Sept. 8, 1906.] 
FOREST AND STREAM. 
385 
JWa-Val A.rchictec1s and UroKers. 
race awarded to Manchester and she have one 
-more chance to defend successfully? The testi¬ 
mony of one of them was to the effect that first 
lie thought Bonidrei to blame, then he thought 
Windrim Kid in error, he wasn’t positive, per¬ 
haps they were both to blame. 
Here we have mistake number one by the 
•committee. They should have confined the evi¬ 
dence to what the witnesses saw, not what they 
thought. What they needed was facts, not 
opinions., There are rules enough the Lord 
knows, and the interested clubs could supply the 
necessary interpretation of those rules. Here 
we come to a fault in the deed of gift; only the 
defending club and the first challenger are en¬ 
titled to representation on the committee, sub¬ 
sequent challengers may race but not deliberate. 
Thus a dispute, in such a case as the present one, 
loses its inter-club aspect and becomes a purely 
individual controversy. The clubs most inter¬ 
ested have no vote, and the individuals belong to 
both clubs. 
As the matter stood, it was the duty of the 
committee to hear the evidence, make due al¬ 
lowance for the bias of witnesses, determining the 
true facts, apply them to the protest as made 
and determine the issue by the rules framed for 
such cases. Assuming (without admitting) that 
the crew of Bonidrei were biassed; was there 
any one on the Windrim Kid whose professional 
reputation would be enhanced by the win, to 
whom the result meant dollars and cents in 
future'orders? There we have one of the un¬ 
fortunate results of present conditions. We ad¬ 
mit professionalism to be hurtful to the sport, 
yet fail to recognize that the builder, sail- 
maker and designer are as dependent upon re¬ 
sults for success in business as is the paid 
skipper himself. The best of us become un¬ 
consciously blind under such circumstances. 
Did the committee fit the facts to the protest 
or to the proper rules? Adjacent shoals, rocks 
or shore entitle a boat to sea room, but a 
turning mark? never! We all admit that when 
two boats are converging close hauled on the 
same tack by reason of the leeward boat hold¬ 
ing the better wind, then the weather boat shall 
keep clear, and that when an overlap exists be¬ 
tween two boats when both of them without 
tacking are about to pass a mark on a required 
side the outside yacht must give the inside yacht 
room. Did the facts justify application of the 
first rule? 
Of what avail is an overlap if the rule is to 
be so strained that the leeward boat can luff 
after the overlap is established? Time and again 
it has been decided that with two boats lapping 
and standing for the finish, if the leeward boat 
cannot fetch, the weather boat can run her by 
the mark and then, herself luffing, cross a win¬ 
ner. To hold then that a boat taking the star¬ 
board tack near to, and just able to fetch, the 
mark, can be displaced by having a boat come 
up on the port tack, tack under her lee and then 
claim room for a mark which she can only 
fetch by luffing is the height of absurd in¬ 
justice. The decision deprives the starboard 
tack of the advantage universally accorded it. 
Windrim Kid had her choice of trying to out- 
foot Bonidrei and thus reach the mark with no 
overlap, or to pass astern to a position from 
which she could fetch; and having made her 
election and failed to accomplish the desired re¬ 
sult, she should have philosophically borne the 
penalty. 
f he really deplorable feature of the incident, 
however, is not to be met by fine argument and 
analysis of technicalities. The issue is lack of 
real sporting instinct—the presence of material¬ 
ism. A man who, fairly and unequivocally de¬ 
feated, seeks an undeserved prize for that prize’s 
sake is sadly lacking in breadth; he may be a 
sailor, but he is no sportsman. 
It is futile talk for well intentioned sportsmen 
to seek to remedy matters by suggesting that 
Mr. Macomber offer the Bonidrei a sail off. The 
cup, as such, is now the property of the Corin¬ 
thian Y. C., and only to be wrested therefrom 
by another formal challenge and contest. The 
superiority in speed has been decided without 
the aid of committees. The honor, the empty 
honor, of owning the decisional winner, belongs 
WANNSEE. 
BONIDREI. 
Photo by W. L. Barnard. 
to Mr. Macomber, and such satisfaction as that 
can confer, let him and those who abetted his 
protests, hug to their bosoms in secret consola¬ 
tion. 
