Jan. 8, 1897.] 
16 
that certain conventional methods shall be followed in marine 
'drafting as in all other branches of the art. As in all other 
handiwork, far better results are obtained by following some 
'definite system of operation; and, what is of particular im- 
iportance in marine drafting, if all designs are made after one 
general system, it is much easier to make those close com- 
parisons between them which are the main basis of success- 
ful study and designing. 
While all designers and naval architects work approxi- 
mately in the same way, the usages and conventionalities are 
much less marked than in other similar professions, such as 
architecture and machine designing; and each marine drafts- 
man is a law unto himself as to the innumerable 
details of his work. It has been for nearly fif- 
teen years an important part of our work to prepare 
for publication in the Fokest and Strkam dpsigns derived 
from many different sources, the work of numerous drafts- 
men. The most striking point about the large collection of 
drawings that has thus passed through our hands is the en- 
tire absence of system, save in the few basic points that are 
absolutely incapable of variation, such as the use of thft 
three planes of projection and the conventional "waterlines," 
"diagonals," etc , soon to be described. Failing to find in 
all of the works on designing and naval architecture any 
thoroughly systematic method of operation, we began some 
years since to plan out such a system, both for our personal 
use in the study of drafting and designing, and because it 
seemed in every way desirable that in presenting together a 
very large number of designs, as in the numerous volumes of 
the Forest and Stream*, all should be maie after some one 
system, In the gradual evolution of such a system we have 
followed the established usages of draftsmen in general, en- 
deavoring to combine them into a simple and definite system 
of working. Those who are familiar, as many are, with the 
long series of designs which has been such a feature of the 
Forest and Stream since 1880 wiU recognize that of late 
years a marked uniformity of style has prevailed, with the 
result that the differtnt designs are more closely related to 
each other, and more easily compared. While some designs 
come to us so cleverly executed that it would be but a waste 
of time to redraw them, the majority are entirely redrawn, 
with totally different arrangement of stations, level lines, etc. 
Without claiming anything novel, radical, or indispen- 
sable for the methods followed in the course of these articles, 
we can at least present them as definite and systematic; 
and welwould recommend to the beginner thathe should follow 
them carefully until he finds good reason for abandoning 
them for others. 
As the first step then, we will discard the port or left side 
of our imaginary model, retaining the starboard or right side 
as the object of our future operations and investigations. 
This will bring the bow to the right hand and the stern to the 
left, as in Fig. 20. 
We know of no special reason why a drawing of a vessel 
should be made in this way rather than the reverse, as is very 
frequently done, but it is plain enough that all drawings 
should be alike in this respect. In our early experiences we 
began to draw hap hazard, one design with bow to the right 
and another with bow to the left. The absurdity of thi4 was 
readily apparent, and we soon drifted into the habit of draw 
ing with the bow to the right, probably because this plan is 
the more common one. It is followed to day by most de- 
signers and draftsmen, though exceptions are by no means 
rare. In many cases designs for the Forest and Stream, 
if on tracing cloth, are redrawn by turning the drawing face 
down and using a new piece of cloth over it for a new trac- 
ing, thus reversing the bow from left to right. 
We will start then with our half model, as in Fig. 30, with 
the bow to the right. The operation of sawing'the whole 
model in two has given us one fiat side, which is a very great 
help. This side we can place directly against (he back of 
the hex described in the previous chapter. The first step 
which suggests itself is the tracing of the side elevation of the 
model on the back of the box, which is easily done by run- 
ning a pencil around the outline of the stem, keel, rudder, 
counter and upper side. The next simple step is the projec- 
tion of the greatest breadth of the model upon the bottom of 
the box, by placing a vertical straightedge, or a plumb line, 
alongside the deck line at the bow and marking where the 
foot touches the bottom of the box, then moving the straight- 
edge along by small degrees and marking the foot at each 
point. 
The next step is not so plain, we have but a smooth and 
irregular surface, of complicated curvature, and with no 
lines or edges that can be projected on either of the planes. 
The presentment of this surface in the picture. Fig. 13 and 
Fig. 20, is very pretty, but absolutely useless for purposes of 
accurate delineation or measurement, and something very 
different is necessary. 
It is manifest that we can handle this surface both ac- 
curately and conveniently if we can mark on it a sufBcieut 
number of lines and draw them, each in its proper plane. 
