[A*mi it, 18$4 



FOIREST AND STREAM, 



238 



ment— of the actual size of hull -:is Mi* best means Of testing type, 

 and in this w. Itb him. This rule was in force in 



Cor several years, but the easy victories of the 

 l\ i.'lisli cutters Madge and Maggie over eenterboard sloops of much 

 i hat, were a match sailed under in 

 butters for the America's cup, that, very 

 run-fully guarded trophy, which was at one time emblematical of 

 .i,Misbi|i .if the world, would infallibly cross the 

 'herring pond' in the plate locker at the cutter. So in 1888i owing to 

 a rumor that, a cutter would challenge for the Clip, the Hew York Y. 

 i '. altered its rule so as to embrace sail M'pa and length, Under A for- 

 mula v. biflll was less Eaii" to eUjters than a rule founded on a similar 

 basis which had, the year previous, been adopted by the Seawanhaka 

 Corinthian Y. C. of New York, which is now 1 lie best yachting or- 

 ganization at the commercial metropolis of I be United States. Ilav 

 us found that he could not secure the adoption of a rule which 

 Would test model and type with absolute fairness, theoretically at 

 least. Mr. Kunlmrdt therefore, like a wise man. at Onoe accepted the 

 fairest rule which he eoidd get, and that is the Seawanhaka Club's 

 rule, which the Lake Yacht Racing Association has adopted. This 

 mttchi ' ' to say in order to vindicate Mr. Earnhardt— the 



aolf st and best writer on yachting topics in America— from an unjust 

 aspersion, and to justify the course of the Lake Yacht Racing Asso- 

 ciation in adopting the, rule of .measurement which met the unani- 

 mous approval of the yacht clubs of which (hat body is composed. 



"For the Spirit of Hie Kmsstd lecture the Lake Yacht fetOmg As- 

 sociation as it does is a piece of downright impertinence. That body 

 numbers among its members many men far more able by nature, by 

 education and by experience to arrive at cornet conclusions than 

 tin- yachting reporter of the Spirit, wad IS a mere echo of the 

 kid-glove brigade and sea. lawyers of the New York Y. C, and 

 stupidly sticking to one style of craft will not, despite the. hardest of 

 hard facts to the contrary, admit that any type of yacht but that 

 which his mentors favor can possibly possess any merits. We assure 

 this •critic" that when the L.Y. R. A. want advice they will not apply 

 to him, but seek for it in belter informed quarter's." 



1 am sorry to take up so much space with what is more or less 

 personal, but it is necessary that the minds of some yachtsmen 

 should be -disabused, and that Hie difference should be established 

 between the trickery of a witless time server and the deductions 

 formed by men who have given the Subject at least conscientious 

 Study and who are bcuest in their expressions. 1 also confess that 1 

 resent warmly being mixed up indiscriminately with the cattle 

 bellowing and yelping in my wake, seeking to curry favor with the 

 -'great unwashed." C. P. K. 



A CRUISING STEAMER. 



IN contradistinction to the extravagant display steamships build- 

 ins at Wilmington is the Mariana, a new cruising yacht built for 

 yachting purposes by the famous establishment of Bristol, R. I. She 

 possesses all the good points uf a cruising: steamer, and is remark- 

 able for the originality of everything about her. At a fraction of the 

 outlay for the Nourmahal or Electra, much more practical results 

 are obtained. The Mariana will out-steam her big sisters in point of 

 distance and in speed, considering difference in size. She has ample 

 and pleasant accommodations for a family, and we are at a loss to 

 know what more a yachting man can ask. Carting a mob of guests 

 about at sea may afford a chance to lavish wealth, but the occasions 

 for such Oriental magnificence will be found very few indeed in 

 yachting experience, and ninety-nine times out of a hundred the 

 owners of the unwieldy monsters will view with envy the superior 

 handiness, economy and adaptability of the Mariana. Fortunately 

 the people who can construct Nourmahals must always be few, else 

 steam yachting would soon degenerate into steam shipping. Enor- 

 mously large yachts are. built, with few exceptions, by persons who 

 do not know what they want, and are possessed of the fallacious 

 notion that size and quality are concomitants. Building large yachts 

 for the sake of their size is little- better thau buying paintings 'by the 

 square yard. We write from the point of the sporting yachts'mau. 

