400 
F PRE ST AND STREAM. 
(Nov. 12, 1898, 
Y. R. U. of the Great Lakes. 
Annual Meeting, Buffalo, Oct. 29. 
The annual meeting of the Yacht Racing Union of the 
Great Lakes was held at the. Hotel Iroquois, Buffalo, 
N. Y. r on Saturday, Oct. 29. The following members 
of the Council were present: Chairman F. B. Hower, 
E. W. Radder, of Cleveland, and Otto F. Barthel, rep- 
resenting Intei-lake Yachting Association; TEmilius 
Jarvis, J. Frank Monck and Secretary J. E. Burroughs, 
representing Lake Yacht: Racing Association of Lake 
Ontario, and W. R. Crawford, Geo. R. Peare and F. W. 
Morgan, of Chicago, representing Lake Michigan Yacht- 
ing Association. 
After confirming the minutes of the previous meeting 
the members proceeded to discuss the amendments to the 
measurement rules, which were identical with the ones 
adopted by the Yacht Racing Union of North America 
at the meeting in New York on Oct. 1, 1898. 
Mr. Crawford stated that through some oversight he 
had not been furnished with any copies of the amend- 
ments, and as it was impossible for him to act on the 
amendments without thoroughly looking them over and 
consulting with his Association, he would go on record 
as voting against them as a whole. 
After some discussion the following changes in the 
measurement rules were adopted: 
Measurement. 
L Yachts shall be rated by racing measurement, 
which shall be determined by adding together the load 
waterline length, the beam, .75 of the girth .5 of the 
square root of the sail area, and dividing the sum by 2. 
L.W.L.+B.-I-.T5 G.+.5 4*SpT. 
Formula: 
= R. M. 
2. The load waterline length shall be the distance in 
a straight line between the points furthest forward and 
furthest aft where the hull, exclusive of the rudder stock, 
is intersected by the surface of the water, when the yacht 
is afloat in racing trim in smooth water, with any per- 
son or persons, who may be aboard when the measure- 
ment is being taken, stationed amidships. 
If any part of the stem, sternpost of other part of the 
yacht below the load waterline projects beyond the 
length thus measured, such projection shall be added 
to the measured length; and a form, resulting from the 
cutting away of the fair line of the stem, sternpost or 
the ridge of' the counter for the apparent purpose of 
shortening the load waterline, shall be measured between 
fair lines. 
The measurement for load Avaterline length and giith 
shall be made with the same number of persons on 
board as are allowed for crew in the yacht's class, whose 
average weight shall not be less than isolbs., or at the 
option of the measurer, with a dead weight equivalent 
thereto. 
The measurer at the time of taking his measurements 
shall afiix a metal plate a's a distinctive, permanent mark 
at each end of the load waterline. 
3. The beam shall be taken from outside to outside 
of the planking on the broadest part of the yacht, and 
no allowance should be made for wales, double planks or. 
mouldings of any kind. 
4. The girth shall be taken from L.W.L. to L.W.L. 
under the keel at a point 0.6 of the distances between 
the outer edges of the L.W.L. marks from the fore 
end. The girth shall be measured along the actual out- 
line of the vertical cross section at that point at right 
angles to the L.W.L. If the draft forward of that 
point exceeds the draft at that point, twice such excess 
to be added to girth. In taking these measurements all 
hollows on fore and aft under-water profile of the vessel 
to be treated as filled up straight. 
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 lowered to its 
full extent. Centerboards when ballasted, except to 
overcome flotation or fitted with bulbs or otherwise, to 
be measured as fixed keels. 
Measurers shall mark the points for measuring the 
girth as- follows: By fixing three metal plates of suitable 
size on each side of the yacht not less than 2in. or more 
than 6in. above the L.W.L. level and parallel thereto, 
and not less than 3ft. or more than 6ft. from end to end, 
and so that the center mark of the three coincides with the 
distance 0.6 from the fore edge of the bow marks. The 
measurer shall also place a plate coinciding with this 
center mark under the rail or covering board, and an- 
other on the side of the keel perpendicular to the L.W.L. 
level. The distances between the L.W.L. level and the 
horizontal marks to be measured when the yacht is afloat 
in smooth water and deducted from the girth as ob- 
tained from center mark to center mark. 
