£98 
F 
AND STnfiAM. 
With this much as a beginning, the investigation was 
continued in an inverse order to the sections neces- 
sary to obtain such a form of list lines. It was found 
that the cutting away of the ends of the L.WX. involved 
a flat floor carried well out into each overhang, in place 
of the usual V; and that the lengthening of the lines at 
some special point involved a carrying out of the bilge 
into the extreme ends by means of a hard shoulder. In 
Fig. 3 is shown one of Mr. Duggan's preliminary 
studies on this point. The approximate sections of 
Ethelwynn at the fore end of the L.W.L. and amidships 
were plotted for the inclined position, and new sections 
were sketched in to comply with these new require- 
ments. The V bottom was cut away amidships to make 
a more symmetrical form of midship section in the in- 
clined position and also to improve in the same way 
the plane of flotation. The same change from the V to 
a flat floor forward cut off a long triangular pyramid, of 
small volume, but counting heavily in length. At the 
same time the section was made hard and round at c, so 
as to immerse it and carry out the length. The same 
changes were made in the after sections, though neces- 
sarily to a lesser degree, these sections being already 
flatter and with a harder turn. 
When these experimental sketches were embodied in 
a completed design, the result, viewed from the normal 
standpoint of the yacht in an upright position or slightly 
heeled, or the design projected in the usual manner, was 
anything but satisfactory. The normal L.W.L. was 
square across at both ends, the level lines and lower 
waterlines showed the same blunt form, the beam was 
excessive for the length, there was a maximum of wet- 
ted surface, and a form that apparently was incapable 
of even moderate speed. All this, however, disappeared 
as soon as the yacht was heeled or the inclined lines 
were projected in the design. There then became visible 
a fair and beautiful form, practically a long, narrow 
canoe, with a well-shaped and symmetrical midship sec- 
tion of reduced area, a symmetrical plane of flotation, 
an extreme beam at the new inclined waterline of but 
4ft. 5in., as compared with the beam of 6ft. 2in. when 
upright, and an effective immersed length of 21ft. 7in. in 
place of the 17ft. 6in. which showed under the measurer's 
tape. The performance of these boats fully justified the 
expectations based on theory; when heeled to a rank 
angle, about 22 degrees, they were wonderfully fast 
compared with the best boats of the old type; in light 
airs it was found necessary to heel them by sending the 
crew to leeward. When nearly upright, before the wind, 
they were relatively slow; their short waterlines, great 
beam, blunt form and excessive wetted surface, all com- 
bining to stop them. This, however, was a small mat- 
ter compared with their speed in reaching and to wind- 
ward. In rough water they were fast and easy, and 
(though capsizeable, they had practically a safe range of 
stability for racing craft. They suffered a certain loss 
as compared with the old type in that the great angle 
of heel reduced both the effective area and the value of 
the surface of sails and centerboard, but the former was 
compensated by the extra amount of sail allowed by the 
great shortening of the official L.W.L., and as to the lat- 
ter, the area of board was practically unlimited, and the 
limit of drop, when adopted in 1897, was very liberal. 
From many conversations with Mr. Duggan at inter- 
vals since 1896, we can say that, apart from the first 
suggestions derived from the discussions of Question, 
his work for three years in the 15 and 20ft. classes has 
been thoroughly original. The successive boats, from 
the first 15-footers, through Glencairn L, Glencairn II., 
Strathcona and Speculator, to Dominion, show a de- 
finite and consecutive development of those peculiar and 
novel features which he, more than anyone else, has 
elaborated into a distinct method of designing. As now 
practiced, the basis of this method is the inclined water- 
line or plane of flotation at an angle of about 22 de- 
grees, including but one-half of the hull, between keel 
and gunwale; the immersed and emersed list lines, 
bounding this plane, are first plotted, of a form to 
give the greatest possible effective length when heeled 
for the least possible measurement of the nominal L.W.L. 
when upright. The midship section, the outline of the 
bilge from keel to deck, as in Fig. 3, is then drawn, as 
nearly symmetrical as possible, and the form of this 
immersed bilge (but one-half of the entire hull) is filled 
in and faired by means of diagonals so located as to be 
almost equivalent to the sheer line and the ordinary 
bow-buttock lines of an upright hull. These lines and 
the sections are then carried out fair above water, meet- 
ing the sheer and deck lines to leeward and the keel 
line on the windward side, and completing the half hull, 
this is duplicated to make the other half, and the bow 
and transom are drawn in to harmonize with the rest 
of the design. The form of the hull in the upright posi- 
tion is hardly considered, the lines at an angle of 22 
degrees being paramount to all other details. 
