274- 
FOREST AND STREAM. 
[Oct. s. 190T. 
The America's Cup. 
Columbia and Shamrock n. 
Columbia and Shamrock II. were measured on Tues- 
day, Sept. 24, by Mr. John Hyslop, the measurer of the 
New York Y. C. Shamrock received the finishing touches 
in the Eric Basin dry dock, , and at about 11 o'clock the 
water began to run into the dock, and she floated clear of 
the keel blocks. Mr. Hyslop arrived early, and it was 
decided to measure the challenger's spars before she 
floated. On board Shamrock were Mr. Watson, Mr. Jame- 
son, and Mr. W. B. Duncan, Jr., who was to check the 
measurements for the New York Y. C. Mr. Hyslop first 
measured the base line — i. e., from a point half way be- 
tween the jib and the jib topsail stays to the end of the 
boom. The gaff was next measured, and then a man was 
sent aloft to hold the tape at the lower side of the sheave 
of the topsail halyard block, so that the distance from 
that point to the upper side of the boom could be ascer- 
tained. The topmast was the next in order, but as Sham- 
i-ock has a pole mast, a nice point came up in determining 
just where the measurement should be taken. Any excess 
of the gaff over 80 per cent, of the length of the topmast 
is added to the base line, according to the New York 
Y. C.'s rule. Early this year the club adopted a rule 
providing for the measurements of pole masts and deter- 
mining .fust what should be the length of the topmast. 
As Mr. Watson had worked out his sail plan in accord- 
ance with this rule, it was adhered to in measuring Sham- 
rock. The rule in question states that the topmast shall 
be the distance between the under side of the sheave in 
the topsail halyard block and the imder side of the sheave 
in the throat halyard block. Owing to the arrangement 
of the throat halyard block on Shamrock, Mr. Watson 
was able to save considerable, the blocks on the spar 
being so low that when the sail is hoisted the throat is two 
blocks. The throat blocks on Columbia are some 4 or 5ft. - 
higher than Shamrock's are. By this arrangement Sham- 
rock is able to carry a longer gaff without being taxed, 
and some 3ft. are saved from being added to the base line, 
and some 300 sq. ft. of canvas are untaxed. 
The spinnaker pole was found to be longer than from 
the forward side of the mast to the forward point of 
measurement. It was only a matter of a few inches, and 
the pole was cut down. 
Columbia came off the ways at the Morgan Iron Works 
at about 11 o'clock,' and arrived in tow at Erie Basin at 
just i o'clock. She was warped into the basin and the 
gate closed. After measuring Shamrock's spars Mr. 
Hyslop went aboard Columbia, accompanied by Messrs. 
Watson, Jameson and Duncan. Columbia's waterline was 
measured with fifty-two men aboard, as .was Shamrock, 
and it was found to measure 89.77ft. .^fter measuring 
Columbia's waterline. Messrs. Hyslop, Watson and Dun- 
can went back to Shamrock, while her waterline was 
measured. The measurements are as follows: 
Cohimbia. Shamrock II. 
Feet. Feet. 
TA'iigth on load waterline 87.77 89.25 
Length from after end of main bOom to for- 
ward point of measurement 182.87 184.03 
Length from fore side of mast to forward 
point of measurement 7S.28 
Length of spinaker pole 73.30 78.iJ8 
Lenlth of gair 64.94 66.17 
Length of topmast 64.64 68.18 
80 per cent, of topmast. ...w.vi.^i.... 51.71 d4.54 
Height from upper side of main boom to top- 
tail halliard block 134.74 143..99 
Square root of the sail area 114.94 118. 3.j 
Sailing length .. 102.3-55 103.79 
The difference in the sailing length of the two boats is 
1.435ft This, figured on the time allowance of the New 
York Y. C. gives an allowance of 43s. to Columbia in a 
race over a 30-mile course. 
Shamrock measures nearly 6in. shorter on the waterline 
tlian Columbia, her length being 89.25 when floating on an 
even keel, but she will gain length more rapidly than 
Columbia when heeled. 
Shamrock has 14,027 sq. ft. of sail and Columbia 13,21 1 
sq. ft. of sail, measured according to the rule. Shamrock 
has 8t6 sq. ft. more sail than Columbia, but this is offset 
to a great extent by her waterline being shorter than 
Columbia's. 
