Dec. 1§, 189?.] 
permanent place in tlie Lake fleet ; and they do not in the 
slightest degree favor the defender rather than the chal- 
lenger. 
This talk about unfair conditions, whoever may be respon- 
sible for it, is very similar to what has been heard before 
from the longitude of Chicago, and taken in connection 
with the actual terms of the deed of gift it looks as though 
there was very little desire to put in a challenge that will be 
accepted. 
At present there is a good outlook for a revival of building 
on the Lakes in some one of the smaller classes, the 32 or 37ft. 
Short of some advertising syndicate there are no yachtsmen 
on any of the Lakes who are prepared to keep up racing ma- 
chines, even in the 42ft. class. An international race for the 
Canada cup next season in the 32ft. or 37ft. class would start 
matters in the right direction, with the construction of half 
a dozen yachts for the trial races of the challenger, repre- 
senting several different cities; and these yachts, apart from 
this immediate purpose, would be kept in service for regular 
racing instead of being sold to salt water, like Vencedor, or 
kept ashore for want of a class, like Canada. 
The annual race record of the Yacht Racing Association 
of Massachusetts recently sent out is about as powerful an 
incentive to competition as coxild well be devised. The neat 
gamphlet, for whose appearance much credit is due to 
ecretary A. T. Bliss, shows beyond possible question just 
what each yacht of the racing fleet has done during the year. 
The records of every race are corrected and preserved, and 
thus oflicially published at the end of the season. The 
diploma of the Association for 1897, won last year by the 
15-footer Elsa, goes to the 34-footer Hoodlum, an open boat 
designed by J. R. Purdon for A. H. Higginson and R. Board- 
man. The bronze medal and pennant for the highest per- 
centage in each class go to Ida J., owned by F. E. Beckman, 
in the 39ft. class; Hoodlum in the 24ft. class; Muriel, designed 
by J. F. Small and owned by Herbert jN'. Nute, in the 24ft. 
cabm class; Rooster, designed by J. R. Purdon and owned by 
C. I; Adams, d, in the 20ft. class; Vitesse, designed and 
owned by C. D. Mower, in the 17ft. class; and Gosling, de- 
signed by Geo. F. Lawley for Messrs F, O. North and L. M, 
Clark, in the knockabout class. 
The Association percentages of these yachts are: Ida J. 
66% per cent.. Hoodlum 92 4-13 per cent., Muriel 65 15-19 per 
cent., Rooster 78^ percent., Vitesse 76^ per cent., Gosling 
4fi S-13 per cent. 
The official list of the Association numbers in the 29ft. 
class 22 yachts; in the 34ft. class, 10 open and 25 cabin 
yachts; m the 20ft. class, 37 yachts; in the 17ft. class, 33 
yachts; m the knockabout class, 13 yachts— a total of 149 
yachts. The list of races runs up to 41— including resails— and 
covers a district between Provincetown and Newburyport. 
The greatest number of starts was made by Privateer, the 
second boat to Muriel, 27 in all; but Little Peter and Fan- 
tasy each started 24 times, while Arab did one better. 
The knockabout class shows an excellent record of persist- 
ent racing: Fly, 27 starts; Gosling and Hazard, each 36; Mon- 
goose and Sally III., each 23; Cockatoo, 30. 
The Classification of Knockabouts. 
In view of the popularity of the original 31ft. knockabout 
class and the general adoption of similar yachts in diiJerent 
localities, the yachtsmen of Boston and New York are work- 
ing to establish a set of uniform regulations for the different 
sizes and types of knockabouts. The Boston Knockabout 
Association adopted, at a meeting on Nov. 18, the following 
regulations for a 35ft. class: 
I DEFINITION AND RESTRICTIONS OF A 25PT. KNOCKABOUT 
BOAT. 
Definition.— The boats of this class are intended to be 
comfortable cruising vessels, not to include fin-keels, of good 
accommodation and moderate sail area, the aim being to en- 
courage cruising and racing in a seaworthy type of boat 
tel. Length L.W.L.— The length on the load waterline not 
to exceed 25ft., to be measured with all fixtures and equip- 
ments as specified, on board and in position, and with crew 
aboard, averaging ISOlbs. to each man. 
All boats to be marked at points of immersion on bow and 
stern by measurer, with marks easily distinguishable. 