Measurers may accept for the measurement of "girth 
the designer's written certificate or drawing certified 
to as being correct by designer and builder. But this 
shall not relieve the owner from fixing the marks here- 
tofore described, or relieve him from the responsibility 
of the accuracy of the certificate and proper position 
of the marks. In the event of a measurement protest 
the yacht must be measured as heretofore provided- 
Page i8. paragraph 4, amended to read: 
"If a yacht after having been officially measured be 
increased m L.W.L. length, beam, girth, or sail area, 
the yacht must be remeagured before starting the race." 
Page 18, Rule IV., regarding restriction on area of 
midship setion, was stricken out, as the new measure- 
ment rules cover these points. 
The classification was changed as follows: 
Classification. 
First Class, A, yachts over 45ft. racing length; 45ft. 
class, B, not over 45ft. and over 40ft. racing length; 
40ft. class, C, not over 40ft. and over 35ft. racing length; 
35ft. class, D, not over 35ft. and over 30ft. racing length; 
30ft. class, E, not over 30ft. and over 25ft. racing length; 
25ft. class, F, not over 25ft. racing length. 
'Rule VIII., time allowance, was amended to read: 
"Time allowance shall only be allowed in the first 
class, and shall be calculated on the racing length 
according to the appended table, but in class racing the 
racing measurement of a yacht shall be assumed to be 
the maximum limit of her class." 
And paragraph 2, page 21, was stricken out, together 
with the formula on page 22. 
Page 25, Rule XV., crews, amended to read: 
"1, The total number of persons on board a yacht 
shall not exceed the allowance in the following sched- 
ule: 
"First class, one person to every 5ft. of R.L. or fraction 
thereof.; 45ft. class, nine persons; 40ft. class, eight per- 
sons; 35ft. class, seven persons; 30ft. class, five persons; 
25ft. class, four persons." 
Page 32, paragraph 11, converging close-hauled, 
amended to read: 
''When two yachts, both close-hauled on the same 
tack, are converging by reason of the leeward yacht 
holding a better wind, and neither can claim the rights 
of a yacht being overtaken, then the yacht to windward 
shall keep clear." 
Page 33, Rule X X VI I I.. protests, paragraph 3 amend- 
ed as follows: 
"If through protest the measurement of a yacht be 
called in question, the regatta committee shall direct 
the measurer to remeasure such yacht, and the. result 
as reported by him shall be final. A charge of 10 cents 
per foot R.L. for measuring shall be collected from the* 
owner if the measurement be found wrong to a greater 
extent that one per cent, of the R.L., and from the per- 
son protesting if the measurement be found within that 
limit." 
Page 35, paragraph 7, amended to read: 
"If a yacht which has been officially measured makes 
any alteration causing an increase of her racing length, 
and starts in a race without having been remeasured or 
notifying the regatta committee in writing previous to 
the start that such alteration has been made, she must 
be disqualified." 
The definition of a yacht was amended to read: 
"A yacht shall be defined as a vessel of not less than 
16ft. L.W.L., and must carry not less than 30olbs. of 
ballast stowed under the platform or in lockers, or have 
a beam of not less than one-third of her L.W.L. length. 
She must have standing rigging or a fixed mast, and 
must be kept permanently on the water during the sea- 
son, and must not be engaged in trade. Yachts built 
after Nov. 7, 1896. or brought to the Lakes after, that 
date, shall comply with the restrictions on draft and size 
of timbers, keels, planking and other parts required by 
the rules." 
Page 20, paragraph 2, amended to read: 
"Each yacht shall be entitled to sail in her own class 
and in no other." 
Page 20, Rule VII., restriction on draft, amended to 
read : 
"The maximum draft of any yacht built after-Nov. 7, 
1896, or brought to the Lakes after that date, when in 
racing trim shall not exceed that specified for her class 
in the folloAving table, exclusive of centerboard if it be 
not a board weighted for ballast: 
"First class, toft, draft; 45ft. class, gft. draft; 40ft. 
class. 8ft. draft: 35ft. class. 7ft. draft; 30ft. class, 6ft. 
draft; 25ft. class, 5ft. draft."' 
The balance of the rule was stricken out. 
The list of classes in the official table of scantling was 
amended to conform to the class limits by the new rule. 
