292 
FOREST AND STREAM. 
Iron keel i-o,6oolbs. 
Bolts and iron floors i,40olbs. 
Engine and fittings i,50olbs. 
Tank, filled Soolbs. 
Inside ballast, iron , . 4,ooolbs. 
Total iS.ooolbs. 
The construction plan and further details will appear 
next week. 
New Factors in Yacht Measure- 
ment. — III. 
Apropos of the employment of displacement as a factor 
of measurement, as advocated in the letter of Col. Buck- 
nill, published last week, a suggestion to this effect was 
made by Mr. N. G. Herreshoff as long ago as 1892, and 
since then he has devised several tentative formulas in 
which displacement and other similar factors are used in- 
versely, so to speak, or as divisors, with a view to 
placing a premium on each. In the first place, in 1892, 
iVEr. Herreshoff suggested three different rules, each 
having the old factors waterline and sail area as dividend, 
but different factors as divisors — namely, custom house 
tonnage, cubic contents and displacement. Since then he 
has devised a number of different formulas, five of which 
we give as follows. Each is based on the Seawanhaka 
rules, but with the two old factors multiplied instead of 
added, the product being divided by the new factor and a 
constant. For the .sake of brevity, the following symbols 
are used : 
L — Length on L.W.L. 
S — Sail area. 
D — Displacement. 
yi — ^lidship section measured to deck, 
m — Midship section measured to L.W.L. 
C — Cubic contents. 
The last element is the total bulk of the vessel up to 
the deck, including the topsides. The formulas are: 
L X^S~ ^ h Xl^ iT" ^ L XV'S" 2L X Vs' I> X VS " 
The end of all these proposed formulas is the same, to 
induce the designer to take a fairly large body and conse- 
quently to produce a yacht with some amount of internal 
accommodation. It would require a good deal of serious 
study in order to estimate the probable effect of each rule 
and. to compare them intelligently, but it is evident that 
with -the constants given, or others if they should prove 
faulty, any one of the above might be made to produce a 
yacht of reasonably large body. As to the practical value 
of the various factors in the divisors, neither cubic con- 
tents nor custom house tonnage, as originally proposed, 
seem suitable. The latter is worthless as applied to 
yachts, especially the modern ones, as it fails to measure 
their true volume. The use of either would put a premium 
upon a large and bulky hull, but not necessarily on dis- 
placement. It might pay to build a fin-keel of high free- 
board and long ends, to get the required cubic contents, 
but of limited displacement, the result being a poor 
type of yacht. The formulas numbered 2 and 3 seem 
the best adapted to actual practice. 
Assuniing that either will give a yacht of reasonably 
large body, there is still no guarantee that the general 
type will be in any way satisfactory. While the lack of 
adequate displacement is one of the salient evils of the 
modern yacht, a mere increase of displacement does not 
necessarily correct the whole evil. Had a rule of this kind 
been adopted eight or nine years ago, when the weak- 
ness of the Seawanhaka rule was first apparent, it might 
have been sufficient; as at that time a yacht of good dis- 
placement had also moderate proportions of beam and 
draft. Since then, however, designers have become accus- 
tomed to the free and unrestricted use of both beam and 
draft solely as levers and unassociated with good dis- 
placement, and they have not been slow to appreciate the 
value ,Qf the§§ .factors. Even if cotnpelk4 to take a 
moderate amount of displacement to-day by means of a 
rule similar to those of Col. Bucknill and Mr. Herreshoff, 
they would in all probability — unless the tax on sail were 
heavy — adhere to a semi-fin type of great beam and draft 
and very shallow body, a. machine of the "brute" type 
with limited accommodation. In regard to the Herreshoff 
formulas, their author has made no effort to give publicity 
to them or to secure their adoption, and it is not even 
certain which, if any, he personally prefers, or whether 
he considers any one as fully adapted to present require- 
ments. 
In our opinion any rule which will work to the per- 
manent benefit of yachting must in some way take cogni- 
AT ANCHOR — LAivE PEl^lN .\T SUNRISE. 
zance of the relation between displacement and the two 
dimensions of beam and draft. Unless it does this it 
cannot reach the true source of evil, the employment of 
excessive dimensions to give power to a hull of small 
or even moderate displacement. It is quite possible that 
in addition to such a direct grasp upon the middle body 
of the yacht, it may be necessary to deal in some way with 
the evasion of the measured middle-line length by ex- 
cessive heeling, though this becomes less profitable as 
the displacement and depth of body are increased. There 
is at the present time evidence of another attempt in 
the near fixture to frame a satisfactory rule; the Larch- 
mont, Seawanhaka and several other clubs have recently 
appointed special committees to report at the end of the 
season. It may be said in passing that these committees 
will find plenty to guide them in the numerous failures 
of their predecessors. LTnfortunately. every one of these 
failures tends to create a greater amount of distrust on 
the part of the average yachtsman in all connected with 
measurement legislation and thus makes it more and more 
difficult to secure the hearty adoption and thorough trial 
of a really good rule if such should be discovered. 
