W. P. Wilkinson, 24 2 5 59 8 5 6 20 T. P. Holt, "withdrawn" Kitty, Eva, Edna, Alda, Alert, Some discussion was raised, at the election of officers for 1886, regarding the re-election of Mr. Connor for Rear-Com- modore, it being thought by some that that office should be held by a resident member ; but on the vote being taken he was re-elected. The Club House was painted during May, and eight new lockers built. Privilege of the Club House and landing of the Portland Yacht Club was tended this Asso- ciation, which courtesy was returned by this Club. Commodore Pfaff sent in his resignation April 26, on account of illness, which necessitated his spending the yachting season abroad. No action was taken in the matter by the Club. Mr. D. B. Curtis resigned his position on the Membership Committee June 9, and was succeeded by Mr. Charles L. James. The following letter was received by the Club : — United States Flagship Tennessee, Newport, R. I., October i, 1886. Commodore Jacob Pfaff, Boston Yacht Club: — Dear Sir, — Will you have the kindness to inform me of the total number of officers and seamen employed in the yacht squadron under your command ? In case you should not have this information, I venture to suggest the blank form herewith inclosed, which might be sent to each yacht owner of your command, with a request to fill it out and return it to my address, care of Navy Depart- ment, Washington, D. C. If full returns are made from all yacht squadrons, sta- tistics will be obtained in regard to your yacht service which cannot but prove of much general interest and of no small value to the Government. Very respectfully, S. B. Luce, Rear- Admiral ^ Cormna7idmg U. S. Naval Forces at North Atlafitic Station. BOSTON YACHT CLUB. 99 The Regatta sailed Thursday, July 22, 1886, in the Cham- pion Cup series, was not a success. For a perfect Regatta two things are essential, — boats and wind, — and in this race both these elements that go to make up a full-fledged regatta, were missing. The Adrienne was the only schooner that showed up, and there was no race in her class. She started to go over the course, but it was not her kind of a day, so when between Nahant and Fawn Bar she stopped racing. The Violet and Shadow were the only boats that started in the class for first class sloops, and both were withdrawn before the race was half finished. Four boats sailed in the second class, and as the course was a short one, only fifteen miles, they all finished, the first in about 41-2 hours, and the last in nearly 5 hours. The start from anchor was made by all the boats at 10.50 o'clock, and it was fully 45 minutes before they crossed the line for the starting time to be taken. It was a creeping race. There was not a stir of air, and one could almost write his name on the water it was so dead. The race gave the Eva two legs in the Pfaff cup. The Echo took the second prize of ;^io, and this was the only prize that was won during the day. Summary : — / SECOND CLASS SLOOPS. NAME. OWNER. LENGTH. SAIUNG. CORRECT. ft. in. h. m. s. h. m. s. Eva, D. Sargent, 26 4 17 3 30 30 Echo, E. L. Burwell, 25 2 4 28 10 3 40 21 Mabel, N. H. Wilkinson, 27 41-2 4 27 22 3 42 26 Edna. George Lawley, 28 10 4 35 3 52 47 Chapxkr IX. 1887- I89I. THE change in the board of officers for 1887 was as follows : Commodore, Augustus Russ ; Vice-Commodore, J. B. Meer ; Rear-Commodore, J. P. Phinney ; Treasurer, D. A. Dorr; Membership Committee, Messrs. J. B. Meer, E. H. Tarbell, J. Alfred Mitchell. A vote of thanks was extended to the retiring Commodore for his faithful and valu- able services rendered during his administration. He was then elected an honorary member of the Club. It was voted April 27, at which meeting Mr. D. A. Dorr presided as Secre- tary /r<- -e<- --Xr ->e- -X- -X- -X- Elegant Cabin I^amp3 a ^peciatt^. (ireat varietY of De3tgn3, all 3i^e3 and pricey, al3o ^QCf)t N3ignals, B^atls and fittings. An elegant line of 3ample3 can be 3een in oar 3l)our(5)m3. * PRICES AND CUTS SENT BY MAIL. ^ (lJlI.I^IA?\a, PaCiC, ^ Co., BOSTON, NIASS. (H^^^Removal to our new and commodious Store and Factory, 227 to 233 Cambridge Street (near Charles). io8 MEMBERS OF BOSTON YACHT CLUB. J. W. Abbott, S. O. Aborn, Melvin O. Adams, J. Edward Addicks, Maximilian Agassiz, W. F. Almy, Charles Armstrong, G. Wilson Atwood, Fred F. Ayer, James Anderson, George H. Balch, W. H. Bangs, Jr., Coolidge Barnard, F. J. Baxter, Alfred M. Blinn, Jefferson Borden, William C. Bray, C. D. Brooks, Charles G. Browne, A. L. Brackett, Henry Bryant, John Bryant, Walter Burgess, G. F. Burkhardt, E. L. Burwell, B. F. Butler, William S. Butler, J. H. Bodge, A. Claxton Gary, Benjamin P. Cheney, MEMBERS. Graniteville. 229 Washington Street, Boston. 20 Pemberton Square, Boston. 24 West Street, Boston. Quincy Street, Cambridge. 95 Water Street, Boston. Riverside Press, Cambridge. 17 Tremont Street, Boston. 5 W. 57th St., New York City, N. Y. Huntington Avenue, Boston. 30 Kilby Street, Boston. Hotel Gladstone, Dorchester. Mill Street, Dorchester. 822 East 5th Street, South Boston. 55 Elm Hill Avenue, Boston. 43 Milk Street, Boston. Newton Centre. Dedham. 58 Nassua St., New York City, N. Y. Newton. P. O. box 2066, Boston. 61 Beacon Street, Boston. 113 Devonshire Street, Boston. Houghton Street, Jamaica Plain. 275 Congress Street, Boston. 6 Ashburton Place, Boston. 90 Tremont Street, Boston. Newton Centre. Tribune Bldg., New York City, N. Y. 40 Court Square, Boston. ADVERTISEMENTS. THE LOCKiOO MANUFACTUR 109 '? BUILDERS OF- ►teamsQlps, ©team Y qcqIs, C^ow Doats, Qlar)ters. ENGINES AND HEAVY MACHINERY, Marine Railway and Blocks. SHIPWRIGHTS AND CADLKERS. SHIPSMITHING A»D FORGING. REPAIRING OF EVERY DESCRIPTION. 61 TO 85 SUMNER STREET, EA ST BOSTON, MA SS. kl NORTH FERRY. no MEMBERS OF BOSTON YACHT CLUB. Washington E. Connor, Charles M. Cook, C. U. Cotting, H. Nelson Crane, C. P. Curtis, D. B. Curtis, Thomas P. Curtis, B. Pierce Cheney, John P. Cushing, Benjamin O. Dana, Otis D. Dana, Bancroft C. Davis, Benjamin Dean, Benjamin C. Dean, Benjamin W. Dean, Thomas Dean, A. H. Davenport, W. F. Davis, Eben Denton, P. H. Dillon, Dudley A. Dorr, E. A. Dow, Frank A. Drew, James F. Drummond, George B. Durfee, Walter L. Dean, Henry D. Dupee, Moses Ellis, George H. Eaton, Fred R. Estes, Francis F. Emery, Jr., 7 1 Broadway, New York City,.'N."Y. Ashford Street, Allston, 9 Tremont Street, Boston. ii6 Broad Street, Boston. 34 Exchange Place, Boston. 507 Columbus Avenue, Boston. 262 Devonshire Street, Boston. P. O. box 1 1 74, Boston. Beverly. 28 Pearl Street, Boston. 28 Pearl Street, Boston. Auburndale. 935 Broadway, South Boston. Manchester, N. H. 250 Federal Street, Boston. 28 State Street, Boston. 96 Washington Street, Boston. 66 N Street, South Boston. 27 Kilby Street, Boston. 130 State Street, Boston. 20 Pemberton Square, Boston. 6 High Street, Boston. City Hall, Boston. 100 Horatio St., New York City, N. Y. Fall River. 2 Pemberton Square, Boston. 117 Milk Street, Boston. Framingham. P. O. box 1444, Boston. Brookline. 100 Pearl Street, Boston. ADVERTISEMENTS. Ill ESTABLISHED 1827. H. V. PARTELOW & CO., MANTJFACTURERS, DEALERS AND EXPOETERS OF Bii?E B071TS, Ctiijoes, Stetieq Liui^c^es, SAIL BOATS, FINE YACHT TENDERS. Warerc»m3, izi to iz^ Atlantic Avenae, :Bo3ton, Aci33. Send for Catalogue. Factory at Auburndale, Mass. .^' * ^TmOOD'S •!• GPE. « NO. 19 TREMONT STREET, BOSTON. r ,■» ♦ • .&)^ ^ ^ 41^ .^ ^ ^ ^ ^^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^1^ ^ ^ iliV ♦^ J: STEAKS, CHOPS, AND GAME, A SPECIALTY. |^ /•v\ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ik. iii ^ iitf. i!i iid iji ^ ^ ^ ^ ^ ^ ^ ^/;-^\'' ;5^;>\/;'<^^~-"; :'W", ■r'^i^'-^-: ''^^^ ■:'--^<---";- ■fi-y^'- '^^^^ '^y^- '^v^- . -^^-J-" '^yj-^ ''^<-~ '<^-;-- -<^-^r; '^^~S~\ : r-<^V:::;'<»'^:;:;''^Tx^'^^^ -^ THE FINEST IMPORTER W- VINES, LI©y0RS, AND CIGARS. 1 1 MEMBERS OF BOSTON YACHT CLUB. Charles S. Eaton, John Evans, Joseph S. Fay, Jr., Fred L. Felton, A. C. Fernald, W. H. Forbes, William P. Fowle, John L. Fowler, A. Freeman, Josiah B. French, S. Lawrence French, C. E. Fuller, C. W. Galloupe, William Gaston, Jay Gould, David Hall, D. Almy Hall, W. F. Halsell, Augustus Hemenway, J. E. Herman, N. G. Herreshoff, F. C. Hersey, Sumner Hollingworth, G. Ripley Howe, Charles L. James. Bernard Jenney, C. W. James, L. S. Jordan, William W. Kellett, Frank A. Kennedy, Henry W. Lamb, 219 Washington Street, Boston. Huntington Avenue, Boston. 28 State Street, Boston. 17 Broad Street, Boston. City Hall, Boston. 181 Devonshire Street, Boston. 1 1 Commercial Street, Bo.ston. P. O. box 636, Providence, R. I. 34 Central Street, Boston. Lowell. 53 Devonshire Street, Boston. I State Street, Boston. 28 State Street, Boston. 28 School Street, Boston. New York City. X. Y. 30 School Street, Boston. 231 Washington Street, Boston. 174 Tremont Street, Boston. 23 Court Street, Boston. New Bedford, Bristol, R. I. W. 2d., cor. E. Street, South Boston. 36 Federal Street, Boston. 107 Milk Street, Boston. 4 Liberty Square, Boston. 525 E. Broadway, South Boston. 73 South Street, Boston. 60 State Street, Boston. 273 Purchase St., Boston. Cambridge. Care Lamb & Ritchie, Cambridge. ADVERTISEMEXTS. II3 A. J, WILKINSON & CO., IMPORTERS, MANUFACTURERS, AND DEALERS IN ->^ ->^ ->S- ->^ -X -Xc- ->«c- ->t -X- -^- ^><- ^<- -X- ^X- -Xi- «^ ^><- ^>«i- -^«^ -^«- -X- ->«^ -X- -J><- HARDWARB, •>S- -Xc- ^««r- -X- -X- -XS- -X- SX- rX- ->C- ^X- ->r- -»- --«r- -r- -XT- ^X- ^"^ -Xc- -5X- -X:- SX- -X- -7««S» MACHINISTS ^ MANUFACTURERS SUPPLI ES. 180 to 188 WASHINGTON and 19 to 25 DEVONSHIRE STS. BETWEEN STATE STREET AND DOCK SQUARE, BOSTON, - - - MASS. lU MEMBERS OF BOSTON YACHT CLUB. Charles B. Lancaster, George Lawley, George F. Lawley, D. J. Lawlor, W. L. Lockhart, Augustus Lothrop, T. O. Loveland, E. F. Lucas, Richard F. Loring, Thomas Manning, Thomas Manning, James Mclntire, Frank B. McOuesten, W. B. Merrill, Moody Merrill, J. Alfred MitcheU, Johnson B. Moody, Albert W. Nickerson, Sereno D. Nickerson, Charles W. Norton, James Notman, Aaron P. Ordway, E. M. Padelford, Francis E. Park, Charles A. Parker, Frank E. Peabody, Charles Pfaff, Jacob PfafiF, J. P. Phmney, Leonard H. Phillips, Henry L. Pierce, 294 Devonshire St., Boston- City Point, South Boston. City Point, South Boston. 