Am. 31. 1897.] FOREST AND STREAM. IBB 
THE INTERNATIONAL CUP COURSE. 
aeing division and a goodly attendance of the cruisers; but 
_,be numbers in both divisions dwindled down after Newport 
vas reached, for the reason that, in the absence of the usual 
ay days and attendant ceremonies at the Vineyard, there 
vas little to tempt the yachtsmen in a mere sail to the Vine- 
ard for the sake of returning. 
One of the great charms of the cruise, the one feature 
(chich was prominent above all others in the first cruise of 
he club over half a century ago, and that has existed in all 
ntervening cruises, is the social life of the fleet, the meet- 
ngs on shore and the visiting from yacht to yacht. In the 
(iresent case this has been reduced to almost nothing, except 
or the owners of the larger steam yachts To these fortu- 
mte yachtsmen, who can get under way on a level keel at 10 
M., whatever the weather, and drop anchor bySP. M., 
■here is plenty of time and opportunity for social inter- 
jourse, but to the racing man, or even the owner of a large 
lailing cruiser, practically tied fast to the tail of the steam 
leet and towed from port to port at a speed appropriate to 
iteam but not to sail, all this is forbidden and the cruise be- 
iomes a round of hard and constant work. The fortunate 
tew who win the large prizes may put up with this, but the 
tnly effect on the sailing fleet at large must be to force it to 
ibandon the annual cruise. 
The racing of the cruise this year was in four distinct 
>arts, that for the Vice-Commodore's cups, for the benefit of 
he club members who do not accompany the cruise; that 
or the Commodore's cups, for the larger yachts; that for the 
Joelet cups, and the squadron runs. 
The Vice-Commodore's cups were practically thrown 
iway, being given finally as extra prizes for a squadron 
lihj In addition to the regular prizes. Such doubling of 
trizes is of no use whatever in encouraging races, the extra 
>rlze is never considered as raced for, but merely thrown in. 
Jnder the circumstances no other course was easily practi- 
lable, but the original programme should have been less 
igid and inelastic, so as to admit of a possible resail for 
lOme of the very valuable prizes ofi'ered. 
The Commodore's cup race was undoubtedly a success, but 
>nly by rare good- luck. In spite of the long calm at the 
tart, which might easily have been disastrous to the whole 
mterprise, the fleet was favored by fine weather over much 
if the course, and made a wonderfully good race when the 
incertainties of such very long courses are taken into ac- 
lount. The number of yachts to finish, twenty-one in all, 
ras very large when it is considered that few of them had 
my chance of winning. That such yachts as Montauk, 
Taruna, Viking, Sachem, Columbia, Gloriana and Sayonara 
tarted against Colonia and Wasp does not indicate any 
[eiieral revival of racing among the out built craft, but only 
(ears testimony to the esprit du corps of some of the club 
□embers, who have done all that they possibly could to 
aake the cruise, and this race in particular, a success. 
Teither this factor nor the fair weather and favoring winds 
an be counted on as permanent, and to repeat such an ex- 
leriment in the future would be merely to invite a couspicu- 
ug failure. 
The double race for the Goelet cups must unfortunately 
)e set down as a flat failure. In the single-stick division 
fl'avahoe and Vigilant made a really fine race, but if this 
mce great event, in which all the cracks of the fleet started, 
kas degenerated to a mere duel, it is no longer worth main- 
aining. In the schooner division, the case was much worse, 
iB but one yacht out of the immense fleet that crowded 
lewport Harbor elected to start for the $1,000 cup. If it 
tad Deen a mere drift, there might have been good reason 
or none but the few racing cracks, with full light canvas, 
tarting. Or if it had been a howling gale, there might 
lave been some ex^suse for not facing it; but neither condi- 
ion existed. On the other hand, there was a fine thimble- 
lead breeze and only a moderate sea, giving at least a fight- 
ag chance to the older boats. To be sure, it was raining; 
lUt oilers can be had in any of the shops along Thames 
breet at fairly reasonable prices. 
It is a disgrace to the fleet of the New York Y. C, that 
inly one of its many yacht owners possessed the spirit to 
tart for the sake of racing; and, what is worse, that not an- 
ither showed a proper spirit in covering the course, even 
hough victory were impossible, for the sake of the club, out 
nf respect to Mr. Goelet, and to give to Colonia a clear, 
egal title to the cup, which she deserves. 
The Goelet cup race has for years been one of the honored 
ud cherished institutions of the New York Y. C; some of 
he greatest contests of modern days have been fought for 
ts double prizes, and it is too great an afl'air to be allowed 
o degenerate, as it has unquestionably done at the present 
ime. If it can no longer be made sufficiently^ interesting 
0 attract at least four starters in each division, it were best 
.bandoned entirely. 
