^94 
FOREST AND STREAM, 
made withiia the last few months all indicate that he is 
in no serious haste for another match. 
Th«re are two rumors, current for some little time, 
which' are at least plausible, one to the effect that Sham- 
rock will be repaired during the winter and raced in the 
Mediterranean, the other that when Sir Thomas budds 
another challenger she will be named Shamrock II. The 
racing of Shamrock next spring will be important or 
otherwise according to the condition of British yachtinf}?. 
At that time, if there is any revival and the new boyts 
Sybarita and Distant Shore should be raced, and in 
particular if the German Emperor sho\ild fit out Meleor 
II. for the Mediterranean, the racing of such a fleet and 
the test of Shamrock's merits among yachts of hei own 
nationality ii> design cannot fail to be interesting. If, 
however, no new boats are built, and the existing ones 
are not fitted out, the mere sailing of Shamrock against 
Ailsa or Satanita will be of no possible interest to the 
yachting public. 
The mere naming of a yacht may be a trivial matter, 
and one in which an owner need consult only his per- 
sonal preferences, but in the case of a match for the 
America Cup, the great historic event of all yachting, it 
does seem as though some other considerations were 
worthy of attention. 
Some of the most famous names in yachting are 
connected with these contests— America, Cambria, Magic. 
Livonia, Columbia, Mischief, Puritan, Genesta, Galatea, 
Mayflower. Volunteer, Thistle and Vigilant. The mere 
recital of these names is in itself a history to every well- 
informed yachtsman, his mind instantly supplying the 
details of each race. It does seem desirable that each 
match of this great series, now covering the full half 
century, should be individualized and emphasized by the 
selection of new and suitable names for the contesting 
vachts. The sentiment which attaches to such a com- 
bination as Mischief and Atalanta, or Puritan and 
Genesta. is entirely lacking when it comes to a possible 
Columbia III. and Shamrock II. The series of Valky- 
ries I.. II. and III. is already confusing to the mind in 
running over the history of the Cup races, and there 
seems no good reason why the iooli.sh fad of Lord Dun- 
raven should be perpetuated by other challengers or 
defenders. 
Whether named by chance or design, the defenders of 
the Cup have until very recent years borne suitable titles, 
names that were at least distinctive and not obviously 
inappropriate. The early names, America, Magic, Sap- 
pho, Columbia. Palmer. Madeline, Mischief, were none 
of them startling in originality or deep meaning, but 
they answered the purpose well enough. The Paine 
series. Puritan, Mayflower and Volunteer, were better 
named, as were Priscilla. Colonia and Pilgrim, the un- 
successful aspirants of the same era. Vigilant was a 
particularly good name, embodying an idea and at the 
same time new to the yacht lists. Defender was a very 
poor selection, the word being a common noun, a mere 
generic term applying to dozens of yachts, and mean- 
ingless in its application to this one. Columbia was 
still worse as being worn and hackneyed, and in actual 
use on a number of existing yachts, one of which already 
held a prominent place in Cup history. As for the chal- 
lengers of recent j^ears, they have exhibited exceptional 
ingenuity in the selection of unsuitable names. The Valky- « 
rie of Lord Dunraven was worn threadbare in yachting 
long before he named the first boat in 1889, and the 
addition of Valkyrie II. in 1893 and Valkyrie III. in 
1895 showed a further lack of originality. The name Dis- 
tant Shore, given by Mr. Charles Day Rose in his prema- 
ture challenge of 1895, has a place of its own as a specially 
awkward misfit in yachting, though he has since actually 
saddled it on a new and costly yacht. In view of the 
fact that Shamrock was distinctly non-Irish in her de- 
sign, constructipn and the personnel of skippers and crew, 
her owner may be pardoned for once in giving her an 
Irish name, hackneyed as it is; for his other offense, of 
painting her green, there is no possible justification. The 
unbroken coat of bright green froni water line to rail 
which disfigured Shamrock last year was not only a 
piece of vandalism and a violation of all artistic precepts, 
but a gross injustice to Mr. Will Fife. Painted in the 
convential British fashion, with boot-top of red or green, 
black topsides, and gold band and trailboards, Shamrock 
would have shown up as a handsome and shapely yacht, 
any faults of model being reduced to a minimum, so far 
as appearance was concerned. Daubed as she was, with 
but one color, and that a most unsuitable one. she looked 
to the casual eye a veritable box. Much of the harsh 
criticism which fell on the boat was due solely to the 
paint put on by the owner, and not to the form given 
her by the designer, even tliough that had its own 
faults. 
