the course, the times at the finish beingSatanita ih. 42m. 15s., and Valkyrie ih. 50m. 30s. As Satanita allowed Valkyrie 2m. 5s., she beat Valkyrie on corrected time by 5m. 1OS. This victory was very gratifying to South country yachtsmen, as the winning yacht was designed by Mr. Soper, a Southampton man.

Next day there was a good deal of hypercritical rubbish printed in the English newspapers about the mishap to the Navahoe. The Times was especially severe and contemptuous, implying that she was practically useless in a stiff

breeze.

On August 4th, with her repaired gaff and mainsail and looking as saucy as ever in spite of the caustic and rather unjust and unsound criticisms of the British press, the Navahoe started in the regatta of the Royal Yacht Squadron, over the same course as that of the day before; her adversaries were Satanita, Valkyrie and Calluna. The wind was light from the southwest, and there were frequent showers of rain making it dull and unpleasant for the spectators. As the Prince of Wales is Commodore of the Royal Yacht Squadron, it was a matter of regret that his cutter could not compete because of her sprung mast.

The starting gun was fired at 10 A. M., and the yachts crossed the line thus: Calluna, 10h. 358., Satanita 10h. 50s, Valkyrie 10m. im., and Navahoe 10h. Im. 40s. The pilot of the Navahoe seems to have made several errors of judgment during the day. Before the first round was finished the wind increased and heavy rain squalls prevailed. The Navahoe is reported to have made two tacks under the land while the others only made one, thus causing her to lose considerably. The first round was concluded as follows: Satanita 12h. 25m. 448., Valkyrie 12h. 26m. 5s., Calluna 12h. 28m., and Navahoe 12h. 29m. 35s. The Satanita kept her lead, the times at the finish being: Satanita 2h. 31m. 56s., Valkyrie 2h. 33m. 455., Calluna 2h. 35m. 56s., and Navahoe 2h. 38m. IOS. On corrected time, Satanita beat Valkyrie by 4 seconds only.

Here is an extract from an English newspaper, which gives a fair idea of the nature of the comments on the behavior of the Navahoe:

"The performance of the Navahoe was a source of amazement to yachtsmen and to other spectators who saw how she acted under the heavy wind. At times her canvas seemed to be lying almost flat on the water, yet she righted herself with ease. Her terrific heeling is a subject of much conversation in yachting circles."

This was cabled across the ocean and led to a sharp reply on the part of John B. Herreshoff, head of the company at Bristol that designed and built the boat. In an interview he pointed out that it was absurd for the London Times to say that the Navahoe was unmanageable and that her sails must be clipped. He said that in her trip across the rough water of the wide Atlantic she at no time became unmanageable, and asked if it was at all likely that she should contract that habit "in the sheltered waters where the English yachtsmen sail their races.

"In the Royal Yacht Squadron race," he added, "the Navahoe finished last because her skipper made two tacks while the other three boats made but one. In the race for the town prize the mishap which befell the Navahoe was to her mainsail. The canvas was not strong

enough for the stiffness of the boat in the increasing breeze."

Mr. Herreshoff said also that the Navahoe was not an ideal racing craft by any means. Mr. Carroll had called for a boat which he might use as a cruiser, and this, in spite of the fact that he had been warned that the type of yacht he would be obliged to meet was far different to the old timers. He had advised Mr. Carroll to have a boat of a deeper draught, but he would not be persuaded. În comparing the Navahoe with the two cup defenders his firm had turned out, he remarked significantly that the Colonia and the Vigilant were racers.

Mr. Archibald Rogers, the managing owner of the Colonia, took a sailor-like common-sense view of the matter. These are the characteristic words he said. They are worthy of preser

vation:

"The Englishman who cabled that matter does not know a yacht from a coal scow. I think the Navahoe is a splendid success. She is a new yacht, quite untried, and went over to England, and in the first race beat one of the fastest of their boats-the Satanita. In the second race she did not do so well, and her alleged failure in the town prize was merely the result of an accident which may happen at any time.

"To break the jaws of the gaff is one of the commonest of mishaps, and it seems to have been forgotten that some of the English boats also met with accidents. The Calluna broke her gaff and tore her mainsail, and the Britannia is laid up awaiting a new mast.

