Am. i i, tgcKxl 
FOREST AND STREAM. 
IIB 
work. That is, the Cook called it a stew, but it Came 
rather within the accepted definition of hash, being "a 
little of everything." However it was, Koons had his 
way, because l>efore the third channel buoy was passed it 
was evidently loo late to get over the bar and beat twelve 
miles to wmdward in time to tackle the difficult passage 
of Absecon Inlet before dark, So the boat was put about 
and headed up the inlet, while the chart was studied to 
pick out the best^ inside passage. A nice deep thorough- 
fare (Mark's) leading into Grassy Bay was selected, and 
after some searching the end of it was discovered in- 
side, insteaS of outside, of the Anchoring Islands, as the 
chart gave it. Passing the islands we came out onto the 
broad circular expanse of Great Bay, and saw the thor- 
oughfare behind a point off the port beam. Making a 
good ofifing to avoid a fiat, we headed for the mouth of 
the thoroughfare, and when about 75yds. from it went 
hard and fast aground. Here was a fix. All inshore of 
us was but ift. to lyAt. of water, and an exploration by 
Walt, in light wading costume, showed no channel. By 
the use of the setting pole the boat's head was swung 
around before the wind, but she refused to move. There 
was no help for it, so all hands, in various undress rigs, 
from "the altogether" to a suit of underclothes, hopped 
overboard. (Posterity has lost an edifying spectacle, be- 
cause there was not a camera on the boat that day.) Thus 
lightened, the Crescent just floated. She was put before 
the wind the Skipper steering by means of a line bent 
on the tiller and the crew pushing alongside, and thus 
she was coaxed into deeper water. 
Seawanhaka International Chal- 
lenge Cup. 
Sixth Match-Royal St. Lawrence Y. C— White Bear Y, C. 
DORVAL — ^LAKE ST. LOUIS. 
August, 1900. 
For the fourth successive year the Royal St. Lawrence 
Y. C, of Montreal, has been called on to defend the silver 
trophy won by it in 1896 from the Seawanhaka Corinthian 
Y. C. at Oyster Bay, New Y^ork, and this time against a 
new challenger. The White Bear Y. C, of St. Paul, 
Minn., sailing on White Bear Lake, first challenged for 
the cup immediately after the races of 1898, in which 
Challenger was defeated by Dominion, but this challenge 
was objected to by the Seawanhaka ' Corinthian Y. C, 
which was desirous of a third trial. The White Bear 
Y. C. then challenged the Royal St. Lawrence Y''. C. to a 
spfecial match, offering to bring the best of the White Bear 
fleet of 1898, Y^ankee, to Lake St. Louis and to sail her 
against Dominion, both being sailed in their original 
trim as raced in 1898. This challenge was accepted, and 
the match was sailed in June, 1899, Dommion winning. 
The • White Bear men were not discouraged, but went 
away, promising to return with a better boat. The defeat 
of Constance by Glencairn III. in the following month left 
the way open for a new challenge for the cup, which was 
promptly sent and accepted. 
Both clubs were of the same opinion as to the de- 
sirability of some changes m the rules which would 
promote the building of better and more durable boats, 
and in the agreement some entirely new features were in- 
troduced. The challenge named the largest class pos- 
sible under the declaration of trust, 25ft. R.M., but a 
special agreement was made that the sail area should not 
exceed 500 sq. ft.. As this would admit of a waterline of 
over 27ft. to make up the 25ft. class limit, the result was 
that waterline was practically unlimited, each designer 
being free to take more than he could use, and with no 
inducement to force the measured waterline. 
The weak and fragile construction of some of the boats 
of 1898-9 led to the adoption of minimum limits to plank- 
ing, frames, etc., removing the inducement to every de- 
signer to build the lightest possible boat. The composite 
centerboards used in all the boats of 1898-9, oak boards 
shod with lead and plated with brass, were very expensive 
and had no advantage except in the lowering of the center 
of gravity. It was agreed to bar these and to permit solid 
metal boards of a limited thickness. The agreement as 
finally accepted by the two clubs was as follows : 
Agreement Governing the Match for the Seawanhaka 
International Challenge Cup for the Season of 1900. 
It is hereby mutually covenanted and agreed by and 
between the Royal St. Lawrence Y. C, of Montreal, 
Canada, and the White Bear Y. C, of St. Paul, that the 
following regulations shall govern tho match to be sailed 
between the representative yachts of said clubs during 
the season of 1900: 
Article i. The courses shall consist of a triangular 
course and a course to windward or leeward and return. 
