9^ 
FOREST AND STREAM. 
1, Winthrop, handicap, Winthrop, Boston Harbor. 
1 American club, Newburyport. „ -rx i. 
1: Somh Boston, sailing dinghies, City Point, Boston Harbor 
1:2-3 Columbia, cruise to Marblehead, Boston, Massachusetts Bay. 
1-2-3. Squantura, cruise. 
1-2-3 Corinthian of Marblehead, cruise. t> t 
1. Seawanhaka Corinthian, Center Island cup, Oyster Bay, J-ong 
Island Sound. 
2. Haverhill, race and chowder, Haverhill, Mass. 
3. Atlantic, 36ft. and smaller classes. Sea Gate, New \ ork Bay. 
3. Larchinont. fall regatta. Larchmont. Lojig Island S>ound. 
3. Quincv, handicap, Quincy, Boston Harbor. 
3. Nahant, dory class, Nahant, Massachusetts Bay. c„„„, 
3. Sachem's Head, annual. Sachem's Head, Conn.; L. I. bound. 
3. Norwalk, annual, Long Island Sound._ 
3. Canarsie, ladies' race, Canarsie, Jamaica Bay. 
3.. Newport, club, Newport, Narragansett Bay. 
3. Norwalk, annual. Norwalk, Long Island bound. 
3. Taunton, club, Taunton, Mass. ^ „, ^ c ^1 n 
3. Penataquit Corinthian, fall race. Bay Shore, Great South Bay. 
S. Jamaica Bay, club, Canarsie, Jamaica Bay. 
3. Corinthian (Phila.), club, Essington Delaware Riyer. 
3. Portsmouth, club, Portsmouth, N. H. t, . u v 
3. Winthrop, swimming and rowing, Winthrop, Boston Marbor. 
3. Lynn, open, Nahant, Massachusetts Bay. 
3. Beverly, open, Monument Beach, Buzzards Bay. 
3. Quannapowitt, yacht and canoe races. 
4. Ouincy, club, Quincv, Boston Harbor. 
7. Hull-Massachusetts, club, Hull, Boston Harbor. 
8. Hull-Ad assachusetts, invitation race, Hull, Boston Harbor. 
8. Seawanhaka Corinthian, fall regatta. Oyster Bay, L. I. bound. 
S Larchmont, schooner cup, Larchmont Long Island bound. 
8. Ou'-en City. 22ft. knockabout class, Toronto, Toronto Bay. 
5. flaverhill. club, Haverhill, Mass. 
8. X-tr-itaquit Corinthian, special, Bay Shore, Great South Bay. 
8. Manchester, handicap, Manchester, Mass. 
8, Columbia, cruise to Hull. 
8. Winthrop, cruise to Hull. 
8. South Boston, handicap race to Hull. 
8-9. Y. R. A. of Massachusetts, rendezvous at Hull. 
8-9. American, cruise, Newburyport. 
8-10. California, cruise to Suisun, San Francosco Bay. 
11. New York, fall sweepstakes, New York, off Sandy Hook. 
15. Manhasset, closing race, Port Washington, Long Island Sound. 
13. Atlantic, fall race, Sea Gate, New York Bay. 
15. Atlantic, club, Sea Gate, New York Bay. 
15. South Boston, sailing dinghies. City Point, Boston Harbor. 
22-23. California, cruise to Martinez, San Francisco, San Francisco 
Bay. 
22. Riverside, fall regatta, Riverside, Long Island Sound. 
22. Canarsie. Commodore's cups, Canarsie, Jamaica Bay. 
22. Haverhill, fourth championship, Haverhill, Mass. 
The question of the superiority of the cutter or the 
sloop rig, the latter in its simplest form commonly known 
as •■jib-and-mamsail," has been an open one tor some 
time past m the classes of 30ft. to 40ft. l.w.l., where speed 
alone is considered. For light weather racing the 
theoretical advantages are almost entirely on the side of 
the simpler rig — a mainsail and a single jib as large as the 
yacht can possibly carry in an ordinary whole-sail breeze. 