The simplest way to do this is to saw up our model into a 
number of thin slabs or slices, tracing the largest edge of 
each slice in its correct position relative to the others. If we 
have a model made, as is sometimes the case, of a number of 
Ihm boards of the same thickness fastened together with 
screws or with wooden pins — dowels — we can take it apart 
and trace on the proper place the outline of each board— fo/if, 
as it is called; then we can reunite them and saw the model 
into other sections by a series of parallel cuts at right angles 
to the fore and aft line of the vessel. These sections may 
also be traced, giving projections of other cuives of the sur- 
face on the ends of the box. 
This process of a dissected model in many pieces is slow 
and cumbersome at best. It was, however, the only one in 
use by j'acht builders in this country for very many years, 
and it is but a few years since it has disappeared entirely. 
The usual method was to get out from a dry pine boird a 
sufHcient number of lifin to make the required depth ot the 
model, the top piece being thick enougJi to allow for the 
curve upward of the deck, the sJieer. These pieces were 
fitted together and fastened with screws, or more frequently 
with wooden pins— dowels The soUd block thus made was 
fashioned to the required shape with saw, spokeshave, 
chisels and gouges, being finally finished with sandpaper. 
The only guide to the correct shaping was the eye of the 
modeler. While the block was still m the square", vertical 
lines were drawn across the back, usually sci'-ihed in with the 
point of a knife, and after the upper side was shaped to the 
required sheer similar lines were scribed or drawn across the 
top. These lines were usually locatt d where the frames of 
the vessel were to be, no special attention being paid to the 
number or lengths of the inter'cals or spaces between the 
lines, except as regards the proper distance for the frames. 
Alter the model was thus completed, it was laid flat on a 
hoard or sheet of paper and the outline of the stem, keel; 
sternpo't, counter and ut>per side were marked in, al-so this 
positions of the seams between t*ie different lifts and of the 
vertical lines on the back. The model was then turned 
with the upper side down on the paper, being wedged if 
necessary until the waterlines weie parallel with the papT, 
the back edge being parallel with the lines of the lifts in the 
first drawing; then the outline of the upper side was drawn 
in with a pencil held vertically. It frequently happened in 
the old vessels, with tumble home to the topsides, that the 
line thus drawn was not the outline of the deck, but the line 
of greatest breadth, at whatever height this might be on the 
various stadons. After this the screws or dowels were ri'- 
moved, the lifts separated, and each in turn was laid on the 
paper, properly adjusted by the line at the back and the dif- 
ferent verticals, and its outline drawn in. From the two 
drawings thus obtained, the side elevation and the ground 
plan, the third drawing, the end elevation, was easily ob- 
tained by methods shortly to be given. 
While this was the usual method of taking off the lines 
from a model, it was not the only one. The edges of the 
lifts were not only easily damaged, but in some places they 
were reduced to the thinnest /eai/t«r-ed^e that crumbled in the 
cutting and finishing and made a very rough and indefinite 
line when traced. A much handsomer and more durable 
model could be made by gluing the lifts permmently to- 
gether at the outset, or even by cutting the entire model 
from a single block of pine. Such solid models were often 
made, the lines taken from them in this case being vertical, 
along the different sections, instead of horizontal, along the 
waterlines or edges of the lifts. This was done in several 
ways; sometimes a strip of lead was used, perhaps ixiin., 
this being pressed to fit the surface of the model at the re- 
quired point and then transferred to the paper, a very unre- 
liable and unsatisfactory method. Another way was to cut 
a light saw kerf into the model at each station, inserting a 
piece of cardboard and tracing the outline of the model on 
it, the cardboard being cut out to form a mould from which 
the section might be drawn on paper. After this was done 
at every station, the kerfs were filled with pieces of veneer, 
glued in, and the model smoothed and polished anew. 
[to be continued.] 
LAKE YACHT RACING ASSOCIATION. 
Thirteenth Annual Meeting. 
ROCHESTER, DEC. 19. 
