Sept. 26, 1908.] 
FOREST AND STREAM. 
5°3 
i 
( 
■ 
y 
\ 
f 
! 
to arrange any rules and conditions to govern 
the race, the club will meet the challenger and 
will agree to make a race for the largest yacht 
that the Deed of Gift allows, but the boats to 
be built to comply with the present rules of 
measurement of the New York Y. C. 
Sir Thomas wants to, in some way, be told 
of this and then he will act, and it is said that 
he has been or will soon be told to send in his 
challenge and the club will take action. Of 
course, doing that would be informal, but that 
is all Sir Thomas wants. 
British Yachting. 
The British yachting season, as far as the 
larger yachts are concerned, is over. The 
records of the craft in the 23-metre class are 
as follows: 
Firsts. Seconds. Total. 
Shamrock . 20 11 31 
White Heather . 8 0 17 
Brynhild . 8 7 15 
Nyria . 3 6 9 
Shamrock’s total includes one sailover. 
In the 15 meter class the racing has also been very 
keen, as will be seen by the following figures: 
Firsts. 
Seconds. 
Total 
Mariska . 
. 16 
6 
22 
Britomart . 
6 
18 
Ma’oona . 
9 
16 
Shimna . 
. 8 
6 
14 
Shimna also took part in a number of handicaps, 
which, however, are not included in the above figures. 
The schooners Cicely and Germania, before 
going out of commission, sailed a private match 
round the Isle of Wight for a 50-guitiea cup to 
be presented by the owner of the losing boat. 
The boats sailed on International time allow¬ 
ance, Cicely receiving 16m. 12s. over the course. 
Germania led at the start by a few lengths, but 
outside Bembridge Ledge Etnbling, the sailing 
master of Cicely, cleverly handled her into a 
little breeze that Germania was slow to catch, 
and when close hauled in the open sea the Fife 
schooner went away from the German boat. 
Cicely abreast of St. Catharine’s was leading by 
about 12m. From the Needles they had a free 
wind up the Solent to Ryde Pier, where Cicely 
received the winning gun at 3:05. Germania 
was exactly im. astern. 
Germania, which is the longest yacht ever 
built in Germany, has been quite a feature of 
the season, as according to many who should 
know, she is the fastest schooner afloat. She 
can sail well under all conditions of weather, 
and her successes have caused the German 
Emperor to order a new yacht. This yacht, 
which is now building, is to take the place of 
Meteor and is to be a fast vessel with all 
modern improvements. She will cost about 
$250,000. It is hoped that she will be com¬ 
pleted early next year, and the Emperor intends 
to race her at the Kiel regatta. 
His Majesty has given orders that all the 
materials for hull, decks, masts and sails are to 
be made from German products, as he now re¬ 
gards these as fully equal to those of the United 
States or England. German firms manufactur¬ 
ing yachting requisites, as well as German 
shipbuilders, have, as a result of the rapidly 
increasing interest in yachting in Germany 
under the Emperor’s auspices, made great 
strides in this branch. 
In the new yacht only the internal fittings, 
furniture, etc., are to be of English design and 
make. 
Germania, which made her debut in British 
waters in Cowes Week, is 368 tons Thames 
measuresment, and under the new International 
rule rates at 27.75. the same as the German Em¬ 
peror’s Meteor, was built at the Krupp yard at 
Kiel to the designs of Mr. Max Oertz, of Ham¬ 
burg. She is constructed of steel and has 
proved herself to be the fastest schooner at 
present racing. In the match for the Kaiser’s 
cun, she sailed the old Queen’s course of 47 
miles in 3I1. 35m. us., an average speed of 13.1 
knots. On the Baltic Germania proved far too 
good for both Meteor and Hamburg. Ger¬ 
mania is owned by Herr Krupp von Bohlen 
und Halbach, and during Cowes Week won the 
Kaiser’s cup. 
The fact that the yachts of the 23-metre class 
declined to race in fresh winds has caused lots 
of comment, and those opposed to the present 
rule are arguing that the new boats are not as 
weatherly as those built under the old rule. 
