Julv g, 189&] 
FOREST AND STREAM. 
37 
foundation this relation between the power, as derived 
from the two levers, beam and draft, and the work 
done in driving the greatest possible area at the re- 
quired speed, ft leaves to the designer the largest pos- 
sible liberty in choice of keel or centerboard type, of 
proportions of beam and draft, and of form of section ; 
at the same time it makes it compulsory that he should 
pay to a certain extent for the power gained by long lev- 
ers, through a proportionately large area of section to 
be driven. How much he shall pay, in other words, just 
what combination of speed and accommodation yachts- 
men desire, is fixed by the constant or multiplier decided 
on for the factor, the square root of the midship sec- 
tion. 
The effect of this rule with the constant proposed by 
Mr. Hyslop (3.33 ^M.S.) is also shown in Fig. 2, The 
original shoal section would be taxed under the rule 
by an increase of the yacht's racing measurement, but 
if enlarged to the broken line the tax would disappear 
and the measurement would be precisely the same as it 
is to-day under the Seawanhaka rule. 
The effect on the fin-keel is shown in Fig. 3, the 
original fin section would be taxed under the proposed 
rule by an addition to the present measurement, but if 
the section were filled out to the broken line, giving a 
yacht of good internal accommodation instead of a 
mere hollow shell, the tax would disappear, and the 
yacht would race at her present measurement by the 
Seawanhaka rule. 
Under the Y. R. A. rule beam and girth are taxed 
directly and draft indirectly, as we have shown, with 
unsatisfactory results, at least as applied to American 
uses. Under the proposed rule neither of these elements 
is a subject of direct tax; but at the same time there is 
the strongest possible bar to the abuse of extreme dimen- 
sions, unaccompanied by a reasonable amount of dis- 
placement. 
There are two important points to be considered in 
connection with this latest proposal; in the first place, is 
the principle correct in theory and likely to work well in 
practice? In the second place, if the principle is correct', 
what constant shall be selected? It is the opinion of 
the originator of the formula that even with the con- 
stant proposed by him (3.33, or 6.66, when factored over 
the present divisor 2 of the SeawanhaKa rule) the fin- 
keel type will have a fair chance beside new yachts built 
under the rule. It will be obvious that by altering this 
constant the rule can be made to encourage any type, 
from the extreme fin to the equally extreme cruising tub. 
The figure suggested will, we think, produce what yachts- 
men profess to want, a moderate type of yacht, keel or 
centerboard at will, and if it does this nothing more 
can fairly be asked. If, at the same time, it gives a 
fighting chance to the fin-keel to race with the new 
yachts, so much the better. 
Kennebec Y. C. 
Bath, Me., Kennebec River. 
Saturday, June 25. 
From club house to Bath Iron Works buoy, thence to 
Lebanon Bluffs buoy, then to Winslow's Ledge lower 
buoy, thence to club house, all buoys to be left to port. 
Distance, four miles. Weather fair, with threatening 
clouds, which did not materialize. Wind S.S.W., fresh, 
then very light. Tide, end of ebb and start of flood. 
Both classes same course. Summary. 
Length. Finish. Elapsed. Corrected. 
Dewey, Harrington...... 20. 11 4 08 45 0 56 15 0 56 15 
Marguerite, Hutchins... .20.04 4 24 26 1 09 46 1 09 23 
U. C, Silsby 19.10 4 23 35 1 09 55 1 09 24 
Woodcock, "Percy. .......20.02 4 24 55 1 10 55 1 10 23 
Glide, Brooks 18.08 4 28 15 1 13 15 1 11 41 
Fourth Class. 
Ultra, Besseliene 17.10 4 39 40 1 14 40 1 14 40 
Ceila, Cook 15.00 4 38 50 1 18 30 1 17 24 
Alma, Silsby 17.01 4 41 29 1 18 07 1 17 51 
There were a number of boats that did not start on ac- 
count of the lack of wind. The racfc for second place in 
the third class was a very pretty one. 
Winners of Prizes.— First prize, Class 3, Dewey; Class 
4, Ultra. Second prize, Class 3, Marguerite; Class 4, 
Ceila. Third prize, U. C. 
Glide was handicapped 2m. 40s. in the third class, and 
Ultra won with im. 22s. in the fourth class. The handi- 
cap of Glide deprived her of second place, there was no 
prize for this one race, it being best two out of three 
races for a challenge cup offered by the club. 
