54 
[Jan. 19, 1895. 
working tip to racing form of a real 90ft. racer, attempted for the 
first, time, is a larger task than has yet been thrown upon the 
defenders of the Cup; and the means thereto are much less 
adequate than in former contests. 
On the other side, Britannia is a known quality, sailing better 
last year than in her first Heason, ready now for a preliminary 
racing season in the Mediterranean, to return in still better rac- 
ing form as a trial horse for the Dunraven cutter. Whether 
Satanita will be fitted out is uncertain and of minor importance ; 
but there is now welL toward completion the new 90ft. Fife cut- 
ter Ailsa, which will,.we understand, be ready for the Mediter- 
ranean races in March against Britannia. When the Dunraven 
boat reaches the Thames by May 17 for her first race, she will, if 
nothing unforeseen interferes, meet both Britannia and Ailaa ; 
sailing about a dozen matches against both before she strips for 
the Atlantic voyage. While not altogether settled, there is even 
a chance that the challenger may be allowed to select the 
faster of the two new boats, Valkyrie III. and Ailsa, for the Cup 
races. 
In any event, the opportunities for determining and remedy- 
ing the defects of the new boat, and of working up to the highest 
racing form, are very much better on the far side of the Atlantic 
than at home. Of course the challenger must lose all of July 
and August in stripping, crossing to New York and refitting, and 
will have nothing to race against here by way of trial prior to 
the Cup races; but apart from this drawback, the chances for 
thorough preparation and the realization through practice of the 
highest possible speed of the vessel, are on the side of the chal- 
lenger. 
There is one way in which these changes might be materially 
improved; by sending over Ailsa, Britannia, or both, with Valky- 
rie III., and the sailing of trial races off Sandy Hook, for the 
purpose of tuning up the latter, even if the final selection of the 
fastest of the three be denied by the New York Y. C. By this 
means the serious drawback of loss of trim in refitting may be 
entirely avoided. 
In yachts of this size, and for this special purpose where draft 
and cost are not counted, we believe the keel type to be quite as 
much superior to to the centerboard as it has proved to be in 
the 40 and 46ft. classes; but if everything is to be risked on one 
big boat, even more of an experiment than the four 87-footers, 
and with no other new craft as a trial horse, we hope that this 
boat will be a centerboard, like Vigilant. Should she be a keel 
boat and be defeated by any untoward circumstance, the blame 
would be laid to the keel type and not where it belongs— to the 
depending for Cup defense on but one vessel. 
Though the new deed has failed of attaining most of the ob- 
jects of its iramers, they have succeeded in one, that of limiting 
the competition to yachts of 90ft. waterline. It must be evident 
to any observing yachtsman that such yachts as even Mayflower 
and Volunteer, when rigged with a single stick, are abnormal, 
outside of the legitimate demands of yacht racing in America, 
and that no permanent and well-filled classes can be main- 
tained. However much has been learned in the past from them, 
the net result has been disastrous, to abolish the individual 
owner, to limit the number of yachts built and raced and to 
limit the functions of men who were once keen racers to the 
drawing of checks for syndicates. The defense of the Cup 
would be infinitely safer to-day if instead of one big boat paid 
for by a popular subscription or a syndicate of reluctant yachts- 
men, it depended on half a dozen 70-footers, each owned and 
sailed by one of such representative men as Archibald Rogers, 
C. Oliver Islin, A. Cass Canfield, On. Paine, It. S. Palmer, 
August Belmont, E. D. Morgan, Bayard Thayer and the Adams 
brothers. 
There is little doubt that nearly all of these gentlemen would 
welcome the chance to race against their own craft it such work 
were at all within reasonable limits for a private purse; and a 
racing 70-footer, as the cost goes in this country, would be quite 
as expensive as most men wooid care to go when the short 
racing life of modern craft is considered. The America's Cup 
was given primarily for the building up of yacht racing m this 
country, and in no way could that end be better obtained than in 
reviving the 70ft. class. As matters now are, the only use of the 
Cup is to produce a single expensive craft fitted for but one pur- 
pose, the winning of three races ; and equally worthless there- 
alter whether she wins or loses. 
No small part of the widespread interest in the past races for 
the America's Cup is of a sentimental rather than of a practical 
nature ; and is dependent on such names as Puritan, Mayflower, 
Volunteer and Vigilant.with those of their respective opponents. 
