494 
FOREST AND STREAM, 
[Dkc. 18, 189?. 
I^ake TT. R, A. Annual Meeting, 
HA5ULT0N, ONT. 
Saturday, Tiec U. 
The annual meeting of the Lake Yacht Racing Associa- 
tion was held at the New Royal Hotel Hamilton, on Dec. 4, 
at 2.30 P. M. President Ambrose was in the chair, and, in 
the absence of Secretary Grray, his place was filled by W. Q. 
Phillips. Delegates presented their credentials as follows: 
Buffalo Y. C— F. B. Hower, N. O. Tiffany and E, R. 
Sharpe. 
Kingston Y. C. — H. H. Gilderaleeve, with two proxies. 
Oswego Y. C. — J. T. Mott and E. A. Downey, with one 
proxy. 
Queen City Y. C, Toronto— Owaia ^Martin and Wm. J. 
Foy, with one proxy. 
fir Rochester Y. C. — J. E. Burroughs, with two proxies. 
S Royal Canadian Y. C.,- Toronto — G. H. Gooderham, J. Carl 
Reid and G. T. McMurrich. 
Royal Hamilton Y. C— B. H. Ambrose, J. H, Fearnside 
and J. P. Monck. 
Victoria Y. C, Hamilton— Wm. Burnside, T. L. Stephens 
and B. A. Fearnside. 
The financial report showed a small balance of $37.48 on 
hand, but liabilities amounting to S71.65, the balance of 
which will have to be met from tiie current season's receipts. 
The Bay of Quinte Y. C, of Belleville, was dropped from 
the membership list. The Association now includes five 
Canadian and three American clubs, all in good standing. 
After routine business the various amendments to the 
rules and constitution were taken up, those offered by the 
Royal Hamilton Y. C. being considered. The first was to 
change the date of the annual meeting from the first Satur- 
day in December to the first Saturday in November. This 
was carried, together with another amendment making the 
dues from each club payable on Nov. 1 instead of Dec. 1. 
The next amendment referred to the percenta,ge of im- 
mersed midship section, and in order to understand its in- 
tention it is necessary to refer to the measurement rules as 
amended in November of last year. These provide for a 
classification and time allowance by corrected length, based 
on the usual length and sail area measurement, with no re- 
strictions on midship section in the case of yachts built or 
brought to the Liakes prior to Nov. 1, 1896, unless named by 
the Council, as in the case of the 42-footer Canada, named at 
the request of her owners. For yachts built or brought to 
the Lakes after that date, or named by the Council, the 
minimum percentages of the immersed midship section (in- 
scribed in a paralellogram touching its extremities) are, for 
the first, 42, 37 and 32ft. classes, 33>^ per cent.; 37ft. class, 20 
per cent., and 23ft. class, 12 per cent. Any yachts affected 
by the rule with immersed midship sections falling below 
the limit must add a percentage equal to the deficit to their 
racing length and give time allowance accordingly, but 
such increase does not count for classification. The amend- 
ment proposed to raise the percentage from 333^ to 35 per 
cent, in the four higher classes, leas'ing the others un- 
changed, and to make any addition to the racing length 
count for classification, in order to leave a clear course for 
another amendment pronosing to abolish time allowance in 
class racing. 
To the amendment on its merits no particular objection 
was offered, and in fact the 35 per cent, as against 33X per 
cent, was afterward adopted iu another form. The discus- 
sion, however, was long and complicated, the whole question 
of the restriction of the midship section being overhauled 
and great diversity of opinion expressed. With regard to 
the larger classes some delegates were by no means certain 
that the fin-keel should be suppressed, as with proper con- 
struction it gave a strong and seaworthy form of hull at a 
moderate cost. The claims of the fin and bulb in the 33 and 
37ft. classes were strongly urged, one delegate stating that a 
27-footer such as Kestrel could be built for two-thirds of the 
cost of a boat of heavier displacement, while she was as sea- 
worthy and had good accommodation. Mr. J. H. Fearn.'side 
pointed out that, as centerboards were not included in de- 
scribing the contour of the midship section (unless weighted 
for ballast), it gave such craft an unfair advantage over fin- 
keels, and of the two he considered the latter more sea- 
worthy, especially when their construction was governed' by 
a proper table of scantlings such as was about to be adopted. 