Shamrock is longer on the baseline than Columbia. 
From the forward point of measurement to the end of 
the boom on Shamrock is 184.03ft. against 182.87ft. on 
Columbia. In the forward triangle — that is, from the 
foreside of the mast to the forward point of measure- 
ment — Shamrock measures 78.28ft. and Columbia 73.86ft. 
The area of the forward triangle on Shamrock is 5.622.38 
sq. ft., and on Columbia 4,981.94 sq. ft. This allows 
Shamrock to carry a larger balloon jib and a larger spin- 
naker. Shamrock's spinnaker pole is the exact length of 
the forward base line, while Columbia's is shorter by more 
than 6in. 
From the forward side of the mast to the end of the 
boom on Columbia is log.oift., while on Shamrock the 
distance h 105.75ft. Subtracting the diameter of the mast 
from those measurements, we have the length of the boom. 
Columbia's boom, according to this, is some 3ft. longer 
than Shamrock's. 
The length of the mast from the upper side of the boom 
to the topsail halj'ard block on Shatnrock is 143.39ft., and 
on Columbia 134.74ft. Shamrock's baseline is shorter, but 
her sail plan is 8.6sft. higher than CoKimbia's. The area 
of sail aft of the mast on Shamrock is 8,404.62 sq. ft., and 
oil Columbia is 8,229.16 sq. ft., giving 175-46 sq. ft. in 
favor of Shamrock. It is in the after triangle where the 
untaxed sail is, and Shamrock has about 500 sq. ft. more 
in the after triangle than Columbia. 
On Thursday when Columbia rounded the weather mark 
aiicad of Shamrock, the din of whistles of the attending 
craft was deafening, but on Saturday when Shamrock 
rounded the mark ahead of Columbia one was impressed 
liy the great quiet that prevailed — perhaps one-quarter of 
the fleet gave some evidence of their presence. This poor 
sriorting spirit was most un-.A.nierican. and was the cause 
of considerable comment. The crew of Shamrock are 
l;il)oring- against heavy odds, and as all men work better 
wluvn they are receiving some encouragement, Americans 
iihiitild show that they appreciatf the pluck and ability of 
the visitors and give them cordial support. 
Sunday was a dzy of rest for the crews on both Sham- 
rock and Columbia. The men lounged about on the ten- 
ders pf racing Yachts or \Ycnt ^,^]\qvti T^t- f^B^ 
schooner America, that won the America Cup just fifty 
years ago, has attended the races, and on Sunday Sir 
Thomas Lipton was the giiest of her owner, Mr. Butler 
Anie.s. In the afternoon Sir Thomas, together with Mr. 
and Mrs. William Jameson, Mr. Robert Ure, Com. Hil- 
liard, Mr. George L. Watson and Dr. Reid Mackay, went 
out for a sail on America. There was a fresh breeze blow- 
ing and the old craft was at her best. When America 
left her anchorage she passed quite close to Shamrock, 
and she looked almost like a toy boat alongside of the 
English craft. It gave everybody on board an opportu- 
nity to make some interesting comparisons and note the 
development that has taken place in yacht designing dur- 
ing the last half-century. 
The old schooner Columbia, that was one of the boats 
which defended the Cup in 1871. has also been an at- 
tendant of the races. She is now the property of a Phila- 
delphia gentleman, Mr. Joseph De Forest Junkin. 
Sir Thomas Lipton and his English friends and asso- 
ciates who are now over here to watch or participate in 
the races, speak most highly of the manner in which the 
course has been kept so clear. Capt. Thomas D. Walker 
and his assistants deserve great credit for the splendid 
judgment shown in handling the big fleet, but it must be 
said that the majority of the captains of both the steamers 
and the yachts, have done their part in assisting the 
revenue officers in their work. The great number of craft 
that attend the races are bound to kick up considerable 
wash, but as both yachts suffer equally in this regard, no 
complaints are heard. Every detail has been taken care 
of by the patrol, and nothing has been overlooked. Capt. 