The following officers were chosen for the ensuing- 
year: Chairman. Charles E. Kremer, Lake Michigan 
Yachting Association, Chicago, 111.; Secretary-Treas- 
urer, J. Edmund Burroughs. Lake Yacht Racing As- 
sociation of Lake Ontario, Rochester, N. Y. 
Mr. iEmilius Jarvis was unanimously chosen as dele- 
gate to the Yacht Racing Union of North America, and 
Chairman Hower congratulated him upon the excellent 
work he had done for the Great Lakes at the numerous 
meetings. 
A committee consisting of iEmilius Jarvis, E. W. 
Radder and W. R. Crawford, was appointed as an ad- 
visory committee on the Stephens scantling table. 
Mr. Radder said that in view of the fact that the 
Chicago Y. C. had challenged the Royal Canadian Y. C. 
for the Canada's cup, and that such a race would un- 
doubtedly stimulate the building and racing of yachts on 
the Great Lakes, if confined to a small class, that the 
Council recommend to the Royal Canadian Y. C. that 
the acceptance of the challenge be made on behalf of a 
yacht of 35ft. R.L., believing this to be. in the best inter- 
est of yachting. 
Meeting adjourned. 
In the evening the visiting delegates were banqueted 
by the members of the Buffalo Y. C at the Hotel 
Iroquois. Ex-Commodore Frank B. Hower presided 
as toastmaster, and Messrs. Jarvis. Lee H. Smith. Horace 
Noble, W. J. Conners, E. W. Radder and W. H. Craw- 
ford provided the "feast of reason," which compared 
favorably with the most excellent menu. 
The Buffalo Y. C. boys know how to do other things 
besides sailing, and here's hoping that we meet there 
again. J» E. Burroughs. 
The Proa and Modem Designing. 
New York, Nov. t. — Editor Forest and Stream: In 
regard to the proa which you published in the issue of 
Oct. 22. as nearly as I can work it from the reproduction 
the sail area is 324sq.fr.,, displacement i,24olbs.. midship 
section i.o8sq.ft. lateral plane per square foot of sail 
.0.0.72. The ratio of sail area of displacement is almost 
the same as in the twenties. The peculiarity of form, 
that is the elongated ellipsis for the waterline with sym- 
metrical entrance and run, is almost the same; the dif- 
ferences in the form, which are a reverse curve of the 
shear plan and a sharp entrance, would probably account 
for some of the differences in speed, and the balance 
could be accounted for by the increased resistance of the 
outrigged hull when it touches the water momentarily. 
It is interesting to note that nearly two years ago, when 
designing Akista, I decided on the elongated elliptical 
waterline and a practical symmetry of entrance and run 
for what was, I think, the largest yacht built on which 
it had been tried, and it is very mortifying to note that 
these principles, which are really fundamental in design, 
should have been known for nearly two centuries before 
we put them into application. It is about time for us 
to unload the useless lumber of the old rules of design 
and come down to five fundamental principles: 
1. All waterlines more or less elongated ellipsis. 
2. All buttock and shear lines either straight or con- 
vex. 
3. The unchanged or approved form, with change of 
inclination of mast to a vertical line. 
4. The lateral plane a true plane as far as possible. 
5. Minimum of wetted surface for a given displace- 
ment. Any man who designs according to these rules 
must design a relatively fast yacht; any man who violates 
them will pay the penalty by having his yacht look pretty 
perhaps, but will be slow. Geo. Hill, 
YACHTING NEWS NOTES. 
