294 
FOREST AND STREAM. 
[April 10, 1897. 
The Measurement Rule. 
The following letter comes to us from Mr. G. R. Liije- 
kten, of Gothenburg, Sweden, and deals with a subject that 
Is just now of great interest to yachtsmen, as it is evident 
that some improved form of measurement rule miist be had 
in the near future: 
This question of a suitable measurement rule, which is a 
daily subject of discussion among nearly all persons inter- 
ested in the sailing sport, seems in all methods of measuring 
as yet proposed to aim only at rendering it impossible for 
the fin-keels to dominate the racing courses and to capture 
most of the prizes. Certainly nobody will deny this object 
to be a just one. 
All the rules of measurement known to-day have ap- 
proached more or less this end, but by ways which, to my 
belief, are not the right ones; for instance, the Danish (Ben- 
zou) rules and the new English rule. 
The rule I now wish to propose is, for aught I know, the 
only one of its kind either in its practical composition or 
its theoretical correctness. . 
The formula for the corrected length or racing length is: 
"pT V CD. / 
C. p. \ C.,D. 
L. signifies the racing length; S. A. the sail 
TlHere R. L. signifies the racing length; S. A. the sail area, 
measured according to the usual method; L. the length ot 
load waterline; C. and d constants; P. the area of mid- 
ship section, measured on the drawing or from the yacht on 
land and controlled by the position of the yacht m water; 
and D. the displacement expressed in cubic feet. 
As to the theoretical correctness of the formula, I beg to 
quote the following proposition, known to most theorists; 
"If two yachts are constructed from the same drawing on 
diflEerent scales, their speed will be in direct proportion to 
their respective ♦'L., if they are provided with sail areas pro- 
portionate to their respective L.'" Their resistances grow 
as L.« (Froude), hence S. A. must vary as L.s undertheabove 
conditions, for S. A.=driving power =resl8tance. 
As is easily seen, the racing length of the yacht grows di- 
rectly as the length and sail area, but, on the contrary, in- 
versely as the area of midship section; that is, the smaller 
the midship section, the greater the racing length. This is 
the reason why, for instance, fin-keel boats, light center- 
board boats and modern light keel yachts (bulb-keelers with 
wooden fin) have so great a racing length, whereas those ot 
greater body have a considerably smaller measurement. 
The table following, in which the proportions between dif- 
ferent types and sizes are compared in accordance with my 
system, the Y. R. A. rating rule and the Seawanhaka sys- 
tem, presents very remarkable figures. , , , ^ , 
It, for instance, appears that the fln-keel boats Vencedor, 
Commodore, Blenda, Yum Yum and the Martin craft, as 
■well as the centerboard boats Ostsee, Yohanna, Glencairnand 
JSl Heirie, and the modern keel yachts "New Yacht" and 
<3rarm, have a considerably, not to say immensely, greater 
racing length by the system now proposed by me than by 
aither the American or the English systems. 
The area of midship section of both Blenda and Yum ium 
are only calculated, not measured; yet I venture to declare 
with decision that the numbers expressing their respective 
areas are not too small, rather the reverse. 
Careful attention should be given to the respective figures 
of Ariadne, Perkun, Thora, Aura, Carmen, Viola, Vira, all 
yachts of very diflEerent types, although not one of them has 
a modern, small midship section or very limited displace- 
In Sweden I have been met by the objection, that the mid- 
ship section is not measurable in the water, but in reply to 
that I will remark that a simple machine for such measure- 
ing certainly could be easily constructed and would give 
very exact results, as exact as is practically required; for an 
error of some square inches would, no doubt, be of little im- 
portance in the practical use of the system, when, for in- 
stance, the sail area is measured according to the method 
now customary. 
The time allowance is, in my system, equal to the wnole 
diflEerence between the respective T; and T is equal to 
3600 
1.1. ♦'rtl:' 
that is, the theoretical normal speed is equal to 1.1. ^ R. h. 
