406 
FOREST AND STREAM. 
[Dec. 3. 5898, 
Canoeing in England. 
After a long continued period of depression while 
the sport was most flourishing in the United States, 
canoeing experienced a marked revival in England a 
few years ago, about the same time declining in this 
country. At the present time, while there is practically 
no canoe racing in America except the meager display at 
the A. C. A. meet, there has been a general activity in 
the sport about its British center, the Thames. This 
has been under the management of the Royal C. C, the 
recognized head of canoe racing in Great Britain, the 
British Canoe Association concerning itself almost ex- 
clusively with camping and cruising. 
D.uring the past season, which has only recently 
closed on the Thames after an early beginning, there 
has been a great deal of racing in the different classes. 
Mr. Linton Hope, the designer, has returned to canoeing, 
and this alone has helped the sport, as he has both 
designed canoes and taken actual part in the races. 
The autumn meeting of the R. C. C. took place on Oct. 
29, some very important changes of rules being made; 
these are given as follows in the Field: 
The alterations made in the cruising ctass rule of the R. C. C. 
include several small revisions of dimensions and some rewording, 
and the rule was voted upon clause by clause, and in each case 
the voting was unanimously in favor of the new rule. After this 
opportunity for fault-finding and amending, we do not think any 
member of the club can honestly say that the rule is imperfect; 
anyway, the rule in its amended form was printed and in the 
hands of the members for a whole week before the meeting, and 
the only change made at the meeting was an agreed increase of 
skin thickness from three-sixteenths to one-quarter. 
Among those who voted for the rule at the meeting were some 
of the most expert canoe men and well-known naval architects 
of the day, and therefore it is not saying too much to suggest that 
other canoe clubs would do well to adopt the class; there is no 
doubt about the ability and comfort of these canoes, and the 
safeguards of the rule are such that the class has pretty nearly all 
the benefits of a "one-design" class, its closeness of competition, 
without absolutely tying the owner down to one particular model 
or rig. The rule, as passed, reads: 
"A cruising canoe shall, for racing purposes, comply with all 
the following dimensions and requirements: She shall be sharp 
at each end, with no transom or flat stern; any metal keel, center- 
plate, or ballast shall be detachable from her. Dimensions: Max- 
imum length over all shall not exceed 17ft.; beam, not over 42in. 
No seat shall be extended beyond the side of the canoe. JMxed 
draft, including keel or drop keel, when hauled up, shall not 
exceed 14in. Extreme length of any spar shall not exceed the 
load line or rating length of the canoe; in respect of a mast, such 
length of spar will be measured from waterhne to extreme 
top of the mast. Minimum dimensions: The depth inside from 
deck to skin (to be taken at any distance withm 3ft. of mid over 
all length, and at not less than lOin. out from middle line) shall 
not be less than 12in. Depth outside from top of deck at middle 
line to under side of keel ("taken anywhere up to 2ft. from either 
end of the canoe) shall not be less than 12in. Construction: There 
shall be a sleeping compartment between two fixed complete trans- 
verse bulkheads of wood, which are to be not less than 5ft. 6111. 
nor more than 8£t. apart, and not more than oft. from mid over 
all lengths, and of such compartment a length of 3ft. on the 
flooring shall be clear of centerplate case, and shall extend from 
side to side of the canoe; to such portion of the compartment there 
•diall be a direct hatchway above it of not less than 16m. in width, 
extending 3ft. in length, and any bucket well or covering of any 
kind fitted in or over such hatchwav or any part of such hatchwav 
shall be detachable from the canoe. To each compartment, forward 
or aft of the above-mentioned bulkheads, there shall be a door or 
hatchway of not less than SOsq.in. opening. Scantling: the 
substance of the skin or planking shall not be less than y 4 in., and 
of the deck shall not be less than 3-16in., in finished state, and 
the substance of the bulkheads above-mentioned shall not be 
less than 3-8in. in finished state. Rudder: Where an under-body 
rudder is fitted it shall be liftable through the body of the canoe 
until it is above the lower edge of the keel, at such place, and 
also shall be removable from the canoe. Rating: The rating 
of the canoe I Len^MLAV X. X sail area \ ^ ^ ^ 
0.3. Sails: The certificate of 'rating shall be given in respect of 
one tvpe of rig or suit of sails only, and under such certificated 
sails or sail only shall a canoe be qualified to compete, except 
that a smaller suit may be used: only one certificate shall bc 
granled to or held at a time by any canoe. The restrictions 111 
the construction clause, and as to scantling and rudder, shall not 
adversely affect any cruising canoe which was built prior to the 
autumn meeting of 1898, so long as such elements remain unal- 
tered in such canoe. (Rule 26 as to certificates and marking 
L.W.L. shall applv to cruising canoes.)" 