W. P. S. 
[to be concluded next week.] 
The Yacht Racing Union of 
North America. 
The second annual meeting of the Yacht Racing Un- 
ion of North America was held at the Windsor Hotel, 
New York, on Saturday, Oct. 1, the session beginning 
about 2 o'clock, and ending shortly after 5 o'clock. A 
meeting of the Council was held on Friday night, at 
whieh were present President L. M.' Clark, of Boston; 
Secretary F. B. Jones, New York; Treasurer N. D. Law- 
ton, New York; ^Fmilius Jarvis, Toronto; A. D. F. 
Bancroft, Philadelphia; J. M. Macdonough, San Fran- 
cisco, and A. J. Prime, New York. The special topic 
of discussion during the evening was the measurement 
rule, as it was realized by all that some positive step 
must be taken at once; the matter not being left for an- 
other year, or even deferred until the building season 
had begun. The only proposals considered were the 
British Y. R. A, rule, now in force (the linear rating 
rule, with girth as a factor), and the different sugges- 
tions made at times by Mr. N. G. Herreshoff. None 
of the members of the Council had given any attention 
to Mr, Hyslop's proposed formula, and no attempt was 
.made to discuss it. An examination of the different 
Herreshoff formulas showed that none were in shape for 
actual adoption, and it was finally decided to recom- 
mend the adoption of the British Y. R. A. rule for all 
classes of 30ft. and over. During the evening the 
Council dined at the New York Club, as the guests of 
Treasurer Lawton. 
At the meeting on Saturday the following representa- 
tives were present: 
Yacht Racing Association of Massachusetts, 33 clubs, 
Louis M. Clark; Yacht Racing Association of Long Isl- 
and Sound, 22 clubs, Chas. P. Tower, E. Burton Hart, Jr., 
W. P. Stephens, F. Bowne Jones, Charles T. Pierce, 
Walter C. Kerr and Oscar E. Chellborg; Pacific Inter- 
club Yacht Racing Association, 5 clubs, Joseph M. Mac- 
donough; Lake Yacht Racing Association, 8 clubs, 
Interlake Yachting Association, 9 clubs, and Lake 
Michigan Yachting Association, 7 clubs, iEmilius Jar- 
vis; Inland Lake Yacht Racing Association, 5 clubs, 
F. B. Jones; New York Yacht Racing Association, 17 
clubs, A. J. Prime; Atlantic Yacht Club, Newbury D. 
Lawton; Philadelphia Corinthian Yacht Club, A. F. 
'Bancroft; Penataquit Corinthian Yacht Club, H. S. 
Jewell; Rhode Island Yacht Club, Dr. A. M, Potter. The 
Larchmont and Marine and Field clubs sent no repre- 
sentatives. 
The reading of the minutes of the previous meeting 
was dispensed with; the treasurer read his report, recom- 
mending that the dues be increased or an assessment 
ordered, as the very small dues did not give sufficient in- 
come. The secretary reported a membership of eight 
associations and seven separate clubs. 
The report of the Council was then read, as follows: 
The Council of the North American Yacht Racing 
Union, in compliance with the duties imposed upon 
them by subdivision 7 of the articles of association, . 
respectfully make the following report: 
That they have held numerous meetings with a view 
to framing such racing rules for submission to the Un- 
ion as relate to subjects not already provided for by the 
racing rules heretofore adopted. That upon a careful 
consideration of all the rules now in force the conclu- 
sion was arrived at that the only additional rules needed 
by the Union would be those relating to measurement, 
classification, time allowance and crews. 
Of these the most important by far seemed to be the 
one relating to measurement. With respect to what has 
been done by the Council in arriving at the determina- 
tion to recommend the adoption of the rule submitted 
herewith we would state that there has been submitted 
to us for our consideration almost every known formula. 
We have carefully investigated the merits of all the 
different systems of measurement in use, as well 'as all 
those submitted for our consideration or that have been 
brought to our notice. 
