Nov. 30, 190 1.] 
FOREST AND STREAM. 
483 
perch, 4,500; bass, 1,500; lake trout fingerlings, 399,210; 
lake trout yearlings, 46 450 ; rainbow trout fingerlings, 
132,325 ; rainbow trout yearlings, 109,975 ; brown trout 
fingerlings, 131,600; brown trout yearlings, 102,475; brook 
trout fingerlings, 351,500; brook trout yearlings, 65,368; 
lake trout fry, 2,405 000; rainbow trout fry, 20,000; brown 
trout fry, 1,187,000; brook trout fry, 2,262,000; Scotch sea 
trout yearlings, 1.700; redthroat trout yearlings, 13,350; 
steelhead salmon, two years, 12; redthroat fingerlings, 
32,000; lake trout, foixr j'ears old, 12; rainbow trout, five 
years, 76; brown trout, five years, 507; brook trout, five 
years, 646; total, 150,760,856. 
He Would Take Something Off, 
Ex-Congressman Ben Cable, of Illinois, recently told 
this story of a titled Englishman, who spoke at a dinner 
party, of a tiger he had killed in India. It measured, he 
said, twenty-four feet from nose to tail-tip.^ Everybody 
gasped a little, but nobody ventured to express lack of 
faith in the accuracj' of his memory for figures. How- 
ever, there was an old Scotchman present, who' proceeded 
to cap "my lord's" tiger tale with a fish story. He said he 
had once caught a fish which was so heavy he could not 
land it. He had to call on six of his friends to help him 
bring it to the shore. 
"It was a skate," he said, "and it covered two acres." 
The tiger-hunting nobleman glared at. the unmoved 
Scot for a moment, and then left the table in a rage. The 
host flew after him, and returned much disturbed. 
"Sir," he said sternly to the Scot, "you have in.sulted 
my lord, and I beg you to apologize." 
"I dinna insoolt him," declared th<^ Scot. 
"Yes, you did," persisted the host. "That two-acre fish 
story of yours was a gross reflection on him — an insult. 
You must apologize." 
"Weel," said the Scot, "just you go back to the injured 
gentleman and tell him that if he will tak' ten feet ofi^ 
that tiger's tail I'll see what I can do with the feesh." — 
New York Times. 
— «> — 
Designing Competition. 
In view of the continued and increasing interest in 
yachting, a desiging cornpetition will be opened in the 
columns of Forest and Streaai. In America the yacht- 
ing season is comparatively a short one, and such a 
competition as has been determined upon will serve to 
stimulate the interest in the subject during the winter 
months. The competition is open to both amateur and 
professional designers. Three prizes will be given for the 
best designs of a yacht conforming to the following 
conditions: 
I. A pole mast sloop. 
II. 2Sft.. load waterline. 
III. Not over 4ft. draft (with centerboard hoisted). 
IV. At least 50 per cent, of ballast outside on keel. 
V. 5ft. headroom under cabin carlins. 
All abnormal features must be studiously avoided in 
the design; and the construction, sail and cabin plans 
should be of the simplest character. It was our idea in 
laying out the conditions of the competition to make 
them simple as possible, so as not to hamper in a.ny 
way the designer, and yet convey to all that we wished 
to produce a safe, comfortable cruiser on which two or 
three amateurs could live with comfort for a period of 
two or three months and cruise along our eastern sea- 
board from New York to Halifax with safety. A center- 
board boat of moderate draft was decided upon, as so 
many more harbors would be accessible to a boat of that 
type. 
DRAWINGS REQUIRED. 
I. Sheer plan, scale lin. = ift. — showing center of 
buoyancy and lateral resistance. 
II. Half breadth, scale lin. = ift. 
III. Body plan, scale lin. =ift. 
TV, Cabin plan, scale lin. = ift. 
V. Sail plan, ]/iin. = ift., showing center of effort. 
The sails should consist of a jib, mainsail, spin- 
naker and balloon jib. No topasil will be carried. 