2. Beam, L.W.L.— The greatest beam at load waterline to 
be not less than 8ft. for a keel boat, and 8ft. 9in. for a center- 
board boat. The measurer to mark the position of this point 
by a small copper nail or other mark Sin. above L.W L 
3. Freeboard.— The freeboard not to be more than "soin 
at point of greatest beam. 
4. Baxlast.— Outside fixed ballast to weigh not less than 
6,0001bs. for a boat of 8ft. L.W. beam, and for each full inch 
of increase in the load water beam the outside fixed ballast 
may be decreased 501b3.; provided, however, that the outside 
fixed ballast for any keel boat shall not weigh less than 
5,5001bs.. and for any centerboard boat shall not weigh less 
than 4,5001bs. Certificates shall be furnished to the in- 
spector by designer and builder as to weight of ballast 
5. Centerboard.— The centerboard, if of wood, must not 
be weighted more heavily than is necessary to sink it readily 
If of metal, must not exceed %m. thickness. The board or 
the box must not come through the cabin floor. 
6. Draft.— The draft for keel boat shall not exceed 6ft 
For a centerboard boat the draft, exclusive of the board' 
shall not be more than 4ft. 9ta., and board must be entirelr 
housed when up. 
7. Mast.— Forward side of mast at deck shall not be less 
than 5ft. from forward end of L.W.L. 
8. Deck;.— To be wholly decked, except the space taken up 
by trunk, cockpit and hatches. The cockpit to be water- 
tight, with scuppers draining outboard. 
9. Cabin House.— The cabin house or trunk and fittino-s. 
must be permanent; its inside length shall not be less than 
10ft. 
10. Cabin Floor.— The cabin floor shall be continuous for 
the length of cabin, with greatest width of at least 2ft 4in 
between opposite fi-ames. The top of floor to be not less than 
4ft. in ajkeel boat and 3ft. 9in. in a centerboard boat, below the 
level of the under side of planksheer at any cross section 
11. Head Room.— The least vertical height from any point 
amidships on cabin floor to top side of house beams to be not 
less than 6ft. 
12. Fixtures.— The cabin to be at least 8ft. in length and 
at each end to have substantial partitions of wood. To be 
furnished with lockers and permanent transoms or berths 
for the accommodation of two persons. The forecastle to 
have at least one folding berth. Each boat to have a suit- 
able water closet, refrigerator and dish locker. 
13. Rudder.— The rudder shall extend below the water- 
line to a point within 6ia. of the greatest draft of the boat 
and shall be hung against the sternpost, deadwood or bal- 
last the entire depth of the rudder. 
14. Scantlings.— Frames oak not less than 1% U{ to be 
spaced not more than 12in. on centers. Deck beams 'oak not 
less than 2sq. in., finished, to be spaced not more than 12in 
on centers. If the frames are spaced closer than 12in. on. 
centers a proportional reduction in size is allowed. 
Beams of cabin hoiise oak 2sq. in., finished, to be spaced 
not more than 13in. on centers. Bilge stringers and deck 
clamps to be required. There shall be suitable floor timbers 
spaced not more than 12in. on centers from mast to aft of 
ballast. The construction generally to have suflScient 
strength to insure seaworthiness. 
15. Planking.— The planking deck and hull to be not less 
than '.'ain., finished. Planking of top of house to be not less 
than fim. thick, finished. 
The outside of the hull to be planked with Southern long 
leaf pine; if planked with mahogany, cedar, soft pine or 
other soft wood, the thickness to be lin., finished. 
16. Sails.— The rig to be restricted to lower sails of" not 
more than SOOsq. ft., of which not more than 640sq. ft. of 
actual sail area shall be in the mainsail. Storm sails may 
be substituted for working sails, and a triangular spinaker 
may be used, but not as a balloon jib. Previous to measure- 
ment the owner shall cause distinguishing marks— black 
bands, lin. wide, painted around the spars- to be placed on 
the mast, boom and gaff at corners of mainsail. On the fore- 
stay, level with the head of the jib, a suitable mark shall be 
fixed. The halyard block for the spinaker shall not be 
more than 30ft. from the deck. 
The area of the jib shall be considered to be the area of the 
forward triangle, viz. : the product of one-half the distance 
from the attachment of the tack to the boat to the forward 
side of the mast at the tack mark of the mainsail, multiplied 
by the distance from the upper edge of the said tack mark to 
the jib stay mark. 
