New-York tribune. [volume], July 15, 1920, Page 3, Image 3

About New-York tribune. [volume] (New York [N.Y.]) 1866-1924

Image provided by: Library of Congress, Washington, DC

                
America's Cup
Has Been Prize
Of 12 Contests
Trophy Was Won on Iale of
Wight Course In 1851 by
the U. S. Entry and Has
Remained Here Since
pirst Race Here in 1870
gmblern Was Defended by
the En-tire Fleet of Yacht
Chib; Rules Now Changed
The international ?tnigrle which
wins to-day between the ^?w York
Yacht Club's Resolut? and the Royal
Ulster Yacht Club'a Shamrock IV is
the thirteenth to be sailed for the
ftmous trophy which was won by the
sthooner America and brought to this
country in 1851.
America captured the trophy in a
nee around the Isle of Wight, and it
was then merely .1 prize offered by the
Royal Yacht Squadron /or that par?
ticular contest. The cup became the
personal prop*?ty of Commodore John
L. Stevens, of the New York Yacht
Club, and it was not until six years
later that he transferred it to the
local organization and designated it
a perpetual international challenge
trophy.
The first race for the cup as an in?
ternational trophy was held on August
g, 1870, in the Lower Bay. The chal?
lenger was James Asbury's Cambria,
?f the Royal Yacht Squadron of Eng?
land. The trophy was defended by
practically the entire fleet of the. New
York Yacht Club. This is the only time
the cup was ever raced for under ouch
conditions. The Cambria finished tenth.
In 1871 Mr. Asbury challenged again
with the schooner yacht Livonia, and
this time the New York Yacht Club
agreed to defend with only one boat.
The cup was defended on this occasion
by the schooner yacht Columbia, and
of the five races sailed the Livonia took
only one. Only twice since that distant
day has a challenger crossed the;ftuish
line ahead of the defender. Valkyrie
III, on September 10. 1895. finished
one minute and sixteen seconds- ahead
at the yacht Defender after she had
fouled the latter. On October 4, 1901,
the second Shamrock crossed the line
two seconds ahead of the defending
Columbia, but lost the race through a
time allowance of forty-two seconds
conceded to the American boat.
Sir Thomas Lipton's first quest for
the cup was in 189,9, when he chal
iem/ed with the original Shamrock.
She was defeated in three straight races
by the Columbia, with the late Captain
Charley Barr at the wheel. This at?
tempt was the closest the Irish baronet
ever came to liftiqg the cup. Two years
later, Sir Thomas came back with the
second Shamrock and was agaui turned
back in defeat by the same Columbia
that had beaten his first challenger.
Shamrock III tried her luck in 1903
and was defeated in straight races by
the New York Yacht Club's Reliance.
Sir Thomas did not get the cup lifting,
fever again until 1914, when, be, chal?
lenged with the 75-foot Shamrock IV.
Th? present cup hunter was off Ber?
muda on her way to this country when
the war broke out. She finally made
the port of New York in safety after
dodging German raiders, and when all
hope of an early ending of the war was
given up she was hauled out and
housed in a Brooklyn shipyard.
Wanted to Race in 1919
Sir Thomas ,urged that the delayed
yacht races be held in the summer of
1919, but the officials of the New York'
Yacht Club felt that it would be better
to wait another year.
Last winter the challen?ger was taken
to the Robert Jacob shipyard at City
island, where the cup candidate Vani
tie was laid up. While there the Sham?
rock narrowly escaped being destroyed
?by a fire which obliterated a greater
ptrt of the plant. She was fitted out?,
and launched this spring and had her
eariy sail stretching on Long Island
Sound.
When Sir Thomas's _3-meter trial
boat reached this country after a
stormy trip across the Atlantic both
boats went to Sandy Hook and the little
actual racing they have had was over
the ocean course that will be. used
to-day.
Yacht Course Guarded
By Big Police Fleet
While the policing of the America's
Cup course will not present so great a
problem as it did in the days before
the present government regulations
were in force regarding the carrying
of passengers beyond the three-mile
, ?irait, the job will be big enough to?
day to keep busy a fleet of twenty or
more patrol boats under'the command
of Captain Byron L. Reed, of the
United States Coast Guard.