35 Wahiut St., Chelsea. 199 Bridge St., Cambridgeport. 21 Federal St., Boston. 196 ^Marlboro Street, Boston. Fall Riv^er. Braintree. 6 Ohver Street, Boston. 45 Beaver St, New York Cit>% N.Y. 844 Broad Street, South Boston. 1 70 Border Street, East Boston. 104 Water Street, Boston. 27 Pemberton Square, Boston. City Hall, Boston. 16 Greenwich Park, Boston. 85 Milk Street, Boston, ^lasonic Temple, Boston. P. O- box 2578, Boston. 99 Boylston Street, Boston. 30 Hanover Street, Boston. Baltimore Club, Baltimore, Md. 922 East Broadway, South Boston. 63 Federal Street, Boston. 1 1 3 Devonshire Street, Boston. 183 Congress Street, Boston. 16 Arch Street, Boston. 770 East Fourth Street, S. Boston, 161 Pearl Street, Boston. 200 State Street, Boston. ADVERTISEMENTS. 115 ' I i ^ ^ ^ ^ + SUPERIOR (iIN(ini\ ALB p -FOK- Ofllc. 246 federal ALSO ALL KINDS OF STON, Mass, Carbonated Beverages. ii6 MEMBERS OF BOSTON YACHT CLUB. James W. Price, E. A. Pope, Fred Pope, Asa P. Potter, F. O. Prince, Charles T. Pulsifer, Alex. H. Rice, Isaac B. Rich, J. J. Richards, George L. Roberts, S. H. Roper, William H. Ruddick, Augustus Russ, Charles E. Russ, Odin B. Roberts, S. H. Sanborn, Daniel Sargent, David Sears, George O. Sears, J. O. Shaw, Luther D. Shepard, Winchester D. Smith, J. J. Souther, J. K. Souther, J. B. Smith, N. L. Stebbins, Benjamin F. Stevens, John A. Stetson, Almon L. Smith, Jabez H. Sears, Wellington F. Smart, 126 Milk Street, Boston. 9 Tremont Street, Boston. 209 Washington Street, Boston. 40 Water Street, Boston. 54 Devonshire Street, Boston. 183 Congress Street, Boston. 91 Federal Street, Boston. 9 Bosworth Street, Boston. 24 Kingston Street, Boston. 95 Milk Street, Boston. 299 Eustis Street, Boston. 502 Broadway, South Boston. 20 Pemberton Square, Boston. 126 Milk Street, Boston. I Mt. Vernon Street, Boston. 150 Congress Street, Boston. 27 State Street, Boston. S6 Beacon Street, Boston. 6 Oliver Street, Boston. 22 State Street, Boston. 100 Boylston Street, Boston. 10 Milk Street, Boston. 84 G Street, South Boston. 84 G Street, South Boston. New Bedford. 521 Washington Street, Boston. Sy Milk Street, Boston. 507 E. Broadway, South Boston. I I Essex Street, Boston. Newtonville. 192 Devonshire Street, Boston. ADVERTISEMENTS. 117 Consolidated Fireworks Co., OK ANIERICA. 104 and 106 Pearl Street, - - Boston, Mass. LARGEST MANUFACTURERS AND IMPORTERS OF BEST QUALITY, ALL COLORED y.v^.>^v> ^>■^f^f^f■>^•♦:^♦:■>:■>:>;■;♦;>:>:■;♦;>:>:c♦;>: >:>:>;^♦:>^y FLAGS AND BALLOONS, J/IFflNEJE t^ CniNEJE LANTERN/, IlUimliiating Cups, Illumination Goods, Celebration and Decoration Goods, JAVANESE t DAT : flNb i NIQHT ^ FIREWORKS. YACHT SALUTES! THESE ARE FIRED ON THE GROUND OR WATER, MAKING AN EXTRA HEAVY REPORT. EASY TO FIRE. WATER-PROOF. Selected ExMbltion Goods of beautiful effects for Public and Private Displays. We produce all the possible kinds, and a greater variety of the most beautiful effects in Fireworks, than all other manufacturers. SEND FOR ILLUSTRATED CATALOGUES. ii8 MEMBERS OF BOSTON YACHT CLUB. E. H. Tarbell, George W. Taylor, Charles H. Taylor, Charles B. Tower, George Warren Tower, B. L. M. Tower, Adam Tindel, Harry B. Torrey, Greenleaf R. Tucker, Benjamin Vaughan, Nathaniel Wales, Thomas A. Watson, Francis C. Welch, Charles A. Welch, Jr., William L. Wellman, Frank W. Weston, R. H. White, W. F. Whitney, R. S. Whitney, W. H. Wilkinson, David W. Williams, George A. Wilson, Charles Levi Woodbury, John Wooldredge, Albert J. Wright, R. M. Yale, 1 1 1 Washington Street. 8 Oliver Street, Boston. Bostofi Globe, Boston. Cambridge. 604 E. Fourth Street, South Boston. 40 Water Street, Boston. » Philadelphia, Pa. 118 Portland Street, Boston. City Hospital, Boston. 42 India Street, Boston. 202 Commonwealth Avenue, Boston. Weymouth. 5 Tremont Street, Boston. 47 M Street, South Boston. 18 Post Office Square, Boston. Savin Hill, Dorchester. 5 1 8 Washington Street, Boston. 228 Marlboro Street, Boston. 71 Devonshire Street, Boston. 184 Washington Street, Boston. 42 Court Street, Boston. Brighton. 28 State Street, Boston. Sears Building, Boston. 18 Post Office Square, Boston. 29 South Market Street, Boston. ADVERTISEMENTS. 119 (ORIGINAL STEAM GAUGE CO.) Business Established 1851 Incorporated 1854. AMERICAN STEAM GAUGE CO., -SOLE MANTJFACTURERS OF- B O UBD ON PRESS UBE GA UGE (WITH LANE'S IMPROVEMENT.) * ALSO, MANUFACTURERS OF * AlElilCllN POP SAFEiy MVE. The only Automatic, Self-Adjusting Safety Valve ever produced, for Locomotive, Stationary, Marine, and Portable Boilers. It does not infringe on the patents of any Valve made. We guarantee par- ties buying or using them protection against all suits. Accepted for appplication to all Marine Boilers by the Board of Supervising Inspectors of Steam Vessels, and approved by the Secre- tary of the Treasury at Washington, D.C., January, 1885. Approved and its adoption recommended on U. S. Naval Vessels, April 1, 1885, by U. S. Board of Examiners. ^^rSEND FOR PRICE LIST. BOSTON, MASS. 36 CHARDON STREET, •^ H. H AMBLIN MtSai^jjpedalty^ sS a i ( ^ a^ * * * FLAGS MADE TO ORDER. * * * We can refer to the following vessels and yachts: — Careie Phillips, Allen H. Jones, and other T wharf vessels; Schooner Kittie, Sloop Nellie, and other yachts. Loft 296 State Street, cor. Atlantic Ave., Boston, Mass. LEWIS WHARK TOW BOATS. Office: 105 Commercial St., and Pier 2, Lewis Wharf, Boston, Mass. Nath'L p. Doane, Agent. Vessels Towed in and about the Harbor and to all Neighboring Ports. I20 YACHTS BELONGING TO THE BOSTON YACHT CLUB. ffl o b X < z m ffi X < CO w y u — CO VO 5 ;z; 00 vo « tn S* .tJ ^ o '^ 00 ri d QJ V \^ , J 01 V P5 "^ C^ I— ( I— ( I— < I— I CO br c ii a; ■" _^ u v^,-;<£:QNM\o<^<^t^'^^^ ^)oo < UJ c m bc^ ^ O OO 0\ ^ i-H Oi-< O i^ 1^00 VO o ^ fe H c > c c'' ^'^ -r" -"^ s^*^ ^"^ 'c ^ ^' - ^ o'Tooo^cooSoo O^CO O CUO C CrtOO K ^ ;q ?q -q pq pq pq pq iz; « W c/T' o I ^_/ > 1 T3 5-1 c/T . :3 15 Ph o Q fe ^C^ ;ih' Oi <■ E U f5 < c p; ^ Ml aJ < < < u o 1 — > <:i c/i s-T oT o c rt" Cj u I—I o ^ r- 4-> c • ^^ 'c .^4 c jt rt a rt )-. 1 1 Q rt ^ 'rt u << U Uh o 5o o ,P^Uh ADVERTISEMENTS. 121 -TELEPHONE 310-3. • PALL RIVSR. Marine t Railway t Company, i'fi «' 5jf 'i" '!f ':i ».*« »;• "sf 'p: 'V? vi' i;c J;? vj! Ship Builders, Spar Makers, Etc. VE55EL5 H/IULEb BY STtAn. 3team $av and Planing AiU. OctK Timber, I^nee5, 3par5, ^tc, Ocil^Qir), Copper Patnt, R^ed and Wf)ite I^ectd, Paints, Oils, P^ttv, Varnisbes and Verdigri^. V\^ooLSEY's Yacht Copper Paint. BLAOKSMITHING- VESSELS WATERED. FALL RIVER MARINE RAILWAY CO. p.jaB_ox_525. Fall river, Mass. 122 YACHTS BELONGING TO THE BOSTON YACHT CLUB. •< g O V c !< 00 Q "S C^ c^ O 1-1 iriVO pC 5°^J*j ^ 1^ li^ « ^ 1^ w »-' ** M r^ r^ ro rtvo o O w CQ w m pq cq 4=! ^ -l (fi :=^ .t: N hJS k ADVERTISEMENTS. 12$ ROBERT MILLER & CQ., 230 STATE STREET, - - . BOSTON, MASS. Said and ^wnlpif llaciMfa©tMir@p§e FENDERS, BOAT SAILS, LIFE PRESERVERS, STORM COVERS, SUN COVERS, FLAGS, ENSIGNS, SIGNALS, FANCY FLIES, YAOHT AWNINGS. Every Description of Yacht Work in Flrst-Class Style. CUSHIONS FOR YACHTS, Etc., MADE TO ORDER. AWNINGS FOR STORES AND RESIDENCES A SPECIALTY. WEDDING CANOPIES AND TENTS TO LET. GEO. F. LAWLEY, Pees. THOMAS HIBBARD, Treas.. GEORGE LAWLEY & SON CORPORAT BUILDERS OF Steel, Wood "V^ A OT-T^P^ iHB Composite CITY POINT, SO. BOSTON. Marine RAILWAY AND BASIN. STORAGE. HAULING UP. REPAIRING. + BUILDERS OF + Puritan, Mayflower, Sachem, Pappoose. Giindred, Gossoon Merlin, Princess, Thelma, Alga, Helvetia, Babboou Marguerite, Janira, Chiquita, Milicete. Saracen. Nashawena. Owenah. Mineola, 124 YACHTS BELONGING TO THE BOSTON YACHT CLUB. ir^ ON o un ro ^ >-( ON 3: 4) (NJ ^ to O roOO »^ ^ :z; \d ON On K. vo ro ro On M O •< ^ ^00 •-<■ M WV >-H HH •-1 l-< 2 Z VO ro 00 o H •d M o t^ O ir^ d d r^' -t >-o ro t— 4 vd 00 00 t\ roVO t\ M r^ o ^1 M (M "§•£" 'i .S Q-%C ■>s C ot "d Ij "^ 1j '^ 13 CQ ' 13 13 13 cq pq "3 c (U J *:0 TtOOOioOOi^OOv^OOOO UI « VOl\ON'st-i-<^"^<^ roOO O z o o I ^d d VO rove CM M ^^ gjj .'-HMOMDOOOTfroC^t^'^ )J jg •tit^OOO'^f^^^'^'^'^ONM W ^1— I— I I- ^ bi H ooooo^oooo^ K j_),4_)-l->.(->-*-'2+-»-l-J-»->-(-)> * oooooooooojf pqWPQPQPQUWPqCQWSz: ° ^ £ tL; ^' ^ w > .| m g fc H^^ pq u < w « O u ^ tii rt j-j O 'P a? c/3 'TIS <;< rj-VO VO 00 00 (0 g < o o z < ifi hi I- o (0 Q. o o 0) 0) d oovoOn '^OOVOvo'^^^"^ ♦jir^O ^O '-'00 O foOO MVOoooo O o i; 00 O VO 00 CO "-I \o ^^ i>~>V0 I— I I— I t^ t-^ 00 OVO ^ l^^N.l-<^o G^O OOnOnO ^^vo c^ 00 ro O VO M VO 00 O VO CO o ^ ^ 00 f^oo 0^0^■^^ t>,M li^i-. t— rO-^r^ con -"^u-irococo^^ fS (S) o o o o C/) (7) Ol C/3 (Z! o o o o o CQ pq ffl pq CQ ^ 8 ^ r^ a; G '^ O. O 3 E M CO (1> Ci^ p o o o o ^-; ^ 4-" +_> ^ ^ (/) C/5 c/) CA! ^ o 'j: O O CO PQ CQ W PQ I o S 1 ^ pQ PQ m CQ W (U g O oj o o CO d P H P^ 'CO >^ rt en •^ Uh C t— ( q> '^ s Oh KhJ u O a ^ fc £ h4 0 '-0 CO U U U U CO CO CO U U CO U ^ 5-, ■ — 1 rrt ra o d 1 g O OS 4-> *5 c ^ ^ 1; "So en -r,^ <;< 00 i -6 O c; — S c £ c VC ro O O 4) « ^ OOCOC to— i^iO»^»^t\f^ M '^'^c^ en 111 V ^ l: oof5cco^-»-^ccooo\^o //) ~ -j: :a C^ tJ: -x: y: ^ -x. -j: v: ■■/: v: 7. ^ a. - oc.ccc^-cjcc-cc^o o o *0 ^y-N . W _ W ,- '.- W ^ ^ ^ W ,- ^ CO ^ ^ D > '»-' O U. C y i. r^ — r" ^ ^ .ci (1).. . rt . »»^' ■ : ►■~J ^ Q -^C O u ^ta K u O > K > cj ^ . ^ c t^ -g C' of r*' -rt ^ fS d d ^ 0^ ^ r^ O .^ •—^ M '^ !>^r-'r^ ^ (-<'.>Sr-!!^'- ; -i-'^-^Z3 ADVERTISEMENTS. 