The following is a letter clipped from the 
Yachtsman, ot London: 
“In an article in the Field of 22d ult., on the 
subject of the 23-metre class, is the following: 
‘The scientists who framed the International 
Rule * * * said * * * we will compel her 
planks, timbers, frames, decks and fittings to be 
of a certain weight and .thickness * * * it 
will follow naturally that the class of yacht built 
will be fast, strong, roomy and well-fitted. This 
has certainly been the case in the new 23-metre 
class.’ 
“This means, I take it, that the rule produced 
what was wanted: a strong, seaworthy type of 
yacht, and not a mere racing machine. The 
recent exhibition at Plymouth regatta, when on 
a moderate day with a moderate sea, all the 
class yachts remained at anchor and declined 
to sail, seems to show that the rule is a failure, 
and has produced light-weather racing machines. 
If not, the inference is that either yacht-racing 
owners of the present day have declined in 
nerve, or else their paid skippers and crews go 
on strike when there is any risk to be under¬ 
taken. Surely such a thing would not have 
happened in the days of Britannia, Satanita 
and Valkyrie, and the average man would, I 
think, consider that the type of yacht produced 
then was good enough for most puposes. 
“I have before me Badminton on Yacht Rac¬ 
ing in 1893, and read in the various accounts, 
‘a tearing north-north-west' wind was blow¬ 
ing,’ ‘all topmasts were housed,’ ‘commenced in 
a rush of wind, Satanita clearing out of 
Rothesay Bay faster than any steamboat ever 
left it,’ etc., etc. The channel race for the 
Brenton Reef cup was sailed by Britannia and 
Navahoe in a singing breeze and a lumpy sea. 
Would any of the present 23-metre class have 
ventured out for it in any way except in tow of 
a large steam yacht? 
“Of course, an owner has a perfect right to 
race when and where he likes, and. if scared of 
wind and sea, to decline to risk his crew and 
spars. But as he races in public, and a cer¬ 
tain section of the public take an interest in 
yacht racing, he must not be surprised if on¬ 
lookers express an adverse opinion of both him 
and the type of yacht lie owns. I may say that 
on the day in question I raced in a cruiser, and 
wind and sea were both slightly less than on 
the previous day, with this difference—the first 
day was bright and sunshiny, the second day 
dull and overcast and looked ‘dirty.’ Also in 
the handicap class Camellia sailed round, as she 
did on the third day. when it really was blowing 
hard. Camellia looks to me much the same 
size and sail area as the 15-metre c]ass, but per¬ 
haps I am wrong. After witnessing this, who 
would buy an outbuilt racer to use as a 
cruiser?” 
Light Winds Spoil Race for Wilson Cup. 
T he race for the cup offered by Commodore 
Wilson, of the Crescent Athletic Club, for all 
yachts in one class to settle the championship 
of Gravesend Bay, was started on Wednesday, 
Sept. 16, but lack of wind at the finish left the 
racers becalmed and not one could reach the 
line in time. The race has to be resailed. All 
day there was a good fresh northeasterly wind 
blowing and yachtsmen were jubilant. The 
committee selected the course which sent the 
yachts to Bensonhurst. then to Craven Shoals, 
then to Buoy No. 24 in the Ambrose Channel 
and then home. The start was off the Atlantic 
Y. C. dock at Sea Gate. To the first mark it 
was a beat, then to Craven Shoals a reach with 
booms to port. To Buoy No. 24 it was a 
reach with booms to starboard and then it was 
windward work. There were five starters. The 
Q boats. Soya, Toy and Spider, and the 15- 
footers, M. and F. and Pester. The race was 
sailed with full time allowance. They were 
sent away at 3:15 o’clock. The start was a verv 
pretty one. W. A. Barstow, with Soya, took 
the port tack and crossed the line close up 
against the dock, and then took the starboard 
tack, standing off shore and catching Joy on 
the port tack, forcing that yacht about. Spider 
and M. and F. crossed on the port tack at the 
mark boat end of the line and at once took the 
starboard tack. Pester crossed on the star¬ 
board tack and soon afterward went about. 