Had the owners of all past Cup defenders been content to name 
each boat in turn America, with successive numerals as the sole 
means of distinguishing them, the history and traditions of the 
Cup races would lose all their interest. Prom this point of view 
it is to be regretted that Lord Dunraven has sacrificed all senti- 
mental considerations in naming his new challenger after his 
two former yachts, leaving it to a numeral to distinguish them. 
Beautiful and poetic as they are, the names of the daughters of 
Wotan, and especially of Brunhilda, have become wofully stale 
and hackneyed in yachting, and for each of the ten original Val- 
kyries of the old myth there are probably two or three name- 
sakes afloat. Though but a small detail of the Cup racing, it is 
a pity that Lord Denraven has not given to the new challenger 
such an original and distinctive name as her prominence entitles 
her to, thus avoiding all confusion with other Valkyries. 
The New York Sun is responsible for a long article by a 
"marine draftsman," condemning the long overhangs of modern 
yachts. We quote the following definition of the metacenter as 
important if true: "The exact distribution of the sail area 
around the center of lateral resistance, gravity and buoyancy, 
collectively knovm as the metacenters, is the utmost that science 
has accomplished in modern yacht designing." This is on a par 
With the New York Hei'ald's definition of the metacenter quoted 
some time since. 
Southern Y. C. 
One day last week, Mr. A. Cardona, Jr., who represents Mal- 
lard Bros., wholesale grocers and commission merhants of New 
Orleans, kindly invited me to take a trip with him to West End, 
a pleasure reaort on Lake Poncharfcrain. ■ Its chief attraction to 
us, however, was its yachting features. The club house of the 
Southern Y, C. is there, and a large part of the fleet was in har- 
bor sale from danger, for the lake in its angry moods is danger- 
ous. It is quite a iarge body of water, about 58 miles long by 26 
wide. A short pass connects it with Lake Borgne on the east, 
thence is an open course to the Gulf. 
I had known Mr. Cardona many years as a gentleman sports- 
man, but I had no knowledge of his enthusiasm as a yachtsman 
and his reputation and record as a skillful amateur sailor and 
racer. He is a member of the Southern Y. C, a powerful organi- 
zation of about 1,500 members. Eaees are held regularly and 
frequently in the proper season, and no better evidence of their 
popularity and the popularity of the club can be mentioned than 
the large attendance of gentlemen and lad ies who fill the balcon- 
ies of the club house whether the contest be between two of the 
smallest boats or the whole fleet, great and small. The club 
house is a substantial structure, roomy within, and with a broad 
balcony on the side facing the lake, from which a good view of 
the whole triangular 15-mile course can be obtained. The main 
hall is decorated with yachting pictures, mostly ol famous yachts 
and races. Nor are the social features overlooked or neglected. 
An ample lunch and good welcome are provided for the friends 
who attend the club's events, and social gatherings in the club 
house between times keep the yachting spirit aloof from dull- 
ness. 
The club is in an excellent financial condition, solidly progress- 
ive and free from the distressing fluctuations in interest and 
membership which come to organizations whose treasury and 
membership ebb and flow quickly. B. Watebs. 
New Oeleans, La., Jan. 4. 
Racing Fixtures. 
The British yacht clubs have just done a good work in hold- 
ing a meeting of representatives," on Dec. 20, at which dates for 
the principal events of the season were arranged, as follows: 
May 17, New Thames. 
May 18, Eoyal Thames. 
May 25, New Thames to Harwich. 
June 1, 3, and 4, Harwich. 
June 7, Royal London. 
June 8, Nore to Dover. 
June 10, Royal Cinque Ports. 
June 13, Royal Southampton. 
June 14 and 15, Royal Southern. 
June 20 and 21. Royal Mersey. 
June 24, Isle of Man. 
June 26, Campbeltown. 
June 29 to July 15, Clyde. 
July 19 and 20, Royal Ulster. 
July 23, Royal Alfred. 
July 24, 25, and 26, Royal Irish. 
July 25, 26, and 27, Royal Yorkshire. 
July 29, 30, and 31, Royal Cork and Royal MunBter. 
Aug. 2, British Channel and Royal Cornwall. 