129 162 COMMERCIAL STREET, BOSTON, MASS. ) MANUB^ACTURERS OF ( -• THE CELzEBRATED •- M-iUjustiii;, M'hh, MM M-lii^ 7aclit Slocks, Which are the easiest working as well as the most durable of any other make in the market. Solid Roll with shoulders to fit into cage. Self Adjxisting 5 Roller Sheaves. Cage to hold the rolls. Pat. Span Block on Gaff. Improved Halliard Leader on Deck, OUR Improved Span Blocks on Gaff are the neatest and snuggest attachment in the market which allows the halliards to be taken out of the block and the sail made snuo* on the boom, thus doino- away with the Iron Bands on the Gaff. In contracting for your blocks, be sure and call for the STAR BRAND and I you will never regret it. ■*- -*• -^- -*• •*• •*• 130 YACHTS BELONGING TO THE BOSTON YACHT CLUB. O t vo 00 CO o K z O "O 2 M H c o VO 00 00 Tf CO t\ ON CO 00 ON VO ^S"? O PQ 22 cd ^ CQ CJ <^ ^ *2 •^(^rOroC^"^cOM(NVCLr>MT:}-rOrOi-< UJ zzT ^ J- 'o ^^ 13 ^ ^ ^t-H ^O ^> ^^^^^^^ ~ ooo^cpc'-'^ooooooo o 4-<+->-i->C-*-'i:i-4-» ^^ +-I +j +j 4-1 +-» -tJ 4-> CO - ccc/:c/:o^-^^— '^cAOiwjc/jaia! Q. 000^->CCCrtOOOOOCO O 2523?QJ>22U-2fe^'^?Q2QCQCGCQ CO 2 <• ^^ ^^ =,^ ^;^ ^ f2 u ^< ^ u c/5 CO u u Lo cj c/) Lo CO u u u cn u S S S c g § g c^ o o^-'5i^ . ADVERTISEMENTS. 131 MARINE INSURANCE CO. (Limited), of London. WILLIAM A. COUTHOUY, Agent. 46 CENTRAL, COR. BROAD STREET, BOSTON. NEW YORK OFFICE, 77 BEAVER STREET. Fire and ^Varine In^arance. ALSO AGENT 70B PROVIDENCE * WASHIMTON * IKSHRANCE * CO. YACHT INSURANCE A SPECIALTY. Insuring Specie, Bonds and other securities, and all kinds of Merchandise to any amount, to and from all parts of the world, at fair rates. GEO. A. PALMER, MARINE. W. A. LAULER, FIRE. We are Headquarters for Vapor Stoves ! FOR YACHTS AND FAMILY USE. Our ADVANCE VAPOR STOVES are specially suited for YACHTS as they have no hig-li tanks. The burners can be easily varied from a low to a very high flame of great power. Tlie Jewel Picnic Stoves are also great favorites with YACHTSMEN. They are free from the objections of the Kerosene Oil stove and far supe- rior, there being no oil to slop around, and give no smoke or smell. Cooking ig possible under head- _, "*vay. We are general New England Agents for the JEWEL VAPOR STOVES AND STOVE FURNITURE. There is nothing equal to them for Summer and Beach Houses. Save time and labor, and keep the house cool. THAYER'S AUTOMATIC CAN should be used by all, for fiUing Vapor Stoves. Gasoline for use in stoves, at lowest rates. Boston /afett YflroR 5toye Co., 107 Blackstone Street, - - Boston, Mass. 132 YACHTS BELONGING TO THE BOSTON YACHT CLUB. 00 vo 0-3 vo VO d 00 c e c -S vo vo Q >U^ £ 00 t\ ^ vo *f .£ C\ <^ O -^ ^ "rB '-1 ■*" vo two rOrnt\— ►-00t\ — CCj-i.d0CvcO vo ^ ^ toe -S ■" O ^ ^;_i ^ 00 H-, Tt cooo O ^ O 01 o ^ '-CSrorocOM'<^MVO"^^0 '^^ Q < "S"^ •- ^00 rn VO Oi z ^ - ^> ^OOOnCOVOC^^^OOi^CNO ^ <^ h E P^ < »- ^- ^- I- 3 rt^t:.< o cccccc^coc o c ■ oooooo>oc1ho 5 Q. 2 ooooocSo^o ^ o ffi pq pQ ffi w w uK Iz; pQ « o S! (O r^ tJc r !/) o C ^ ^ 3 I ffl U (J c/2 CO U U U U U U I ^ >P^ O X -7:; ^^_cj b£' > p * rt rt rii .id .C: o o\5 .Hf' o -ii ADVERTITEMENTS. 1 33 Suffolk: Truist Co., Exchange Building. Acts as Transfer Agents, Registrar and Trustee under Mortgages. Collects Coupons and Dividends free of charge for Depositors. Accounts of firms, individuals and corporations solicited; 2 1-2 PER CKXT. INTEREST allowed on daily balances. LEGAL DEPOSITORY FOK TRUST FUNDS. SAKE DEPOSIT VAULTS. W. A. CLARK, Jr., Pres. Absolutely Fire and Burglar Proof. "W. A. McCRILUTS, Treas. Boxes $10 and upward per annum. BOARD OF DIRECTORS. Hon. JOHN HASKELL BUTLER, Counsellor at Law, Boston. Hon. H. J. BOARDMAN, Counsellor at Law, Boston. Hon. J. F. CHAMBERLIN, Stafford Springs, Conn. SALMON P. HIBBARD, of Fowle, Hibbard & Co., Boston. Hon. frank W. HOWE, of Gray & Howe, Boston. Br HENRY M. MOORE, of Moore, Smith & Co., Boston. ^ ' W. N. POTTER, late of Silas Potter & Co., Boston. FRED. E. WELLS, of Wells & Coverly, Troy, N. T. COUNSEL: W. A. CLARK, Jr., President. Hon, JOHN HASKELL BUTLER. T. F. <& W. W. TAFF, Importers of and Dealers in GINS, BRANDIES & WINES, CORDIALS AND CIGARS. Direct Receiver^ of ISentctCl^^ R^e and ^oarbon Wl)i§l5ies. 157, 157 1-2 and 159 Blackstone Street, BOSTON, IVIASS. LIFE OR DEATH. WHAT TO DO WHEN CAST ASHORE. In case of shipwreck, the following instructions, furnished by the Life Saving Service, should be followed : — If the use of a boat is practicable, either the large life- boat is launched from the Life Saving Station and proceeds to the wreck by water, or the lighter surf-boat is hauled over- land to a point opposite the wreck and launched, as circum- stances require. Upon the boat reaching your vessel, the direction and orders of the Keeper of the Station (who always commands and steers the boat) should be implicitly obeyed. The Captain of the vessel should be the last to leave the ship, and see that rushing and crowding is prevented. It is needless to say that women, children, helpless persons, and passengers, or guests, should be first attended to, while no goods or bag- gage will be taken by the life-savers until all are landed. Remember the Keeper has full authority, and will throw over- board anything passed aboard the life-boat against his remonstrances. Should the use of the life-boat be found inexpedient, resource will be had to the beach apparatus and wreck guns for rescue by the breeches-buoy or life-car. A shot, with a small line attached, will be fired across your vessel, so that a close watch should be kept for this line. When you have it, haul on board until a tail block reaches you. This block has a whip or endless line rove through it. As the greatest haste is necessary to prevent the whip from fouling with any obstacle, you will, when driven into the rigging, where but one ADVERTISEMENTS. 1 35 DesI^ Exchange, HEADQUARTERS FOR ROLL TOP DE5K5. A LARGE LINE OF LIBRARY AND STANDING DESKS, Office II Library Furniture, OP CVCR^I DSaCllIPTlON. We can show the largest line of desks in Boston^ and guarantee prices and quality. >eco nd-Mand Desks and Wfflce Pixtures^ Bouaf^t, So'd, and Exc(?anaed, 33 and 35 Portland Street, BOSTON. ^-1 136 LIFE OR DEATH. or two men can work to advantage, cut the shot-line, and run it through some available block which will afford a clear lead, even if between the ratlins, so that as many as possible may- assist in hauling. The tally-board attached to this tail-block will have printed in English on one side, and in French on the other, the following : — " Make the tail of the block fast to the lower mast, well up ; if the masts are gone, then to the best place you can find. Cast off shot-line ; see that the rope in the block runs free, and show signal to the shore." The life-crew will then haul out a hawser, at the end of which will be attached another tally-board, printed as above, with the following directions : — '' Make the hawser fast about two feet above the tail-block, see all clear, and that the rope in the block runs free, and show signal to the shore." The utmost care should be given to the arrangement of the hawser and whip-line, so that no turns of the latter will be round the former. To be positive that this is not the case, take the end of the hawser up between the parts of the whip before making it fast. This done, and the hawser made secure, and the whip cast off from the hawser, the signal is given to the crew on the shore, who, when this is observed, will haul the hawser taut, and by means of the whip will haul off to your ship the breeches-buoy, suspended from a traveler-block, or a life-car, from rings running on the hawser. Say the breeches-buoy is received, let one man immedi- ately get into it, thrusting his legs through the breeches, although two men can be landed at the same time, by each putting a leg through a leg of the breeches ; but should the life-car be sent, remove the hatch, place as many persons as it will hold, and secure the hatch on the outside by the hatch-bar and hook, give your *' all right " signal, and the precious cargo will be hauled ashore. This operation will be repeated until all are landed. On the last trip of the life-car the hatch must be secured by the inside hatch-bar. When children are brought w^ ADVERTISEMENTS. 137 ESTIMATES FURNISHED TO YACHT OWIN^ERS. ESTIMATES FURNISHED TO YACHT OWNERS. 138 LIFE OR DEATH. ashore by the buoy they should be securely lashed, or held in the arms of older persons. When the current is too strong, or the danger of the immediate breaking up of the wreck is apparent, rendering the dispatch of a hawser impossible, the buoy, or car, will be hauled off by the whip, or sent off to you by the shot-line, and you will be hauled ashore through the serf. IMPORTANT POINTS REGARDING THE LIFE-SAVING SERVICE. Life-saving stations, life-boat stations, and houses of refuge are located upon the Atlantic and Pacific seaboards of the United, the Gulf of Mexico, and the Lake Coasts. Sta- tions on the Atlantic coast, from the eastern extremity of the State of Maine to Cape Fear, North Carolina, are manned annually by crews of experienced serf-men, from the first of September to the first of May following ; while upon the Lake coasts, the stations are manned from the opening until the close of navigation ; and upon the Pacific coasts they are manned the entire year, with the exception of Near Bay, Cape Arago, and Bolivar Bay, which depend upon volunteer efforts from the neighboring people. Houses of refuge are not manned with crew, except a keeper, but are supplied with boats, provi- sions, restoratives, etc. Most of the stations are provided with the International Code of Signals, and vessels can, by opening communication, be reported, or obtain the latitude or longitude of the station, etc.; or if crippled, or disabled, a steam-tug or revenue cutter may be telegraphed for, when such facilities exist, to the nearest port, if requested. Do not forget, that although the services of the heroes who make up the life-saving crews are paid for by the Govern- ment, yet in view of the meagemess of their pay, they are not forbidden to receive such rewards for labor and risks incurred at wrecks as owners or other persons may see fit to bestow upon them. They are strictly forbidden to solicit such ADVERTISEMENTS. 