If this fashion continues in favor we may some day 
see a Columbia IIIL, painted in red and white stripes, 
with a blue deck covered with stars, defending the cup 
against a green Shamrock III. with a j'ellow deck. 
It speaks but little for the vaunted wit of the Irish 
und for the national literature that these two Irish yachts- 
men have, in the first place, selected old and hackneyed 
names and then duplicated them with the addition of 
distinguishing numerals in later boats. It should be 
possible, it an Irish name is a necessity, to find one that 
is in a measure new to j^achting, and nbt obviously in- 
appropriate, and with a crisp ringing sound to it. On 
this side it should also be possible to find a new name 
without duplicating or triplicating names that are both 
ancient and conventional. 
It is but natural that the long continued defense of 
the America Cup has become largely a matter of senti- 
ment and tradition, so that at the present time it is deep 
in a rut which leads from rather than toward the general 
upward course of yacht racing in the regular classes. 
While improvements in rules and methods are made 
from time to time in the general club racing, it is only 
by slow degrees that these are incorporated in the con- 
ditions governing the America cup. As this trophy is 
by far the greatest in all yachting, and as a match' for 
it involves an enormous expense on the part of both the 
clubs and the individuals partaking in it, all the rules 
■and conditions should be as nearly perfect as the skill 
of man can make them, in order that the sport at large 
4r'7iy? ^^P^f^t j? ^^^^ degree p?'oportione4 to tjie 
outlay >of bptli money and labor. Far from' this being 
the case, it has often happened in the past that the' 
conditions were so faulty or one-sided as to make the 
races of no possible value in deciding important techjiir 
cal questions, in improving the design of yachts, .or in 
aiding the sport in general ways. 
While much has been done in the past three contests 
to remove the heavy handicaps once placed on the 
challenger, and to give him a^'^fair fighting chance, the 
conditions are still largely left to chance, and whUe there 
is . no longer any intention on either side to handiciap or 
take unfair advantage of the other, there is at the same 
time no organized and hearty po-operation in the in- 
terests of yacht racing.,' 
One point, perhaps the. most important of all, that is 
still left to mere chandc is that of the size of the con- 
testants. It is not necessary now to trace out the origin 
and growth of the so-called 90-footer. which monopolizes 
the Clip racing — for one thing, the imaginary 90-footer 
of 1887, was a very different ship, in size and cost, from 
the real thing of 1899; the cost of the triplicate outfit 
of canvas required for a Columbia would almost pay 
for a Volunteer completely, rigged. There is no evidence 
that anyone to-day wishes to build a racing cutter of 
90ft. l.w.l. The challenger does so only because he can- 
not feel altogether safe in risking a smaller yacht in the 
face of the doubtful meaning of the new deed of gift, and 
the existence of old defenders of that size, and then 
the defender has to rely cJn the spirit and generosity 
of a few wealthy members to build one new yacht to 
meet the challenging vessel. It is generally recognized 
that the resulting boats, such as Shamrock, Valkyrie 
III., Columbia and Defender, are worthless even as rac- 
ing machines, except for the Cup matches at long inter- 
vals; that they teach no good lessons in design or 
construction; that they are a permanent bar to the. 
establishment of a regular class of racing yachts of such 
smaller size as will meet the requirements and the means 
of the wealthier racing >achtsmen. 
Both sides would be better off if the size of the chal- 
lengers were reduced to a point where a permanent 
racing class could be maintained, but at the same time 
neither is likely to take steps to bring about this change. 
On this side there is a popular sentiment, based 
entirely on a fallacy, which demands that the Cup races 
be retained in the nominal class existing for the past 
dozen years, regardless of the fact that such a reasonable 
reduction of size as has been at times proposed would 
give a yacht much larger and faster than Puritan, the 
parent boat of the Cup class. As long as Defender and 
Columbia are in existence, even though their uselessness 
has been proven, and they lie season after season rusting 
away, the general sentiment is that no smaller yachts 
should be allowed to race for the Cup. The multitude 
who hold to this idea pay nothing toward the construc- 
tion and racing of these expensive machines; they de- 
mand this much of a few wealthy Americans; they give 
no thought to the need of a wholesome stimulus to 
building and racing in the medium classes, to the en- 
couragement of American designers, skippers and crews 
and the recruiting of new men to the ranks of racing 
owners. The one cry is that the Cup must be defended 
by a 90-footer, cost what it may — to others. 
