BOS 
FOREST AND. STREAM, 
[June 27, 1903. 
6. Competitors should avoid the use of slang or in- 
correct nautical expressions in their stories, as it will 
count against them in awarding the prizes. 
7. The story should contain about seven thousand 
words, written on one side of the paper only, and must 
be received at the office of the Forest and Streatn Pub- 
lishing Company, 346 Broadway, New York City, on 
or before Nov. 15, iQOS- 
On Wednesday of last week the two Shamrocks were 
warped into the big dock at Erie Basin. The new boat 
was blocked up in accordance with a plan furnished by 
Mr. William Fife, the designer, but as this was found to 
be incorrect, she was floated outside the pontoon and the 
mistake was corrected. Shamrock I. lies at the upper end 
of the dock, while Shamrock III. is at the lower end, near 
the pontoon. It took some time to readjust the keel 
blocks on which the third Shamrock was to rest, and in 
consequence the boats were not finally exposed to view 
until Thursday morning. Shamrock I.'s mast was 
stepped, and her other spars were put in place before she 
went into the dock. As soon as the water was pumped 
out of the dock the crews • went to work on their 
respective boats. Staging was slung over the sides and 
the work of smoothing the bottoms preparatory to paint- 
ing was begun. The old boat's bottom being of bronze, 
it was only necessary to rub it down. The new chal- 
lenger's bottom is covered with a white enamel paint, 
and while it is difficult to apply it gives a very hard sur- 
face which is susceptible of a very fine finish. The wet 
weather has delayed the work somewhat, but nevertheless 
good progress has been made. Shamrock I.'s spars have 
been painted and her standing and running gear has been 
overhauled and set up. The bowsprit has been put in 
place on Shamrock III., and the mast will be stepped as 
soon as she goes out of the dock on Tuesday. All her 
spars and some spare gear came over on the Anchor Line 
steamer Columbia. The spars that arriA^ed on Etruria 
seme time ago are not the ones she will use over here, 
and are only for emergency. It is expected that both 
boats will have a trial off Sandy Hook on Saturday. 
Shamrock IIL 
• Ever since Sir Thomas Lipton's new challenger, Sham- 
rock III., was launched, glowing accounts of her great 
beauty and wonderful speed have been published. On this 
side of the water there has been the delightful feeling of 
uncertainty as to the outcome of the races this year. 
While there is less real interest in the coming matches 
than in many years past, still there was a ver>' general 
sentiment that the Cup was in great danger of being lost. 
Shamrock III. demonstrated her ability to defeat the first 
Shamrock in any kind of wind and weather in the trials 
on the other side, and it was conceded that the new boat 
was twelve minutes faster over the Cup course than the 
old. This in itsdf aroused our fears, and perhaps without 
reason, for this conveys but little, as it is not known 
whether Shamrock I. is faster or slower than she was 
when she met Columbia in 1899. In order to be in Co- 
himbia's class she would have to be quite a little smarter 
than she was four years ago. On the other hand, we are 
a little at sea as to Reliance's superiority over Columbia, 
for while the former boat has been able to beat Columbia 
with greatest ease in light and moderate winds, still it is 
certain that Columbia is not sailing as she did two years 
ago when she was in Barr's hands. Granting this to be 
the case, the fact remains that Reliance is a marvelous 
craft, and those who have followed the trials of the three 
boats up to the present time are satisfied that she is al- 
most invincible. 
The arrival of the new challenger was looked forward 
tu with great interest, and even under her stumpy jury rig 
she won over all who saw her by her remarkably hand- 
some and shippy appearance. The reports on this score 
which had seemed so extravagant were not exaggerated; 
still, on second look, there was nothing remarkable about 
the boat and nothing that would account for the amazing 
speed she had shown. Perhaps there might be something 
striking about the boat's underbody that would account 
for her splendid performances, and consequently every- 
body looked forward to seeing the boat in the dry dock. 
When the two Shamrocks did go into the big graving 
dock at Erie Basin and the water was slowly pumped out 
the new boat was watched with much curiosity. 
Only a fair idea of the boat's underbody could be 
gained from the top of the dock (no one except those 
directly connected with the yard and the boats themselves 
was allowed to go down in the dock), but such as the 
view was, those who saw her were satisfied that, barring 
accidents, the Cup would remain another year in the 
States. Nevertheless, the new boat is far and away the 
handsomest and most formidable craft that has ever come 
after the Cup. We are still of the opinion, however, that 
Constitution could safely defend the Cup against Sham- 
rock III. 
