March 5, 1898.] 
FOREST AND STREAM. 
193 
The latest development of the Scawanhaka one-design 
class promises a new and interesting variety of inter- 
clnb competition that will be most welcome at a time 
when there is iDractically nothing in the way of large 
yachts to claim public attention, and which cannot fail 
to be of benefit to the parties directly concerned. As 
is well known, the Seawanhaka fleet of one-design boats, 
which Mr. Stearns has announced is now completed, 
to the number of twenty-frve, except for the launching 
and setting up of spars and rigging, has been duplicated 
by two other clubs: the Corinthian Y. C. of Philadel- 
phia, and the Country Club, of Westchester county. 
The Corinthian fleet, now partly completed at Harlan & 
Hollingsworth's yard, Wilmington, numbers seven 
yachts, and may be increased to ten before the season 
opens. The Country Club order was for nine yachts, 
to which one more maj^ be added. These two fleets 
arc built under Mr. Stearns' supervision, and to the 
standard SeaAvanhaka design. It has been intimated 
to the Seawanhaka C. Y. C. that the owners of the 
Corinthian yachts would like to visit New York waters 
and sail an interclub match with an equal number qf 
yachts- — seven — and at the meeting of the S. C. C; 
last week the race committee was given full power to 
arrange such a match by issuing a challenge to the 
Corinthian Y. C. to visit Oyster Bay, and to offer a 
suitable trophy for the winning fleet, and if considered 
desirable individual prizes for helmsmen, etc. At the 
same time the committee was empowered to challenge 
the Country Club fleet to a similar interclub contest 
of three races, at Oyster Bay, Pelham Bay, and on a 
neutral course. 
The absolute equality of the yachts, making the con- 
test depend solely upon the skill of the club representa- 
tives, will add a novel element to the contest between 
the Delaware River and Long Island Sound, and there 
is little doubt that the matches will afford the best of 
sport to all directlj' interested and awaken a general 
interest on the part of yachtsmen and the public, while 
such a friendly competition must be to the advantage 
of both parties. The date suggested for the Corinthian 
matches is the end of July, following the trial races of 
the 20-footcrs ofif Oyster Bay (July 11, 12, 13) and pre- 
ceding the New York Y. C. cruise and the international 
matches with the Royal St. Lawrence Y. C. at Mon- 
treal, the latter beginning on Aug. 13. 
Yacht Measurement. 
Editor Forest and Stream: 
Having read with much interest both the report of the 
race committee of the Seawanhaka Corinthian Y. C. 
and the subsequent resulting correspondence in your 
journal relative to the adoption of some new mode of 
measurement of yachts for racing purposes, I take the 
liberty of addressing to you my little contribution to 
tlie general fund, not with the idea that the position that 
I assume is impregnable, but that if many lights are 
thrown upon this vexed question there is a possibility 
of perhaps approximating in time to a felicitous result. 
Will the following axioms not be generally admitted? 
1. The rule of measurement must be a simple one and 
not complex. 
2. A measurement to be practical must be capable 
of being expeditiously, made and while the yacht is afloat. 
3. The measurement should be such that the designer 
or builder cannot easilv cheat the rule. 
4. Yachts should be so classified under the rule that 
the more powerful boat shall be in the higher class; in 
other words, that power shall be the basis of measure- 
ment. 
It seems to me from an extended investigation of this 
question ranging over a period of many years, and view- 
ing the subject from very many points of view, that 
theoretically (and I believe this will commend itself to 
every thoughtful person) the truest and most accurate 
method of comparing yachts is by their respective sta- 
bilities at some fixed angle of heel, say 20 degrees; in 
other words, the simplest and truest form of compari- 
son would be to multiply the displacement of the yacht, 
expressed in tons or in pounds, into its righting lever 
at some fixed angle of heel. 
Now to obtain this result means not only long calcu- 
lation, but a knowledge of naval architecture, Avhich can 
only be acquired by dfligent and persistent study; so 
that we are practically barred from this means of com- 
paring" yachts. 
Let us look a little further, however. Is there no feas- 
ible and readily obtained equivalent of this expression 
of the stability of a yacht? We have not far to 
go in search. The righting power of the yacht 
expressed in pounds multiplied by righting lever has 
an exact eciuivalent, easily and expeditiously obtained 
without wading though tons of calculations, and that 
is the force that retains the yacht at its angle of heel 
in equilibrium, viz., the area of the sail multiplied by 
the height of its center of effort above the center of 
gravity of the vessel. This moment multiplied by a 
given wind pressure, expressed in pounds, which would 
be a constant for all yachts, would precisely represent 
the expression of stability sought for. 
Now it seems to me that, so far as the height of the 
center of effort above the center of gravity is concerned 
for purposes of measuring yachts, this factor can be 
wisely discarded, leaving it to the choice of the designer 
whether to cut his sails high or low, according to his 
fancy or the exigencies of clim.ate, surroundings, etc. 
The constant, so many pounds wind pressure per square 
foot, can also be discarded. What tlien do we have left? 