Aug. 5, Royal London, Cowes. 
Aug. 6, Royal Yacht Squadron and Royal Southampton. 
Aug. 10, Royal Portsmouth Corinthian. 
Aug. 13 to 16, Royal Victoria. 
Aug. 19 and 20, Eoyal Albert. 
Aug. 23 and 24, Royal Dorset. 
Aug. 26 and 27, Torquay. 
Aug. 30, Royal Dart. 
Aug. 31, Start Bay. 
Sept. 3, 4, 5, and 6, Royal Western and Plymouth. 
Other dates arranged were June 29 and July 1, Antwerp ; July 
13, 14, and 15, Havre ; July 18 and 19, Royal Cinque Ports; July 
20 to 25, Ostend regatta, and July 26, Ostond to Dover. 
In the event of Vigilant sailing, in some of the early races at 
least, on the other side, these dates will be interesting to our 
readers. The circumstances of yacht racing in thiB country un- 
iortunately do not call for any common arrangement of dates 
for the whole coast; but at the same time the yachtsmen of 
certain localities, as New York and the Sound, and of Boston 
Bay, might well follow the same course and arrange local cir- 
cuits which would avoid the clashing of fixtures and promote 
inter-club racing. 
This Year's Concessions. 
The following list, presumably official, of the "concessions" so 
generously granted to the challenger this year, is given by the 
New York Herald: 
"It may be in order, now that the challenge of the Squadron 
has been accepted and the races next fall are assured, to note 
for the information of yachtsmen generally juBt what conces- 
sions the Cup committee have allowed the challenger. The load 
waterline length of the yacht only is required to be given, whieh 
is 89ft. Pive races will be agreed upon. The system of meas- 
urement, time allowances and racing rules of the New York Y. 
C. will govern. Six hours will be the time limit for each race. 
The measurement of the yachts will be made with all live weights 
on board, and the measurer will properly mark the boats for- 
ward and aft. The withdrawal of the original challenge and the 
simultaneous acceptance of a new challenge, that the best of the 
British boats may be sent here, will be in order. The ten months' 
notice is waived and eight mouths substituted, aud all raoes will 
be started to windward that are practicable to do so. That is a 
fair and sportsmanlike list of concessions, and reflect much 
credit, upon the liberality of the Cup committee in their inter- 
pretation of the mutual agreement clause of the deed of gift." 
Out of this formidable list there is but one point which is not 
clearly a right of the challenger according to the recognized 
usages of match sailing— the granting of five races instead of 
three. The Cup committee has conceded nothing in accepting 
the waterline only when it could get a race on no other terms ; it 
concedes nothing in sailing the race under its own rules and 
time limit rather than those of the challenger; in agreeing, 
through measurement, to prohibit a "ballast crew," it gives up 
nothing, as the same expedient would be open to the other side 
if not specially forbidden; it has not yet agreed to the substitu- 
tion of another boat; and the requirement that all races must be 
started to windward, if practicable, was originally made to favor 
American boats. We would like to see, on the partof the Herald 
or others who share its views on this subject, a list of half a 
dozen real concessions made by the holder to the challenger in 
the entire course of Cup racing from 1870 to 1893. We have never 
been able to discover this many, and we doubt whether our 
opponents can do so. 
Magnificent But Useless. 
Since the days of Puritan and Mayflower the Fokest and 
Stream, while recognizing the fine racing afforded by a fleet of 
80 or 90ft. cutters, has held the view that such a class could not 
be maintained permanently in American yachting, and that far 
better results would be had by abandoning the occasional 
expensive experiments, such as that of 1893, and devoting all 
efforts to the permanent maintenance of a class of 70-footers. 
The following editorial from the New York Times is in line with 
the arguments whieh we have always advanced : 
"It is rather a pity that the famous deed of gift provides in 
effect that the possession of the America's Cup shall be contested 
by vessels which are of no use for any other purpose than con- 
testing it. That is true, at least, on this side of the water. On 
the other side there are races enough provided for single-stickers 
of the first class to appease the ambition of an ambitious sports- 
man, and would be even if there were no such trophy as the 
America's Cup in the world. Even in England, however, the 
fact that the trophy exists has exercised a distinct influence in 
increasing the size of cutters. Nobody builds a first-class cutter 
with a view to racing without cherishing a secret hope that, 
after she has been proved to be the best of British yachts, she 
may prove to be good enough to win back the oup and gain for 
her owner immortal renown. So flrst-clasB cutters have been 
growing bigger and bigger ever since the first contest in which 
a cutter took part, that in whioh the Genesta was the challenger. 