Regatta Committee — E. S. Hutchins, A. A. Percy and 
Dr. H. A. Bates. 
Judges — W. A. Potter and S. C. Greene; timer. E. R. 
Wittekind. 
Dorchester Y. C. Annual Regatta. 
Dochester — Boston Harbor. 
Saturday, June 25. 
The Dorchester Y. C. sailed its annual regatta on 
June 25 in a lively S.W. breeze, but with a rather small 
fleet of starters. The times were: 
25ft. Class. 
Elapsed. 
Eleanor, D. B. Clapp 1 50 08 
Tantrum, F. Coleman... 1 54 39 
Beatrice, J. Cavanagh... 2 00 01 
Little Peter, H. Moebs 2 25 03 
21ft. Class. 
Tacoma, Elmer Prior 1 57 55 
Elsa, H. M. Crane 
21ft. Class. 
Privateer, A. E. Schaaf 1 44 09 
Arab III., C. D. Lanning 1 61 31 
Omeme, W. P. Barker ....1 54 46 
Knockabouts. 
Jilt, W. O. Gay 1 44 23 
Dafila, W. D. Turner 1 46 23 
Spindrift, W. H. S. Lothrop 1 48 44 
18ft. Class. 
Alpine, C. J. Blethen s 1 21 50 
A^amoose, R. M. Benner ; 1 22 48 
Perhaps, T. H,. Robinson , Withdrew 
15ft. Class. 
Katydid, J. F. Small et al ... 1 22 14 
Glide, G. D, Silsbee 1 24 34 
The judges were Messrs. George H. Collyer, Coolidge 
Barnard, Hartford Davenport and O. F. Davenport.. 
The winners were: First prizes, Eleanor $15, Tacoma 
$12, Privateer $12, Jilt $12, Alpine $12, and Katydid $10; 
second prizes, Tantrum $10, Arab III. $8, Dafila $8, 
Vamoose $8; third prize, Beatrice $5. 
Small Yawls and Schooners and Mixed Classes. 
We have already mentioned the. question which has 
recently arisen about Boston through the advent of a 
racing yawl and a racing schooner in the very small 
classes, and the proposed entry of the latter for the 
Quincy challenge cup. The following extracts, from 
recent issues of the Boston Globe, give further particu- 
lars of two very interesting boats: 
The Memorial Day race was noticeable for the appearance of 
the yawl rig; among the racing craft in competition with the^ faster 
hb and mainsail. The yawl rig was carried by John F. Smalls 
Katydid, his new boat in the 15ft. class, and captured second 
place to last year's champion Vitesse. The yawl is an outcome 
of the present Y. R. A. rules and of the desire of Katydid s owner 
to test the respective merits of the rigs in actual practice. It is 
not a "trick" to win races, but a legitimate experiment under the 
rules, Its possibility comes about in this way: 
The inferiority of the yawl or of the schooner rig to the jib 
and mainsail in the matter of speed has been so commonly con- 
ceded that schooners and yawls have for years been allowed to 
race at seven-eighths of their racing measurement. This was 
when time allowance was given, and when rating for classification 
was on a different basis from that for allowance. The present 
Y. R. A. rules say that schooners and yawls shall be rated at 
seven-eighths of their racing length. Since there is no time al- 
lowance, the boats are "rated" only for classification. "Racing 
length" is waterline with crew on board. It follows then that a 
man who has a yawl which he wishes to race must have one 
longer than the class limits, just enough longer in fact to make 
seven-eighths of her racing length fit the class for which she is 
intended. 
This is what Mr. Small has done. His boat is just under 17ft. 
racing length, seven-eighths of which is just under 15ft., the class 
limit. What he loses in speed by the yawl rig he expects to more 
than make up on the extra length and size of his boat. His boat 
is "rated" for classification just within the class limits, and there 
you are. The position seems to be a sound one. 
But how about its effect on the racing? Well, that remains to 
be seen. A yawl like Katydid seems to be perfectly allowable 
under the rules. The rig is confessedly a handier one for squally 
weather than the jib and mainsail, and if Mr. Small has produced 
a faster yawl under the rules than the jib and mainsails of her 
class, it simply remains to adopt the yawl rig or to bar it out 
altogether. 
As it is too late to change the rules this season, the prospect 
is that Mr. Small's experiment will be given a fair^ trial, and that 
the Association can govern itself accordingly. The experiment 
is indeed an interesting one, and .judging from her performance 
on Memorial Day Katydid will be heard from with no uncertain 
sound in the racing to come. 