"I believe that as soon as the Navahoe gets in proper racing trim and her skipper more accustomed to the waters, she will show the Englishmen what sailing is."

The next race in which the Navahoe took part she was more successful. It was the regatta of the Royal Southampton Yacht Club, and was sailed on August 5th. The Navahoe's only opponent was the Calluna. The course was from Netley to and round a mark boat off Lymington, thence to and round the Warner lightship and back to Netley, a distance of fortytwo nautical miles. The Britannia, which had sprung her mast on the previous day, was unable to compete, to the general disappointment of all lovers of the sport. The Prince of Wales' craft had been chosen to sail against the Navahoe in all the contests for which she has issued challenges, and thus it was hoped that she would be able to meet her on every possible occasion. As before, a number of excursion steamers and yachts accompanied the yachts over the course. The wind blew stiff from the southwest and the weather looked so threatening that single reefs were taken in. The start was at 10.45 A.M. Under working topsails and spinnakers the first leg of the course was sailed over, there being little perceptible difference in the speed of the two yachts. When they hauled on the wind, however, the Navahoe out-pointed and out-footed her adversary. At the mark boat off Lymington the times were: Navahoe 12h. 36m. 30s., Calluna 12h. 39m. 18s. From this point it was a reach to the Warner lightship. The Navahoe set her big balloon jibtopsail, which set magnificently and rather surprised the English. The wind began to get lighter, and in a jiffy the Navahoe's reef was out and the sail hoisted with

This victory was quite encouraging to the admirers of the Yankee craft. The London Field, which has always regarded the mission of the Earl of Dunraven as a sort of wild goose chase, in its issue on the following day made these few pertinent comments, thus preparing

its readers for a defeat in October:

'Given a steady breeze, either the Valkyrie or Britannia can beat the Navahoe by at least five minutes over a fifty mile course. Her want of stiffness, compared with that possessed by English yachts, renders her present performances uncertain. She will be a wonder in light breezes.

'We know nothing as to the relative merits of the Navahoe compared with the Jubilee, Pilgrim, Vigilant and Colonia. If any of these are superior to the Navahoe, as the New York press asserts, there is not one among them that the Valkyrie could beat. There is a strong feeling here that the Valkyrie will be sailing after an ignis fatuus in New York Bay, and that she might just as well stay at home. But surely it will be well to know how much better the American machines are than our yachts in a fair stand-up fight. We shall always remember that the Valkyrie sailed on her own bottom to New York. If she is beaten by the shallow bodies of the fin-bulb-keelers we shall not take it to heart much."

Apropos of the "fin-bulb-keelers," as Dixon Kemp calls them, the genial Lieutenant Henn, of the Galatea, who is so popular among New York yachtsmen, has a similar antipathy and contempt for them. In a letter to a friend in this country, devoted chiefly to praise of the Valkyrie and the admirable way in which Captian Cranfield handles her, he relieves his mind on the subject as follows:

"I have a 19-foot one-rater called Tarpon, which is a fast little thing and can hold her own with everything except those bulb fin' monstrosities, which ought to be confined to Davy Jones's locker or else broken up. I predict that before long some legislation will be brought

forward to exterminate them.

44

Lord Dunraven's new twenty-rater, the Deirdré, is so shallow it is impossible to stand upright in her except in the lavatory-every other good quality sacrificed to speed. Useless traps; the moment they are outbuilt good for nothing."

Lieutenant Henn's "tin frigate," Galatea, is so seaworthy and comfortable that he cannot help despising and disparaging the modern racing machines, but it has been demonstrated long ago that it is impossible to unite the two incongruous qualities of a comfortable cruiser and an invincible racer in one boat. The lessons of the English season teach us that the Valkyrie is the best fine-weather boat, but that in a strong reefing breeze, such as on the occasion of the first day's race of the Royal Ulster regatta, the Satanita can walk away from the others in rattling style.

Patriotic Americans may be assured that the harder it blows on the days of the races for the America's Cup the better are the chances for that trophy remaining on this side of the Atlantic.