The squadron runs have long been an important part of 
he annual cruise, bringing out some yachts which race at ■ 
1 o other times. This feature is well worthy of every encour- 
aient on the part of the club, and it should be made the 
a sis of the cruise programme; all other parts being subord- 
inate to it. Good racing, of such a sort as all may take part 
in, with reasonable time for rest and social enjoyments in 
port, will do more than anything else to revive the passing 
glories of the cruise. 
The programme this year was solely in the interests 
of the steam division of the fleet; in spite of the 
large sums offered in prizes by way of compen- 
sation to the sailing division, the latter has been practically 
a mere tail to the former. It requires no great amount 
of foresight to see that the cruise is rapidly succumbing to 
the influence of steam, just as other branches of yachting 
have done. The tendency is to make the annual cruise of the 
New York Y. C. a mere race of steam yachts from New York 
to Bar Harbor — no doubt a very pleasant excursion for those 
able to enjoy it, but utterly destructive of yacht racing. 
If the interests of the sailing division, both racing and 
cruising, are worthy of consideration, a material change 
from this and even previous years is necessary. The pro- 
gramme of the cruise must be arranged by representatives 
of the sailing yachts, with a view to covering such distances 
in such times as are adapted to the sailing and not to the 
steam fleet. This programme must include such lay days as 
are necessary for the mere rest of the men, and also to afford 
opportunities for the ordinary social features of yachting; it 
must also be sufliciently elastic to allow of the resailing of 
important races in the always possible event of a calm. 
Managed in this way, the New York . Y. C. may hope to re- 
store its famous cruise to some of the old-time glory and to 
rescue it from becoming a mere tradition. 
SEAWANHAKA INTERNATIONAL CUP. 
Third Competition. 
ROYAL ST. LAWRENCE Y. C— SEAWANHAKA OOR. Y. C. 
Lake St. Louis, 1897. 
As IN both preceding years, the contest for the Sea wanhaka 
International Challenge Cup has excited much interest 
among yachtsmen, both defender and challenger being well 
known from their racing last year at Oyster Bay. The trans- 
ferral of the scene of the contest from Long Island Sound to 
Lake St. Louis, from salt to fresh water, and from under the 
Stars and Stripes to the protection of the red and blue en- 
sign, all contribute to 'renew the interest, though the first 
novelty of this racing of small yaclits has worn off. 
The trial fleets and races of both sides have been fully de- 
scribed in previous issues. The final struggle may be said to 
have begun when Momo arrived at Dorval on the evening of 
Aug. 7, by which time Glencairn had been stripped and 
hauled out, after the last trial race, for the final finishing 
up. 
Momo and Al Anka arrived together at Lachine, and were 
towed up to the club house and speedily fitted out. With 
Mr. C. H. Crane were Messrs. Stackpole and Shaw, while 
Mr. H. D. Crane had Messrs. Barbey and Peabody. "An- 
drew," the professional who has had charge of both boats, 
was also with them. 
On Saturday morning Momo was placed in "racing trim" 
and went under the tape of Mr. David A Poe, the senior 
measurer of the Boyal St. Lawrence Y. C. The official meas- 
urement of the two, Glencairn being measured afterward, 
were as follows: 
trlencairu II. Momo. 
Length over all 32.15fc. 29 5tf t. 
Overhangforward. 8.8vft. 6.0m, 
aft 6.40£t.. 5.31ft. 
LW.L i,. 17.43fl. 18.17tt. 
S ail area... ......i 489.10sq. ft. 456.32sq. ft. 
Vsail area 22 18fi. 21. .35ft.. 
Racinfc lengtb 19.77fc 19.76ft, 
Momo's hull is considerably heavier than that of Glen- 
cairn, for one detail, her Spanish cedar planking is ^g'in. 
thick, while the Columbia cedar of Glencairn is but 5-li in. 
Her l.w.l., after all practicable lightening while at the 
Ogdensburg shops, proved to be 18ft. 3in., and that with her 
lighter board, of ISOlbs., so that the heavier board could not 
be carried. 
The two boats, when lying one just ahead of the other on 
their trucks, showed a most surprising resemblance below 
the deck. When seen separately and at different times, 
there are many differences to distract the eye, Glencairn is 
3ft. Tin. longer over all, with about 2in, more freeboard all 
around, and at least 4in. more crovra to deck at the mast, 
Momo liaving a iin. crown amidships for the 8ft. beam. The 
rigs and the deck arrangements are very different, and while 
Glencairn shows an unbroken surface of dead black graphite 
below the heading at deck, Momo's topsides as well as her 
deck are of bright Spanish cedar.the bottom below the L.W.L. 
being of white enamel. 
