FOREST AND STREAM., 
stability was enforced by means of a simple rule limiting 
the rise of floor of the midship section in the case of 
canoes and small yawls, and also enforcing sufficient depth 
of body near the sides and ends. This rule was more 
complete, even, than that adopted by the R. C. C. for its 
cruising class, in which latttr eveial of its clauses are 
included under a different wording, in the framing of 
these rules Mr. Yor.l took a deep interest. Though fond 
of an occasional race, he was a cruiser first, and made 
many cruises up and dawn river, along the wild Northum- 
brian coast, Mtnai Straits, Norfolk Broads,., etc.,: in his 
various canoes, none over 3oin. beam, of which the best 
known was the Cockyolly Bird 1. Tn iHgi he held the 
office of captain of the -Northern C. C. lie was a inenibc. 
of the Humber Yawl Gifih- i\nd aLo belonged 16 'tlie 
B. C. A., and was present al..-.seveml of ius meets. Tn 
1897 he joined the R. C. C, having lately re: u rued froth 
India, where fever had '^eriou-ly undermined his heatth", 
which we fear he never recovered. In tlie same year he 
started with a friend ihe Bnrnhani Yacht Building Com- 
pany. He was a member al-o of the Biirnliam and Fam- 
bridge yacht clubs and ihe I^oridon Sailing Club. A good 
companion and a true friend, hi , rich manly voice will be 
missed by all who knew him, 
i( ai 
At the annua! meeting last month, the Yapewi Aquatic 
Club, of Bordentown, N. J,, elected the following mem- 
bers: Pres., Cornelius E, Force; Vice-Pres., Robert S, 
Murphy; Sec'y, J. Bert Reynolds; Purser, Charles E. 
Burr; Capt., Frederic G. Wiese; Mate, Harry C. Ford. 
Board of Directors— Philip F. H. Brakeley, Louis W. 
Wiese, Walter L. Reeder, Walter Robbins, Fred. J. Pot- 
ter. 
H H n 
The Park Island Canoeing Association, an organiza- 
tion of the canoeists of Trenton, N. J., members of several 
canoe clubs, has issued its constitution and by-laws in 
the form of a small pamphlet. The Association is a 
stock company, owning Park Island, off Trenton, in the 
Delaware River, a permanent camping ground that is well 
known to most of the canoeists of the Atlantic Division, 
who at one time or another have profited by its hospitality. 
The members, sixteen in all. own the stock and control 
the island. The officers for 1900 are : Pres., Wm. A, Hol- 
comb; Vice-Pres., Wm. C. Lawrence; Sec'v-Treas., Harry 
C. Allen; Trustees. E. C. Hill, J. A. Fritz, R. L. Dobbins, 
F. B. Yard, A. H. Wood. Regatta Committee, E, D. 
Anderson, F. W. Donnelly, B. J. Havens. 
^ ^ ^ 
The Spalding St. Lawrence Boat Company has recently 
issued a new booklet devoted to canoes. In addition to its 
well-known wood canoes, the company is now makmg 
a wood canoe with canvas drawn tightly over the outside, 
filled with a special composition, and pamced. i Ue re- 
sult is a remarkably strong and durable canoe of but 
little greater weight than the wood ones. The company 
has also another booklet describing its St. Lawrence River 
skiffs, rowboats and fittings. 
^ ^ ^ 
The downfall of the canoeist is sometimes very marked 
when once he says good-bj^ to the 16 x 30 craft. A few 
years ago no A. C. A. trophy sailing race was started 
without the entry of Bee, Bug or Fly. After winning 
the trophy, the desire to play shuttlecock on a 6ft. hyking 
seat gradually diminished, and the staunch old Atnerica 
was put into commission. Members who have noticed 
this downfall will therefore not be surprised when they see 
sailing up to the camp dock this sunrmer, flying the 
A. C. A. flag, one of those trim clipper-built house-boats— 
length over all, 40ft.; beam, i8ft. ; draft, I2in. ; overhang, 
forward, isin. ; plumb stern. The aforementioned skipper 
will be found taking his ease in a big chair on the hurri- 
cane deck, whence he can order up the weather lee board 
and let his latest development in the canoeing line gradu- 
ally bump up against the dock, where a hearty welcome 
will await him. 
8^ 
Sec'y Begg and W. Begg spent the 1.3th of March in 
New York as the guests of Harry Smythe. 
•6 « * 
Com. MacKendrick, after attending the Atlantic Divi- 
■sion dinner in New York, spent the following day as the 
iguest of Vice-Corn. Allen, visiting Park Island club house 
and Trenton club house. 
It •( 
The Eastern Division are figuring on a war canoe to 
take to the Muskoka meet and bring back the new 
trophy. 