In fact, with proper construction much of the objection to 
the fin-keel type was held to disappear. In addition, it was 
urged that unless centerboards of all kinds were regarded as 
a factor in determining the form of the section, the mini- 
mum percentage rule was of no avail whatever against the 
Bonshaw type, with an immersed section of probably 90 per 
cent., and quite practicable in the 27ft. class. 
The amendment was laid on the table to consider another, 
offered by i he Queen City Y. C. This proposed to retain the 
33X per cent, clause in the larger classes, but to fix the 
minimum of immersed midship section at 12sq ft. in the 
37£t. class, and 9sq. ft. in the 22ft. class, with a formula for 
an addition to the corrected length of yachts with sections 
below the limit, such addition not to aft'ect classification. 
This was aimed at the Bonshaw type, and craft of light dis- 
placement generally. The mover, Owain Martin, himself the 
owner of a 32-footer, saw no reason why the class should be 
given over to the unrestricted racing machine, especially as 
it was necessary to make passages from port to port in order 
to enjoy a fair season's racing. Good cabin accommodation 
was not to be expected in so small a size; but open boats of 
a seaworthy type had cruised around the lake for years, and 
could do it again. 
After further discussion an amendment to Mr. Martin's 
amendment was introduced by Mr. J. Carl Reed, providing 
for no restrictions whatever on midship section in the 32 and 
37ft. classes, but a new class of small cabin knockabouts to 
be established, as a sejjarate class, the racing length not to 
exceed 22ft. and to sail without time allowance (except as 
hereafter provided). All boats built or brought to the Lakes 
for this class after Dec. 4, 1897, to have an area of immersed 
midship section of not less than lOsq. ft., and each owner to 
file with the measurer at the time of measuring a certified 
drawing to scale of such midship section from the builder or 
designer of the boat. Yachts of 32ft. racing length or less, 
built prior to Dec. 4, 1897, the area of whose immersed rhid- 
ship section exceeds 6sq. ft., may race in this class, but shall 
give a special time allowance in accordance with their lack 
of displacement; the formula to be used in measuring such 
boats (for the time allowance only) shall be: 
L. + ^ S. A. 10 
3 D. 
D is the area of midship section plus .4 of the dift'erence 
between such area and lOsq. ft. This class to be separate 
and distinct from the present 22ft. class, and yachts entered 
in one class not to be eligible in the other. Some doubt was 
expressed as to whether such a class would fill, but Mr. Reed 
assured the meeting that he knew of two men who were only 
waiting for its recognition to build, and in addition it would 
take in a number of craft now out of the racing. After fur- 
ther discussion the amendment was carried unanimously, 
this, of course, disposing of Mr. Martin's original amend- 
ment, while the Royal Hamilton amendment was withdrawn 
except as regards the change from. 33><3' to 35 per cent, in the 
four larger classes, which was adopted. 
This ended the discussion, and further amendments were 
carried without loss of time, and may be briefly summarized 
as follows: Time allowance will be abolished In straight 
class racing, except in the first class. In mixed class racing 
the Tipper limit of the class to which each yacht belongs will 
be taken as the racing length, and time allowed accordingly, 
except in the first class. In mixed class racing also, where 
yachts are subject to a restriction on the midship section, 35 
per cent, will apply to all classes. Yawls will be rated at 93 
per cent, instead of 94 per cent, of their racing length, as 
formerly. 
The rule requiring galley fittings on board during a race 
was rescinded. A Corinthian must steer yachts of 33ft. rac- 
ing length and under, and in addition he must be a member 
of a yacht club belonging to the Association. Measurement 
protests must be accompanied by $5, to be forfeited if not 
sustained; but if sustained, the owner of the yacht will be 
fined a similar amount. 
The Association decided to join the Yacht Racing Union 
of N. A., but instructed the secretary to communicate with 
sister organizations on the Lakes with a view to all being 
represented together 
The tables of scantlings prepared by W. P. Stephens were 
adopted and incorporated in the rules, the meeting express- 
ing its cordial appreciation of the work and care expended 
in their preparation. 
The following were elected representatives of the Council 
of the Yacht Racing Union: x^lmilius Jarvis, J. P. Monck 
and J. E, Burroughs. Mr. Ambrose was nominated, but de- 
clined to stand. On recommendation of the Association 
officer $40 was appropriated to purchase buoys, etc., for lay- 
ing courses at ports where there is no yacht club. 