Walker's squadron is made up of two divisions. In the 
first division were Gresham, the steam yacht Erin, the 
steam yachts Celonia, Windom, Algonquin and Dallas, 
with Mr, August Belmont's high-speed steam yacht Scout 
to act as despatch boat. The second division was made 
up of Seminole, Mr. J. Pierpont Morgan's steam yacht 
Corsair, in command of Com. Ledyard, N. Y. Y. C. ; the 
steam yacht Kanana, the steam yacht Duquesne, Onondaga 
and Dexter, wnth Mr. Cornelius Vanderbilt's high-speed 
steam vacht Mirage as scout. 
On Thursday, the day of the first race, there were a 
large number of boats on hand, with sightseers, and it 
seemed that every available craft on the coast had been 
brought into service, but on Saturday there were still 
more boats of every description to be seen, and one won- 
dered where all the boats came from. As a result of the 
large number of vessels in attendance, there were several 
trifling collisions, but in addition to these there were two 
accidents that might have resulted seriously.^ Sir Thomas 
Lipton's steam yacht Erin was in collision with the 
revenue cutter Gresham. and John Jacob Astor's steam 
yacht Nourmahal collided with the steamer North Star, of 
the Maine Steamship Company. 
Gresham and Erin were some 300yds. apart just after 
the competing yachts had rounded the weather mark, and 
under ordinary circumstances the boats would have kept 
clear of each other. Erin did not have headway on, her 
engines having been stopped so that those on board could 
watch the race. Before Erin could get up headway and 
turn, the Gresham drifted down on her and struck a 
glancing blow. The cutter's torpedo tube dented several 
of Erin's plates just aft of the gangway on the port side. 
No serious damage was done, and there was no excite- 
ment to speak of on either boat. 
When in the Swash Channel, bound home from the race. 
Col. Astor's Nourmahal collided with the North Star, 
hitting that vessel on the port quarter. Although the blow 
was a glancing one, it was of .sufficient .strength to loosen 
up several of the steamer's plates and make a dent in her 
side and rip off some 20ft. of her rail. Nourmahal lost 
her bowsprit and dented in several bow plates, but further 
tlian this she sustained no injury. Nourmahal's bowsprit 
shrouds fouled a chain on the North Star, and before that 
vessel's headway could be stopped the yacht was heeled 
down badly, and the guests on board were well shaken up 
and frightened. 
Mr. E. C. Benedict's steam yacht Oneida ran into the 
steamer Shimiecock when bound for the city after the 
race. A hole was stove in the Shinnecock's deck house on 
the starboard side, just aft of the paddle box. Oneida 
lost part of her port rail and a launch that was hanging 
on the davits was crushed. Mr. Joseph Stickney's steam 
yacht Susquehanna was also in a collision, and lost her 
bowsprit. 
It wotdd be a difficult task to convey an accurate idea 
of the great numbers of pleasiire boats of all descriptions 
that have followed Columbia and Shamrock over the 
course. There were hundreds of theiii. and probably no 
more beautiful picture could be imagined than that of the 
gathering of these boats in the vicinity of the starting 
line. In the matter of steam yachts alone, the cost of 
which represented many millions, were to be seen the 
folloAving : 
Conqueror, Frederic Vanderbilt ; Kismet. J. R. Maxwell ; 
Electra. E. T. Gerry ; Sybarite, George J. Gould : Lady 
Godiva, H. C. Rouse; Bellemere, S. F. Shaw; Aloha, D. 
W. James ; Wacouta, J. J. Hill ; Taurus, J. H. Hanan ; 
Clementina. W. Jennings; Marguerita, A. J. Drexel; 
Nada. Edwin Gould; Vergana. F. H. Benedict; Zara,_ H. 
B. Moore; Virginia, Isaac Stern; Saghaya, H. C. Smith; 
Irene. W. & L. Lewisohn; Colonia. L. G. Bourne; Gun- 
dreda. James Ross; Niagara. Howard Gould; Satanella. 
