Deo. 22, 1894.] 
FOREST AND STREAM. 
548 
One of the moat complete and' comprehensive collections of gross 
misstatements and egregious blunders which we have encountered 
for some time is contained in a column article in the Philadelphia 
Times of t)ec. 7, the work of its sporting correspondent. It would 
not he worth our while to refute the false statements and correct the 
blunders contained in this heterogeneous jumble of "Alabama and 
Shenandoah," "Spirit of '76," "Queen's," Cup," "American clipper 
ships," and "crowding the "Vigilant on the rocks;" the pity of it is that 
such trash is read and believed by persons who are fair and honest 
themselves, but know nothing of the truth in yachting. 
The New York Sun, of Dec. 12, in discussing at considerable length 
the present complication between the New York Y. O. and the R.Y.S., 
falls into some errors which are quite inexcusable in a journal of its 
standing. It says, "In the deed under which the New York Y. C. 
holds the America's Cup against the world, there are two leading 
clauses. One provides for a race under certain very simple con- 
ditions. Another provides that challenger and challenged may meet 
and arrange any other terms conceivable which commend themselves 
to their common approval. This second clause, known as the mutual 
agreement clause, giving all possible freedom to the spirit of match- 
making. iuas added to the old deed after the experience of several 
races.' 1 '' 
A reference to the original deed will show that, in direct opposition 
to the statement of the Sun. the vital clause of the whole document 
was that securing to the challenger the right to a mutual agreement. 
The ultimate conditions of a race over the club course with six months 
notice, occupy a secondary and unimportant place, and were only 
intended to become operative after all efforts at a mutual agreement 
had failed. From the very first challenge in 1870, the New York Y. C. 
deliberately refused to recognize this right to a mutual agreement, 
preferring, whenever forced to abandon any of the unfair restrictions 
imposed by it, to do so as a "generous concession." 
It is not only untrue that, as the Sun states, the new deed was made 
for the purpose of adding such a mutual agreement clause; but it is 
true beyond contradiction that while this clause occupies the first 
place in the true deed, in the Qerry "instrument" it appears in an 
entirely altered form, and in a subordinate position to the clause 
demanding the four dimensions. In the true deed, this same clause 
governs all possible conditions of a match; in the Gerry deed, it can- 
not be rightly construed to admit of a waiving of the dimensions ; and 
it applies only to certain conditions, "aB to to the dates, courses, num- 
ber of trials, rules and sailing conditions." If the Sun is really honest 
in its efforts to discuss the matter fairly and without prejudice, we 
would advise a careful reading of the first and last deeds. 
The Sun further says: "The Royal Yacht Squadron, for reasons, 
we confess, beyond our ability to define to our satisfaction, has under- 
taken to get the deed of gift repudiated." If the Sun will refer to the 
files of any of the New York papers of 1887 or 1889, it may easily 
inform itself as to the objections of the R. Y. S. to the new deed, on 
the score of the illegality of any change of the conditions laid down 
by the original owners of the Cup, on the score of underhand and 
irragular methods in making the new deed; and on the score of the 
unfair demands made of and restrictions imposed on the challenger. 
All of this has been stated again and again by the R. Y S. and other 
clubs, and by American, as well as British papers; certainly there can 
be no good grounds for the Sun's plea of ignorance. 
The most remarkable thing in connection with the Sun^s editorial is 
the following letter, which was published on Dec. 14: 
To the Editor of the Sun; 
I cannot refrain from saying that your editorial of yesterday on 
yachting and the deed of gift of 1887 is excellent and one of the best, 
if not the very best, I have ever read on these questions. 
James D. Smith. 
There is not a member of the New York Y. C. who is better qualified 
than ex-Com. Smith to know that the Sun's statement as to the 
mutual agreement clause in the two deeds is absolutely untrue, ant' 
that in the true deed the right to a mutual agreement preceded ah 
other stipulations. 
IT would be a difficult matter to -select, from a list by no means 
bri»f, the meanest and^most unsportsmanlike act associated with the 
defense of the America's Cup, but among the first half dozen, the 
"generous concessions" present some very strong claims for pre- 
cedence. 
