Sbm. 16, 1893,] 



FOREST AND STREAM. 



239 



THE CUP DEFENDERS OF 1893. 



/—Racing 

 Actual. 



Tacht. Owners. Designer. Builder. Type. Rig. 



Vigilant C. O. I.?elin et al N. G. Herreslaoff Herreshoif Mfg. Co. ..Keei-centerboard .-.Cuttel-.. 



Colonia Arch. Rogers et al. . . .N. G. Herreshoff . . . .Herreshoff Mfg. Co. ..Keel .Cutter. . 



Jubilee Gen. Ghas. J. Paine.. .John B. Paine Lawley Co Bulb-fln centerboard... Cutter.. 



Pilgrim . . . . R. ,S. Palmer et al Stewart & Binney . .Pu'sey & Jones Bulb fiu-keel Cutter. . 



The allowances are calculated on the basis auegested WLord Dunraven, that any yacht exceeding the limit of 85ft. l.w.l. by more than shall be disqualiflert from racing, and 

 Shall be doubled. Thus ViRilanfc isSC.ISft, or ].13ft. over the limit, her waterline being assumed as 87.24, or 2.24ft, excess in place of l.X2ffc. Jubilee is the only one of the four which escapes 

 the limit. Valkyrie will probably be penalized a little in the Cup races. 



Length. s Sail area 



Over all. l.-w.l. Beam. Draft. sq, ft. 



. .128ft. .86.12ft . . . .26ft 14ft 11,312. ...MM... 



. .126ft. .85.48ft. . . .24ft 1.5ft. 9in- ...11,35.5 96.02. . , 



. : 133ft . . 84.47ft .... 32ft. 6in . . . 14f fc 11 .340 95. 48 . . . 



. . 120ft.. g.5.38ffc...,2.m 22ft 10,269 93.31... 



Length.—, Allowance for 

 Amended. 30 miles naut. 



,.96 80 Allows. 



..96.26 ..14sec. 



..95.48 .37sec. 



..9.3.45 ..,.lm. 393. 



that any exce."?s unfler 2^ 

 a penalty by being under 



The t^iAL fiACEs. 



Tfa trial races fot- the selection of a idefeiider ior tiae .4merica^s 

 bixp are hardly less important and interesting from a technical stapd- 

 boint than the Cup races themselves, in fact, the question of type has 

 at times entered lnl;o them ,even mprfe than in the principal races tti 

 ■Which they were but auxiliary. The first trial races were saileti in 

 1881, at a time when the question of type as between the old centijr- 

 board sloop and the modified "compromise," involving the issues of 

 lead ballast, deeper form, lighter construction and modified rig, was 

 argued with considerable heat and friction. 



The new school was then repre.sented by Mischief, the "iron pot" 

 as she is now termed with respect and affection by all of her old 

 adherents. Opposed to her were Hildegarde and Gracie. existing 

 wooden sloops of the old type, and the new Pocahontas, the first 

 yacht built for a Cup defender, but embodying even more thoroughly 

 if possible than Gracie and Hildegarde the ideas of the old school of 

 American yachtsmen. ,, , . „ 



All who witnessed the races, which result/Cd m the early with- 

 drawal of Hildegarde. the failure of Pocahontas and the final victory 

 of Mischief over Gracie. will recall the intense feeling between the 

 different parties. The real excitement of the year laid in the trial 

 races: after they were over the Cup races and the defeat of Atlanta 

 were very tame affairs, with no special issues other than the nominal 

 one of international competition, which was necessarily very slight, 

 the challenger being a centerboard sloop of the common American 

 type built in Canada. . , 



The trial races of four years later marked a great advance m yacht 

 designing; then the modified sloop, as represented by Mischief in 

 1881, was on the defensive as the "old," while the "new" was repre- 

 sented by a still greater "compromise," the centerboard cutter 



Apart from the question of type, over which excitement ran high, 

 there was a strong local feeling between New York and Boston, a feel- 

 ing which went even further than friendly rivalry and competition, 

 and was marked by a good deal of bitterness and jealousy. 



