Sept. 13, 1902.] 
FOREST AND STREAM. 
211 
— ® — 
Yachting Fixtures; J 902. 
Secretaries and members of race committees will confer a favor 
by sending notice of errors or omissions in the following list and 
also changes which may be made in the future. 
SEPTEMBER. 
11. New York, autumn regatta. New York, Lower Bay. 
13. Knickerbocker, ladies' day race, College Point, L. I. Sound. 
13. Kennebec, club, Bath, Maine. 
13. Beverly, seventh Corinthian, Monument Beach, Buzzard s Bay. 
13 Atlantic, fall regatta, Sea Gate, New York Bay. 
13. Larchmont, club, Larchmont, Long Island Sound. 
20. Manhasset, Y. R. A. of L. I. S., open. Port Washington, Long 
Island Sound. 
20. Y. R. A. of Gravesend Bay, Sea Gate, New York Bay. 
— . Seawanhaka Corinthian, club. Oyster Bay, Long Island Sound. 
27. Riverside, Y. R. A. of L. I. S., open, Riverside, L. I. Sound. 
17. Manhasset Bay, club raceabouts. Port Washington, L. I. Sound. 
For Cruising Yachtsmen. 
With the purpose of stimulating the interest in cruis- 
ing, and the keeping of a detailed log by cruising yachts- 
men during the season of 1902, the publishers of Forest 
AND Stream offer prizes for the best stories of cruises 
submitted to be published in Forest and Stream. It is 
believed that these will form not only entertaining records 
of pleasant summer days spent afloat along our coasts and 
waterways, but will furnish information of practical value 
to other yachtsmen making subsequent cruises on the 
same water.«!. 
Prizes will be awarded to the three best stories as fol- 
lows : 
First prize, $50.00. 
Second prize, $30.00. 
Third prize, $20.00. • 
Contributions are invited under the following condi- 
tions : 
1. The cruise must be made in waters of the United 
States or Canada in the season of 1902. 
2. The cruise must be made in a sailing yacht, power 
to be used only as an auxiliary, if at all. 
3. The story must be prefaced by a description of the 
boat. Cruises should be treated in as interesting and 
readable a way as possible, but should be practical and 
contain all possible information and data that would be of 
value to men going over the same route. A description 
of the handling of the ship in all weathers will be re- 
garded very favorably in making awards, and it is sug- 
gested to writers that an accurate account be kept of all 
incidents happening while under way. 
4. An outline chart suitable for reproduction, showing 
the course taken, must accompany each article. When 
possible, articles should be accompanied by amateur photo- 
graphs taken on the cruise, including one of the boat. 
Good photographs will be considered in making the 
awards. 
5. 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 Stream Pub- 
lishing Company, 346 Broadway, New York city, on or 
before Nov. 15, 1902. 
Mr. T. C. Zerega has very kindly consented to act as 
judge and to make the awards. 
The Lawson History^of the 
America's Cup* 
Editor forest and Stream: 
It may be remarked at once that this book is one of 
the most important contributions to yachting literature 
ever published; a book, in fact, that no one interested 
in yachting matters can afford to leave unread. Whether 
one agrees with Mr. T.awsoii's many statements and 
opinions or not, the fact remains: that Mr. Winfield M. 
Thomson has presented the best history of the America's 
cup that has appeared. 
The book is 12 x 8 x inches. The text, paper, il- 
lustrations and binding are an excellent example of the 
lx)ok-maker's art ; indeed, no work on yachting has 
ever been seen in a form so beautiful and luxurious. 
The index, also, which obviously, has been prepared with 
care, is unusually complete. 
For review purposes the book may be divided into 
three parts: the first part, relating to the yacht Amer- 
ica; the second, to the various matches sailed for the 
Cup between the years 1870-1901; and the third, which 
Mr. Lawson terms "Independence episode," embracing 
his differences with the New York Y. C. in the defense of 
the America's Cup. 
Admirable is the first part, giving as it does a clear 
connected narrative of the building, the equipment and 
the voyage of the America across the Atlantic; her ex- 
ploits in England while under American and British 
ownership ; also her subsequent career. All this part is 
of great value to everyone that is interested in the sub- 
ject, as a large number of letters, extracts from a journal 
kept by James R. Steers, quotations from newspapers — 
published contemporaneously with the events they re- 
cord — also some excellent illustrations — reproduced from 
pictures executed at that period — are therein given. 