 We know that a great deal of real sport can be derived from steam 

 yachting; but when sport degenerates into a race for notoriety in 

 tonnage, we feel like disowning the monster ships and refusing them 

 recognition in the circle of elect. 



We venture the belief the Wilmington yachts will prove the 

 WOrst investment their owners have ever made. They are sailors' 

 boarding houses, consuming and wasting thousands upon thousands, 

 too unwieldy for handy nearby service, and fit only for voyaging 

 round the world, so far as size is concerned, and scarcely fit for that 

 in their rapacious coal consumption and limited bunker capacity. In 

 comparison with the economical English steam cruisers of the Sun- 

 beam and Lancashire Witch type, of (300 tons, the two Wilmington 

 attempts are nothing more than ridiculously overgrown steam 

 launches, representing the maximum outlay with the minimum of 

 return in serviceable characteristics. 



Per contra, the Mariana is a scheme which fills the bill as a cruiser 

 and smart vessel under steam, though we should certainly prefer 

 more rig and more complete equipment aloft, so that sail might be 

 used to good purpose in the event of running short of eoal or a break 

 down in the machinery. Mariana is a fine flush deck yacht of extra- 

 ordinary strength and "toughness" combined with lightness of hull. 

 She carries coal enough in the bunkers for ten days, steaming at ten 

 knot speed, an endurance scarcely equalled by small English steam 

 cruisers and due to the great economy of the Herreshoff coil boiler 

 and superb designs for compounding the steam. 



The Mariana is 60 tons carpenter's measurement. Length 86ft., 

 beam 13ft., and 8ft. depth of hold with a draft of 5ft. Her engines 

 are compound 8 and 14in. cylinders with I4in. stroke. Four tons 

 of lead are bolted to the keel so secure perfect immunity from being 

 tripped in a sea, and to steady the yacht in rough water. She has a 

 bold high side, long easy entrance, light and jaunty stern and a 

 plumb stem. The hull is composite, having iron frame with the 

 plank screw-bolted and ''edge-nailed" besides, strong enough to be 

 rolled down an embankment. The deck is extremely attractive with 

 no superstructure but the pilot house forward. The smoke stack is 

 braced in its construction below, so that no guys are needed, and 

 nothing interferes with clear passage fore and aft. She is rigged as 

 a schooner without head gear. Below, the accommodations are very 

 roomy, light and cheerful, ventilated by large lights in the side and 

 mahogany skylights overhead. Her planning and fittings are much 

 in the style of a smart modern racing cutter. The main companion 

 is spiral and lands in a steerage or haUway, on the port side of which 

 is a berth and opposite a retiring room. Aft is the ladies' saloon and 

 sleeping cabin, having one berth each side and a large double berth 

 at tl i e eir ■ i a tl i v.y rtsbips. The steerage leads through doors into the 

 main saloon, with sofas each side and table in center. 



Forward of this is the space allotted to engine and boiler, the latter 

 being abaft the machinery Tlus space is between bulkhea s and is 

 entered by a ladder from deck. The boiler is of theimproi - 

 pattern, in which a head of steam can be raised in three to five min- 

 utes. While the mob of stokers aboard a Nourmahal or Electra are 

 thinking about loading up the grates with eoal and slowly slatting 

 flics to wait one or two hours before steam is raised, amid smut and 

 grime, one hand lights a few chips aboard the Mariana, throws a 

 shovelful] of fuel on top, and at once the gauge begins to rise. The 

 operation may be performed by a. lady in silks and satins and the 

 engine started with little more trouble than getting a sewing-machine 

 under way. The room is at all times cleanly and cosy as a studio. 

 The space occupied by the. motive power is very small and the bunk- 

 ers bandy at each side. Coal passers get no show aboard the Mariana. 