It is not through its merits or any fault of its own 
that yachting has almost invariably fared badly at the 
hands of the makers of encyclopedias. Its unfortunate 
initial inevitably brings it near to the end of the last 
volume, where space is precious, and it is consequently 
curtailed and compressed to a mere sketch. It has 
seemed that full justice would not be done to this sub- 
ject, important as it is, until the usual method was 
reversed and the alphabet taken up in inverse order; but 
that such is not the case is fully proved by the last two 1 
numbers of the Encyclopedia of Sport, Parts XIX. and 
XX., completing the work as published by G. P. Put-' 
nam's Sons, New York. In this work, at least, yacht- , 
ing is accorded space in proportion to its importance, 
and the subject has been covered comprehensively and 
intelligently. The principal article, by Lord Dunraven, 
was written for the English edition, but it is supplemented 
by an article on yachting in America by Chas. Pryer, of 
New Rochelle. Similarly, the detail of ice yachting is 
treated from the British side by Mr. Herbert Crossley 
and from the American by Mr. Archibald Rogers. Lord 
Dunraven' s history of yachting is comprehensive and 
very well written, and it cannot fail to interest American 
as well as British yachtsmen. The origin of the sport 
is described in detail, the growth of the different Brit- 
ish clubs being traced down to the present day. The 
history of measurement legislation is clearly outlined, and 
then the principles and methods of yacht designing are 
described at length. While this branch of yachting is 
in nature and extent far beyond the possibilities of treat- ' 
ment in popular or encyclopedic form, its leading points 
are presented in a way that is fully adequate to the de- 
mands of the average reader. The details of designing- 
are outlined very plainly, and such subjects as the mak- 
ing of the design and the model, the laying down, j 
methods of construction, etc., are dealt with briefly but 
clearly. The materials and methods of sail-making, its 
history and principles, and the theory of the action of 
the wind on the sail, are treated at considerable length. 
After describing the general details and methods of 
yacht racing, the author takes up the actual history of 
yachting, and describes very fully the first pleasure ves- 
sels and their successors of one period and another down 
to the present day. The changes of type, as produced 
by alterations of the measurement rule and other con- 
trolling causes, are shown by representative vessels, a 
number of designs being given. The later development, 
under the original rating rule and the new linear rating 
rule, is particularly interesting in view of the. recent 
adoption of the latter rule in this country. The new 
boats built under the rule for the 20-rating and other 
classes, as yet little known here, are described and com- 
pared. The subject of cruising comes in for men- 
tion, with the modern one-design classes, steam, etc. 
The present Y. R. A. rules are given in full. 
Mr. Pryer's article traces the development of the yacht 
in this country down to the present day; the leading 
yachts of each era are described and illustrated by nu- 
merous diagrams. The English type of ice yacht is de- 
scribed by Mr. Crossley, with details of the sport. Mr. 
Rogers writes of sport as developed on the Hudson 
River to a science. The articles are illustrated by nu- 
merous diagrams and some very fine reproductions of 
yachting photos and paintings. 
The racing of the Eastern Y. C. for the present season 1 
is summarized in printed form by the regatta com- 
mittee, full records and details being given of the six 
races sailed. The report is interesting as making a per- 
manent and public record of the work of the various 
vachts. 
PUBLISHERS' DEPARTMENT. 
Hunting and Fishing on the C. & O. 
No necessity exists for a journey across the continent for the' 
sportsman who is looking for an outing. Five hours from Wash- 
ington, through the most beautiful mountain scenery this side of 
the Rockies, deer are almost as plentiful this year as they were in 
rhe days when the Old Dominion was first settled by white men. 
Since the open season began, on Oct. 1, several parties have gone) 
from Washington into Bath county, Virginia, and the reports 
which they bring back are such as to make the heart of the sports- 
man jump witlLexpectancv. There is plenty of sport to be had 
with the rifle, the shotgun, the fly-rod, and none of the game bags 
or fish creels are brought back empty. 
Within a radius of ten miles from Millboro, Va.. there are literal- 
ly hundreds of deer. Then too the Cowpasture River is teeming 
with bass, and a 21b. small-mouth will make the disciple of old, 
Izaak, who has played the big-mouth on 40yds, of line, think] 
Lhat he has a salmon at least on his hook. 
Virginia at this season is the paradise of the sportsman, and; 
the Chesapeake & Ohio trains leaving Washington at 2:20 P. M, 
and 11-10 P M. carrv him right into the heart of that paradise 1 
For information address H. W. Fuller, General Passenger Agent 
Washington, I). C.—Adv. 
Joseph Dixon Crucible Co. 
The Dixon Company was established in 1S27, but during al 
of its more than three score years and ten of busy life n yeaij 
has in any way equaled 1898 for volume of business; its plant ha: 
been running continuously, yet the Company is behind its order* 
in all departments. . ' 
As the Dixon Company's products go into every known nelo 
of industry: the iron workers, the brass workers, the printing 
trades, the stationers, the cycle manufacturers, the hat manufac 
turers, the paper mills, etc., the rise or the fall of the volume o 
business done by the Dixon Company may bte taken as a very 
excellent standard or pointer on the condition of business ger»j 
erallv, — Adv. 