Evidently the finished product is the result of much lit- 
erary skill and laborious research, and the wise method 
of the author in quoting ad libitum precludes errors, so 
that very, few occur throughout the book. 
The author, however, states that the America was the 
first yacht to cross the Atlantic Ocean in either direc- 
tion; this, is, of course, a mistake, as a number of 3'achts 
crossed and recrossed the Atlantic long before the Amer- 
ica was built. It is also stated that the Pearl, owned 
by the Marquis of Anglesei% was the first vessel to have 
the distinctive cutter rig. At the date of the building of 
the Pearl- — ^1820 — there were — and had been for many 
years — a large number of cutters rigged exactly like 
the Pearl; yachts, revenue cutters, pilot cutters, cutters 
attached to the Royal Navy, privateers and smugglers. 
The first cutter that was owned in England, of which 
any record can be traced, was captured from the French 
during the eighteenth centiiry, so that the flitter rig did 
not, as has been generally supposed, originate in Eng- 
land. 
Among the slight omissions that occur, the author- 
while drawing attention to the really remarkable coinci- 
dence between Friday and the 13th day of the month, 
in connection with the America's Cup — does not mention 
that the first news received in the United States— 
though erroneous — as to the result of the race at Cowes, 
was "brought by the Cunard S. S. America, which ar- 
rived from Liverpool at Halifax; the said news, as per- 
haps a few yachtsmen may remember, was telegraphed 
to Boston that the America, though coming in first, had 
been disqualified for not sailing the proper course. 
Nor is mention made of a service of plate, commem- 
orating the America's victory at Cowes, which was pre- 
sented to George Steers by the leading shipowners, ship- 
builders and merchants of New York at a banquet given 
to him at the Metropolitan Hall, and attended by four 
hundred citizens. The author, however, properly awards 
Mr. Steers full credit for the design and actual build- 
ing of the America. Throughout he is just and im- 
partial, and the errors and omissions that occur are so 
slight it would seem almost ungracious to mention them. 
The reproductions, in the main, are excellent, though, 
in the first part some of the originals have not the same 
excellence as the text, and have not been selected with 
equal care and skill. 
In the illustration representing Queen Victoria's visit 
to the America, giving a view of the America's quarter- 
deck, stern on, with figures grouped near the after com- 
panionway, a massive steering wheel appears prominently 
in the foreground; this, of course, the America did not 
have nor require, as she was a vessel of normal type, 
and was so beautifully designed and balanced that a 
boy might have handled her slender tiller; and it was 
only when she was overdosed with lead, spars and canvas 
— ruined, indeed — tliat a steering wheel became neces- 
sary. Hence, it may be inferred that this drawing from 
which the illustration was made was of recent date. 
The portrait of the America also appears modern, and 
is by no means the best; whereas the portraits by Dut- 
ton, Brierly. Robins and Gregory, which are far su- 
perior, should have been chosen from. Then the one se- 
lected would have had the additional merit of having 
been executed when the America was in the zenith of 
her renown. 
The same may be said of the portrait of the Maria; 
the picture of her painted by Butterworth under the 
personal supervision of Commodore Stevens, being far 
better; also the one painted by Robins being much bet- 
ter than the one reproduced. 
The lines of the America, taken from Marret's 
Yachts and Yacht Building, leave much to be desired, as 
they are lacking in the grace, unity and beauty that were 
especially peculiar to her, and were inherent also in a 
very high degree in every vessel designd by George 
Steers; they are not so accurate as those that appeared 
in the Nautical Magazine, or Griffith's Naval Architec- 
ture, and do not compare with her lines, which were 
taken off by a French naval architect when the America 
w-as dry-docked at Havre previously to her arrival at 
Cowes; on the other hand, it is only fair to remark that 
the portraits of George Steers. Commodore Stevens, the 
Roj-al Yacht Victoria and Albert, BriUiant, Pearl and 
the America in a gale are from well-known and excellent 
originals. 