By comparing calculations I have in the first formula to 
R. L. fixed the constant C. = 1.48. 
In the English system the time allowance is equal to the 
diflEerence between the respective T, and T in the tables is 
the time allowance of the yacht to a 1-rater. If the length 
over all exceeds 1.5. L W.L., I would assume L. = L.W.L. + 
U [L. over all— 1.5. L.W.L]. 
Name. 
40-rater 
Excelsior 
The Martin craft. . 
Vencedor 
Blenda 
Commodore. ...... 
Canada 
LaUy 
Ostsee, c.b 
Ariadne 
Perkun 
New Yacht 
Yohanna, c.b 
Thora 
Aura (94) 
Aura (84) 
Tyr 
Carmen 
Yum Yum. 
Oarm 
Viola 
Vira 
Qlencairn.,,,j.,,.i 
El Heirie 
My 
Old 
Seawan- 
System. 
English 
halia. 
L. 
S A 
P. 
R.L 
T. 
Rat, 
T. 
R. L. 
T. 
57.6 
4140 
51.8 
56.4 
437 
40 
187.8 
61 
461 
58.0 
3475 
49.5 
54.4 
444 
84 
182.3 
58.5 
465 
45.0 
2400 
23.5 
52.0 
455 
18.0 
158.0 
47.0 
5i5 
43.0 
3265 
22.6 
50.0 
464 
16.25 
153.2 
45.3 
■35.5 
37.8 
1910 
15. S 
47.5 
477 
11.3 
138.4 
39.6 
572 
2600 
32.4 
43.4 
4f8 
16.4 
154 
46.9 
526 
37.4 
3163 
29.0 
41.3 
510 
13.4 
146 
4i.O 
40.5 
1820 
29.0 
41.3 
510.5 
12.3 
142 
41.6 
559 
36,1 
1588 
20.0 
41.1 
511 
9,6 
131 
37.7 
587 
35.5 
1366 
24.8 
36.1 
547 
8.1 
128 
86.2 
598 
3t.75 
1480 
25.5 
35.8 
548 
8.25 
124 
36.3 
599 
,6.0 
1168 
836 
15.25 
32.75 
573 
5.1 
100 
30.1 
656 
24.7 
10.8 
31.75 
581 
8.45 
79 
6.8 
696 
■c9.5 
1280 
23.7 
31.7 
581.5 
6.3 
110.7 
32.7 
681 
25.8 
1015 
18.2 
29.2 
607 
4.45 
93.8 
28.8 
672 
25.8 
908 
18.3 
28.2 
617 
3.90 
85.9 
28.0 
678 
615 
10.05 
27.6 
624 
2.30 
55.3 
23.7 
740 
22.5 
7.^5 
12.54 
27.4 
626 
2.85 
68.4 
25.0 
720 
19.4 
381 
5.40 
26.2 
640 
1.23 
14.8 
19.45 
817 
19.90 
444 
8.00 
24.6 
661 
1.47 
26.7 
20.5 
795 
19.65 
484 
9.72 
■23.5 
6r5 
1.5*' 
31.7 
20.8 
793 
485 
9.72 
23.85 
677 
1.56 
30.7 
20.7 
790 
15.84* 
292 
2.15 
27.8 
620 
0.63 
—86 
14.92 
932 
15.50* 
240 
2.00 
26.9 
631 
0.£6 
—44 
14.87 
934 
*L.=L.W.L.-f [L. over all— 1.5 L.W.L.]. 
G. R. LlTJEGREN-. 
We are not suflaciently familiar with all the yachts quoted 
by Mr. Liljegren to pass a critical opinion as to the exact 
value of the proposed formula; but short of this we are en- 
tirely in accord with him as to the desirability of using 
either displacement or the area of the midship section, and 
as a divisor; thus placing a premium upon displacement up 
to a certain point, with its accompanying advantages in 
greater internal space. We do not, however, favor the plan 
of Mr. Liljegren so far as it places the centerboard type on a 
par with the fin-keel under the rule, and practically excludes 
It from the racing. We should prefer to see a formula that 
would encourage the keel yacht of moderate proportions and 
good bulk, and at the same time would still give a fair 
chance to the centerboard yacht of similar qualities. As 
we understand the proposition of our correspondent, the 
■centerboard type would be penalized so heavily as to bar it 
entirely from the races. 