139 Alfred Hale & Co., MANVrACTOKEBS AND DeALEBS IN RUBBER ' Q22D5. JJAND Submarine Diving Apparatus 30 SCHOOL STREET, BOSTON. DAVID HALE. E. L. ROWK & SON, •'^■* #5? «S* ^t? *jf 'tCi* afc^h j'j^ jy^ a&jL J*^ jV«^ ^'«#n «|« «|« *5» «,« ^w** GLOUCESTER, MASS, FORE AND AFT WORK A SPECIALTY. 140 LIFE OR DEATH. rewards, but few people will allow these poor fellows to go unrewarded for snatching them from the jaws of death. The Station-crews patrol the beach from two to four miles each side of their Station four times between sunset and sun- rise, and if the weather is foggy the patrol is continued through the day. Each patrolman carries Coston signals, one of which he ignites upon the discovery of a vessel stand- ing into danger, to warn her off. This signal emits a brilliant red flame of about two minutes' duration. Should the vessel be ashore, this light is a signal to the crew that they are dis- covered and assistance at hand. It may happen that the patrol is some distance away on the other end of his beat, therefore does not see you ; in which case, immediately after striking, flare-up lights should be burned or rockets sent up. Should the weather be foggy, guns should be fired. A word of advice in this terrible position. If you are ashore in the neighborhood of a Station, or on the sandy coast where the danger of vessels breaking up immediately is not imminent, remain on board until assistance arrives, and do not above any and all circumstances attempt to land through the surf in your own boats until the last hope of assistance from the shore has vanished, as often, when comparatively smooth at sea, a dangerous surf is running, which is not perceptible four hun- dred yards off shore. Many a life has been sacrificed by this hasty step. The difliculties of rescue by operation from the shore are greatly increased in cases where the anchors are let go after entering the breakers, as is frequently done, and the chances of saving life correspondingly lessened. ADVERTISEMENTS. I4I New York and New England ^ RAILROAD -m - NEW ENQMND LiniTED - —BETWEEN- P05T0N il NEW TORK. m - THE WHITE TR/JIN. -I Elegant New Equipment of Parlor Cars, Royal Buffet Smoking Cars, and Coaches, Built by Pullman Palace Car Co. THE ENTIRE TRAIN DECORATED IN WHITE AND GOLD. Heated by steam from the Locomotive, Lighted by the Pintsch Gas- lighting System. THE FINEST TRAIN IN THE WORLD! Leaves either City at 3 P.M. Arrives at the other at 9 P.M. DAILY, INCLUDING SUNDAYS. THIS TRAIN RUNS VIA AIR LINE ROUTE IN SIX HOURS. DINING GARS BETWEEN BOSTON AND WILUMANTIG. CHAIRS IN PARLOR CARS SECURED AT New York & New England R. R. Offices, Boston, and New York, New Haven & Hartford R. R. Depot, New York. Laws Regarding Yachting, The " Revised International Rules and Regulations for Preventing Collisions at Sea," made by Act of March 3, 1885, should be followed by every mariner. For the convenience of yacht owners we 'give a few abstracts from the Statutes which refer more particularly to them. STEAM AND SAIL VESSELS. Article i. Every steamship which is under sail and not under steam is to be considered a sailing ship ; and every steamship which is under steam, whether under sail or not, is to be considered a ship under steam. lights for sailing vessels. Article 6. A sailing ship under way, or being towed, shall carry the same lights as are provided for a steamship under way, with the exception of the white light, which she shall never carry. LIGHTS FOR SMALL VESSELS. Article 7. Whenever, as in the case of small vessels during bad weather, the green and red side-lights cannot be fixed, these lights shall be kept on deck on their respective sides of the vessel, ready for use, and shall, on the approach of, or to, other vessels, be exhibited on their respective sides in sufficient time to prevent collision, in such manner as to make them most visible, and so that the green light shall not be seen on the port side, nor the red light on the starboard side. To make the use of these portable lights more certain ADVERTISEMENTS. 143 ANDREW MILLS, Flag Manufacturer.® KlvAGS OK ALI. NATIOISrS, ALL SIZES IN STOCK AND MADE TO ORDER. FLAG POLES, Ensigns, Jacks, Burgees, House Flags, Private and Code Signals, Etc. YAGHT SAII2S A SPEeiAhTY. 53 SOUTH STREET, NEW YORK One block below "Wall Street. <5^ LOUIS P. HAGER,-^^ I Ht^toricat Pabfebeft 12 PEARIv STREET, BOSTON. 144 LAWS REGARDING YACHTING. and easy, the lanterns crontaining them shall each be painted outside with the color of the light they respectively contain, and shall be provided with proper screens. LIGHTS WHILE AT ANCHOR. Article 8. When at anchor, a ship, whether a steamship or sailing ship, shall carry where it can be best seen, but at a height not exceeding twenty feet above the hull, a white light in a globular lantern, of not less than eight inches in diameter and so constructed as to show a clear, uniform, and unbroken light, visible all around the horizon at a distance of at least one mile. LIGHTS FOR OPEN BOATS AND FISHING VESSELS. Article io. Open boats and fishing vessels of less than twenty tons not registered tonnage, when under way and when not having their nets, trawls, dredges, or lines, in the water, shall not be obliged to carry the colored side-light ; but every such boat or vessel shall, in lieu thereof, have ready at hand a lantern with green glass on the one side and a red glass on the other side, and on approaching to or being approached by another vessel such lantern shall be exhibited in sufficient time to prevent collision, so that the green light shall not be seen on the port side nor the red light on the starboard side. vessels being overtaken. Article ii. A ship which is being overtaken by another shall show from her stern, to such last mentioned ship, a white light or a flare-up light. SOUND SIGNALS FOR FOG. Article 12. Every sailing ship shall be provided with an efficient fog-horn to be sounded by bellows or other mechan- ical means, and also with an efficient bell. In fog, mist, or ADVERTISEMENTS. 145 a. APPEL &' CO., of TflCHT CREW5 At Shortest Notice according to Club Regulations. FULL LINES OF oymrs CONSISTINO OF Sailors' Pants, SMrts AND CAPS, ALWAYS ON HAND. 10 Catharine Slip, COR. WATER ST., NEW YORK. Having made a specialty of this line, we have the^ distinction of the largest patronage of any house in the United States. HAGGERTY'S * PATENT * SAIL* HOIST Running on friction rolls. Gives no trouble in hoisting or lowering sail, supplants the usual mast hoops, loops luff close to mast, is easily attached, and has endorsement of many yacht owners, being in general use throughout the United States and Canada on Sloops, Cutters, Cat Boats, Sharpies, Ice and Steam Yachts. It is a very neat arrangement for Steam Yachts, dispensing with hoops on mast and gaff. Prices moderate. Made of Brass, with care, accuracv and best finish. For prices and cir« culars, address T. HAGGEKTY, 96 Davol St., Fall KiVer, Mass. 146 LAWS REGARDING YACHTING. falling snow, whether by day or night, the fog-horn is to be used by a sailing ship under way, to make, at intervals of not more than two minutes, when on the starboard tack, one blast ; when on the port tack, two blasts in succession ; and when the wind abaft the beam, three blasts in succession. When not under way, at intervals of not more than two min- utes, ring the bell. SPEED OF SHIP IN FOG. Article 13. Every ship, whether a sailing ship or steam ship, shall in fog, mist, or falling snow, go at a moderate speed. STEERING AND SAILING RULES FOR SAILING VESSELS, Article 14. When two sailing ships are approaching one another so as to involve risk of collision, one of them shall keep out of the way of the other, as follows, namely : — (a) A ship which is running free shall keep out of the way of a ship which is close-hauled. {b) A ship which is close-hauled on the port tack, shall keep out of the way of a ship which is close-hauled on the starboard tack. [c) When both are running free, with the wind on differ- ent sides, the ship which has the wind on the port side shall keep out of the way of the other. {d) When both are running free, with the wind on the same side, the ship which is to windward shall keep out of the way of the ship which is to leeward. (e) A ship which has the wind aft shall keep out of the way of the other ship. VESSEL overtaking ANOTHER. Article 20. Every ship, whether a sailing ship or a steamship, overtaking any other, shall keep out of the way of the overtaken ship. ADVERTISEMENTS. 147 -^yale* locks. ^ ANb Fine Bron^ie Hardware, ADAPTED FOR ALSO, A COMPLETE LINE OF Fancy Hardware, Fishing Tackle, Cutlery, Revolvers, Cartridges, Row Locks, Gun Powder, Rope, and Pulley Blocks. CHANDLER & BARBER, 15 & 17 ELIOT STREET, BOSTON. First Building from corner Washington Street. IIIIIIIIIIIIIIHIIIIlllllllllllll KBLLY ;* Makes the Best Fitting Clothes made in Boston. Prices are Low, viz.: 17 BROMFIELD STREET, BOSTON. 