396 
FOREST AND STREAM. 
won and awarded to the winners should be destroyed. 
The discussion as to the camp arrangements, led by 
Mr. J. N. MacKendrick, brought out a general expres- 
sion of opinion in favor of simpler and less expensive 
and elaborate arrangements in the way of numerous 
headquarters tents and similar accessories of the camp, 
and will probably result in a saving of money in the 
future. 
Atlantic Division A. C A. 
The following committees have been appointed to serve 
the Atlantic Division for the season of igoo. A meet- 
ing of the executive committee and a conference of the 
committee chairmen will be held some time this month: 
Regatta — M. D. Wilt, chairman, Philadelphia, Pa.; W. 
'a. Furnam, Trenton, N. J., and Chas. Eastmont, Brook- 
lyn, N. Y. 
Transportation — ^Jos. O. Rickey, chairman, Trenton, 
N. J.; Henry M. Dater, Brooklyn, N. Y., and A. S. 
Fennimore, Philadelphia, Pa. \ 
Entertainment — H. D. Hewitt, chairman, Burlington, 
N. J.; Walter F. Smith, Trenton, N. J., and H. W. 
Fleischman, Philadelphia, Pa. 
Camp Site — ^Jos. A. Fritz, chairman, Trenton, N. J.; 
J. Hal. Lukens, Burlington, N. J., and T. W. Cook, 
Philadelphia, Pa. 
Signal Officer— A, L. Hattersley, Trenton, N. J. 
The success of Colurribia has settled most satisfactorily 
the nasty comments which have been current since the 
first of the season upon the selection of Captain Barr as 
her skipper, and the more recent attacks upon Mr. Iselin 
and his amateur associates. The "three- skipper" theory 
that was so warmly advocated a few weeks since by va- 
rious American papers has received a quietus, and is likely 
to be heard from no more. The American plan of sailing 
these great yachts by tha aid of a commission composed 
of owner, designer, sailing master and several expert 
amateurs, as tried so successfully in Puritan, Mayflower, 
Volunteer, Vigilant and Defender, has again succeeded in 
Columbia. The true value of the expert criticism which 
has backed up the three-skipper plan is shown by the fact 
that one of its earnest supporters wrote of "Haff, Terry 
and Grayling," assuming that the latter was a yacht skip- 
per instead of one of the most noted of the older racing 
schooners. 
Apart from the widespread and almost universal inter- 
est in the recent races as a mere matter of sport, there is a 
large and growing interest throughout the country in the 
technical issues involved in the construction of such 
yachts as Columbia, Shamrock, Genesee and Beaver. 
The number of yachtsmen (and especially of intelligent 
young amateurs, who aspire at least to a full knowledge 
of their own craft, if not to the ability to design and 
construct them) who are interested more in the technical 
points of design than in the mere sentimental and politi- 
cal side of the races, is greater by a hundred-fold than in 
the days of Puritan and Genesta. The stuf! that has been 
printed this year, in greater volume than ever before, in 
answer to this demand for information, is calculated to 
do very much more harm than good through the errors 
and misstatements which are its chief characteristics. 
The magazine articles on yachting, of which the number 
is legion, are all pretty much of one type, beginning with 
the musty fable of "Your Majesty, there is no second," 
and following this up with the useful information that 
the schooner America was modeled after a duck and the 
"sloop" Columbia after an American clipper ship, the 
secondary statements being just' as reliable and important 
as these primary ones. 
The technical and scientific journals as a rule are no 
more accurate than the popular magazines. The terras 
"fin-keel," "bulb-fin," "semi-fin," "centerboard type," etc., 
are handled glibly enough, but with no regard to ac- 
curacy. Among the many articles of this type which have 
come under our notice is an editorial in a recent issue 
of the Am.erican Field, in which the old America is de- 
scribed as a centerboard yacht, and a representative of 
the American centerboard type. After this it is not sur- 
prising to find that the writer of the article in question is 
V of the opinion that had Columbia "been relieved of the 
dead weight of her keel" ^nd had she been a center- 
board boat she would have attained a speed of thirty miles 
per hour. 