Shamrock II. lay in a cradle hardly a stone's throw 
from the other two Shamrocks in the dry dock. Sham- 
rock II. has been here ever since her defeat in 190 1, and 
as the hull, with the exception of the lower part of th,e 
fin, was exposed to view, it oft'ered an interesting oppor- 
tunity for comparison. 
It is quite apparent that Mr. Fife's idea as to what kind 
of a boat is best adapted to win races off Sandy Hook in 
our summer weather are wholly different from those held 
by Mr. Herreshoff, for Shamrock III. and Reliance are 
unlike in almost every particular. These two great de- 
signers have worked along opposite lines, and their latest 
productions are wider apart in design than any of the 
challengers and defenders have been of late years. This 
fact alone will add more interest to the races and should 
make them more conclusive. 
In the main, ShaAirock III. has longer overhangs, more 
beam and less freeboard than her two predecessors. She 
suggests Defender rather more than any of our Cup boats, 
for she seems to have all the good qualities of that fine 
vessel. Her displacement is heavy, and she has rather 
more than Reliance. 
It is difficult to judge of these vessels' dimensions, but 
it is believed that she is about 140ft. long over all. Re- 
ports from the other side gave her breadth as 22ft., or 
thereabouts; in reality it is rather more than that, and it 
is nearly 2Sft, and perhaps rnore. The drj^ft is very elosg 
to 20ft. ; while the overhangs are long they are well bal- 
anced and only serve to carry out the fore and aft lines of 
the boat fairly. 
The stern post rakes rather more than Shamrock II.'s 
does, but it is not an immoderate rake for a Fife boat. 
The point of greatest draft is just at the heel of the stern 
post. The fin is a little shorter than Reliance's, if any- 
thing, and the bottom line of the lead shows a marked 
rise from the heel of the stern post to the point where it 
begins to sweep upward to where the fin joins the hull 
proper, which is just about under the mast step. The 
lead is bulbed out at the Iwttom in a very pronounced 
fashion, which gets the bulk of the weight down as low as 
possible. Aft the keel is only the thickness of the stern 
post, but it is wide and blunt at the forward end. 
Her midship section is different from those seen in the 
earlier boats. It has considerable dead rise and a deep, 
easy bilge that is carried well forward and aft. The 
topside shows a slight flare and the garboards are fuller 
than would be expected. She has less lateral plane than 
Reliance, and should be very quick in stays. Owing to 
her deeper section. Shamrock III.'s bow and buttock lines 
will not be so flat as Reliance's, but, like the diagonals, 
are full easy cur\'es. The sheer is quite marked, and is 
very graceful. The boat is strikingly fair and well mod- 
eled and precludes criticism and is the work of a great 
artist. 
The construction of the boat is very fine. The frames 
and plating are of nickel steel and the hull has been 
worked down so smooth that not a rivet head or a mark 
of any description shows. The lead— and there must be 
nearly a hundred tons of it — is covered by the steel plat- 
ing. The rudder is of wood, and in all probability makes 
the boat easier to steer than if it were of metal, as it is 
lighter and more buoyant. The boat steers with a wheel, 
which is small, and the gear controlling the rudder must 
be very powerful and compact, for the wheel box is small. 
There is no rail except for a small wooden strip some 
two feet in from the edge, which follows the contour of 
the deck line fore aiid aft just high enough to give a foot- 
hold to those moving about to leeward when the boat is 
heeled down. 
From the size of the spars which the boat will carry, 
her rig will be a little larger than the first Shamrock's. 
The pole mast (for the mast and topmast are all in one) 
is constructed very much the same as the steel spars used 
on the American boats. Eight angle irons act as longi- 
tudinal stiffeners, and there are steel collars inside placed 
about ten feet apart. The plating on the mast is nine 
thirty seconds of an inch thick. From the partners to the 
step the mast buries less than ten feet. 
Shamrock III. should heel easily and her flaring side 
ought to give her very fair sailing lines. Her overhangs 
are not so flat as Reliance's, and she will not gain length 
so quickly as that boat will. She should move through 
the water with very little fuss, and no doubt will prove 
an excellent sea boat. Her strongest point will be on 
windward work and she will be most dangerous in a light 
breeze and a jump of a sea. In all probability Reliance 
will have to allow her some time owing to her larger rig, 
but she can w'ell afford to pay for that, as it will more 
than compensate for the time she will have to allow, par- 
ticularly in light winds. 
Shamrock III. is not only the best boat that has ever 
come after the Cup, but her early arrival on this side and 
the constant racing she will have with the first Shamrock, 
will put her in better condition to meet the defender than 
any of the other challengers have been. She is sure to 
make a good showing, and the races next August ought 
to be more interesting than they have been heretofore. 
Seawanhaka Cup Trial Races. 