If we are correct in assuming that the continued 
building and racing of even larger and more costly 
machines than Columbia and Shiimrock is detrimental 
to yacht racing, and desired by neither party, there is 
an easy and simple remedy at hand. Out of the great 
fleet of yachts which haA^e figured in the defense of the ^ 
America Cup, either as principals or in the secondary 
capacity of trial boats, every ond. we believe, is still 
afloat, but most of them are out of the question in the 
future. Even the four of 1893, Vigilant. Colonia, Jubilee 
and Pilgrim, have long since passed out of the racing- 
field. The only existing yachts of the class art-. De- 
fender and Columbia, now housed over on the beach at 
City Island. These yachts are srill the property of their 
original owners, according to the New York Y. C- 
book for the year. Defender being owned by W. K. 
Vanderbilt. E. D. Morgan and C. Oliver Iselin; while 
Columbia is owned by J. Pierpont Morgan and Mr. 
Iselitn. These gentlemen are the absolute owners of the 
yachts, and they are also thoroughly informed in the 
history of the Cup races and of American yachting, and 
of the present condition and needs of the sport. They 
know that a.s matters stand a new challenge will mean 
a new and still more costly machine, which they, before 
all others, may be expected to pay for and manage. If 
in their judgment the interests of American yacht racing 
will be advanced by a transfer of the Cup' contests to 
a smaller class, they can bring this about in a very short 
time. It is only .necessary that they sell Defender and 
Columbia iir such a way as to make it impossible to use 
them as racing cutters. 
Defender's days' are probably over-. With the large 
amount of aluminum in her construction it is unlikely 
that she can ever be put to permanent use as a yacht: it 
is doubtful whether she wjDuld be fitted out again as a 
trial boat. Her value as old metal is as great at the 
present time as it is likely to be in the future, as the 
top of the market was passed some months ago. Her 
spars, gear, sails, etc.. can all be sold to advantage now. 
before they have deteriorated by long storage." With 
more durable metal in her construction, Columbia may 
still be available in some form as a yacht. Reduced to a 
practicable draft of 12 or 13ft., with a centerboard and 
a small rig she would still make a fast and good cruiser, 
and she might with advantage be converted in this way. 
Her bronze plating would be far superior to steel, and 
should insure for her a comparatively large price. 'Like 
(he fin-keel Pilgrim of 1893. she could well be converted 
to a steamer, the lead keel and fin being cut away and 
a new keel, futtocks and floors added, the old plating 
of the fin being used for the new garboards and lower 
strakes. . Mechanically the conversion to either a center- 
board schooner or a steam yacht would be a simple 
matter. 
If these two yachts were taken as they now stand 
shored up on the beach, the keels and fins removed, and 
the hulls and outfit sold, the way would be cleared for a 
soeedy challenge for the America Cun in a smaller class. 
With them out of the way there would be no further 
SH?stipF pf the propriety pf acceptirig- such a challenge, 
and as far as the challengers are concerned, they have 
for years desired a smaller size. The first challenge' 
from Lord Dunraven, in 1889, expressly named the 70ft. 
classjand the 'representatives of Sir Thomas Lipton, who 
visited New York, in September, 1898, to arrange for 
the last match, came prepared to negotiate for a challenge 
in the 70ft. cl'as.s, but abandoned the idea on ascertaining 
that it would not be entertained by the New York Y. C. 
The "existence of Shamrock is no more a factor in the 
matter than is that of Valkyrie HI. The two can wel*. 
be disregarded in all future international events, 
The suggestidn •herd' -made is. of direct and inimediatft 
importance. There can be no question of the legal and 
moral rights of the owners to di.spose of the two yachts 
in any way they may select. The yachts are worthless 
to-day and may be so for several years, until another 
challenge comes. As far as the sale value is concerned, it 
must decrease every year, The effect of this large class 
on the general racing has been generally rec()gnized by 
thinking yachtsmen for some years. In fact, with De- 
fender moored for three years in one spot, and with her 
and Columbia, now similarly shelved for an indefinite 
time, it can no longer be contended that sudjll a class is a 
useful and essential member of the racing fleet. The 
demand for a revival of some useful and practicable 
class between the 90ft. and the 51ft. has been growing 
for some years, and this year has found active expression 
in the construction of the one design 70 class, and the 
importation of three British yachts of the next smaller 
size. Neither of these classes as yet constitute the 
dreaded "vested interests" which bar all advances in 
yachting. The Herreshoff quartette, however they may 
be patched and cobbled up during the winter, are not 
likely to induce yachtsmen to add to their number, and 
the British yachts are of an odd measurement for Ameri- 
can racing. The way is clear now, as it has not been in 
the past for many years and may not be in the future, for 
the establishment of a class of about 70ft. l.w.l., under 
the regular rules and open to all designers. 