Such is the R. C. C. classification, which is practically set for five 
vears. The canoe-yawl rule is exactly the same, except that all 
dimensions are increased by half over those of the cruising class, 
and the scantling of skin and deck to be 3-Sin. finished, and of the 
bulkheads not less than y 2 in. finished, and the rating is not to 
exceed 0.5. Therefore those who contemplate building have now 
before them practically a five years' investment, with a safely 
limited class for cruising canoes, and a vague and practically un- 
limited class for racing canoes. 
The craft built to these dimensions and restrictions 
will be able and handy boats when afloat, but so far as 
actual canoeing goes they are canoe-yawls, and not 
canoes: except" that they draw about twice as much, 
they are the same as what have been called Class C or 
canoe-yawls in this country. While undoubtedly abler 
and -roomier than the true sailing canoe as long as they 
are afloat, they lack the distinguishing characteristics of 
the 16 by 30 craft as a one-man boat; minimum dimen- 
sions, compact form, light weight. Once well afloat, 
they are all right, except where paddling is concerned, 
and this is merely a secondary point in sailing canoes; 
but when they are considered in connection with the 
shore, as every canoe must be, they are far inferior to the 
old 16 by 30 craft. The latter are in an eminent degree 
portable" beachable, houseable, and generally man- 
handleable; their compact form, shoal draft, flat floor 
and light weight when stripped of movable fittings 
making it easily possible for the crew of one to haul 
the boat out on a bank or bulkhead, to beach her quickly 
and haul clear of the sea. and to house her snugly in a 
limited space on floor or rack in the club house. With 
a second man to help, the craft could be carried a long 
distance. Such use is not possible with a craft of Hin. 
draft, and many of the best characteristics of the old 
canoe are missing m the new one. 
What is of vital importance in this country, convenience 
of rail transportation, is a serious bar to any increase of 
size over 16 by 30: it is the custom to carry canoes for 
long distances by rail, with several transfers, and this 
cannot be done with much larger hulls. 
In the racing class the legislation took a very peculiar 
and unexpected turn. In the course of the meeting an 
entirely new amendment was sprung, removing all limit 
of length, so that a new racing canoe may go to any 
extreme in this important direction. It would seem that 
th ; s amendment was passed in order to kill off the class. 
The recognition of 'the under-body rudder, hung be- 
^ gjj £ bottom of the boat; $nd well forward of the 
stern, instead of abaft the sternpost, is another blow at 
the distinctive canoe nature. Even though such rudders 
may be fitted so as to lift out through wells, they pre- 
sent serious disadvantages from the standpoint of general 
use, and tend to make the cruising class boat but a 
racing machine. 
However pleasing it is to know that the good old sport 
of canoe sailing has still a firm hold in its birthplace, 
we regret that the craft itself has been allowed to de- 
velop into something so different and in our opinion so 
inferior to the old sailing canoe. 
techting. 
The executive committee of the Y, R, A. of Long Isl- 
and Sound is now at work on a plan for regulating the 
construction of a part of the racing fleet. This has 
proved quite as difficult a matter as was anticipated, the 
trouble being mainly how to classify the yachts which 
are to come under the scantling restrictions. The rac- 
ing division will probably be left as at present, the 30ft. 
R.M. and all lower classes by the Seawanhaka rule, with 
no limitations to construction. In the cruising division 
the most practicable plan yet proposed is to give 
arbitrary limits to each class, similar to those of the 
knockabouts, with specific sizes of parts for each class. 
It is probable that several more meetings may be neces- 
sary before the details are complete, but the committee 
hopes to be able to submit its work to a general meeting 
of the Association prior to the holidays. 
The latest report concerning Shamrock is that she is 
to be commenced this week, the plating being nickel- 
steel furnished by Krupp, of Essen. 
The Yacht Racing Association of 
Massachusetts, 
In publishing the third annual record of the Yacht 
Racing Association of Massachusetts, Sec'y Bliss, who is 
personally responsible for the excellent books of the As- 
sociation, has reprinted the two previous books, of 
1896-7, so that members may obtain for preservation the 
complete records up to date. These records, with the 
vear books published each spring, give indisputable evi- 
dence of the success of the Association, and every guar- 
antee of its permanence; the regular racing under uni- 
form rules, with public and official records of per- 
formances, have become so much matters of course that 
it is already difficult to realize that the very reverse ex- 
isted up to three years ago. The value of organization 
and svstem has been so fully demonstrated about Boston 
that there is no fear of their abandonment, and an ob- 
ject lesson has been given that may be studied with ad- 
vantage in other localities. 