BY A. HENRY HIGGINSON. 
As is doubtless known to the readers of Forest anu 
Stream, the Royal St. Lawence Y. C. which has its home 
on the borders of Lake St. Louis, at Dorval, accepted 
this year the challenge of Manchester Y. C, of Man- 
chester, Mass. 
The agreement entered into by the two clubs has 
been given in full in this paper, and it only remains now 
for the Manchester Y. C. to send two or more boats to 
Canada, where their final representative will be decided 
upon. In their preliminary trials, which were held at 
Manchester, five boats competed : Frontenac, owned by 
Charles De Hart Brower; Atalanta, owned by Edgar F. 
Lynn; Dulce, owned by Egbert Moxham; Vampire, 
owned by H. D. Tudor, et al.; and Kolutoo, owned by 
A. Henry Higginson, et al. 
Atalanta was designed and built by Wyckoff 
Bros., of Clinton, Conn. She is a heavily built, 
heavily rigged boat of moderate beam, with short 
high overhangs about equally divided between bow and 
stern. She has a heavy iron centerboard weighing 450 
pounds. Everything about the boat is too heavy. Brass 
hand rails, brass bow chocks, lieavy shrouds and heavy 
manilla halliards are not in place on a racing machine. 
The boat's model is a year or two behind the times and 
she has not the slightest trace of the scow about her. Her 
sails are by McClellan, of Fall River, and can only be 
said to set fairly. Atalanta was sailed in her races by her 
owner, E. F. Lynn, with C. Le M. Smith, Wm. Woods, 
and Schuyler Horn as his crew. Dulce, owned by Egbert 
Moxham, was designed by her owner. She is a heavy 
centerboard boat with verj' hard bilges and short over- 
hangs. LTnlike the other four, she is fitted with bilge- 
boards instead of a centerboard, and by means of a winch 
the weather one of these boards is always up, and the 
lee one down. Her sail plan shows a very short gaff and 
a rather long boom on the mainsail. The sails made 
by Wilson and Silsby are good as far as cut goes, 
although the Wilson fullness comes near to being baggy, 
but the material out of which they are made is so hope- 
lessly heavy that the boat is very badly handicapped by 
them. She, too, is very heavily rigged, which handicaps 
her a good deal. She is the first effort of her young de- 
signer, and Mr. Moxham deserves great credit for the 
sportsmanlike manner in which he sails his boat. No 
matter how far behind he may be, he never withdraws, 
but keeps on pluckily to the finish line. It is the kind of 
spirit which wins^ the end, and I expect some day to 
see Mr. Moxham^^in a faster boat of his own design which 
will sometimes at any rate get the gun. With him as his 
crew are Messrs, Chase, Ward and Burnham. « 
Frontenac is owned by Charles De Hart Brower, Jr., 
of New York, and was designed for him last year by Gus 
Amundson, of White Bear Lake, Minnesota. She is a 
scow of pronounced type and a moderate beam, which is 
carried far aft and forward. She has a fairly hard 
round bilge, and her bow is well rounded off. She is, 
to my mind, too heavily built to sail to best advantage, 
and her rigging and gear generally could be quite a bit 
lighter, but she is a good all round boat. Last year she 
was one of the aspirants to go to Canada, and this year 
she is a good bit faster. Mr. Brower has the great ad- 
vantage of knowing his boat well, and of having had 
the experience of one year's racing in her. She has a low 
broad suit of excellent sails made by Wilson and Silsby. 
She is sailed in her races by Mr. Chas. De H. Brower, 
Jr., with Messrs. C. De H. Brower, Sr., Willis Put- 
nam and Hadenburg as his crew. 
The two Manchester boats were both designed by 
Burgess and Packard, and one of them, Vampire, was 
built by Elisha Hinds at Gloucester, and the other, Ko- 
lutoo, by The David Fenton Company, of Manchester. 
Vampire is a long, low-bowed scow with a very long for- 
ward and a very short after overhang. Her bilges at her 
entrance are very hard, flaring gradually more and more 
till amidships it is very pronoimced. There is very little 
■dead rise to this boat and her bow ends in two oblique 
transoms converging to a point. When under sail she • 
uses almost every foot of her length, and on a reach is 
very fast. Kolutoo is a quite different boat, and is more 
like the Canadian boats than anything built in the United 
States during the past two years in many ways. She 
has fair easy lines and her sections show a good bit of 
dead rise, and considerable flare. She is drawn in at the 
bow to a fairly sharp entrance, and at the stern some- 
v,'hat. Unlike any other boat in the fleet, her hull is 
covered with canvas, and in consequence her surface is 
somewhat the smoothest of the lot. Both boats have two 
peculiarities in common. The first one of them is that their 
stern transoms have been hollowed out, which makes the 
sterns look like the open part of a sugar scoop. The idea 
in this is to gain weight, and to make an easy exit in sail- 
ing. The other peculiarity is that the deck forward of the 
mast looks like a pitched roof, the ridge pole of which 
runs from the mast to the bow. The idea in this innova- 
tion is to gain strength, and to raise the area of the fore 
triangle, which is measured from the deck. Both boats 
are lightly rigged and both have excellent suits of 
sails made by Cousens & Pratt of lighter material than 
any in the fleet. The sail plans are identical, and are high 
and narrow. Vampire is sailed by her manager, Mr. Frank 
Burgess, with H. D. Tudor, Joseph Lovering, and G. D. 