The election of officers for the ensuing year resulted as 
follows: Pres., Prank Strange, Kingston Y. C.; Vice-Pres., 
R. A. Downey, Oswego Y. C.; Hon. Sec'y, Prank M, Gray, 
Royal Canadian Y. C; Council: Com. Hower, Buffalo Y. C; 
Com. Martin, Queen City Y. C; P. E. Woodward, Rochester 
Y. C; E. H. Ambrose, Royal Hamilton Y. C; T. L. Stephens, 
Victoria Y. C. 
The question of next year's racing programme was left to 
the Council, but Kingston was named as the place of the 
next annual meeting. 
The meeting then adjourned. 
The 21ft. Knockabouts. 
The new class of 21ft. knockabouts, with 600sq. ft, of sail, 
is described as follows by the Boston Q-lobe: 
The new 21ft. knockabout class, with 600sq. ft. of sail, is a 
very promising one, even though it will not produce strictly 
a "knockabout." The carrying of a short bowsprit will take 
the boats out of the strictly "knockabout" type, but at the 
same time the increased speed by reason of the larger sail 
plan, and the more advantageous disposition of sail allowed 
by the bowsprit, will more than compensate for the loss of 
the name. The complete restrictions for the class aS for- 
mulated by a special committee of the Knockabout Associa- 
tion follow and make interesting reading. 
The present standing of the matter is that the report of 
the committee will be presented to the Association. Ajid if 
that body shall see fit to take charge of a third division 
within its membership the boats of the class will be built 
under its jurisdiction. If the Association feels that it has 
its hands full with the 21ft, keel knockabouts and the 35- 
footers, a new association will undoubtedly be formed. The 
yachtsmen interested in the new class are thoroughly in 
earnest in determining to build something faster than the 
present knockabout, and there is a prospect of nearly a dozen 
boats. 
The main idea in starting the new class is to secure a 
faster boat, and one in which better racing can be done with- 
out sacrificing any of the cmising qualities of the old type. 
In fact, the cruising qualities will also be improved, since a 
fair-sized cabin is one of the requirements. It was also de- 
sired to admit ceaterboards, so that yachtsmen who do not 
always have deep water off their club houses could have a 
chance. 
As at present drawn the restrictions seem to meet all re- 
quirements. Any of the old knockabouts may be changed 
in sail plan to suit the new class, while at the same time the 
new boats cannot "outbuild" them iu construction, sincehull 
and ballast requirements are the same as ever. The B uzzards 
Bay class of the Beverly Y. C. is admitted to the new class, so 
that the centerboards of both may race together, keels being 
barred for Bay racing. The boats will cost practically noth- 
ing more for ttieir increased speed, and will be more desirable 
in many ways. 
The type will be a specially good one for the Boston Har- 
bor clubs, and the writer wishes the new class success. 
The following are the complete restrictions as agreed upon 
by the committee: 
A boat of this class is intended to be a seaworthy boat 
with cabin house and fair accommodations; with watertight 
standing room, or air thinks of suQicient capacity to float the 
boat when full of water; rigged simply with only mainsail, 
forestaysail or jib and spinaker . 
The length of the L.W.L., with full equipment and crew 
averaging ISOlbs. per man aboard, shall not exceed Sift. 
Dead weight may be substituted for crew in measuring. 
The beam at Ij W.L , in keel boats, shall be at least 7ft., 
and in centerboard boats at least 8ft, The freeboard shall 
be not less than 20in. on the minimum beam, a reduction of 
lin. on the freeboard allowed for every increase of 4in. in 
beam. 
The forward side of mast at the deck shall be nob less than 
4ft. Sin. aft of forward end of L.W.L. 
The planking, including deck and house, shall not be less 
than %in. thick, finished. 
The frame of the boat shall be of oak, or its equivalent in 
strength. 
The frames shall not be less than Isq. in. and deck beams 
not less than l^^sq. in. section. 
The spacing of frames and deck beams to be not more than 
9in. center to center. 
Deck clamps shall run from stem to stern, with a minimum 
cross section of 4sq. in. for at least one-half the length; also 
bilge stringers of at least 4sq. in. cross section shall run for 
at least one-half the extreme length of boat amidships. 
For centerboard boats the minimum draft shall be not less 
than 3ft. ; the total outside fixed ballast shall be not less than 
3,000lbs. 
