Aug. 31, 1895.] 



FOREST AND STREAM. 



189 



for the demand for all the hull dimensions of a challenger ten months 

 before a race. 



The present "scare 1 ' policy of some American papers toward De- 

 fender is both harmful and silly; a mere sensation that can do no 

 possible good and must appear ridiculous in the extreme to outsiders. 

 The lists of fateful mishaps and horrible occurrences to Defender 

 since she was begun are detailed at doleful length up to the number 

 of a baker's dozen. It has been known from the first that lightness 

 of construction has been deliberately carried to an extreme point, a 

 dangerously small factor of safety being used in dealing with great 

 dimensions and unknown materials. Under these circumstances the 

 failure of a mast or the breaking of a gaff are to be looked on not as 

 extraordinary accidents or special omens of evil, but as natural con- 

 sequences of a deliberate act. There was nothing mysterious in the 

 loss of Vigilant's bowsprit in her first race in 1893 when one measured 

 the diameter of the bowsprit shroud; and there is nothing especially 

 strange in the failure of Defender's mast last week. The designer of 

 both yachts bas placed his faith not alone in the more legitimate 

 features of design such as the selection of type and dimensions and 

 the adjustment of centers, but in extreme light construction. Thus 

 far the failure has been confined to the rig, but it would be no surprise 

 if the same extreme experiments in the hull were attended with the 

 same unpleasant results. 



Much has been made of the fact that Defender has twice taken the 

 ground, but the only surprising fact in this connection is that with a 

 draft of 19 to 20ft. she has sailed or towed so much without more fre- 

 quent and serious grounding. If any one thinks that it is an easy task 

 to take 20ft. of water around the Sound or Narragansett Bay by the 

 Government charts, let him borrow a 46-footer with 10 to lift, of draft 

 and try a little navigation in her. The grounding of Defender off 

 Newport, atid again last week off Hog Island, were mere matters of 

 course that have no special moral save the useleasness of such deep 

 craft. 



Another story now going the rounds is to the effect that there is 

 trouble in Defender's crew. This is probably quite true. If it is not, 

 the Deer Island crew 1b a notable exception to human nature among 

 sailor men. The captains of all these great racing boats will tell the 

 same story, that while it is possible to keep a crew of twenty or twen- 

 ty-five men in a proper stat8of discipline, it is a very different matter 

 with double the number. There will certainly be some sea lawyers 

 and black sheep, and at the best the captain is called on constantly to 

 settle small disputes, to punish breaches of discipline and to exert no 

 small amount of tact and diplomacy in maintaining a proper spirit of 

 contentment and obedience among his crew. After all the reports, 

 there is no reason to believe that Defender's Yankee crew is any more 

 discontented and unruly than might be supposed, or that it will not do 

 all that is expected of it. The inevitable trouble with these big crews, 

 such as in the case of Ailsa this summer, is another reason for the re- 

 turn of the Cup racing to a smaller class of yacht, with a crew of half 

 the number. 



Shoetlt after the arrival of Valkyrio III. Mr. H. Maitland Kersey, 

 Lord Dunraven's representative, notified the America's Cup Com- 

 mittee that the challenging yacht would require no extension of time 

 for preparation, but would be ready by the date originally fixed, 

 Saturday, Sept. 7. On Aug. 21 a special meeting of the Cup and 

 regatta committees was held, at which it was decided to sail the first 

 race on the original date, Sept. 7, and an official notice to this effect 

 was posted on Saturday. Lord Dunraven and Mr. Watson sailed on 

 the Teutonic last Wednesday and are due in New York on Auk. 28, 

 when the final arrangements will be completed. It is hardly likely 

 that Lord Dunraven will object to the date as thus fixed, but there is 

 a possibility that more time may ba needed by the defender after a 

 final selection has been made. 



The Trial Races. 



