436 
FOREST AND STREAM. 
fNoy. 28, 1896, 
THE FUNDAMENTAL PRINCIPLES OF 
YACHT MEASUREMENT. 
■ The general recognition of the defects of existing systems 
bf * measurement in tliis coiintfy. and desire for a remedy, 
taVe as yet produced notliing in the way of sviggestions or 
amendments that can be classed as more than local or super- 
liclal. One set of proposals deals with the limitation of 
dtaft, another wi h tlie limitation or taxation of overiiang, 
a,nd a third goes no further tban to prohibit the bulb-lin 
type, so far, as mere construction goes, while recognizing it 
in ^Gtual form, 
, At, best biit little good can come from such partial meas- 
iires.Of reform; as a matter of fact, those of this sort recetit- 
Jy enacted are likejly to prove positive elements of evil. If 
the iHeasurement (Ju^stion is to be dealt with successfillly 
&nd.finany, so far as the latter term applies to the reverse of 
the long existing Conditions of dissatisfactitin And change, it 
ban. only he done by stairtin^ at the viery jfoiindation of] the 
^jilS^ect ,&n<J buiidiiig up .properly from, ttie , bottom. That 
.this .is,Jil^ely to prove a most difficult task, all familiar with 
measurement ) legislation will admit; but there are many 
yachtsmen who, are at least competent to discuss it intelli- 
gently if the way could be opened to a general and thorough 
inquiry under the auspices of the yacht clubs. Of coui-se, 
the season is now too far advanced for any positive action 
to take effect in 1897; hut if anything better is to be done 
uext November than has just been accomplished by the 
Larchmont and Kew York yachl clubs, a year is little 
enough time for discussion and deliberation. 
Just what the situation will be at the end of the racing 
season of 1'897 it is impossible to forecast, but it is safe to say 
that the work of framing and passing amendments to the 
ineasiirement rule will be far more difficult then than at 
preseiit. Any yachts built during the winter, and some 
fairly large ones may be looked for with confidence, must re- 
ci-eate the "vested interests" that do not now exist, biit which 
ate such formidable bars to all changes and restrictions of a 
salutary nature. 
The following are a few of the propositions that should 
form the basis of any thorough discussion of the measure- 
liient question : 
Vacht racing as it has existed for the past five years in 
A.merica and iQ-reat Britain is marked by many 'features 
which are generally deprecated as to the disadvantage of the 
sport; the winning yachts being of great cost, limited life, 
liable to be quickly outbuilt, and of little utility other than 
as racers. 
This state of affairs is due to two prime causesi the general 
conditions of modern sport and the defects of existing meas- 
urement rules. The first cause, the readiness of a stoall 
number to expend large sums in order to tAnn prices, regard- 
less of all other considerations, is alm'osl entirely independent 
pf the question of the measurehient riile, and is likely to ex- 
ist to an undesirable extent under the most perfect formula, 
it cm only be made inoperative by supplementing the meas- 
urement formula proper by rigid restrictions on light con- 
felriiction, specially expensive materials and an extravagant 
outlay in the racing. To illustrate, supposing that a 
rule were enacted that would produce a yacht similar to the 
old 40-footers, and a dozen such craft of modern but not ex^ 
Ireme construction, reasonable accommodation and comfort- 
able furnishing, were built and raced as the forties were, 
the owners living on board and sailing from port to port as 
the racing required. Should any one owner be tempted to 
come into the class with a yacht of equally good design, but 
of aluminum or other extreme light construction, using a 
steam yacht for his home and a tender for the racing yacht, 
ordering three or four suits of sails in a season and employ- 
ing a couple of the crack racing skippers as first and second 
captains; it is plain enough that he would soon take all the 
prizes and kill off the class. It is difficnlt, if not altogether 
impossible, for the clubs to draw the line between legitimate 
and commendable enterprise on the part of the racing 
owner which raises the general standard of j'^acht racing, 
and that selfish spirit wluch looks only to the winning of 
the greatest number of prizes in a season, no matter what 
the result may be on the class in the future. It is the case 
at present, both in America and England, tbat the measure- 
ment rules are unjustly blamed for evils that they are not 
responsible for and that might have come under the most 
perfect of rules. This particular phase of the measurement 
question must be considered at the start, as it will prove only 
a waste of time to attempt to find a formula which of itself 
■wiU correct evils that are due to some external cause. 