Dealing with the leading type, the moderate keel boat, we 
have made some calculations as to the possible operation of 
the proposed formula In the 43ft. class of the Lake Y. R. A., 
to which Yama, Zelma and Canada belong. We have as- 
sumed the same L.W.L. (37ft.) and S. A. (2,209sq. ft.) for 
four yachts of the class, with diflEerent areas of midship sec- 
tion, the racing length by the proposed formula being as fol- 
lows: 
Midship 
section. 
Racing 
length. 
-Allowance. 
16sq. ft 50.30ft. Allows. 
20sq. ft. ... . .4fi.7ft. 3 50 Allows. 
24sq. ft 44.0ft. 7 01 .3 11 Allows. 
28sq. ft...-...41.7ft. 9 58 6 08 2 57 Allows. 
33sq. ft 40.0ft. 12 19 8 29 5 18 2 31 
The midship section of Canada, a semi-fin, is 22sq. ft. (Mr. 
Liijegren's figures for Canada are too high), and of Yama, a 
cutter of moderate beam and rather large displacement, is 
27sq. ft. From this it will be seen that the first example, of 
16sq. ft. area of midship section, represents the fin-keel type; 
the second, a fin of greater displacement; the third, a yacht 
of strong S-sectiou, such as immediately preceded the intro- 
duction of the fin-keel; the fourth, of 28sq. ft. area, a Wide 
cutter of the Minerva type; and the fifth, a narrow cutter, 
somewhat less extreme than the old lead mine. Assuming 
that the five were of equally good construction, and that by 
virtue of appropriate dimensions they all carried sail equally 
well, the fourth column shows the allowance from the fin- 
keel to the others in order for a twenty-four-mile course. As 
far as can be estimated from an inspection of these figures. 
than that shown in the drawing, both ends having been ex- 
tended after the first design was completed. 
The yacht is building for Mr. Palmer by Wood Bros. , of 
East Boston, and is now nearly completed. The fin and bulb, 
of iron, are cast in one piece, with wide flanges for bolting to 
the oak keel, a plan successfully followed in the former 
yachts. The keel is 12iu. wide amidships and 4in. thick, 
tapering at each end, and is steamed and bent to the re- 
quired sweep. The fin i'* fastened with %'in. galvanized iron 
bolts, two to each floor, forty-eight in all; the heads being 
countersunk in the flanges of the fin and the nuts set up be- 
low the top of the floor timber, so as not to project through 
the floor of the cabin. 
The frames are all single, of oak, sided 2in., and moulded 
2]4'm. at heels and 2in. at heads, spaced lOin. Most of them 
are bent, but some in the counter are sawn from knees. All 
the bent frames are got out to shape, staylathed and beveled 
before setting up. On each pair of frames is a floor timber 
of Sin. oak plank, lOin. deep at the middle, and about 6in. at 
the ends, the upper faces beveled to take the flooring of the 
cabins. The lower bilge clamps run over the ends of these 
floors. There are two bilge clamps on each side; one just 
over the ends of the floors, the other at the turn of the bilge. 
The main deck beams are 3 by 4in., the others 2 by 2>.<in. 
The planking is of hard pine in single lengths, finishing 
IXin- thick, and the deck is 2 by l>ain. The deck frame is 
well kneed o£E with both hanging and lodging knees of hack- 
matack. Contrary to the usual practice, the rudder will be 
BODY PLAN OF SCHOONER, 
we should say that in the first place they show that the ex- 
treme fin is barred, in the second that they would place 
the other types on very fair terms of equality. It seems that the 
end in view — the encouraeement of the medium types, as 
represented by No. 3 and No. 4— would be attained; at the 
same time there is a fighting chance for the more extreme 
types on each end. It is doubtful where the moderate "com- 
promise" centerboard type would come in; but, considering 
all things, it is not likely that this type would be any more 
successful than it has been under the Seawanhaka ruie m 
competing with Minerva and Gloriana. 