The final trial races for the selection of the defender of the Amer- 

 ica's Cup against the British challenger, Valkyrie III., were set for 

 Aug. 20-22, the conditions, as announced on Aug. 19 by the America's 

 Cup committee, being as follows: 



The start will be made off Sandy Hook or Scotland Lightship, the 

 preparatory signal being given at 11 A. M. 



Courses— No. 1 (letter C): From the starting line to and around a 

 mark 10 miles to windward or to leeward and return, leaving the mark 

 on the starboard hand. 



No. 2 (letter D): From the starting line, 8 miles to and around a 

 mark, thence 8 miles to and around a second mark, and thence 8 miles 

 to finish line, turning the marks on the outside of the triangle, to port 

 or starboard, according as the yachts are 3ent around. 



Starting and Finish Lines— Will be between a point on the committee 

 boat, indicated by a white flag, and the mainmast of the lightship. 

 These lines will be at right angles with the outward and home courses 

 respectively. 



To Sail Twice Over— Two red balls will be displayed, vertically; and 

 in turning the lightship it must be left on the same hand as the outer 

 mark or marks. 



Compass Courses— Will be signaled before the preparatory signal is 

 made. The signals for course No. 2 muBt be read beginning for- 

 ward. 



Marks— Will be floats displaying a red flag with white stripe. 

 Starting Signals— Each signal will be accompanied by a 15-8econd 

 blast of whistle. 

 Preparatory— The blue peter will be hoisted. 



Signal for the Start— Ten minutes later the blue peter will be low- 

 ered and a red ball hoisted. 



Handicap Time— Two minutes later the ball will drop. 



Recall Signals— A yacht crossing the JiDe before the starting signal 

 is made will be recalled by a blast of the whistle and the display of her 

 private signal on the fore. 



Letter F— All yachts come within hail. 



All signals will be made by the club code. 



The only two entries for the trials were Vigilant, the defender of 1893, 

 and Defender, built this year. These two yachts were docked together 

 in the Erie Basin dry dock on Aug. 10, being then measured, Defender 

 for the first time, and Vigilant for the first time this season, by Mr. 

 John Hyslop, the ofllcial measurer of the New York Y. O. Vigilant 

 was the first to enter the big dock, early on Friday morning, warping 

 up to the extreme end. She was first thoroughly and systematically 

 stripped, nothing being left aboard but an anchor and cable, and then 

 her load line and spars were very carefully measured by Mr. Hyslop 

 and his assistant, in the presence of Mr. Willard and Capt. Barr. This 

 operation was finished Bhortly after noon, by which time Defender 

 was outside the dock, having towed down from New Roehelle. She 

 was warped in and stripped to the last chip, and then Mr. Hvslop 

 boarded her. 



For the first time in American yachting, the crews were on board 

 and amidship at the time of measurement, each being counted and 

 the number recorded so that it may not be exceeded in any race so 

 long as the measurement stands. Heretofore it has been optional 

 with owners to have the crew aboard, and while they have not been 

 counted, the custom has been to measure the waterline with most of 

 the crew on board. In the Cup races of 1893 the then defender, Vigi- 

 lant, chose to be measured with no one on board, her regular crew 

 being greatly in excess of that carried by Valkyrie II. The latter 

 yacht availed herself of the same privilege, only Lord Dunraven 

 being on board at the time of measurement. By the agreement thiB 

 year, both yachts must be measured with crew aboard, the number 

 not to be exceeded in the races, and the same conditions have been 

 made to cover the trial raceB as well. 



By the positive orders of the America's Cup committee, the meas- 

 urer was prohibited from revealing the racing lengths or any of the 

 measurements to any one outside the committee, so that the allow- 

 ances in the various races sailed are yet unknown, and some of them 

 cannot now be ascertained. We understand that while Defender 

 drew 19ft. 8in. when she was first docked on July 25, Bhe had been bo 

 lightened at the time of measurement that she drew barely 19ft. We 

 cannot vouch for these figures, which would indicate a reduction of 

 weight of some twenty tons, but there is no doubt that the trim of the 

 yacht had been changed, and that in her early races she measured 

 more and should have allowed more time to Vigilant than in the 

 trial race of last week. How much more, and whether the results of 

 these races would be affected, no one can now know. The course of 



the two committees of the club, in deliberately violating Rule IV., i 

 responsible for this very unsatisfactory state of affairs. 