No part of the mainsail shall at any time extend beyond 
the inner edges of the marks. No part of the jib shall ex- 
tend above mark on stay. 
Any rounding or reaching of the edges of any sail shall be 
iucluded in the area of sail. 
17. Spinaker Boom.— The length of spinaker boom, from 
outhaul attachment to center line of boat, as in use and 
swung out square, must not exceed 35ft. 
18. _ Equipment.— In addition to the fixtures, etc., before 
specified, the boat shall be provided with a complete cruising 
equipment, all of which must be on board and in their prop- 
er places when the boat is measured, and no part of which 
shall be removed or used to change the trim for racing. 
Two anchors, the total weight of which shall be not less 
than lOOlbs., one of which is to be kept forward. 
Thirty fathoms of IJ^in. cable or 5-16in. chain to be kept 
forward, and suitable windlass or capstan. Also fifty 
fathoms of 23^in. cable. 
Water tank of at least thirty gallons capacity, with proper 
connections. 
Stove and utensils for cooking for four persons. 
Table, dishes and ware, and other necessary articles. 
Boat-hook, bucket, compass and binnacle, side and anchor 
lights, fog horn, pump properly rigged for immediate use. 
Two serviceable life preservers. 
The cabin transoms or berths to be provided with cushions 
or mattresses, and four pairs of blankets. 
19. Crew.— The crew is limited to four persons, including 
the helmsman, who must be an amateur. 
Not more than one shall be a professional. Boats existing 
Dec. 1, 1897, which comply with these restrictions to satisfy 
the board of judges, may be admitted to the class. 
At the same meeting it was decided not to admit center- 
board yachts to the present 21ft. class, nor to allow spin- 
akers. 
The proposal to measure and class by L.W.L. only, instead 
of by length and sail area, came up at last in definite shape 
before the Sound Y. R. A. last week, though its principal 
advocate was backward in offering the amendment. No 
very strong arguments were advanced in favor of it, the 
principal ones being that it would place New York in uni- 
formity with Boston, and that it would nominally bring to- 
gether a lot of yachts which now race in different classes. 
After a general discussion the proposal was lost. 
So far as we can see, the only ground for the movement to 
establish an obsolete and antiquated system of measurement 
rests on the fact that the rule which has been so long in 
general use, and under which so much has been accom- 
plished in the reconstruction of the American yacht fleet, 
has within a few years past failed to meet the many changes 
and complications of yacht racing. The advocates of a 
length rule have thus far offered nothing to prove that it 
would meet the case any better than the length and sail 
area rule; and, on the other hand, there is the evidence of 
years of racing under the old length rules to prove the evil 
results that inevitably follow from the taxation of but a sin- 
gle element of speed. 
As thus far put forward, the proposal to measure L.W.L. 
only is on a par with the f oolisli limitation of draft adopted 
last year and backed by the same vague and general prom- 
ises of great good to yachting. 
The question of a suitable rule is entirely too serious to 
admit of any further blind experimenting with alleged pan- 
aceas and cure-alls; and when any positive step is taken it 
must be done on some more substantial grounds than have 
thus far been advanced in either of these two cases. 
If those who favor a measurement by L.W.L. desire to se- 
cure a general and favorable hearing for the scheme, we sug- 
gest that they set forth in plain language what they con- 
sider to be the defects of the existing yachts of to-day, and 
how far these defects are due to the bad influence, active or 
passive, of the present rule, and how much to outside causes. 
Also, what general type of yacht it is desired to encourage 
by a new rule. 
With this much clearly settled, it wiU then be possible to 
discuss intelligently the probable effects of a L.W.L. rule 
on proportions, form, displacement, construction, etc., as 
compared with the similar effects of a length and sail area 
rule. 
To do this calls for some general knowledge of the subject 
of yacht measurement and for some careful thought and 
study, and it is a good deal easier to merely decry one rule 
and praise another in general terms. There are always some 
who accept any statements against the existing order of 
things without going below the surface of the matter, pro 
vided they are strongly enough made; but we believe that 
the majority of American yachtsmen to-day are capable of 
weighing arguments, pro and con, on the questions in 
which they are interested, and that they prefer to use their 
own judgment rather than to accept the unsupported dictum 
of any authority. Discussion, thought and light are all 
needed in the measurement question; a leap in the dark, 
such as is now proposed, can only defer the adoption of a 
good rule while several 'seasons are being wasted in an old 
and useless experiment. 
