FOREST AND STREAM. 
line plane of the boat at an angle of 38 degrees. So 
that the lashings of the outriggers to the beam do not 
look directly upward, but upward and outward from the 
canoe. 
The paddles are of the shape represented in the cut 
with a slight curve on their face. It is probable that 
they are made use of as lee boards to prevent leeway. 
Projecting to leeward from the gunwale of the canoe 
is what may be called a counter balance. It is called by 
the natives a "sorti." It consists of a forked beam of 
wood something like the letter Y. The straighter arm A 
is. lashed over the gunwale, while the oblique arm B 
rests against the side of the canoe where it joins the 
planks. The main branch of the Y, C. extends perpen- 
dicularly outward from the boat's side and serves as a 
seat. Upon this the natives sit when it is desired to 
diminish the drag of the balance beam, as during gentle 
breezes, or while the boat is being paddled. Extending 
from the canoe to the balance beam are man ropes, by 
the aid of which the sailors may walk along an outrig- 
ger to'the beam. When carrying all sail in a high wind 
they straddle the balance beam to add to its efficiency 
by increasing its weight. 
The various parts of the drawings are as follows: 
A B, Base line of sheer plan. C D, Center line of body 
plan. C D', Center line, half-breadth plan. 
SHEER PLAN. 
ah c </, Water lines, c e e. Sheer line, k k jt, Lower side of 
hull, a' a a\ Section lines, f f /, Line of junction of log 
hull with the planked portion. 
BODY PLAN, - 
d' d' ', Midship section, e f g and h, Sections, a" a", Bow 
and buttock line (alike), b' b' , First diagonal, e' c , Second 
diagonal. 
HALF-BREADTH PLAN. 
C D\ Center line, c" e" , Side line, a'" a'", Section lines. 
b" b'\ First diagonal, c" c" , Second diagonal. /"/"/", Line 
of junction of hull with the planked portion, k' k' k'\ Half 
breadth of planked portion at ends, in m, Junction of hull with 
planked portion at bows. 
Yacht Measurement. 
New York, Sept. 15. — Editor Forest and Stream: 
Even since the publication of the report of the measure- 
ment committee of the S. C. Y. C. in your paper of 
June 11, I have been studying it carefully and have also 
carefully studied the various articles published by you 
relating to it, in the endeavor to discover some way in 
which it met the requirement of encouraging the design 
and building of a speedy and seaworthy yacht of reason- 
able accommodations. Your answer to Sextant's 
article mentioned me, but did not meet my objections. I 
therefore trust that you will publish the following, since 
only by a carefully considered discussion in your valu- 
able paper can any real advance be made. 
My objections to the rule, considered alone, are as 
follows : 
As to form: 
First, it is unscientific, this you admit. 
Second, it has no good empirical basis; (a) because 
you state that it is simply a development of a former 
rule, which has already been shown to produce a most 
objectionable form of yacht, having a short waterline 
for measuring, light displacement, large sail area and 
no accommodations. This you practically admit in your 
article of Sept. 17. (b) Because it imposes no restric- 
tion on the racing machine of sufficient amount to be 
effective and cannot be made to do so; thus in the 20ft. 
class it would be necessary to add at least 50 per cent, 
to their rating in order to secure any fair racing with 
the one-design knockabout. The fin-keel 30-footers 
would require the addition of at least 25 per cent, to their 
rating in order to secure any fair races with what would 
popularly be called a wholesome yacht, and do not yet 
represent the ultimate limit of design under the pro- 
posed rule. If the rule be applied to any of the yachts 
designed and built to the limit of the present rule, it 
will be found equally inoperative against them. It 
' follows therefore that if the rule fails to reach present 
development it will be a failure in the future. 
As to factors: 
L. W. L. — Every yachtsman knows that this dimen- 
sion, as measured, bears no fixed relation to the dimen- 
sion sailed on. As a consequence, measuring the L. 
W. L. when erect does not measure one of the so- 
called speed elements. It puts a premium on the freak 
form, as you state in your article of Sept. 17. 
S. A. — If this is measured by the present rule it is 
objectionable because inaccurate, and because it dis- 
courages experiment in rig. In Akista I either paid a 
penalty of 20 per cent, for using a triangular mainsail 
or used a sail I did not want. 
Beam. — The same>criticisms apply as to L. W. L. 
Draft. — An important element only when outside bal- 
last is carried, but is of no account in the wide center- 
board with inside ballast. As draft is taxed it encourages 
the centerboard yacht with a flat floor. 