 One hand, if required, can fire up and attend to all below if desired, 

 as the furnace room is within reach of the man attending tho engines. 

 Comparison would be odious between the sweet, clean and e\er ready 

 arrangement of Mariana and the ancient, clumsy and time-wasting 

 preliminaries aboard the Wilmington vessels. When steam is up. in 

 a few rnmutes the anchor is catted by imclor-deck hoisting gear oper- 

 ated from the engine, room, and the pilot in his house sheers the ves- 

 sel at will by pressing the lever of the steam stealing gear With his 

 little finger. The Mariana would be. fifteen or twenty miles on her 

 course by the time the master of the Electra sends below to find out 

 Whether ten pounds has been raised and the screw can be turned 

 Dyer Three hands all told m a watch will run the Mariana if needs 

 be, and three times that many would be a short allowance for the 

 Electra. "S et Mariana is capable of all and more than the service the 

 Electra can ever hope to accomplish. She draws but 5ft., and for 

 work about the coast, for short runs from residence to place of busi- 

 ness in the morning and return the same day, she is infinitely better 

 adapted than tne Wilmington ships, which in fact cannot perform 

 such service at all. Furthermore Mariana will go to sea and stay at 

 sea with the best. 



Forward of the engine space is a forecastle with berthing for cap- 

 tain anil crew, both ends of the boat; and hold being devoted to stor- 

 age. All rhe cooking Is done in a galley of oil stoves, and no nuisance 

 orlost time warming up a range, are permitted. In finish, the Mart- 



ana is stylish all through, without any pretense to lavish and im- 

 proper display which ought to have no place aboard a well regulated 

 vessel, Shi ype of steam cruiser, and one we welcome as a 



refreshing variety and great improvement upon prevailing customs 

 among the builders about New York, whose conceptions of a steam 

 yacht consist of a iliigoul with a tug engine and coal yards at short 

 intervals. for ordinary day cruising about the coast the eoal supply 

 of the Mariana will last from four to five weeks. We consider she 

 marks a, new departure ahead, and that in time her characteristics 

 will find expression in an entire fleet. 



THE LAKE Y. R. A. 



IT has been further decided that the classes should include vaebfs 

 of 38ft. corrected length and over, 35 to 38ft., and under 35ft. 

 These figures were adopted in order that yachts accustomed to par- 

 ticular classes under the old tonnage rule would continue to race 

 With the same boats. A vacht must sail in her own class and no other. 

 Shifting ballast prohibited in first and second classes, l-'irsi match 

 open to the union will be sailed off Oswego July 30. Kingston Will 

 follow suit Aug. 8, Bay of Quinte Aug, f.i, affording a rouud in a fort- 

 night. 



WHICH SHALL IT BE? 



THE yacht of common sense- say 30ft. loadllne, 8ft. beam, Oft, 

 hold and 5ft, draft, with 24ft. hoist, and It to 12 tons displace- 

 ment, at a cost of $2,000? Or, 



T he yacht of length measurement— 30ft. loadliue, 12ft. beam, 6ft, 

 hold, 9)^fl. draft, with 34ft, hoist and 15 to 18 tons displacement, at a 

 cost of 83,000? 



Which shall it be? Shall both be. allowed to exist, pay for their 

 size, through sail area, and the most meritorious of the two survive 

 after fair competition? 



Or shall the large boat smuggle in her power and size under length 

 measurement, avoid a just accounting, and overwhelm the .smaller, 

 more economical an.l more serviceable boat, profiting by a rule play- 

 ing into the hands of the big and swindling the small, until warped 

 interpretations bestow upon the larger boat's form praise wrung 

 from her smaller sister by brute force, victories which m truth are to 

 be attributed to superior size and not to superior fashioning of body 

 at all? 



WANTED. YACHT SKIPPERS. 



Editor Forest and. Stream: 



Some time since, I read with considerable surprise that the Eortuua 

 hove to in a gale, had lain broad off, and naturally been considerably 

 swept by the sea. The other day I had an opportunity of asking 

 what sail was she under, and the answer, "double reef foresail," of 

 course solved the mystery, and gave me another proof of the stu- 

 pidity of the average yacht sailing master. 