The yawl has already appeared as a racing rig under the rule 
of the Yacht Racing Association of Massachusetts rating schooners 
and yawls for the purpose of classification at seven-eighths of 
their racing length, and within a month the schooner too will have 
made its appearance. The yawl rig is carried by John F. Small's 
Katydid in the 15ft. class, and the schooner rig will be carried 
by S. N. Small's challenger for the Quincy cup on behalf of the 
Savin Hill Y. C. 
Katydid is about 17ft. racing length, but rates at 15 under the 
rule. The new challenger will be just under 24ft. racing length 
and will rate at 21ft., or just within the class in which the cup 
is offered. The brothers appear to be bound to test to the limit 
the usefulness of the rigs as racing ones under the allowance for 
rig given by the rules, and their experiments will be watched with 
more than usual interest. 
But it may be said right here that neither of these designers 
has gone in any way to an abnormal rig or to one in which 
handiness is sacrificed for the sake of securing the allowance. 
They are simply trying to work out the question of the relative 
speed of the rigs as against the jib and mainsail, with of coxirse 
the belief that the schooner or yawl now has a fair chance of win- 
ning, because of the extra length allowed her. The experiment 
is a perfectly legitimate one and was considered even under last 
year's less favorable rules. It has now become a certainty and the 
result is in doubt. 
Katydid is a yawl under any reasonable definition of the rig, 
Her main boom swings clear of her mrzen, while the mizen itself 
is of sufficient size to work the boat in connection with the jib, 
even when the mainsail is down. The other small boat will be 
no less of a schooner. Her masts will indeed be rather close to- 
gether, but the foresail will be no "baby" of a sail, but will do 
its full share of work either close-hauled or in reaching. She too 
will class as a schooner as easily as does Katydid a yawl. She is 
now building by Higgins & Gifford, at Gloucester, from her 
owner's own design. 
Bud, as Mr. Small will name his new boat, is 37ft. over all, 9ft. 
beam and 9in. draft, with a waterline length in racing trim of 
just under 24ft. Seven-eighths of this racing length will bring her 
just within the limit of the 21ft. class. Her mainmast will be 
stepped 4ft. forward of the middle of the waterline, and her fore- 
mast a little over 6ft. further forward, bringing it within a foot of 
the forward end of the waterline. The bowsprit will not be a long 
one, nor will the main boom project very far over the stern. About 
SOOsq.ft. of sail will be carried in three lower sails. For light 
sails there will be a gafftopsail, balloonjib and spinaker, bringing 
the total sail, area up to between 1,600 and l,700sq.ft. 
_ The masts will be hollow. The mainmast will be the heavier, 
since it will practically carry all the strain of the sails except the 
foresail. It will be a pole mast, with the usual shrouds and 
spreaders, but the stay from its top will lead directly to the end 
of the bowsprit. The foremast will reach just up to this stay, 
and will be supported by rather than support it. The jib halyards, 
as well as those for the balloonjib, will be led to maintopmast head, 
although the jib will not set abaft the foremast. Balloonjib 
and spinaker will, however, be set to the full height of the main- 
mast. The foresail will have the usual gaff, but will have a loose 
foot, and will trim several feet abaft the mainmast. 
In construction the boat will be built on the light yet strong 
plan of the seine boats used in mackerel fishing. Her planking 
will be %in. cedar, clinched with copper nails to }4in. inside 
battens, thus doing away with the necessity of caulking. The 
oak frames, %X%m., go inside the battens, while the whole 
structure is braced and strengthened by proper floors, bilge string- 
ers and struts to the deck beams near the masts. The frames 
will be spaced lOin. on centers. The deck will be canvas-covered. 
There will be two cockpits, a small one aft for the helmsman 
and a larger one amidships for the crew. A dagger centerboard 
will be carried, and there will be an iron shoe on the keel, which 
will give about lOOlbs. of outside ballast well in the center of the 
boat. 
In model the boat shows a flat floor, an easy bilge and a carry- 
ing of the long floor lines well into the overhangs. She ought 
to utilize a large proportion of her overhangs when needed, 
although she is by no means oh the "scow" type. She looks 
from her lines as if she would be an easy boat to drive, 7 as^well 
as one with good sail-carrying power. 
Looking over the design of Bud for advantages and disadvan- 
tages as compared with the jib and mainsail rig, it is surprising 
how many of the former and how few of the latter can be found. 