The New York representative, Priscilla, was as first launched an en- 

 larged Mischief, an Improved and modernized sloop, but still in model 

 abd rig distinctively a sloop. The Boston yacht was a "compromise" 

 to ah extt^nt never before tried save in some small craft, combining the 

 apAm, moderate depth of body, and centerboard of the American 

 .fefcop with the lead keel, inc-reased dtaft and proportions of sail plan 

 Of the British cuttei^. t a e 



' The main issue of the year was natiirally the stlcceSsfUl defense of 

 the Cup by an Ameriean yacht against a typical harrow and deep keel 

 cutter, but hardly less exciting was the preliminary contest between 

 the two types represented in the trial races. 



The results of the two series of trial and Cup races were nlost curi- 

 ous and at first sight might seem contradictory; the preliminary trials 

 and subsequent alterations of Priscilla, followed by the success of 

 Puritan, demonstrated the value of the cutter rig, with some modifi- 

 cations of detail, as opposed to the old sloop rig, and also the advan- 

 tage fit £t dheft keel with the ballast in it. The victory of Puritan over 

 Qenesta, confirmed by thfe Cup races of the following year, proved the 

 value of moderate beam, depth ^hd displacement as opposed to the 

 extreme narrow beam and great displacetHeflt of the British cutter. 



The results of these races, though some were not immediateJy vis- 

 ible, were the abandonment of the old type of centerboard sloop, in 

 model, ballasting construction and rig, and on the other hand, the 

 abandonment of the old British tonnage rule with 'its severe restric- 

 tion on beam. Taken altogether, the whole international contest of 

 1885 has led to greater changes in yacht de.signing than have ever 

 taken place at one period before or since. 



The trial and Cup races of 1886 were among the least interestmg of 

 these noted contests, the local issue between New York and Boston 

 was completely burled with the successful defense of the Cup by 

 Puritan and the prompt commencement of another Cup defender by 

 Glen Paine; and the performances of the two New York boats, the 

 altered Priscilla and the new Atlantic, awakened but little interest. In 

 the same way the technical interest disappeared with the genera 

 adoption by Americans of the new Puritan as the national type, all 

 past arguments and controversies over the ancient sloop being quietly 

 and decently buried out of sight. „ , ^ ^, ^ , 



Mayflower was but an enlarged Puritan, ]ust as Galatea, the chal- 

 lenger of the year, was an enlarged Genesta, and all technical uiterest 

 in the races had largelv disappe.ared with the defeat of Genesta, whUe 



had discounted her success 

 nnent attached to the first 

 Mayflower, Puritan, Pris 

 ..d not survive the August 

 nd perfunctory affairs, the 



the poor performances of Galatea a 

 here. Although a certain inter- - ■ : i i i ' 

 meeting of the quartette oC Cni ' 

 cilia and Atlantic, in the early r^:.L:>LL 

 cruise; and the trial races were very du 



selection of Mayflower being a foregone conclusion. , ,. , , ^ , 



The cup races too were unusually dull, being sailed in the lightest ot 

 weather, in which Galatea showed to the worst possible disadvantage. 

 Genesta was lucky in having one day in which she made a good show- 

 ins and came witbm a small margin of winning, but even this was de- 

 nied to Galatea' by the whims of tlie weather, ttiough it was afterward 

 proved that she could do noChiuK with Mayflower in a breeze and 

 rough water. The trial races of 1886 were void of results, inerely 

 showing the value of increased power through depth of lead keel, and 

 the cup races were useful only in giving the final quietus to the tonnage 

 rule of the Y, K. , ... , , ^ ^, 



The domestic side of the races of 18S7 was much like that of the pre- 

 ceding year, Volunteer was a larger and more powerful Mayflower, 

 and her success over that yacht and Puritan was assured akiiost from 

 the selection of her crude quantities: the trial races provinK nothing 

 more than had been shown in the first meeting of the three. Like 

 Mayflower, Volunteer was quietly accepted as a New \ork boat, 

 buiit by a member of the New York Y ('. to defend the club s cup, 

 and local issues between Bosioti and >:ew York were forgotten. 



So far as the trial races were coocenied, there was nothing at stake, 

 local, personal and techical issues had disappeared in the general 

 recognition of Mr. Burgess and General Pame as the champions of 

 the nation, i6e head of the work of Cup defense; and m the adoption 

 of the three Boston boats as the only representatives of the national 

 type of "compromise sloop." 