148 LAWS REGARDING YACHTING. RIGHT OF WAY. Article 22. When, by the above rules, one of the two ships is to keep out of the way, the other shall keep her course. NO SHIP TO NEGLECT PROPER PRECAUTION. Article 24. Nothing in these rules shall exonerate any ship, or the owner, or master, or crew thereof, from the con- sequence of any neglect to carry lights or signals, or of any neglect to keep a proper lookout, or of the neglect of any precaution which may be required by the ordinary practice of seamen, or by the special circumstances of the case. DISTRESS SIGNALS. Article 27. When a ship is in distress and requires assistance from other ships or from the shore, the following shall be the signals to be used or displayed by her, either together or separately. In the day-time : — First. A gun fired at intervals of about a minute. Second. The international code signal of distress indi- cated by N. C. Third. The distant signal, consisting of a square flag, having either above or below it a ball, or anything resembling a ball. At night : — First. A gun fired at intervals of about a minute. Secofid. Flames on the ship (as from a burning tar-barrel, etc.). Third. Rockets or shells, throwing stars of any color or description, fired one at a time at short intervals. We will mention in connection with these rules that a special law governs the western rivers, seas, gulfs, lakes, bays, sounds, and there are distinct and separate rules governing those rivers flowing into the Gulf of Mexico and their tribu- LAWS REGARDING YACHTING. 1 49 taries. The line dividing jurisdiction between the pilot rules on western rivers and lakes and seaboard at New Orleans shall be the lower limits of the city. NO ALIEN CAN LEGALLY CAPTAIN AN AMERICAN PLEASURE CRAFT. IMPORTATIONS OF STEAM YACHTS. LICENSES AND DUTIES. * S^Frovi The Boston Herald.'\ Owing to the many recent disputes and arguments con- cerning the registering of yachts under the American flag, the purchasing of foreign yachts by Americans, the sailing of American vessels or yachts by alien masters, and other points covered by these laws, a strong tendency to investigate and get posted in regard to them, seems to have taken possession of a number of gentlemen prominent in yachting circles. For the benefit of yachtsmen, the following questions, put to the United States authorities, and the answers, with the law relat- ing to each as found in the Regulations of Commerce and Navigation at the Clearing Office of the Boston Custom House, are given. 1. Can a person who has not declared his intentions become master of an American yacht .'* 2. Can a yacht built without the country be registered under the American flag } 3. If a foreign yacht is purchased by an American, is any duty exacted } 4. What is the law of 1883 regarding the registering of yachts } 5. What is the rule, as it now stands, regarding the j^lac- ing of names on bow and stern } 6. What are the duties on sails and wire rigging } The answer to question i is, No. The law governing the same is found in Section 41 31 of the Regulations of Commerce and Navigation, under the rules relating to registering and recording, and is as follows : — 150 LAWS REGARDING YACHTING. Section 41 31. Vessels registered pursuant to law, and no others, except such as shall be duty qualified according to law for carrying on the coasting trade and fisheries, or one of them, shall be deemed vessels of the United States, and entitled to the benefits and privileges appertaining to such vessels, but they shall not enjoy the same longer than they shall continue to be wholly owned by citizens of the United States ; and officers of vessels of the United States shall in all cases be citizens of the United States. The question as to a person who has taken out his first papers has not been passed upon. This section refers to all documented vessels, whether they be for pleasure or trade. In another section is found : — " All the officers of a vessel of the United States must be citizens of the United States. The penalty is 50 cents per ton on the entry of the vessel from any foreign port or place." The answer to question 2 is found in Section 4136, and is as follows : — " The Secretary of the Treasury may issue a register or enrollment for any vessel built in a foreign country, whenever such vessel shall be wrecked in the United States, and shall be purchased and repaired by a citizen of the United States, if it shall be proved to the satisfaction of the Secretary that the repairs put upon such vessel are equal to three-fourths of the cost of the vessel when so repaired." No law could be found bearing on question 3 which clearly answered it, so it will be necessary to quote a decision rendered by the Treasury Department in August, 1888, in reference to the importation of a steam vessel named Geneva, from Canada. The letter is directed to the Collector of Customs, Port Vincent, N. Y., and is as follows: — Sir : — The department is in receipt of your letter of the 27th ultimo y reporting on the appeal of Mr. M. H. Folger from your decision assessing duty on a Canadian steam vessel called LAWS REGARDING YACHTING. I5I Geneva, imported into your port in June last, the appellant alleging that under the terms of the special Act of March 13 1879, which authorizes the Secretary of the Treasury to give an American registry to said vessel, no duties accured thereon. The appellant also protests, if the claim is not wholly allowed against the exaction of duty on the machinery contained in the said vessel, which he claims to be of domestic manufac- ture, heretofore exported from the United States. The Act above mentioned prescribes that an American registry may be issued to the said vessel upon the payment into the treasury of the United States of the duties legally chargeable upon said vessel. Shortly after the passage of this Act, viz., on the 13th of March, 1879, ^^^ department addressed a communication to the then collector of customs at your port, in which he was noti- fied of the provision of said Act, and was instructed, upon the payment into the United States Treasury of the duties charge- able, to grant an American registry to the vessel. It appears, however, that the owners of the vessel failed to avail themselves of the privilege conferred by the Act until June last, having, it is understood, in the meantime, used the vessel under her for- eign papers as a ferryboat, but that at the period mentioned they made a regular importation of her, and requested the issu- ance of a registry in accordance with the terms of the Act, which request was subsequently granted by you upon the pay- ment of the duties complained of. The vessel being an impor- tation into the United States is, under the existing tariff Acts and the specified provision of the Act above mentioned, as well as the rulings of the department in somewhat similar cases, liable to duty, and your decision is hereby affirmed. In regard to the machinery it may be stated that, inasmuch as it was exported as iron machinery and is now imported as a part of the vessel, it has thereby lost its identity as a separate commodity, and the claim for its free entry cannot be allowed, the existing statute only exempting domestic manufactures from the payment of duty when they are returned in the same condition as exported. The duty imposed in cases of this character is in accord- ance with the value of the vessel as regards the material of which she is built. If she be of wood, a duty of 35 per cent. 152 LAWS REGARDING YACHTING. would be charged, and if of iron or steel, the duty would be 45 per cent. As to question 4, the law of 1883, embodied in an Act passed by Congress in March of that year, which annuls Sec- tion 4214 of the Revised Statutes, relating to yachts, is as follows : — " The attention of collectors of customs is called to the Act herewith published regulating the issue of licenses to yachts : — " * Be it enacted by the Senate and House of Representa- tives of the United States of America, in Congress assembled, that Section 4214 of the Revised Statutes of the United States be amended so as to read as follows : — '''Section 4214. The Secretary of the Treasury may cause yachts used and employed exclusively as pleasure vessels, or designed as models of naval architecture, if built and owned in compliance w^ith the provisions of Sections 4133 to 4135, to be licensed on terms which will authorize them to proceed from port to port of the United States, and by sea to foreign ports, without entering or clearing at the custom house ; such license shall be in such form as the Secretary of the Treasury may prescribe. The owner of any such vessel, before taking out such license, shall give a bond in such form as the Secretary of the Treasury shall prescribe, conditioned that the vessel shall not engage in any trade, nor in any way violate the revenue laws of the United States, and shall comply with the laws in all other respects. " ' Such vessels, so enrolled and licensed, shall not be allowed to transport merchandise or carry passengers for pay. " ' Such vessels shall have their name and port placed on some conspicuous portion of their hulls. " ' Such vessels shall in all respects, except as above, be subject to the laws of the United States, and shall be liable to seizure and forfeiture for any violation of the provisions of this title. " ' Provided that all charges for license and inspection feCg LAWS REGARDING YACHTING. I 53 for any pleasure vessel or yacht shall not exceed $5, and for admeasurement shall not exceed ten cents per ton.' " It will be seen that the Act repeals Section 4214 of the Revised Statutes by substituting therefor a section differing from that repealed in the following respects : For the words, '' If entitled to be enrolled as American vessels," it inserts the words, " If built and owned in compliance with the provisions of Sections 4133 to 4135. It limits by provision the amount of fees to be collected for the licejising and inspection of a pleasure vessel or yacht to §5, and restricts the fees for admeasurement of such pleasure vessel or yacht to an amount not exceeding ten cents per ton. The department has construed the repealed Section to be applicable only to yachts that were entitled to enrollment by virtue of Section 43 11, Revised Statutes, as