In the second part of the book the author takes his 
readers skillfully over some thirty years of America's 
cup-racing and other matters of kindred interest. Many 
pleasant and exciting scenes arc herein so vividly por- 
trayed that yachtsmen still living may, in these pages, 
revisit them with something of the old keen feeling of 
delight; while to the younger generation of yachting men 
they cannot prove other than an inspiration. 
Naturally, this part of the book has not reqtiired the 
extended research that is devoted to the first part; nor 
from the nature of the subject will most readers consider 
it so interesting, notwithstanding all the facts relating 
to the contests for the America's cup are clearly and ac- 
curately recorded, and in an interesting and impartial 
manner, making it by far the best record of this era of 
yachting history that has been published. It also must 
prove, as time goes on, a valuable source of reference. 
Had the book closed here, Mr. Lawson would cer- 
tainly have deserved, and no doubt would have received, 
the gratitude of yachtsmen generally for this splendid 
history of the America's cup — of greater and more en- 
during value to yachting than the building of an ex- 
pensive and comparatively worthless cup defender. 
Unfortunately. Mr. Lawson has permitted himself td 
be lured into that most delusive of snares: airing per- 
sonal grievances in print. At the same time, Mr. Law- 
son's grievance against the New York Yacht Club can- 
not and should not be ignored. For he is justly en- 
titled to be met fairly and squarely upon his own ground, 
without malice and without evasion. 
In the opening lines of the Introduction, Mr. Lawson 
makes this statement: 
"The America's Cup — won at Cowes from an English 
fleet, Aug. 22, 1851. by the schooner America, presented 
as an international challenge trophy to the American 
people in 1857." etc. 
Here, then, in a few words, is the whole issue : if this 
cup was presented as an international challenge trophy 
to the American people in 1857, as Mr. Lawson asserts, 
then he is clearly right in his contention that his yacht 
or any other yacht or vessel, owned and built in the 
United States, has a right to defend it. 
The only source from which reliable information upon 
this question can be obtained, is the original Deed of 
Gift, executed in 1857. A document drawn by gentlemen, 
for gantlemen, and while, like most deeds, perhaps_ some- 
what ambiguous when subjected to legal scrutiny, is 
sufficiently clear to all yachtsmen who wish to under- 
stand its true meaning. 
This cup, as is generally known, was conveyed to the 
keeping of the New York Yacht Club as its first trustee, 
and. according to the Deed of Gift, under the following 
conditions, so far as presentation is concerned: 
"It is to be distinctly understood that the cup is to be 
the property of the club, and not of the owner thereof, 
or owners of the vessel winning it in a match; and that 
the condition of keeping it open to be sailed for by 
yacht clubs of aU foreign countries upon the terras a^oye 
laid down, shall forever attach to it, thus making it a 
perpetual challenge cup for friendly competition between 
foreign countries." 
There is no allusion to the American people m this 
document, and it is perfectly clear that this cup was pre- 
sented as a challenge cup to the yacht clubs of the 
world, temporarily the property of the club winnmg 
it and holding it in trust. 
It is proper, therefore, that this question of ownership 
should be clearly understood, because, of late, the Ameri- 
can people have been led to believe — mainly through a 
scntimantal fraction of the press — that they are really 
the owners of this cup, and are in some manner being 
defrauded of their rights by the New York Yacht Club, 
It appears that Mr. Lawson, when in doubt about his 
right as a non-member of the New York Yacht Club_ to 
sail in its trial race the yacht that he proposed to build, 
applied for information to General Paine, of Boston — 
not to the New York Yacht Club. Mr. LaAvson states: 
"I sent for Mr. A. G. McVey, the veteran yachting 
editor of the Boston Herald and a recognized authority 
in Europe and America on all things pertaining to 
yacliting, laid before him the exact status_ of the affair 
as described, and asked him to procure from General 
Paine the desired opinion. 