The Cup races, however, had assumed a very dUIerent aspect, tne 



. , . , _ „ .....t^tAT. iM-ir mii..>, ivirltil- 



;r h 



vantages offered by „ . , , ^ 



While distinctly a keel cutter. Thistle was 'At. wider than Me t 

 previous challengers on about the same length, and her riK diRered 

 from theirs in lhat the mast was placed farther forward and the 

 mainsail was laced to the boom. , 



In view of subsequent developments. Thistle, with her beautifully 

 curved form and rounded keel must be considered as a brilliant but 

 unsuccessful experiment in the direction of building a home yacht to 



itforei ■ ' W...^ otr.TT,nt.H 



either 



_3 deep 



teer on this side. 



The results of the Volunteer-Thistle races were but shght on each 

 side being probably of more value to Thistle's designer than to either 

 Britisher American vachtsmen at large. Thistle's failure had no re- 

 tarding effect on designmg abroad, she being soon followed by such 

 successful boats as Yarana and the first X alkyrie, and on this side the 

 Burgess-Paine boats had been firmly accepted as the one standard of 

 perfection, eo that Volunteer's success made no material change. 



As all international competition promptly ceased with the adoption 

 of the new deed of gift at the termination of the l ist Volunteer-Thistle 

 race, it is uupossible to say just what results would have followed had 

 it been necessary to construct a new defender m 188S ; but it is toler- 

 ably certain that while American yachtsmen as a body placed a very 

 low estimate on Thistle, that those most deeply interested and most 

 quahfied to judge, Mr. Burgess and General Paine, entertamed a much 

 higher opinion of her, and that another Cup defender from their handa 

 would have shown further departures from Puritan and Mayflower. 



While all progres> in de.sii;Qing was not necessarily stopped by the 

 cessation of the Cup i aeiu;:;; it \v;is kept alive only in the classes under 

 70ft. and in the schooners; uiaiuly, in fact, in the classes under 40tt. 

 So far as the mere designmg goes, the loss was not so great; but the 

 construction of a racing cut;ter, keel or centerboard, of 8Gft. waterhne 

 is a matter of special engineering which can gain httle from experi- 

 ments in the 46ft. or 21ft. classes. 



The changes of the last three years, first the evolution of the fln- 

 keel, then the introduction of the new form of body, with its very fuU 

 waterlines and long, easy diagonals, and finally the replacement of the 

 plain lead fin by the plate fln and lead bulb, have been so many and so 

 radical that it is a dilileult matter to sum up the present condition of 

 yacht desigiung, and to say just what advance has been made; and it 

 IB quite likely that the present trial and Cup races may shed Uttle 



light on the many complicated questions that are vexing yachtsmen. 

 The direct issues in the present trial races may, however, be readily 

 Siimhied Up. 



. In the first place, the old local feeling between Boston and New York 

 hag been revived and qtlicltened in a most curious manner; while it 

 rhns as high as in the davs of Briscilla and Puritan, it has a far less 

 substantial basis, as the foUr new CUp defenders are purely of Yankee 

 origin in design and construction, save that Pilgrim was partly built 

 oh the Delaware, like Volunteer., The. two "New York" boats are 

 simply so becausethey were bought with New York money, but both 

 were built in the Eagt, although orie vt'as danvased by a New York firm 

 of sailmakers. 



There is perhaps nothing which could contribute ihdre to the suc- 

 cessful growth of American yachting than a keen but friendly rivalry 

 between the two great yachting centers: but to be of any benefit such 

 a rivalry should be based on the merits of local designers and builders, 

 and not on the mere ownership of boats from the same locality. It is 

 a reproach to New York that with all her claims of leadership and her 

 old-time reputation in all branches of marine architecture, her home- 

 btult boats have completely disappeared from the Cup contests. So 

 far as the local issues are concerned this year they are interesting 

 to those immediately connected with the various yachts. 



The technical issues are more clearly defined and of far greater im- 

 portance, and it is a matter for regret that owing to the lack of early 

 preparation it is now doubtful whether the full benefits will be ob- 

 tained from a most expensive experimental fleet. If the present trial 

 races could be followed by a short period for necessary alterations 

 and then a month of hard racing, the merits and defects of the four 

 different tjqpes might be closely determined, but it seems nlraost 

 certain now that the season will end with a few more trial races, in 

 which few conclusive results will be reached, and that by next season 

 the four wnU have disappeared from racuig, the class dying out again, 

 or in the event of its continuance, the present boats being outbuilt 

 during the winter. The four types may be classed as follows: 



Keel cutter. 