Generally, au individual whose brains seem to have stopped ex- 

 panding at the age of say twenty -five, and who handles all successive 

 vessels in the manner which was applicable to the Mary Ann or 

 Betsy Jane, on which he served his time. It is twenty-eight years 

 since my first yacht race, and I have seen a great deal of the sport in 

 all sorts of boats, and year after year I notice the same mistakes 

 made by our sailing masters. Attempts to carry balloon sails to wind- 

 ward, forestaysails held onto when tacking, beamy boats in light 

 winds trimmed until the fife is all out of them, and then abused for 

 not going fast; vessels like Fortuna. with a midship mainmast, hove 

 to under what is practically headsail, aud villified for laying wide 

 and being wet, and soon ad n ausoam. The. only chance for an im- 

 provement in these matters seems to lie in more study and observa- 

 tion on the part of the owner, and the practice of an understanding 

 that the owner is supreme, and if he chooses to lose his races by bad 

 sailing he has a right so to do. I should advise all intending yacht 

 owners to religiously avoid American masters, above all the fisher- 

 man variety, and to select instead Danes, Swedes or Germans, as 

 these latter have some idea of subordination, and can be made to see 

 that the man who pays the bills has a right to give the orders. M. 



MEASUREMENT ON THE LAKES. 



THE letter below we print by request. It was forwarded in answer 

 to some private correspondence with Toronto. The recipient 

 thought well enough of the communication to read it before the 

 recent convention for the formation of a Y. R. A. The subsequent 

 deliberations of that convention resulted, as is known, in the adop- 

 tion of the Seawanhaka rule for lake racing. 



A buffoon in this city, actuated by jealousy, thereupon blurts forth 

 his venom in the columns of one of the turf papers of this city, and 

 reflects upon the intelligence of the Toronto meeting, with the assur- 

 ance that the delegates had acted upon "bad advice from this city." 

 This particular personage, long a laughing stock to all but the "great 

 unwashed," has proven over and over again a cringing time server 

 of a low order of intellect, and of too little account in the community 

 to waste many words over. The Toronto convention can get the true 

 gauge.of a charlatan by consulting the record of his own pen. 



The writer of the subjoined letter is not surprised that the meanest 

 .newspaper trickery should be resorted to by an unprincipled clown 

 seeking to eoin cheap capital by the methods of literary "shysters." 

 But he learns with regret the failure of the sporting' editor of the 

 Toronto Mail to distinguish between a private letter written with 

 honest intent and purpose, and the brazen chicanery of a vulgar non- 

 entity superciliously summing up that letter as "bad advice. ' with- 

 out even knowing a word of its contents, or what influence it had in 

 bringing about the decision of the conference. 



The letter was written as a private communication. It contains no 

 advice, but seeks to explain the reasons for granting time allowance. 

 It champions no scheme for benefitting any style of build, but on the 

 contrary, keeps in view throughout equity for all. 



Finally, no matter what the correspondence may have contained, 

 we decline such flattery as the implication that a single letter from 

 our pen could turn the heads of all lake yachtsmen and make them 

 accept black for white and white for black. True, no yachting publi- 

 cation has ever exerted such widespread and radical influence upon 

 yachting affairs as Forest and Stream, that much we know to be so, 

 but we refuse to think we are able to rob other people of their own 

 straight senses. If the Toronto convention was influenced by the 

 letter below, it was because the members agreed with its logic,' and 

 were about to come to just the same conclusion by themselves, and 

 not because they accepted in blind faith anything at all which the 

 editor of these columns might choose to send forth. 



It is our chief punishment that in a position b of ore the public, we 

 have to meet and hustle men who earn from us nothing but that con- 

 tempt we feel for the demagogue of the curbstone, or the bravo of a 

 gin palace. And when estimable publications like the Toronto Mail 

 can be hoodwinked by such worthies, and we are made to sail in the 

 same boat with such cattle, we fain would haul down our flag in dis- 

 gust and turn tne wheel of the future over to the sanS-Couloftea with- 

 out further word, in preference to clubbing clowns under hatches anv 

 longer. 