The subcommittee of our Council has visited -England 
and thoroughly investigated the effects on design of 
the rule now in force there. Without entering into an 
extended argument in support of the conclusions we 
have arrived at, we will state that we have found ob- 
jections to the adoption of every one of the formulas 
considered. 
Many of the rules suggested have good points, but 
also objectionable features which would preclude fav- 
orable recommendation. After prolonged discussion 
and careful study of the whole subject, the determina- 
tion has been arrived at that the length and sail area 
rule now in force must without further delay be abro- 
gated and something else substituted in its place. Of all 
the formulas considered the only one that has had a fair 
trial with satisfactory results is the girth rule, which, 
after very great deliberation and careful study on the 
part of some of the ablest yachting experts in England, 
has been tried with the most satisfactory results. The 
influence that the use of this rule has had on the de- 
sign of such boats as have been built under it would seem 
to be all the argument that is needed in favor of its 
adoption here. The uniform sentiment in its favor 
wherever it has been tried would seem to be a perfect 
answer to all objections to its use. The designers who 
build boats under it, the racing men, as well as all who 
have had practical experience with it in operation, com- 
mend it and speak favorably of the conditions induced 
by its adoption. 
It has proved to be a just measure of speed; it penalizes 
np boat; it taxes size, power, propelling force only to the 
extent of equalizing the chances of winning of boats 
of different types properly brought together in their legi- 
timate classes. Of all the rules submitted, it presents 
fewer objections than any that have been considered. 
The adoption of this rule would promote international 
uniformity, the benefits of which to this Union would 
be incalculable. It would be quite unlikely that any 
change would be made in the rule anywhere without an 
international conference, in which our Union would then 
have a prominent part. The strong position that this 
would give to our association would make its influence 
felt everywhere. Even were the rule suggested no better 
than others, these considerations should influence us to 
select it in preference to others equally good. The classi- 
fication under the formula follows closely the one in use 
under our present rule, and the slight changes recom- 
mended will not affect existing boats. The rule relat- 
ing to crews has been made to conform as far as prac- 
ticable to existing regulations. 
The report then gives in full the Y. R. A. rule, 
L.+B.+0.75 G.+0.5 ^SX, U4 , .,, , 
— — = — 2 with the details of method 
of measuring, in which two changes were proposed, the 
present American method of measuring sail being re- 
tained and the centerboard, which is practically barred 
in the English rule by' being measured twice, being 
measured as follows: 
"To the girth of centerboard yachts must be added 
twice the distance between the lower side of the keel 
to the center of the area of the centerboard when low- 
ered to its fullest extent. Centerboards, when ballasted, 
except to overcome flotation, or fitted with bulbs or 
otherwise, to be measured as fixed keels." 
The following classes were proposed: 
Schooners. — First class, all over 100ft.; 100ft. class, 
not over 100ft. and over 80ft; 80ft. class, not over 80ft! 
and over 65ft,; 65ft. class, not over 65ft 
Sloops, Cutters and Yawls. — First class, all over 65ft; 
65ft. class, not over 65ft. and over 52ft; 52ft. class, not 
over 52ft. and over 42ft.; 42ft. class, not over 42ft. and 
over 36ft; 36ft. class, not over 36ft. and over 30ft; 30ft. 
class, not over 30ft. 
The report was accepted without discussion. Mr. 
Kerr asked for information as to other proposed formu- 
las investigated by the Council. Mr. Pierce moved that 
the rule, as embodied in the report, be adopted at once. 
Mr. Jewell asked for information as to the origin of the 
factors and the coefficients in the rule. A general dis- 
cussion ensued, in which Messrs. Lawton, Jarvis and 
Jones spoke in favor of the rule. Mr. Stephens op- 
posed the rule on the grounds that it had not given 
thorough satisfaction <in England, that it would not 
prove as well adapted to the conditions on this side as 
in British waters, that from its form, apart from the 
actual measurement of all or a portion of the center- 
board, it discriminated against the centerboard type, and 
that it was wrong in theory, as girth does not, of neces- 
sity, place a premium on the area of section in all cases. 
President Clark spoke briefly, saying that he had come 
from Boston without the expectation of any rule being 
adopted at the meeting, but that since his arrival in New 
York he had been convinced of the necessity for the im- 
mediate adoption of a rule, and he favored the Y. R. A. 
rule on the evidence as to its successful operation in 
England. Mr. Pierce moved the adoption of the rule, 
which was carried with no negative votes. 