Midship Section. — This- factor is supposed to be an 
index of displacement. I have already shown (Forest 
and Stream, March 26, 1898) how this provision can be 
easily evaded and that it is of no value as such an in- 
dex, except in yachts of the same form. 
Since then every element of the rule, as it is, bears a 
variable and undetermined ratio to the actual elements 
used in sailing, it cannot have any value even if the 
form were correct. Each one of its factors at present 
encourages the .design of a racing machine of most ob- 
jectionable form, and therefore cannot help but have 
eventually a very bad influence on yachting and further 
encourage the development of special classes, thereby 
adding to the labor of the regatta committees, decreas- 
ing the commissions of yacht designers, and discourag- 
ing general racing. 
Taking up now the limiting paragraphs, it seems fair 
to conclude that if the designer is to be oermitted to 
certify to midship section, lateral plane, draft, ballast and 
rudders, his certificate might be further taken that the 
yacht complies with requirements as to displacement, 
inclined load waterline and sail area; in other words, the 
measurement committee have by their own action re- 
moved the only objection which can be alleged against 
the rule suggested by me in March. Further, there has 
already been had experience in regard to the effect of 
a scantling table and specific restrictions in the Boston 
knockabout class, you yourself 'stating that the rule was 
of no avail to secure the kind of boat aimed at. The 
specific restriction in regard to lateral plane is an unwise 
one, because it either stimulates the production of a 
wide centerboard yacht or else requires the introduction 
into the design of a large amount of absolutely useless 
wetted surface. I have had experience with a fin-keel 
in extremely rough weather, and know that her be- 
havior was better than that of a yacht of equal racing 
length, with a deep forefoot, vertical rudder post and 
ordinary rudder. Taking the rule then as a whole with 
'its limitations, it is discredited by experience already 
had. 
My suggested rule has these advantages: 
1. The driving power for each yacht in a class is ex- 
actly the same. 
2. All present yachts except a few racing machines 
can be raced under it by making a slight adjustment. 
3. The designer is at liberty to use any form he 
pleases, but he cannot design a small displacement 
"freak." 
4. No advantage can be gained by an exceedingly 
light constntction, since the displacement would be fixed 
high enough to allow for good construction and stores. 
As a consequence no scantling table is required. The 
designer is at liberty to work out the best construction 
free from all restrictions, and every yacht will race in 
cruising trim, thereby saving an immense amount of 
trouble for the yachtsman who lives on board. 
5. There will be no tax on experimental rigs; as a 
consequence the value of the various forms of rig can 
soon be determined. 
6. It is impossible to defeat the rule except by false 
swearing. 
If space permitted I should like to comment on some 
of the remarks made in your columns since June, and 
offer a more extended argument in favor of my sug- 
gestions. 
Geo. Hill. 
Model Yacht Racing Union Regatta, 
The first annual regatta of the Model Yacht Racing 
Union of North America, held off Communipaw, on 
Sept. 18, was a fitting end of the season's scheduled 
races, and was an unqualified success. The steamer 
Guide, Capt. Pitt, had been engaged for the accommo- 
dation of the three clubs composing the Union, their 
friends, the skiffs and last but not least the models. The 
Guide visited the club houses in turn, beginning with the 
Wave Crest, the American and finally the New York, at 
i52d street and North River, then proceeded to Com- 
munipaw Bay, where the races were held. 
Two classes, the second and third class sloops, were 
started. Course, one-half mile to windward. Wind, 
southwest; velocity, about six miles; tide, none; sea, 
light. The starts were very fine indeed, the large num- 
ber of starters making a spectacle long to be remembered 
in the annals of model yachcing. In the third class race 
Star (Townley and Pigott) was disabled twice, but man- 
aged to win second prize, being only 55s. astern of 
Mymph, the winner. Summary: 
Second 
Class. 
Corrected. 
Start. 
Finish. 
Elapsed. 
2 59 50 
3 10 07 
1 10 17 
0 10 091/2 
2 58 43 
Disabled. 
2 58 50 
3 09 39 
0 10 49 
0 10 28 
3 00 43 
Carried away bobstay. 
2 58 48 
Carried away jib sheets. 
2 59 40 
3 16 56 
0 17 16 
0 16 58y 2 
2 59 10 
3 12 37 
0 13 27 
0 13 27 
2 58 48 
3 11 16 
0 12 28 
0 12 26% 
2 59 34 
Disabled. 
