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Liditor's Ofice JUL 7 ‘83 Cambridge Mass “DEVOTED. ee ORs OR OF 05 On BERING AND VOL. V. NO 27. THE CLEVELAND YACHT CLUB. From the Cleveland Leader. The regatta to be held by the Cleveland Yachting Association was one of the best regulated and most interesting held here. Since the association was formed in Septem- ber, 1878, the interest in yachting watters has steadily increased until, from a few un- skillful members, and a yacht or two, it has grown to an organization to be proud of. with numerous beauttful and fleet yachts. The association has reached its present state of prosperity under the most trying cireum- stances; but the nucleus of itfwas composed of thorough lovers of legitimate sport, and all difficulties were surmounted. One thing which the association has had to fight con- tinually is the lack of accommodation for: their craft, there being. no place to keep them except in the dirty and unsafe slips. This diffeulty will soon be remedied, how- ever, by the completion of the breakwater, and then the association will grow more rapidly, and there will be more yachts here than was ever known in the history of Cleveland before. The luck of proper ac- commodation. for yachts is. the reason no association has been formed earlier in the. history of the city, and tie birth of the pres- ent association came-about in this wise: For years it had been a matter of open comment among these who had visited the harbors of other shies on the lakes, that Cleveland had fallen-iat’a Other néighbdors tn-utitizs ing her watere forthe enlivening sports of yachting, boating, and aquatics generally ; but it was not until a boat’s crew had re- turned from a pleasure trip, laden witha remembrance of many courtesies extended while on their way, that the formation of an association to reciprocate these kindnesses, und to build up a true spirit of brotherhood among yachtsmen was talked of. ‘The un- dertaking was nolight one. Notabove two dozen crait used for purposes of pleasure were to be found afloat, and these mostly hidden in obscure, muddy slips or beached when not in use, and generally rigged and manned in the most primitive fashion. One illustration will serve to show into what de- cay the nautical art had fallen. A club of land sportsmen in giving a picnic, added as one of its features a yacht race, to come off in view of the grounds. While a couple of yachts were tacking againsta head wind in order to reach the scene, a member of the regatta committee impatienty inquired why * the late ones did not “come straight in, not zigzag all over the lake so?” ‘The contest- ants themselves had to organize the race, and the trophy which had been provided, a 4x6 feet bunting flag—was carried away by the sloop Unique, of Cleveland harbor. Her owner, desiring to have more sport with his prize, offered it :8 « local championship emblem to be contested for under rules that would control them. -On Tuesday, Septen = ber 10, :he anniversary of Perry’s victory on Lake Erie, a committee was appointed to conduct the regatta, consisting of Frank Smead, chairman; Samuel Law, treasurer ; and Charles P. Smith, secretary. A course was laid out nearly triangular in form, the starting point to be abreast of the piers at the mouth of the river, the line running easterly till the sore w:s rcached near the foot of Dodge street; thence northwesterly to astuke boat set scaward about thre miles from the starting point, and finally rounding the water works crib, finishing at the starting point—making a course of about eight miles in extent. The prizes were ap- portioned into four lots, the winner taking the championship pennant and one-fourth of theentrance money; second got half of the remaining entrance money ; third, five- eighths, and thé fourth three-eights of the remaining quarter. In addition, a many handled tin cup waa given to the boat mak- ing the best second for slowness. George EK. Stewart, Dr. J. C. Cutler, and George W. Glines were the judges, and the race was called at 10 o’clock in the morning. One schooner-rigged yacht, the Stranger, owned by Samuel Law, started in the rave, and twelve sloops, which were the Silver Spray; 5. Law captain ; Chimes, W. P. Fran- cis and others, owners; Unique, Frank Smead; Gipsy, R. F. Bell, and A. ‘I’, Russel ; Carrio Be tees Master Harry, T. J. Provo, CLEVELAND, jr.; Orphan Boy, B. Lyman; ‘Trio, Topsy, Mora, Nomad, ané two others, The race proved 2 disastrous one, and would have inclined to discourage less de- termined mer. The bag all started in great shape, but, owing to a heavy squall, they were unable to’ make the finish, the outer stake boat having been blow froin its anchorage, ‘Three of the yachts, Orphan Boy, Mor», and Dolphin, went ashore dur- ing the gale which followed and were en- tirely lost, while numerous accidents hap- pened to others of the fleet. ‘The race was of course declared off by the judges and ata meeting of the contestants, held at Samuel Law’s boat house the same evening, it was decided to hold the regatta on the 19th of September, and the owners of the wrecked boats were allowed to enter others in their stead. It was.ut this meeting that the need ot conce) ted action among yacht owners and amateur boatmen was recognized and the idea of. an association to further and pro- ‘mote aquatic sports began to take definite shape. A committee consisting of