Perry Belmont; Hope. Guy Norman; Scud, E. Randolph; 
Catania. R. A. C. Smith; Norman. Frank Tilford; 
Duquesne, J. G. Butler; Alcedo, D. G. Reed; Viva. Ed- 
ward Eyre; Gunilda, H. A. Hutchins; Tuscarora, Robert 
Ballantine; Admiral, P. Fisk; Aileen. W. B. Leeds; Sus- 
quehanna. James Stickney; Narada. Henry Walters ; Em-, 
hla, J. T. Williams ; Anita, Geo. R. Wilson ; Altair, E. D. 
Trowbrid.ge; Duchess. L. G. Busby; Chetalah. Albert 
White; Elsa, Miss Eloise Breese; Tilly, Frederic Osgood^- 
Felicia. E. W. Bliss; Hiawatha. Julius Fleischmann ; 
Nahma. Mrs. Robert Goelet; Nourmahal, J. J. Astor; 
Varema. Eugene Higgins; Sultana. J. R. Drexel; Al- 
vina. Chas. Fletcher ; Reva. G. A. Roland ; Intrepid, 
Lloyd Phcenix ; Kanawha. H. LI. Rogers ; Oneida, E. C. 
Benedict: Nerita. W. E. Cox; Surf, C. K. Billings ; White 
Heather. H. T. Drummond: Sagamore. E. C. Lee; 
Thistle. T. K. Todd; Marietta. R. N. Carson; Buccaneer. 
Frank Morrill: Cushana. W. Tennings; Majorie. Mrs. A. 
S. Van Winkle.; Maspcth, C. M. M'eyfir; May. Alex. Van 
Rensselaer; Parthenia, A. H. McKee : Reverie. J. B. 
Thomas : Erl King. A. E. Tower ; Josephine. J. E. Wide- 
iier; Aphrof]ite, O H, Payne; PappGos^, T, B. Homer; 
American, Archibald Watt; Wild Duck, F. V. Greene; 
Neaira, C, A. Gould ; Nydia, F. L. Lisman ; Itima, A. L. 
Bigelo\v; Toinette, E. D. Smithers; Pilgrim, L. C. Bum- 
ham ; Eugenia, J. B. Herreshoff ; Narwhal, Chas. Osgood ; 
Aroc, E. B. Douglas; Mindora, C. H. Merrill; Jathniel, 
C, M. Pratt; Monaloa, C. C. Borland; Carmen, C. A. 
Starbuck; Arrow, C, R. Flint; Vedette, M. C. Borden. 
First Race — Windward and Leeward. 
FIRST DAY — THURSDAY, SEPT, 26. 
When the boats reached the lower bay there was a long 
ground swell, which was produced by the sea that had 
been kicked up on Wednesday by the strong N.E. breeze 
that had prevailed on that day. Columbia, with Mr. and 
Mrs. E. D. Morgan, Col. R. T. Emmett. James Parker. 
Herbert C. Leeds, A. C. Tower and H. M. McGildowney, 
who represented the Royal Ulster Y, C, on board, dropped 
her moorings about g o'clock and was taken in tow by the 
tug Wallace B. Flint, When nearly down to Sandy Hook 
Lightship the mainsail was hoisted. As soon as this 
sail was set to the satisfaction of those on board, a 
medium-sized club topsail was sent up in place and head- 
sails were set in stops, ready to break out. Shamrock 
left her anchorage some fifteen minutes later, and was 
towed down the bay after Columbia. Shamrock XL's 
mainsail was set and a medium-sizeri club topsail was sent 
aloft. On board Shamrock were W. G. Jameson, George 
L. Watson. Thomas Ratsey, Robert Ure, Com. HilHard 
and W. B. Duncan, Jr. 
The Regatta Coniniiltcc, Messrs. S. Nicholson Kane, 
Chester Griswold and Newbury D. Lawton w^ere on board 
the ocean-going tug Navigator, with Mr. ^milius Jarvis, 
Vice-Corn. Sharman-Crawford, of the Royal Ulster Y. C, 
and Capt. Rhoades as guests. At 10:30 the signal code 
Hag C was hoisted, announcing that the course would be 
fifteen miles to windward and return. The wind was 
E. by N., and the code letters D B V, which were hoisted 
on the committee boat, signified that the first leg of the 
course to the weather mark would be E. by N. The tug 
Edward Luckenbach dropped over a log and started to 
measure oS the course. 'The committee boat dropped a 
little to the S. of E. of the lightship, making the. starting 
Hne. While these preparations were going on, the two 
contestants were hovering aromid the line ; baby jib top- 
sails had been sent up in stops in both boats. Shamrock 
looked to be a much larger boat than Columbia, and the 
English boat's sails seemed to be even darker in color 
than when .she first arrived on this side. The difference 
in color was very pronounced in comparison to Colum- 
bia's cream-white canvas. 