being of twenty tons burden or more, and not applicable to vessels that could be documented only with licenses. This restriction is removed by the foregoing Act, and the sole conditions for licensing yachts and pleasure vessels speci- fied in the Act are that they shall have been built in the United States and shall be owned by American citizens. But, unless otherwise instructed, collectors will issue no licenses to yachts or pleasure vessels of a burden of less than five tons net, as ascertained after deduction of exempted spaces in accordance with the provisions of the Act of August 5, 1882. As to question 5, the following regulations are pre- scribed under the Act of February 21, 1891, embodying sub- stantially the recommendations of the international marine conference relating to the marking of names, home port, and draught on vessels : — '* On vessels called ' double enders ' the letters prescribed by the statute may be placed on the parts corresponding to bow and stern, and on vessels with sterns not affording sufficient space for letters they will be placed on the adjacent parts, in both cases so as to conform to the law as closely as possible, 154 LAWS REGARDING YACHTING. and so that the home port shall be marked at one end of the vessel. *' Scows, barges, or other vessels 'scow built,' or with square bow, may have the name marked on the bow instead of the sides, where it would be speedily obliterated by chafing against other vessels, spiles, docks, etc. " If all the figures indicating the draught of registered vessels cannot be placed on the stern-post, they may be con- tinued upward on the adjacent part. " The letters may be painted, gilded or carved. If carved, block or metallic letters may be used, they must conform to the requirements of the statute, and be so painted or gilded as to be in a dark color on a light ground, or be in a light color on a dark ground. " Documented yachts are provided for by the Act of March 3, 1883, which requires that such vessels 'shall have the name and port placed on some conspicuous portion of their hulls.'" As to question 6, the duty on cotton-duck sails is 40 per cent. Wire rigging is not mentioned as a separate article in the tariff schedule, and no rate of duty is especially established for it. There is, however, a duty of one and one-fourth cents per pound on iron wire, and one cent per pound additional when the wire is imported in rope form, making the duty on iron-rope two and one-fourth cents per pound. The duty on steel-wire rope is three and one-fourth cents per pound. ADVERTISEMENTS. 155 riURR/IT & TrEQMRTH/I, (Successors to CEO. E. TRECURTHA.) ;K- BUILDERS OF ^ IVLarine and Stationary Engines, THE TREGURTHA SAFETY WATER TUBE BOILERS, Propeller Wheels, Shafts, Stern Bearings, Steering Wheels, Etc. 97 OLIVER ST., BOSTON. MASS. Sailing Directions, THE PRACTICAL MANAGEMENT OF SAILING BOATS HAVING MORE THAN ONE SAIL. We are indebted to the *' Boat Sailor's Manual," by Lieut. E. F. Oualtrough, for the following valuable hints on the management of yachts. In making sail and getting under way, loose the sails and look to the sheets and halliards to set them all clear for ser- vice. Set the mainsail and have the jib all ready for hoisting. Heave away on the cable until the anchor is almost broken out, or until the cable is " up and down," then, by means of the rudder, if there be sufficient current, cast the boat-head toward the direction in which you wish to proceed ; weigh the anchor and run up the jib. If there be no tide to set upon the rudder, the jib must be set before the anchor is broken out, and the sheet trimmed flat aft, to cast her. For example, if it be desired to cast the boat on the starboard tack, trim do\sTi the starboard jib-sheet, and push the main-boom out over the port quarter ; then when the boat has a yard sheer, weigh the anchor, and when she has paid off sufficiently let go the starboard jib-sheet, and trim aft the port one ; haul in the main-sheet and sail your course. To get under way from moorings, the mainsail and jib may be set as before, and then the moorings slipped. SAILING TO WINDWARD. Sailing, beating, or turning to windward is one of the most interesting performances connected with the practice of boat-sailing. The art of sailing against the wind by mak- ADVERTISEMENTS. 157 COMBINATION PCIAVP WATER CLOaST For Yachts, Pilot Boats, Launches, Etc, FOR ABOVE OR BELOW WATER LINE. No tank needed; the supply is taken direct from the sea. 9 Plumter, Steam Fitter and Koppersn^itli, 210 SOUTH STREET, 1relephone48ii Cortlandt. NEW YORK. Yacht Plumbing a Specialty. Notice. — I have dispensed with the Automatic Cutoff as a Supply Reservoir for my Water Closets, and instead I am using an all brass self-closing spring Water and Air Valve. It is attached to Supply Pump, and is included in measurements given for space required for Closets. 158 SAILING DIRECTIONS. ing sundry zigzag courses is one which requires careful atten- tion, a watchful eye, and constant practice ; for although its rudiments may be learned in a short time, the art itself, which may be said to be the perfection of boat-sailing, can only be acquired from frequent practice and long experience. The principal thing to attend to is to watch the fore-leech or luff off the mainsail. The boat should be kept as close to the wind as she will point without shaking this part of the sail, which will always be the first to give warning of too close a luff. It sometimes happens that the wind is flarey and unsteady, blowing strong for some minutes, and immediately afterward becoming very light. On such occasions consider- able advantage may be obtained by noting the changes in the effect of the wind upon the luff of the mainsail, for the boat may be sailed a couple of points nearer at some times than at others, and then is the time for the expert sailor to wedge his way to windward. The greater the force of wind the closer a boat may be sailed, if in smooth waters ; and in match sailing a fine helmsman will watch the wind so narrowly that should the slightest variation occur he will be sure to gain some advantage by sailing his boat up to it with the greatest pre- cision, but never so high as to cause any shivering of the sails. In sailing to windward care should be taken to "keep her full," for a shaking sail is of no assistance to a boat. When beating to windward in a narrow channel it is well not to carry too much head-sail. As a general rule a boat will work to windward with a small jib better than with a large one, and considerable judgment is required to determine the proper size of a jib to carry. The effect of too large a jib is to cause the boat to sail to leeward, particularly when she has but little headway. TACKING. A boat is said to be "in stays " after the helm has been put down to tack her, and when the sails are shaking in the wind's eye, but as soon as the headsail has " paid her head ADVERTISEMENTS. 159 m tBPtSlffti. jFor the Bottom of all Wooden Vessels. Especially Recommended -when Speed is Particularly Desired. This Paint, while it gives an extremely smooth surface, fully protects from "Worms and Barnacles, and runs cleaner than other Marine Paints. ITS COLOR IS A MOST BEAUTIFUL, RED. Before applying should be stirred same as any ordinary Paint. The use of this Composition by more than two hundred sail, in 1890, has proved it far superior to any Copper Paint now offered the public for vessels' bottoms. Boston, Oct. i, 1890. JAMES H. TARR:— Dear Sir — I take pleasure in stating that your Yacht Composition, applied to the yacht Hope Leslie on June 21, has run with perfect satisfac- tion. At this date her bottom is clean and in good sailing order. Leonard R. Rand, Sailing Master. Gloucester, Oct. 22, 1890. This certifies that I have used Tarr's Yacht Composition on my clipper schooner Sea Fox since October, 1889, and can cheerfully recom- mend it to all who desire one of the best coatings known by me for all classes of wooden vessels. CaPT. LoVELL J. HoDGDON. MAifTJFACTURED BY JAMES H.TARR, Gloucester, Mass.,U.S.A. l60 SAILING DIRECTIONS. off," she is about and on the new tack. In squally weather to be in stays is a very critical position for a boat, for should the sail be taken aback by a squall, a capsize may readily result. We will suppose that the boat is sailing along on the star- board tack, carrying the main-boom over the port quarter, the port head-sheets trimmed aft and ''sailing close to the wind." When desiring to tack, sing out, '' Steady about !'' to warn the crew. Keep her a good full, and, when ready, press the tiller over gradually to port and bring her head into the wind's eye, calling out, ^^Hclins alee !'' as she comes to. The jib-boom should be in hand and flown at the order, " Let go the jib- boom I '' which should follow quickly the announcement of '' Helms aleey The main-boom is hauled flat aft and pushed towards the starboard quarter to help her around. The port jib-sheet should be trimmed down again as the boat gets head to wind, the order given being, ^^Trirn down the port jib-sheet ! '' This trims the sail flat by the same sheet that has just been flown, and causes the port side of the sail to be acted upon by the wind, and to assist in boxing her head off to starboard. When the wind fills the mainsail on the new tack, the com- mand ^^ Let draw !'' is given, at which the port jib-sheet is let go and the starboard sheet is trimmed aft for the new tack. Should the boat miss stays in a squall, the main-sheet must be slacked roundly, the peak lowered if possible, and the jib- sheet kept a-weather, after which if the squall heads her dan- gerously, let go the halliards to avoid a capsize. To steer a boat when she is going stern first through the water, the tiller must be put over in the same direction as