Simply the area of the sails, and this is the form of meas- 
urement which seems to me the mode which sooner or 
later will at least be given a fair trial. 
It may be said that it is a very radical change. That 
is true, but it is generally felt among thoughtful yachts- 
men that something radical is needed in order either to 
develop a type of 3'acht Avholesome in character, com- 
bining beauty with speed, and possessed of every good 
quality which can be imparted to it by skill in design 
and skill in construction; or if not to develop such a 
t3''pe to at least place such a boat on a fairly equal foot- 
ing with craft built solely for racing. 
Moreover I ask this simple question: What do we 
as Americans desire in our yachting world, and what is 
our aim?^ We have freedom in everything; why not have 
freedom in design? It is often said, let the fastest boat 
win; and this is precisely what we desire to accomplish. 
What is oiu" aim? To obtain absolute speed or speed 
relative to some standard, fixed by cramping taxation 
of elements which go to make speed and in some in- 
stances tend to detract from it. For instance, our Eng- 
lish cousins tax girth; in other words, wetted surface, 
and wetted surface is generally considered to be a hin- 
drance and not an aid to speed. 
T contend that speed absolute is what is tfear ttj: the 
American heart. 
Say we classify yachts by theif sail afea, making classes 
of 5oosq.ft., 7Sosq.ft., i.ooosq.ft. of sail, etc. Take, for 
instance, a small yacht well known in Boston waters, 
the jib and mainsail Privateer. Here we have a 2Tft. 
Matcrline boat that carries i.ioosq.ft. of sail. Is it not 
probable that with the same sail spread a faster yacht 
could he turned out, and would not this be a move in 
tlie right direction ?_ More especially if the yacht would 
thereby gain certain good qualities which perhaps in 
the eyes of some site does not possess to-day. 
Let us now view as far as we may be able the probable 
effect of such a rule. Take four examples of types, each 
carrying say 6oosq.ft. of sail: Fig. t representing the 
broad and shallow centerboard type; Fig. 2 the medium 
Avholesome, fixed keel type; Fig. 3 the deep and narrow 
boat of former English fashion, and Fig. 4 the bulb 
keel of the present type. 
We will assign for means of comparison the same 
righting power to each; that is to say, each boat will 
carry the 6oosq.ft. of sail equally Avell. 
Under these questions No. i will be the shortest on 
load watci-line. and will have light displacement, because 
the natural righting lever is largely increased by adding 
to the beam. She will have rather large wetted surface. 
No. 2 will have slightly greater length and slightly 
greater displacement, but aided by a lower position of 
center of gravity and less wetted surface will be more 
compact. 
No. 3 will have still greater length, but to compensate 
for the very much shortened righting lever at moderate 
angles of heel will have largely increased displacement' 
and wetted surface will be great. 
Of No. 4 not much need be said. She Avill be fast, and 
at first appearance one might say your rule would pro- 
duce simply bulb keels, that is all. 
Not so fast. Many can remember (and it is to a cer- 
tain extent the case to-day) Avhen boats were divided 
into two classes, ,vi2., centerboards and keels. To-day 
many keel boats not only equal, but in many instances 
surpass the centerboards. Why not, following out this 
idea, divide boats not as centerboards and keels, but 
as fin and bulb keels (accurately defining them) and other 
boats. Then if a man wishes to build a bulb keel he 
is at perfect liberty to do so, and he will find others of 
like tendencies who will be ready to race with him; but 
the man who desires something more than a mere itia- 
chine, who wants a boat that will be strong and service- 
able, and on which he can visit a sand bank now and 
then without fear of damage, will choose No. 2. I be- 
lieve, and in so doing he Avill possess a good all-round 
boat, good in any weather, and good enough to race 
too on e\'en terms. 
That there are pros and cons on this question I am 
very ready to admit, but there is one matter to which I 
would call your attention.. America leads; does not 
follow. If any good rule is adopted in this country it 
should spring up in this country. We cannot adopt 
somebody else's rule unless somebody else's has shown 
splendid qualities. 
If I had time and was not disinclined to weary you 
I shoifld like to speak of the types of yachts which each 
Avell-known form of measurement has given rise to in 
England, in France and in the United States. But these 
facts are well known to your many readers and can be 
passed by. 
To be sure the mode of measuring yachts by sail area 
alone was advocated by that pioneer in English j'acht 
designing P. R. Marrett, but there is one thing to say, 
the rule has ncA^er been adopted. Other m_easurements 
have been employed, and in the opinion of thoughtful 
men have failed to develop in general what may be con- 
sidered the best and most wholesome types. 
Why not try sail area and see what type will restilt? 
Experience alone will prove its cfTicacy or its defi- 
ciency. 
The locality would largely regiilate the type of yaclit 
constructed under, this rule, and what could then be 
more general in character (jr' better adapted to the ex- 
igencies of widely different conditions such as prevail 
in the interior of this country and on the sea board. 
It may be thought by many that such a rule would 
tend to produce very attenuated forms. But a competent 
na,val architect well knows, give a boat small area o£ 
midship section, with extremely fine lines forward and 
aft, and such yachts are only good in light weather, and 
more powerful hulls will tiuickly outstrip them with a 
rising wind and a rising sea. 