The current issue of the Scientific American has an 
article on yachting on the Great Lakes which is mis- 
leading in the extreme in its statement that certain of the 
Lake yachts are modeled after such famous craft as Glo- ' 
riana. Vigilant, Volunteer and Puritan. The cutter Neva, 
now of Chicago, mentioned as modeled after Gloriana, is 
utterly unlike that noted craft; the Detroit yachts City of 
the Straits and Alice Enright, described as similar to 
Volunteer, are no more like her than are dozens of other 
centerboard sloops and cutters of thirty to forty feet; the 
Commodore Gardner, said to be like Vigilant, is a small 
fin-keel yacht, of a totally different type from the big Cup 
defender, and Vencedor, which is classed with Gloriana 
and Wasp, is a counterfeit of the bulb-fin Niagara, with 
nothing about her in proportions or type to suggest a 
relationship to the two keel cutters; 
Presented in pleasing form, with some good photo- 
graphic reproductions of noted yachts to give "an air of 
verisimilitude," and embellished with picturesque inci- 
dents of an imaginary sort, these technical fables pass as 
truth with many who are honestly seeking for informa- 
tion, and who are thus misled and deceived by authorities 
which pose as trustworthy. 
There is at the present day no lack of accurate and re- 
liable information on the leading technical topics pre- 
sented in popular form by the current periodicals, but the 
subject of yachting is a notable exception. The same . 
journals which present to their readers the views of rec- 
ognized experts in such subjects as electricity, railroad 
and civil engineering, when yachting is in fashion, as it 
has been this year, are satisfied with any sort of crude re- 
hashing of ancient fables and modern fiction. There has 
never been a time when reliable information on the iead^ 
ing technical topics of the day was so easily accessible to 
the general reader in the reviews, the monthly magazines 
and the semi-technical periodicals, but one may look for 
a long time before finding anything trustworthy on the 
subject of yachting. 
In default af any official announcement from ^Com. 
Morgan and Mr. Iselin, it is impossible to say whether 
Columbia will be sent to the Mediterranean next spring 
and later to British waters, and the positive reports now 
current that she Avill and will not are equally unreliable. 
It is probable, however, that the trip will be made, with 
Capt. Barr, of course, in command. What she will race 
with on the other side is another matter. If Shamrock 
were improved and Valkyrie HI. fitted out, the three 
would make some good racing; liut tlic Dther yach's. 
Meteor II., Ailsa, Satanita and Britannia, the first three 
3'awls, would have no chance agaii.-st either of the three 
even under the girth rule by which the excessive draft 
of Columbia, Shamrock and Valkyrie would be taxed. 
The international series of 1895 and 1899 have in- 
volved an expenditure of at leas, a milliion dollars and 
liave, outside of the trial races of Vigilant, Defender and 
Columbia, resulted in five international races in all, in 
two of which the result was effected by accidents. This 
is at the rate of at least $200,000 per race, making it an 
expensive sort of sport. In return for this outlay, while 
the relative improvement of Defender over Vigilant and 
of Columbia over Defender has been pretty accurately 
gauged, but little is really known of the possibilities of 
either Valkyrie III. or Shamrock. Before any more money 
is wasted in building new 90-footers, it would be well worth 
while to give the designer of each of these boats a chance 
to alter her and to try her again if the owners of Colum- 
bia are willing to meet them. We have no idea that either 
can be made equal to Columbia, but they could probably 
be so much improved as to give good sport and to win 
some races in a continued series. The owner of De- 
fender is well able to send her abroad to accompany Co- 
lumbia, and in the hands of Mr. Duncan and Capt. 
Rhodes, with her old crew, she would be quite able to 
take care of herself in the quartette. 
The continued racing of these four great yachts through 
next season would be of inestimable value to their de- 
signers and to the yachting world as well, and unless the 
present owners of Valkyrie III. stand in the way it should 
be quite practicable. It seems certain that the few races 
of a Cup series are not enough to give a thorough test 
of any yacht's merits. It is through the local trial races 
rather than through the international Ctip races that the 
true merits of Vigilant, Defender and Columbia are 
known. In view of the enormous cost of these vessels, it 
is most desirable, in the interests of scientific designing, 
that they should be raced until the true merits of each 
are established. 
The Eastern Challenge Cup. 
BosTONj Oct. 30. — Editor Forest and Stream: I inclose 
herewith a copy of the announcement sent by the Eastern 
Y. C. to members of the New Y'^ork, Larchmont, Sea- 
wanhaka Corinthian, and Atlantic yacht clubs relating 
to the Eastern challenge cup, which may be of interest 
to you. The conditions governing challenges and racing 
were presented by the regatta committee at the fall meet- 
ing of the Eastern Y'. C, and were adopted. 