that in which the boat's head is required to turn. In close-hauled sailing, an obstacle sometimes appears directly ahead which might compel a tack, but which if passed will allow of keeping away. In such a case, if the tide is favorable and brisk, resort may be had to a manoeuvre called a "half board." Bring the boat quickly head to wind and shake the sails, allowing her to shoot dead to windward, and then before headway is lost keep her SAILING DIRECTIONS. l6l away again until everything draws well, after which, if desired, the evolution may be again executed, each time gaining some- thing to windward. This manoeuvre is often invaluable in rounding marks when racing. SAILING FREE, OR REACHING. Reaching is sailing with a side wind. A boat may be said to be reaching when the wind is about abeam, and the sheets are eased off a bit so that the sails all draw in an effective manner. The sheets should always be trimmed to a nicety when sailing with the wind free, so that every inch of canvas will be doing its utmost by the boat. Should the boat be struck by a squall when reaching, she should be instantly luffed ; but if the squall be very sudden, or there is not sufficient sea room for luffing, the main-sheet should be roundly slacked, and if necessary the halliards should be let go. Balloon-jibs are of considerable service in reaching. RUNNING BEFORE THE WIND. Running before the wind requires very careful steering, especially in a strong wind or in squally weather, and is consid- ered the most perilous point of sailing, because of the risk of the mainsail suddenly gybing. A back stay should be fitted to support the masts when sailing in strong wind. When before the wind the main-sheet should be paid out, the running tackle set up to windward, and the main tack cast off (if the sail is not laced to the boom). A careful watch must be kept upon the sail, and attention paid to the direction of the wind ; for should the boom gybe suddenly when the sheet is all out, the mast is liable to be carried away, or the boat capsized. Should the sail show the slightest wavering to leeward, the helm should be promptly put down a bit so as to prevent a gybe. The per- son steering a boat should always give timely warning when the boom is coming over, as, if it swings across suddenly, it is apt to knock overboard any one who is not on the lookout. As l62 SAILING DIRECTIONS. Straight a course as possible should be steered. The jib will be of no use when directly before the wind unless boomed out. With a fresh and squally breeze it is well to lower the peak of the mainsail, or to trice up the main tack, either of which will greatly relieve the mast. A safe plan is to reef the mainsail and set a smaller jib. Should a squall strike the sails when before the wind, the boat may be eased by dropping the peak, or, if already down, lowering the mainsail and sailing her under a small jib. SCUDDING AMONG WAVES. Scudding before a strong wind and heavy sea is exceed- ingly dangerous, and many a boat has been lost in attempting to ''run away from the sea." The two principal dangers will arise from ''getting brought by the lee," and " broaching-to ; " the boat's head will be most likely to fall off to leeward, or rather her stern to be thrown to windward as a wave passes under her. But with equal peril she might have " broached-to ; " as the wave-crest lifted her bow, the boat's head would be turned toward the wind, and then if she is not expertly handled, she will get broadside on to the waves, and the next roller will inevitably swamp her. If the rig should be jib, mainsail, and mizzen, the latter should come in before the boat is put before the wind ; the lee jib-sheet should be belayed slack, and the weather one led aft. As the boat begins to fly-to, haul the weather jib-sheet flat and put the helm up. Frequently, how- ever, the helm is of little use under such circumstances, as the boat will be carried along on the back of a comber. In running through a surf an oar will be found much more effective for steering than a rudder. A small boat, if there be much wind or sea, should not be run dead before the wind, but with the wind a little on the quarter ; then, after running some distance, should be gybed over, and run with the wind on the other quarter, to make the destination. SAILING DIRECTIONS. 163 REEFING. Reefing should generally be done in anticipation of a strong wind or heavy sea ; it should always be begun in trim, and carefully yet smartly performed, for moments lost in fair weather are difficult to gain in foul. When about to reef, luff the boat up, but not so high as to allow her to come about. Haul the jib a-weather, and belay the sheet ; haul the main-sheet in flat, and the boat will be " lying-to." Lower the peak and throat sufficiently for the number of reefs it is possible to take in, and cast off the main tack (if the sail be not laced to the boom). Haul down the reef and secure the earings to the boom ; make fast the tack, and tie the reef points with square knots. When completed, set up the throat and peak; reef the jib, or set a smaller jib; slack the main sheet ; trim the jib sheets, and the boat will resume her course under a single reef mainsail and reduced jib. A second or a third reef may be hauled down in a similar manner. Never tie the points of a second or third reef until the points of the pre- ceding reefs have been secured ; the reefs may then be shaken out, one at a time, as the weather moderates. SQUALLS. Signs of a squall may generally be seen on the surface of the water some moments before it strikes the sails, in which case there will be plenty of time for shortening sail before its effects are felt ; but in rivers and when sailing close along the land, squalls frequently rush down upon a boat with marvellous suddenness. The main-sheet should always be ready to let go in an instant whenever sailing under the land, for many disasters have resulted from sudden puffs sweeping down a valley or ravine with great force, and catching boats just as they emerge from the comparatively calm weather under the lee of some cliff or high land. 164 SAILING DIRECTIONS, If a squall be descried approaching, the peak of the main- sail should be dropped. If the squall be very light, it may be allowed to just reach the sail, and then the boat luffed carefully to it, but not so as to lose headway. She must be kept going in order that she may answer her helm readily. With reefed sails a good boat may be ''sailed narrow" through squalls of ordinary strength, — that is, so close to the wind that the luffs of the sails tremble, and with judicious handling there will be little risk. When threatened with a severe squall, lower the jib and drop the peak of the mainsail. A smaller jib may be set if deemed desirable. "* SAILING ALONG A WEATHER SHORE. With a boom it is generally preferable to luff up in the wind and ease the jib-sheet, in puffs, then to ease the main- sheet and attempt to relieve the boat without deviating from the course. However, if a weather shore, as the bank of a river, be close aboard, there will be considerable risk of going stem on into the bank, if this course is adopted. While going into the bank might be preferable to capsizing, yet if the puffs do not come too hea\y, the mainsail may generally be eased and the boat relieved in that manner. Always bear in mind, in the case of squalls, that " he who hesitates is lost," and determine early on the course it will be best to pursue, whether the boat shall be luffed at the risk of beaching her, or whether the main-sheet shall be eased. SAILING ALONG A LEE SHORE. WHien sailing along a lee shore in squally weather, which should nev^er be done from choice, luff up smartly for squalls, in preference to easing the main-sheet to keeping the boat going. If the squall be very^ severe, the jib-sheet should be flown to bring the boat's head to wind quickly. SAILING DIRECTIONS. 165 Easing the main-sheet in squalls should be avoided/ if possible, when sailing along the lee bank of a river, or by the side of mud flats. Generally a boat will luff-to quickly enough without easing the jib-sheet ; but, if the squall looks heavy, ease the sheet and luff-to in good time ; then stand by to lower the mainsail, if necessary. In lowering a sail in a squall care should be taken to spill the sail as it comes down. REMARKS ON CAPSIZING. Boats are not more frequently capsized by reason of strong winds and heavy seas than they are from carelessness or mismanagement. Among the principal causes of boats being capsized may be mentioned the following : Negligence regarding the main and jib-sheets ; faulty adjustment of the sails ; disproportion- ate spars ; improper trim ; insufficient ballast ; shifting of ballast ; ill-fitting blocks ; the entanglement of some rope ; carrying sail recklessly ; overcrowding with passengers ; standing up in the boat ; leaning over the gunwale ; and gen- erally careless handling. When struck by a squall, a jammed sheet, if not instantly cleared, will be certain to capsize. The most effectual way of clearing the sheet, in such a case, would be to cut it, a measure which has before now saved boat and crew from impending disaster, even after the boat has been forced on her beam ends, with the water pouring over the gunwale. It sometimes becomes desirable, in light wind or a foul tide, to run and sail at the same time, but such a proceeding is very incautious if the sheet is made fast and no one left in charge at the helm. A more prudent course would be to lower the sails, or to dispense with the use of oars. Generally when oars are left to assist the sails they should be used on the weather side of the boat, as there is some risk of lee oars catching under water, if the boat sud- denly lays over. l66 SAILING DIRECTIONS. Boat sailors