24 
FOREST AND STREAM. 
[Jan. s, 1907. 
would mean trials here in April, a matter of 
but three months from date. 1 rue, one of 
these boats can be designed, built and rigged 
inside of seven weeks, but the yacht yards are 
already fairly well filled with prior orders, which 
could not stand still while sonder klasse boats 
were hurried lo completion. We expected 
a 1907 race last fall, but no authorative an¬ 
nouncement was made, nor has one yet been 
made, as to the details. 
" The German attitude is due to a commen¬ 
dable desire to be hospitable. They wish a 
match during the week when the Kaiser, the 
great .war ships, and the host of visiting Eng¬ 
lish, French, Spanish and Danish yachts will 
all be at Kiel; when that old sea port will be 
overrun with dignitaries and the social season 
at its height. They desire to entertain our 
representative in the most cordial and hospi¬ 
table manner. We appreciate that desire. But 
our representatives are going there to wm a 
race. And if the German yachtsmen think 
American yachtsman place imperial favors and 
social attention above yacht racing, the fault 
is not ours. 
Much credit is due to those German yachts¬ 
men who came to Marblehead last summer and 
made such a plucky fight for the Roosevelt 
Cup. They have understood our plight and 
done their utmost to delay the match well into 
the summer of 1907. If such is not- the action 
taken, no blame or criticism can attach to them. 
As for our boats and yachtsmen,, the -situation, 
as well as it can be discerned through the fog 
that shrouds their motives and intentions, is 
approximately this: The Alecto and Lorelei 
are out of the running, and their owners are 
not considering building again for the class. 
Mr. Adams will be too busy to go to Kiel 
and will replace Auk with a new boat; Mr. 
Wightman has sold Bonidrei to Mr. Sumner 
H. Foster, and will sail next summer in the 
Dull O. D. class; Mr. Foster may race Bonidrei, 
but would not think of entering trial races 
with her; Mr. Charles H. W. Foster will go 
to Kiel if there is a race, but has not ordered 
a boat to replace Caramba; Chew ink VI. is out 
of the running and her owner, Mr. Macomber, 
if he races in the class at all will do so on 
Windrim Kid; Cod will not be an aspirant, 
and her owner, Mr. Prince is non-committal; 
Ellen may be raced again, but her owner will 
not build a new sonder boat; the same ap¬ 
plies to Hayseed III and Skiddoo; the New 
Orleans and Sumatra are for sale, the former 
may possibly be raced again if not sold, but 
would not be sent to Germany, the latter will 
be replaced if at all by a boat for some local 
class; Sally VIII. is out of the game, but her 
owner, Mr. L. F. Perceval, has announced that 
he will build a new sonder boat, his order, how¬ 
ever, remains unplaced. Dr. Bremer will race 
Manchester, again, and might build a new boat. 
Vice-Corn. Clark is ready to take Spokane 
abroad should she be selected, but will not build. 
Com. Park is unwilling to take Vim to Kiel. 
That completes the existing list. I believe I 
know of two prominent yachtsmen, not pre¬ 
viously identified with the class, who would 
build if an August race were announced in the 
near future. The probabilities are that several 
others would build in such a contingency to up¬ 
hold the name of the Eastern Y. C. and the 
reputation of the Natiort. 
Turning to the local arena, all our expecta¬ 
tions are pinned on class Q. The rule is a good 
one, it produces a shapely, wholesome boat of 
moderate dimensions, with the promise of sea¬ 
worthiness. But all these characteristics will go 
for naught unless embodied in a hull of stout 
construction, provided with a cabin house and 
suitable internal fittings. This Orestes is not. 
Arid thus she hag stood, with one leg on the 
Sir Thomas Lipton cup, and the other ready to 
deliver a swift kick to more wholesome aspirants 
for that same trophy. Massachusetts yachts¬ 
men have ever favored sound construction and 
cabin boats whatever their search of speed may 
have seemed to teach to the contrary. And 
therefore class Q being without scantling and 
cabin restrictions, they have declined to build 
for it. Form alone does not obviate machines, 
construction plays an important part, and the 
easiest way to beat Orestes has appeared to be 
by means of flimsy construction and a thus 
greater ratio of ballast to displacement. But 
this has not appealed to our yachtsmen. 
Recognizing these facts, Mr. Caleb Loring, 
owner of Orestes, has come forward in a spirit 
that stamps him as a true peer of our best 
sportsmen, and announced his willingness to 
equip his boat with cabin house and fittings and 
to make her conform to such other reasonable 
restrictions as may popularize the class. This 
is a magnanimous waiver of a manifest advant¬ 
age, a plain declaration that Mr. Loring wishes 
no trophies that he cannot win in actual and 
equable competition. 
Following hard upon this announcement 
comes a call from Mr. Hollis Burgess for all 
yachtsmen interested in class Q to meet and 
adopt a set of scantling and cabin restrictions, 
that, while in no way interfering with or limit¬ 
ing the universal rule, shall insure stout, well- 
fastened hulls and resonable cabin accommo¬ 
dations. Mr. Burgess acts at the request of 
several friends. 