The extra weight and windage of gear and the theoretical 
loss of efficiency through the division of the sails are 
against the cutter rig m very light weather. On the 
otner hand, the many possible variations of sail to suit all 
weather conditions, the ability to set a large topsail in 
light airs and to get a well-balanced and effective sail 
plan when snugged down in hard weather make the cut- 
ter rig superior for general work and also for any con- 
tinued series of races. The experiment was put to a 
practical but incomplete test last season in the 35ft. class, 
built for the Canada cup races, the winning boacs in both 
the American and Canadian trial races-^Genesee and 
Beaver — carrying plain jib-and-mainsail rigs, with pole 
masts and no topsail, the little one used on Beaver being 
merely a makeshift. While the cutter-rigged boats — 
Josephine, Pi-airie, Toi-onlo and several others — were not 
successful, the test of rig was in no way conclusive. _ The 
weather in the whole series of races, the trials at Chicago 
and Toronto and the cup races at the latter port, with the 
exception of one hard squall at Chicago, was greatly in 
favor of the over-rigged boats and of the simplest pos- 
sible rig, there being little occasion to reef at all or to 
reduce in any way the maximum of sail that each yacht 
could carry in light airs. 
This year the question has come up on Long Island 
Sound, where the CroM'ninshield 42-footer Hebe has just 
changed from the pole-masted sloop rig to the cutter rig 
with topmast, and the same change is being made in the 
Webber sloop. Hussar II. Whether or no the changes 
will improve the boats is an interesting guestion. 
The Seawanhaka Corinthian Y. C. has sustained a 
serious loss in the death of Mr. C. J. Stevens, as announced 
in the Canoeing Department. As secretary of the club 
from 1897 to 1900, Mr. Stevens left a record second only 
to that of the late Leon F. d'Oremieulx, also secretary 
from 1883 to 1893. It is very seldom that any club is 
a|rved as faithfully and efficiently as was the Seawan- 
haka C. Y. C. by these two good yachtsmen. 
Though the racing season is really but well under way, 
and even nominally but half over, it has already witnessed 
the disgraceful collapse of two of the prominent racing 
classes. The four new HerreshofE "70-footers," the costly 
and fully up-to-date toys of the wealthiest yachtsmen in 
the countiy, are almost wrecks after less than a dozen 
races, while the smaller racing class built for the Quincy 
cup matches has made an equally discreditable display. 
Out of the many rumors now afloat as to the condition 
of Rainbow, Mineola II., Virginia and Yankee, it is 
impossible to sift the exact truth, but it is certain that 
they leak so badly that it is unsafe to trust them in any 
sea or even more than a few miles from harbor in light 
weather, while according to the current reports all have 
changed their shape more or less, the waterlines are 
shorter than when measured, and it is said of one boat 
that her bow has pulled up more than a foot, and also has 
pulled to one side. Of course, the Herreshoffs are not 
furnishing particulars to the press, nor are the owners 
making public just how badly they have been fooled, but 
there seems to be no reason to doubt that the four boats 
are structural failures. 
The Quincy boats — also four in number — though not 
all of the same build, behaved but little better in the short 
series of four races. On the first day Pompano lost her 
masthead. Tashamoo sprung her mast, and Lookout tore 
off a portion of her canvas skin — all this in but a moderate 
breeze. On the second day, still in moderate weather 
and smooth water. Lookout carried away the jaws of her 
gaff and Tashamoo gave up apoarently through general 
debility. On the third day Tashamoo went to pieces on 
her way to the starting line, in a moderate breeze, losing 
her mast, splitting up her deck and strippine her canvas 
ekin, the wreck being abandasied as worthleis by hef 
owner. Pompano capsized, but was righted after a time 
by the aid of a tackle from a yacht. On the last day 
Pompano again capsized. The winner of the cup, Look- 
out, and the unsuccessful defender, Hostess, though they 
came through the races without wreck, are mere Skows 
— racing machines that do not deserve to be called yachts. 
The Quincy cup was established in good faith for the 
promotion of yacht racing, but even at the time when the 
conditions were drawn up it was plainly evident that they 
placed a heavy premium upon extreme freak development. 