The principal argument thus far advanced for an L.W.L. 
measurement is that it has worked well in Boston;, but it 
must be said, on the other hand, that the Boston fleet has 
:grown up mainly under length rules of various kinds— 
■"mean length," length plus one-third of overhang, length 
measured some distance above the true L.W.L., etc. In 
•abandoning many conflicting methods of length measure- 
ment for a single one (and that, of L.W.L. in raciug trim 
with crew on board, the only fair and reasonable one), the 
Massachusetts Y. R. A. has made a great step forward. It 
has attained true uniformity, such as is essential to general 
interclub racing, and it has recognized the modern yacht, 
with untaxed overhangs; while it has stopped the trickery 
that was encouraged by measurement in other than true 
racing trim, with crew on board. These changes of them- 
selves are sufficient to account for all that has been accom- 
plished by the Y. R. A. in so short a time. The length an 
sail area rule has never been popular in Boston, and, though 
adopted at times by different clubs, it has never been built 
to generally by the clubs which now compose the Massa- 
chusetts Y. R. A. Most of these have clung to some form 
•of length rule and built to it. All that has been done under 
the present Y, R. A. rule of L.W.L. could have been done as 
well under the same measurement of L.W.L. with sail in- 
cluded as a factor. 
The argument used in New York, of uniformity with Bos- 
ton, amounts to nothing of itself until it is shown that the 
Boston rule is in eom© way better than the present rule; and 
hot only for stoall craft, but for all sizes of yachts. The 
question in Boston is purely a local one, of the classes of 
85ft. l.w.l. and under; no larger yachts are raced in the East 
to-day. The question in New York is very different; the 
first consideration is a suitable rule of measurement for 
large yachts. Whether this rule will also cover the smaller 
yachts, of 35ft. l.w.l. and under, or whether some other rule 
is needed for them, must be decided later. While the propo- 
sition, as made to the Sound Y. R. A., covered only the 
smaller sizes, the advocates of a L.W.L. rule have in no 
way limited themselves, but have urged its general adoption, 
as the standard rule of measurement for all yachts. Even 
though it should work well in the smaller classes, it would 
not answer in any way for large yachts. 
The proposal to abolish all time allowance for next season 
came very near to adoption by the Sound Y. R. A., the first 
vote being a tie, and even now it is to come up again at the 
March meeting. We quite agree with all that has been said 
against time allowance; though we unfortunately neglect 
ed to patent the idea some twenty years ago, when we first 
advocated the universal building to class limits, we have 
always opposed the American custom of btxildlng to the 
middle or bottom of a class. When the allowance tables 
were altered a couple of years ago by the change from 50 to 
60 per cent., we pointed out that the result would be to en- 
courage the building of smaller boats for the sake of the 
added allowance. 
In common with half a dozen other needed changes that 
have long been opposed by American yachtsmen, the aboli- 
tion of time allowance has very recently been taken up and 
pushed with vigor, so that it is now an assured fact. The yachts 
built this year in the Massachusetts Y. R. A. and the Sound 
Y._R. A. receive no allowance, and are considered as meas- 
uring to the top of their classes. In Boston the circum- 
stances of the case fully justified the immediate abolition of 
allowance; so far as vested interests were concerned, there 
were few old boats that suffered any material impairment 
of their chances of winning, most of the older and faster 
boats going to the top of the newly arranged classes. The 
one argument for the retention of the allowance for another 
year was the understanding that this was to be done if other 
changes were made. Under the circumstances, as we under 
stand them, the abolition of allowance by the Y, R. A. last 
month was a breach of faith, and for this reason a mistake. 
The proposal as made to the Sound Y. R. A. took on a very 
different form, as it covered all classes and rigs. So far as 
the smaller yachts were concerned, time allowance might as 
well be abolished now as at any time; comparatively few 
yachts would suffer. When it comes to the larger classes, 
however, the case is quite different. While the racing yachts 
of over 43ft. racing measurement are few in number, at the 
same time they cannot be entirely disregarded; they must 
be recognized on the race programmes of some of the clubs, 
even though few of them race. It would be very poor policy 
at the present time for the Sound Y. R. A. to go out of it 
way to legislate in a way that would awaken the active op 
position of the owners of large yachts. These yachts canno 
race without time allowance in some form, even as a basis 
for putting two or more classes together, as is often neces- 
sary. Anything under the name of a handicap is unpopu- 
lar, and however imperfect and inadequate the standard 
allowance tables may be, they are accepted as the best pos- 
sible basis for the racing of large yachts of different sizes. 