The docking served to show that Defender received no external 

 injury in the grounding off Goat Island, the surface of the hull being 

 bright and clean. Both yachts were thoroughly polished below and 

 painted above, a special composition invented by a New Roehelle 

 painter being used on Defender, the ordinary paint showing very badly 

 on the aluminum plates. Much small work was done on sails, gear 

 and hull while in the dock and in the interval between the floating, on 

 Sunday morning, and the race on Tuesday. Mr. N. G. Herreshoff was 

 with Defender from Aug. 14, superintending alterations to the sails at 

 New Roehelle previous to the docking, and he stayed by her through 

 the first race. 



Tuesday was an exceptionally fine day, even for August, clear and 

 bright, with a strong and cool S. W. wind in the morning which 

 freshened UDtil it was blowing from 20 to 25 miles an hour in the 

 afternoon. The tug L. Lucken back, with the Cup and regatta com- 

 mittees aboard, steamed out to the Scotland Lightship about 10 o'clock, 

 in company with a small fleet of yachts and steamers, but the direction 

 of the wind made a windward course impossible from that point. The 

 tug set a message in the code signals and steamed further offshore to 

 the Sandy Hook Lightship, where a course of 10 nautical miles S.S.W., 

 or in near the Jersey beach abreast of Long Branch, was laid off. The 

 preparatory gun was fired at 10:35, but there was a marked absence 

 of any attempt at maneuvering for position, Defender kept away and 

 left Vigilant to cross alone, the times at the line being: Vigilant 

 11:45:56, Defender 11 :46:53. 



Both carried all lower sail and club topsail, though there was a good 

 breeze and a promise of more, Vigilant also carrying a baby jibtopsail. 

 Vigilant, after crossing on the starboard tack, luffed up for a moment 

 and paid away on the same tack, offshore. Defender also crossed on 

 the starboard tack, but went about as soon as she was well clear 

 of the line, and headed inshore. There was little sea at the start, but 

 as they worked out the water grew rougher until after some five miles 

 there was a very lively jump to worry them. 



Both heeled more than in any previous races, but Defender showed 

 a very decided superiority in this respect. 



Defender held her inshore tack for about three minutes, and then 

 came about with a good weather berth. For the next half hour the 

 spectators were treated to a fine bit of racing; each boat had plenty of 

 wind— more than enough for theclubtopsails which they carried— and 

 both wind and sea were increasing. Vigilant had clear wind and 

 water, and every chance to do her best but this time the centerboard 

 boat was clearly overmatohed by the keel; Defender held on better 

 and pointed quite as high, showing a steady and marked gain. At the 

 end of half an hour from the start Vigilant found herself under De- 

 fender's lee and made her first tack at 12:17, Defender crossing her 

 bows as she headed inshore. Defender also tacked at 12:18:30 on 

 Vigilant's weather bow; thus having made up the minute lost at the 

 start and added another minute or more to it. 



The remainder of the course was made on one long leg of 50 min- 

 utes, Defender doing the better work in the head seas and stronger 

 wind. Both would have gone faster and easier without club topsails, 

 but they were lugged to the outer mark for the sake of the running. 



When Defender, with a long lead, came up to the turning mark, she 

 executed a maneuver which cansed much surprise to all who saw it; 

 instead of making a close turn and a jibe at the mark, she stood on 

 some distance beyond the mark, to all appearances imitating the wild 

 runaway of Pilgrim, in the second Astor cup race off Newport, in 1893. 

 The yacht failed to answer her helm, as it appeared, and some time 

 was lost before she was headed off tbe wind on her course home. 