And now it is recognized that the challenger, in order to have a 
fair chance of success, muai 'build to cue limit.' So, oi course, 
the defender muse build to the limit also. 
"The trouble is mat a defender is of no use for anything 
except cup defending, The uuader of a successiul competitor 
for cue honor and glory ot defending the cup has his reward in 
the honor and glory, uut the builder oi an unsuccessful com- 
petitor has no reward at ail for a very large expenditure, a hero 
is no racing season here mat would justify the richest owner in 
maintaining in racing trim a boat mac takes thirty or forty men 
to handle properly. When the uusuccessiul competitor has been 
proved unsuccessful there is nothing to be done with her except 
to convert her into an undersized schooner or to convert her 
intojuuk. In neither case ia there anything like a lair return 
for tne outlay, if she be not good enough to defend the cup sne 
is good for nothing, ihe case is muou worse with a racing 
yacht than wim a racehorse, xho thoroughbred has been said 
to be a mere gambling implement, but that is absurd. A 
thoroughbred is an excellenc ammai lor many other purposes 
man racing, and he is also useiui lor lm proving the breed of 
horses. A racing yacht, is not at all in the same situation. You 
cannot cross her frith a snovel-nosed coal barge and produce a 
last and game hall-bred coaster. You can do nothing but turn 
her into a poor se.iooner or break her up. 
"So it is unlikely mat, with the experience of 1893 behind 
them and with me existing financial conditions, there will next 
season be a squadron of competitors ior the nonor of defending 
the Cup. It is possible that the owners of one or more of me 
vessels then bunt may think mat they did not nave a fair chance 
and may lit- them out anew to try again, is is fair to presume 
that there will be at least one new boat built m New York, 
and to hope that one will be built in Boston to try 
conclusions lor the honor of these ports. If there should be 
only one it would be necessary to rent one ol the old ones, or 
to bring the Vigilant back iroui Uritish waters ior the purpose ot 
getting 'a line' on the new boat. Por evidently it would not do 
to run the risk of meeting a British challenger with a boat that 
had never been tried against anything of her own size. Uut it 
is pretty plain from experience that we cannot trust to an old 
boat, for it is extremely likely, to say the least, that the Thistle 
would have been too good for the Pu.itan and tne Valkyrie ior 
the Volunteer. The America's Oup is me American tropny that 
is most eagerly coveted in Great Britain, aud it is not to be 
imagined that we will let it go lor want of spending money to 
insure ite. retention." 
A Cnp Defender from Baltimore. 
We give the lolloping from the New York Tribune, lor what it is 
worth, as a good example of the tales with which yachtsmen will 
be deluged in a snort tune. It is remarkable that the fame of 
this 14-knot yacht, designed on the linos of Valkyrie, but pre- 
sumably wdh i>jtt. dratt, h.is not long since reached Isew York: 
•'Yachtsmen and ship-builders of this city were talking to-day 
about building a cup defender. The fasoesc clipper ships in the 
world were built in Baltimore yards, and there are several ship- 
builders nere who believe they can construct faster yachts than 
any that have sailed in the races on this or the other side of the 
Atlantic. A prominent Baltimore yaohtsman, who desires his 
name withheld until a syndicate is formed, says he is willing 
to start the subscription with $l,u00, and several other subscrip- 
tions of $500 each have been voiuuteered. N. C. Moore, designer 
of the famous clipper yacht Bultimore, has offered to build a 
winning yacht for $35,000, or receive no pay ior his time and 
work beyond the actual cose oi the materials. The clipper Balti- 
more was designed something on the line of Lord Dunraven's 
Valkyrie, bhe beat every cratt that raced with her. The model 
of this yacht is still in the possession of her designer and builder, 
Mr. Moore, who is the only man living who knows the lines 
upon which she was built. Her equal ior speed, he claims, haB 
never been buiit. Mr. Moore says he knows that the yacht easily 
made fourteen knots on more than one occasion, and that he re- 
ceived the solemn assurance of the Virginian who purchased her 
that in one trial of speed she made the remarkable time of six- 
teen knots an hour, a record that none oi the modern flyers has 
ever equaled. 