1^ 
Mr. Max Howard, of the Humber Yawl Club, has gone 
to Africa with the Sixty-sixth Company of Yorkshire 
Yeomanry, leaving behind him a canoe-yacht of his own 
design, w^hich he was building himself for the coming 
season. Lapwing, 23ft. 6in. over all, 17ft. 6in. l.w.l.. 7ft. 
beam and 2ft. draft without board, is quite a ship, with a 
good cabin for two persons. She has been shipped from 
Y'^ork, where her owner left her, to Hornsea, where she 
will be finished by J. Akester, the builder. We wish Mr. 
Howard a speedy return and a summer of cruising instead 
of campaigning at the Cape. 
The racing cutter Astrild, of 65 linear rating, has been 
purchased of P. M. Inglis, of Glasgow, 'by Addison and 
Wihiicr Hanan, of New Y'ork. Astrild was designed by 
Watson and built by A. & J. Inglis in 1898, and is 60.98ft. 
l.w.l, 15.1 beam. She will be in the class with Queen 
Mab and Isolde. 
The scA^enth volume of the "Tran-^actions of the Societv 
of Naval Architects and Marine Engineers," containing 
the papers and proceedings of the meeting of November, 
1800. has just been published. The book is edited and 
published bv the energetic secretary of the society, Naval 
Constructor F. T. Bowles. 
New Factors in Yacht Measure- 
ment.— II. 
The proposal o£ Col. Bucknill, mentioned last week, 
will appear in full in the annual copy of the Almanac of 
the Soient Classes, published by him, and is as follows. 
The suggestions are m line with the author's writings 
for some time past, notably the pamphlet prepared by 
him and Lieut, Col. EngUsh in 1897, in which the relations 
of sail area and displacement were very fttlly discussed : 
Some ve'ry extreme types of racing machine made their 
appearance in the Solent Classes during the past sea- 
son ( 1899), and fully proved that the present Y. R. A. 
rule of rating has not succeeded in proditcing the whole- 
s. me rype intended by its framers. It is now proposefl 
lo heal the defects in the rnle by some hard and fast reg- 
ulations re scantling, and the result will no doubt be 
beneficial. It. is, liowever, an extremely rough and un- 
scientific method, and would stifle design in many direc - 
tions, which is to be. avoided if possible in small class 
racing, where the interest chiefly lies in the numerous 
experiments embodied in novel designs. Moreover it is 
almost impossible to frame a scantling rule which shall be 
fair for tire several types of boat to be found even n: 
one of the small Solent Classes, such, for instance, as the 
24 linear fating class, which developed from the old one- 
raters. 
The present Y, R. .'\. rule rating will have lasted quite 
long enough by the end of 1900, and Ave should com- 
mence the new century with a new racing rule. The ed- 
itor of this .A.lmanac has for many years advocated the 
introduction of displacement into the rating rule, or 
what Would be equally effective, the addition of a proviso 
that sail , area shall be limited to some function of the 
yacht's displacement. In 1897 he edited a pamphlet 
(printed by Mr. I'Cing, of Southampton), wherein the 
mathematics of the matter were carefully discussed, with 
the assistance of Lieut.-Col. T. English, late R.E., and 
certain conclusions arrived at. But in 1897 the present 
Y. R. A. rule of rating had scarcely been tried long 
enough to discover its real tendencies, and the council 
of the Y, R. A. was loath to again raise the question of 
the rating rule. 
The action of the Union des Yachts Frangaise during 
the past ytar in adopting a new rule to come into force 
on the first day of the new century (Jan. i, 1901), has, 
however, brought the displacement question into the 
front place of importance. The new ride referred to is: 
Rating = I^-Z-P^^S 
° being the yacht's perimeter, found by adding her ex- 
treme beam to her extreme submerged chain girth in 
racing trim; M being the area ot her immersed mid- 
section; L being her length on water line, and S her 
sail a^ea. The numerator being a linear quantity to the 
fourth power, and the divisor being a linear quantity, 
it results that the rating is a cubic quantity, and is 
therefore correctly described as so many racing tons of 
measurement, and applicable to a tonnage time scale. 
The French will thus be the first nation to race under a 
rule putting a premium on large under-water body {o 
whatever shape), which is almost the same as putting a 
premium on displacement. Indeed, the cube root of D 
(the weight of the j'acht) might advantageously have re- 
placed the square root of M, as D can easly be found 
without interfering with a designer's secret plans, or 
measuring a yacht so closely that she could be repro- 
duced. The designer equally with the owner of a suc- 
cessful racer would naturally object to the precise .shape 
of her midsection being known to the official measurer. 