The London Yachtsman gave its impressions of the Navahoe on her arrival in the Solent as follows:

"The chief yachting event of the week here has been the arrival of the American yacht Navahoe, which came up from Cowes on Wednesday afternoon, and dropped anchor at the Itchen buoys off Crosshouse. Here she

at once commenced divesting herself of her jury rig, which consisted of a stump bowsprit and topmast and short boom, preparatory to shipping her huge racing spars, which have been waiting here for about three weeks, having been brought over by the Inman liner Berlin. The passage from Boston to Cowes is reckoned to have been made in eighteen days nineteen hours. The Navahoe, which is built of steel, has of course been an object of great curiosity to Itchen-siders. Her huge mast is a marvel in the way of sticks. Standing on deck one cannot but be struck with her enormous beam, yet elegance of form, and a glance up her enormous mast to hounds is something to take one's breath away, and to lead to a feeling of wonder as to what the ship will look like when fully rigged. The saloon and cabins, access to which is gained by a mahogany brass-railed staircase-not an ordinary companion ladder-are elegantly, but not expensively, fitted, white being the prevailing color, with delicate cretonne upholstery and electro-plated fittings. She has a bathroom which would do credit to a small ocean liner. Her main cabin is a noble apartment, and has ample headroom for even a tall man. The ladies' cabin, which is on the starboard side, is also a fine room. She has staterooms right aft, and these were cram full of canvas in the voyage across the Atlantic. Her forecastle makes ud sixteen berths, and looked at from a short distance, Navahoe appears above the waterline, perhaps more like Satanita than any other of the English quartette."

He

The first visitor to spring on the deck of the Navahoe was Lord Dunraven, who gave the American yachtsman a hearty welcome. was followed by several other distinguished amateurs. There wasn't much to tell concerning the voyage, which had been comparatively uneventful. All hands on board were well, including the owner's charming wife, who enjoyed the trip hugely. During the first eleven days out the yacht encountered aggravating head winds. On June 26th the boat was hove to in a head gale, and only made thirty-seven miles. The log gives the following distances each day:

Miles

205

194

140

238

250

.. 206

256 210 253

Mr. Carroll had rented a house for the season at Cowes, and opposite this the Navahoe was anchored. Both Mr. and Mrs. Carroll have been quite popular among the Isle of Wight residents.

The German Emperor, since he purchased the Thistle (now Meteor), has taken great interest in yachting matters. During the Cowes week, in which Navahoe sailed her maiden race, he was very much in evidence. One day he sailed on the Britannia, lent a hand at the spinnaker halyards and the mainsheet, took a trick at the tiller, and showed in other ways what a good sailor he is. He has presented the Meteor challenge gold shield (to which American yachts, however, are not eligible) and to the Imperial Yacht Club, of Kiel, a Hohenzollern prize, to be awarded annually at the club's regatta. The conditions of entry are that every competing yacht be built within the year since the last race, in a German shipyard, from German materials, and from a German design. According to the size of the victorious yacht the value of the prize would be 4,000 marks, 3,000 marks or 2,500 marks.

The Meteor has met with little success as a racer this season. In the contest for the Queen's Cup, open only to craft owned by members of the Royal Yacht Squadron, and which was sailed on August 1st, the Valkyrie came in first, but was disqualified for having rounded the Bullock buoy on the starboard hand instead of the port. The Britannia was second and the Meteor third. The Meteor had the great good luck to beat the Britannia on time allowance, and she was therefore awarded the Queen's Cup, much to the delight of the Emperor. The Meteor beat the Iverna in a private match on August 4th.

The cruise of the New York Yacht Club, which began on August 7th, was looked forward to with immense interest. The Herreshoff center-board, Vigilant, whose underbody of bronze has attracted so much attention, was hauled out at City Island to prepare for it. There her hull was burnished till it shone like a mirror. Her new hollow boom and gaff were shipped and the last finishing touches put to her toilet. Mr. C. Oliver Iselin, who has the boat in charge, is assisted by Mr. E. A. Willard, Vice-Commodore W. Butler Duncan, Jr., N. Y. Y. C., and Mr. Herbert C. Leeds, of Boston, all good amateurs.