should always be cautious when passing under the lee of large vessels in squally weather. The sheets should be in hand and ready for slacking instantly. HANDLING BOATS IN A GALE. When signs of an approaching gale are detected the sails must be close-reefed promptly, and all the canvas that can be dispensed with should be taken in. It will be advisable to draw the bowsprit in-board to avoid losing it when the boat pitches. If the boat requires a jib, the very smallest and stoutest head-sail available should be chosen. If the rig be a two-masted one, or if there be a mizzen, the mainsail should be lowered, and the boat may be sailed under a foretopsail and mizzen ; or, if preferred, these may both be lowered and the little craft may be sailed under a close-reefed mainsail, or a trysail, if there be one on board. Careful attention should be given to the boat's trim, and there should be no weight permitted in the bow, nor any in the extreme end of the stern. The ballast should always be judiciously disposed amidships, and firmly secured, so that no part of it can possibly shift though the boat should lurch ever so heavily. In heavy weather the boat should not be sailed too close to the wind, nor the sails trimmed too flat. It is in heavy seas that the advantage of being able to trice up the main- tack is most apparent, and the boat may be generally eased by so doing. Let us suppose a crew of six persons in a boat caught in a gale of wind, and no harbor available, except one some miles dead to windward. The rig of the boat is mainsail, fore- staysail, and jib, a very serviceable rig for sea service. As there are indications of an increasing gale, take in the forestaysail, luff up, and close-reef the mainsail, putting in each reef separately and tying the points singly. The jib- sheet must be hauled a-weather while reefing, the mainsail. SAILING DIRECTIONS. 167 after which run in the bowsprit and set the very smallest jib available. The man at the main-sheet should keep it clear and be ready to slack it in an instant. The waves are now running high and the boat pitching heavily. Try her cautiously to windward, loosing or luffing her a bit as the approaching waves meet her. Have a hand by the main-sheet and another by the jib-sheet, while the others are down on the boat's floor to windward, excepting the skipper, who remains at the helm, carefully watching the threatening seas. In luffing to the heavy seas the least motion of the tiller will suffice. Be very careful not to allow all headway to be lost, or the boat will not obey the helm ; take advantage of the "smooth," which usually follows these heavy seas, to get good headway in ; keep her full on at it, and only ease the helm on the approach of a heavy sea that threatens to engulf the bows ; then luff into the very crest of the wave, which will check the boat's way for a moment, and headway must be regained by instantly bearing up a trifle to fill the sails and prevent the boat getting into the trough of the sea. RIDING OUT A GALE, Should the gale come on very weighty, and the sea increase so much that the waves are likely to break into the boat, it will not be prudent to continue working to windward, and the boat must be laid-to. A drogue should be used, or a sea-anchor rigged, to break the force of the sea and make a lea for the boat to ride in. Either the jib and forestaysail, or the jib alone, according to the type of boat, may be used to lay-to under. Some boats lay-to nicely under a close- reefed mainsail, with, perhaps, a small piece of the forestay- sail showing just to windward of the mast. As a general rule, any attempt to force the boat ahead will be very dangerous, and attention must be directed to keep- ing her afloat. A raft may be made of spars, oars, and sails. 1 68 SAILING DIRECTIONS. the latter only loosely bound to the spars, and the whole attached to the boat's pointer. This raft being cast over- board, the line should be veered out, say ten or fifteen fathoms, and the boat allowed to ride to leeward of it. With good sea- men a boat may thus ride out a severe gale of, perhaps, several days' duration. This contrivance may be made use of whether the boat be laid-to under small sail or without any sail. If a weight be suspended from the clew of one of the sails, the drift of the boat will be resisted. In shallow waters the raft may be anchored and the boat will still ride in safety. When all has been done to keep the boat afloat, and to ride out the gale, the crew should button their coats, harden their hearts, and patiently await the return of good weather. The best sails to lay-to under must be determined by each particular type of boat by experiment. A ship's long boat has been known to lay-to under a close-reefed mainsail, with a bucket veered out twenty fathoms ahead, and ride out a gale of seven days. BOAT RACING. Before the starting gun is fired every man should be at his post ready to perform his allotted duty ; for after the signal every moment's delay is a moment lost. The boat that can sail fastest to windward is generally considered to be* the best boat in sailing matches. Every man who aspires to the helm in a sailing match should be an expert in the art of boat- sailing. When putting the boat about, the helm should be eased down slowly and steadily, so that the boat may shoot ahead in stays. Many races have been lost by carrying too large a jib on a wind, and as many more by carrying large top- sails, when, with a jib-headed topsail and a smaller jib, the boat would have eaten to windward in a creditable manner. In reaching, sailing large, or running, however, a boat should be allowed all the sail she can stagger under ; so set balloon-jib and topsail as large as the weather will allow, always having a judicious regard for the safety of the spars. SAILING DIRECTIONS. 1 69 As soon as the sails are properly set, sheets trimmed, and the gear coiled, clear for running. Every man on board a racing boat should sit or lie down, and should so remain until ordered to move by the skipper. In working to windward in a race, considerable advantage may sometimes be obtained by the execution of various little nautical manoeuvres, which can be learned best by practical experience, and cannot readily be acquired from books. When there is abundance of sea-room, there is less chance for the display of skill in manoeuvring, but in rivers, narrow channels, and tideways, every move of the opponents should be carefully watched, and every chance for gain embraced. SAILING ALLOWANCES. The New England Yacht Racing Associatian adopted, in 1884, a comparison by length, the length used being obtained by adding one-fifth of the after overhang to the length of the load water line. Time for difference in such "sailing length" is allowed ^ according to the Herreshoff Table, compiled by Mr. N. G. Herreshoff, a member of the Boston Yacht Qub, and used, we believe, for the first time in the races of that Club. To> reduce a yacht's " actual time " over a course to " corrected time," by which the relative merit may be determined, find in- the table the number of moments and seconds corresponding to the ''sailing length" of the vessel, and multiply it by the distance sailed in miles. Subtract this product from the actual time in which the course was made. 170 ADVERTISEMENTS. -^ S THE 4 ATLANTIC t WORKS, ^ EAST BOSTON, MASS. OPPOSITE NAVY YARD. 4 Builders of Steamships, Tug Boats and Yachts, in Steel, Iron and Wood. Marine Engines, Boilers, Tanks, Etc. Repairing of all kinds. INDEX TO ADVERTISEMENTS. Murphy Varmsh Co. Edward Burgess E. B. Vannevar & Co. . C. A. Campbell & Co. Maverick National Bank American Ship Windlass Co. The Standard Furniture Co. French Brothers F. P. Snyder .... Williams, Page & Co. The Lockwood Manufacturing Co. H. V. Partelow & Co. . Atwood's Cafe A. J. Wilkinson & Co. . » . Standard Bottling and Extract Co, Consolidated Fireworks Co. American Steam Gauge Co. . H. Hamblin Lewis Wharf Tow Boats Fall River Marine Railway Co. Robert Miller & Co. . . George Lawley & Son Corporation C. A. Perkins . . . . Charles Hallett & Co . . George Lawley & Son Corporation PAGE. Front Cover. Back Cover. I I 4 8 105 107 107 109 II I III 113 115 117 119 119 119 121 123 123 125 125 127 IJ2 INDEX TO ADVERTISEMENTS. James H. Paine & Son . M. Carbee & Co Boston & Lockport Block Co. Marine Insurance Co. of London Boston Safety Vapor Stove Co. Suffolk Trust Co. T. F. & W. W. Taff Desk Exchange King & Morse . Alfred Hale & Co. E. L. RowE & Son . New York and New England R. R. Andrew Mills . Louis P. Hager S. Appel & Co. T. Haggerty Chandler & Barber Kelly .... Murray & Tregurtha William Bishop James H. Tarr HiGGINS & GiFFORD The Atlantic Works F. K. Kingman . The Financial and Commercial News Alfred B. Sands & Sox PA.OE. 127 127 129 133 133 135 137 139 139 141 143 143 145 145 147 147 155 ^S7 159 159 170 173 173 174 ADVERTISEMENTS. 173 F. K. KINGMAN, Yachting t- Outfitter, 96 Commercial Street, Boston, Mass. o ^ en • 1— I s OS J-H CD CD I— ( c SO "S a; :^ .S H 1^^ S SHOUIiO READ IE FINANCIAL AND COIERCIAL NEWS. 12 PEARL ST., BOSTON. ALBERT C. SHERWOOD, Editor and Proprietor. 174 ADVERTISEMENTS. PATENT Funp " W/iTER " Closet, For Yachts, Launches, Pilot Boats, Etc. For above or below vrater line. PATENTED AND MANUFACTURED BY ALFRED B. SANDS & SON. MANUFACTURERS OF Yacht and Ship Water Closets, Bilge, Tank, Deck, Sink and Basin Pumps, Galvanized Iron and Copper Tanks, Hand and Deep Sea Leads, Brass and Copper Ventilators. 134 Beekman Street, New York. YACHT PLUMBING A SPECIALTY. EBVARD ByRSESS. »^ * * SEARS BUILDING, BOSTON, MASS. * * Designs and N3pectfioations prepared for alt classes of >3feQni and 3«iling 3^ip3, Coaster^, Pt<^f)ermen, Pilot I^oats, and M:act)ts. ^acf)ts of all Classes For ^aiz* CABLE ADDRESS, ■"burgess, boston."