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SEPTEMBER -26, Igor. THE MARINE RECORD. I HISTORY OF THE AMERICA’S CUP. ie Mr. F. Neville Piggott, writing in Sandow’s Magazine, has a succinct history of the America’s cup, which makes. appropriate reading’ as the great series’ of ‘ races begins to-day. Following are some extracts from his papef:- Over half a century has elapsed since a piece of silverware, of little intrinsic value, yet valuable beyond all price by rea- ’ son of its associations, was taken from these shores by our American cousin, and although many a small fortune has since been expended in the endeavor to bring the trophy back to Great Britain, these efforts have so far been, unsuc+ cessful. In the earlier contests for the Cup, the race was not con- fined to vessels chosen as the champions of their respective | countries, and it is only since 1887 that the rules were altered so that the race is restricted to one challenger and the defender. Originally known as the Hundred Guinea Cup, presented ‘by'the Royal Yacht Club, it was in August; 1851, that the name and destination of the trophy became altered, and became henceéforward the America’s Cup. On - the 22nd of that month, at the Cowes Regatta, the keel schooner yacht America, 170 tons, owned by Messrs. John C. Stevens and G. 1. Schuyler, of New York, carried all before -her, and won ‘from a fleet of fifteen British yachts, her nearest opponent, Mr. T.’ Le Marchant’s cutter Aurora, 47 tons, being over twenty minutes behind. The Cup thus won was presented by the owners of the America to the New York Yacht Club for friendly competition, any organ- ized yacht club of any foreign country having the right to compete, the Cup to become for the time being the property . of the club, and not‘of the members of the clit or owners of the winning yacht. The Cup: was allowed to repose ecabetility § in the posses- sion of its new owners for neatly twenty years after this, as it was not until 1870 that a challenge was thrown out by Mr. James Ashbuty, who sent his large schooner: Cambria, of 227 tons, across the Atlantic to do battle on behalf of England. This first attempt to bring back the Cup, how- ever, ended in miserable failure, for the Cambria was never in the race, which took place on August 8th, and in the re- sult was beaten by nearly forty minutes by the 97-ton schooner Magic, owned by Mr. J. F. Osgood. Nothing - daunted by his severe reverse, Mr. Ashbury in the following yéar put up another contest, being this time represented by the schooner Livonia, of 289 tons, with a water-line of 107 feet and 23 feet beam: The conditions on this occasion were to contest seven matches, the Livonia to be opposed by 4 yacht selected by the New York Yacht Club on the morning of edch race. In this series, decided in October, #871, Mr. Ashbury’s’ yacht was scarcely more successful than on the previous occasion. True she won the third race, but this was due to the fact that the schooner Colum- bia, which sailed the first ‘three’ matches’ and won the two previous ‘ones, cartied away ‘her steering’ gear. This was *Livonia’s’only victory, as the 3ro-ton schooner Sappho, ‘owned by Mr. W. P. Douglas, ‘won the foutth race by 30 mins. 21 secs., and the fifth and final contest‘by 25 min. 27 secs. we Apparently disheartened by these reverses, British yachts- men gave up the’ endeavor to “‘lift’’ the cup for awhile, the next challenge coming in 1876 frorti Canada, when the Royal Canadian Yacht Club sent over the schooner Countess of Dufferin, 138 tons, owned by Maj. C. Gifford, to oppose America’s best, which ‘on’ this occasion was the 151 ton “schooner Madeline, the property of Mr. J. S. Dickerson. Two ‘races sufficed ‘to settle the question of supremacy in favor of America, Madeline winning the first match, on August 1th, by 9 mirs.'18 sec., and the second, on the fol- lowitig day, by 27 min. 14 secs. © Canada, like the mother country, didnot relish feeling the sting of defeat. A fresh challenge emanated from the Bay of Quinte Yacht Club. America was represented ‘by Mr. J. R. Buck’s Mischief, whilst the Atalanta, owned and design- ed*by Mr. Alexander Cuthbert, did duty for Canada. The American proved much the fleeter yacht, as in the first race, on Nov. oth, 1881, she passed the winning point 31 minutes : 15 seconds to the good, and in the second and deciding race _ingreased ‘her: pa nseee at the finish to 36 minutes 54 sec- onds. . Phere was no race between 1881 and ‘1885, but challenges now fell