The Herreshoff keel boat Colonia was hauled out at Downing & Lawrence's railway, South Brooklyn, and got in thorough condition for the cruise. Previous to this both she and the Vigilant had been well "tuned up," their trial spins being many and interesting. In a northwest breeze in the Sound on July 23d, when the wind was so violent that it forced big coasting schooners to reef, the two Herreshoff cup defenders were out and made capital weather of it. The Colonia sailed to the eastward with a whole mainsail working gaff topsail and her three headsails. She left Bay Ridge at 8 A. M. and was at her anchorage in Newport at 6 P. M., the distance being 140 nautical miles, her average speed being 14 knots an hour. Mr. Harold Sanderson, of the yawl Nonpareile, which was threshing to the westward from New Haven to Larchmont under mainsail jib and forestaysail, described her as "" traveling like a steamboat and standing up like a church.' The Colonia's time between New London and Newport was 2 hours and 30 minutes.

The Jubilee and the Pilgrim, the Boston finkeels, were being tuned up all July in readiness

for the forthcoming races. Each seemed to avoid the other as though there was a marked disinclination for a test of speed. There is much rivalry in Boston as to the relative merit of these two craft. The Pilgrim is the product of popular subscriptions rather than the property of a wealthy syndicate, as is each of the Herreshoff cup defenders. General Paine is understood to be the sole owner of the Jubilee.

There was a queer story circulated during the first week in August, to the effect that the performance of the Jubilee had been so disappointing that General Paine had determined not to sail her in the trial races which begin on September 7. This yarn-for so the general characterized it-created rather a sensational surprise until it was authoritatively denied. Of course the Jubilee was at that time an experiment like the Pilgrim, and if she did not in the month of August justify the promise of the many good qualities she developed in her early spins the general said he might not enter her. At this writing it is impossible to form an accurate judgment of the two Boston yachts, but it is to be hoped that in the interest of sport the bulb-fins and the two Herreshoff craft may appear on the line when the signal for the start in the first trial race is made on September 7th.

There is one thing to be said about the bulbfins and that is that their designers were so satisfied with them that very few alterations were considered necessary, and these were all of a minor character.

The Vigilant was out in the same blustering blow. She carried a whole mainsail, forestaysail and jib. After sailing very satisfactorily in the spiteful puffs and demonstrating her ability to stand up in them, her mainsail was torn, and she put back to her anchorage under jib and maintrysail. The most bitter critics can say nothing derogatory to the "stiffness' of these two racing yachts. In this the first strong breeze they encountered they gave ample evidence of their stability.

The cruise of the New York Yacht Club this year was of exceptional interest, from the fact that the four cup defenders, Colonia, Vigilant, Pilgrim and Jubilee were expected to take part in the many interesting events to which they were eligible. Another reason was that a new commodore was in command, and a new commodore always has a certain amount of fascination to the majority of yachtsmen. And as E. D. Morgan had arranged to signalize his first cruise by the presentation of a cup for schooners, and another cup for sloops, cutters and yawls, to be sailed for on the day of rendezvous at Glen Cove, a big fleet gathered to salute the flagship May and witness the race.

The morning of August 7th gave promise of fine sport. It was as clear as a bell and a bully breeze was blowing out of the northwest. There was already a goodly fleet at the rendezvous and of course the squadron was bound to swell as it cruised eastward. Many yacht owners are opposed to Glen Cove on general principles, because as a rule calms are more frequent there than racing breezes. To these New London offers more alluring attractions, and in that famous old yachting resort was assembled a big contingent of the squadron, both steam and sail, waiting for the Commodore to come along with his flagship.

The excursion steamer Taurus, chartered for the occasion by the New York Yacht Club, had a large party on board anxious to view the race that had been arranged purely for their pleasure. Non-yacht-owners belonging to the club have few opportunities of seeing the yachts at a rendezvous, but of late years it has been the custom to provide a steamboat for the accommodation of members and their guests. This year there was a race in addition to the other spectacular attractions, so the company on the Taurus was unusually large. The fair sex was well represented. The New York girl delights in yachting and never looks so saucy or so bewitching as when clad in nautical costume. I am old and gray and grizzled, my brethren of the sea, and ought not to think of such vanities, I know, but the sight of a pretty girl in a yachting suit always sets my old pulse a-beating and makes my heart throb as it did half-a-century ago.