Moreover, so far as small yachts are concerned, they 
will always be given a fair proportion of beam, because 
it is a natural law in yacht construction that as 
the tonnage diminishes so should the proportion- 
ate beam and consequent sail carrying power in- 
crease in order to enable the small craft to overcome 
the natural obstacle which she has to encounter in the 
way of speed, viz., that for a given volume the surface 
exposed is largely in excess proportionately of that for 
craft of larger tonnage, and to make a good showing in 
point of speed she must be relatively to the larger yacht 
a more powerful craft. 
By using sail area as the mode of measuring and clas- 
sifying yachts no time allowance is needed. 
In actually measuring the sails it seems to irte advisa- 
ble to confine the tax to Avhat may be designated work- 
ing sails. For example, a cutter or sloop, measure: 
First. — Area of mainsail. 
Second. — y\rea of forward triangle, the three points 
of which would be: (r) Where jib stay cuts bowsprit; 
(2) where jib stay cuts mast; (3) ititersection of for- 
ward side of mast Avith deck. 
Third. — Area of working topsail triangle, the three 
points of Avhich would be: (1) Topsail halyard sheave; 
(2) topsail sheet sheave; (3) intersection of main gaff 
with after edge of mast. 
Free latitude is thus giA'en the use of large clubtop- 
sails, jibtopsails and spinaker untaxed. These sails 
are only carried in moderate weather, and the presump- 
tion Avould be that yachts would be constructed to carry 
the sails for which they were taxed in good fresh breezes, 
and in moderate Aveatlier they would fly their kites. 
Now I am not going to write a treatise, but in closing 
this article I cannot refrain from speaking of one or tAVO 
matters which bear directly upon the question in view. 
First. — What has been the result in England in the 
experience of the Yacht Racing Association in passing 
from Dixon Kemp's rule 
Lengthy Sail Area 
6,000 
to the present girth rule so far as small yachts are con- 
cerned? Norman, built by Sibbick under the old rule, 
is a better boat than Heartsease, by the same builder 
under the girth rule. And why Avas a committee of very 
competent men, including Mr. Froude, selected to de- 
vise a formula which would produce a better type of 
boat in the smaller classes? The present rule therefore 
does not give satisfaction. What did the committee 
recommend? To leave otit of the formula sail area and 
to tax length and especially beam and depth heavily. 
This committee struck the keynote, correct in principle, 
either tax your hull or tax your sail. Don't tax both. The 
committee (if I may be permitted to venture an opinion) 
with deep English conservatism hit beam and depth 
pretty hard, and so the Y. R. A. would have nothing 
to do with its recotnmendations. 
Second. — In our OAvn country lately several excellent 
formula; have been proposed. These forinulae could not 
but give good satisfaction, as they have been devised 
by very experienced men. 
The formttla; seem to me, hoAvever, open to this ob- 
jection: The measurement results from these formuke 
would have to be deduced from accurate drawings of 
yachts, and therefore such formuke would not seem to 
be adapted to the quick needs of a yacht measurer, who 
would only take such results on faith, and that would not 
meatt measurement. 
In closing I may appropriately quote a few words by 
William Cooper (Vanderdecken), one of the truest 
yachtsmen that this century has prodttced. He says, 
speaking of the far-famed America: "Then there is a 
very important element in the construction and fitting of 
a yacht, which tends more than anything to success, and 
that is, the proper adjustment of displacement and driv- 
ing power, and we are quite sure that in this respect 
the America had no rival, and I have a strong idea that 
her great achievement may in part be attributed to the 
care and attention bestoAved upon her in this important 
matter." ^ Isaac B. Mills. 
Boston, Feb. 5. 
Treatise on the Construction of Sailing Yachts. 
We have frequently had occasion to comment on tlie 
growth of yachting literature in France as evidence of 
the progress and prosperity of yachting in that country, 
and Ave note with pleasure the publication of a new and 
important work, the latest addition to the "Library of 
the Union of French Yachts," published by Messrs. E. 
Bernard & Co., Paris. This series already numbers 
such standard works as the French edition of Dixon 
Kemp's two books, and the "Elements of Astronomy 
and Navigation," by J. de Chabannes la Palice, the 
noted French yachtsman. The latest edition is entitled 
"Traite de la Construction des Yachts a Voile's" ("Treat- 
ise on the Construction of Sailing Yachts"), the author 
being Mr. C. M. Chevrettx, the French yacht "designer. 
The book, Avhich is an octavo volume of over 300 
pages, is devoted exclusively to practical yacht con- 
struction, the author explaining in the preface that this 
subject was selected as of more immediate value to 
builders than the subject of the geoinetry of the yacht 
(practical drafting and designing), which wo-uld natural- 
ly precede it. 
The book begins with the assumption that the de- 
sign is completed and all calculations made, the first 
work of the builder being the consideration of the table 
of scantling, presumably furnished by the designer. The 
dimensions of all parts determined on, the table of off- 
sets is described, with the practical operation of lay-oft 
