I 
86 
FOREST AND STREAM. 
[July 9, 
50S. 
•f i 
J 
23. Beverly, fifth Corinthian. 
23. Royal St. Lawrence, A, 30, 25 and 18ft. classes, Dorval. 
25. Interlake Y. R. A., annual, Put-In Bay, Lake Erie. 
25. Cape Cod, club, JProvincetown. 
27-28-29. Manchester, open, Manchester, Mass. 
29, Newport, ladies' day, Narragansett Bay. 
30. Corinthian Marblehead, club, Massachusetts Bay. 
30. Burgess, open, Massachusetts Bay. 
30. American, ladies' cruise, Newburyport. 
30. Taunton, ladies' cruise, Taunton, Mass, L 
30. New Jersey Ath., cup, Newark Bay. 
30. Woods Hell, open, Sussett Harbor. 
30, Shelter Island, special, Gardiner's Bay. 
30. Indian Harbor, annual, Long Island Sound. 
30- Aug. 7. Corinthian San Francisco, cruise. 
30. Royal St. Lawrence, 25, 18 and 15ft. classes, Dorvai. 
30. Baltimore, Rear-Corn, cup, Chesapeake Bay. 
30. Queen City, 27ft. class, Toronto. 
31- Aug. 1. East Gloucester, cruise, Gloucester, Mass, 
AUGUST. 
1. Manchester, open, Manchester, Mass. 
1. Burgess, moonlight sail, Massachusetts Bay. 
34-5. Corinthian Marblehead, midsummer series, Mass. Bay. 
ti, li'Uiiton, cruise to Newport. 
3. Fall River, ladies' day, Mount Hope Bay. 
6. Chicago, race to Mackinac Lake, Michigan. 
6. Corinthian Marblehead, open, Massachusetts Bay. 
6. Beverly, Van Rensselaer cup, Marion, 
ti. Hempstead Harbor, annual, Long Island Sound. 
6. Ouincy, handicap, Boston Harbor. 
6. Wollaston, open, Boston Harbor. 
6-7. Winthrop, cruise, Boston Harbor, 
ti. Norwalk, club, Long Island Sound. 
6. Mount Hope, open, Mount Hope Bay. 
ti. Woods Holl, championship, Hadley Harbor. 
6-8-9. Oshkosh, Green Lake cup, Felker cup, Oshkosh, Wis. , 
6. Queen City, 16ft. class, Toronto. 
6. Royal Canadian, first and 22ft. classes, Toronto. 
6. Baltimore, McAllister ctip, Chesapeake Bay. 
8. American, Newburyport day, Newburyport. 
9, Squam, open, Annisquam. 
10. East Gloucester, open, Gloucester Harbor. j 
10-11. Chicago, open, Mackinaw. 
13. Beverly, sixth Corinthian, Buzzard's Bay. 
13. Queen City, 19ft. class, Toronto. 
13. Horseshoe Harbor, annual, Long Island Sound. 
13. New Jersey Ath., cup, Newark Bay. fe 
13. Cohasset, open, Cohasset Harbor. , 
13, Baltimore, Rear-Corn, cup, Chesapeake Bay. 
13. Corinthian Marblehead, open, Massachusetts Bay. 
13. Winthrop, evening race, Boston Harbor. 
13. Jubilee, championship, Massachusetts Bay. 
13. Burgess, cruise, Massachusetts Bay. 
13. Woods Holl, open, Woods Holl. 
13. American, cruise, Newburyport. 
13. Taunton, cruise to Newport. 
13. Shelter Island, open, Gardiner's Bay. 
13-14. Corinthian San Francisco, cruise. Port Richmond. 
13-18. Royal St. Lawrence, Seawanhaka intentaitional cup, Montreal,. 
Lake St. Louis. 
13-14. East Gloucester, cruise, Gloucester, Mass. 