But as I was saying there was a splendid fleet at Glen Cove. Visitors had an opportunity of comparing the foreign built steam yachts, May and White Ladye, with some craft of home production, the result being the unwilling admission that the English know how to turn out handsome steam craft. Another British boat excited some admiration. It was the Queen Mab, designed by George L. Watson, whose experience in a Bermuda hurricane had given her a bold advertisement. She is certainly one of the prettiest yachts that ever crossed the ocean, and shows that her gifted designer has high artistic perceptions.

But what the visitors wanted to see was how the cup defenders looked. Only two were on hand, the Herreshoff craft Vigilant and Colonia, but they were worth going miles to see. With their enormous rigs and great clouds of canvas surmounting their low rakish hulls, they made charming marine pictures. Old sailors almost held their breath as they gazed on them and wondered how they managed to carry such an enormous spread of sail.

The northwest wind made merry music, and as the puffs smote these two big racing sloops they heeled over with consummate grace till the water gurgled up in the lee scuppers and there was a snowy wave of foam on the lee bow as the sharp cutwater cleaved the green water, and a shining furrow of sparkling wave drops marked the glory of their wakes. It may be said, without exaggeration, that the interest of the day centered on these two boats which were to engage for the first time in friendly strife. As usual there were two factions afloat. devotees of the centerboard pinned their faith on the Vigilant, while the advocates of the keel type were almost vehemently in favor of the Colonia. There was an array of nautical talent aboard the Taurus and when such experts as Commodore Center, Joseph Elsworth and Secretary Oddie get together, the conversation is generally worth listening to.

The

As I remarked before, the race of surpassing interest was that between Vigilant and Colonia but there were two other boats in the sloop class concerning which there was a good deal of curiosity. The Queen Mab, the very latest embodiment of Watson's scientific ideas about centerboards, was entered, and against her was sailing the fast sloop Hildegard, with an oldfashioned centerboard of American type. The

British boat is one of the most successful yachts designed by Mr. Watson, her winnings last season reaching the handsome total of £1,187. I hear, on pretty good authority, however, that her centerboard was rarely used when racing on the other side of the ocean. Thus these two craft, which were to sail in the same class as Colonia and Vigilant, were looked upon as possible lesson teachers.

In the schooner class there were nine entries -the Constellation, the largest modern centerboard yacht afloat; the Lasca and Ariel, both from the board of A. Cary Smith; the Alcæa, a woeful failure last year; the Dagmar, formerly the sloop Titania; the Emerald, designed by Wintringham; the Ramona, Marguerite and the ocean racer Coronet. Here was a class that promised magnificent sport, and would have compelled the closest scrutiny had it not been for the superior attractions of the cup defenders.

The course was from a markboat one mile and a half west by south from Mattinicock Point buoy, thence to and round a stakeboat three quarters of a mile south from the bell buoy on Green's Ledge, Norwalk Islands, thence to and round a stakeboat three quarters of a mile north from Lloyd's Point buoy, and back to the starting place-26 miles in all. As the wind was northwest there was no windward work. All marks were to be passed to starboard. It was a reach to the first mark 121⁄2 miles, another reach to Lloyd's Point 4 miles, and a close-hauled stretch of 91⁄2 miles to the finish,

The Regatta Committee, Messrs. Nicholson Kane, Irving Grinnell and Chester Griswold, were on board the flagship May, from whose bridge the starting gun for the single-stickers was fired at 12h. 25m., the Queen Mab being the first to cross the line. The start for schooners was five minutes later. The official times follow:

The Vigilant broke out her small jibtopsail as she crossed the line and set a balloon foresail. She passed the Queen Mab like a race horse, and seemed to be developing a great burst of speed. All the yachts carried working topsails and heeled well over to the freshening breeze. Colonia was fast chasing the Vigilant. Twelve minutes after the start a vicious gust smote the Vigilant, whipping the topmast out of her and snapping off the bowsprit a few feet outside the stem. This mishap put her out of the race and left Colonia a walk over. The crippled Vigilant let go her anchor, cleared away the wreck and later on was towed to Piepgrass' yard, at City Island, for repairs. The same squall split to tatters the Coronet's maintopmast staysail, which was soon replaced by a smaller sail.