It is consequently preferable to deal with a yacht's dis- 
placement in all those smaller classes where the weight 
of the yacht can be easily found by placing her upon a 
slip-w^ay, and hauling her up until over an ordinary cart 
or wagon weighing machine, built for the purpose, on 
the top of the slip-way. The weight of the cradle being 
known, the weight of the yacht becomes known. For 
the small classes, therefore, weighing should certainly 
be adopted in preference to any system of measurement 
which would reveal the secrets of design. The writer 
maintains that if sail be allotted in accordance with a 
proper function of D, the rating may be reduced to the 
simplest possible form, and after carefully considering the 
matter for manj^ years the following proposal was made 
by him on Dec. 17, 1899, to the council of the Y. R. A. : 
That the rating of racing yachts in the small classes 
up to 36 linear rating (as defined at present) be by length 
of hull on water line in racing' trim with crew on board 
provided that the sail area (square feet) of any yacht be 
limited to 300 times the cube root of the .square of her 
displacement in tons and decimals of a ton (2,24olbs.) 
with crew on board. " . ^- 
Rating= L.W.L (I.) 
Sail =30oWD^ (II.) 
As regards classification, it was suggested that the 
36 L.R. Class should become 32 L.W.L. 
30 L.R. Class should become 27 L.W.L. 
24 L.R. Class should become 22 L.W.L. 
18 L.R. Class should become 17 L.W.L. 
Time allowance for any differences of hull length being 
given in accordance with the Y. R. A; scale for the length 
classes in 1885 and other years. 
The class liimts of L.W.L. proposed above were se- 
lected so as to cause no inconvenience to existing boats 
in the said classes in English waters, and to enable them 
to increase their present ballast if so desired, which would 
of course increase their L.W.L. 
-A. class rating which is sufficient for the America Cup 
international contests is sufficient for all racing. But 
class an<l time allowance are less important than type, 
and proviso (II.) would curb excessive sail area on 
small displacement, and encourage good scantling and a 
healthy amount of ballast. Indeed, it can be stated widi 
absolute certainty that some such proviso as (II.) would 
.ereatU^ decrease the cost and increase the interest in the 
Cup races themselves. 
Mr. Ilerreshoff proposed a rule having the same ten- 
dency as long ago as 1892. so people connected with the 
next challenger might endeavor to enlist bis support in 
an attempt to change the conditions by limiting sail to 
S7g 
jni^.^j.-fy-.-j- tT i T' — ■! ■ If r 1 1. ■.-.- i i.—T- , , ■-..tnaasinn j . .. 
gome function of di.'^plar.enient, .such as (IL), the tnulli- 
plier 300 being increased to 350 or 360 for this large class. 
For the small classes the following table would prob- 
ably be found to correctly fulfill dUr fe(iuirements. It is 
based on (II.), wherein the constant multiplier is 300. 
Of course for metric measurernent and French tons 
(tonneaux), some ether constant, say 28, would be re- 
quired; the precise ecjUivalent being 27.574, The table 
avoids the necessity of making calculations. The editor 
of this Almanac hopes to enlist the assistance of the: 
yachting fraternity in persuading the Y. R. A. to care- 
fully consider the proposal, with a view to its adoption' 
for the small classes on Jan. i, 1901. Thalassa. 
TABLE OF SAIL LIMITS (s)'lN RELATION TO (d) DISPLACE- 
MENTS IN TONS OF YACHTS WITH CREW ON BOARD, IN. 
RACING TRIM. THE RELATION BEING: 
S = 300 ' V'W 
Thus, if D = 10 then S = 1,392, and so on. 
^ S D SI) S D s: 
tons. sq, ft. ^ tons. sq. ft. tons. sq. ft. tons. sq. ftr,. 
0.5 189 2, 5.,... 552 -5.0. .,.879 7.5 1150. 
0.55, .201 2,6 507 5.1.... 890 7.6 libo 
0.6 ,...213 2,7 582 5.2.,,. goi 7. 7..., 117a 
0.65. ...22s 2.8 596 S-3.-.. 912 7.8...,ir8o 
/ ....-^s/ 2.9.,,.,L,io 5.4.... 923 7.9,.,.li9Cs 
J, 75 ... 248 3.0.. , 624 5.5 934 8.0,,,. 1200 
0.8. ...2.59 3.1. ,...638 5.6, ... 945 8.1. ,.,12X0. 
0,85=.. .270 3.2.. ...652 5.7.... 956 8.2. ...1220^ 
0,9 280 3.3,., .606 5.8 908 8.3 1230. 