After Joy had been forced about, she held the 
starboard tack until Soya had drawn clear and 
then stood inshore again on the port tack. 
The wind in the bay was very fluky and Joy got 
a favoring slant that gave her such a lift that 
she was never headed. The times at the Ben¬ 
sonhurst mark were: Joy, 3.29.20; Soya, 3,31.10; 
Spider, 3.32.00; Pester, 3.33.10; M. and F., 
3.36.15. Reaching, on the next two legs, Joy im¬ 
proved her position slightly, and at the Am¬ 
brose Channel buoy the times were: Joy, 
4.02.20; Soya. 404.20; Spider, 4.06.42; Pester, 
4.H.34; M. and F., 4.13.45. 
The wind was getting lighter every minute, 
and on the windward work Spider succeeded in 
catching and passing Soya. At the end of the 
first round the times were: Joy, 4.28.44; Spider, 
d 33-30; Soya, 4.35.49; Pester, 4.43. to; M. and 
F . 440 - 55 . 
On the second round Pester and M. and F. 
withdrew, and the others kept on until half an 
hour after sundown, when the time limit ex¬ 
pired. Joy then had a big lead and had suc¬ 
ceeded in getting to about half a mile from the 
finish, when the wind died out and she drifted 
back with the tide. The times taken at the last 
mark of the course. Buoy No. 24, were: Joy. 
5.35.40; Spider, 546.20; Sova. 5.50.35. The 
vachts were towed in by Commodore Wilson’s 
Sitmida. 
Challenge Cups for Power Boats. * 
The Executive Committee of the American 
Power Boat Association met on Wednesday, 
Oct. 16, at the Waldorf-Astoria and made cer¬ 
tain suggestions to the association, which, if 
carried out, will do much to help the sport of 
motor boating in this country. It first elected 
the Bridgeport Y. C. to membership and then 
selected Oct. 15 as the date for the semi¬ 
annual meeting. The president of the associa¬ 
tion was requested to appoint a committee to 
report at that meeting om the advisability of 
forming two new racing classes for which 
challenge cups will be provided. One class is 
to be for vessels not over 20ft. in length, and 
the other for vessels not over 30ft. The con¬ 
ditions are to be similar to those governing 
the gold challenge cup. 
A special meeting of the association was held 
after the Executive Committee meeting, to con¬ 
sider the request of the Frontenac and Thou¬ 
sand Island yacht clubs, that the conditions gov¬ 
erning the races for the gold challenge cup, in 
force this year, which limited the contest to 
vessels not over 40ft. in length, be continued. 
It was decided, that in the future in all races 
for the gold challenge cup the boats eligible 
should not be over 39ft. 4in. in length, and that 
the allowance should be the same as it was 
this year. 
The American Power Boat Association is now 
on the right track, and can do much to boom 
the power boat racing, which has been at 
rather a low ebb for some time. With three 
challenge cups for vessels of different lengths 
there should be lots of racing each year. 
Alera Wins Newport Championship. 
The New York 30-footers, Alera, owned by 
A. H. and J. W. Alker. and Phryne, owned by 
J. F. O’Rourke, were tied in the series of races 
sailed under the auspices 'of the Newport Asso¬ 
ciation in August for the championship, and 
they sailed off this tie on the Sound, starting 
from off Execution Light. The course was to 
the buoy off Parsonage Point, then to the buoy 
off Matinnicock Point and then home. The 
wind was light from the northeast at the start, 
and Alera, getting the best of the start, im¬ 
proved her position, so that she led by 5m 30s. 
at the first mark. She steadily gained, and at 
Matinnicock Point led by 7 m - 28s. Then the 
wind hauled to the southwest, and Phryne, 
favored by the change, made quite a gain, so 
that at the finish Alera won by im. 50s. 