Keel-centerboard cutter. 

 Bulb-fln keel. 

 Bulb-fin centerboard. 



Half a dozen years since this lingo would have been Greek to the 

 most experienced yachtsman, but to-day any ten year old boy who 

 lives within three mUes of Long Island Sound could give a full expla- 

 nation of it. 



Colonia is the first keel boat built to defend the America's Cup, 

 although the old yacht herself has always been a keel boat, and a 

 number of keel schooners have sailed at times in the fleets which have 

 been opposed to two of the various challengers. In model Colonia has 

 nothing ifl common with the old yachts of either side, the narrow cut- 

 ter or the shallow sloop, but her form is the result of a general process 

 of evolution carried out in common by American and Brilish designers 

 for the last four years. The main points of this development, the re- 

 duction of displacement and frictional surface, are directly traceable 

 to the tax on saU imposed by the new Y. B. A. rating rule which re- 

 placed the tonnage rule in 1886 in England, the influence in these di- 

 rections hekig shght at first, but strongly felt about 1890 and increas- 

 ing ever since. 



The return of the Herreshoflfs to the designing of sailing yachts, in 

 1891, is marked by the feature of extreme beam and draft with re- 

 duced displacement in Gloriana, and in the fall of the same year, in 

 Dilemma, by the adoption of the canoe-shaped hull and fin-keel in a 

 new and extreme form, the fln being, instead of a thick lead keel with 

 the deadwoods fore and aft omitted, a thin plate of steel with the 

 weight of ballast concentrated at the lowest possible point in the form 

 of a lead bulb or cigar affixed to the bottom of the fln. 



Radical as were these departures from the then popular form, they 

 were accompanied by a still more extreme feature in the abnormal 

 fullness of the waterlines, accompanied by long, clean and easy diag- 

 onals and section lines, leading to a great length of overhang at each 

 end, A careful study of the successful racing yachts, American and 

 British, of the last four or five years will show that while Gloriana, 

 Wasp and Dilemma combine more extreme features than any other 

 yachts, these features by no means originate exclusively^ in them, but 

 are the results of a clearly marked course of evolution in which each 

 of the leading designers has taken part, the result being a very close 

 agreement in dimensions, models and what are popularly classed as 

 "freak" features in all of the recent racing yachts. 



Colonia, like her prototype Wasp, represents but a medium stage in 

 this extreme development, possessing the long, easUy lined hull, and 

 the overhanging ends, but with the fln only partially developed, repre- 

 senting an intermediate stage between the wide cutter, such as Thistle 

 or the first Valkyrie, and the pure fin-keel. WhUe allied to the older 

 cutters in construction, her frames and plating running down to the 

 trough keel, at the; same time the deadwood at the fore end is freely 

 cut away, and the lower part of the hull is thin and deep, approaching 

 closely the fln, while the outside lead keel is considerably bulbed. 



While the depth of this fln is considerably in excess of the draft of 

 the older cutters, the total draft of Colonia being about 15ft. 9in., while 

 Thistle, Genesta and Galatea drew just 13ft. each, it by no means ap- 



S roaches the proportional draft of the successful keel boats, .such as 

 [inerva, Gloriana and Wasp. The proper draft tor a given length and 

 sail area is hardly a matter of exact calculation, any more than the 

 sail area is, but figures are at least useful as a basis of comparison. 

 In the 40ft. and 46ft. classes the ratio of draft to waterline ranges 

 from 23^ in the low-powered boats like Minerva, to about 26,^ in the 

 high-powered, an increase of lateral resistance of course accompany- 

 ing a larger sail plan. In the older of the large cutters, all of whi6h 

 have failed to windward beside the deep centerboard boats, the ratio 

 Is as low as 15%, a very low figure, even after a liberal allowance for 

 the reduced proportion of draft which accompanies the doubling of 

 the waterline length. In Colonia the ratio in spite of her high power, 

 is only 18y->% or little more, in proportion to her power, than in Thistle. 