Each leg of the triangular course shall be one and one- 
third nautical miles in length and shall be sailed over 
three times, making a total of twelve miles. The course 
to windward or leeward and return shall have total length 
of twelve nautical miles ; each leg shall be, if possible, two 
nautical rnik-s, and shall not be less than one nautical 
mile. 
Article 2. The match shall be awarded to the yacht 
winning three of five races. 
The races shall be sailed alternately over the triangular 
and the windward or leeward and return courses. 
The first race to be triangular or windward and return, 
as the winner of the toss may elect. 
Article 3. The races shall be sailed under the manage- 
ment of three judges; one shall be appointed by each club, 
and the two so appointed shall elect a third on or before 
July I, 1900. They shall act as judges and timekeepers, 
shall direct laying out the courses, shall decide whether 
the contestants come within the prescribed measurements 
and scantling restrictioiLS, and shall settle all disputes; 
the decision of a majority shall be final in all matters per- 
taining to the contest. 
It shall be the duty of the judges to thoroughly check 
the scantling, and satisfy themselves by boring, inspection 
or other means that the measurements are thoroughly 
up to specifications. 
Article 4. Each club shall name its representative yacht 
five days before the first race. 
Article 5. The start shall be a one-gun flying start, with 
a preparatory signaL 
Article 6. The races shall be sailed without time al- 
lowance. 
Article 7. Yachts must not exceed 25ft. racmg length, 
measured under the following rule: L.W.L. plus the 
square root of the sail area, divided by 2, equals the 
racing length. Yachts shall be measured without crew 
on board, but with a dead weight of 45olbs., which shall 
be carried amidship, approximate at the center of buoy- 
ancy during measurement. The sail area must not ex- 
ceed 500 sq. ft., as determined in Article 8. 
The yacht's draft of hull or keel shall not exceed 5ft., 
and with the centerboard down shall not exceed 6ft. 
Draft shall be determined when yachts are in trim for 
racing. Centerboards shall be so constructed that they 
can be wholly housed without leaving any projection 
below the hull or keel. 
Article 8. The factor of sail area used in determining 
racing length shall be ascertained by adding to the actual 
area of the mainsail, computed from its exact dimensions, 
the area of the fore triangle. The hoist of the mainsail 
when measured shall be plainly marked on the mast and 
its outer points on the boom and gaff or other spars used 
to set the sail, and the sail shall not be set beyond these 
limiting points. The fore triangle shall be determined by 
the following factors: (i) The perpendicular shall be the 
perpendicular distance between the deck and a point on 
the forestay where the line of the after leech of the jib 
intersects the forestay, above which the jib shall not be 
hoisted. (2) The base shall be the distance between the 
forward side of the mast at the deck and the point of in- 
tersection of the forestay with the bowsprit or hull. 
Any jib, when set, must not extend beyond tbe upper 
and forward points above defined. 
Sails shall be limited to mainsail, jibs and spinaker. 
The total area of the mainsail and fore triangle shall not 
exceed 500 sq. ft. The area of the spinaker, measured as 
a triangle whose base is the length of the spinaker boom 
measured from its out end when set to the center of the 
mast, and whose perpendicular is the distance from the 
deck at the foreside of the mast to the spinaker halliard 
block, shall not exceed twice the area of the fore triangle. 
All jibs and spinaker must be triangular sails, but they 
may have small clubs on the heads not exceeding 10 per 
cent, of I he base of the fore triangle. 
Article 9. The spinaker boom when used in carrying 
sail shall not be lashed to the bowsprit or stem head. 
Article 10. Shifting ballast shall not be allowed. (Cen- 
terboards shall be considered as fixed ballast.) 
Article 11. No outrigger or other mechanical device 
for carrying live ballast outboard shall be allowed. 
Article 12. Centerboards shall not be loaded except to 
overcome flotation, but metal plates may be used under 
the following restrictions : 
The centerboard m.ay be of steel or iron plate of prac- 
tiaclly uniform thickness, not over ^in. thick at any 
point, and not weighing over 35olbs. 
The centerboard, if of bronze, brass or metal other than 
.steel or iron, may not be over J/gin. thick at any point, 
shall be of practically uniform thickness, and shall not 
weigh over 30olbs. 
Article 13. Yachts must sail throughout the series of 
races with the same amount of fixed ballast and center- 
boards of practically the same weight as carried in. the 
first race. 
Article 14. A — Yacht must be so constructed that on a 
cross section, taken at any point, no part of the hull shall 
be sensibly below the center part of the hull, exclusive of 
the false keel or skeg. 