One practical difficulty confronts this move¬ 
ment—it has no official standing. To organize 
a class Q association would be to create an¬ 
other of those sub-organizations which are 
strangling the Y. R. A. to death. But on the 
other hand, to wait for the Y. R. A. to act on 
its own initiative, would be to too long delay 
action. The only alternative—and it seems a 
forceful one—is adopt suitable restrictions and 
make “a gentlemen’s agreement” to abide by 
those rules, never to race against a boat which 
does not observe them and to send to Coventry 
any one who presumes to build outside of those 
restrictions and thus win an unearned honor. 
With such an agreement adopted and published 
it would be easy to build up the class at once, 
getting the restrictions ratified by the Y. R. A. 
at leisure any time before the season begins, and 
thus meeting the Lipton cup deed of gift which 
provides that the trophy shall be for boats of 
class Q under the universal rule and sailing 
under the Y. R. A. rules. It is inconceivable 
that any one would have the effrontery to seek 
the cup with a flimsily built boat in the face of 
such an agreement. At least three new boats 
seem already assured if this scheme is adopted. 
The wharves of Boston are the scenes o.f 
many stirring, many amusing and many pathet c 
sights. As the vessels come and go they stir 
old memories and portray the latest novelties. 
Kipling has said that if you will wait long 
enough at the Liverpool docks you will see 
any man in this world whom you may seek. 
Much the same thing might be sa d of Boston. 
For lo! as I strode down State street to-day I 
saw over the roofs of the buildings on Long 
Wharf a pair of topmasts that piqued my at¬ 
tention. And so I marched down the dock, to 
find—the Livonia, challenger for the America's 
Cup nearly forty years ago. Livonia, of Sir 
James Asbury. There she was, the same old 
hull, the same old blocks and tackle, the same 
hatchways and skylights, the same clear, yachty 
deck, the same old binnacle, the same old-style 
reefing bowsprit, jib outhaul, mainmast back¬ 
stays and forward-raking-topmasts. There, in a 
slip full of our newest, jauntiest and best off¬ 
shore fishermen, lay Livonia, the most rakish, 
the prettiest, the most able-looking of a dozen 
sail. Her binnacle, bittheads and wheel 
covered with tarpaulins with crossed flags, 
and in her waist an old-type English yacht’s 
gig. And in her hold! oh, the pity of it! a cargo 
of coal, kerosene oil and of miscellaneous canned 
foods. Ah! Livonia! Poor, poor old ship! 
You have but one comfort. Your “old man” 
venerates you. Every line of your hull, every 
spar, block, halliard and deck fitting yet be¬ 
speaks gentility, shabby gentility perhaps, but 
still gentility. You alone of all those schooners 
swing both topmasts to the winter’s breezes. 
You alone show gentle blood in your creation. 
Your clean entrance, your flaring bows, your 
well molded counter, the sweep of your sides 
and of your sheer line, one, all, mark you despite 
your years and wrinkles as the beauty of the 
docks. Think only of the master who lovingly 
preserves in every detail your original peculiari¬ 
ties and mourn not over the frozen herring that 
WILLIAM GARDNER. 
Naval Architect, Engineer, and 
Yacht Broker. 
No. 1 Broadway, Telephone 2160 Rector, Now York. 
Gas Engine & Power Go. 
and 
Chas. L. Seaburv & Go. 
(Consolidated.) 
Morris Heights, New York City. 
YACHT BUILDERS 
Steam Yachts and Gasolene Launches for 
Cruising or Racing. 
Send for Catalogue. 
SWASEY. RAYMOND (El PAGE 
- OF BOSTON 
DESIGNERS OF - 
MOTOR AND STEAM YACHTS 
THE PIGEON HOLLOW 
SPAR CO. 
The Oldest Makers and Most Reliable Hollow 
Spars Made. Write for prices. 
116 Condor Street, East Boston, Mass. 
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, K. Y. City. 
STEARNS <8L McKAY, 
Ma.rblehead, Mass., U. S. A. 
NAVAL ARCHITECTS AND YACHT BUILDERS. 
Designs to suit any requirements. 
Send 10c. stamp for illustrated catalogue. 
Hints and Points for Sportsmen. 
Compiled by “Sener«.” Cloth. Illustrated, 244 pages. 
Price, $1.50. 
This compilation comprises six hundred and odd hints, 
helps, kinks, wrinkles, points and suggestions for the 
shooter, the fisherman, the dog owner, the yachtsman, 
the canoeist, the camper, the outer; in short, for the 
field sportsman in all the varied phases of his activity. 
“Hints and Points” has proved one of the most prac¬ 
tically useful works of reference in the sportsman’s 
library. 
FOREST AND STREAM PUBLISHING CO. 
Gas Engines and Larmches. 
Their Principles, Types and Management. By Francis 
K. Grain. 132 pages. Price, $1.25. 
Here is a pocket manual indispensable to every man 
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fashion with the running of the marine gas engine, and 
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to the man who contemplates purchasing a power boat. 
The main feature of the book, however, is a clear descrip¬ 
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their causes and how to remedy them. In this discussion 
all technicalities are avoided, and the author has boiled 
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FOREST AND STREAM PUBLISHING CO. 
When writing say you saw the adv. in 
“Forest and Stream.” 