The mainsail lacks only about 4ft. in length of boom of that of a 
jib and mainsail rig, and so retains a large proportion of its 
driving power. The jib is of good size, while the foresail is big 
enough to do good work. If the boat cannot point quite as high 
as a jib and mainsail, she ought nevertheless to make up in foot- 
ing what she loses in pointing, since she has 4ft. more waterline 
length than her single-sticked competitors, 
But it is in reaching that Bud ought to be specially heard 
from. The spread of her balloonjib is enough larger than that 
of a single-sticker to pull her faster^ even if it were not for the 
greater effectiveness of the other sails, while in work down the 
wind the big spinaker should perform a like office. The foresail 
sheet is the only additional one to handle, while when it comes 
to reducing sail, the dropping of the foresail is equal to turning 
in a couple of reefs in the ordinary mainsail, to say nothing of 
the greater ease with which it can be done. 
All this is of course on paper as yet, but it looks well in the 
design and sounds well in discussion. Whether or not Bud will 
come up to her designer's expectations remains to be seen, but 
everything has been carefully thought out, and the design and its 
details are certainly attractive and promising ones. Provision 
is made for turning Bud into a yawl if she does not prove fast 
as a schooner, and again into a jib and mainsail for the -24ft. 
open class if she will not take kindly to the other rigs. 
The first formal decision against the yawl or schooner, which, 
rated at seven-eighths of her racing length, comes just within 
the limits of the Yacht Racing Association class in which she 
is intended to sail, has been made by the executive committee 
of the Quincy Y. C. in connection with the declaration of trust 
for the Quincy challenge cup for 21-footers. The committee has 
decided that cup was offered for boats of 21ft. waterline or under! 
and that no yawl or schooner over that length is eligible to com- 
pete under the allowance for rig now given her by Y. R. A. 
of M. rules. 
This action by the committee was the result of a request for a 
decision from S. N. Small. Mr. Small had received informal as- 
surances from prominent racing men in the Quincy Y. C. thai 
his boat would be considered eligible to compete' if she was 
eligible to the 21ft. class under Y, K, A. rules. Acting on these 
he ordered his boat, and she is well toward completion. Now 
comes the formal decision of the committee barring him out, 
and naturally he is wondering how it happened. 
The action of the committee was expressed in the following 
vote: "That the secretary be instructed to notify the Savin Hill 
Y. C. that inasmuch as it has been called to our attention that 
their possible representative in the race for the Quincy Y. C. 
challenge cup was to be a yacht exceeding 21ft. waterline length, 
that the races for the cup are open only to sailing yachts meas- 
uring 21ft. or less, according to Article I. of the Declaration of 
Trust." 
Article I. of the declaration of trust is as follows- "Contests 
shall be open to yachts of any country, representing any organized 
yacht club in good standing, provided the sailing length, measured 
by the rule of the Yacht Racing Association of Massachusetts, 
is 21ft. or less." 
Mr. Small naturally feels aggrieved at the decision, and has 
so informed the Quincy Y. C. in a letter to the executive commit- 
tee, Lfut he is going ahead with his boat, and will try her out in 
the races of the Association in which she is eligible to race. He 
thinks his experiment too interesting a one to be abandoned 
just yet. 
In Mr. Small's view of the interest of his experiment the writer 
heartily concurs, and at the same time doubts if the executive 
committee of the Quincy Y. C. has given the most logical 
interpretation of Article I. of the declaration of trust, even if it 
has not exceeded its rights in the matter. 
Article I. distinctly says, "sailing length" under the rules 
of the Y. R. A. of M., without any reference to what that rule 
is at present or may be in the future. "Sailing length" at 
present is waterline with crew on board. A yawl or schooner 
is rated for classification at seven-eighths her sailing length to 
make up for the admitted fact that her rig is slower than that of the 
sloop. No one in the Association seems likely to question this 
interpretation of the rules as not being the correct one. Hence 
the logical conclusion to draw from Article 1. is that any boat 
declared eligible to the 21ft. class in Association races is eligible 
to compete for the challenge cup. 
But on the supposition that the interpretation of the committee 
is the correct one, the question may well be asked whether or not 
such interpretation is in effect a modification of the declaration 
of trust, and whether or not the executive committee has power 
to make such a modification. 