Of course this method of comparison is more or less partial 
and superficial; to cover the case thoroughly it would be 
necessary to make a sketch design for a yacht of each of the 
five types to the class limit of 42ft., giving each the propor- 
tion of L. and S. A. that the particular type demands, and 
then to compare their probable performances without time 
allowance. We shall be glad to hear from any of our read- 
ers who may be sufliciently interested to study Mr. Liije- 
gren's formula further and to test its practicability. The 
objection mentioned, on the score of the difficulty of obtain- 
ing the measurement of the midship section, is of no mo- 
ment; it seems almost certain at the present time that either 
displacement or area of midship section— the two being prac- 
tically convertible— must be an important factor in any new 
rule; and that, however difficult to obtain, one or the other 
must be had. 
A Fin-Keel Cruising Schooner. 
The yacht whose lines are here presented will be recog- 
nized as the sister to two yachts already illustrated in the 
Forest and Stream, Paralos and Palmyra. This peculiar 
type of fin-keel, of limited draft, full body and great internal 
capacity, essentially a cruiser in its characteristics, has for 
several years been a subject of special study with the two 
gentlemen who are responsible for the present design, Mr. 
George B. Wilbur, of Taunton, Mass., and Mr. Wm. F. 
Palmer, formerly of Taunton, but now of Maiden, Mass. 
These gentlemen, both amateurs, have worked together in 
their designing for some years; Mr. Wilbur getting out the 
lines, while the calculations are made and the details of 
cabins, fittings, etc., are arranged by Mr. Palmer, who has 
owned and cruised in both Paralos an l Palmyra. 
The new design is the result of a very satisfactory experi- 
ence in the previous craft, and is similar in form, but in rig 
she is a decided novelty. The sail plan, which we will publish 
next week, shows what might be called, according to some 
of the absurdities of yacht nomenclature, a "cat schooner." 
Absurd as such a term is, it has its parallel in the terms 
"cat yawl" and "cat sloop." The rig is certainly a schooner, 
but the foremast is stepped iust forward of the waterline, as 
in a catboai; the mainmast being in the center of the water- 
line. 
The dimensions ot the yacht are; 
Length over all 45ft. 9in. 
L,W.L 32ft. 
Overhang, forward , ♦ift. 9iu. 
aft...'. 'J'ft. 
Beam, extreme ■ ■ 13fr. 
L.W.L 12ft. 
Freeboard, bow 5ft. 
stern 3ft. 6in. 
least 3ft. 
Depth, rabbet to planksheer, midships 5ft. 5iii. 
Draft, hull only 2ft. 3in. 
vfithfln. i..;..v, 5ft. 4in. 
Displacement, to designed L.W.L 9.67 long tons. 
Fin and bulb, cast iron 5.72 long tons. 
Midship section, area W SOsq. ft. 
from stem IS.Obrt. 
C.B. from stem 17.60ft. 
Lateral plane, area, hull 46sq. ft. 
fla 60sq. f t. 
rudder 12sq. It. 
Total.. Il8sq. ft. 
C.L.R. from stem, without rudder. 15.66ft. 
Lower sail area j.l,60Osq. ft. 
With a light scantling and limited iiiterior fittings, the 
yacht will trim to the designed L.W.L.; but a thoroughly 
strong and durable construction has been adopted, and the 
yacht will be completely and comfortably fitted up for cruis- 
ing service, thus increasing the displacement to about 
25,0001 bs., the l.w.l. to 84ft., and the draft to 5ft. 6in., with a 
proportionate reduction of freeboard. The over all length, 
as actually built and given in the table, is a little greater 
of wood, with a Sin. locust stock, 27 per cent, of the blade 
being forward of the center. 