There is no place in the country better fitted for the ex- 
periment of union and association than Massachusetts 
Bay, through the number of small but flourishing clubs, 
the many small yachts, and the host of good sailors, ac- 
customed to both racing and cruising in equal propor- 
tions. When the conditions are compared with those 
existing about New York, in spite of the extent and 
magnitude of the yachting interests of the latter locality, 
it is plainly evident that in all that tends to the pro- 
duction of a homogeneous and well-developed racing 
fleet Boston has great advantages. 
The Y. R. A. fleet of 1898, as officially enrolled, in- 
cludes 101 yachts, divided as follows: 
Cabin. Open. Total. 
30ft. Class "... 10 . - to 
25ft. Class 19 2 21 
21ft Class , 12 11 23 
-18ft. Class 21 21 
15ft. Class 10 10 
Knockabout Class 16 . . 16 
57 
44 
101 
The races sailed under the auspices of the- Association 
numbered twenty-eight, between May 30 and Sept. io, 
the highest number of starters in any one being thirty- 
nine; as a rule there were from eighteen to twenty- 
five starters. These races included a territory extending 
from Provincetown to Newburyport. 
The official summary is as follows: 
Class B. — 30ft. cabin yachts. 
o w 
•3 n 
2 s 
'o 5 
S. >- 
if. o 
<&. 
97 8-1 1 
79 6-1 r 
46 3 - 7 
39 2-7 
20 7-1 1 
61 19-21 
60 5-7 
55 20-21 
45 
38 1-10 
35 7-io 
23 4-5 
21 2-5 
93 3-4 
68 3-4 
56 2-3 
13 1-3 
I3-I-3 
95 5'H 
86 4-11 
53 1-8 
36 2-5 
28 1-8 
s5 -a 
in. «co 
Meemer 11 10 1 
Ashumet 11 6 3 
Elfreda 7 0 2 
Emma C 7 o 1 
Harbinger 4 0 t 
Class D. — 20ft. cabin yachts. 
Hermes 2\ 6 5 
Eleanor 21 6 5 
Little Peter ... .21 4 4 
Beatrice 20 3 3 
Nettie 10 1 1 
Areyto t • • ■• — • • 6 2 & 
Tho'rdis 5 1 1 
Tantrum 5 0 2 
Class E. — 2 1 ft. yachts. 
Bud 8 6 2 
Cleopatra .- 8 3 3 
Tacoma > • T 5 5 2 
Alanka I 1 o 
Recruit ..... 3 I 0 
Class S.— 21ft, cabin yachts. 
Privateer u 9 2 
Arab IV. it 8 2 
Harriet 8 1 2 
Thetis 3 0 2 
Omeme 8 o 1 
Class T.—iSfr... yachts 
Duchess .10 7 2 
3 
4 
6 
3 
i 
o 
1 
0 
0 
0 
2 
o 
0 
0 
o 
2 
I 
0 
o 
'2 
2 
4 
3 
7 
11 
7 
2, 
2 
3 
6 
o 
o 
1 
3 
o 
7 
1075 
875 
325 
275 
125 
1300 
1275 
1175 
000 
400 
375 
250 
225 
75o 
550 
850 
100 
TOO 
1050 
950 
425 
200 
225 
16 
8 
5 
0 
3 
1225 
76 9-ro 
.15 
2 
7 
4 
2 
975 
65 
Alpine 
.10 
4 
1 
i 
4 
55o 
55 
6 
1 
2 
3 
0 
400 
50 
• 5 
T 
1 
1 
2 
275 
34 3-8 
• 4 
0 
0 
1 
Jb 
125 
15 5-0 
• 3 
0 
u 
0 
3 
75 
10 5-7 
Class X. — 15ft, yachts. 
82 1-7 
Vitesse . 
.14 
IO 
2 
0 
2 
1150 
Katvdid ... 
12 
5 
6 
0 
I. 
950 
79 1-6 
Ray 
• 9 
2 
0 
6 
I 
500 
55 5-9 
Glide ." 
6 
0 
3 
0 
3 
300 
42 6-7 
Attilla 
8 
0 
2 
0 
6 
275 
34 3-8 
Knockabouts. 
Jilt 
5 
2 
0 
0 
650 
92 6-7 
6 
% 
k 
1 
3 
300 
50 
Gosling 
• 5 
1 
•i- 
'0- 
3 
225 
45 
Mongoose 11. . . 