A table of offsets and an outline specification must 
accompany each design. The drawings should be care- 
fully drawn and lettered. All drawings should be made 
on white paper or tracing cloth in black ink (no colored 
inks or pigments should be used). The designs must 
bear a nom-de-plume only and no indication must be 
given of the author. In a sealed envelope, however, the 
designer should inclose his own name and address, to- 
gether with his nom-de^plume. All designs ' must be 
received at the office of the Forest and Stream Publish- 
ing Company, 346 Broadway, New York City, not later 
than February 28, 1902. All drawings will be returned, 
but postage should accompany each. 
The Forest and Stream reserves the right to publish 
any or all the designs. 
The prizes offered are as follows: ist prize, $25.00; 
2d prize, $15.00; 3d prize, $10.00. Mr. Theodore C. Zerega 
offers an additional prize of $10.00 for the best cabin plan. 
Honorable mention will also be made of meritorious de- 
signs. 
Mr. Clinton H. Crane, of the firm of Messrs. Tams, 
Lemoine & Crane, has kindly consented to judge the 
designs and make the awards. Mr. Crane's professional 
standing is so high that he needs no introduction, and 
fvery confidence will be pu^ in hi.s ability and fairness 
Late in the afternoon of Saturday last the northeast 
wind that had been blowing for several days previous in- 
creased greatly in force, and all Saturday night and Sun- 
day blew with unabated fury. The gale has caused much 
damage to yachts all through New Jersey, New York and 
Connecticut, and although detailed reports are difficult to 
obtam, the losses in the vicinity of New York alone will 
probably reach over $100,000. Fortunately, almost all 
pleasure vessels had been put out of commission and were 
either hauled out or lying dismantled in the basins at 
the different yards, but the usual precautions taken when 
laying up did not protect them, for the tide rose to such 
great height that in many cases the boats were floated and 
hurled about in great disorder, injuring many of them 
beyond repair. 
Charmer. 
The many new orders that the different designers have 
received this fall for schooners of moderate size show 
plainly that this rig has met with very general satisfac- 
tion. 
For a number of years the Burgess schooner Monhegan, 
a boat 46ft. on the waterline, was about the only schooner 
of moderate size on Long Island Sound. Then Mr. 
Arthur Binney turned out Columbia, a boat of 40ft. water- 
line length. Then several of the old 40 and 46 footers 
were altered from cutter to schooner rigs. All these 
boats proved so successful that it was not long before a 
one-design class of schooners was started. These boats 
were 46ft. on the waterline, and several were built from 
designs made by Mr. A. Caiy Smith. Then the Eastern 
designers began to get frequent orders for boats, schooner 
rigged, varying from 35 to 50ft. waterline length, until 
now there is a large fleet of these vessels. To meet the 
demand for designs of this type of boat, we began to pub- 
lish in our issue of Oct. 19 the first of a series. . In that 
number were the plans of the schooner Clarissa, a flush 
deck boat, 54ft. on the waterline. In this issue we pub- 
lish plans of a cabin house boat with schooner rig 46ft. 
on the waterline. In a short time we will publish plans 
of a still smaller boat, 33ft. waterline, which is also^ rigged 
as a schooner. 
The schooner that is illustrated in this issue is called 
Charmer, and she was very properly named, for she is a 
most attractive little ship in many ways. She was de- 
signed by Mr. B. B. Crowninshield and built by the Geo. 
Lawley & Son Corp., at South Boston, this year for Mr. 
T. Parsons. The dimensions are as follows : 
Length — 
Over all 67ft. 3 in. 
Waterline 46ft. 0 in. 
Overhang — 
Forward gft. 2}i'm. 
Aft 12ft. j^in. 
Beam — 
At deck 15ft. 7 in. 
At waterline 14ft. 10 in. 
Freeboard — 
At stem 5ft. 4 in. 
At taffrail 4ft. 0 in. 
Least 3ft. 0 in. 
Draft- 
Extreme 6ft. 6 in. 
To rabbet 4ft. 3 in. 