Compared with Thistle, the lateral plane of Colonia is vastly more 

 effective, presenting a flat side of considerable depth in place of easy- 

 flowing curves; but compared with Wasp, of similar form and power, 

 the proportion of draft is far less than the figures would indicate as 

 necessary, perhaps or a total draft of 18ft. While these figures 

 and conclusions may be crude and incomplete, they at least indicate a 

 line of thought which may be profitably followed in estimating Colo- 

 nia's importance as an exponent of the keel type. 



The other Herreshoft' boat, Vigilant, is of the same general form, the 

 exact difference being best indicated by the dimensions, some 2ft. more 

 beam, SWift, less draft, and the addition of a centerboard, the displace- 

 ment being less by some Ife tt)ns. One important difference between 

 the two is the material of the skin. Vigilant being plated with Tobin 

 bronze, a smooth and non-corrosive alloy, while Colonia, hke the two 

 Boston boats, is plated %vith st«el. 



The most extreme of the four is the bulb-fin Pilgrim, a boat of small 

 di.splacement and easy form, not unlike a canoe, the draft of hull being 

 but .'if t., while beneath it is a depth of fln of I7ft. At the bottom of 

 this fin. which in itself weighs some 15 tons, is the lead bulb of about 

 17 tons, its length being about 18Et. The yacht has no centerboard, 

 relying entirely on her keel for lateral resistance. 



The fourth boat is less extreme than Pilgrim but no less odd and in- 

 teresting; the hull is similar in general form, but of greater displace- 

 ment and with fuller lines, especially aft, while the ends are much 

 blunter. The fln is similar in form and construction, though attached 

 to the hull in a different manner, and it is much shoaler, the total 

 draft being but 14ft. as against 22ft, The depth of body is a little 

 greater than in Pilgrim, making only about 8ft, of fln, The lead bulb 

 is longer and larger, projectuig 3ft. beyond the after side of the fln 

 and w'eighing some 40 tons. Through the fin a centerboard works, 

 increasing the total draft to about 23ft. 



The saif plans of the four are substantially the same in outline and 

 details, and apart from the bronze bottom of Vigilant there is little 

 difference in construction, either in hull, rigging or sails; the main 

 points of difference being it' dimensions and type, as already de 

 scribed. 



This difference is so great, and the accompanying effect on the 

 future of yacht designing must be so powerful that a thorough test 

 of each yacht is in every way desirable; but the indications now are 

 that the" trial races wOl afford only a partial and inconclusive test as 

 a basis for next year's work. 



The earlier races of the four and their preparation for the trial races 

 have already been described. The alterations made in Pilgrim 

 included the removal of her lead bulb and the insertion of two plates 

 of lead, each weighmg about 234 tons, between the fln and each half 

 bulb, the whole being bolted through again, as in the flrst place. The 

 spars were also lengthened about 3ft. all around and new sails 

 provided. 



The fleet has made its headquarters off Bay Ridge, though Pilgrim 

 has anchored at times off Stapleton. Vigilant has been served by her 

 faithful handmaiden, Hattie Palmer; Colonia has had a large tugboat 



% attendance for towing and stripping; Pilgrim has had an old hulk 

 for the latter purpose, while .Jubilee has chartered the nondescript 

 yacht named Harlequin but better known as the Lightship, which has 

 for so long lain idle in Wintringham's Basin. 



On board of Colonia have been Rear-Com Rogers and Mr. John E. 

 Brooks, with Captain Rhodes. oPLasca, and Captain Berry, of Katrina, 

 and this year in Wasp. On Jubilee are General Paine, Messrs. John 

 B. and Sumner Paine. G. H. Richards. Joseph Fay, Fred Woods and 

 Dr. Bryant, while Capt. Charles Barr is sailing with his brother. On 

 Pilgrim are Messrs. Stewart. Palmer and the two Adams brothers, 

 while Captain Kewcomh. of Fortuna. accompanies Captain Sherlock. 

 On Vigilant are Mr. Iselin. Vice-Corn, W. Butler Duncan. Me.ssrs. 

 Herreshoff, Willard, Leeds, Belmont and Captain Terry, of Grayling. 

 It will be seen that most of the talent, amateur and professional, of 

 New York and Boston is busy with this fleet. 