 Even then she was not jibed over, but still carried her boom to star- 

 board; the spinaker was set very slowly and the whole work of turn- 

 ing was badly done. When Vigilant came up she made a short turn 

 and a quick jibe, at once breaking out her spinaker and afterward 

 setting a jibtopsail. The times at the mark were: 



Actual. Elapsed. Gain. 



Defender 1 09 18 1 22 25 6 33 



Vigilant 1 14 54 1 28.58 



Vigilant was the better fitted for a quick run home, having her 

 boom on the right side, while Defender was obliged to run off her 

 course a little. When she came up to the lightship she took in her 

 spinaker and jibtopsail and prepared to jibe, but the same refusal to 

 answer her helm followed, and .some little time was lost before the 

 boom came over and she was on her proper course around the mark. 

 It was still early in the day, the yachts had sailed but 20 miles, and 

 the conditions were just those most desired— a good whole sail Dreeze 

 and sea— so before Defender reached the mark boat the signals were 

 set on the Lucken back for a second round. 



The two were timed at the turn: 



Actual. Elapsed. Gain. 



Defender 2. 04 29 55 11 



Vigilant 2 08 32 53 38 1 38 



Defender started on the second round with her clubtopsail still aloft, 

 going off on port tack. Vigilant, however, lowered her clubtopsail at 

 the turn and carried a bare topmast, still having sail enough. De- 

 fender started the second round on the starboard tack, but Vigilant 

 rounded the lightship and headed inshore on port tack, Defender at 

 once tacking. They went along for a time with too much wind for 

 Defender's clubtopsail, though she was lugging it well and hammering 

 into a head sea, Defender showing the best at this work. At 2:23, how- 

 ever, she suddenly bore away, started sheet and headed back for 

 Sandy Hook, being soon picked up by a tug. Vigilant continued the 

 course, though at 2:27 her jib split and she sailed without it until a 

 new one was set. Shortly after 3 o'clock the Luckenback ran up to 

 her and ordered her to discontinue the race, which was awarded 

 to her. 



The cause of the withdrawal of Defender was not known until some 

 time later, when the press tugs visited her and were told that the 

 steel masthead band which carries the main rigging had drawn down 

 over an inch, crushing into the mast and leaving the rigging slack, 

 the damage being so serious that the mast would in all probability 

 have gone before the windward mark could have been reached. The 

 yacht was at once towed to New Roehelle, and on Monday morning 

 she started in tow for Bristol with Mr. and Mrs. Iselin on board. She 

 laid in New London all Wednesday night and started on Thursday 

 morning for Bristol, arriving late on Thursday, after a little delay 

 caused by taking the ground on the point of Hog Island, just off 

 Bristol. The spring tide was unusually low, and on the last of the 

 ebb she grounded, going easily into the soft mud and lying for a time 

 until the tide lifted her clear. The incident was of no moment, though 

 greatly exaggerated by some papers. 



The work on the new steel gaff and boom was already being hurried, 

 and immediately after the break down a telegram was sent to Boston 

 ordering a new mast, to be 2ft. longer and lin. greater in diameter 

 than the old one, which was but 22in. The increased size of the mast 

 called for entire new fittings, and the smiths were at once set to work 

 on new steel bands, heavier in all dimensions than the old; all of the 

 gear and rigging being materially strengthened. The new mast and 

 a new topmast arrived at Bristol from Boston by rail on Friday night 

 on a special train of four flat cars; the crew was ready at the station', 

 and as soon as the train was run on to a siding near the water the 

 spars were slid overboard and towed by the Hattie Palmer to the rail- 

 way in Walker's Cove, where they were hauled up for further work. 

 The mast was only in the rough at the ends, and much work remained 

 to be done in fitting the metal work before it could be stepped. 