The history of the Cup proves that the New York Y. C. began the 
defense in 1870 by deliberately ignoring the mutual agreement 
clause, and in the face of its then Commodore, Henry Q. Stebbins, 
compelling the challenger to accept the very least that it could pos- 
sibly give him, a single race, over the inside course of the club against 
the whole fleet. 
In every subsequent contest, from that day to 1887, the rights of 
the challenger to a true mutual agreement which should give him a 
series of races overfair open courses and against but one defending 
yacht, have been denied him. It is only after twenty years, and when 
confronted with the responsibility for the cessation of the Cup races 
from 18S7 to 1892, and for an indefinite continuance of the same 
state of affairs, that the New York Y. C. discovered, after it was 
too late, how highly it valued the mutual agreement clause; and 
that it consented to conditions that were other than unfair and one- 
sided. 
As one challenger followed another during this long period, each 
was compelled to fight hard for the rights denied to his predecessors. 
In the second contest the New York Y. C. was compell ed reluctantly 
to meet the challenger with one boat instead of a fleet, but it still 
attained much the same unfair end by picking the best boat of the 
fleet according to the weather at the start of each trial. It was also 
compelled to give a series instead of a single race. 
In the third contesti t was compelled to limit the defender to a single 
yacht, though vehemently maintaining its right to select a different 
oat on the morning of each race, according to the weather. This 
decision was clinched for all time by the very fair stand of the officers 
and committee in the fourth race, though many of the club still 
desired to retain this unfair advantage over a challenger. 
In each of the next three races the strongest protests were made 
against the retention of the inside course, but Genestaf Galatea and 
Thistle were each compelled to sail over it; nor was it abandoned until 
the Thistle-Volunteer races proved the American yacht was even 
faster in a good breeze outside, especially to windward, than in a drift 
inside the Hook. 
There iB not one of these disputed points which would to-day be 
denied as the right of a challenger in any match; to a series of races f 
against a single boat, and over neutral or open courses; and far from 
any generosity of the New York Y. 0, in tardily granting them, it 
must always remain a reproach to the club that it has withheld them 
so long and restored them so unwillingly. 
What lends an additional shade of meanness to the matter is that 
each successive "concession" has been heralded throughout the coun- 
try as a fresh proof of the grasping and unsportsmanlike character of 
the challenger and the liberality and fairness of the holder. While 
this has been done immediately through the medium of the press, the 
nspiration has come directly from the New York Y. C, from mem- 
bers who should know, evan though they do not, what are the recog- 
Izad U3ag33 of yacht racing. 
That class of yachtsmen"who believe, or profess to believe, in the 
fairness of opposing a single foreign yacht by the whole national fleet 
over the inside course has always had a willing exponent in the New 
York Herald; and this paper has been one of the foremost in dilating 
on the concessions made each year. There was a time when the 
Herald, however unfair and partial, was at least competent to deal 
understanding^ with yachting matters; but the positive ignorance of 
all nautical affairs which has characterized it of late years has this 
time landed it in a complete muddle. In the last attempt to "note 
just how much has been secured in this way by British yachtsmen" it 
rolls out a string of words in a manner that reminds one of the 
trained parrots which, a few months since, tempted New Yorkers 
with the alluring invitation "After breakfast, go to Proctor's." The 
writer of the following, in notingdown the "concessions" as recounted 
to him by some "prominent yachtsman," has even failed to appreciate 
the fact that a time limit of 6 hours for 30 miles, an average of 5 miles 
per hour, is mucb less effective in preventing a drifting match than 
one of 7 hours in 40 miles, or 5.7 miless per hour. 
"The deed of 1887 provides that the challenging club shall give the 
length on load warer line, beam at load water line and extreme beam 
and draught of water of their yacht, which dimensions shall not be 
exceeded. This has been waived, and the load water line is now only 
required, besides which an excess of two per cent of this length was 
permitted in the last match. 
"The deed requires that three races shall be sailed— the first, twenty 
nautical miles to windward and return; the second, an equilateral 
triangular race of thirty-nine nautical miles, and the third, if neces- 
sary, twenty nautical miles to windward and return. The races of 
the Vigilant-Valkyrie match were, in brief, best three out of five, out 
side of headlands, over courses each of thirty nautical miles. 