The class thus far has produced a lot of weak, worthless. 
Skows, those which hold together through the races being 
but a shade better than those, like Tashamoo, which fall 
apart. The cup has accomplished nothing that conduces 
to the benefit of yachting, either to extend and increase 
the popular interest in the sport or to place it upon a 
higher plane technically. A continuance of the racing 
under the existing conditions can only do more harm, and 
it is to be hoped that both the new holder and the original 
donor of the cup will work together to remodel the con- 
ditions in such a way as to produce a useful type of yacht 
and one that is of reasonable durability, 
In our opinion there is no excuse whatever for weak 
and flimsy construction, and it is not to be justifiied either 
by limited means or the desire to win some covetted cup. 
In the former case no yacht is so costly in the end as the 
one which is poorly and improperly constructed in the 
first place ; and no man whose means are limited is 
justified in attempting the expensive luxury of an over- 
cheap boat. One of the lesser evils of yachting of late 
years has been the well-meant but foolish attempts to 
produce yachts in the one-design classes especially, at an 
absurdly low cost. Men are induced to go into these 
schemes in the belief that they can obtain really service- 
able boats at figures within their means. The result is 
that by the time the boats are in commission they cost 
probably 50 per cent, more than the estimate or contract, 
and through poor and cheap construction they are a con- 
tinual source of expense and annoyance. It would be 
easy to name a dozen failures of this kind, each involving 
from six to twelve boats. The wise man who is about to 
provide himself with a boat, whether a one-design dory or 
a 90ft. schooner, will start with a fair estimate from a 
reliable builder— not necessarily the lowest — and will make 
a liberal allowance for fitting out and contingencies; then 
if his purse will not permit the proposed craft, he will 
seek something smaller but equally perfect in quality and 
equipment. 
When it comes to unlimited racing, while the temptation 
is strong to profit by the absence of salutary restrictions 
and to build a shell that will barely last through a week's 
racing, it will be found that in the majority of cases a 
yacht which is at least strong and staunch enough to 
stand a few weeks' racing without a breakdown is a 
better and more efficient tool in every way than one which, 
like Challenger, the Seawanhaka challenger of 1898, or the 
late Tashamoo, is in the doctors' hands from the finish of 
one race to the start of the next. The small amomit of 
extra weight necessary to give reasonable assurance 
against breakdowns and to hold the rig efficiently — a great 
point in itself — will pay in nearly every case, even in ex- 
treme racing craft. 
Whatever excuse there may be for p6or construction 
where expense is an object, or where only the sailing of a 
few races for an important trophy is in view, nothing 
of the kind exists in the case of the Newport 70-footers. 
This class, which has been under consideration for_ a 
couple of years, was intended to realize in the larger size 
of yachts all the advantages of the one-design scheme, as 
so often tried in the smaller classes — freedom from freak 
features, strong and durable construction, internal accom- 
modation for cruising and immunity from immediate out- 
building by more extreme machines. The cost was not 
considered, as the class has been from the start one to 
which only the wealthiest yachtsmen could aspire; the 
necessity for extreme light construction, such as has 
existed in the America Cup races of recent years, was not 
present, as the boats were all on an equality in this 
the finest one-design class that yachting has yet known. 
The trouble apparently is not confined to the four 70- 
footers, as it is an open secret that the two Herreshoff 
51-footers, Altair and Shark, -and the 36-footer Countess, 
have also been leaking, while at Larchmont last week the 
second 36-footer, Eff'ort, lost her mast, and Countess was 
disabled in her rig. None of these boats were built solely 
for racing, but for general use as well, and their failure 
cannot be laid to the unreasonable requirements of their 
woners, all of whom desired seaworthy boa^s. 
So far as the builders are concerned, they are in z 
position to take matters easily enough. The yachts were 
paid for before they left the yard, and that part of the 
business is closed. Now they go back to the yard for 
extensive, and incidentally expensive, repairs, which is 
good for business in the dull season. Of course the 
owners may not like it just now, any more than Mr. J. 