Pilgrim was measured at Boston. Mr. Hyslop going therefor the pur- 

 pose. Vigilant was first measured at New Rochefle, but after Thurs- 

 dav's race she called for a remeasureraent, which was made on Friday 

 afternoon in the Erie Basin. According to this measurement, as given 

 in the table, she is some two inches shorter than as first measured, the 

 difference being ascribed to the wet decks and sails on the first occa- 

 sion, evervthing being perfectly dry on the second. Jubilee was meas- 

 ured at the same timp, w^hile Colonia was measured on Thursday 

 morning after leaving the ways. A fter Thursday's race Mr, Wil.son. of 

 Boston, called on Mr. Sawyer for aid, and a gang of sailmakers was 

 set to work on Colonia's mainsail, the head being cut off 3ft. on the 

 leech and 2ft. on the luff; while her spiuaker was mended, having b.een 

 badly torn at the finish of the race. 



First Trial Race— Thursday, Sept. 7." 



Windward and Leeward, 15 Miles. 



Thursday morning promised well for a race, the wind being fre^T. 

 from the south and likely to increase, while the day was cleai- and 

 bright, with a warm sun tempered by the sea breeze. The four big 

 racers were towed down from Bay Ridge to Sandy Hook, running in- 

 side the Hook to set their canvas and standing out under sail for the 

 Scotland Lightship, A large fleet of yachts and steamers was under 

 wav from the city by 9:30 in anticipation of a jiunctual start, the big 

 Valiant towering over the other yachts. Many parties went out on 

 tugboats, the Larchmont, Seawanhaka, Marine and Field and other 

 yacht clubs each having a boat. The interest in the race was shown 

 by the crowds on some of the large outside steamers, 



Colonia was the flrst to get under way after dropping her towline 

 and setting sad. .JubUee aud Vigilant each came out with jihheadera 

 set in stops, but to the surprise of most of the spectators Vigilant, 

 w^hen off the Lightship, sent hers down and at once began to house 

 her topmast. Jubilee followed her, while Colonia. after sailing about 

 for a time to try the wind shifted her clubtopsail for a jibheade'-. 

 The three were ready, but there were no signs of a fourth boat, though 

 Pilgrim was inside the Hook when the steam fleet passed down. She 

 was made out, still inside, but in tow of a tug that was heading for 

 the Horseshoe. Many guesses were made as to the cause of her with- 

 drawal, and it was learned later that it was due to her gaff jaws. She 

 had been fitted in Boston with a new pair of jaws with a universal 

 joint, some untried device, and when the sail was hoisted the joint 

 aUowed the fore end of the gaff to swing around alongside of the 

 mast. There was nothing to do but to tow to Bay Ridge, whpre 

 Wintringham's smith set to work at once to make a pair of strong 

 reliable jaws for the next race. 



About 11 o'clock the flagship May, with Com, Morgan on board, 

 accompanied bv the Cup committee and regatta committee, anchored 

 N.E. of the Scotland Lightship and set the course signals S. by E, 1.5 

 miles : tlie large tug Edgar F, Luckenbach, successor tn the old Luck- 

 enbach, of the Puritan— Genesta races, started off in charge of Super- 

 intendent Neils Olson, to lay out the course. On her stern she carried 

 a float with a red flag, which she anchored in the proper position, 

 meanwhile lying by with a large red ball at her masthead until all the 

 racers had passed. 



The wind was now fresh and steady, and none t^io strong for work- 

 ing topsails provided that it did not increase, but the barompter was 

 falling, the indications being of more rather than less wind later on. 

 The sea was but moderate, rolling the big steamers and sending some 

 of the ladies to look over the rail. 



Jubilee was in trouble just before the start, the upuer batten flying 

 out of her jib and rocketing through the air. and then her jib sheet 

 parting, the wire pendant giving way. She lowered the sail but was 

 unable to repair damages before the starting gun was fired at 11:45:00, 

 the preparatory gun having already been fired ten minutes before, 

 and she went over the line with her jib down. 



Vigilant crossed flrst on starboard tack, at 11:45:27, .Jubilee, timed at 

 11 :45:.35, being close on her weather quarter. Colonia waited a little, 

 crossing at 11 :46:46. and as she went over made a tack and stood in for 

 the Jerse.y beach. Jubilee had her jib up in a'little time, and was going 

 well. ,At' 11:50 Vigilant swung about on port tack after Colonia. and 

 .Jubilee followed. She had hardly trimmed down on the new tack, 

 however, before she met with another mishap, the block on the mid- 

 dle span of her peak halliards broke, the pieces flying in the air. and 

 she was permanently disabled, at once giving up and starting for Bay 

 Ridge. 