A floating population of more than
50,000 witnessed the international con?
tests between Reliance and Shamrock
HI .seventeen years ago.
Owing to the fact that comparatively
few yachts are in commission this year
and that only a small number of com?
mercial carriers are equipped to con?
vey passengers beyond the three-mile
limit, it has been estimated that not
more than 20,000 persons will be able
to witness any one contest.
The Secretary of Commerce has
formulated regulations for the cup
races to be enforced by United States
Coast Guard vessels, which ought to
result in the course being kept clear
?om start to finish. Only officially
?iesijmated craft will be allowed within
an imaginary line drawn about the
courge.
Pure ice from pure
water; pure water
frofn pure ice
The Knickerbocker Ice Company
takes the same pure water sup?
plied New Yorkers to drink, and
filters it four extra times before
?tgoesintothefreezingcontainers.
Every step in the freezing, proc?
ess is carefully guarded. When
the pure water comes out pure
?ce it goes into ?an immaculate
storage room or to clean wagons
for delivery.
Beans? of its purity and softness phy
?iciana frequently recommend water
?od? from hygeia ice.
Knickerbocker
ICE
Company
8_5_TR,e '*??? lampu, all kind? appll
*&*? Edison _l?. Lamp Co;, 402 B'way.
Th? Yachts and the Skippers
Seven-Minute
Lead Is Given
To Resolute
(Continuad from page one)
advantage of the fine sailing breeze that
was blowing.
In comparison with other years there
will be few spectators gathered about
the course when the British and Ameri?
can yachts come together to decide
whether Lipton's fourth attempt to take
the America's Cup is to be successful
or is to fail like its three predecessors.
Few excursion boats have been able
to comply with the regulations govern?
ing passenger vessels going beyond the
three-mile limit, and only a small num?
ber of licensed ocean carriers have
been available. These are charging
almost prohibitive prices for the priv?
ilege of seeing one of the three races
that must be sailed to decide the issue.
"Air Policing" a Problem
Private owners of "blimps" and air?
planes are expected to infest the skies
over the cup course, and the policing
overhead is expected to be more diffi?
cult than keeping the water clear.
To-day's race will bring together the'
very last word in yachts designed
solely for speed. It is conservatively
figured that the preparations neces?
sary for the present cup contests have
cost something in excess of $5,000,000.
The Shamrock IV is the last of the
famous family of cup hunters that be?
gan their American invasion in 1899.
She was designed by Charles E. Nich?
olson, next to William Fife the most
famous marine architect in England.
Under his supervision she was built in
Gosport, England, and so very little is
known of her real ability here that she
has come to be called the "Gosport
mystery ship."
While the American defender's hufl I
is made of a composite bronze, that of I
the invader is wood, in no other way
has Mr. Nicholson followed the prece?
dents established by the former Sham?
rocks.
In appearance the challenger is to?
tally unlike any other racing craft ever i
seen in American waters. Blunt of j
bow and square of stern, she looks the ;
mystery ship that she is. to the Ameri?
can yachting public.
Shamrock Unlike Predecessors
In every respect except that of the
material of which she is made, the
fourth Shamrock is a radical depart?
ure from the conventional design fol?
lowed by architecta both here and
abroad since the distant days of the
Vigilant and the Valkyrie. From her
cucumber-shaped keel to the tip of her
157-foot mast she is as different from
the Resolute and her long line of
victorious Herreshoff ancestors as a
fishing smack is from a mo'dern
Cunarder.
When the present challenger first
arrived here in 1914 she was said by
the experts to be fast in a blow and
sluggish in ?fight airs. Now they have I
reversed their opinions and say she is
a ghost in a breathless atmosphere and
apt to crumple up under pressure.
A close study of her few and un?
satisfactory trials in American waters
would seem to indicate that the re?
vised opinion is at least 50 pe^ cent
correct. The Shamrock actually is a
fleet shadow in light airs. She seems
to be able to gather a propelling breeze
out of the flattest July calm. It is
?ander these conditions that her square
shouldered, scow-like hull loses its
cumbersome appearance and becomes
a green flash propelled by an invisible
hand.
Challenger a Mystery
But what does she do when the wind
it piping merrily ai\i the course be
ieweled with white cap? Looking at
her stout hull and husky spars, one
would wager that she could stand the
gaff long after the Resolute had been
blown to cover. She has not proved
this to be the case. She has not proved
anything that would give a true line
on her ability to weather a rollicking
blow.