Coming to the formula itself, the first questions are: the 
ends to be obtained by a formula of measurement and the 
general nature of such formulas. The first point we have 
frequently discussed and need not touch on now. Suffice it 
to say that yachtsmen are universally agreed that the func- 
tion of a rule is to produce the best possible yacht ; and as 
generally at variance as to what constitutes the "best," one 
man preferring the open skimming dish, one the little lead 
mine, a third the fin-keeJ, and a fourth the tub cruiser. 
The second point, the proper nature of the measurement 
rule in the abstract, is one that has received very little atten- 
tion when it is considered how many barrels of ink and 
reams of paper have been expended, not to say wasted, in 
discussing the secondary question, of the number and values 
of the factors in the formula. The question was suggested 
in a letter in our issue of JSTov. 14, and is further discussed 
in the following from the same writer: 
Editor Forest and Stream: 
It 1 set tbe drift of tne editorial comments on my tetter of last 
week conceraing measurement rules, it is: 
(1) That I entirely mistake the purpose of the maker,? of Ruch 
rules, and that they do not helleve in the restriction of the principal 
elements of design within fixed maximum and miuimum limits. 
Permit me to say in reply that, aside from the matter of regulating 
handicaps, I can conceive of but one purpose in making or amending 
measurement rules, fiz,: to encourage the building of what the 
makers of the rules deem to be a desirable type of yacht. Yachts 
cannot be classified as belonging to desirable and undesirabe types 
without the fixing of definite limits to the variability of the propor- 
tions between the principal dimeDsions, In other words, the concep- 
tion that a yacht has or may ha?e an undesirable form is impossible 
without the prior fixing in the mind of maximum and minimum 
limits to the principal dimensions ot the ideal yacht with which she 
is compared The hmits may be tolerably wide apart, nut there can 
be no type unless there is a limit to the diversity of form between 
individuals composing a class. 
That ideal type may be directly and certamly developed in two 
ways: by at orce stating the limits to the fundamental pi oportions, 
and requiring all yachts to be built within those limits; or by attack- 
ing the problem XjiecemeaJ, by sijecial legislation directed to each 
abnormal feature as it is evolved. The former method is the more 
economical, and produces the desired results more quickly. 
The same results may possibly be reached by indirection, but with 
Rijjcb wcertaiutj', and, if we .may Judge by experience, with Utde 
kelihobd of ultimate success ; that is to say, by means of complicated 
fomtilm like thisl L-|-1.2 B-)-Girth-f Vg. 
This 1 contend Is a clumsy way of confining the evolution of the 
yacht within certaiu desired limits, that it might almost be deemed a 
clever contrivance to binder and delay the production of the ideal 
yaOht. ■ , ■ ^ ■ 1 
(2.) To the objection that fio possible tormilla has Ueeii suggf^stea 
tor a rule based upoil absoliite add definite limitations of the princi- 
pal elements of design, it may be said that whta. forttiula iiiakei-s 
have clear and definite ideds respecting the type of yachts they wish 
to develop, it \Vill certainly be as easy to describe th£tt type iil terirls 
that directly make a maximum and minimum limit to each of the 
principal dimensions as to describe it b.y the single term of an 
abstract number which is the sum of sdndry numbers of concrete 
units of differeiit kinds, i-epre.sehting individual dimensions, any on© 
of which may be varied indefinitely. ,4 ■ j 
The foregoiuj? foi'raiila seeihs to Be eoh?ti:uctea ujion the principle 
that there will tie no induliement to dnduly enlarge a,n^ 01! the dimeii- 
sions namf3d at the expense of othei s, because 1ft. of l.w.l., .83ft. .pf 
bearh; 1ft. of gii-th and the scjuare root ot Istj, ft. of sail are apjiroxl- 
insltely etiuivalent factors in producing spe^eti. It would lie interpSfr 
iug to kno^V by what tirooesis of reasoning this coriclusipn *as 
readied. Sestanx. 
