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I 
Canada Cup Affairs. 
The differences between the Rochester Y. C., 
holders of the Canada cup, and the Royal Cana¬ 
dian Y. C, the challengers, may be submitted 
to the council of the Yacht Racing Union which 
will meet at Detroit to-night. 
The delegates from the Royal Canadian Y. C. 
met the Rochester men last Saturday afternoon 
and had a long conference. The Canadians ad¬ 
mitted that the Rochester Club legally could in¬ 
sist on the Seneca being eligible, but pleaded that 
in the interest of sport it was better to bar the 
yacht. No agreement was reached, but it is 
thought that the way to some fair agreement 
was smoothed and that the outlook for a race 
was bright. 
The Royal Canadian - Club challenged for a 
race, naming Aug. 4 as the date for the first race, 
and practically agreed that the conditions that 
governed the last series of races, which were 
sailed last year, should govern, except that as 
scantling rules had been adopted by the clubs of 
the Union since the last races, Seneca, the suc¬ 
cessful defender, then was not eligible. The 
point raised by the challengers was that Seneca 
was not built to conform to the scantling rules. 
Having been built before the rules were adopted, 
she was not amenable to them in regular class 
racing, but she has passed out of the club prac¬ 
tically, having been taken from the Lakes to the 
coast, and is now owned by Addison G. Hanan, 
and the Canadians maintained that it was not 
fair to take her back to the Lakes to defend the 
cup again. The particular hardship was that the 
new challenger or challengers would have to be 
built to conform to the scantling rules, and that 
it was not fair to make them build a staunch 
sane boat and race against a boat that was much 
lighter and a mere racing machine. 
In answering this the Rochester men insisted 
that Seneca was eligible, but they agreed that, the 
Canadians might waive the scantling restrictions 
and build a yacht as light as they wished to race 
against Seneca. They also suggested that the 
matter should be referred to the council of the 
Yacht Racing Union. 
The Canadians do not want to build a boat 
simply for the Canada cup and do not want to 
waive the scantling restrictions. Should they do 
this the yacht would be worthless after the series 
of races for the Canada cup, and they are in 
favor of building to regular classes and so help¬ 
ing the sport rather than turning out yachts good 
for one thing only. 
It did not take long for the Canadian com¬ 
mittee to consider the letter sent by the Roches¬ 
ter men, which was published in last week s 
Forest and Stream, and this reply was sent: 
‘‘The Royal Canadian Y. C. accepts your sug¬ 
gestion to submit the question of the eligibility 
of Seneca to race for the Canada cup under 
the rules of the Yacht Racing Union of the 
Great Lakes, and the terms of the deed of gift 
of the Canada’s cup. to the council of the Union 
at the meeting to be held in Detroit Dec. 19. 
Kindly acknowledge by wire.” . 
The Rochester men answered this with the 
following telegram: 
“You have misunderstood our letter of. Nov. 
30, or else have purposely added an additional 
question to be submitted to the Yacht Racing 
Union. Our offer was to refer to the Yacht. Rac¬ 
ing Union only the question of the eligibility of 
Seneca under its. rules. We refuse to submit to 
that association any other question than the con¬ 
struction of its own rules.” 
This was supplemented by the following com¬ 
munication: 
“Our position should be clear to you. We re¬ 
fuse to refer to the Yacht Racing Union any 
question as to the eligibility of Seneca under the 
terms of the deed of gift. There has been no 
change in the terms of the deed of gift, and as 
the Seneca was eligible to and did defend the cup 
in 1907, there can be no possible question as to 
her eligibility in 1909. The question we have 
offered to submit will settle the whole contro¬ 
versy. If the Seneca is eligible under the rules 
of the Yacht Racing Union she is eligible under 
the deed of gift. We do not care to have a clean 
cut question involved and complicated for ap¬ 
parently no other purpose than to obscure it. 
Consider this answer final.” 
Yachtsmen in this part of the Country, who 
have been watching the.squabble, favor the Cana¬ 
dians and think that it is only fair that they 
should meet a new defender, as since the last 
race the rules have been changed so that the new 
challenger would have to be a much heavier 
boat than Seneca. They support the Canadians 
too in their argument in favor of making the 
yachts that take part in special races such as 
those for the Canada cup amenable to the regu¬ 
lar rules, so that after the races for. which they 
are built are over they can take part in the regu¬ 
lar class races. If yachts for the Canada cup 
races are to be built without any rules or re¬ 
strictions, things will soon become as they are 
here with the America’s cup, and the yachts 
built for those races will be mere racing 
machines good for nothing after the races are over. 
It is thought by many that the Rochester men 
are taking advantage of their position as holders 
of the cup to try if possible to put off a race 
as long as possible. The club has troubles of 
its own just now in carrying its new house and 
trying to get a better anchorage, but if it wants 
to continue to hold a trophy like the Canada cup 
it must expect that it will cost money from time 
to time. 
Last year when the yachts were ready to race 
for the cup there was trouble because Seneca 
did not measure in the class. It had been agreed 
that each side should exchange drawings of their 
yachts, but when the time came for this ex¬ 
change the Rochester men could not carry out 
their part of the agreement because Herreshoff, 
the designer and builder of Seneca, will not give 
out the drawings of any of his yachts. For a 
time it looked as if the Rochester Club would 
have to forfeit, but the Canadians rather than 
take the cup that way waived that portion of the 
agreement and agreed that the yachts should be 
weighed. Then it was found that Seneca did 
not fit the class and there was more trouble. 