Boardman for crew: while Kolutoo has Reginald Board- 
man at the stick, with A. Henry Higginson, R. D. 
Boardman, and James Jackson to help him. In one 
other respect these two boats differ from the others: 
Instead of having metal boards they have wooden ones, 
with 130 pounds of lead in the lower corner. I append 
a table of dimensions below for comparison: 
Over all. L.W.L. Ex. Beam. Beam, L.W.L. 
Ft.In. Ft.Ih. Ft.In. Ft.In 
Vampire 41 00 27 00 8 00 7 07 
Kolutoo 39 00 26 06 8 04 7 08 
Frontenac 38 02 25 05 8 03 7 06 
Atalanta 36 00 25 06 7 03 7 00 
Duke 36 00 24 04 9 00 8 11 
First Race, Wednesday, June JO, 
At noon the prospects for a successful race were very 
poor, and a thick fog hung over Salem Bay, while the 
wind was very light and fickle. About one o'clock, how- 
ever, the fog lifted a little, and the wind came in from 
the southeast, and though very light, it held true 
throughout the race. At 1:15 Ventura, the steam yacht 
which was to act as judges' boat during the series, came 
out and took up her position off West Manchester. 
The mark boats were set out, and the signals displayed 
for course No. 12, which was a broad reach to Bow- 
ditch's Ledge, a beat to buoy No. 3, off the southwest 
end of Baker's Island and a fairly close reach in. 
Dulce, owned by Egbert Moxham, was the first of the 
quintette to poke her nose into the outer harbor, in tow 
of the launch Patrol. A few minutes later Vampire, 
Atalanta and Frontenac came out under their own sail. 
They carried full mainsails and No. i jibs. Dulce 
hoisted her mainsail and a No. i jib, and cast 
off from her launch about 1:25. Frontenac had 
on a new suit of sails, made for light weather, by Car- 
penter, of Chicago. They are higher and narrower 
than Wilson's suit, and though made of lighter 
material, do not seem to set well at all. Atalanta had 
on a suit of sails built by McClellan, of Fall River, and 
they did not seem to set over wefl. In marked contrast 
to these three suits of sails were those of Vampire, 
made by Cousens and Pratt, which set to perfection. 
At 1:3s Kolutoo came out of the harbor in tow of her 
steam tender. She had on sails which, like those of Vam- 
pire, were made by Cousens and Pratt, and which 
set equally well. All the boats except Dulce were 
black-leaded to the rail. The breeze was very, very 
light, and as the boats sailed about near the line, they 
seemed to move in a very listless fashion. However, 
at 1 :55 the preparatory gun fired, and ten boats be- 
gan maneuvering for the start. Kolutoo hung round 
the leeward end of the line, while Dulce, Atalanta and 
Frontenac remained near the middle. Vampire was on 
the extreme windward end of it. All the boats carried 
balloon jibs in stops, as the first leg was a very broad 
reach. When the starting gun went, Frontenac was first 
over, with Kolutoo, which had come up close-hauled 
along the line, on her weather quarter. To leeward 
Vampire was away in the lead of the other two. AH 
except Kolutoo had broken out their balloon jibs, 
but she and Frontenac had a bit of a lufting match, while 
the other three were reaching off for the leeward mark. 
Kolutoo, after having luffed with Frontenac 300 yards 
out to windward, squared off, broke out her ballooner 
and set her spinnaker to port, and went through Fronte- 
nac's lee. It was so thick that all five boats soon found 
that they had got too far to windward, and all set their 
spinnakers for a few minutes. The boats passed the 
western end of Misery Island in the following order: 
Vampire, Kolutoo, Atalanta, Frontenac and Dulce. At 
2:57:02 Vampire hauled around Bowditch's Ledge with 
Kolutoo 58s. astern. The other three turned in the 
same- order in which they bad passed Misery Island. 
Once in the wind the two Manchester boats dropped 