It is a mere matter of history that practicallly all measure- 
ment rules up to the present time, with such exceptions as 
are found of late in certain special classes like the 40-.foot- 
ers, have been based upon the theory combated by Sextant 
of a summation of certain unlimited factors. It has at least 
been assumed that there were certain natural ^limitations to 
the extreme use of any one or more factors, though expe- 
rience shows that such a natural limit is often far beyond 
what is generally accepted as desirable, as in the case of 
draft in the lagt few years. 
We do not yet understand how a Satisfactory formula, 
pej'mitting different types to race together on, a fair basis, 
can be made on the pUn which Sextant suggests. It is 
quite obvious that by means of absolute restrictions one 
stereotyped model — and that a very good one — may be pro- 
duced i but there seems to be no elasticity or opportunity for 
experiment under such a system. The result must inevit- 
ably be the. production of one type, and past experience 
shows that the chances are in favor of the type being a bad 
one. Had Brilish yachtsmen acted upon this theory in 1880 
they would have taken as the ideal on which the formula 
was to be based the extreme narrow cutter '; had American 
yachtsmen taken up the matter at the same time the whole 
field of American yachting would have been closed to any- 
thing other than the sandbag model in various si^eSj from 
100ft. downward. Had the experiment been tried in this 
counti7 just before Minerva racedj in 1889, the idtial niodel 
would have been the deef); ppwerftll find , overriggea 40- 
footer. What sufcji a movement would result in to-day can 
be iihagined from the recent faulty legislation in the efEort 
to apply this same principle to one factor alone—draft, , 
Inhere is no disputing the fact that the present system of 
fortniila. as ernbodied in the ^eawanhaka rule, the "Y. E, A. 
l-ating yule or the Jii-esent linear rating rule, to say nothing 
of the French and German rules, has failed to bar the racing 
machine and produce a desirable type of yacht whenever put 
to the extreme test of keen competition and the outbuilding 
contest; which accompanies it. At the same time we cannot 
see that anything more is to be expected from the system 
advocated by our correspondent, or even how his suggestions 
are to be put into practical shape. We shall, however, be 
glad to hear from him and otlierS in the matter. 
result of extending this restriction to the other class would be simply 
that the extreme racing machine could not be successfully sailed in a 
brepze. Now If that were so the present scare ot the hawk (the 6ft. 
slide machine) would be ofl:, and many old-time canoe sailors would 
come back into sailing, and novice recruits would have a chance) at 
least, of a pleasant sail, if not of a prke or two. Another, but lesd 
Important arttendment, Would be the abolition of permanent foot-battl 
or bucket wells; auchet tjontrlvailce as a canvas bucket well, flf^ed sd 
as to be reoiovable, is tjuite a tiroper fitting^ and it can be hsed by ^ 
cruiser or a racer; but the canoe biiilt withodt any w6ll, or with tisp'rii 
of soapdish or shallow indentation of the de6k, curiously teriiled^ A 
well— such a craft is a machine, and is a standing enemy td th^ fiir 
future of canoe sailing. 
One other drawback to racing at Burnham was experienced last 
Bededn, namel;^. the perishing strains suffered by the canoes in the 
roundabout, disconnected railway journey and carting. If Burnham 
18 to be relaihedj carriage by water must be arranged for, and here an 
item oi rid small expense nidat be accepted and apportioned between 
the club and the (3ompetitor§. 
YACHTING I^EWS ISldfE^. 
I Peregrine, steam yacht, H. White, is at ta'Syley'S foi- SlteMtioSI 
to the cabins. ;• * 
The New 'S'ork Yacht Racing Union has proposed a conference with 
the Yacht Racing Association of Massachusetts with a view to the 
adoption of uniform sailing measurement and classification rules; 
Tbe sailing rules of the two organizations are now practically the same, 
but uniformity on other points is impossible so long as one organiza- 
tion has a length and sail area rule and the other a simple waterline 
with crew on board. With uniformity in sailing rules more practical 
knowledge of the value of the respective measurement rules can he 
had by allowing each association to build and develop under its 
own 'ules for several seasons and then comparing results,— Boston. 