Since she has been under sail in
American waters her amateur skipper,
William P. Burton, England's premier
Corinthian, has shown no disposition to
reveal her weather qualities. 0?n the
few occasions, when she has encoun?
tered a real wind off Sandy Hook, Cap?
tain Burton has sailed her with a con?
siderate hand. He has never called
upon her reserve powetf and her lee
rail has had little chance to get ac?
quainted with the green waters of the
Atlantic.
Inasmuch as the challengershas been
subjected to no pressure during her
brief tuning up period, it is impossible
to Bay how she will answer the call
that may be made upon her rigging
and hull to-day. She may or may not
be there with the reserve power.
Charles E. Nicholson and Captain Bur?
ton alone know the capacity for pun?
ishment contained in her huge spread
of wings. And their British reticence
on the subject has been polite but firm.
The outstanding fact is that they
have had no apparent desire to drive
the Shamrock or to test her strength
aloft. Whether this is due to much
confidence or none at all is a matter of
conjecture.
There is no such mystery shielding
any point in the Resolute's repertory.
The uncompromising h-?,nd of Charles
Francis Adams, her New England skip?
per, has browbeaten the Resolute into
divulging her every weakness. He. ha?
been a tough taskmaster, and the Reso?
lute has responded bravely to the most
brutal tests, but it is extremely doubt?
ful whether Captain Adams or the
members of his afterguard will have
any puncture-proof confidence in the
defender's staying powers when they
take her out to the line to-day for the
first cup battle.
Their confidence is in their own stay?
ing powers, not the Resolute's. They
will stay with her until she "busts,"
but there is room for much apprehen?
sive speculation as to how long she
will stay with them and respond to
their weather-be-damned policy of
racing. Three times the fragile Her
reshoff beauty has cracked under the
strain, and in well informed circles it
is known that the grueling business of
winning the defendership from the
fleeter Vanitie all but broke her back.
Defender Driven to? Limit
At New Haven, in her .first race of
the year against the Vanitie, she was
driven until her towering "built-up"
mast went by the board. In the later
trials off Newport she smashed her
gaff in one race, blew out her club
topsail in another and was compelled
to make several trips to the Herreshoff
yards in Bristol for repairs.
The tremendous strain of winning
her technical victory over the Vanitie
-??a victory she achieved principally
through a liberal time allowance?did
not leave the Resoluto in particularly
good shape. She leaked badly after
every race, and there are those who be?
lieve she was weakened structurally
by the severe driving she received.
If any real weather is encountered in
the races which begin to-day the ques?
tion of victory or defeat for America
will certainly hinge on the Resolute's
ability to stand up. She will receive
neither quarter nor consideration from
her skipper if relentless driving is nec?
essary to win. If she comes through
sne will receive the plaudits of a grate?
ful nation. If some part of her deli?
cately contrived mechanism gives waj
and she is compelled to withdraw ther?
are many students of the windvjytm
ming game who will be sorry, but no'
particularly surprised.
The Resolute, ana profcably her Brit?
ish opponent, will take most kindly to
day to light airs. If the Shamrock is
a winged-heeled ghost under such con
ditions, the Resolute is a veritabl?
phantom. Her thoroughly demon
strated ability to "get there" undei
zephyrs too weak to even make i
"catspaw" on a glassy sea, is some
thing that verges on the uncanny. A
Newport, when the Vanitie was utter
ly becalmed and as stationary as i
painted gull on a looking glass, thi
Bristol phantom would draw a pro
pelling breath from nowhere and gi
sailing blithly on to victory. In thi
phase of the sport she was .at her un
beatable best. ,
The defender's marvelous ability ii
this respect is not due entirely to th>
designing hand of Nat Herreshoff. I
can be traced in a large measure to th
mastery of the man at her wheel
Charles Francis Adams. It is writtei
in the history of the America's Cuj
that the late Charley Barr, skipper o
the famed Columbia and Reliance, one
turned back a Liptonian invasion an?
saved th? trophy for the New Yor
Yacht Club by finding a breeze wher
there was none. It was said of hii
that when the breeze did not come t
him he went to the breeze, seeking i
out and literally forcing it into hi
sails.