 George E. Evans, Esq., Toronto: 



Dear Sir— In reply to your letter of March 30 in relation to com- 

 ing Y. E. A. meeting of the Lake yacht clubs, I offer the following, 

 hoping it will not reach you too late for your purpose: 



Leaving out of question all that relates to purely theoretical deriv- 

 ation of measurement rules, and viewing the subject only in its prac- 

 tical bearing, I should say that whatever your proposed association 

 concludes to accept, it ought at once to abolish the present Royal 

 Canadian L. and B. rule. No matter what type a person may prefer 

 he has no right to force his preferences upon others through' prejudi- 

 cial measurement. The choice of model should be free. The wants 

 of all are not alike, and it is not desirable to proscribe those who to 

 meet the requirements of their environs, choose to build different 

 from the particular style, to foster which an empyrical rule has been 

 set up. Liberty of choice is the only fair basis of intelligent compe- 

 tition. No person can assume, to dictate, what style should prevail, as 

 long as opinions and tastes differ. But the style "should be allowed I o 

 grow out of trial of all kinds by a natural processor evolution or 

 selection of the best by the decision of each man for himself. Hence I 

 take it. no rule ought to be looked upon with favor which dictates model 

 to any serious degree. A free field and no favor, or eke our 

 ideas are bound to become warped on the subject of design, as 

 it will not be the best boat which wins, but may be only that 

 boat which happens to suffer least from improper discrimination of 

 a rule showing partiality to one. style and nursing it into prominence 

 and favor beyond its deserts, ft can he understood that by such par- 

 tiality the best boat may actually be driven out of existence and the 

 worst kind may be made to prevail. The door would be shut against 

 all improvements, variations or new ideas, and the evolution of 

 yacht building would come to a permanent standstill with "vested 

 interests," finally so strong that efforts to restore logical methods of 

 comparison would be sure to fail. 



My first proposition is that a rule should show no appreciable par- 

 tiality to any class of boat, and a rule which does so is upon the very 

 face of matters illogical, and of baneful influence in the long run. • 



For this reason I should say the tonnage rule L— BxBx>£>B should 



at once be abolished for the common good, no matter what private 

 interests it may for a moment affect. It has been already materially 

 modified in England, where the hold of E: P. rules are fast weaken- 

 ing every day. Moreover, it would be impossible to expect inter- 



portion to ber-eize 



ctton of the sail factor, 

 so much superior to the 

 e same speed in spite of 

 iving power. And if she 

 OUld be made to pay for 

 Inch enable her I o do SO 



national oompetil ion with yachts from the American side, as rhey 

 would probably refuse to submit to any tax on their beam for the 

 benefit of others deriving the same quality from a depth noi, taxed. 



The question i B then what simsliiure to offej BO that all boats can 

 be matched with as much equity as possible. Such a rule should 

 take no account of model. During all the agitation Of the subject 

 aud the numerous propositions made, then > lefill a gradual 

 "settling of the mud.' and we are now able to see ahead 

 clearly. 



The propositions have to all intents and purposes narrowed do 1 

 only two win, I ■ is consideration. 



These axe measurement by plain waterlfne length (witlljposaibtt 

 some definite limit set to overhang to avoid circumventing the s|>iri! 

 of the method) and second a measurement of wateHine modin 

 some way by sail area. 