This mishap put a new complexion on the race, which all had looked 

 to as a duel between Jubilee and Vigilant. Colonia being hardly dan- 

 gerous in the popular estimation. Now it was Vigilant and Colonia. 

 the Herreshoff deep centerboard against the Herreshoff keel. Colonia 

 stood in under the Highlands and at 11:55 made a tack off shore; Vigi- 

 lant stood alone until weU to windward of Colonia and tacked at 12:01, 

 planting herself about 150yds. from Colonia's weather bow. 



The two were fairly started now, with some dozen miles to go and 

 perfectly fair and even conditions. Vigilant was carrying three lower 

 sails, with topmast housed, and was holding to windward as well as 

 pointing high. Colonia had her topmast on end and working topsail 

 set, and in spite of the extra saU and weight she was heeling no morn 

 than Vigilant, The two were taking the seas about the same, Colonia, 

 seeming to swing off more when struck than the other, but going as 

 easily through them. At Vigilant's wheel was Mr. Herreshoff, seated 

 on the weather side of the wheel box, while Capt. Hansen was to lee- 

 ward, the two taking turns in steering. 



Capt. Haff was steering Colonia. It was evident from the flrst that 

 Colonia could not hold on with the centerboard boat, and Capt. Haff 

 was as quick to understand this as any of the spectators; instead of 

 trying to point with Vigilant he kept his boat full and always moving, 

 with the result that she soon showed a decided lead in distance, 

 though continually going to leeward. What the result would be was a 

 matter of doubt, but disregarding all temptation to pinch up and get 

 beside the other Colonia was kept footing as fast as she could be put 

 through the water. 



■""At 12:45 Vigilant went on port tack and Colonia followed 3m. later, 

 having made a decided gain from the start. At 1 o'clock there was a 

 light ha7-e over the sea and the wind had faUen a little, the anticipa- 

 tions of Vigilant's crew not being realized. She began to need her 

 topsail now if she had not before and in the next quarter of an hour 

 Colonia was stUl closer to her. At 1:10 the work of setting up her 

 topmast began on Vigilant, the spar being quickly hoisted and Added, 

 but the work of setting the topsail was very slowlj' done, and it was 

 not until 1:33 that the sail was broken out and sheeted home, A num- 

 ber of men were aloft all this time, the lacing holes being small and 

 the work of oassing the lacing being difSoult. 



The two now^ made a hitch off shore. Colonia being first to tack and 

 held it for over 20m,. at the end of which time, with her topsail now 

 drawing and both wind and sea lighter. Vigilant began to show a 

 slight gain. When Colonia tacked at 1 :4(i she only held on for a 

 couple of minutes until Vigilant was •fairly about and then she 

 swung back to the offshore tack. Vigilant "immediately doing the 

 same. 



The wind was now working more to the west of south, shifting and 

 breaking off one or the other, though neither gained much by these 

 brief puffs. Vigilant was doing better work as she neared the mark, 

 her topsail helping her greatly. She made her last tack at 1:55. and 

 passed the mark, leaving it on the starboard hand at 2;03:35. Colonia 

 was timed at 2:06:30, or 2. .55s later, the elansed times from the start 

 being, consequently: Vigilant 2,180S. Colonia 2.19,44. Considering 

 the recognized ability of Vigilant to wind ward, as demonstrated in the 

 Astor cup and other races of the cruise, ttiis is a remarkable showdng 

 for Colonia. VigUant passed the mark with aijiuaker boom lowered 

 to port and spinaker set in stops, breaking it out within a minute and 

 a half. Colonia was but httle slower, both having improved since the 

 cruise. Balloon jibtopsaUs were also set and headsails lowered. 



The run in was uneventful, it was impossible by the eye to gauge 

 the difference between the boats, and opinions differed as to whether 

 VigUant or Colonia was gaining. When near the finish the wind went to 

 the west and Vigflant's spinaker came in at 3:09. Colonia carrying hers 