"On the following day, Dec. 6, Mr. McVey made this 
report to me: 
"I called on General Paine, and after talking over the 
situation fully, and after I had explained the existing 
conditions, I asked this question: 'Has the owner of a 
yacht which is not enrolled in the New York Yacht Club 
a right to start in the trial races?' General Paine an-- 
swercd: 'The owner of any yacht built with the idea of 
possibly defending the cup has a right to start in the 
trial races, and, for that matter, she need not be a yachC 
either, if she is constructed in this country. _ Any 
Gloucester or Rockport stone sloop can start in the 
trial races provided she is within the water-line length 
agreed upon between the clubs. No, the New York 
Yacht Club will not debar Mr. Lawson's yacht.' " 
How could General Paine possibly know this? He 
held no official position in the New York Yacht Club; 
had no authority to speak for the club; and had no better 
means of knowing what the constituted authority of the 
club would or would not do with regard to a question 
that had never come up before, than had any other mem- 
ber. Clearly Mr. Lawson was ill-advised in asking for 
this opinion, and General Paine was unwi-se in giving it. 
With the proper exercise of but a small portion of the 
natural intelligence that Mr. Lawson undoubtedly pos- 
sesses, all this unpleasantness might have been avoided. 
Obviously, his proper course, when in doubt as to his 
position, was to have communicated directly with the 
secretary of the New York Yacht Club, from whom he 
would doubtless have received a prompt, official and 
courteous reply. 
With regard to the right of the New York Yacht Club 
to select a yacht or vessel owned outside of the club to> 
defend the America's cup. it is obvious that the club 
possesses no such right. This cup, as has been shown,, 
is necessariljr — and has always been — held subject to con- 
test between yacht clubs; and not, as so many appear to 
imagine, between nations or individuals. This being so, 
it follows that a challenging club might justly decline to 
sail against a yacht or vessel not owned in the club hold- 
ing and defending the cup. 
What would be thought of Harvard or Yale if either 
did such an unheard of thing as to bring oarsmen from 
another university to help them win a boat race on the 
Thames? The same applies to any base ball, cricket, 
polo, or chess club. Yet, singular as it may appear, 
Mr. Lawson's whole alleged grievance is based upon 
the fact that the New York Yacht Club declined to per- 
mit this violation of the ethics of sport. 
After a careful perusal of aM that Mr. Lawson has to 
say, it is impossible to discover that he has any valid 
grievance against the action of the New York Yacht 
Club or any of its officers. 
Arthur. H. Clark. 
Cutter MiNEKVA, N, Y. Y. C , Sandy Hook, Sept. 4. 
Cofmthian Y. C. 
marblehead, mas.s. 
Saturday, Sept. 6. 
A CLUB race of the Corinthian ¥. C. was sailed off 
Marblehead Saturday, Sept. 6, in a strong southeast 
breeze. Calypso got the start in t-he 25-footers:, but Se- 
boomook passed her on the windward leg. On the reach 
Calypso took back her lead and held it to the finish. In 
the 2i-footers Little Haste pulled away from the bunch 
soon after the start and won by a large margin. Darthca 
won in the raceabouts. Runaway Girl being disabled. 
Scapegoat won in the handicap knockabouts and Rattler 
in the i8ft. knockabouts. The summary : 
25-Footers. 
Elapsed. 
Calypso, A. W. aaestcrton ...... ^ 1 36 a4 
Seboomook, B. A. Smith 1 39 07 
21-Footers. 
Little Haste, T. K. Lothrop, Jr 1 38 4-t 
Pilot, R. Boardinan t 46 51 
Porcupine, C. H. W. Foster 1 47 28 
Tabasco III., H. H. Wiggin 1 49 14 
Thelcma, L. Davis Disabled 
Raceabouts. 
Darthea, K. B. Lambert 1 48 05, 
Runaway Girl, H. Tweed Disabled! 
Class B. 
Scapegoat, C. Foster 1 36 44 
Retriever, H. Benson 1 43 -35 
ISft. Knockabouts. 
Rattler, A. D. Irving 1 35 02 
Savage, J. Lawrence 1 35 28. 
WoIIaston Y* C,» 
gUXNCY, MASS. ' I 
Saturday, Sept. 6. 
The second race of the Wollaston Y. C. for the Chase 
cup was sailed in Quincy Bay on Saturday. Sept. 6, in a 
strong northeast breeze and was won by Neptune. The 
summary : 
Elapsed. Corrected. 
Xeptune, A. E. Linnell 1 22 GO 1 00 32 
Sheila, Capt. Hewitson 1 38 00 1 18 07 
West Wind. Wm, Chase ......2 05 00 1 S4 OS 