Pierpont Morgan was pleased with the building of Co- 
lonia as a Cup defender in 1893, but sooner or later, w^hen 
a challenge comes once more for the America Cup, these 
same men will, like Mr. Morgan, go to the Herreshoffs 
for a new defender, and pay the Herreshoff price. 
By way of variet}' from the ordinary summer courses 
of thirty miles or so, a race that would be interesting to 
all concerned would be one from Brenton's Reef Lightship 
to Halifax or Bermuda between the boats of the new 
Herreshoff Leakabo.ut Class and the imported cutters 
Hester, Astrild, Isolde and Queen Mab. Such a race 
could hardly fail to be oi interest, and possibly might be 
exciting as well, and it would teach some valuable lessons 
in construction. 
The necessity for shoal draft centerboard boats that 
cannot be made non-capsizable is apparent on an inspec- 
tion of any chart of the American coast w-aters, and such 
boats must always exist. At the same time, there are 
degrees in point of capsizability. and by proper design the 
danger may be reduced to a minimum. In small pleasure 
yachts for cruising and general sailing it is no longer 
necessary to live in constant danger of a fatal capsize as 
in the days of the old skimming dish, but a yacht rnay 
be had of otily a foot or.two of draft that is reasonably 
The case is practically the same in racing — it is possible 
to build a shoal draft boat that, while fast, is fairly 
safe from capsizing, though far fi'om being absolutely non- 
capsizable. As a bar to the construction of freaks and an 
inducement to the improvement of design in the small 
clases, it would be well if some penalty were placed on 
a boat which capsized in a race — for instance, if she were 
barred for a certain period for the first capsize and for 
the remainder of the season in the event of a third. This 
might work some hardship at times, as capsizing is some- 
times the result of accident only ; but in the main it would 
bring about a marked improvement in the shoal draft 
types. 
Larchmont Y. C. 
RACE WEEK. 
Second Day — Monday, July 23. 
On Monday morning, the second day of the race 
week, the wind was light and there were few starters. 
The cutter Mira was on hand to sail a series of private 
races during the week with Katonah, three races for 
$250 per side, but Prof. Poor, owner of Mira, received a 
cablegram announcing the serious illness of his father in, 
London, and she did not start. The schooner Glendoveer 
w^as matched against Uncas, but owing to the light wind 
she failed to arrive from Greenwich. Messrs. Howard 
W. Coates and Frank Hardy, of the Race Committee, 
started the race at 12 :o5, the wand being light from S.W. 
On crossing the line Syce and Altair fell into a luffing 
match, which took them far off their course, and Hussar 
II. profited by this to run straight for the mark and 
take the lead. On the wind she was unable to hold it, 
Altair beating her two minutes in four miles, while Syce 
passed her at the end of the round. Scamp broke a block 
and was forced to withdraw. The first round was timed : 
Altair 2 34 18 Persimmon 1 45 19 
Syce 2 66 01 Sis 1 46 29 
Hussar II 2 33 09 Spindrift 1 52 28 
Raider 1 44 26 Bobs 1 51 03 
Snapper 1 44 39 Mistral .i...,..,,-. 150 15 
Colleen 1 44 40 Pamperd 153 11 
The final times were: 
Schooners— 65ft. Class— Start, 
Length. 
Uncas, C. P. Buchanan 51.46 
Cutters— 51ft. Class— Start, 
Altair, Cord. Meyer, Jr....;. 51.00 
Syce, H- S. Redmond 50.36 
Hussar, II,, J. D. Baird 50.98 
Raceabout Class — Start, 
Persimmon, H. D. V. Warner 
Colleen, L. R. Alberger 
.Snapper, H. L. Maxwell. 
Sis, F. T. Bedford, Jr 
Sn -Hrift Pirie Bros ..... 
Raider, H. M. Crane 
Scamp, Johnson De Forest., 
L. Y. C. Knockabouts— Start, 
Mistral. E. 1. Low 
Bobs, W. A. N. Stewart 
Pampero 
12:42:49. 
Finish. 
3 23 28 
12:10. 
4 41 34 
4 55 22 
5 03 30 
12:15. 
3 11 10 
11 49 
17 48 
18 56 
21 40 
22 53 
Disabled. 