The condition of the hull and the full extent of the injury are still 

 matters of. mystery; those connected with the yacht admit that the 

 masthead band drew down and the shrouds slackened, but deny posi- 

 tively that the hull was in any way injured or has showed any signs of 

 straining since launched, and also that the yacht was at any time un- 

 manageable. The statement concerning the hull is borne out by the 

 fact that there is apparently no work being done on it now at Bristol 

 except the addition of some longer chain plates for the runners and 

 backstays, 5ft. long, thus going well down to the manganese bronze 

 plating. The statement denying the bad behavior of the boat at three 

 different times— at the first turn, the jibe, and when she finally gave 

 up— is contradicted by the occurrence itself, as seen by many yachts- 

 men. 



The new mast cannot fail to be a serious disadvantage, being a green 

 stick, in addition to the extra size, and tending to depress the bows, 

 being stepped so far forward. The change, though absolutely neces- 

 sary, is in this way not for the better. It is generally reported that 

 the old mast was sprung, but, as the Herreshoffs are guarding it as 

 they know how to on their dock at Bristol, it is Impossible to say 

 whether this is the case. That the mast was too light for the in- 

 creased sail plan, if not for the original one, is very certain, and this 

 error cannot fail to be attended with serious effects, In addition to the 

 loss of time. 



Immediately after the breakdown the Cup committee announced 

 that the second race would be postponed until Tuesday, Aug. 27, with 

 a third trial on Wednesday; but the progress of the work was so slow 

 up to Saturday that in the evening a notice was posted by the com- 

 mittee that the first race would be sailed on Thursday of this week. 

 The new mast was stepped on Sunday. 



YACHTING NEWS NOTES. 



Adelaide, sloop, owned by R. W. Inman, was run down near the 

 Narrows oh Monday night by the iron steamer Perseus, and at the 

 time we go to press Mr. Inman is reported missing, the others on the 

 yacht bBing saved. The yacht was badly damaged, but was able to 

 return to Bay Ridge. 



Valkyrie HI. 



THE NINTH CUP CONTESTANT. 



Yachtsmen were prepared in advance for tbe arrival of the latest 

 Cup challenger, she having been reported several times between Cape 

 Race and Montauk Point, and when Bhe was sighted off Fire Island 

 station at 3 P. M. on Sunday, Aug. 18, a number of tugs were already 

 off Sandy Hook awaiting her. The news was sent by telegraph from 

 Fire Island to Sandy Hook, and there made known by signals, the fleet 

 starting off toward Fire Island. The tug F. B. Dalzell was the first to 

 meet the yacht and pass her a line, the wind being light from the 

 westward and sunset approaching. The steam tender City of Bridge- 

 port, chartered Bome time since by Mr. Kersey to wait upon Valkyrie 

 throughout the series of races, was off the Hook with Rear-Corn. 

 Arthur H. Glennie, Royal Portsmouth CorinthiaD Y. C.,on board. 

 Mr. Glennie, who is an intimate friend of Lord Dunraven, has been in 

 New York for some days, having come to witness the races. On the 

 deck of Valkyrie was Capt. Cranfield, as ruddy and jolly as ever, with 

 Capt. Sycamore, who will assist him in the sailing of the big boat, and 

 Capt. James Harrison, of the Anchor Line, the navigator. The first 

 mate of the yacht is W. Tyler, the second mate Luther Gould and the 

 boatswain Wm. Cook. The party numbered forty-two all told, not in- 

 cluding the ship's dog. Capt. Cranfleld's son, who was in the second 

 Valkyrie in 1893 and last year with Lord Dunraven in Audrey I., is 

 again in the crew. 



The yacht looked well under her ketch rig, which proved very ser- 

 viceable on the long voyage, far better than the cutter rig under which 

 Queen Mab and Valkyrie II. crossed. She was well washed by the sea, 

 tne paint and varnish being the worse for wear, but the hull seemed 

 perfectly sound. Just forward of Ihe rudderhead was the steering 

 wheel made at the Erie Basin for Valkyrie II. when she sailed for 

 home last year, a stout oak frame bolted to the deck and carrying a 

 plain wheel and barrel. A jury tiller of steel, about 4ft. long, was 

 shipped in place of the racing tiller, and steering lines and tackles 

 were led from this tiller to the barrel of the wheel, a strong and sim- 

 ple arrangement. The yacht towed up the Bay and anchored just by 

 Liberty Island. The Boston Globe gives the following summary of the 

 voyage: 



Sailed from Gourock on Saturday, July 27, towing down the Clyde; 

 fresh northwesterly wind to start with and heavy swell, the yacht 

 pitching heavily. On Sunday, July 28, the wind continued fresh from 

 the northwest, and when Troy Island was abeam had covered 14S mites. 