The thirteenth annual meeting of the Lake Yacht Racing 
Association, of Lake Ontario, held on Dec, 19, at Rochester, 
N Y , will long be remembered as the most tiresome and 
protracted meeting yet held, as well as a notable exception 
to all preceding meetings, which have uniformly been char- 
acterized by harmon-y and good feeling and unselfish work 
for the good of the Association. The Lake Y. R A. since 
its foundation in 1884 has clone in a quiet way, unknown to 
yachtsmen at a distance, a work of which its members may 
well be proud. At its biith yachting and yacht racing on 
Lake Ontario were in a most . backward condition. There 
were a few clubs, most of them weak in numbers; a scattered 
fleet of yachts, all old boats and of varying sizes and types; 
no single locality boasted of a good rule, and no two local- 
ities had the same rule, the racing being of the most hap- 
hazard description. The lake itself is a large body of water, 
with ports few and far apart; comparatively few wealthy 
men were interested in yachting, and matters were compli- 
cated by the further obstacle of a divided nationality, part 
of the tieet sailing under the blue or red ensign and part 
under the Stai's and Stripes. The organizers of the new 
venture established a wise and liberal policy, which has been 
maintained ever since, adopting modern rules and methods, 
but at the same time protecting as fac as possible existing 
boats. The result has been that the odd siz-s and types have 
dropped out by degrees as new boats came in to take their 
. places, this change being made without giving serious offense 
to the owners of the old craft, and as for the new ones, they 
have been built to establisoed rules and classes. As in the 
American Canoe Association, the Lake Y R. A has known 
no one nationality, but has gone on amicably under two 
flags. We fail to recall a single case in which what might 
be called international issues have arisen within its member- 
ship. Out of the score or more of similar organizations of 
yacht clubs started within (he past fifteen years throughout 
the country, the Lake Y. R, A. is almost the only one that 
has survived the second or third season, and the only one 
that has shown a regular and constant growth. 
Not being present at the meeting, we quote the following 
detailed report from the Rochester Democrat and Chronicle; 
we believe that it is substantially correct. 
It was .3:30 o'clocli this morning when the delegates to the meeting 
of the Lake Yacht Racinp: Association concluded business. Th^y 
had begun a little after 2 o'clock, first meeting at the Powers HoiPi. 
They finlshea at the Rochester Y. C, where a banquet had been 
given them. They had met to accept or reject two clauses principal- 
ly; all the other matter was of mmor importance, and contained no 
radical change. The greatest of these two clauses was the one 
which required that the midship section of the yachts built in the 
future must have a coefficient of 35 per cent. The other was that the 
vessels should have their load waterline measured with crews 
aboard. The first one was not adopted, as it was formulated by tne 
delegates who met at Buffalo a month or so ago to formulate rules 
which would be accepted by a Yacht Racing Union oi the Great 
Lakes, yet to be formed. The second was also amended somewhat. 
The delegates gathered at the Powers Hotel, and from there ad- 
journed to the Chamber of Commerce, where they were called to 
order by ^milius Jarvis, president of the Lake Yacht Racing Associ- 
ation. J. E. Burroughs, vice-president, and E. H. Ambrose, secre- 
tary-treasurer, were also present. The clubs and the delegates rep- 
resenting them were: 
Oswego Y. C— R. A. Downey, com ; John T. Mott, J. P, Doyle. 
Rochester Y. C— J. E. Burroughs, T. B. Pntchard, F. W. Bickford 
Royal Canadian Y. C, of Toronto - Geo. H. Gooderham, J. Carl 
Reed, A. Jarvis. 
Royal Hamilton Y^ C— Frank Monck, E. H. Ambrose, J. H. i'ern. 
side. 
Victoria Y. C, of Hamilton— George Webster, William Burnside 
Geo. Allen. 
Queen City Y. C, of Toronto— William Burnside, as proxy for 
Owalo Martin and W. J. Foy. 
E. C. Berriman, of Chicago, owner of Vencedor; and T. Sebastian 
Poekel, of Racine, Wis., designer of Vencedor, were present in an 
advisory capacity. 
The new rules and by-laws which will take the place of the present 
constitution of the Lake Vacht Racing Association were discussed. 
There was no discussion of any importance until the question of 
measurement came up, and there the fhst hitch occurred. This sec- 
tion was presented as follows; 
"Yachts shall be rated for classification and time allowance by rac- 
ing length, which shall be determined by adding to the load water- 
line length the square root of the sail area and dividing the sum 
by 2. 
"The load waterline length shall be the distance in a straight line 
between the point.* furthest forward and furthest aft, where the hull 
exclusive of the rudder stock, is intersected by the surface of the 
water, when the yacht is afloat in racing trim m smooth water, 
with all persons aboard when the measurement ts being taken sta- 
taoned amidships, 
"Ali yachts ahall be measured for load waterline length with the 
same number of persons on board as are allowed for crew in the 
yacht's class, and whose average weight shall not be less than 1501bs. 
each, or a dead weight placed on board equivalent thereto." 
Here argument arose on the ground that modern vessels are buil 
so close to the waterline limit of their class when no one is aboard 
that the addition of the weight of their crews would put them at the 
bottom of the riass above and out of ihe racing question. 