Three, possibly four, races for the Roosevelt 
cup will have been sailed ere this screed sees 
the light of day. Both parties approach the con¬ 
test with high hopes and firm confidence. The 
Germans are very quiet, but equally positive 
of a successful result. The Americans have a 
secret dread in their hearts lest their chosen 
representatives encounter weather in which they 
have had no chance to prove their ability. The 
boats have been officially measured, weighed and 
inspected, numerous borings having been made 
to ascertain whether or not their planking was 
of required thickness. Their measurements and 
rating are as follows: 
Ex. Ex. Displace- 
L.O.A. L.W.L. Bre’dth. Draft. Rating, ment. 
Auk .36.00 19.10 6.10 6.20 31.40 4060 
Caramba ....37.00 19.25 7.18 5.50 31.93 4220 
Gluckauf IV.32.41 20.56 6.00 4.90 31.41 4185 
Virri .35.55 19.88 6.68 5.00 31.56 4485 
Tilly VI....32.80 21.10 5.94 4.55 31.59 4095 
Wannsee ...33.55 20.85 5.98 4.95 31.78 4290 
Thus it will be seen that our boats are all 
longer over all, shorter on the waterline, of 
ARTHUR BINNEY. 
(Formerly Stewart & Binney.) 
Naval Architect and Yacht Broker, 
Mason Building, Kilby Stroot, BOSTON, MASS. 
Cable Address, “ Designer,” Boston. 
BURGESS <a PACKARD, 
Naval Architects and Engineers. Yacht Builders. 
131 State St.. BOSTON. MASS. Tel. 4870 Main. 
Marblehead Office and Works: Nashua St., Marblehead, Mass. 
300-Ton Railway. Modern Building Shops. Two new 
Storage Sheds. 10-Ton Steam Shearlegs. 21 feet of water 
off our railway. Large Storage Capacity. Ship Chandlery 
and Machine Shop. Repair Work of all kinds quickly 
handled. 
HOLLIS BURGESS. 
Yacht Broker. General Marine Agent. Insurance of all 
kinds. Agent for the purchase and sale of Gasoline Engines. 
Main Office, lOTremont St. Tel.1905-1 Main. ii„„. 
Branch Office. 131 State St. Tel. 4870 Main. D0St0f1,MaSS. 
LORILLARD & WALKER, 
yacht "Brokers', 
Telephone 6950 Broad. 41 Wall St., New York City. 
C. Sherman Hoyt. Montgomery H. Clark. 
HOYT (El CLARK. 
NAVAL ARCHITECTS AND ENGINEERS, 
YACHT BROKERAGE. High Speed Work a Specialty. 
17 Battery Place, New York. 
SMALL BROS. 
NAVAL ARCHITECTS. YACHT BROKERAGE. 
No. 112 Water Street, BOSTON, MASS. 
Fast cruifiers and racing boats a specialty. Tel. 3556-2 Main. 
I HENRY J. GIELOW | 
| Engineer, Naval Architect 
I; and Broker f 
50 Broadway, - - New York j* 
•g Telephone 4673 Broad 
CHARLES D. MOWER, 
Naval Architect. 
CRUISING AND RACING YACHTS 
29 Broadway. Telephone 3953 Rector. 
YACHTS SOLD AND CHARTERED. 
STANLEY M. SEAMAN 
220 Broadway Telephone 3479 Cortland 
_ NEW YORK CITY. _ 
COX (Si STEVENS, 
Yacht Brokers and Naval Architects, 
68 Broad Street, - New York. 
Telephones 1375 and 1376 Broad. 
RALPH DERR (Lessee) 
Marine Construction Company 
Yachts, Launches and Tow Boats in Wood and Steel. 
Small Steel Barges and Tow Boats a Specialty. 
NEW YORK OFFICE, - 32 Broadway. 
WORKS: Staten Island, N. Y. City. 
The H. E. BOUCHER 
Mechanical and Model Shops, 
105 MAIDEN LANE, NEW YORK. 
Marine Models & Kinds 
A SPECIALTY. 
Model Making. Inventions Developed. 
Fittings for Model Yachts. 
Late n charge of U. S. Navy Department Model Shops, 
Washington, D. C. 