There was a light northwesterly wind on Monday, July 29, and a 

 high swell, Valkyrie covering 127 miles. 



On Tuesday, July 30, the wind still continued light from the north- 

 west and the weather was clear, Valkyrie only making 83 miles. With 

 a moderate breeze fanning her along, 155 miles were covered in the 

 24 hours. 



A gale commenced on the forenoon of Aug. 1, which lasted four 

 days, varying from north to southwest, and the new Cup challenger 

 fairly flew through the water, covering 204 miles. 



On Aug. 2 they were to hove to at intervals, because of the wind 

 and sea, and only covered 81 miles. 



On the evening of Aug. 2 they showed signal lights to a sailing ves- 

 sel bound east. They were carrying their three lower sails and top- 

 sail, with reefed foresail. 



The gale continued, and there was a confused sea until Aug. 3, when 

 the weather and sea commenced to moderate. 



On Sunday, Aug. 4, Valkyrie still continued to pitch heavily, and 

 shipped considerable water. 



At 9 on Sunday morning, however, Capt. Cranfield shook out reefs 

 and again started westward under full lower canvas. 



On Monday, Aug. 5, they spoke the German steamer Rotterdam and 

 made fair progress in the light northwesterly wind. The sky was clear 

 and the warm sun dried out their sails. 



On Tuesday, Aug. 6, they carried away their topsail sheet and 

 boom guy in a strong northeasterly wind, which was accompanied by 

 a heavy sea. 



The wind was lighter on Aug. 8, and despite a high swell Valkyrie 

 covered 219 knots, her beat day's run of the trip. 



On Friday, Aug. 9, there was a strong breeze from the southeast 

 and a high following sea. 



On Aug. 10 they had a fresh breeze from the southwest, and at 5:80 

 o'clock on Sunday morning, Aug. 11, they signaled Cape Race. They 

 ran into a thick fog in the afternoon, which lifted enough at 8:25 

 o'clock to show them Cape Race abeam. 



On Monday and Tuesday, Aug. 12 aud 13, Valkyrie had a light east- 

 erly breeze to contend with, which shifted to the northwest and came 

 In lighter on the following day. 



On Thursday, Aug. 15, the breeze continued moderate from the 

 northwest, while the air was clear and cool, 



Friday, Aug. 16, saw the same general winds, except that Valkyrie 

 was becalmed for four hours. 



On Saturday, Aug. 17, Valkyrie encountered moderate northerly or 

 northwesterly winds, which continued all Sunday until she signaled 

 Fire Island light at 3 in the afternoon. 

 At 5:30 she gave a line to a tug and towed up to the city. 

 The latitude and longitude of Valkyrie III. on each day of her voy- 

 age, as well as the distance run, is shown in the following table: 



Latitude. Longitude. Miles. 



Saturday, July 27 2,40 P. M. left Gourock. 



Sunday, July 28 Tory Island abeam. 