This, however, was bridged over through the 
sportsmanlike actions of the Canadians. 
The Royal Canadian Y. C. won the Canada 
cup some years ago in a match race and promptly 
made it a perpetual challenge trophy. . The deed 
of gift was drawn by that club and it certainly 
looks like a quibble when the Rochester Club 
will agree to let the scantling question and the 
eligibility of Seneca be referred to the council 
of the Union, but decline to allow the Union 
to interpret the deed of gift. 
Power Boat for H. Bramhall Gilbert. 
A large power boat has been built for H. 
Bramhall Gilbert, of Great Neck, L. I., by 
Robert Jacob, City Island, from designs by 
Charles D. Mower. This vessel is of the type 
that has become popular as an afternoon 
cruiser. She has a large open cockpit and a 
small cabin at the forward part of the boat. 
Her dimensions are 57 feet over all, 50 feet 
on the waterline, 9 feet extreme beam and 3 
feet draft. The hull shows a very pleasing 
model and the proportions of freeboard, raised 
sheer and cabin house are well balanced and 
make in all a very handsome craft. . 
The engine is a four-cylinder Twentieth Cen¬ 
tury of 30 horsepower. This is placed amidships 
and reached by a novel arrangement of lifting 
hatches. The speed will be a little more than 
12 miles an hour. 
Gasolene Junction Box Launches. 
Thirty-two gasolene junction box. launches 
have just been completed by the Electric Launch 
Company at Bayonne for the U. S. War Depart¬ 
ment. These boats are 32 feet long, 9 and 10 
feet beam with 3 feet draft. The hull is sub¬ 
stantially built with oak frames, heavy ceoar 
planking, copper fastened. There are two cock¬ 
pits divided with two watertight bulkheads. 
Through the center deck, between cockpits, is 
stepped a substantial derrick mast located upon 
which is a winch. In connection with this, sheer 
legs of galvanized iron I-beam section are 
located on the after deck, the end projecting 
over the stern of the boat, and with a sheave 
at the outer end. This apparatus permits of 
the hoisting and lowering over the stern of the 
boat of the heavy junction boxes; maximum 
weight of box and connecting cables 3>ooo pounds. 
The after cockpit is provided with a working 
table sheathed with galvanized steel on which 
the junction box will rest when being worked 
upon by men in the boat. The forward cockpit 
is arranged for carrying a company of. twelve 
or fifteen men. The boat is covered with two 
canvas hoods. 
The power equipment consists of a 12. horse¬ 
power 2-cylinder- Standard gasoline marine en¬ 
gine located in aft cockpit, with control of en¬ 
gine placed alongside of steering wheel in for¬ 
ward cockpit, enabling one man to steer the boat 
and handle the engine. A very heavy and sub¬ 
stantial copper gasolene tank holding fifty gal¬ 
lons is installed in a copper lined compartment 
under the forward deck, the deck being made 
portable for easy inspection of the compartment 
and tank. _ , 
The boats develop a speed of o l /2 miles^ an 
hour, and in official trials which have, been given 
proved to have large carrying capacity, unusual 
buoyancy and the best of seaworthy qualities. 
To illustrate the magnitude of an. order of 
this kind, the boats, if placed in one line, would 
cover a distance of over 1,100 feet. There has 
been required in their construction 50.000 feet 
of ship oak, 30,000 feet of selected Southern 
cedar, 32,000 pounds of galvanized steel and 
wrought iron forgings and 64,000 pounds of lead 
for use as ballast, the total weight of the 32-foot 
boats representing 150 tons. 
The boats will be used by the Coast. Artillery 
Corps in planting submarine mine junction boxes 
in connection with fortifying harbors and rivers 
along the Atlantic and Pacific sea coasts, Hawaii 
and Philippine Islands. Boats have already been 
shipped to these points by steamship and rail. 
Survey Yacht Carnegie. 
The contract for the construction of the 
Magnetic Survey yacht Carnegie, for the 
Carnegie Institute, Washington, has been placed 
with "the Tebo Yacht Basin Company, . of 
Brooklyn, of which Wallace Downey is vice- 
president and manager. Mr. Downey was 
formerly connected with the Shooter’s Island 
concern that built the German Emperor’s yacht 
Meteor; Atlantic, the winner of the ocean race; 
Shenandoah. Neola and other well known craft. 
Carnegie has been designed by Henry J. Gie- 
low. who is to be engineer in charge of. the 
building of the vessel, and he will be assisted 
by W. J. Peters, formerly in command of 
Galilee, and who is to have charge of the new 
vessel. 
The trustees of the Carnegie Institute at a 
meeting recently made the necessary appropri¬ 
ation. and work is. to be started at once. The 
vessel is to be delivered on July 1. 
The general dimensions of this vessel are: 
Length over all; 155 feet 6 inches; length on the 
load waterline, 128 feet 4 inches; beam, moulded, 
33 feet; draft, 12 feet 7 inches. 