0 17 50 
3 00 43 
3 19 00 
0 18 17 
3 00 43 
Disabled. 
Comet, first prize, Waterwitch second, Froam third. 
Rosey 3 46 30 
Star 3 46 05 
Endeavor 3 47 11 
Nymph 3 46 43 
Mabel 3 46 32 
Minx 3.46 48 
Wave 3 47 09 
Momo 3 46 40 
Sin bad 3 46 20 
Viking 3 47 34 
Asthore 3 46 00 
Nymph first prize, Star second, Asthore third. 
The council of the Model Yacht Racing Union acted 
as regatta committee, with Com. J. H. Lane, of the 
American Model Yacht Club, as referee. 
Third 
Class. 
Corrected. 
Start. 
Finish. 
Elapsed. 
0 16 30 
3 46 30 
4 03 00 
0 16 2sy 2 
3 46 05 
3 58 10 
0 12 05 
0 12 05 
3 47 11 
Disabled. 
3 46 43 
3 57 53 
0 11 10 
0 11 01 
3 46 32 
Carried away jib sheets. 
3 46 48 
4 03 25 
0 16 37 
0 16 07 
3 47 09 
4 03 21 
0 16 18 
0 15 58 
3 46 40 
4 04 35 
0 17 55 
0 17 34 
.3 46 20 
4 04 40 
0 18 20 
0 17 54 
3 47 34 
Disabled. 
.3 46 00 
4 01 32 
0 15 32 
0 15 29 
The Seawanhafca Cup Class. 
New York, Sept. 15. — Editor Forest and Stream: 
In the issue of Sept. 17 you comment on the difficulty 
of securing a reasonable 3'acht for the Seawanhaka cup 
racing of '99. I would suggest the following rule; 
Extreme L. W. L. when yacht is heeled to gunwale, 
20ft.; limit of draft when erect, 43^ft. ; actual sail area, 
6oosq.ft. in two sails (80 per cent, in mainsail), area of 
spinaker, 250sq.ft. ; displacement, 3,ooolbs.; ballast, exclu- 
sive of crew, 1,000 or i,200lbs.; freeboard, i6in. ; crew, 
three men. 
It is my belief that these restrictions will produce a 
reasonably fast and entirely wholesome yacht, and that 
it will be impossible to so evade them as to secure any 
advantage except that which comes from perfection of 
form and rig. Geo. Hill. 
The report of a new challenge for the Canada cup, 
now held by the Royal Canadian Y. C, is again cur- 
rent, but with little promise of definite results. The 
story goes that some yachtsmen from the vicinity of 
Toledo have been" in communication with J. W. Hep- 
burn, of that place, in regard to a yacht to challenge 
for the cup. 
The Forest and Stream is put to press each week on Tuesday. 
Correspondence intended for publication should, reach us at the 
latest by Monday, and as much earlier as practicable. 
The Seawanhafca Cup. 
A special meeting of the Seawanhaka C. Y. C was 
held on Sept. 14 at Oyster Bay, at which it was decided 
to challenge again for the Seawanhaka international 
challenge cup. The following telegram was sent: 
"Oyster Bay, Sept. 14.— Royal St. Lawrence Y. C, J. 
C. Almon, secretary of sailing committee: _ The Sea- 
wanhaka Corinthian Y. C. hereby challenge the Royal 
St. Lawrence Y. C. to sail a match for the Seawanhaka 
international challenge cup, during the season of 1899, 
in the 20ft. class. Letter will follow. 
"Seawanhaka Y. C, 
"Per C. A. Sherman, 
"Secretary Race Committee." 
The following statement was made by Mr. Sherman: 
"The Seawanhaka Club has decided that it would be 
a proper thing to challenge now for the cup. Before the 
meeting was held we received an official assurance from 
the Royal St. Lawrence Y. C. that if we filed a challenge 
now it would be accepted. We therefore last night tele- 
graphed our wishes, and also said in the rflessage that 
the more formal challenge would follow by mail. The 
letter has probably been sent to-day. The acceptance of 
our proposal by the Royal St. Lawrence Y. C. will show 
that all differences between the two clubs are settled." 
New Yachts. 