A motion was next made by Secretary Jones to change 
the name of the organization to the Y. R. U. of North 
America, the original form being cumbrous and unusual, 
generally being reversed in use. An amendment was 
offered to make it the Y. R. U. of North America, 
Porto Rico and the Philippines, but it was not seconded 
and the first motion was carried. Mr. Jones also offered 
an amendment changing the date of the annual meeting 
to the latter part of October, but Mr. Jarvis objected 
on the ground that it would involve a change of date of 
annual meeting on the part of all the associations, whose 
meetings must be held after that of the Union. After 
general discussion the amendment was dropped. 
Mr. Tower brought up the matter of Rule 7, Section 
2, relating to alterations of ballast and water, no time 
being specified, and asked for an amendment specify- 
ing a definite hour. It was explained that the rule had 
been purposely worded in this way to allow clubs in 
different localities to follow their established custom. 
The following recommendation of the Council in re- 
gard to proportion of ballast to displacement was then 
taken up and adopted, having been omitted in its proper 
place in connection with the rule: "The ballast must 
not exceed more than 60 per cent, of the displacement 
of the yacht." 
The following gentlemen were elected as Council for 
the coming year: 
Louis M. Clark, Frank Bowne Jones, Newbury D. 
Lawton, E. W. Radder, yEmilius Jarvis, J. M. Mac- 
donough, A. J. Prime, A. T, Bliss, G. H. Duggan, Os- 
wald Sanderson, E. H. Ambrose, A. F. Bancroft, Oliver 
E. Cromwell, Ralph N. Ellis and Benjamin Carpenter. 
The meeting then adjourned, a meeting of the new 
Coucil being held later, at which the present officers 
were re-elected. 
@atwpng. 
The Columbia River. 
Boston, Sept. 29. — Editor Forest and Stream: To 
satisfy a request for information expressed in your edi- 
tion of Sept. 24, I would give the following recollec- 
tions of a trip on the Columbia River, from Golden, 
B. C, on the Canadian Pacific Railway, to the source 
of the river, at Lake Windermere. I rowed from Golden 
in a clumsy four-oared boat. I had to pull all the way or 
for four days of thirteen hours each, and yet I enjoyed 
the trip very well, because of the extraordinary beauty 
of the scenery. On the right we had the snow-capped 
Selkirks, on the left the ice peaks of the main range of 
the Rockies. The mother lakes are full of trout; the 
water is as clear as that of Lake Superior. Mine was a 
trip of exploration, and I took only a very little time 
for sport, but that little time made the down trip one to 
be remembered-. If it was enjoyable .going up, it was 
unceasingly delightful, a magnificent trip, going down. 
It is the big game country of America par excellence, is 
that 100 miles or more from Windermere to Golden. 
There are many channels and islands in the river, and all 
are full of wildfowl. I never saw wild geese in quantity 
before that trip, although I thought I had. I had a 
photographic outfit, and by climbing onto the foothills 
glorious panoramic views of river, lake, islands, foot- 
hills and mountains clad in eternal snows may be taken 
even with an ordinary camera. I brought home some 
views that I still consider my best. 
Any time between May 1 and November is the right 
season, although, of course, the sportsman will be guided 
by the game laws. The population is kindly and honest. 
Many young English gentlemen, keen sportsmen, are 
ranching on the banks of the river. A small steamer now 
runs from Golden to Windermere. I would advise taking 
the steamer up and canoeing and shooting down. Griz- 
zlies, elk, panthers, etc., can be had by using one's 
ankles. Outfits and guides can be had at Golden. I 
have never ceased to wish to go back, and I shall. 
L. O. Armstrong. 
The Annual A* C A. Meeting 1 . 
The following notice has just been sent out to mem : 
bers of the A. C. A. executive committee: 
Buffalo, Oct. 1. — Dear sir: Commodore Thorn has 
instructed me to notify you that the annual meeting of 
the executive committee of the American Canoe Asso- 
ciation will be held in Buffalo on Oct. 17, Monday 
morning at 9 o'clock, at the Iroquois < Hotel. It is 
hoped that you will exert every effort to attend. Yours 
very truly, 
Chas. P. Forbush, Sec'y-Treas. 
Invitations have been sent out by the Buffalo C C. 
for a dinner on Saturday evening. Oct. 15. 