13. Green Bay, annual, Green Bay, Wis. 
18. Miramichi, Stewart pennant, Oak Point. 
18. Plymouth, open, Plymouth, Mass. 
19. Kingston, open, Kingston, Mass. 
20. Huguenot, annual, Long Island Sound. 
20. Park City, annual, Long Island Sound. . t 
20. Duxbury, open, Duxbury, Mass. 
20. Quincy, handicap, Boston Harbor. 
20. Winthrop, club, Boston Harbor. |, 
20. Woods Holl, championship, West Falmouth. | 
20. Beverly, seventh Corinthian, Buzzard's Bay. 
20. Burgess, championship, Massachusetts Bay. 
20. Royal Canadian, 27, 22 and skiff classes, Toronto. 
20. Baltimore, McAllister cup, Chesapeake Bay. 
21. Winthrop, cruise, Boston Harbor. 
22-23-24. Quincy, challenge cup, Boston Harbor. 
22. Wollaston, cup, Boston Harbor. 
22. Cape Cod, open, Provincetown. 
22-26. Seawanhaka-Phila. Cor., knockabout interclub match, Oyster- 
Bay. 
23. Wellfleet, open, Wellfleet, Mass. 
26. Fall River, open, Mount Hope Bay. 
27. Beverly, club meeting and informal race, Buzzard's Bay. 
27. Queen City, 27ft. class, Toronto. 
27. Huntington, annual. Long Island Sound. 
27. Douglaston, special. Long Island Sound. 
27. Cor. Marblehead, third championship, Massachusetts Bay. 
27. Woods Holl, open, West Falmouth. 
27. Shelter Island, special, Gardiner's Bay. 
27. Taunton, open, Taunton, Mass. 
27. American, cruise to Squam. 
27-28. Corinthian San Francisco, cruise, Petaluma. 
27. Canarsie, Corinthian race, Jamaica Bay. 
27. Baltimore, Withers cup, Chesapeake Bay. 
29. New Jersey Ath., club, Newark Bay. 5 1 
30. Taunton, ladies' day, Taunton, Mass. 
31. American, moonlight sail, Newburyport, Mass. 
SEPTEMBER. 
3. Savin Hill, open, Boston Harbor. 
3-4-5. Corinthian Marblehead, cruise, Massachusetts Bay. 
3. Woods Holl, championship, Sussett Harbor. 
3-4-5. Wollaston, cruise, Boston Harbor. 
3. Baltimore, Rear-Corn, cup, Chesapeake Bay. 
3. Beverly, eighth Corinthian, Buzzard's Bay. 
5. Cor. Philadelphia, fall, Essington, Delaware River. 
5. Larchmont, fall, Long Island Sound. 
5. Norwalk, open, Long Island Sound. 
5. Norwich, open, Long Island Sound. 
5. Beverly, open, Buzzard's Bay. J 
5. Newport, club, Narragansett Bay. 
5. City Point, club, New Haven, Long Island Sound. 
5. American, skiff class, Newburyport, Mass. 
5. Jubilee, championship, Massachusetts Bay. % 
5. Burgess, open, Massachusetts Bay. 
5. Lynn, open, Massachusetts Bay. 
5. Ouincy, handicap, Boston Harbor. 
5. Royal Canadian, Prince of Wales cup, Toronto. si 
9. Pacific, interclub regatta, San Francisco Harbor. | 
10. Beverly, tenth Corinthian, Buzzard's Bay. j 
10. Royal Canadian, skiff class, Toronto. 
10. Riverside, annual, Long Island Sound. 
10. Hull, open, Boston Harbor, 
10. Massachusetts Y. R. A., rendezvous, Hull. ~ 
10. South Boston, handicap, Boston Harbor. * 
10. Winthrop, cruise to Hull. i > 
10. Burgess, sail-off, cruise, Massachusetts Bay. 
10. Woods Holl, open, Woods Holl. 
10. Taunton, club, Taunton, Mass. 
10. Baltimore, McAllister cup. J 
10. Chicago, fall, Lake Michigan. 
11. Corinthian San Francisco, regatta, San Francisco Bay. 
11. Massachusetts Y. R. A., review, Hull. 
17-18. Corinthian San Francisco, cruise, Vallejo. 