"In building the new yacht Mr. Moore said he would sacrifice 
everything for speed. The boat would be about 95tt. long with 
80 or 82ft. keel, and would draw 4>£ft. of water. She would be 
rigged entirely with wire rope, and her sails wouid be of a 
peculiar make. One set would be used for preliminary trials, 
and the other would be foiled in a prepared solution and tested 
shortly before the race. Cedar would be chiefly used in the con- 
struction. One novel feature of the rigging would be the man- 
ner in which the mainsail would be kept close to the mast. Most 
of the modern racers have their sails fastened to me mast with 
iron hoops, and there is always a space of several inches through 
which the wind rushes, thus taking considerable pressure from 
he surface of the canvas. The new Baltimore would have her 
sail fastened in a groove in the mast so that not a single pound 
of wind pressure would be waBted. 
An Auxiliary Knockabout. 
Mr. Arthur Binney has recently designed for Mr. C. P. Lyman, 
a knockabout of a new type, which is described as follows in the 
Boston Globe: "Tne boat will be a keel knockabout, with good 
cabin accommodations and a fair-sized sail plan, bhe will be 
38ft. over all, 25ft. waterline, 10ft. beam and 4ft. draft, with a 
cabin 8ft. long, having 5ft. 7in. headroom under a low house. 
The cabin will have the usual berths, sofas and lockers, wRh a 
small sideboard forward. There will be a toilet room, galley 
and sleeping place for a boy forward. The cabin finish will be 
mahogany. 
"The most interesting part or the boat is, however, the motor. 
It is of a comparatively new model, and works on an entirely 
differest principle from the ordinary naphtha engine. It is 
really a gas engine, in which the vapor of naphtha, mixed with 
air, is exploded in the cylinder, and strong claims of safety, 
cleanliness and freedom from offensive odor are made for it. No 
fire or special lighting when starting is required, and the motor 
is easily controlled and reversed. 
"The motor occupies only a space of 4ft. in length, and as 
some of this can be put under the cockpit floor, an extra space 
of only 2ft. 6in. is required between the cockpit and the cabin. 
The after bulkhead of the cabin will be made unusually solid 
and tight, to avoid any chance of odor in the cabin. The stack, 
through which the products of combustion are carried off, will be 
led under the cockpit seats and up through the deck aft of the 
cockpit combing. The part above the deck will be telescopic, so 
that it will not interfere with the main boom when the boat is 
under sail. 
"The motor can be started, stopped and reversed from the 
cockpit, and by an ingenious arrangement me two-bladed screw 
can be detaohed from the shaft and lifted from the water through 
a hatch just forward of the tiller. The screw can al30 be readily 
replaced by means of the slides in which it ruus. 
"About, five-horse power is expected to be developed, and a 
speed of four or five knots. Due attention will be given the lines 
of me boat, and a fair speed is expected under sail, although 
such good .windward work as would come from greater draft is 
not looked for. The boat will be built by the Pore River En- 
gine Company." 
Corinthian Y. C. of Philadelphia. 
The annual meeting of the Corinthian Y. C. of Philadelphia was 
held on Jan. 9, when the following officers and committees were 
chosen to serve for the ensuing year: Com., Edgar T. Scott, 
steamer Sagamor3 ; Vice-Corn., Russell E. Tucker, outter Mer- 
maid ; Rear-Corn., Edwin P. Bangh, schr. Mon Reve; Seo'y, Addi- 
son P. Bancroft; Meas.. G. Herbert Millett; four trustees to 
serve for three years— Edgar T. Scott, Russell E. Tucker, Addi- 
son P. Bancroft, Robert K. Neff; these with the present trustees, 
W. Barklie Henry, Alexander Van Rensselaer, Louie P. Evans, 
Henry 8. Jeanes, Anthony J. Drexel, Viotor J. Petry, Robert J. 
W. Eoons and Prank H. Rosengarten, constitute the Board of 
Government for the present year ; Race Committee— Addison P. 
Banoroft, Wm. R. ElliBon, Isaac W. Jeanes ; Committee on Ad- 