Capt* John Codman. 
Capt. John Codman, the able and earnest advocate 
of free ships, died at Boston on April 6 at the age of 
eighty-six. John Codman was born in Dorchester, Mass.. 
on Oct. 16, 1814. and was the son of the Rev. John God- 
man, of that town. He entered Amherst College, but left 
in his junior year. 7833,- finishing his eslucation at sea. 
He became a captain in the merchant marine, and traveled 
extensively. He was known as an advocate of free ships 
and free trade, and wrote for many periodicals. 
Among his publications are "Sailors' Life and Sailors' 
Yarns," '"Ten Months in Brazil, with Notes on the 
Paraguayan War," "Review of the Report of the Special 
Committee on Navigation Interests," "The Mormon Coun- 
try; a Summer with the Latter-Day Saints," "Free Ships; 
Restoration of the American Carrying Trade," "Round 
Trip, by Way of Panama, Through California, Oregon, 
Nevada, Utah, Idaho and Colorado," "A Solution of tlie 
Mormon Problem," "Winter Sketches from the Saddle 
by a Septuagenarian" and "A Biographical Sketch of 
William Wheelwright, of Newburyport, Mass." Mr. Cod- 
man's mind remained clear to the last. 
YACHTING NEWS NOTES. 
A meeting of the Executive Committee of the Long 
Island Sound Y. R. A. was held on April 4, at which 
Chas. T. Pierce was re-elected Chairman, Chas. P. Tower 
Secretary and C. D. Mower, Treasurer. It was decided 
that the championship series should include all antmal 
and other races, sailed on Saturdays, between May 30 
and Sept. 22, inclusive. The date of the Bridgeport 
Y. C.'s annual event Avas changed from Aug. 11 to July 14, 
and that of the Huntington Y. C. from Aug. 25 to Sept. 
18. The Seawanhaka C. Y. C. will sail its fall regatta on 
Sept. 8 and the Manhassett Y. C. will take Sept. 15 for its 
final race. 
As Mr. Oliver E. Cromwell was unable to accept the 
Presidency of the Yachtsmen's Club owing to his absence 
front New York. Com. David Banks, Atlantic Y. C, has 
Ijeen elected in his place. 
■? 1^ « 
The annual meeting of the Yacht Masters' and En- 
gineers' Association was held at the rooms at Tebos Basin 
on April 5, about fifty-five members being present. The 
following officers were elected: Pres., J. H. Pruett; 
Vice-Pres.. John Leonard; Treas.. Elbridge T. Bishops; 
Sec'y, Henry T. Smith; Quartermasters, George E. Nut- 
ter and Charles E. Wood; Trustees, T. I. Miller, Charles 
E. Wood, Charles Darling, W. C. Bonning and Henry 
Lang. 
^ ^ ^ 
Anita, steam yacht, has been sold by J. H. Flagler to 
George B. Wilson, of Philadelphia. 
«? «t «? 
The annual meeting of the Kill von Kull Y. C, of West 
Brighton. S. I., was held on April 5, the following officers 
being elected: Com., John Croak; Vice-Com., George 
W. Hubbard; Treas., George H. Tredwell ; Fin. Sec'y, 
John J. Caughey ; Rec. Sec'y, Anning S. Prall : Governors, 
Jacob I. Housman. William Anderson, D. F. Simonson, 
A. J. Hinton and R. B. Jones. 
■ May. steam yacht, Com. Alexander Van Rennselaer, 
Corinthian Y. C. of Philadelphia, arrived at Philadel- 
phia on April 2, after a cruise of seven weeks in the West 
Indies. 
»l «l n 
The Queen City Y. C. of Toronto, held its annual meet- 
ing on April 3. the following officers being elected : 
Coni., Alderman John F. Loudon : Vice-Com., D. Smith ; 
Rear-Com., Geo. LTnderwood : Sec'v. J. E. Foster; Treas., 
F. S. Knowland; Meas., W. Hales; Asst. Meas., A. 
Phillips; Sailing Committee. R. Slee. H. Sweetlove and 
W. Windier;- House Committee. J. Greig, R. Tyson and 
R. Slee ; .Auditors, W. D. Thomas and C. Macdonald. 
The retiring Commodore. Owain Martin, has held the 
office for four successive years. 
8^ 8^ 8^ 
The White Bear Y. C. held its annual meeting on 