Board down 12ft. 3 in. 
Displacement 6s.78olbs. 
Outside ballast 24,835lbs. 
Pounds per inch at L.W.L a.sgolbs. 
Area — 
Lateral plane 257.5 sq. ft. 
Wetted surface 808.6 sq. ft. 
Sails (four lower) 2,054.0 sq. ft. 
Rudder 18.6 sq. ft. 
Centerboard 27.5 sq. ft. 
Ratio- 
Ballast to displacement .377 
Sail area to wetted surface 2 54 
(Stem to C.B.) to L.W.L 540 
Overhangs to L.W.L 462 
(Stem to C.L.R.) to L.W.L tec 
C.E. to C.L.R.) to L.W.L 0435 
Rudder to balance lateral plane 078 
The lines show the very healthy character of the design, 
the boat having large internal accommodation on very 
moderate draft. 
The trunk is quite low, but it still gives full headroom 
throughout all the cabins. The cabin plan gives a fair 
idea of the internal arrangement, but the cabins are far 
more attractive in reality than the plans indicate. 
The finish in the staterooms and cabins is of white 
enamel paint, while the doors and some of the trim are of 
mahogany. The simplicity of the fittings throup-hout is 
most restful and attractive, quite a relief fro^r. the usual 
ginger-bread work found in the interiors c' fi,.iiiv 111 ■ 
yachts. 
The main saloon is 12ft. long; on each sir!e are 
wide transoms or lounges. Behind the transoms are 
berths ; forward and aft of these berths are large lockers 
for clothes, linen, wines, etc. At the forward end of the 
cabin on each side are sideboards with drawers for silver, 
etc. Above these are the doors to the china and glass 
lockers. In each of the doors are leaded glass panels of 
simple design. There is a large sk3'-ligh't over the main 
saloon. A door opens from the forward end of the main 
cabin into a passageway, on the starboard side of which 
is the owner's stateroom, an apartment of good size and 
fitted with a wide double berth, hanging lockers, set basin, 
sofa, etc. On the port side opposite is the lavatory, and 
here in addition to the usual water closet and Isasin are 
located lockers for linen, etc. Just forward of the lava- 
tory is a space for the stowage of luggage, which is a 
great improvement over the usual custom of permitting it 
to lay about the floors or in the bunks. Next forward is 
the galley, which is of good size; directly overhead is a 
large skylight, which makes the room very light and cool. 
Opening from the galley on the starboard side is a rooni 
for the sailing master. Next forward is the forecastle, 
which has accommodation for four men. In the after end 
on the starboard side is the crew's water closet. 
The cockpit is water tight. All trim on deck is of ma- 
hogany. The deck and cockpit flooring is of white pine. 
Two boats are carried on the davits. 
What there ig of the centerboard trunk above the cabij^ 
floor is just forward of the mainmast, and the cabins were 
so arranged that one does not realize tliat the boat has 
any centerboard at all. 
The rig is clearly shown on the sail plan and requires no 
explanation. 
Remarks on the Rating Rules for 
Yacht Racing. ' 
BY THALASSA. 
The New York Y. C. has often done yeoman's service 
for the sport. of yacht racing, and seldom better than in 
its recent action of appointing a special committee to in- 
vestigate and report upon the much-debated question of 
the rating rule, under which racing yachts are measured 
for competitive sailing. 
Mr. G. L. Watson commenced a most interesting chap- 
ter in the Badminton Series, headed "The Evolution of 
the Modern Racing Yacht," by emphatically declaring 
the immense importance of the rating rules on the his- 
tory of the development of racing yachts. 
This forms a .complete answer to those whO' consider it 
funny and witty to revile and ridicule those whom they 
describe as "rule mongers." Yachtsmen who really care 
for the efficiency of the sport they pursue should be only 
too thankful to the small number of enthusiasts who 
have given a rather dry subject so much attention and 
laborious investigation. 
It is not necessary to examine the very numerous rules 
which from time to time during the past fifteen years 
have been proposed for adoption. 