Globe. 
Tbe "Seeler's TascSenbuch" (Sailor's Pocketbook) was- first pub- 
lished in 1891 by our enterprising contemporary, the WassersporU of 
Berlin, the German yachting journal The little book was notable, 
not only for its technical value, but as marking another step in the 
puccessful growth of .yachting throughout the German empire. The 
new edition that has just come to us, considerably enlarged and im- 
proved, is in turn a memorial of the progress of the past five years, 
during which time the older yachts which marked the infancy of the 
spf^'rt in Gernnany have given place to many new yachts of the most 
modern type, from th« great Meteor II. down to the little Bubble. 
The book, as its title indicates. Is a guide for the young yachtsman; it 
is carefully arranged and written and very well illustrated with ex- 
planatory diagrams. It treats first of the different types and sizes of 
sailing yachts, then of gear and rigging, ballast, rudder, ground 
ta' kle, life saving. The second part, seamanship, deals with the small 
boat under sail, the yacht under sail a^d cruising in small boats. A 
Cbaoter is also devoted to the German Sailing TJniin. One important 
addi' ion includes a number of designs of small yachis, <^nterbpard, 
keel, and bulb keel; such craft as are best snired to the use of the 
noviee and the young Corinthian generally. Thoce Who are familial- 
with the German language will And the bosk both Interesting and 
useful. ... . , . ^. .. 
British Canoeing. 
Thb following comments on the condition of canoeing in England 
to-dav are from the Field. It is very unfortunate that, at best, there 
has always been an utter lack of harmony between the Royal Canoe 
CiuD, which aftei- all is but a club and a local one iri spite of its high 
position, and the British Canoe Association, which is not a club, but 
a national association. Curiously enough, to Americans, the racing 
legislation is entirely in the hands of tbe local club and not of the 
nauonal association; and canoeing manages to exist in someway 
under such anomalous conditions. The real racing events are not 
those ot the B. C. A. meet, but of the R. C. 0, race meetings: 
Of all the months in the year, probably November is the least uti- 
lized afloat; on the other hand, this month on shore witnesses the 
shaping of the mould and the casting of next year's chief canoeing 
events. The Royal Canoe Club meets in ijondon on the 24th of this 
month, and after the annual dinner the autumn general meeting will 
be held. At that meeting almost anything may take place, and it is 
therefore impossible to say for certain, until after the meeting, as to 
how or in what lines canoeing may grow during the coming year. 
Possibly some local club man of some outport club may think we 
exaggerate the importance ot the R. C. C. meeting when we suggest 
that it moulds and Casts the chief canoeing events; but let him for a 
moment consider the effect of a clash between the R. 0. C. fixtures 
and the meet of the British Canoe Association as one instance. Such 
a thing is possible, but let us hopa highly improbable. However, 
there are tliose, and we have heard from several lately, who desire 
to see the Royal C. C. hold a cruise, a camping cruise, in Scotland or 
North Ireland late in the summer, and thereat to hold the club's 
sailmg races and cup race. It is needless to point out that if this 
were to take place, no matter whether the dates clashed or not, the 
two events would clash, and one o£ them would fall through; it 
would immediately become a question of which programme and local- 
ity was the most captivating. Few men could afford two distinct 
terms of holiday, and the extra expense of trans-shipment between 
the two meets would be a further damper on tbe possibility of attend- 
ing both. 
In the present state of canoeing as a sport, the senior club will be 
far better advised to stay at home; indeed there are many canoemen 
who think the club went too far afield this last season in holding its 
sailing races at Burnham-on-Crouch; but, like most things, there are 
two sides to that particular question. Viewed from the recruiting 
point of bringing new blood into the club, of binding members to- 
gether in solid comradeship, and ot making the club agreeable to its 
members besides the mere cup hunters, there can be no shadow of 
doubt but that the old Heodon Lake arrangement was the truest ob- 
tainable near London. 