With the two boats as they were, however, it was possible 
to compose the true forms of the hulls, detail by detail, 
apart from all distractions of fittings and color. The rocker 
Of keel is very much the game in both, save that Momo's 
keel turns up very abruptly at the fore end. The side lines 
of the deck are not unlike, except for the same quick snub- 
bing in at the fore end on Momo. Momo's sternpiece has a 
moderate rake while that of Glencairn is vertical, but there 
is no material difference here. The midship sections are to 
all practical purposes identical, both very closely resembling 
Glencairn I. Of the two Momo flares a little more in the 
topsides and is a little narrower on the L.W.L. This peculiar- 
ity is carried out in all the sections of the afterbody, and is 
even seen in the sternpiece, the curve of the bilge, even here, 
is a little lighter than in Glencairn, and the sides above flares 
a little more. 
If the forebody of Momo were carried out about Sft. fur- 
ther, to the end of her bowsprit, avoiding the very abrupt 
snubbing of the fore ends of all her fore and aft lines, the 
bow would be practically identical with that of Glencairn; 
from a point just forward of the mast on each boat out to 
the stern piece they are almost the same. Momo looks to be 
a little more extreme than Glencairn in the elliptical charac- 
ter of her L.W.L. and level lines, and to gain more length 
in proportion when heeled. 
Working entirely apart, it is not a little remarkable that 
though both started mainly from Glencairn I., that Mr. 
Crane in his second boat and Mr. Duggan in his seventh 
should have come so closely together. 
The deck arrangements, fittings, sail plan and rig, already 
described, show more and greater differences by far than the 
actual forms of the hulls. The sail plans are radically dif- 
ferent; while Momo's boom is 22ft., that of Glencairn is 25ft,, 
and on the other hand the former has 3ft. more gaff, with a 
higher angle of peak. 
Quite a lengthy discussion took place last fall over the best 
method of measuring the head triangle, and it was finally 
decided to take the line of the forestay instead of, as also 
suggested, the line of the foremast headsail. In Glencairn 
the real forestay runs up to the masthead, opposite the peak 
halyard block, much higher than the head of the jib. For 
purposes of measurement, however, a second "'forestay" of 
light wire rope is run directly over the luff of the jib. The 
fore triangle is about the same in both, but Glencairn's ex- 
cess of sail is in the form of 40sq. ft. more in the mainsail. 
The second week of August brought very variable and 
unsettled weather to the lake, and Glencairn was out but 
little; her sails were overhauled and a new silk jib was made 
and she was fitted with a new rudder, of the same rectangu- 
lar shape as the old, but carried forward into a point similar 
to that of Momo, and with much more area forward of the 
center than in any of Mr. Duggan's previous rudders. 
Momo and Al Anka were out as much as possible, sailing 
off Pointe Claire and alone, no attempts being made by the 
home boats to "get a line" on them. On Friday, Aug. 13, 
there was a strong N.W. wind and a sea, both Glencairn 
and Momo going for a time, but keeping apart. Al Anka 
was stripped and sailed down to Lachine under a jurymast 
and centerboard loaned by Mr. Duggan, with a spinaker as 
mainsail. She was shipped on a flat car to be taken to Bos- 
ton, where she will race in the 17ft. class. 
On Friday evening a meeting was held at the club house, 
the sailing committee being present, with Mr. Crane. 
Messrs. Sherman, Keas and Dresser, who had arrived during 
the day, were invited to be present. The final details were 
discussed, and an agreement drawn up, as is usual. 
In the New York races Momo had been steered by Mr. 
Crane and Mr. Stackpole, one relieving the other from time 
to time. Article X. of the Declaration of Trust reads as fol- 
lows: The helmsmen, sailing the representative yachts in 
the match must be amateurs, and must be residents of the 
countries of their respective clubs. The challenging and 
challenged club must name in writing, each to the other or 
to their respective representatives, at least twenty-four hours 
before the day appointed for the first race, the helmsmen 
who will^sail their representative yachts;;and such helmsmen 
shall sail such yachts in all the races of the match, unless 
prevented by illness or other subtantial cause, in which 
event substitutes shall be allowed. 
In naming helmsmen under this clause, Mr. Crane was 
desirous of naming both himself and Mr. Stackpole, either 
to handle the tiller at will; but this was objected to by the 
other side as contrary to the precedent in the previous 
matches for the cup, and to general usage. After quite a 
lengthy discussion the following memorandum was drawn 
up: 
It was agreed that one helmsman be named by each club 
for the coming races, snch helmsman not to be unnecessarily 
restricted, the intention being that the conditions as to helms- 
man governing the two previous competitions for the chal- 
lenge cup be maintained during the coming races. 
The agreement was then signed, reading as follows: 
Agreement covering certain conditions of the match for 
the Seawanhaka International Challenge Cup for small 
yachts, to be sailed between Glencairn II., representing the. 
Koyal St. Lawrence Y. C, of Montreal, Can,, and Momo 
representing the Seawanhaka Corinthian Y. C, of New 
York) begianing on Saturday, Aug. 14, 1897, 