"The deed says that in the races for the cup there shall be no time 
allowance. The Vigilant and Valkyrie's conditions included the 
system of measurements, time allowance and racing rules of the New 
York Y. C. 
"The deed holds that each of the races must be completed within 
seven hours. The Vigilant-Valkyrie conditions caused six hours to 
be named instead. 
"Which is a pretty fair list of concessions under the 'mutual agree- 
ment' clause, but there are more — those which the Cup Committee 
have agreed to allow in the present controversy. These are limiting 
the live weight and measurement with all weights on board; the with- 
drawal of an original challenge and the simultaneous acceptance of a 
new challenge, that the best of the British boats may be sent across 
the water, and a one gun start has been given them, although in the 
prospective races two minutes will be given in which to cross the line. 
"That's the list of concessions. More are wanted, and the foolish 
question of holding the cup, if won by the challenger, has been raised." 
As regards the first of the above "concessions," the one dimension 
was only accepted, not because the demand for all was unfair; but 
because, after five years without a challenge, one must be had; and 
thiB was one of the few points strenuously insisted on by Lord Dun- 
raven. The new deed does not require that but three races shall be 
sailed, it does not say (save in the event of a non-agreement), that 
there shall be no time allowance- and the seven hours limit, so far as 
it goes, only applies in like case. The one gun start has been denied, 
not conceded; the limiting of the crew is no concession, but a tardy 
reparation for a trick which has been severely condemned even by 
American yachtsmen as savoring of unsportsmanlike practice. 
There are three points in all, in the terms accorded in 1892 and those 
now offered, which may be fairly termed concessions, the agreement 
to five instead of three races, the on^-gun start, allowed in 1892 but 
now denied; and the partial agreement to recognize a boat not 
specifically mentioned in the challenge. The other points described as 
concessions, the limiting of crew, time allowance, time limit and giv- 
ing of waterline length alon«, are rights which any challenger may 
fairly demand of the other party in making a match. 
The latest move of the Larchmont Y. C. is one which will commend 
itself to the many yachtsmen who journey to Larchmont on the occa- 
sion of every race; not infrequently to return with a feeling that they 
have wasted a day in the vain attempt to watch the various classes 
turn their different and distant marks at Matinnicock, Scotch Caps, 
Captains' Island and Stamford. The club is now at work remodelling 
its courses so as to make several triangles of such size that at least 
two turns will be required in each class; while all classes will be 
within sight as nearly as possible at the same time. It is almost cer. 
tain that this change will meet with opposition at first, but it is so 
directly in the interest of closer and more exciting racing that its 
merits must soon be appreciated by all. The club is not ready to 
adopt the one-gun start, dividing the fleet into suitable classes; but it 
s only a question of time before this innovation must follow. We 
congratulate the club on its efforts to keep at the head in improving 
the standard of yacht racing; and we would be glad to see shorter 
courses and more rounds adopted by other clubs. 
It is an unfortunate thing for the framers of the new deed that, in 
making it, they were not able, at the same time, to call in and destroy 
every copy of the original deed. This latter document is, however 
still within easy reach, it has been repeatedly published in the Forest 
and Stream, it appeared for years in The American Yacht List and it 
maybe found in Captain Coffin's "History of the America's Cup." 
A nyone desiring to convince himself of the full extent of the mis- 
statement made by the Sun and vouched for by ex-Commodore 
Smith, may readily do so by referring to either of these authorities. 
As long as the old deed is thus accessible it stands as a conviction of 
the men who have slandered it and Its makers in order to justify their 
own illegal acts. 
The New Larchmont Class. 
In view of the fact that designers are very apparently seeking to beat 
each other's productions and previous ones of their own, by a few 
inches of added keel depth, or by a more attenuated midship section 
with a constant decrease of the sterling qualities of a yacht, there 
would appear to be urgent need of a means, the use of which, would 
relieve the monotony of such method, and conduce to the equity of 
yacht racing by providing an equality of opportunity, preserved 
within measured and desirable limits. 