For keel boats the draft shall not exceed 6ft,; the outside 
ballast shall be not less than 3,500lbs. 
The fin shall not be counted in the required weight of bal- 
last, and no fin shall be less than J^in. in thickness. 
The sail area shall be not over 600sq. ft., and not over 400 
sq. ft. of actual sail area shall be in the mainsail. The in- 
spector shall be provided with a correct sail plan of any boat 
to be measured, and previous to measurement the owner 
shall cause distinguishing marks, satisfactory to the inspec- 
tor, to be placed on the spars as follows : 
On the mast at the tack and at the throat of the mainsail, 
on the boom at the clew of the mainsail, on the gaff at the 
peak of the mainsail. No part of the mainsail shall be al- 
lowed to extend beyond these marks. The marks shall be 
black bands painted around the spars in a manner satisfac- 
tory to the inspector. The inner edges of the bands shall be 
the limits of the sail. 
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 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 a 
mark an the jibstay level with the head of jib. 
The extreme distance in feet from mast to end of spinaker 
boom when in position, as used, shall be not more than 400 
divided by the distance in feet from deck to throat of 
spinaker halyard block. 
No battens over 30in. length allowed to be used in sails. 
Equipment to include anchor not less than 251bs. and 
cable of not less than 30 fathoms of l}%m. rope; also bticket, 
pump, compass, fog-horn, lead and line, lantern and three 
life-preservers. 
All boats now existing that have befen accepted by the in- 
spector under previous rules, and all that now comply with 
the ijresent rule of the Beverly Y. C. , and all boats built on 
the lines and specifications of W. B. Stearns, as accepted by 
the Seawanhaka Coi'. Y. C, and carrying not more than 
550£t. of sail, shall be accepted as complying with these re . 
strictions. 
Yacht Racing Union of Lon^ Island Sound. 
The fall general meeting of the Yacht Racing Union of 
Long Island Sound was held on Dec. 7 at the Fifth Avenue 
Hotel, New York, Chairman Cromwelhand Secretary Jones 
being present, with the following delegates: 
Huguenot Y. C , E. Burton Hart, Jr., and T, F. Day; In- 
dian Harbor Y. C, C. E. McManus and F. Bowne Jones; 
New York Athletic Club, Mayhew W. Bronson; Corinthian 
Fleet of New Rochelle, .James D. Sparkman and W. Irvine 
Zerega; Riverside Y. C, C. T. Pierce and H. W. Tyler; 
Hempstead Harbor Y. C, Ward Dickson; Horseshoe Harbor 
Y. C, F. E. Towle, Jr., and G. S. Towle; New Rochelle Y. 
C, Charles E. Tower and Paul A. Meyrowitz; Park City Y. 
C, R. S. Bassett; Knickerbocker Y. C, O. H. Cheeborg; 
Bridgeport Y. C, R. R. Curtis and P. M. Wilson; Hunting- 
ton Harbor Y. C, H. H. Gordon; Harlem Y. C„ William 
Towner; Seawanhaka Corinthian Y. C, Oliver E. Cromwell. 
After the roll was called it was moved to dispense with 
the reading of the lengthy minutes of the previous meeting, 
and the proposed amendments to the rules, as already 
printed, were taken up. The points involved were explained 
by the secretary and generally discussed, the rules being 
then voted on. In the general rules the only important 
changes were in the names, that of "Union" being changed 
to the "Yacht Racing Association of Long Island Sound," 
while the term "executive committee" was substituted for 
"council." The object of these changes was to avoid any 
conflict with the Yacht Racing Union of North America: 
the local organizations being thus termed associations and 
the national body a union. It was also decided to hold two 
general meetings, one in November, instead of December, 
and one in March. 
The changes in the racing rules were made to conform to 
the rules of the Y. R. U. of N. A., as recently published in 
the Forest and Stream. LTnder Rule II. Mr. B. Burton 
Hart offered an amendment to the effect that an owner 
should be at liberty to mark the extreme points of measure- 
ment on boom and gaff" by black bands i^ainted on the spar. 