Although at present I am not in a position to say 
anything definite about yachts to be built, such informa- 
tion as I have leads me to believe that the prospect for 
the building of challengers and defenders is very good. 
Edw. B. Roberts, Sec'y. 
Eastern Y, C, Oct. 25. — To the Officers and Members 
of the New York, Seawanhaka Corinthian, Larchmont 
and Atlantic Yacht Clubs: Gentlemen — At the foiirth 
regular meeting of the Eastern Y. C, held last evening, 
the regatta committee, under instructions from the Coun- 
cil, presented the following schedule of conditions to gov- 
ern races for the Eastern challenge cup; this schedule was 
adopted by the club, and the secretary instructed to give 
notice of it to all concerned. 
It is the hope of our regatta committee, and the club 
generally, that competition for this cup will promote the 
building of a popular class of yachts which will be sea- 
worthy, strong, fast and easily managed, and will be 
comfortable cruisers, which after a few seasons' use will 
still be good serviceable j^achts, even if no longer at the 
top of the class. 
The Eastern Y. C. cordinally invites you to challenge 
for the cup, and hopes that you will approve its plan, 
and show such approval by building challengers. 
William S. Eaton, Jr., Sec'y- 
Conditioos to Govero Races. 
1. The Eastern challenge cup is presented by the 
Eastern Y. C. as a perpetual challenge cup for com- 
petition by the New York, Seawanhaka Corinthian, 
Larchmont, Atlantic and Eastern yacht clubs, and such 
other American yacht clubs having stations on salt 
water as may from time to time be added to this list by 
consent of a majority of the clubs already upon it. 
2. The yachts in competition shall always be single- 
masted vessels, with or without centerboards, with a 
waterline length of not less than 39 or more than 46ft., 
in racing trim without crews aboard; the half sum of this 
waterline length plus the square root of the sail area 
shall not exceed Sift., takirg as the sail area the 
space included within straight Unes running from the 
mast at top of boom, thence successively to the outer 
edges of the outermost sheaves at boom end, gaff end. 
topmast head, bowsprit end, and thence to the point of 
beginning, when the mainsail is dry and fully hoisted. 
The outhaul of the spinaker boom when swung forward 
from the mast shall not extend beyond the outer point 
of measurement on the bowsprit. No sad except the 
main topsail shall be permitted to extend beyond these 
lines of measurement. 
3. The ballast shall not exceed 5S per cent, of the 
actual displacement in racing trim without crew aboard, 
and shall not be less than 22,ooolbs., including inside 
and outside ballast, with its bolts or other special- fastfeh- 
ings, and rhetal in fins or centerboards. 
The load waterline plane shall not exceed 80 per cent, 
of its circunlscribing parallelogram. 
4. The frames, beams and planking or plating shall 
not be constructed of any materials other than wood, 
iron or steel. 
5. A builder's and designer's certificate of compliance 
with the conditions of clauses 3 and 4 by all intended 
competing yachts shall be furnished to the club holding 
the cup before July 15 of the year in which the yachts are 
to race. 
6. All challenges shall be in writing and received 
before Jan. i of the year of the proposed race by the 
club holding the cup. Before April i of that year the 
club holding the cup shall determine and announce the 
particular conditions to govern the races, which shall be 
held between Attg. i and September 30. 
7. Before July 15 each challenging club shall notify 
the challenged club, in writing, of the name and owner- 
ship of the yacht they have selected to represent them; 
and before Aug. i the challenged club shall notify each 
challenging club, in writing, of the name and owner- 
ship of the yacht they have selected to defend the cup. 
8. In case there shall be more than one challenge for 
one i'ear, the challenging yachts shall sail a series of 
I aces, under the management of the club holding the 
cup, and the winner of the series, or of a sail-off in case 
of a tie, shall be accepted as the challenger for the year. 
Such selected challenger, or the sole challenger, shall 
contest for the cup in a series of races — ^best three out of 
five. 
9. The races between the challenging yachts and be- 
tween the final challenger and the defender shall be al- 
ternately to windward or leeward and return, and an 
equilateral triangular course, the total length of a course 
to be not less than 24 nautical miles. These races shall 
be sailed without time allowance, in waters to be deter- 
mined by the club holding the cup, and under their man- 
agement and rules, so far as they are not in conflct with 
these terms. 
10. Before the final races for the cup are sailed be- 
tween the challenging and defending yachts the clubs 
represented by them shall exchange models of the said 
yachts, such models to be not smaller than a scale of 
J4in. to the foot. 