The new Watson yacht, now building for A. J. Drexel, 
to replace Margarita II., will be of 2,000 tons burthen, 
and the finest craft of her type yet built, Under the 
Payne bill she cannot fly the American flag, and she 
will be liable to port charges wherever she may be in 
American waters. The steam yacht Josephine, sold last 
spring to the U. S. Government by P. A. B. Widener, 
of Philadelphia, will be replaced by a new yacht of 
elaborate design and construction, to be built by Neafie 
& Levy, of Jfhiladelphia, builders of Corsair II. and 
Intrepid. She will be 240ft. over all, 30ft, beam, 18ft. 6in. 
in depth of hold. The hull will, of course, be of steel, 
with a single screw and quadruple expansion engines. 
The name of the designer is a profound secret as yet. 
The yacht will be completed in about ten months. The 
combined firms of C. L. Seabury & Co. and the Gas 
Engine & Power Company, at Morris Dock, have an 
order for a twin screw steam yacht of 135ft. over all, 
110ft. l.w.l., 16ft. beam and 6ft. 6in. draft, schooner rig- 
ged, with composite hull, for Louis Bossert, Brooklyn, 
owner of the steam yacht Mayita, built by the same 
firm. The new Corsair III., designed by J. Beavor 
Webb for Com. J. P. Morgan, N. Y. Y. C, is now well 
in frame at Marvel's Yard, Newburgh. 
Rochester Y. C. 
The Rochester Y. C. sailed a handicap race on Sept. 
5, over two rounds of the six-mile triangle, the times 
being: 
Start. 1st round. Finish. 
Majel 10 02 00 11 10 15 12 30 00 
Ins 10 01 10 11 05 30 12 26 30 
Pedro 10 ul 05 11 10 45 12 30 30 
Facile 10 02 00 11 16 00 12 36 00 
Amelia 10 ul 15 11 14 00 12 39 00 
Weno 10 01 25 11 16 30 12 48 00 
Nydia 10 00 45 11 15 45 12 39 30 
Nox 10 01 40 11 12 00 12 35 00 
Keipie 10 02 00 11 45 30 1 07 00 
Veritas 10 03 30 11 11 00 12 32 30 
Zanita 10 06 00 11 49 00 
Iverna 10 01 00 12 20 00 
Queli'a 10 02 00 
Iris won easily on time, but Majel, though larger, had 
enough allowance to give her the Graham cup. She 
was protested for fouling a mark, but the protest was 
not allowed. Pedro and Facile tied for third place. 
Cleveland Y. C. 
The Cleveland Y. C. ended its racing for the season 
on Sept. 5 with an exciting race of five miles to wind- 
ward and return, in a reefing breeze. The times were: 
37ft. Class. 
Start. Finish. Elapsed. 
Shamrock, John Barth 10 03 33 11 t>9 35 1 56 02 
jane, George Campbell 10 02 15 Dismasted. 
32ft. Class. 
Gardner, Ernest Radder 10 02 25 12 09 35 2 07 10 
Meteor, J. H. Sargeant 10 03" 28 12 31 45 2 27 17 
27ft. Class. 
Cygnet, Charles Prindel 10 02 00 12 32 35 2 30 35 
The course of ten miles, in rough water, was covered 
by the Gardner in a little over two hours. The judges 
were: Com. G. W. Gardner, Harry Gardner and F. G. 
Oyerbeke. 
Ice Yachts. 
The Spalding St. Lawrence Boat Company, of Og- 
densburg, N. Y., has, as advertised in another column, 
added the building of ice yachts to its regular business. 
Following its usual policy in such matters, it has secured 
the services of an expert, Mr. George E. Buckhotit, of 
Poughkeepsie, who will have charge of the new depart- 
ment. Mr. Buckhout is known as the most successful 
designer and builder of ice yachts, most cf the Hudson 
River and other championships having been won by his 
boats. On the St. Lawrence River, which is generally 
frozen hard for three months of the year, Mr. Buck- 
hout will have ample opportunities to thoroughly test 
his ice craft. 
On Sept. 14 Mr. Will Fife sailed from New York on 
the Majestic, accompanied by Mr. McGildowney. Vice- 
Corn. Sharman-Crawford and Secretary Kelly visited 
Toronto, where they were most hospitably entertained 
by the Royal Canadian Y. C, and then went to Montreal, 
taking the steamer from there. All arrangements for 
the match of 1899 have been concluded, and both sides 
are now at work in earnest over the challenger and the 
defender. The- daily papers on both sides of the ocean 
are taking a great interest in the match, and to all ap- 
pearances have assumed entire charge of it: They are 
now settling among themselves the designs, material of 
construction, skippers and other important details. 