In framing new rules to govern the construction of a class of small 
yachts, the Larchmont Yacht Club is influenced primarily by a desire 
to insure in these little vessels that they shall not merely be fast, but 
also that they shall possess valuable qualities relative to cruising 
and comfort. To do this, it is clearly recognized that requirements 
and restrictions must be made that are not included in the present 
racing rules. Not that these are not good as far as they go, but that 
they do not go far enough to include and furnish an equation in all 
cases, for some features in the yacht of to-day, which are of percep- 
tible and recognized advantage for speed simply; but which, if 
unmeasured and unrestricted, are inimical to the presence of other 
features, valuable and necessary in every yacht which is more than a 
racing machine. 
Of course if the presence of features which give advantage in speed 
can be had in a yacht without change in the measurement, they will 
be taken by the zealous racing man, and there will next occur a pro- 
gressive Increase of thB untaxed feature. But equally, of course, to 
the extent 'that this .development is objectionable, or that, accom- 
panying it. other and good features are restricted, will the number of 
such yachts built for racing be diminished. 
The most recent productions in racing yachts of those which have , 
been conspicuous in the classes of small vessels, have been yachts 
with small under-water bodies, with displacement and ballast corres- 
pondingly small, hut with the ballast made effective by acting- on long 
levers. They have been vessels of small capacity relative to their 
dimensions. A little vessel of 6Vgft. draft would require 5ft. of this 
for the keel or fin, and only about l^ft. for the body of the boat 
itself, the keel or fin being used to suspend a weight of lead, thus 
giving the power to carrv sail upon a body of Bmall displacement 
and resistance, and not possessing the room and accommodation 
which we have been accustomed to associate with such dimensions 
and draft. Of such yachts as have been alluded to a^-e the speedy 
little racing 21ft. boats, brought out last year by the Larchmont Y. 
C. , and which raced so much on the Sound and about Newport during 
the season. 
However desirable may be this kind of vessel in a small class, used 
only for day work, for amusement and in races occupying only a few 
hours each, and having no pretension to cruising work and fitness, 
other features and qualifications become necessary and should appear 
in a larger racing yacht; and suitable room and accommodations 
should be had for the owner and his crew to eat and sleep on board, 
and roominess, moderate draft and cruising: fitness should be made 
practicable and encouraged. They should he given an equitable 
premium, and be secured from the unequal and unfair competition of 
vessels less fit and desirable. 
The type of vessel which has been referred to as the modern pro- 
duct for racing, and in which speed is attained bv the ballast acting 
through a long lever upon a form of small bulk and resistance, has its 
distinctive features most clearly shown, and it is at the same time 
made most easily comparable with other forms, bv the exhibition of 
a midship section— the immersed part — inscribed in outline within a 
parallelogram. 
If the midship section of the bulb-fin racing yacht be treated in this 
way, it will become apparent that it occupies only a small percentage 
of such parallelogram. It will be in strong contrast to the form of the 
more roomy vessel similarly treated, and having the same draft of 
water. It will be seen that we have in one form a keel with a little 
boat on it. and in the other we have a boat with a keel on It, and as 
the space included in the midship section indicates the space in the 
yacht that can be built to such section, it becomes evident that one 
form is (so far at least as room and draft are concerned) more desira- 
ble than the other, and that, as more work is involved in driving the 
larger section and bulkier form through the water than the smaller 
one. equal speed can only be expected from greater power, and that 
to sail over any given distance in equal time the larger vessel should 
be permitted to carry more sail. - 
The Larchmont Yacht Club have arranged for the formation of a 
racing class of yachts of 34ft. racing length, and for the sail to be 
carried, and the racing length determined by the application of the 
principle which has been referred to. While no positive prohibition 
has been placed on the bulb-fin type, a vessel which would be prac- 
tically a weighted fin with a canoe on it. can scarcely be built under 
the requirements of these rules as to room in cabin, forecastle, etc. ; 
but any yacht approximating to this will have her actual length or 
sail area (either or both) added to, and in proportion as her midship 
section may occupy less space than 35 per cent, in the parallelogram, 
in which it can be included. This proportion has been adopted as the 
normal one, and a figure in illustration is given here. 