17. American, cruise to Plum Island. 
17. Baltimore, Rear-Com. cup, Chesapeake Bay. 
17. Queen City, 22ft. K class, Toronto. 
26. Newport, ladies' day, Narrangansett Bay. 
29. Miramichi, Gould cup, Newcastle. 
30. Taunton, ladies' day, Taunton, Mass. 
OCTOBER. 
14. Miramichi, Watt cup, Chatham, 
The most interesting yachting event of the present 
-week is the performance of the late flagship of the New 
York Y. C., Corsair II., now the U. S. S. Gloucester, of 
the blockading squadron off Santiago. Lieut. Com- 
mander Richard Wainwright, second in command of the 
Maine at the time she was blown up, is now in com- 
mand of the Gloucester. When Admiral Cervera made 
the desperate dash out of Santiago harbor last Sunday 
morning, the Gloucester devoted herself to the two 
Spanish torpedo destroyers, Furor and Pluton. at- 
tacking the pair directly under the guns of Morro 
Castle and the fire of the big Vise a/a. From the ac- 
counts thus far at hand, the Gloucester did the most of 
the work of disabling these two vessels, both of which 
were beached, one blowing up. Later in the day the 
Gloucester turned up to the westward In time to send a 
boat to the burning Spanish flagship, in which Admiral 
Cervera was taken ashore, and on immediately surren- 
dering was taken off to the Gloucester, being received at 
her gangway by Lieut. Com. Wainwright. The work of 
this little ship under extreme conditions, for which she 
was never intended, reflects the highest credit upon her 
designer, Mr, |. Beavor Webb. 
On Monday, July n, and the two succeeding days, the 
Seawanhaka C. Y. C. will hold its trial races for the 
selection of a challenger in the match with the Royal 
St. Lawrence Y. C. As usual, but little sailing has been 
done thus far by the 20ft. fleet, though the races are but 
live weeks off, and much of this time must necessarily be 
wasted in transportation. Two. of the proposed chal- 
lengers, one new and one old, have sailed a few races 
on the north shore of the Sound, but there has been 
none of that thorough and systematic racing on the part 
of the class as a whole which is the only thing that can 
develop the best speed of the boats. The final trial races, 
in default of such preliminary work, merely serve to 
show the defects inherent in every new Doat, and there 
is not sufficient time between them and the cup races for 
putting the boats into the best possible shape. The de- 
fending fleet began its work later than usual this year, 
but it has already sailed several races, and in addition 
it has the time for final preparation which is lost by the 
challenger in transportation. 
Girth as a Factor of Measurement. 
There has been for several years past a general 
agreement on the part of all interested in the 
improvement of the measurement rule on one 
point: that the main end to be attained by a 
new rule .is an increase of displacement and area 
of midship section. It has been generally recognized 
that, however correct the main factors of the existing 
rules, length and sail area, may be, when brought to bear 
on the fin-keel type they discourage the use of dis- 
placement; and that a very weak point has been de- 
veloped in the rules that can only be removed by the 
addition of a factor directly related to displacement. 
Numerous proposals to this end have been advanced, 
including the use of displacement and area of midship 
section as divisors, the use of the depth of midship sec- 
tion at one-quarter of the beam, and of the inclusion of 
both beam and draft in the formula as direct taxes upon 
extreme dimensions. 
The use of girth as a factor of measurement dates 
back many years, though it has never become general 
in America or England. It has had advocates in this 
country, it has been used locally in England, as at 
Liverpool, and on the continent it has been quite wide- 
ly used, being an important factor of the French 
rules for some years. It was suggested by the 
conference of British designers held in 1895-6, and 
adopted as an important factor of the Y. R. A. rule 
in the latter year. We have repeatedly published this 
rule, and it has been brought directly to the attention 
of American yachtsmen of late through the visit of Mr. 
Jarvis to England. 
While the evidence thus far, after two years of trial, is 
in favor of the new rule in British waters, there are good 
theoretical reasons against the use of girth as a factor; 
reasons which are not disposed of by the evidence of ex- 
isting British boats. 