B — The cockpit area must not be more than 40 per cent, 
of the area of the deck. 
Article 15. Y^achts shall be constructed in accordance 
with the following restrictions : 
1. The planking of hull shall not be less than J^in. thick 
at an^ point. 
2. f he frames- or ribs shall be of oak, elm or other 
hard wood and shall not be less than iJ4 sq. in. per lineal 
foot of length of vessel ; they may, however, be spaced as 
desired. Example: Frames may be 1^4 x i spaced 
i2in. c. to c, or 5^ X I spaced 6in. c to c, or ^ x 
spaced 25^in. c. to c. 
3. The deck plank shall not be less than J^in. thick if 
without covering ; but where covered with canvas may be 
■Vgin. thick. The deck beams shall not be less than sq. 
in. per lineal foot of length. Example: Deck beams may 
be i>2 X I spaced I2in. c. to c, or x % spaced 6in. 
c. to c. 
Internal bracing, floors, knees or other stif¥ening mem- 
bers shall not be included in the area of the frames or 
deck beams. 
Article 16. The total actual weight of the crew, includ- 
ing all clothes, personal apparel and belongings worn by 
them or carried on board during the race, shallnot exceed 
65olbs. 
Article 17. The helmsman and crew shall be amateurs 
and members of the respective clubs, and the helmsman 
shall be named in writing, as required by the provisions 
of Article X. of the Declaration of Trust. 
Article 18. The provisions of the Declaration of Trustj 
so far as the same are inconsistent with the foregoing 
articles, are hereby waived, but in all other respects shall 
govern the match. 
The Royal St. Lawrence Y. C. 
The White Bear Y. C. 
During the winter seven boats were built — three for the 
challenge and four for the defence. The choice of 
the White Bear Y^. C. after such trials as were possible 
was Minnesota, owned by F. M, Douglas, Cass Gilbert 
and Samuel Stickney. 
The Skow type has been developed to an extreme point 
by the White Bear yachtsmen, and two were built for 
the trials, both being very fast, but Minnesota was finally 
elected as the most suitable representative in several 
ways — the best in type, the handsomest in construction 
and very fast in moderate weather. She was designed 
and built by Gus. Amundson, a local builder, who has 
been very successful on White Bear and the neighbor- 
ing lakes. In general form and outlines she is fairer than 
most modern racing boats. With a waterline of 25ft. 6in. 
she has just under 7ft. beam. Her deck line is very fair. 
She has a low freeboard and very little sheer. Her mid- 
ship section showed a slight round to the bottom, a quick 
turn to the bilge and a straight side without flare. All of 
her diagonals are fair and easy, with no forcing 
forward. The transom is square and fairly wide. The skizi 
is ship-lapped, with wide timber, about ^ x ij^, spaced 
6in. The deck is cedar covered with varnished cloth, -With 
her sheer marked by a narrow strip of mahogany at the 
deck edge and the white cedar planking varnished. She 
is very neatly rigged and her spars are hollow, made by 
her builder. The hull is well braced inside, but after a 
little sailing on Lake St. Louis it was found necessary to 
strengthen her about the mast. Her chief pecuLai-ii.y. is 
the centerboard, the lower end of the board being very 
wide. She has a rather' small rudder and a small tiller 
shaped almost like a jew's-harp, the loop about 2ft. across. 
The cockpit is quite long, and there are no bulkheads 
below. ... 
Red Coat, the defender of the cup, is one of the 'four 
boats designed by Mr. Duggan and built by the Yacht 
Company, at the club station at Do.rval, In the final draw- 
ing she fell to the lot of Com. Molson. She is of the 
same general type as the various Glencairns, ' with fiat 
bottom, round bilge and flaring side, and in particuiai- she 
resembles the third Glencairn, of last year. She is about 
8ft. beam and 39ft. over all, the fore end snubbed in ^s' in 
Glencairn III., and her deck has a ridge in the centei; and 
pitches both ways, like a roof, instead of the usuar round 
beams. She has decidedly more freeboard thdn Minne- 
sota, and is a larger and more powerful boat. The b"6ard 
is a rectangular plate of steel ^in. thick. The hull is 
carvel built, with a groove rubbed in the edge of each 
plank and a thread of cotton laid in. The outside is 
pailited a dark red, and the deck is covered with canvas 
and painted. The rudder is smaller than in Glencairn 
III., and placed further aft, the tiller being of the dog's- 
leg style always used by Mr. Duggan. One important 
improvement m all this year's boats is a well through 
which the rudder is shipped, thus avoiding the trouble 
of dropping with a line each time the yacht is hauled out 
and of reversing the operation when she is launched. 