Second to the question of the size or class of the 
yachts in Cup racing is that of the measurement, at 
present in a very unsatisfactory state. Under existing: 
conditions the waterline only is limited, and each side is 
free to over-spar at will, offering ertry inducement to 
danererous wrecking above decks. If c-ommon sense 
could but prevail in the making of international matches 
in the larger classes, both parties would at once come 
together and, failing even a passably good measurement 
rule, which neither has at present, would make such an 
agreement as would be plainly to their mutual advan- 
taee; for instance, measurement by the Seawanhaka rule, 
with crew on board and a limit of extreme draft, neither 
boat to exceeed a racing measurement of 7Sft. This ii 
the regular class rule of the New York Y. C. to-day, ex- 
cept that the crew is specifically limited and need not 
be on board when the yacht is measured, though the 
latter requirement holds in the Cup races. There is 
nothing novel or radical about it, and it would favor 
neither side, but each would know exactly where it stood. 
The limitation by racing measurement instead of water- 
line is in accord with the standard American usage, and 
to; a certain extent militates a.gainst over-sparring. It 
would be infinitely better if both parties could agree on 
a new rule, placing some restrictions -on freak features 
and evasions under which an international racing class 
could be built uo on both sides, the best yacht of the class 
on each side being selected for the Cup matches, but the 
time is not yet ripe for such a rule. Even the temporary 
step outlined above would .give a stimulus to building 
and racing on both sides of the Atlantic, and on this side 
it would be of especial value in the encouragement of 
.'Vmerican designers. 
The present condition of yachting in all classes above 
51ft. is most rmsatisfactory and discouraging, the" spas- 
modic racing of a couple of goft. machines every few 
vears does far more harm than good. Such machines are 
beyond the reach of even the wealthiest of the real racing 
owners, and these have no suitable class to which to 
build. That there is a demand for such a class is shown 
by the four_ 70- footers and the three 65-footers added to 
the fleet this year, and yet these boats go a long way 
from being the nucleus of the right class. 
In the America Cuo the New York Y. C. has in its 
hands the most powerful instrument ever devised for the 
encouragement of yachtine; but for reasons not neces- 
sary to enumei-ate here this instrument has long since 
ceased to do good. By prompt and sensible action on 
the part of the clul) and some of its members, the whole 
influence of the Cup may be diverted soeedily to the 
establishment of a new and much needed racing class. 
With a challen,ge once in hand for a 90-footer, as it must 
inevitablv be in time if matters remain as thej' are, this 
chance disappears for an indefinite period, and in the 
meanwhile some sort of a class will grow up haohazard. 
probably a failure in itself and a bar to the establishment 
of a really good and successful one. 
It is now learned that an addition must be made 
to the long list of partly wrecked racers. Early in the 
year the new yacht Countess, designed and built by the 
Herreshoffs for Oswald Sanderson, of the Lai'chmont 
Y. C, struck a sunken rock, but, as she soon afterward 
continued racing, it was thought the damage had been 
slight. Yesterday, however, an expert in yacht con- 
struction said that the effects of her wrenching stil\ 
existed, and could not be put right without a large ex- 
pe'nse. Effort, a sister ship to Countess, produced at 
the same yards for F. M. Smith, did not, like Syce and 
Countess, try to measure strength with rocks, but she 
is reported to be almost a wreck as a result of her shoi:t 
summer's sailing. The boat is recorded as having en- 
tered five races, and, though it is not known whether 
or not she was unduly crowded with canvas, it appears 
that she did not stand the strain. She is now hauled 
up 'at Bristol. Another 'new yacht that must be re- 
paired is the is-footer Shark, which the owner, F. La- 
throp Ames, had to leave in Bristol because he could not 
get a crew to sail her back around the Cape to Boston. 
As has been printed in the Tribune, the new fleet 
of 70-f6oters was more or less damaged by the season's 
racinf , Tl^is fleet i? ^^Y^ gathered or abot^t tq gather 