At 10:55 the preparjitory gun was fired from the com- 
mittee boat, and the blue peter was hoisted. Both boats 
were then S. of the starting line. Shamrock stood to the 
westward, "while Columbia soon after rounded the light- 
ship and followed Shamrock. Just before the warning 
gun Shamrock came up into the wind and stood off on 
the starboard tack, with Columbia on her weather. Sham- 
rock moved very fast and drew out of Columbia's lee. 
The warning signal was given at 11:05; the wind at this 
time had a strength of about ten knots, but seemed to be 
dropping. Three minutes before the starting signal both 
boats gybed and came back across the starting line, with 
Columbia still hanging on Sh.amroclc's Weather. Both 
boats headed off to the south'ard, and Columbia broke out 
her jib topsail. Columbia was sent around on the star- 
board tack, followed immediately by Shamrock. 
With Columbia to windward both boats were just on 
the line and in forcing Columbia across before the gun. 
Capt. Sj^camore let his own boat cross. Columbia bore 
off right on top of Shamrock, and in order to avoid a 
foul Shamrock was kept off. Having plenty of room, both 
boats crossed again well up toward the end of the line 
where the lightship was located. The official times at the 
starting were: 
Columbia , 11 10 49 Shamrock 111101 
Columbia was ahead and in thfe weather berth, and 
Shamrock was swung about on the port tack, Columbia 
immediately following. Shamrock was given a good full 
and began to drive out from Columbia's lee. During the 
early part of the race and when the wind was fairly 
fresh, Shamrock did some pretty sailing. She moved 
faster than Columbia, but did not point as high. Sham- 
rock seemed to wallow in the swell and make more fuss 
than Columbia, but the spray showed up more clearly 
against Shamrock's bright topsides than it did against 
Columbia's white paint, Just before 11:30 Shamrock 
c'atne about, hoping that she might benefit by the breeze 
that was permitting Columbia to point so high. Columbia 
came about before the boats got very close together, and 
both were heading toward the Long Island shore, Co- 
lumbia ahead, but Shamrock to windward. The wind 
was now very shifty and baffling, making it very unsatis- 
factory racing. Columbia went about on the starboard 
tack after getting all she could out of the favoring puffs 
when in toward shore. The boats were again on opposite 
tacks, but Shamrock also received some beneficial puffs 
and again overhauled Columbia a little. Columbia crossed 
Shamrock's bow, having some distance to spare. The 
wind was getting lighter every minute, and every roll of 
the sea would throw the wind out of the boats' sails. The 
favoring slants seemed to reach Columbia first, and she 
was not slow to take advantage of them. Every time that 
Columbia would break Shamrock's wind the English boat 
would be kept off and driven through the defender's lee. 
Men were sent to leeward on botji boats to heel them 
down a little. The boats see-sawed in toward the Long 
Island shore, first one getting a slant, then the other — Co- 
lumbia went off hunting breeze, and Shamrock got a 
faA-orable puff off the shore, so that just before I o'clock 
Shamrock was able to cross Columbia's bow. Shamrock 
■was noAv the windward boat and was favored as was Co- 
lumbia in the early part of the race. The wind was now 
S.E. by E., which allowed the boats to almost lay their 
course for the mark. Columbia got a decided slant from 
the south'ard. and opened up a good lead, which the Eng- 
lish boat had had for more than a hour. The bright tin 
cone on the weather mark now showed up plainly. Co- 
lumliia took in her babj' jib topsail and set her balloon 
jib tdpsail in stops well before reaching the mark. The 
times at the weather mark were; 
Columbid 3 05 32 Shamrock :5 ILMT 
.As Cohimbia lounded the mark, sheets were eased and 
her ballnoTi iil) ^yvt,?^ hfoken out. It had take:p her 3h. .54m, 