Mr. Monck saia tnat he believed that the Lak« Yacht Racing Asso- 
ciation should adopt the amended rules with as little change as possi- 
ble, because this Association had made the initial move, and it would 
be well for the delegates to waive some points m order tnat the de- 
sired uniformity of rules on the Great Lakes be obtained. The only 
objection to this clause is that it wouid affect present boats, but it is 
the aim of these rules to promote the building of boats, and ihe 
present objection is but terQpor.ary. as in four years or even less 
there would be entirely new fleets built under uniform laws. 
A couple of compromise resolutions were offered, but were lost on 
being put to ballot. 
Mr. Burnside said that he did not consider that it was just to ask 
him to favor any such chantre of rule, aud he would not favor it for 
all the clubs on the lakes. When he built his vessel he had thought 
the rule under which it was constructed would hold lor several 
years, 
Mr. Jarvis said that on the Sound and in England it is now the rule 
to measure with crews aboard, and that upon this point the inter- 
lake Yacht Racing Association of Lake Erie had strongly insisted. 
Tbis resolution was not acted upon at the afternoon session, but 
was postponed untilafterthe banquet, and it w.is not imtil after mid- 
night that it came before the assembled delegates. All through the 
banquet 'his rule and the oae bearing upon the midship section was 
the subject of con^idel•ab]o lobbying. The principal opponent to 
both sections was the Michigan Yachtin? Association, as represented 
by Commodore Berriman, who. although not -a delegate to the meet- 
ing, yet has been appointed delegate to the Yac.t Racmg Union of 
the Great Lakes when it takes place. According to him the changes 
proposed in measuring with crew aboard, and in requii-ing a 35 per 
cfni. coefficient of the midship section of yachts, will not be accept- 
ed by the association he represents. It may be that this dissension 
will prevent the Michigan association from racing. The midship 
section rule referred to reads: 
"The area of the midship section or largest vertical cross section 
of any yacht over .23 feet r. 1. launched after Novemb'^r T, 1896, 
when in racing trim shall not be less than .oS. per cent, of the beam (at 
1 w. 1.) multiplied by the extreme draft whenever found, exclu- 
sive of centerboard, it it be not a board weighted for ballast." 
Mr. Gooderham said, as one of the owners of Canada, that he 
would not like to see other boats of her model, and would advocate 
that boats of Zelma type be built in future. 
It was ld:15 a.. M. before the business session adjourned from the 
afternoon was resumed. It was then seen that it was impossible to 
s -ttle the above differences, and Mr. Monck moved that the meeting 
bj adjourned, and that a committee be appointed to confer with the 
n ^legates of the Yacht Racing Union of the Great Lakes, and that the 
el.'ction of offtcers be proceeded with. He said that the meeting 
w luld be a memorable one, and would go down in the history of the 
ra:;ing of the Great Lakes. 
He considered that it was impossible to come to an agreement at 
the present time, that it would be a breach of faith to the delegates 
who met at the Buffalo meeting, where the rules under consideration 
were drawn up, to act hastily upon the matter. 
Mr. Feraside said that it would not do to let the matter go over the 
meeting. 
Mr. Burnside argued in favor of the skimming dish, fln-keel type. 
Then it was moved that this section be taken up. 
On behalf of the owners of Canada. Mr. Gooderham said he would 
guarantee that Canada would not beput forwardas a defender unless 
the chal engers should be given the plan of her midship section as a 
m- del after which to build. 
One after the other, amendment after amendment was lost, An 
amendment was finally put which looked as if it would settle matters, 
when it was discovered that Uelegates Monck and Bickford had dis- 
appeared, and no search could discover them. 
The meeting had failed to come to an agreement upon the proposed 
changes to the constitution after 3 o'clock this morning. 
1 hen the meeting broke up for a time, while everybody did a little 
lobbying. Then Mr. Goodernam made a motion tnat boats of the 
•50ft. class take Zeima's midship section: the 4:2ft, class, Zel'-a's; tne 
3Tfi, class, Vivia's; the .32ft. class, Eva's; the i7ft. class, Hiawatba's- 
the 22tt class, Caruli's; up to which future boats must be built' 
Canada to be allowed m the4.'ft. class, but to be faxed thrf e times the 
time allowance of her class. This received no seco ad. More lobby- 
ing , Messrs. Burnside and Fearnside wanted Canada's midship section 
adopted. 