12:15. 
3 28 20 
3 30 59 
3 49 08 
Elapsed. 
1 40 39 
4 31 34 
4 45 22 
4 53 30 
56 10 
56 49 
02 48 
03 56 
06 40 
07 53 
3 13 20 
3 15 59 
3 34 08 
At the first mark Syce and Altair fouled and_ each 
hoisted protest flags. Sis and Persimmon were also in too 
close company at the end of the first round, Sis fouling 
the mark boat. She protested Persimmon for causing 
her to make the foul, the protest being allowed. Syce 
and Altair later withdrew their respective protests. First 
prizes went to Altair. Persimmon and Mistral; second 
prizes to Syce, Colleen and Bobs. 
An entertainment was given in the club house at night. 
Third Day— Tuesday, July 24. 
Tuesday was devoted to the rowing, launch and swim- 
ming races. The day was pleasant and a large party 
gathered at the club house to watch the sports, the 
Seventh Regiment Band playing during the afternoon. 
The official record was as follows: 
Naphtha Launch Races— Over 21£t. L.W.L. 
Length. Start. Elapsed. Corrected. 
Intrepid 23.9 1 53 19 0 26 43 0 26 07 
Levanter 27.6 1 53 22 0 26 31 0 26 31 
Under 21ft. L.W.L. 
Trochilus 21.0 2 00 12 0 29 42 0 29 42 
Allons 21.0 2 00 12 0 30 12 0 80 12 
Fleur de Lys 19.0 2 02 00 0 30 45 0 30 27 
Crusader ^.......21.0 2 02 00 0 34 09 0 33 39 
Laurus 14.0 2 00 20 0 44 19 0 42 31 
Alco-Vapor Launches. 
Idalia 19.0 2 00 26 0 29 18 0 28 45 
Colonia 21.0 2 00 16 0 29 25 0 29 25 
Four-Oared Gigs— For Hen and Chickens Colors— Start, 2:36:16 
Finish. 
Katrina 3 00 00 
Fkur de Lys 3 00 48 
Colonia 3 02 41 
Isolde 3 03 49 
Barracouta • .i.. . i. ... ^. . •..-!. .n- ••• 3 04 17 
Two-Oared Gigs— For Dauntless Colors— Start, 3:07:35. 
Crusader 3 22 02 
Syce 3 22 14 
Comet • ■ ...3 22 32 
Idalia 3 22 34 
Intrepid 3 23 01 
Xara 3 23 55 
Dinghies— For Execution Colors— Start, 3:26:20. 
Syce - 3 35 10 
Sayonara 3 36 07 
Intrepid •ft.w.-' 3 36 08 
Crusader 3 36 12 
Mira .... .i ^ ;»;.;.■■. * 1 1 ».«»••.•. .3 36 20 
Katrina 3 36 40 
Comet 3 36 52 
Laurus 3 37 01 
Vinita 3 37 17 
Swimming Races. 
One hundred j'ards— Dead heat between Benck and Miler. 
Time, 0:38 4-5. . , ^ 
One hundred yards, bovs under sixteen — ^Won by S. ISicoU; 
Beercroft, second. Time, 1:301-5. 
Two-hundred-and-twenty-yard handicap — Won by W. W. Swan; 
C. Beercroft, second; Lockwood, third. Time, 2:59 3-5. 
Tub Races— Open to All— Prizes to First and Second. 
First heat— B. Whitney, with H. Stevenson and Davidson. Sec- 
ond heat— K. Whitney, with Burch and Dowdney. Deciding heat — 
Won by K. Whitney; B. Whitney, second. Time, 1:47. 
In the evening the fleet, house and grounds were beau- 
tifully illuminated and a ball was given in the club house. 
Fourth Day — ^Wednesday, July 25. 
A strong S.W. wind was blowing on Wednesday morn- 
ing, and a good fleet of yachts was readv in the harbor. 
The start was made at it -.30. The new Purdon 43-footer 
Hebe was present with a toprnast, her ,rig having been 
changed at Wood's Yard, City Island. The original pole 
mast was shortened by I3^t. and topmast aaded* some 