The first rule is decidedly objectionable because in opposition to 

 l principle set down. On equal lengths the large boa I i. 



tain l.o drive out of existence the small n eonsequ "■".only 



the largest and heaviest (most costly) boats of greatest draft aud 



running erpenseswouM,'after a white, survive. The small boat would 

 be forced out of racing aud, of course, go under, as all will gradually 

 accept the fashion aud the economy of the SpOl'C seriously 111 

 mined. In Boston they have already built a sloop of 20 (oils displace 

 ment, 10J4 tons ballast, and Sft, 3tn, draft, with 3-Jft. hoist on onl 

 loadline as the "direct outcome Of coiupeiii ion under lenefh ' Now 

 What Chance against such a monster can another boat of like length, 

 but with 5 tons (reasonable amount for all yachting purposes) ballast 

 and "-"-1 or gift, hoist possibly have in the majority uf cases? She 

 would be simply overpowered bv her big sister and quickly go m, ■ ,. 

 existence. No fail rule should have any such effect, Let A build us 

 big as he chooses, but also let B for his purpose build as small on 

 the length as he prefers. He may have just as good reason 

 for so doing and no oue has a right, to command him 

 to the contrary at (he penalty of being handicapped in having to 

 race with much larger boats which may happen to be of same length. 

 On the contrary, from reasons of economy and for shoal water ami 

 for handiness. the small boat ought to receive just as much recog- 

 nition from a fair measurement rule as the large one. 



We then come to this problem: How can the small boat be com- 

 pensated iu equity as against a large one of like length ■' Tin- answer 

 is this: A small boat will, ibroadly considered, cany proportionately 

 smaller sails than a larger and more powerful boat. Hence, if we 

 introduce sail area as a factor in the ride, the correction is easily 

 made and it only remains to place tlie propei vttlue on the factor of 

 sails iu the formula so as not to offer a premium so great upon small 

 sails as in turn to hear against large boats and rule them out by too 

 great favor to the other side. This Would be altogether a male 

 experience to decide by the tentative plan, as no theory can afford 

 a basis for the extent to which sail should be taxed. A comparison of 

 performance of two well known boats, considered good or best of 

 their kind, will show how much one can allow the other to bring them 

 home alike. With that correction applied, any difference at the 

 finish between other boats brought about, in competition, would rep 

 resent the superiority in desigu of the victorious party. 



One objection to such a rule has to be met at the outset. It is 

 possible tha t a large boat, through being crank or of au unstable form, 

 may actually carry less sail in practice than another smaller, but.never- 

 fheless, stiffer boat. Example the Bedouin Vi-j beam cutter of 104 tons 

 displacement carries the same sail only as the flat broad ;! beam sloop 

 Oracle, of 65 tons displacement. Their total s'ze will not show auile 

 the difference of their displacements, as Bedouin is narrow a >i small; 

 comparatively above water, and the Grade big and beamy Still tbe- 

 total size of the Bedouin is perhaps onc-quartcr more, i/liau that oft" 

 the Grade of same length . Yet she ca: ties only say,v> sail area 

 would bring her extra bigness to the line free ojf.tots under a sail audi 

 length rule in consequence of the foregoing. 



Here that rule would appear to be an unfair imposition upon tut> 

 smaller boat of the two. But a good answer or explanation lies LftS 

 this: If the Bedouin, owing to her form can drive a larger body withi 

 same sail as Grade drives a smaller body, at same speed, so much t-li».» 

 better for Bedouin. She is really performing a meritnripus teal 

 the largest boat driven by the smallest sail musi I I -ihe, 



most successful and praiseworthy design. Such a design aev-oru- 

 plislj.es with relatively greater economy what the smaller Grade-only 

 accomplishes by the aid of greater sail area r - 

 Hence the Bedouin profits not by the infci out- 

 bid; really because her narrow, deep form is 

 flat, wide form of Grade, that she -re:-. i._ ., | h 

 her (Bedouin's) greater body with no more d. 

 does this, it. is no reason why in equity she si 

 that superiority iu form due' to proportions w 



Again, a rrahk boat will carry small sat], and it might be supposed 

 the L. and Bail rule would be putting a premium upon bad unstable 

 forms. But it does not, because the unstable form carries loss driv- 

 ing power, and what might be supposed a gain under the rule one 

 way is exactly lost in the other. 



The conclusion is that Length and Sail area is equitable as near as a 

 rule can be made in practice, in its general application, and that 

 under it a person can choose a narrow deep type driven with small 

 sail or a broad type with large sail, the latter paying tor her large 

 sail, it is true, but also receiving in return the benefit of large driving 

 power. 