Tupn Mr. Gooderham moved that these boats be the representa- 
tives: Zelma, Canada, Vivia, Eva, Hiawatha, Caruli, in the respec- 
tive cl£.sses. Mr. Fearnside said tbis suited nim. It was what he 
wanted. "I have the courage of my convictions," he said. In mak- 
his motion 3Ir. Gooderham added; "And, gentlemen, there's not an 
American boat in the lot." Mr. Jarvis, who sailed Canada, Mr 
Gooderham, one of the o%vners, and Mr. Ambrose said: "That kills 
the 4afi. class." 
Then ihe question of measuring vessels with their crews aboard 
was taken up, and dropped Uke a hoc potato. Then the question ot 
whether a professional shall steer a boat of over 32ft. in length ' i 
was decided he cowld. Mr^ Pritchard objected to the disbarment of a 
professional sailing his own boat, no matter what the length. JNoth- 
ing official was done about his objection. 
It was decided that existing boats be continued in their classes, 
although with crews aboard they may be forced over their class 
limn; otherwise boats must be measured with crews aboard. 
J, c. Burroughfe insisted that the delegates of the Rochester Y 0 
be put on record as being again-i the decision to use the mid.s'hip 
section of Canada as a model for boats built for the 4af t. class. The 
election of ofiQcers occurred some time as the eastern sky heralded 
the approach of the sun, and resulted as follows: Pres., E. H, Am- 
brose; Vice Pres., T B. Pritchard; Sec'y-Treas., Frank Gray; Ex 
Com,; Rev. Dr. Whitcomb, Royal Hamilton Y. 0.; Com. R A 
Downey, Oswego Y. C, ana Com. Owain uariin, Queen City Y C 
Mr, Pritchard said he thought that the best interests of the L. Y 
R. A. required that the secretary-treasurer should be from Toronto 
or Hamilton, so as to be in closer communication with the president. 
Mr. Burroughs said that he knew Mr. Pr tehard meant what he said'. 
Mr. Gooderham stated that he knew Mr. Pntchard's attitude was 
correct, and he would resign as vice-president, and would nominate 
Mr. Pritchard for the office, Mr. Pritchard objected, but he was 
elected vice-president, and Frank Gray, of the Royal Canadian Y. C 
Toronto, was elected secretary-treasurer. ' 
A vote of thanks was tendered the Chamber of Commerce for the 
use of its rooms. 
It was decided to apply for admission to the Yacht Racing Union 
of the Great Lakes. Mr, Burroughs wanted Mr. Jarvis to act as a 
delegate to the meeting of the Union. Mr. Jarvis declined on the 
ground that he could not go to the meeting feeling as he did in regard 
to the adopted rules of the L Y. R A. It was carried that the three 
original delegates, Messrs. Ambrose, Jarvis and Burroughs, make up 
the committee. 
It will be seen from the above that the battle of the fin- 
keel has broken out in earnest on Lake Ontario, with what 
result no one can yet foretell. Anyone acquainted with the 
personnel of the two patties to the controversy would most 
natuially suppose that the advocates of the lin-keel were the 
comparatively few wealthy owners who own such craft or 
ace able to build and run them, and that the advocates of 
the yacht section, so to speak, were the men of more mod- 
erate means who desire to race in a yacht adapted toother 
uses of yachting. As it happens, this is very far from being 
the case ; the proposal to prohibit the fin-keel on Lake Ontario 
comes from the owners of the only important yacht of the 
type on the Lake, the new Canada, men who are willing to 
set their pergonal interests aside and to bar their own yacht 
for what they consider the good of yachting. The opposi- 
tion, on the other hand, is composed mainly of men whohave 
no interest whatever in the larger classes, who do not piopose 
to build in them, and whose objects, when we consider the 
external bearings of the question, are hard to fathom. The 
leader ol the opposition is a part owner of the 37-footer 
Hiawatha, a new yacht last season, a skimming dish with a 
wooden fin, her dimensions being: Over all, 4Uft, ; l.w.l., 
34ft ; beam, 10ft ; draft of hull. 2tt. ; total draft, 7ft. ; weight 
of bulb, 2,70Ulb3. ; sail area, 950sq. ft By a peculiar and 
unusual rule, this gentleman was enabled to cast three votes, 
one for himself and two as proxy for absent delegates. With 
him was associated in the opposition to the proposed amend 
ment the owner of a 22ft. boat designed by Dyer, with a 
loaded oak fin. The 27-footer would be affected by the pro- 
posed restriction in its origmal form, to include the 37ft. 