thickly, aud in the latter year Sir Richard Sutton’s 80-ton'cutter, Genesta, was sent over to try and wrest the cup from its tenacious holders, She found more than her match, however, in the sloop Puritan, as the American boat proved successful in the two races contested, on Sept. r4th and 16th» by 6 minutes and 47 seconds and 2 minutes g seconds respec- tively. by Lieutenant William Henn, R. N., on behalf of the cutter Galatea, 171 tons, but she met with no more success than her predecessors, being beaten by. the sloop Mayflower, 174 tons, _the property of General Charles J) Paine, in the first race by 12 minutes 20 seconds and in the second by 29 minutes 48 seconds, the lists, defending the cup with the sloop Volunteer, 209 tons, against. the huge Scottish'cutter Thistle, of 253 tons, ‘Owned by Mr. James Bell, of Glasgow. Again the visitor had to come away without the cup, for the Volunteer won on both occasions with plenty to-spare. In October, 1893, Lord Dunraven came out with a chal- lenge, and with his cutter Valkyrie II, 106 tons, designed by Mr. G. L. Watson, came the nearest to securing the tro- phy of any of the challengers, He was opposed by Messrs. Iselin and Morgan’s sloop Vigilant. Lord Dunraven tried again. In 1895 he sent another Valkyrie, also. designed by Mr,, Watson, to represent him, and once more the cup nar- rowly escaped changing hands. In the first race Valkyrie III was beated by Messrs, Iselin and Morgan’s sloop Defen- der, 134 tons, by 8 minutes 20 seconds, actual time, but in the second race, on Sept. 11, the British yacht turned the tables on her rival, and won by 47 seconds, but the race was given to Defender on a foul. It is significant that in the next contest the American yacht was allowed to sail over the course alone, Valkyrie III withdrawing from the race after crossing the line. The next series of ‘races, which took place in Oct., 1899, must be fresh in the minds of every one. Rarely has such great international interest been taken in any sporting event as was evinced’ in the meetings of Sir Thomas Lipton’s sloop Shamrock, 144 tons, and Messrs. Iselin and Morgan’s Columbia, 145 tons. This race-is still fresh in the memory of all, together with the disappointing delays, lack of wind, fog, accident to oS Shamrock, etc., and the result is well known. And now has will probably be the greatest races in the history of yachting will begin today between Sir. Thomas Lipton’s Shamrock II and his old successful opponent, Columbia, £3085 ee PELEE ISLAND TELEGRAPH CABLE, A new cable has been laid between Pelee Island, Lake Erie, and the mainland, for the Dominion Government, under the supervision of J. F, Richardson, chief electrician of the C. P. R. Co.’s telegraph. There had been in operation a cable previously laid from the island to Point Pelee on the mainland, but owing to the rocky condition of the shore, it seldom stood the ice during one winter. This cable was taken up, and the bad portion taken out, nine miles of deep sea cable spliced on the good portion, and the renewed cable relaid more to the westward, where a sandy or clay bottom extends between the island and the mainland. The new cable and its shore connection to Leamington is 163/ miles in length, a somewhat longer mileage than by the old cable. There is 13% miles of line on the island. The maintenance of communication between the island and the mainland is of great importance during the winter time owing to the dangerous crossing for the mail. The cable and its land connection on Pelee Island are worked asa telephone circuit. Pelee Island is counted as one office, although there are.four telephone stations on the island, viz., at Pelee Island light, north dock; west dock and south end. Business is inter- changed with the C. P. R. Co.’s telegraph, the G. N. W. telegraph and the Bell Telephone Co., the rate being 25c. from Leamington. The line is in charge of J.McC.R.Selkirk, district superintendent of government telegraphs at Leam- ington, who is also agent for the Bell Telephone Co. ——— i ie Capt. James Barry, well-known tug man and harbor master of Chicago, died at his home in Chicago last week. He had been afflicted with tuberculosis of the lungs, brought on by exposure while attending to his duties along the river front. Last March he went to Las Vegas, N. M..,. but obtained no relief. Capt. Barry was a son of John and Johannah Barry, and was born on Wolf Island, off Kingston, Ont., 34 yearsago. His great-uncle was Commodore ‘‘Jack’’ Barry of