Under this rule, the opposite types of like length can bo raced, 

 being only asked to put themselves on equality in driving power,- or 

 else pay for the use of more (ban an adversary. In practice the 

 greater sail area is as often found on oue type as upon another. 



If a person takes great beam and great depth and draft, he obtains 

 the largest boat on the length, requires the biggest sail and through 

 the sail factor pays for the bigness of his boat. 



If a person wants a small boat, takes moderate beam and depth, 

 he carries less sail, and through the sail factor of the rule, caguizauce. 

 is taken of the fact that his boat is small on the lengl h. 



If a person spars heavily or overspars and another builds on the 

 same model but rests content with a snug rig, the rule in artificially 

 bringing about an equality in the driving power of the dwo would 

 (extraneous causes excluded) bring the two boats even at the finish 

 and that would be perfect equity, as both being like in model, neither 

 one can claim superiority over the other. 



Without the sail factor the largest rig would win in the case cited, 

 not from any superiority in the planning of the boat but from the 

 fixed, inherent and well-known advantage of excess in driving power, 

 to demonstrate which no race is at all required. To eliminate that 

 inherent advantage of greater power, the sail factor serves. Then if 

 two boats differing in shape or proportions compete, the result has a 

 logical meaning, aiid from it we can derive a correct opinion of the. 

 worth of the two forms. 



As to what importance or weight the sail area should be given, it fc 

 comparatively a minor question, if the general principles or basis for 

 measurement can only once be agreed upon. 



The Seawanhaka Corinthian Y. C. gives it a little more weight thnni 

 the New Y-ork Y. C, and the English proposed rule more than either 

 by the following formula: 

 English Rule: LxsaiI =tonnage. The divisor being a fictitious fig 

 8000 - 



H you wish to bear light on large rigs, follow New York rule. It- 

 heavy, follow English rule. If an average between the two nearer 

 the New York rule a little, adopt the Seawanhaka rule 



If none of them suitable, compare well known standard boats of" 

 radically different types tf same length, aud give such weight to sail 

 area that both (on assumption they represent equal talent iiitbe shap- 

 ing of their lines) shall be figured at the finish at the same corrected 

 time. 



As for the amount of time in minutes add seconds, only experience 

 can guide. Although theory gives a table based upon the assumption 

 that speeds vary as t L, it. does not .serve, when length is modified 

 by the introduction of sail, at least not in a direct way. ft two boats. 

 With proportionately like sail are supposed to compare la speed as 

 t E, then those two boats having different proportions of sail would 

 not come up to the theory, and the difference between their perform- 

 ance and the theoretic results (with equal proportion of sail) will 

 represent the weight to be given to the difference in sad 



Thus if two boats 35 and 38ft. long, with like proportion or sail, 

 (mesh, by theoretic toi inula, am. apart, and in practice, w ilh different 

 proportions Of sail, say 8m, apart, then (he extra .'tin. is to be laid to 

 the Smaller sail area, aud the sail factor should have just such weight 

 m the length and sail rule that upon applying the time table, (be 

 figuring should just cover or wipe out the extra 8m, So that the value 

 to be given to sail depends upon the time scale you accept and bice 

 versa. 



If you start with the theoretic comparison that speeds vary with 

 the i/L, and first build or adopt a time scale on that, then sail area 

 should be given such weight as will cover the differ* 

 practice with different proportions of sail beyoiii 

 difference deduced from the theoretic comparison 

 sail. It is customary to accept for practice only 40 

 ic lime allowance, as full speed would seldon 

 40 percent, is supposed to be the average^ - 

 Speed the lengths are capable of, which is achieved 

 Or in short, the factor of sail is a correction of the 

 ance (based upon assumption of like proportions of t 

 variations of sail in practice, not in accord with the theoretic assump- 

 tion, iue intention ot the correction being to assimilate the differences 



observed in 

 1 and above the 

 by yl, and equal 

 per cent, of the 

 ■ be attained and 

 of the maximum 

 in actual racing 

 theoretic allow 

 for those 



