The Princeton union. [volume] (Princeton, Minn.) 1876-1976, 1914-06-11

Photo by American Press Association.
THE REso1UTE, ONE OF THE AMERICAN
CANDIDATES FOR BIG YACHT RACE.
feet without board The next Ameri-
can boat, the Vigilant, although carry
ing a centerboard, was virtually keel
model, with draft Of fourteen feet
Her bow was the embryonic ''spoon
bow that became SO popular later.
Metal yachts had begun to figure
upon the lists of the cup defenders.
When iron and steel had gained sufi-
cient tensile strength the builders saw
that it had many advantages over the
common hull woods that had been gen.
orally employed The Mischief was
the first metal yacht to race as de-
fender and the second metal yacht in
America From her time on steel and
aluminium were more frequently en-
ployed in the bulls, the first hollow
steel spars. however, not coming into
vogue until after the race between the
Defender and the Jubilee in 1898. while
the first steel mast was carried by the
Columbia
The most marked change in any Of
the American defenders was in the Re-
lance, which successfully defended the
cup against the Shamrock III. in 1908.
The Reliance, like the present Sham
rock w., approached somewhat to the
type of racing scow that has been used
with much success on bodies Of fresh
water The Reliance had the largest
sail plan of all the yachts that engag-
ed in any of the international con-
tests, amounting to no less than 16, 100
square feet, which was as much as
the combined areas of the Mayfower
and the Puritan and also more than
twice as much as was carried in all
the sails of the schooner America
Why Yacht Racing Is Costly.
Yacht racing is the most expensive
| sport, and it has been said on good au-
| thority that it will cost at least half
| million dollars this year to defend the
Americas cup. William Gardner, de-
signer of the Van1tie. recently said:
I'm a cup defender expense is never
! considered. The very best materials
| are obtained, and everything that is
new in materials is used. What was
| considered the last word in materials a
| few years ago is commonplace now.
! LAS every ounce Of unnecessary
| weight is a detriment to the boat, the
prime object of the designer is to re-
| duce the weight to the very minimum
so as to give the maximum amount of
lead to the keel and consequently sail
carrying power.
THE work of designing cup de-
fender entails five or six times the Ia
Dor of a regular boat of the same size.'
How Defenders Are Built.
The first step in the construction OF
the modern cup defender is the mold.
ing Of the lead keel Some ninety tons
Of lead are used. A wooden trough is
| built of the size and shape required
into which the molten lead is run. The
| moment the contract is signed hurry
| orders are sent out to firms who fur
nish steel, so that by the time the Kee
is run some or all Of the frames are
generally on the way to the shipyard.
Being received in straight lengths
the steel for the frames is made hot al
the shipyard. placed on what is known
as the bending platform and by means
of wedges and pins is bent to the shape
required by the designers plans. 4
long fiat piece Of steel. called the keel
son. reaching the entire length of thu
yacht, is first fastened to the lead kee
by long bolts; then the stem and ster1
posts are set up. the stern post bein:
the part of the frame to which. the rud
der is later attached. Il
A captain and crew Of some fifty mel
are engaged and under pay long be
fore the yacht is launched. Their pay
food and clothing so on from six t
eight months. Bills for towing and
special steamer upon which to bert
the crew are among some Of the heav,
expenses,