■ 3 
0 
0 
2 
1 
125 
30 5-7 
Dafila 
• 3 
0 
1 
0 
2 
IOO 
28 2-3 
• 3 
0 
0 
I 
2 
100 
28 2-3 
0 
1 
0 
3 
100 
28 2-3 
, 2 
0 
1 
0 
i 
100 
28 2-3 
Spindrift 
0 
0 
0 
3 
50 
14 i-3 
Tunipoo 
• 3 
0 
0 
0 
0 
75 
11. 1-2 
Quill 
0 
0 
I 
1 
75 
II 1-2 
The executive committee has awarded the Y. R. A. 
bronze medals and pennants for 1898 as follows: 
30ft. cabin class, Meemer, Roland C. Nickerson; 25ft. 
cabin class, Hermes, A. W. Chesterton: 21ft. cabin class, 
Privateer, A. E. Scharf; 21k. open class; Budd (s,ehr.), 
S. N. Small; 18ft. class, Duchess, Chas. Hayden, Arthur 
H. Parker and J. H. Blanchard: 15ft. class, Vitesse, E. H. 
-Clapp; knockabout class, Jilt, W. O. Gay. 
Meemer, whose picture, from a photo by N. L. Steb- 
bins, is here given, was designed and built this year by 
C. C. Hanley, at his new shops, Quincy; the winner in 
the 25ft. class is also from the same shop this year, 
but she had a very dangerous rival, as the figures show, 
in Eleanor, designed by R. M. Wood. Bud is a new 
boat a schooner, designed by her owner, S. N. Small, 
of Dorchester, an amateur. The much-discussed change 
of class limits and abolition of time _ allowance, made 
last winter, moved one old boat, Privateer, from the 
middle of the old 24ft. class to the top of the new 
21ft., and she won from two new boats. Duchess, the 
winner in the 18ft. class, is a new boat, designed by C. D. 
Mower, whose Vitesse, winner last year, is again at the 
head of the 15ft. class, with the new yawl Katydid, de- 
signed by J. F. Small, second. In the knockabout class 
the honors go to the new Herreshoff boat Jilt, a keel 
boat, with the Purdon centerboard Chinook second. As 
many races of the raceabout class were sailed apart from 
the Y. R. A. events, the complete record of the class 
places Chinook much lower than in this list. 
A new feature of the book, which promises to be of 
material value in the future, is a record of all decisions 
of the executive committee on appeals from the deci- 
sions of local committees in the years 1896-7-8. The 
official publication of such decisions does much to build 
up those precedents which are essential to the success- 
ful operation of even the most perfect racing rules. 
Raters and Half-Raters. 
The question we have so often answered has lately 
come to us anew: ''What is a one-rater and a half- 
rater?" A "rater" of any denomination is a yaeht built 
to the "rating rule" adopted in Great Britain in the fall 
of 1886. and abandoned in favor of what is termed the 
"linear rating rule" in the fall of 1895. Under this rule 
the "rating" of a yacht was measured by the product 
of her L.W.L. and S.A. divided by 6.000: thus, 20ft. 
l.w.l. multiplied by 300sq.ft. of sail and divided by 6,000 
equaled one rating, and 15ft. l.w.l. and 200sq.ft. of sail 
gave one-half rating. Under the rule the small classes, 
one-half, one, two and a half and five rating, came into 
existence and prospered for some years. The rule was 
never adopted in America save in one or two isolated 
cases, and there is no good ground for applying the 
term "rater" to American yachts. When the half-rater 
Spruce IIII. came to this country to race in 1895 a 
new class under the Seawanhaka rule, of 15ft. racing 
measurement, was established; and she -increased her sail 
area until she was over her old English measurement 
of one-half rating in her races with Ethelwynn. The 
only correct designation of this class is the 15ft. class, 
just as the next larger is, the 20ft. class; but a great 
many Anglomaniacs in this country have preferred to sail 
the boats and to write of them as "raters." As a matter 
of fact, though the boats of the two countries are gener- 
ally similar in size of hull, the American boats carry 
much more sail and would measure very much over the 
limits of the "one rating" and the '•one-half rating" 
classes by the British rule. Now that the rule has been 
abandoned, the term "rater" is practically out of use. 
I 875 37 1-2 
An Exposition of Yacht Racing Rules. 
In the course of its quarter-century of existence the 
British Y. R. A. has done much for the improvement 
of racing methods by the publication of the numerous 
official decisions of protests and disputed questions by 
th» Council; these tending to expose defects in the 
rules (which have been subsequently remedied), and 
also to make clear the full meaning of the rules to yachts- 
men. As secretary of the Y. R. A., Mr. Dixon Kemp 
has been very closely associated with this particular work 
from the formation of the Association, and he has long 
been regarded as an authority upon racing rules and 
their interpretation. Under the title of "An Exposition 
of Racine Rules." he has lately prepared a book, pub- 
lished by Horace Cox, London, in which the racing rules 
of the Y. R. A. are discussed in detail. Under each rule 
are given such decisions as may have been made by the 
Council, with a discussion by the author of the special 
points involved, including many references to historic^' 
incidents in yacht racing. Where the case calls for 
diagrams are given to explain the positions of th» 
yachts. The book forms a most useful guide both t. 
racing men and to rsr-e committees. 