The_ Sound Y. R. A. has thus far acted with good judg- 
ment in all its legislation, working to improve the racing 
rules without unnecessary injury to any yachts or the crea- 
tion of ill feeling and opposition on the part of owners. To 
go to work now in a summary manner with legislation that 
is distinctly hostile to the larger yachts would be a serious 
mistake. In the smaller classes time allowance must go; 
in fact, it has gone; but for some time at least it will be the 
only means of matching the large yachts of differing sizes. 
Mr. Brand's Ghalleng^e. 
The following is from the Yachting World of Dec. 3: 
• Matters in connection with Mr. J. Arthur Brand's chal- 
lenge to the Royal St. Lawrence Y. C. for the Seawanhaka 
cup are, now that the Minima Y. C. has officially confirmed 
his action, progressing very favorably. It will be remem- 
bered that when the idea of a British challenge was first 
mooted we expressed the hope that Mr. Linton Hope would 
co-operate with any syndicate which might be formed, and 
give those concerned the benefit of his experience in small 
boat racing and designing. 
Mr. Hope, we are glad to announce, has consented to do 
so, and on Wednesday he had a long interview with Mr. 
Brand, the practical outcome of which is that he will design 
a couple of 20-footers for the syndicate, and go out to Canada 
with Mr. Brand to assist in sailing the boat which is to be 
selected to race for the cup. 
Mr. Brand is anxious to form a syndicate, with a capital of 
not less than £1,000, so as to insure a really representative 
craft being secured for the race. This syndicate, it is pro- 
posed, will build two boats, and race them against two or 
three others which well-known yachtsmen have decided to 
build. Special prizes will be offered for these races, and it 
is expected that the leading clubs will make an extra class 
for the boats, which will, of course, not be eligible to com- 
pete in the regular Y. R. A. classes. Racing could be con- 
tinued until after the Royal Yacht Squadron week in August, 
as the selected boat need not necessarily be shix^ped from 
Southampton until the middle of that month. The races for 
the cup will not take place until about the middle of Sep- 
tember. This will give ample time to test the merits of the 
various probable challengers, and to insure that the boat ul- 
timately selected is a really representative craft. At the 
time of writing the composition of the syndicate has not 
been decided upon, but we are informed that Mr. T, Harri- 
son Lambert has already consented to join it. 
In view of the above, we can only regret that Mr. Brand 
has not displayed the same promptness and energy in chal- 
lenging that he did in protesting, but has allowed the matter 
to drag for over two months, with comjilete disregard for the 
rights of both the Seawanhaka C. Y. C , and the Royal St, 
Lawrence Y. C. Of course, the matter has been settled 
some time since by the acceptance of the Seawanhaka chal- 
lenge after repeated failures to obtain any satisfactory re- 
sponse from Mr. Brand. Many will regret, however, that 
the enterprise as above outlined, with Mr. Linton Hope as 
the designer, has fallen through for the coming year. 
New Steam ITachts. 
Within the week the Erie Basin Dry Dock Co. will lay 
the keel of a steel steam yacht for B. W. Bliss, of Brooklyn 
1 The yacht will be similar to Marietta III., and by the same 
designer, H. J. Gielow. She will be 180ft. over all. 142ft 
l.w.l., 20ft. beam, lift, hold, and 7ft. l,t^in. draft. The for- 
ward deck house will be 3oft. long, and the after house 18ft 
The engines will be 14, 31, 34 and 24 by IStu;, with two Rob- 
erts boilers. The work will be under the direction of Capt 
W. D. Dickey, superintendent of the yard, who has con- 
structed Sultana, Sovereign and Marietta III. 
The Lawley & Son Co. will build from their own design a 
steam yacht for a Baltimore owner. She will be of compo- 
site construction, llOft. over aU, 91ffc. l.w.l., 15ft. 6iu. beam 
and 6ft. 6in. draft, with triple eompomid enginwi * 