Bearing in mind that the direct end in view is the in- 
ducement of the designer to take a larger area of midship 
section, at the same time leaving him free as to the pro- 
portions and form of this area, we are met with the fact 
that girth is of itself in no sense a measure of the area 
included within it, unless the character of the section is 
the same; there is no essential relation between the peri- 
meter of a figure and its superficial area. 
This much in theon^, now in practice the corrective 
effort of girth as applied to any form of yacht sec- 
tion must be limited to the filling out of some part of the 
space a. a., which lies inside of a line A B, drawn from 
the end of the beam at L.W.L. to the bottom of keel, 
Fig. 1 ; by the substitution of curves, as b or c, for the 
angle d, of the fin type. In doing this, its direct tendency 
is to produce the triangular section, A, B, C, an impos- 
sibility, owing to the lack of stability of this form. 
When the designer attempts to improve the section by 
adding a bilge at b, b, outside the line A, B, the girth 
measurement at once steps in to penalize him. Of the 
relation of girth to bulk, it may be said that bulk 
is, on principle, and most manifestly, penalized and dis- 
criminated against, and where its use is encouraged 
at all it is only capriciously and indirectly, as in the case 
above, where the inducement to cut the bilge at b is 
quite as strong as that to fill the hollow within the 
line. 
The i&o-Tiditions under which the rule has been tried 
in England are somewhat limited, and by no means the 
■same as those existing on this side. The tendency of 
rgirth as used in the Y. R. A. rule is to produce a section 
itn which beam and draft are approximately equal, the 
section of Vanessa, Minerva and many other excellent 
.yachts of different eras. In that it has in a measure 
■displaced the fin-keel and restored tins form of section, 
■as shown in the Forest and Stream of March 19, it has 
been of immediate benefit to yachting. At the same 
time we believe that any well-informed yachtsman will, 
upon examination of many of the sections, and a study 
of the dimensions of the yachts, come to the conclusion 
that the draft is very light for good windward work, a 
complaint already made against the new boats. As con- 
cerns these sections, it may be said that none of them 
could be symmetrically enlarged, thus giving more dis- 
placement, without incurring a penalty, under the rule; 
:and on the other hand, any symmetrical reduction of area 
(and displacement) would receive a premium under the 
rule. 
The question of the effect of the rule as applied to 
the centerboard yacht, a -vital one on this side of the 
water, is disposed of in England by the very simple pro- 
cess of barring the entire centerboard type; .90 that 
practically the rule, as in actual use in Great Britain, 
limits designers to the keel type of yacht and one] 
general type of midship section. 
This of itself is a sufficient argument against the adop- 
tion of the Y, R. A. rule as it stands by American; 
yacht clubs, as the designer must be allowed a larger! 
liberty of choice both as to the use of the centerboard 
or keel, and the form of section. While any new rule 1 
Fig. 1. 
to be satisfactory in this country must discriminate 
against such yachts as Dragoon and El Heirie, it must 
leave a free field for the development of the moderate 1 
centerboard type. 
The influence of the British Y. R. A. rule on Dragoon 
and El Heirie is shown in Fig, 2. Assuming the beam, 
the depth of keel outside of hull proper, and the center- 
board, to be constant for all chances of section, itj 
will be plain that any attempt to improve the original} 
shoal section by deepening it, as shown by the broken 
line, must increase the girth, and consequently the final] 
measurement; directly encouraging the slab type as com-J 
pared with a yacht of useful depth. 
Under the Y. R. A. rule the measurement may be inJ 
/ 
/ 
Fig. 3. 
creased by two essentially different causes, by the ir 
crease of the dimensions, beam and, draft, both of whic 
constitute levers which give power unassociated wit 
bulk; or b}f the simple increase of bulk, without increas 
of the 'levers, thus involving an increase of the work 
be done, with no increase of the power to do it. Thej 
rule fails utterly to discriminate between power and 
effect, the length of the levers and the work accomj 
plished. 
The formula proposed by Mr. Hyslop has for ks 