Monday, July 29 , 54.35 12,12 137 



Tuesday, July 30 53.35 14,15 83 



Wednesday, July 31 54.32 18.31 155 



Thursday, Aug. 1 55.40 24.06 204 



Friday, Aug. 2 54.52 25.45 81 



Saturday, Aug. 3 52.53 29.04 160 



Sunday, Aug. 4 ...62.08 31.20 93 



Monday, Aug. 5 51.31 33.38 91 



Tuesday, Aug. 6 50.22 35.12 123 



Wednesday, Aug. 7 , 49.46 3S.04 81 



Thursday, Aug. 8 18.23 43.14 219 



Friday, Aug. 9 47.41 46.16 129 



Saturday, Aug. 10 ..47.16 50.51 189 



Sunday.Aug.il 46.52 52.47 83 



Monday, Aug. 12 .45.58 55.57 140 



TueBday, Aug. 13 44.41 59.30 173 



Wednesday, Aug. 14 43.31 62.35 154 



Thursday, Aug. 15 41.88 64.38 135 



Friday, Aug. 16 40.42 67. 28 140 



Saturday, Aug. 17 40.43 69.14 80 



Sunday, Aug. 18, to Sandy Hook 40.32 72.44 59 



The total distance covered was 3,016 miles. 



Bright and early on Monday morning the crew was astir, scrubbing 

 down decks and cleaning up, and unreeving and stowing the sea gear. 

 In the afternoon the tug Lewis J. Pulver, which attended the second 

 Valkyrie, came down with Mr. Kersey on board and towed the yacht 

 to the Erie Basin di-ydook, where the sea gear was carried ashore and 

 stored. On Tuesday morning the two jury masts were unshipped 

 and laid on the bulkhead in company with a lot of Vigilant's spare 

 spars, including the much traveled $1,600 hollow Herreshoff boom 

 made in 1893, carried over to Europe last year and never taken from 

 its original wrappings. The spars of Valkyrie were awaiting her and 

 the mast was quickly cleared of its wrappings, disclosing a fine stick 

 of great size; it was slung and stepped in place and the rigging sent 

 up; the bowsprit was shipped and gaff and topmast taken aboard. 



The boom proved a surprise, a "stick" of sheet steel in six segments, 

 the longitudinal edges of each segment turned outward, making a 

 flange through which the connecting rivets were driven. The spar is 

 very long, probably 110ft., extending when shipped far beyond the 

 long counter of the yacht. The adjoining flanges of the segments 

 make six exterior ribs which stiffen it, the construction being identical 

 with that of the steel pillar made by the Phoenix Bridge Company and 

 seen in some of the elevated railway structures and in large buildings. 

 The steel is 3 is in. thick and galvanized: tie plates are used inside for 

 additional stiffness. The form of construction makes the riveting a 

 very easy matter, all the work being done from the outside, the con- 

 struction of a cylindrical metal spar being difficult unless it is large 

 enough in diameter to admit of a man lying inside to pass the rivets 

 and hold on. This difficulty is avoided, at the expense perhaps of a 

 little symmetry and shipshape appearance, but these matter little in 

 a Cup contest. At four points on the spar the spaces between the 

 flanges are filled with hardwood chocks, making circular bearings for 

 the straps of the mainsheet blocks. The spars are large and heavy, 

 but the crew worked with a will, and the rigging was well advanced 

 by Tuesday night. 



Early on Wednesday morning Valkyrie was floated in to the upper 

 end of the north basin, where the keel blocks were ready to receive 

 her. She was lined up over the blocks, the spur shores set up and the 

 pumps started, while a crowd of curious spectators hurried in the 

 open gateB of the yard. Neither portfolios nor cameras were barred, 

 and soon artists and photographers were busily at work. As the 

 water fell the hull was scrubbed down, showing a fairly clean wooden 

 bottom, with a triangle of copper indicating the lead keel, the wood 

 covered with a black paint up to a point well above the waterline, the 

 topsides being white. 



As soon as the bottom was dry enough, the stages were rigged and 

 men set to work everywhere to burn off the old paint, scrape, sand- 

 paper, and where necessary plane the hull; this work being continued 

 until by Friday night the whole surface of the yacht was clean, fair 

 and smooth. On Saturday she was painted, the black paint being car- 

 ried up until only a belt of white 2in. wide was left below the plank- 

 sheer, this being relieved by the conventional scroll and gilt stripe. 

 The effect was not unlike that seen in Mayflower when she defended 

 the Cup in 1886. The bottom will be painted again when the yacht 

 goes into the dock for the last time, probably on Sept. 4. It is also 