Article VII. says: "The terms of this instrument may be modi- 
fied by the Quincy Y. C. while the cup is in its possession, and 
\vhen not in its possession by agreement between the Quincy Y. C. 
and the club holding the cup; but no modification shall be made 
during pendency of any challenge, unless consented to by all chal- 
lengers. 
It the action of the committee is a "modification" it cannot 
be made without the consent of all challengers. If it is not a mod- 
ification, but simply an interpretation ot the provisions of the 
deed, then Mr. Small has an appeal to the executive committee 
of the Y. R. A. of M„ under Article VIII. of the deed, which 
is as follows: 
"All conditions of any competition not . covered by these articles 
Q £ iT y , ru ,H s of tile Yacnt Racing Association of Massachusetts 
shall be left to mutual agreement, and in case of failure to agree 
the executive committee of the Yacht Racing Association of Mas- 
sachusetts shall act as arbitrator." 
Which would seem to show that Mr. Small and the Savin Hill 
V. C. have an appeal from the decision of the executive committee, 
and would be well within their rights in making it. Such an 
appeal need not be made in any unfriendly spirit, and should 
not be regarded as otherwise than in the interests of sport and 
in the determination of the values of the various rigs as now 
allowed under Y. R. A. rules. The writer has no interest in the 
matter save that of promoting the sport of racing and of de- 
termining by experiment the value of present rules with a view 
to securing possible improvement in the future, but he would cer- 
tainly appeal were he in Mr. Small's position, and would hope 
tor final ruling from the Association's executive committee, re- 
gardless of what his own opinions might be. 
There is another point in connection with this ques- 
tion, in addition to that which we urged last week, which 
js quite important. By all yachting usage and by the 
rules of the majority of yacht clubs and associations, the 
allowance for rig is merely what may be called an emer- 
gency measure, and to be employed only at the dis- 
cretion of the club giving a race. The rules of the 
British Y. R. A. say: "As mixed races are no satisfac- 
tory test of the relative speed of yachts, the different 
rigs should, whenever practicable, be kept separate; but, 
when mixed races are unavoidable, the following rule 
shall be observed," etc. The American form of the rule 
is derived from this, the common wording being: "In 
mixed races." In the American and British rules there 
are no intimations that all races shall be "mixed rig" 
races; on the contrary, both by the rules and by univer- 
sal usage the different rigs are raced separately unless 
special provision to the contrary is made in individual 
cases. 
No one would for a moment recognize the right of the 
owner of a large cutter to enter 'her in the schooner 
class against Colonia or Emerald; nor of the owner of 
a small schooner to enter her against Wasp, or, if small 
enough, against the 30-footers. As a rule mixed rig 
classes are made by special announcement at times, and 
failing such announcement, the ordinary class rules 
govern, and each rig races alone. 
The rules of the Y. R. A. of Massachusetts are dif- 
ferent from those of all other large clubs and associa- 
tions, in that they take cognizance only of yachts in the 
classes of 35ft. l.w.l. and under, in which sizes there 
are no schooners; and the rules nan.c no schooner or 
yawl classes; the inference being that only the cutter and 
sloop, the knockabout and the cat rigs are included un- 
der them. The only mention of the difference of rig 
is as follows: "When yachts of mixed rigs race to- 
gether, schooners and yawls shall be rated at seventh- 
eighths of their racing lengths." This rule has been in 
the Association book from the start, but the following 
one, relating to sails, and mentioning schooners and 
yawls, was adopted last fall, solely as a matter of form, 
it being then in use by the Long Island Sound Y. R. A.' 
Under the rules of the latter body, of the British Y, R. 
A., and the Y. R. U. of N. A., we should say that the 
owner of a yawl or a schooner had no right whatever to 
enter her in a class of sloops and. cutters unless it was 
specifically stated that the race was open to all rigs. We 
do not, however, feel inclined to interpret the rules of 
the Y. R. A. of Massachusetts; though in our opinion 
they do not confer any positive right to a schooner to 
enter the regular single stick classes. 
-As an interesting and ptWctply usemi experiment, we 
should like to see the t-wu m-, "'". L s allowed freely in 
the regukr class races of the Y. R. of Massachusetts; 
but not in important special matches where other issues 
than the efficiency of the various rigs are to be decided. 
The Seawanhaka C. Y. C. was forced to postpone its 
annual race, set for June 29, in consequence of the death 
of Vice-Com. Cruger. It will be sailed on Thursday, 
July 14, under the conditions already announced, 