The Colonia rushed past her disabled adversary with her lee rail nearly awash and quite a

heel on. For prudent reasons the jibtopsail was dowsed to the breeze, and not a moment too soon, for the puff carried away the Coronet's jibtopsail, which blew in rags far to leeward.

With the Vigilant out of the contest all attention was now riveted on the schooners. The Constellation, which is twenty feet longer on the water line than the Colonia, hunted the Herreshoff boat in vain, to the immense surprise of all who thought that with the wind abaft the beam the big Burgess schooner would have by far the best of it. The Ariel and Alcaa were at it hammer and tongs, the former seeming to stand up to her work better than the other.

The times of the leaders at the first mark

Ariel was not measured, but it is thought she is the winner of the cup for schooners. Colonia won the cup for sloops, and immediately after the race was towed to Newport, where she was fitted out with new and stouter bowsprit shrouds, the accident to the Vigilant having given Mr. Rogers reason to be on his guard against a similar mishap. The Queen Mab went over the course in 20m. 47s. less time than the Hildegard, and in a fresh breeze is doubtless her superior. Dauntless, Mayflower and Loyal were also entered in the schooner class, but did not start.

It will thus be seen that the cruise of the New York Yacht Club began in a brilliant manner, and arguing from the experience of the

first day, optimistic hopes for a succession of good luck were indulged in. The fleet lay at anchor all night at Glen Cove, the brisk northwester meanwhile dying out.

At dawn on August 8th the water of the Sound was smooth and oily as a mill-pond, and there wasn't the faintest breath of air. The sun rose, and the day promised to be a scorcher. It was noon before there was the slightest symptom of a breeze, and the little there was came out of the southeast.

The run was to Morris Cove, and the starting signal for sloops was given at 12h. 15m., the handicap time being five minutes later. Sixteen single-stickers" started and eleven were handicapped, the five timed being Queen Mab, 12h. 16m. 25s.; Jessica, 12h. 18m. 55s.; Bedouin, 12m. 18m. 56s.; Gracie, 12m. 19m. 21s., and Crocodile, 12h. 20m. oos. The starting gun for schooners was fired at 12:20, and the handicap signal at 12:25. Not one of the fleet of twenty-two got over in time, so all were handicapped." They were Dagmar, Marguerite, Loyal, Alcæa, Shamrock, Viator, Ariel, Neara, Gevalia, Lasca, Mayflower, Constellation, Fleetwing, Emerald, Yampa, Palmer, Dauntless, Atlantic, Coronet, Brunhilde, Fortuna and Ramona.

It was little better than a drifting match, the wind being fluky all the afternoon. At one time you would see the whole fleet close-hauled, and at another with spinnakers hung out, wooing ineffectually the coy and wayward wind. Many of the yachts did not finish until long after midnight, and the Regatta Committee had a tedious time of it waiting for the fleet to come in. The Constellation won the squadron run prize for first-class schooners, beating the Dauntless 1h. 35m. 22s., corrected time. Alcaa redeemed herself by winning the prize in the third class schooners. She is quite fast in a calm. She led the fleet into Morris Cove. In the same class Lasca took second prize. Ariel won in the fourth class schooners, beating Dagmar 2h. 8m. 2s. In the fifth class schooners Neara was the conqueror. Huron won in the third class sloops, Hildegard in the fourth, beating Queen Mab 23m. 11s. on corrected time, the Britisher being a poor drifter. The Wasp and the Eclipse were victorious in the fifth and sixth classes of sloops. It might be as well to add that none of these victories had the slightest significance. It was pure luck throughout.

Next day, August 9th, opened with a light westerly wind. The fleet was at anchor in Morris Cove and the outlook was not bright. Sailors whistled for a breeze and wanted to know who was the Jonah. Some of them scraped the mast and went through some magical rites with a bottle and a glass in the hope of raising the wind. The flagship, May, steamed outside the breakwater to be in readiness to start the yachts. A faint puff of wind from the westward aroused the spirits of all hands. The gun on the May went off with a resonant report at 9h. 40m. It was the signal for the start of the sloops and cutters, and this is the order in which they started: Bedouin, Wasp, Mariquita, Huron, Queen Mab, Zingara and Ka trina. Ventura, Eclipse, Rosalind and Gracie were handicapped. All had spinnakers

set.

All the schooners except Yampa and Ariel