11. The clubs which are parties to a challenge may 
agree upon any terms not inconsistent with clauses 2, 3 
and 4; and, excepting this clause, and clauses 2, 3 and 4, 
these terms may be amended in any year between Oct. 
I and Dec. i, by vote of a majority of the clubs then 
named herein. By unanimous vote, at any time, of all 
clubs, all these conditions, or any part thereof, may be 
changed. 
72. If for any reason the club holding the cup at any 
time should be dissolved, the cup shall revert to the 
cltib which last previously held it. 
Approved Oct. 24, 1899. 
New York Y. C. 
The fifth general meeting of the New York Y. C. was 
held on Oct, 26 at the club house, with Com. J. P. Mor- 
gan in the' chair. Sir Thomas Lipton was proposed for 
honorary membership by Com. Morgan, seconded by 
Vice-Corn. Ledyard, and unanimously elected. Secretary 
of War Root and Capt. R. D. Evans were also elected to 
membership, subject to a vote at the next meeting. Votes 
of thanks were passed to the Dock Commissioners and 
to private parties for courtesies extended during the Cup 
races. The Cup committee made a very brief report, to 
the effect that "Columbia having won three out of five 
races of the international series, the trophy remains with 
the New Y^'ork Y^. C." A committee including Vice-Corn. 
Ledyard, Rear-Com. Belmont, Messrs. Lloyd Phoenix, 
Philip Schuyler and Geo. L. Rives, was appointed to draft 
resolutions thanking Com. Morgan, Messrs. C. Oliver 
Iselin, W. Butler Duncan and others connected with the 
successful defense of the Cup. The following nominat- 
ing committee was appointed: 
Messrs. C. Oliver Iselin, Seymour L. Husted, Jr.; 
Henry F. Lippitt, Oswald Sanderson, Harrison B. 
Moore, Philip Schuyler, Edward M. Brown, Arthur In- 
graham, Francis H. Davies and J. Searle Barclay. 
A letter was read from Sir Thomas Lipton thanking 
the club for the privileges of its stations and club house. 
Sec'y James Craig, of the Royal Ulster Y. C, presented 
to the club a set of framed photos of the new R. U. Y. C. 
house, and a vote of thanks was passed. The following 
applicants were elected to membership: 
J. Willis Martin, Charles F, Stoppani, Joseph Stop- 
pani, Charles R. Porterfield, Benjamin Blossom, John E. 
Knapp, Clarence L. Collins, Commander Charles T. 
Hutchins, U. S. N.; Lieut. William J. Maxwell, U. S. N.; 
Alphonse H. Alker, J. Arthur Hinckley, E. N. Sells, 
Commander L. C. Logan, U. S. N.; Lieut. Chester Wells, 
U. S. N.: Lieut. J. R. Brady, U. S. N.; Lieut. Edward 
Simpson, U. S. N.; Frank J. Gould, Naval Constructor 
Thomas F. Ruhm, U. S. N,; Surgeon W. S. Elliot, U. 
S. N.; Ensign F. E, Rigely, U. S. N.; Paymaster R. T. 
M. Ball, U. S. N.; Capt. George C. Reiter, U. S. N.; 
Henry J. Robert, Pay Inspector I. G. Hobbs, U. S. N.; 
Mortimer L. Schiff, and Eugene Lentilhon. 
On Tuesday evening, Oct. 31, a reception was tendered 
by the club to Sir Thomas Lipton at the club house, a 
number of members, including Mr. Iselin and his asso- 
ciates on board Columbia, being present. 
Sit Thomas Lipton. 
On Nov. I Sir Thomas Lipton sailed from New York 
on the American Line steamer St. Louis, being escorted 
to the pier by a brass band and a delegation of dis- 
tinguished citizens. Before leaving he was presented with 
a loving cup by some of those who had been his guests on 
the Erin; and another loving cup, to be paid for by 
popular subscription, will be made and forwarded to him. 
Shamrock, in her ketch rig, was towed from the Erie 
Basin Dry Docks to the anchorage grounds near Bedloe's 
Island, where the Erin laid, on Monday night, the two be- 
ing ready to sail on Tuesday, but an easterly storm kept 
them in harbor. On Wednesday they got under way, but 
the storm was not yet over, and they anchored off 
Staten Island. On Thursday they started at 8 A. M., and 
passed out to- sea. Shamrock in tow of Erin being re- 
ported off Fire Island at 1:10 P. M. ' 