A Battle of Skippers
The magic mastery of Adams is eve
greater than that of Captain Barr, fc
he seems to have the magnetism t
compel the wandering "catspaw" 1
come to him and serve his purpose.
The work of the American and Bit
ish skippers in to-day's race will t
watched more critically by yachtin
?fans than will be the general footin
ability of the respective yachts. Thi
is because the cup contenders are fc
the first time being sailed by me
who are amateurs in every sense <
the word.
Adams is a Bostonian who has bee
sailing boats ever since his hands wei
big enough to grasp a tiller. He begs
his wind jamming career off the quair
old town of Quincy, Mass., and g?
his early marine schooling from A
Crocker, a well known professions
When still a youngster he sailed ra
ing craft in English waters and vd
contests over there that brought fi
vorable comment from such able criti?
as William Fife and others of the san
school. Mr. Adams always has be?
known as a "sandbagger" and a *ki]
per who met every crisis with the mo
daring move. He Is at present trea
urer of the Harvard Corporation.
William P. Burton is one of the mo
successful of Great Britain's amatei
skippers and comes to this count;
with a lor?f list of European victors?
The conditions governing the inter?
national contests for the America's
Cup, as laid down by the New York
Yacht Club, provide that the first yacht
to capture three races will be the win?
ner.
The first race will be sailed to-day,
to his credit. He has sailed more than
. a thousand races abroad and has won
a majority of them. He is one of the
vice-presidents of the Yacht Racing
Association of Great Britain, and, like
the man he will meet off Sandy Hook
to-day, started his racing career when
he was stil in his 'teens.
Rear Commocrore George Nichols, of
the New York Yacht Club, skipper of
the defeated Vanitie, will be the navi?
gator aboard the Resolute to-day.
Robert W. Emmons, of Boston, is what
might be called the executive officer
in the defender's afterguard. Like
John Parkinson, the Resolute's "strong
man," Mr.-Emmons is a former Harvard
fodtball star. George A. Cormack,
secretary of the New York Yacht Club,
is official timer aboard th?e Resolute,
while the same post aboard the Sham?
rock will be held by Mrs. W. P. Burton,
wife of Captain Burton. She is the
first woman to take part in.a race for
the America's Cup.
Colonel Duncan F. D. NeillMs to the
Shamrock what Mr. Emmons is to the
Resolute. In addition to thus he is
Sir Thomas Lipton's yachting manager
and confidential adviser in matters
pertaining to the cup races. He has
sailed aboard every challenger the
Irish sportsman has sent to this coun?
try. As master of the 23-meter Sham?
rock, the present challenger's trial
I boat, Colonel Neill won many impor
! tant victories in Europe.
Claude Hickman, a personal friend
of Mr. Burton,"is navigating officer of
the Shamrock. He has had wide ex?
perience in yacht racing and for many
years was in the merchant service of
Great Britain. Captain Turner is the
professional sailing master aboard the
i Shamrock, while Captain Alfred Diaper,
; who sailed the 23-meter trial boat to
this country, will go along in an ad?
visory capacity. There are many Brit?
ish and American racing sharps who
believe that Captain Diaper is the
! cleverest and brainiest skipper ever
! developed in England.
the second on Saturday and the third
on Tuesday. If further races are nec?
essary they will be sailed over the
Sandy Hook course on July 22 and 24.
The first, third and fifth races, if a
fifth should be necessary, are to be
sailed over a windward and leeward
course, each leg being fifteen miles.
The second and fourth races will be
sailed over a triangular course of ten
miles to the leg.
The start of to-day's race will be
from a mark off Ambrose Lightship.
In every race the preparatory signal
will be set on the committee boat
Baryton at 10:45 a. m., standard time,
which means 11:45 daylight saving
time. The warning signal will follow
ten minutes later and the starting sig?
nal will be raised five minutes after
that. This will send the racers away at
the stroke of noon.
Some of the Rules
A period of two minutes follows the
starting signal, during which the
yachts may start and have their actual
time taken. If either yacht fails to
cross the line within tha- prescribed
two minutes she will be penalized for
the delay, the boat's time being taken
two minutes after the even hour.
The rules provide a time limit of six
hours for the thirty-mile race, and if
neither boat finishes within this time
the contest is declared off.