The defending fleet this year vary in breadth from 7ft. 
to 8ft. 3in., two of them, Glencairn II. and White Cap, 
being' more~ normal in form than the others, Red Coat and 
Black Beauty. The weather through the spring and 
summer has been very cold and rainy, and not favorable 
for sailing, but still a large number of short races have 
been sailed, and both boats and crews have been very 
thoroughly tested. Red Coat was finally selected as the 
best of the four, Glencairn being first rejected, then White 
Cap and finally Black Beauty. All were fast, and each 
superior in .some one point, but the final choice was 
Red Coat. 
This year a very important change has been made in the 
management of the races, which in all previous years 
have been in the hands of the race committee of the 
defending club, it having sole control. By a special 
agreement each club selects one of three judges, the two 
selecting a third, this two to act as the race committee 
for the cup races. 
The Royal St. Lawrence Y'^. C. selected Mr. W. Q. 
Phillips, of the Royal Canadian Y. C, the official tirhe- 
keeper of the Lake Y. R. A. for some years past. The 
White Bear Y. C. named Mr. Elmer, of St. Paul, and the 
two selected Mr. W. P. Stephens, of New YQrk,_-tp act 
with them. Mr. Elmer was unable to be present, so his 
place was filled by Com. Ordway. 
Minnesota arrived at Dorval on July 30, and was quick- 
ly rigged. At the same time a large part of the White 
Bear contingent arrived in two private cars, which were 
side-tracked at Dorval, and in which they lived. Amund- 
son, the builder of Minnesota, was busy with a new' boat 
for the Inland Lake races of Aug. 20, so could not' leave, 
but Johnson, another local builder, was present to look 
after Minnesota. The yacht was under way at times 
during the early part of the week. The rough water met 
at times tried her much more than the smaller seas of 
White Bear Lake, and the mast was step settled per- 
ceptibly, so she was strengthened by wooden braces about 
the mast and a rod of ^in. iron was run through the 
sides at the planksheer and under the heel of the mast, 
the ends being set up with nuts until a part of . the strain 
was thrown on the upper part of the hull, relieving the 
keel. - . 
The crews of the two boats were as follows : 
Minnesota. Lbs. •Red Coal Lbs. 
Helmsman C. M. Griggs 146 G. H. Duggan 153 
Main sheet T. L. Warren 165 Wm. Angus 185 
Midships F. M. Douglas 167 Chas. Routh ...,"..169 
Jib Sam'l Bunn 153 F. W. Shearwood.-.149 
631 
646 
The yachts were measured on the morning of Aug. 2 by 
Messrs. Phillips and Ordway, the result being : 
Mainsail — Minnesota. Red Coat. 
Boom 24.50 ai.OO 
Hoist r. ..K,.... 15.84 16.84 
Gaff 14.33 13.21 
Clew to throat 28.42 28.00 
Leach 35.33 32.46 
Area 385 sq./t. 383 sq. ft. 
Head triangle — 
Perpendicular 19.12 19.16 
Base 11.62 10.75 
Area 109 sq. ft. 103 sq. ft. 
Spinaker boom 18.16 17.16 
Spinaker per 25.25 24.42 
Total sail area ...494 sq.ft. 486 sq. ft. 
L.W.L 25.50 25.58 
The general arrangements for the races were the same 
as in previous years, the Duchess of Y'^ork carrying the 
spectators from Lachine, but the committee and the racing 
men were much better provided for than ever before with 
the new club steamer St. Louis. This yacht, with her very 
light draft, can run up to the club pier at any time, while 
she is fast enough to follow the yachts. It is worth men- 
tioning that the water this year in Lake St.. Loiiis is . ex- 
ceptionally high, at least a couple of feet more, than last ' 
year. On Thursday night, the three judges, with. Mr. 
Griggs and Mr. Duggan. read over the agreement and 
also the racing rules, so as to arrive at a common under- 
standing on all points. Every one of the sailing .rulies of 
the race was read and discussed separately. .. . . 
Friday, August 3. 
first day — ^FIRST R.A.CE • 
Triangular. ' 
Friday broiight clear weather, with a fre.sh and cool 
N.W. wind. The crews were busy early in the morning, 
and about 11 o'clock the St. Louis started from the club 
station at Dorval with the judges ^nd some members of 
both clubs on board and Red Coat in tow, .the steam 