While many were in favor of the suggestion, after discussion 
the amendment was lost. In case of remeasurement on pro- 
test, it was provided that the owner of a yacht thus protested 
must present his yacht for measurement immediately after 
the race when so required by the race committee, and that 
the fee shall be collected from the owner only in the event 
of the new measurement being in excess of that filed in ad- 
vance. Should the measurement prove less, the fee is to be 
paid by the protesting party. The term "racing measure- 
ment" was adopted in place of "racing length." 
When Rule HI., Classification, was taken up, Secretary 
Jones announced that Mr. T. Fleming Day, of the Hugue- 
not Y. C, had intended to offer an amendment that all 
yachts of 30ft. l.w.l. and under be measured and classed by 
waterline only, but that he declined to do so. Mr. Day, 
when called upon, spoke in favor of a L.W.L. measure- 
ment and classification as used in the Massachusetts Y. 
R. A. Some discussion followed, but the amendment was 
lost. 
The draft limits adopted last year were allowed to stand, 
without discussion. 
Under Rule V., Time Allowance, Mr. Day moved that time 
allowance be abolished at once in all classes, and the motion 
was seconded and put to vote after considerable discussion. 
The vote was a tie, 8 to 8. After further discussion it was 
decided to leave the matter until the March meeting, in 
order that all interested might be heard from. The senti- 
ment was strongly in favor of the total abolition of time 
allowance; but opinion was divided as to the necessity and 
expediency of any radical move just now, when allowance 
is already denied to yachts built in 1897, and the older yachts 
entitled to it are rapidly dropping out of the racing. 
The question of allowance for rig brought out some 
amusing remarks on yawls, Mr. Day claiming that the yawl 
would be improved by being denied the allowance and made 
to sail on even terms with the cutter and sloop rigs. The 
subject of establishing a special class for yawls was also dis- 
cussed, and decided in the negative. 
Under the head of "Boats and Life Buoys," it was decided 
that but one life buoy need be carried in yachts under 30ft. 
racing measurement, all yachts of the 36ft. class and the 
larger classes carrying two. A change was made in the rule 
relating to crews, allowing professional crews and helmsmen 
in the 51ft. class. 
Under the head of "Starting and Finishing Signals," the 
subject of the special classes was discussed, and it was 
finally decided to start the special classes separately from the 
regular ones, as from the number of starters in the former, 
as in the new 25ft. and 3lft. knockabouts, they would inter- 
fere seriously with the yachts in the regular classes. This 
required a complete rearrangement of the starting signals, 
which work was referred to the executive committee, to re- 
port at the March meeting. The remaining rules were 
adopted as printed. As several important matters are thus 
left until the spring meeting, the book of rules will not be 
printed until after that meeting. In the meanwhile clubs 
can obtain from the secretary proofs of the rules as thus far 
amended. 
One important subject that was discussed by the delegates 
was the enforcement of the rule relating to numbers on 
sails; it was decided that all the race committees would, for 
next season, enforce this rule strictly arid literally, disquali- 
fying every yacht which does not show her official racing 
nuniber on both sides of the sail and in the proper position. 
Thus far this important rule has not been generally enforced, 
but especially as the rule compelling the carrying of a pri- 
vate signal in a race is rescinded, there is no reason why the 
numbers should not be properly displayed, as called for by 
the rule. 
Mr. C. T, Pierce, of the Riverside Y. C, requested a ruling 
from the Association upon the question of the new 25ft. and 
21ft. classes, as to whether yachts of different design, but 
complying with the dimensions and scantling of each class, 
would be recognized in the races. It was voted, as the sense 
of the meeting, that race committees should recognize no 
yachts in these two classes that were not built to the stand- 
ard designs of the classes. The meeting approved of the pro- 
posal of the executive committee to adopt the blanket entry 
for the entire se ason. 
According to Mr. Blair Cochrane, brother-in-law of Mr, 
Sutton, owner of the )^-rater Wee Winn, so successfully 
sailed on the Solent by Miss Sutton, the total weight of the 
hull, bulb-fin, spars, sails, oars, anchor and all equipment 
carried in racing is 9901bs. The hull alone weighs 3961bs, 
Wee Winn is supposed to be identical in design and con- 
struction with the 15- footer Trust Me, 
Capt. John Carter, who has sailed Britannia since she was 
launched in 1893, and who has done a full share toward the 
splendid record which the yacht has made for five seasons, is 
no longer in the service of the Prince of Wales — a pretty 
strong indication that no new cutter la contemplated to re- 
place Britannia. 