If weather conditions should be
deemed unfavorable, the race commit?
tee has the right to postpone the start.
In this event the skipper of either
yacht has the right to insist that a
race be sailed.
If either yncht should meet with a
serious accident before the starting
signal is raised she may have as much
as four weeks in which to make re?
pairs. The length of this time would
be fixed by representatives of the New
York Yacht Club and the Royal Ulster
Yacht Club, the organizations repre?
sented by the American defender and
"the British challenger. If an accident
should occur during a race, the time in
which repairs may be effected can be
extended to October 31.
If either yacht should be disqualified
during a race the contest will be
awarded to her opponent, whether the
latter finishes within the prescribed
time limit of six hours or not.
If one of the . yachts, through ' the
fault of the other, should be disabled
the one injured will be awarded the
contest.
No race will be started later thar
six hours before sunset.
The intcriiatio'nal code signal G, t
yellow and blue flag, will be hoistec
aboard the committee boat to signify ?
postponement of fifteen minutes. II
the contest is postponed for the daj
the code signal H, a red and whit?
flag, will be raised.
Starting Signals
The hoftting of the blue p-s'-er wil
be the preparatory signal and a Ion?,
bla?t of the committee*boat's whist!?
will be blown to attract attention t?
it. The warning signal will be indi
catod by the hoisting of a white ball
followed by another blast of thi
whistle.
The raising of a red ball will be th<
starting signal.
When the Shamrock crosses th<
starting line the red ball will b<
lowered a few feet to indicate that sh
has gone over. The white ball will b
lowered a similar distance when th
Resolute crosses the line. If eithe
ball should not be lowered it will in
dicate that the yacht she represent
has not crossed the line properly.
If either ball should be hoistei
above the code signal B, a red flag, i
will indicate that the yacht has beei
disqualified by the committee.
The start will be made over ai
imaginary line between the commit
tee boat and Ambrose lightship, th.
courses being designated by signal.
Compass courses are to be magneti?
and signals for a triangular course ar
to read beginning forward.
-.??
Geddes and Staff Coming
To Attend Yacht Race
WASHINGTON, July 14.?Sir Auck
land Geddes, the British Ambassadoi
and his staff departed to-d?y for Ne?,
York to attend the international yach
races as the guests of Sir Thomas Lir
ton.
Sir Auckland has abandoned his pla
to spend the summer at Hot Spring;
Va. He will visit the coast, of Main
next month and spend the remainder o
the summer in Washington.
First Craft to Finish Ahead
Three Times Will Be Winner
Initial Contest Is To-day, Second on Saturday and
Third Next Tuesday; if There are More They
Will Be On July 22 and 24 '
1 ''" "-^^
Cool, Light-ofWeight
Hot Weather Suits
for Men
v.
ARE THE MOST PRACTICAL
OF ALL SUMMER CLOTHES
?HESE hot weather suits are as
light and comfortable as a pair
of Summer pajamas. There
are silks and*cottons, every one
skeletonized, designed to give to a
man more comfort than is possible
m suits of woolen fabrics.
Mohair Coat and Trousers $23 to $38
Shantung Silk Coat and Trousers 30 to 38
Cool-off Coat and Trousers 21 to 28
Flannel Trousers IS to 21
Separate Sports Coats t 23 to 45
Rail Heads Lay.
Coal Shortage to
Roads' Tie-Up
Chiefs of Big Systems, in
Conference With Mine
Operators, Urge Transit
Relief as Best Solution?
Nixon's Report Hopeful
Supply for City's Public
Utilities Shows Increase
of 32,000 Tons in Week
Representatives of coal operators and
railway presidents held a long confer?
ence at the office of the Association oi
Kail way Executives at 61 Broadway
yesterday. They discussed the serioui
coal shortage in New York City, par
ticularly the crisis faced by the publi?
utilities and the storing of a reserv?
supply for next winter.
The railway presidents who attende?
comprised the committee of nine re
cently elected by the American Associa
tion of Railway Executives to deal witi
all problems of transportation affectin
the interests of the nation as a whol?