Messrs. F. H. Smead, W. P. Francis, H. G. Phelps, Bernard Lyman were selected to carry the postponec regatta to a successful termina- tion, and furnish data which would tend to place the proposed association ona perma- nent basis. ‘I'hey were instructed to report their proceedings at a meeting held at Weckerling’s Hall, on Ontario street, on the Saturday. following the regatta, at which “fine” prizes Were also awarded ¢6 the win- ning yachts, whi¢h were the Unique, Chimes, Silver Spray and Gypsy. ‘The tin cup emblem went to the Alert. The association was formed at this meet- ing with the following officers: Frank H: Smead, commodore; W. P. Francis, vice- commodore; Henry Gerlach, rear commo- dore; Charles P. Smith, secretary; H. G. Phelps, treasurer; R. F. Bell, measurer. ‘The first executive committee consisted ot Charles P. Smith, chairman; Robert E. Pat- terson, Bernard Lyman, Robert E. Gill, Jr., and Samuel Law. A constitution and by- laws were adopted, and the association was thus established ; ts constant increase ever since, and brilliant prospects for the tuture, is a guarantee that it will be second to none in the country. SHIPBUILDING, PAST AND PRESEN’. Gath in the Cincinnati Enquirer. I was talking with a shipbuilder a few days ago, who gave me some very interest- ing information that I will throw much in the form it came to mein a conversation. We had talked sometime without ccming to anything that I remembered well till I final- Jy asked him how many tons the Mayflower had. “One hundred and eighty,’’ said he. “What was the average of the largest sailing packets that formerly went from New York to Liverpool ?”’ “They ran up to over 1,800 tons in the old Black Ball line, like the American ship Washington. which was built in 1848, and is still in service in New York harbor.” “What is the tonnage of the largest steam- ships now on the Atlantic Ocean ?” “They run up to 8,000 tons and more, or about forty-four times the size of the May- flower, which brought out the seed ot New England.” “Have the Americans accemplished much in shipbuilding?” “Yes, they revolutionized the world in sailing vessels, both in speed and in their uumber; revolutionized the world in apply- ing steam to river navigation, set Europe the example of the present style of war- ships, built the finest yachts, aid they build as good steamers of iron as any in the world.” “When was the first vessel built in Amer- fica?” “Tt is said that the first vessel built in the United States was the Virginia, built on the coast of Maine the year the State of Virginia was settled, and she was thirty tons and made regular round trips across the Atlan- tic. ‘his was seven years before the Unrest, or the Restless, was built by Adrian Rock in New York Bay. As early as 1629 the Massachusetts Bay Company picked our shipwrights chief of whom was Robert Moul- O., JULY 7, 1883. $2.00 Par ANNUM SINGLE Copixs 5 Cents, ton, and sent.them to New England. The old: st'name in American shipbuilding is Hollingsworth, and as early as 1635 Richard Hollingsworth built ships of as heavy ton- nage 23 300 tons.’’ “Who was the first patron of American shipbuilding. “Tt is recorded that the Rev. Hugh Peters, of Massachusetts, who was afterwards exe- cuted in England as aq regicide, preached sermons in favor of home shipbuilding in 1640. ‘Three years after that a man named William Stevens built ships of over 500 tons at Gloucester, Mass, Instantly the English clapped their Jaws, with which they had suppresred the Dutch cominerce, against co- lonial shipbuilding. ‘Pwice after that, in 1652 and 1660, the British multiplied their severities agningt our colonial shipping, yet it was carried on-in this Jost word at Salem and Rowley. We. began to build schooners at Cape Ann in 1814.” : “How many of the vessels trading between America and the rest’ of the world were owned by the Colonists: at the outbrenk of the Revolution ?” , “Only three-eighthe, and in a little more than 100 years, say 1882, foreigners owned 85-10%, or nearly nine-tenths of the shipping in American ports.” “When was the first American naval ves- sel built?” “In 1781, by Paul Jones, at Portsmouth, N.H. By 1791 the American tonnage had | Hcen to 500,000 tons, ox, nearly double that of the British in our waters. My. Jefferson pointed out, when be was in Washitigton’s Cabinet, the detoning.intluences on Ameri- can. commerce ot higher bounties offered by European. States.”’ ‘Did Fulton’s steamer ever go to sea?” “No. Necessity sent our first steamer to een. She wae called the -Phoenix, and built by John Cox Stevens, who was not allowed torun her in New York waters, because the legisJature had given Livingston and Fulton twenty years monopoly there, so the Stevens sent her around to the Delaware river, and she, therefore, made a sea voyage. Her commander was Robert Livingstone Stevens, son of her owner ?”’ “How early did the first British steamer begin to make regular trips?” “Five years atter Fulton’s, and she was called the Comet, and plied on the Thames river. Before she ran we were navigating the Mississippi river with steamboats. In 1809 Nicholas Roosevelt launched a boat at Pittsburg and went down to the Father ot Waters, and his wife,a Maryland woman, went with him.” “What was the first important packet line from America toa foreign port?” “The first native line of note was proba- bly that Stephen Girard and — Isaac Hazlehurst, of Philadelphia, called the Phil- adelphia, New Orleans, and San Domingo Line. Girard named his vessels the Vol- taire, the Rosseau and the Helvetius. The second war with England arose from depre- dations on American commerce. ‘The Amer- ican flag was the most prominent on the ocean, inthe carrying trade, from 1800 to 1850, and the fastest ship was the Baltimore Clipper?” “Who built Fulton’s first steamboat?” “Charles Brown, of New York, in the summer of 1807, and the vessel was origi- nally called the Catherine of Clermont, after Fulton’s wife, but the people called her the Clermont only. She had twelve berths, and the fare from New York to Albany was $7. It took her at least 39 hours to make the 150 miles.’” The other day a small sized colored man was roughly abusing a brother of color on Antoine street large enough to eat him up. After the abuse had continued for a long time without results a white man said to the party of the second part. “Why don’t you pick him up and mop the snow with his legs?’ “Waal, I was considering.’ If we havea fout [ shall probably be ’rested. If I’m rested ’my name will then be in de papers. If [ get in de papers de man up on Calhoun street who owns de house dat [ moved ont of inde night will know whar’ to find me an’ gently elucidate de informashun dat he wants de fo? months’ back rert.”’ AN AIR LINE LOCK, Fram the Chicago Tribune. I climbed down Saturday Into the tunne? under the Hudson River through which trains of the: ext decade are torun. The air-lock throvgn which the visitor must pas before reaching the workmen is go diflerent from all other. places in the world as. to merit a brief description. In a well on th: :hove I climbed down a ladder twenty feet or so, and there found, lying partly concealed in earth. a sort of hogsheud made of boiler-iron an inch thick. As Iwas looking at the uncanny thing one end of it mysterlously opened and swung inward, and a goblin voice said “Crawl in.” “I eflently obeyed, and the iron door quickly closed behind me. I: found myrelf with another human being who was attired in rubber as I war, and who had a candle. ‘Reudy?” he said, and turned a lever at his side. The inside of the little tube in which we crouched wag filled with ‘the most deafening whistle [ have ever heard, I knew that he was now filling the chamber with compressed air. Presently it began to press upon ny eyes, nose throat, and especi- ally my ears, whose drums seemed piereed as vith pins. ‘The candle went out, and we were lett in total darkness. ‘he shriek in- creased. ‘The presrure became very painful. [ touched the arm of the engineer; in faet Lcould not tor a moment help touching it, and he reversed. the lever for’a moment to relieve the pressure, presently turned it om agaly with the unearthely pel. 'This senea= tlon was strange. Croucked th ah iron tub with a stranger, in total darkness, under the earth, under the river for aught I know, ap- parently flying somewhere at the rate or about tive hundred miles a minute, feeling a terrible pressure on my eyes and ears, hot as Toph t, submerged in: a bewildering scream, and at the mercy of levers and mechanism of which knew nothing—it was very much as [once felt when up ina balloon. It seemed balf an hour that I was in there; it was seven or eight minutes, pro- bably, when the whistle suddénly faded away, the inner door opened, anu we crawled out into candle-light—the top of another wall that went down thirty feet further. Down this we climbed, and there were x score or two of men building the brick shel? of the tunnel. The air is about three atmos- phere, “thick,’’ so to speak, and it is sufficient. to keep the water back, so that the men ean dig uninterruptedly in the black mad. If the air-pressure were withdrawn for a minute the river would rush in and drown the whole party. Great care is observed and they are not afraid. Moreover, they seem comfortable and contented in there, and the contractor is not required to pay any advance on ordinary wages—tour dol- vars a day or so. ‘They come in and go out by the air-lock every day, but do not mind it. This is the most difficult part of the rive:—directly under the great steamers ly- ing at the wharyes. After watching the workmen a quarter of an hour we started out. On climbing to the air-lock we discerned another yell in it—the vell of evidently frightened men. “More new hands,” said my escort, and smiled. ‘The door swung open, emitting a yelp of pain and terror; a German laborer climbed out with a laugh. ‘A couple of green Italians,” he said. ‘They, were still yelling. One was lying on the b&tom of the concern. Shortly they looked up and peeped oul, or rather ip where we were. They positively refused to get out. The German covld not pull them out. They wildly scratched at the outer door and tried to open it--with an. air pressure of twenty-five tonson it! After much coaxing and wheedling, and bribing they still refused, and had to be taken back, we waiting outside, Then we got. in and took our ride back. In returning I did not feel so much as if severt strong men were holding me and administering laughing-gas tome. The trip was quick. Out on the bank we found the two Italians, strate, bleeding at the nose. It sometimes produces this effect, but nothing more serious. However, I don’t think I should like to go through the air-lock every day. lying pro- —_——o = Prospects are gund tora large crop of corn.