Keel Yacht of 1890. Mode rn Bulb Fin. 
^1 p. ct. of parallelogram. 20 p: ct. of parallelogram, 
35 pr. ct. of 
parallelogram. 
In the new ruleB there are stated requirements for room and for the 
equipments ne cessary in yachts to be lived aboard, but only the essen- 
tial things are required. There is no use made of the co-efficient of 
the midship section to limit either beam or draft as such, or to fix the 
relation of one to the other. A comparatively deep yacht like the 
noted Minerva has the same co-efficient as the wider and shoaler 
Nymph. 
The rule simply requires that the dimensions taken for the midship 
section below water, whatever they may be, shall be occupied by boat, 
by something that gives space and accommodation, and that the 
dimension of depth shall not be immoderately extended simply by 
the fin or keel. 
Such yachts as the Minerva or Nymph, and indeed everything .but 
the most extreme kind of craft are above the limit fixed , and well out 
of the influence of the rule, even if it was to be operative in the class 
to which they belong. 
It may be here stated that very few yachts of over 30ft. l.w.l. have 
so far been built, having so small a co-efficient for the midship section 
as 35 per cent. It appears quite likely that for this class some owners 
and designers may elect to build yachts of even fuller form than that 
which has been adopted as normal, and they will in this way secure 
Increased space and roominess. 
The purpose, however, held in view in devising the rule, is to secure 
to the owner who would build a serviceable little craft the assurance 
that he can do so without, being subjected to undesirable and unfair 
competition. The special rule here referred to has its limit of appli- 
cation in the Larchmont Y. O. to the new class. It may perhaps be 
found to serve desirable ends in other classes, and with the same or 
with a different co efficient be used to check the development of unde- 
sired feaiures, and of excessive draft in vesselsof larger size, in which 
the need of room is less felt. The work of the committee is fully cov- 
ered in the following report to the club: 
To the Trustees of the Larchmont Y. C: 
The undersigned, a special committee appointed to prepare rules 
and restrictions for a special racing class of yachts about 30ft. in 
length, herewith present, as the result of their labors, the annexed 
rules: , 
It has been the aim of the committee to provide for the building of 
a class of yachts which would be fast, and at the same time be avail- 
able for cruising. We have also sought to give to designers and 
builders the widest latitude as regards type and form, consistent with 
what we believed to be the essential features of such a boat as it has 
been our purpose to encourage. Our report is the result of many 
meetings and the fullest discussion of all questions involved, and is 
concurred in unanimously by the members of the committee. 
New York, Dec. 1, 1894. 
Larchmont Yacht Club. 
RULES AND RESTRICTIONS GOVERNING SPECIAL 34FT. RATING CLASS. 
1. There is to be no time allowance. 
2. Length on load waterline shall not exceed 30ft., nor be less than 
28ft. ; extreme length on deck shall not exceed 45ft. ; least freeboard 
shall not be less than 24in. 
Sail area, measured according to the rules of the Larchmont Y. C. 
(as modified by these rules), shall be such that no yacht in this class 
6hall exceed 34ft. racing length. 
The racing measurement of each yacht, as ascertained by the rules 
of the club in the customary way, shall be modified by an addition to 
such measurement in all cases where the immersed midship section 
(inscribed within a parallelogram which shall touch its extremities), 
shall fall below thirty-five per cent, of the area of such parallelogram. 
The largest transverse vertical section shall be taken as the midship 
section and the parallelogram shall be taken to the lowest part of the 
vessel at this point or forward of it. Of any greater depth which may 
be found aft of this point, one-third shall be added to the depth of the 
circumscribing parallelogram. 
For every unit of percentage which the midship section, as defined 
above, shall fall below 35 per cent, of its circumscribing parallelo- 
gram au equal percentage shall be added to the racing length of the 
yacht as measured in the usual way. The formula to be used is in- 
effect an addition to the old one, and is as follows: 
VS. A. + L W. L. 135 — C. _ T , ... , 
2 — loo - = class; 
C in the formula representing the co-efficient of the midship ssc- 