revolutionary fame. In 1869 the Barry Bros. as- sembled in Muskegon and engaged in the tug business. In 1889 they came to Chicago and started the Independent Tow- ing Co., which was absorbed by the Great Lakes Towing Co. two years ago. Tn the following year the gauntlet was thrown down - - The next year (1887), saw General Paine again in, AUTOMATIC RELEASING HOOKS. One of the best and safest devices found in the equip- ment of vessels is the automatic releasing hook used on tHe lower blocks of boats davit tackles. Where boats are fre- quently lowered, or are always kept in readiness for so do- ing, these automatic releasing hooks are invaluable. THe falls are rove so that by letting go one tackle, the other will overhaul itself and the boat become detached without a one being lowered in her for the purpose of unhooking. © Whilea number of passenger steamers are fitted with this purchase, it is quite certain that a large proportion. still hold to the old fashioned stiff swivel hooks, much'to: the detriment of all concerned when boate., are: required ig be used. We have just received the following letter’ sent to ‘the manufacturers of this specialty: | & OFFICE OF Se TRANSPORT BURNSIDE, MANILA, P. I., Aug. 23, 1901 The Standard Automatic Releasing Hook Co., be Room roor, No: 17 State Street, New York; N. Vv." Gentlemen:—I have the honor to inform you that after giving your releasing hooks and gear a thorough trial, I take pleasure in stating that they : oe the best I ever saw. In connection withthe above Iwould remind you ‘that your hooks and gear have been given great tests, as this transport having been for the past eight months laying cable, it has been necessary to lower our boats both night and day, almost continuously. They have always worked like a charm, and I would not — go to sea again on any ship that did not use them, even if I had to buy them myself. I feel it my duty to recommend them to every ship. Respectfully, (Signed ) A. H. LAFFIN, Master U. S. A. T. Burnside. —_— oO oOo } LETTERS AT DETROIT MARINE POST OFFICE SEPTEMBER 25th, Igot. To get any of these letters, addressees or their authorized agents will apply at the general delivery window or write to the postmaster at Detroit, calling for ‘‘advertised”’ matter, giving the date of this list and paying one cent. Advertised matter is previously held one week awaiting delivery. It is held two weeks before it goes to the Dead Letter Office at Washington, D. C. Allen, Richard Liddell, John R. Bansbaugh, Fred, Simons Laforce, Joseph, Niagara Brand, Amos, Angeline Lyons, Bert, pe Me Bouille, D Moore, Capt. poAers Chateau, Capt. W, EH. Mudridge, Frank, Parnell Conlon, Mrs. Mary H., “Murphy, Bernard, Trevor A. B. Wilson Marcen, Annie, Garibaldi Campbell, Duncan Murphy, John t Falcon’ | Carroll, Frank Malone, Bernard J. Campbell, J. A. Murphy, Mrs, Anna Dortrance, Stanley-2, Sachem Minnie, L. C. Doty, W.S., Waldo Miller, Wm. H. Nicholas Donley, Edward, Bangor McKay, D. S., Iron: King Drew, Michael, Vanderbilt McLean, Wm., Gilbert Davis, Harvey, Manhattan McRae, John Re Elsa Walter, Waldo McLaughlin, John Erington, Thos., Zenith City McIntosh, M. T., Alaska Frazer, Richard_2, T. W. Niles, Wallace-2, Holden Palmer O’Neal, John-2 Francis, Chas. A., Watt Palmatree, Geo., Armenia Graham, T. M., Armenia Pratt, Joseph Good, Capt. J. Price, Mrs. John Goff, Chas. H., J. H. Owen Patton, James, Russian Gallagher, John—2, Hiawatha Pluke, Max, Chisholm Gonaw, James—2, Gardner Pecore, John, Maxwell Griffin, Frank, Harper Roether, Adolph Glendon, Thos.—2, Queen of Ryan, Joe West Ray, B. A., Vega Hyland, Edw., Queen of West Smith, Caroline Hendrickson, Miss E.-2, Snelgrove, Emmett W. Manda Sullivan, Pat, D. Houghton Stannard, Arthur A. , Saxon Smith, Herman, G. Stephenson Shanks, John Thomas, Wm., Eads Trowden, Frank VanNormer, J. Wescott, Michael—2, Sauber Warner, Louie D. Wallace, L. White, Bert, Bangor Williams, Sam, St. Paul Wescott, Earl Ae Trevor Wybrands, H. B., Matia F, B. DICKERSON, P. M, Od Hill, Will Hosner, Varn L. Hallom, Samuel, Angeline Irwin, William J.—2, Sauber Jamison, J. W., India Keith, D. ; Kennedy, Margie, Williams Kinney, Chas., Glidden Klein, Wm.-2, Lozen Kinney, A. W., Tilden Kettell, John B., Morley Lavier, John Lewis, Bert A jury has awarded Samuel Butterfield, of Detour, a verdict of $2,000 against the Arnold boat line. Butterfield claimed damages for injuries sustained four years ago, when a fender of the steamer Ossifrage fell and struck him. The company will appeal the case.