The extent and nature of the accommodations can only be 
understood from the interior plans, which, with the sail 
plan, we will publish next week. 
Important, If True. 
The Chicago Chronicle of March 31 is responsible for the 
following story, for which we cannot vouch: 
A syndicate of prominent New York yachtsmen have 
about closed negotiations for the purchase of Com. Berri- 
man's crack yacht, the A'^encedor. 
The Eastern yachtsmen want the Western sloop to pit 
against Howard Gould's fast yacht, the Niagara, There is 
nothing on the Atlantic coast that can give the Niagara a 
good race, and the salt-water sportsmen have been forced to 
lay aside their prejudice and come West for a yacht to test 
the champion's merit. They have been obliged to do this or 
build a high-class racer. Aside from the risk attending the 
latter experiment, the cost of the venture would be a neat 
sum, for no builder of reputation would undertake to build 
a yacht to sail against the Niagara except for a fancy price. 
The quality of the Vencedor is known all over the Lakes, and 
her reputation for fast work in a heavy sea has traveled up 
and down the seacoast. 
The chances of the Yencedor being able to give the Niagara 
a race have been carefully considered by the yachtsmen who 
contemplate her purchase. Aside from what is known of 
her public performances, the Eastern yachtsmen have been 
seeking private information concerning her sailing qualities. 
Poekel, who designed her, advised them that he would go as 
far as he could in recommending her without giving an 
actual guarantee. Com, Berriman said he would go further. 
He agreed to put up a bonus of $1,000, which the purchasers 
should take if the Vencedor failed to defeat the Niagara in 
two out of three races. 
Both of these crack yachts are of the same general type. 
The Niagara was the model Poekel had in miud when ne 
designed the Vencedor. He aimed to make a yacht of the 
Niagara type with a few improvements. He thinks he suc- 
ceeded, and risks his reputation as a builder of racing yachts 
when he states in emphatic terms that he believes the 
Vencedor will have little diflficultyin defeating the Gould 
yacht. 
The Niagara is in Europe at present, but it is understood she 
will be brought over very soon. As a racing machine, both 
in this country and abroad, she has had an almost uninter- 
rupted line of successes. Out of fifty-two races sailed she 
has won forty-eight. 
Commodore Berriman is willing to part with his fast fin- 
keel because he cannot get another race with the Canadians 
for her. Should the pending negotiations be completed, he 
will challenge the Canadians, and build a yacht to suit their 
class. They will not sail in the Vencedor's class, claiming 
she is too big. The Vencedor and the Niagara are well suited 
to a race in point of size, the Eastern yacht being only 3ft, 
bigger, racing length. On a twenty-one mile course the 
Western boat would claim a time allowance of a little more 
than two minutes. 
Yachtsmen will be much interested in noting the perform- 
ance of a lake yacht over the salt-water courses. 
American Model T. C. 
At the annual meeting of the American Model Y. C, held 
on April 2 at their rooms, 227 Fulton street, Brooklyn, the 
following oflficers were elected for the ensuing year: Com., 
James H. Lane; Vice-Com., Cornelius Van Ness; Treas., Geo, 
W. Townley; Sec'y, Geo. F, Pigott; Meas., Prank Nichols; 
Trustee for three years, J. C. Meyer. Ofificial reports for the 
past year were read, showing the club to be in a thoroughly 
prosperous condition. The report on the half models sub- 
mitted to Mr. A. Cary Smith was read, showing the success- 
ful half modelers as follows; O. L. Gray, J. C. Meyer and 
Frank Nichols. 
It was decided to open the boat house at the salt-water 
station, foot of Thirty-fourth street, South Brooklyn, on 
April 18, when preparations for a lively season of model 
yachting will be in order. The club has its eye on the Eagle 
cup, and intends to have its hands on it hs soon as one of the 
fastest models is selected by the trial races. No doubt Star 
will make a bold bid for first place, but the race wall not be 
a sail-over by any means, as she will meet some fast boats. 
Frank Nichols. 