Daniel Willard, president of the Balti
more & Ohio, is chairman of the con;
mittee. He presided at yesterday's cor
ference. Others present were Genen
W. W. Atterbury, of the Pennsylvania
C. H. Markham, of the Illinois Cer
tral; Hale Holton, of the Chicago, Bu:
j lington & Quincy; W. B. Storey, of tfc
Atchison, Topeka & Santa Fe; B. j
Bush, of the Missouri Pacific; F. ,
Pierson, of the New Haven; Howai
Elliott, of the Northern Pacific, and V
H. Truesdale, of the Delaware, Lackt
wanna & Western. Colonel E. D. Went
president of the National Coal Associ
tion, headed the committee of co
operators.
While no statement was made aft
the conference, which was behii
. closed doors, it was learned that tl
! railway officials declared that the sol
j tion of the coal stringency was close
1 connected with that of railroad co
1 gestion. Amelioration of the latt
situation, the railway officials dec?an
?-?-?-?
I? ? I III I II I II . .?'
will go a long way in tolring the eoal
problem.
Orders for 28,000 freight can and
600 locomotives have already been
placed, but deliveries, it was ?aid, will
not be made in time to relieve the
shortage of rolling stock. The As?
sociation of Railway Executives has
also recommended to the Interstate
Commerce Commission that loans be
made to the smaller railroads which
will enable them to parchase 500 loco?
motives, 260 switching engines and
45,000 freight cars. The only measures
that can bring immediate relief, it was
declared, are those providing for ca?
pacity loading of each freight car and
the more rapid movement of freight
trains.
The supply of coal on hand in the
bins of the public utilities in this city,
m^m*mmmm?" ?? ?"" -? '- -'-J-1 ?? ? ?
according to reports submitted to th?
Public Service Commission yesterday,
indicated considerable improvement.
The supply shows an increase jot 82,000
tons over that of the previo?? week.
"The coal situation shows a dietintft
improvement this week," said Commis?
sioner^ Lewis Nixon. "Ta? pnblie -til?,
ity companies are to be congratulated
upon the manner in which they Have
stood together during the ?crisis, the
more fortunate ones helping oat the
weaker companies. All are to be cess
mended for the extra efforts pat forth
in this time of stress to augment their
stocks, and I trust the good work will
go on until, an adequate supply ean he
placed in storage against the needs of
next winter."
PARIS 1 NEV/ YORK
Will Close Out Today apd Friday in Their
SUMMER
(^BAD^_W?_r
?SALES
COUNTRY FROCKS '?^ at $25?$35?$45
GOWNS AND DRESSES Ft^ at $45?$65?$85
SEPARATE SPORT SKIRTS ??$ $19?$29
SMART SPORT COATS F^e?y at $25?$35
SHEER SUMMER BLOUSES *?& $8?$10?$15
-I
Broadway gflkS ^ffiOtttpatltJ
At 34th St.
Will place on Sale to-day
and to-morrow
3600
Menfs Shirts
Percales and Corded Madras
At ?1.85
When you examine closely the quality of the materials from
which the shirts in this sale are made, and see how carefully
each and every shirt is finished, you will certainly realize this
splendid offering, to be far above the average run of sales at
this time We have never before offered finer shirts at such
an extremely low price
Percales and Corded Madras in neat hairline and
cluster stripings in black, blue, helio or green effects.
I
i To-day and ?To-morrow on the Main Floor
Men's Silk
Four-in-Hands and Bow Ties
MUCH* BELOWv THEIR ACTUAL WQRTH
Light, Summer Necjkwear of faille, foulard and twill silk, of
a quality seldom before seen in neckwear at a popular price:
Splendidly made and finished, in
a limitless variety of colorings.
At Saks'this Morning
An Unusual Sale of
Men's Leather Oxfords
EVERY 'PAIR TAKEN FROM OUR REGULAR STOCK
Reduced to $10.7 5
These are the best values in smart Summer Oxfords offered this
season. They appeal especially to those accustomed to foot?
wear of the better kind. The lasts sre very gracefully propor?
tioned, the workmanship exceptionally executed, and the
leathers are of the most dependable kind.
Black and Tan Cordovan, Black and Tan Russia
Calfskin, Tan Norwegian, Patent Leather, Black and
Tan Kangaroo, Enamel Leather, White Buckskin
and White Buckskin with tan leather trimming for
sports wear. Sizes 5 to II, widths AA to D.