The following rules, however, should be known be- 
cause the development of the racing yacht has been in- 
timately connected with tliem all. 
"Thames" tonnage is expressed in terms of L. = 
length of hull from forward side of stem to after side 
of sternpost on deck, and B. = the extreme beam of 
hull. Thus : 
Tons = 
(L - B) X B X .5. 
2_ 
94 
B" (L — B) 
188 
This was u.sed as the racing rule in British water from 
1876 to 1878. on which latter date a change was made 
by measuring L, on the waterline, the rule still being em- 
ployed for racing until 1880, inclusive. This rule is still 
the usual method employed for gauging yachts for sale 
or charter, and gives her "tons," by which most of the 
yachts in Lloyd's Register are described. 
The Yacht Racing Association produced a new tonnage 
rule for racing in 1881, and it lasted for six years, viz., 
till 1886, inclusive. 
2. 
Tons — 
B (L -I- BP 
Under this rule very long, deep, narrow boats with 
heavy keels and outrigged channel plates were eventually 
produced, and the type not being very favorably re- 
garded, a change was again made in 1887, which lasted 
for six years, until 1893, inclusive. 
Tons = 
L X S 
6000 
S. being the sail area in square feet. 
Prior to this, however, in 1882, the Seavranhaka Y. C. 
in America had adopted a similar rule, but expressed in 
sailing length (feet) and connected with a rectified time 
scale. 
Sailing Length = 
2 
and in 1883 the New York Y. C. adopted a modification, 
viz. : 
K 2L-I- Vs~ 
o. sailing Length =1= 
o 
The evolution under these three length and sail area 
rules was very similar, and Mr. Watson's remarks on the 
English edition (which the late Mr. Dixon Kemp claims 
to have first proposed in 1880) may be accepted as ap- 
plying equally to its American cousins. 
He wrote in the Badminton chapter already referred 
to, that under this rule the variety of type which suc- 
cessfully competed was enormous. "Broad, narrow, 
deep, shallow boats with centerboards and boats with- 
out; * *- * plain keel, fin-keel bulb keel * * * 
have each had its successes." Ami he .idded, "Eut few of 
these types could have succeeded under the old tonnage 
rules, and few of them may be successful under rules yet 
to come." This, written as it.jyas in -tiie_£3.i:l*. viineties, 
was almost prophetic-— fdTesTiad owing- as it did the slmpf 
r^ies of th^ present day — rules which aim at the forcible 
M , ''on by all designers of those .aarticular forms of mid- 
wcLiou which the framers r-.f these rules for the lime 
being believe to be the best possible. The apostles of 
th's creed— Mr, R. E. Froude, F. R. S., and Mr. Benzon. 
the former with a great following in England, and the 
l.iUer with numerous disciples in Germany and Scan- 
dinavia—have, for the last decade, persuaded European 
yachtsmen to adopt the present reactionary systems. 
The French were the first to employ a shape rule for 
tonnage, which varied as G." (2 L. ■ — B.). the item G. be- 
ing greatest girth from top of deck planking post, round 
keel to starboard, plus extreme beam; and in 1892 the 
Union des Yachts Francais adopted a modified rule for 
racing tonnage, which varied as 
6 (IL - G) G V'S" 
This introduction of sail area into the French rule was 
no doubt copied from the English and American rules. 
But G. was the defective item in the French rule — espe- 
cially for small yacht racing — because it cramped the draft 
and tended_ to reduce grip and seaworthiness. In larger 
vessels its ill effect would not be equally observable, for 
the very simple reason that their draft is thoroughly kept 
within moderate l30unds by the depth of water over the 
bars of the harbors and estuaries they frequent. The tax 
on G. was the thin end of the wedge, was the commence- 
ment of the pernicious shape rules. 
In 1894 the Y. R. A. (British) introduced B. and G. 
into the L. and S. rule— in fact, copied the French rule 
in this respect, for the French G. contained B., whereas 
the English G. did not. 
"Tonnage" rules, however, went overboard, md th^ 