Hendon was slowly but surely poisoned by the advent of the racing 
machine; off-day pleasure sailing on the lake, which attracted men 
down on mid-week evenings, and company sailing on many fine Sun- 
days was all knocked on tbe head by the influence ot the roUey-over 
racing machine. Sailing became an arduous task, a gymnastic per- 
formance under most uncomfortable circumstances, with a consider- 
able dash ot real danger; hence the majority sought the comforts ot 
Yi raters and other small yachts. 
From tne other point of view Burnham on-Croueh was expected to 
do, and has done, its powerful duty toward killing th« poisonous in- 
sect which was lowering the vitality of canoeing. The Thames at 
Greenhithe last year showed up the wretched state to which canoe 
models had driveled, and Burnham has this year put, we sincerely 
hope, the finishing touch to the downward dragging ot the will-o'-the- 
wisp. The whole Burnbam chapter speaks eloquently to those who 
can look ahead; Burnham is no place for the novice, no place for re- 
cruiting; it is a perfect place for the racing man, but a poor place for 
the club member or cruiser who wants to at least see his club's money 
sailed for. The experience is that it is an expensive place to get to 
for either canoe or man; it is a long and expensive journey for visit- 
ors, practically out of the question for those who do not sleep at the 
place. The question of the best course for the club to take is indeed 
one difficult to answer, but as tbe motions relating thereto have to be 
sent in to the secretary on Tuesday next, Nov. 10, we draw the atten- 
tion of canoemen to the subject, hoping that some brilliant idea for 
the coming season may be timely put upon the agenda of the general 
meeting. 
This general meeting of the R. CO, in addition to the business 
above mentioned, is the only meeting at which rules affecting classifi- 
cation for racing purposes can be altered so as to be effective during 
next season; it is therefore to be hoped that the agenda paper will 
contain some clear amendment of the racing machine rule. We have 
often mentioned one important alteration— absolutely important in 
the present circumstances. It is not the abolition, but the restricting 
of the sliding deck seat. The deck seat is already restricted jn the 
cruiser class to the limit of the width of the canoe when it is rjgged 
in ; if such reetricciQn is fairly acted upon tbe slide-out board oanDot 
exceed h^lftjie o^oe'g beam; is, in the oruiser plass, Slhi.aT4e 
AMERICAN CANOE ASSOCIATION, 1 SQe-Q"?. 
Commodore, John N. MacKendrick, Qalt, Canada, 
Sec'y-Treas , John R Blake. Gait, Canada. 
Librarian, W, P. Stephens, Bayonne, N, J. 
PURSBHS. 
Atlantic Divi8ion,,H. W. Fleischman, 1611 N. 2l8t St., Phila , Pa, 
Central Division, Laurence C. Woodworth, Gouverneur, N. Y. 
Eastern Division, F. J. Burrage, West Newton, Mass 
Northern Division, Francis H. Mannee, Kingston, Canada. 
Annual dues, $1; initiation fee, SI. 
WESTERN CANOE ASSOCIATION, 1895-96. 
Commodore, 0, F. Pennewell, Detroit, Mich, 
Vice-Commodore, Nat. H: Cook, Chicago, III. 
Bear-Commodore, E. H. Holmes. Milwaukee, Wis, 
Sec'y-Treas., W. D. Stearns, Detroit, Mich. , 
Executive Committee: R. M, Lamp, Madison, Wis,; 01 J. Steadman, 
Cincinhati, 0. ; F, W. Dickens, Milwaukee, Wis. 
American Canoe Association; 
ANNUAL MBKTINO OF THE BXKOUTIVE OOMMITTKK, 
Toronto, Saturday, Nov, gl, 1896, 
The fourteenth annual meeting of the exeoutive committee of the 
American Canoe Association was held at the house of the Toronto C. 
C. on Nov. 21, with Com. J. N. MacKendrlck in the chair. The execu- 
tive committee was first created in the fourth year of the Association. 