0.95.,., 290 3.4 680 5.9 980 8.4 12401 
T.o 300 3-S.. ■.693 6.0 991 8.5 1249) 
1. 1 ....320 3. 6..... 706 6.1 1002 8.6 1259) 
1.2 3,39 3.7 719 6.2 1013 8.7 12091 
'■3 357 3-« 732 6.3 1024 8.8 1270 
1-4 375 3-9 -744 6.4 1035 8.9 1269 
1-5 393 4-0 756 6.5 1046 9.0 1298! 
1:6 410 4.1 708 6.6 1057 9.1 130S 
1.7 427 4-2 7«o 6.7 1068 9.2 1317 
1.8 ....444 4.3 793 6.8. ...1078 9.3. ...1327 
1.9 460 4.4 80s 6.9. ...1088 9.4 i3'i6 
2.0 476 4.5 817 7.0 X098 9.5. ...1346 
2.1 492 4.0 829 7.1 U08 9.0 1355 
2.2 507 4.7 842 7.2... .1119 9.7 130^ 
2.3 522 4.8 854 7.3 1129 9.8 1374 
2.4 537 4-9 «66 7.4 1140 9.9 i^s^^, 
The above proposal was laid before the Yacht Racing- 
Association at its auuai raettmg anu reicrreo oacK lo uie 
council, wnich wm consider it uming tne present season 
wun a view to us possime adopcion. it muse be said at 
the outset that whne tUe audior ot tUe scneme apparently 
consiaers it aaapted to all ciasses ot yaciiis, it was aevised', 
for and he proposes at the present time to appiy it only 
to the smaner ciass (36tt. l.r. and under J, and on the; 
Solent, wUere the local conduions— about bouthamp- 
ton and Cowes — are peculiarly lavorabie to tne ruie- 
m that the large fleet ot sniail racing yachts, with ai 
great number ot races sailed in a season, is limited to a 
comparatively small area withm which are to be tound 
exceptional tacitities for the proposed method of meas- 
urement, by actual scale weight. If the plan is adopted': 
it will be comparatively easy to establish a scale at one. 
of the yards within convenient distance of all the fleet,, 
while the trouble and expense of hauling out and weigh-' 
ing will be small in comparison with the number of races: 
sailed. As to the character of the Solent aeet, the yachts, 
are all used as day boats, and the question of internal 
room and of wholesome type are not necessarily in- 
volved. The proposed rule would apparently tend to. 
produce a better type of yacht than the present light: 
displacement skimmer, but it is by no means certain i 
that a thoroughly satisfactory boat would result. 
The cc)nditions existing in most localities, both in; 
Great Britain and America, are decidedly unfavorable to. 
the rule. Even about New York the racing fleet is soj 
scattered that it would be difficult to establish a requi- 
site number of weighing stations. The expense andl 
trouble would be very much greater than at present, andl 
as most of the yachts sail but compartively few races; 
each season, the owners would not enter if it were made 
necessary to weigh the boats. Those boats which raced 
regularly through the season in a strong class would be 
weighed, and some of the others in localities convenient 
to the weighing stations, but the great majority of the 
smaller yachts which start perhaps five to ten times in a 
season in club and interclub races would drop out rather 
than incur the trouble and expense of weighing. From 
what we know of the conditions existing about New 
York, we feel certain that it would prove impracticable 
to weigh the majority of yachts of the smaller division 
of the racing fleet, and in most other localities it would 
be impossible. It is true that the attempt will be made 
this 3^ear, both in New York and Boston, to weigh some 
of the knockabouts, but the New York knockabout fleet 
is practically localized near City Island, where scales, 
may be established, and as the racing promises to be^ 
hot in this class owmers will go to some extra trouble- 
in obtaining the weight, if necessary. In Boston thej 
conditions also make it possible to establish one weighing- 
station for the knockabout fleet, though it would be a very- 
difficult matter to weigh the entire racing fleet of the 
Y. R. A. of Massachusetts, scattered from Cape Cod to 
Cape Ann. 
There is one sentence in Col. Bucknill's letter which 
calls for special comment, the justification of a length 
limit on the ground that it is "sufficient" for the Amer- 
ica Cup races. The fact is that the arbitrary length limit 
of 90ft. l.w.l. is in no way sufficient nor satisfactory for 
the_ Cup races, its result being to induce a harmful com- 
petition on the part of rival designers in overcanvasing. 
The limit for these races should be some form of rating 
based on length and sail at least ; for instance,' 100 r. m. 
by the Seawanhaka or some sim.ilar rule, so that, even 
if no attempt be made to bar the racin.g machine in 
favor of the abler yacht, the two competitors may 
race on even terms, without time allowance, and the 
present oremium on exirava.gant spars shall be as far 
as possible removed. If there is no better arsrumfnt 
than this for the adoption of a length limit of classifi- 
cation, there is little to recommend this portion of the 
scheme. 
So far as its immediate end — the Solent racing— is con- 