1883, previous to which time all legislation was carried on at the general 
meeting of the members, held during the [annual meet, each member 
voting in the electinn of ofHcers and the amendment of constitution, 
racing rules, etc. Under the existing system the members of each 
division elect their division oifleers, who, with the commodore, secre- 
tary-treasurer and librarian, constitute the executive committee of 
the Association. ^ j , 1 
A meeting of the committee is held each year at the meet, ^ bu.fc, tHp 
principal business of the Association is conducted at the annual ndeetj- 
ing of the committee in November, at a place selected by the new 
commodore. The various meetings have been held as follows: 
1883, Albany, 1890, Boston. 
1884, Albany, 1891, Albany. 
1885, Oswego, 1893, Kingston. 
1886, Albany. 1893, New York, 
1887, New York. 1894, Albany, 
1888, Toronto. 1895, Rome. 
1889, New York, 1896, Toronto. 
Tbe central location of Albany has led to Its frequent selection in 
Tjreference to other cities. 
Mr. John R Blake, the newly elected secretary-treasurer, called the 
roll after tbe meeting was called to order, the representation being: 
Com. John N. MacKendrlck, Sec'y-Treas. John R. Blake, Librarian W. 
P. Stephens. 
Northern Division: Vice-Corn. R. Easton •Burns, Purser F. H, 
McNee; Ex. Cjib : W. T. Lawless, by proxy; D'Arcy Scott. 
Atlantic Division: Vice-Oom. Josenh E. Murray, Rear-Com. W, E, 
Barlow, Purser H. W. Fleischman; Ex, Com.: Thomas Hale, Jr., J. 
K. Hand. 
Central Division: Vice-Corn. H. M. Stewart; Ex. Com,: H, C. Morse. 
Eastern Division: Not represented. 
Mr. R. J. Wilkin, president of the board of governors, was present, 
and on motion of Mr. Stewart, seconded by Mr. Fleischman, was ac- 
corded the privileges of the floor. 
The minutes of the meeting of the committee m August were read 
and approved, with a motion to amend them by adding a minute of 
the election of Sec'y-Treas. Blake by a mail vote. A letter was then 
read from ex-Com. Huntington, inclosing the bond executed by Mr. 
Noyock, winner of the paddling trophy, and stating that the winners 
of the sailing and Dolphin trophies had promised to furnish similar 
bonds. On motion of Mr. Hand, seconded by Mr. Murray, it was re- 
solved that a regular form of bond be adopted, to apply in the future 
to the three cups, the amounts for the A. C. A. sailing and paddling 
trophies being in each case $500 and for the Dolphin trophy $250, two 
sureties approved by the commodore being necessary in each case. 
Invitations were read and accepted with thanks from the Toronto 
C. C, the Toronto Camera Club and the Toronto Athletic Club, The 
following report of the retiring secretary-treasurer was then read 
and accepted: 
SECBKTAaX-TBBASUREK's REPORT, 1895-96. 
Seceipts. 
Sec'y-Treas. Oragg as per report. $761 60 
Board of Governors, advance. , . ^ . , , , , , 250 00 
Central Division, balance 1895 . . i , ; . i i 3 26 
Northern Division, balance 1895 , .4, 2 10 
Central Division, full income 1896 189 07 
Atlantic Division, 30 per cent, income 1896 86 50 
Eastern Division, aO per cent, income 1806 120 90 
Northern Division, 30 per cent, income 1896,.,... 27 60 
Year Book, receipts 283 76 
Year Book, postage , . 44 48 
Camp Site Committee , 450 34 
Transportation Committee, ,4^..^ ..... , . . , , 207 40 
Regatta Committee. , , , 5 25 
Campdues 194 00 
R., W. & O. R. R Transportation 189S.......,,, . 18 96 
Q0^9 bopfeSi I n I I 1 1 I ! » 1 1 , , , , : » J ( « = I • , r , i 1 5 I 0 ) 1 ; J ^ t ) I t. » t M ' ? • ■ • I ^ ? ^ 
