£76 
FOREST AND STREAM. 
[AprIl 5, 1902. 
upon the rule or hypothesis that other things being equal 
possibilities of speed Vary as the square root'of the length. 
I cannot, however, accept the suggestion of Thalassa 
and Sextant that corrected length is a measure of speed. 
The hypothesis from which the tables of time allowance 
are deduced expressly refers only to the possibilities of 
speed, and between these possibilities and the realization 
of speed itself there lies the whole legitimate domain of 
the navai architect. If we begin to consider actual speed 
as the basis for time allowance then we shall logically con- 
clude by adopting some rule which will put the slowest 
tub of a cruiser on an equality with the smartest racer. 
I do not think any rule will be devised which will do 
this, and in any case it is neither desirable nor necessary. 
To put the matter as succinctly as possible, the length and 
sail area rule assumes that the possibilities of speed will 
vary with size, and, as I have pointed out before, the cor- 
rected length under such a rule is a conventional but very 
useful expression of size in terms of length. Having this 
data for a number of yachts, we extract the square root 
and get their relative possibilities of speed. We cer- 
tainly do not get any expression of actual speed because 
that depends first of all upon the skill with which the 
designer has used the dimensions allowed; secondly, upon 
the strength of wind, and finally upon the skill used in 
sailing the boat. These three features represent the sport 
of yacht racing and the only occasion when it is proper to 
attempt to tax them is in handicap racing. 
There is another point to be considered. The hypothe- 
sis with regard to relative speeds only applies within 
economic limits. At the time the length and sail area rule 
was first adopted, designers observed these limits, but of 
late they have not done so, and it is for this state of 
affairs that we are now trying to find a remedy. The 
attempts in this direction seem to me to be grouped under 
three heads, and it will possibly be of some assistance in 
studying the question if I make some attempt to define 
them: First, it is proposed to restrain designers within 
economic limits by arbitrary restrictions, producing either 
one design or restricted classes. This method is simple, 
and has the advantage of being readily understood and 
applied. It has also proved successful. It is to be recom- 
mended where the local circumstances are such that the 
measurement rules must be as simple as possible Sec- 
ondly, it is proposed to allow designers a perfectly free 
hand 'and to use a measurement rule based on the length 
and sail area rule, but with further qualifying factors 
which assume to measure certain speed producing ele- 
ments which did not vary with length and sail area. I his 
is the principle of Mr. Hyslop's rule, and while more 
scientific than restricted classes, it is necessarily empirical 
and arbitrary in the selection of additional elements lor 
measurement and of the necessary co-efficients. The data 
involved are complicated and require special knowledge 
and skill to obtain. The use of such rules must neces- 
sarily be restricted to clubs having perfect facilities lor 
applying them, as any looseness, want of skill, or inac- 
curacy in the work renders them worse than useless. 
Thirdly it is assumed that the worst results of the varia- 
tions from economic limits are the lack of accommodation 
and unseaworthiness of modern racing craft, and that 
these matters may be remedied by inducing or compelling 
the designer to use a bulkier and more compact under- 
water body. Rules with this end in view demand the use 
of displacement as a negative factor or divisor and the 
chief objections are the difficulty ot obtaining displace- 
ment practically and the uncertainty of the -final eff ect on 
design of its use in the manner suggested In conclusion. 
I may add that I should like to see all of these methods 
tried and the results, being carefully noted, would go a 
long'wav toward improving our very imperfect knowledge 
and practice of this work of ^%^^f^ Si 
Clinton, Ont„ March 14. 
Editor Forest and Stream: ' 
The critical letters you publish over the signature bex- 
tant, are extremely interesting, although somewhat pe- 
da Of C 'course, S, being the measure of the force which 
drives a sailing vessel, is really the only speed producer 
in the strict sense of the term, just as fuel is the only 
speed producer of a steamer. But you, can no more 
classify yachts for racing purposes by sail alone than 
you can classify steamers for speed by fuel alone, it. 
two steamers race across the Atlantic on level terms and 
ceteris paribus, one of them carry 1,000 tons more than 
the other, she would rightly be regarded as the faster 
boat and better design. So must it be with yachts. 
In horse racing, where horses of different ages meet, 
they are handicapped by means of small pieces of lead 
carried in the saddle, the weights carried by the 
favorites reducing their speed— and yachts are very 
similar in this particular. Strictly speaking, light 
displacement is not a speed producer ; practically, it 
is If Sextant objects to my term tweedledum, let him 
call it tweedledee. As for its not being a proper thing 
to put into a rating rule, I am content to know that Mr. 
Herreshoff proposed to do so in 1892. Sextant raises 
difficulties which he in no way attempts to remove, and 
shelters himself behind the proposal that even cup racers 
shall become a restricted class. 
I have raced for twenty years on the Solent, and when- 
ever I have built have designed my own boats, which 
have competed with those of Watson, Fife, Payne, Nichol- 
son, Sibbick and Soper. My boats being cheaply and 
strongly built, cost about half the cost of their competi- 
tors, and I am convinced that under the rule I suggest 
my boats would have won frequently, as they would 
have carried more sail and their rivals less. Is it not 
fair that strongly constructed hulls should have a better 
chance of winning in the open classes than they have at 
present? Is it not fair that a boat which (even Sextant 
acknowledges) offers more resistance to motion should 
by rule carry some extra sail wherewith to overcome 
that extra resistance? I read a few days ago of a new 
yacht building on the Solent, that she had a double skin 
of mahogany planking, and ' everything done to insure 
her success. Of course, it is not the design, but very 
often it is merely the extra dollars spent in order to re- 
duce weight that wins. I call it the curse of modern 
yacht racing. 
The Seawanhaka rule has done its work well for quite 
a long period. Add displacement to it and the rule will 
last for another equally long period and give satisfaction. 
Thalassa. 
Editor Forest and Stream: 
I have followed with much interest the numerous con- 
tributions to Forest and Stream by Sextant and Tha- 
lassa, also those by Mr. Hill and Mr. Phillips, relative 
to measurement rules. 
They are exceedingly interesting, but at times a little 
deep for an amateur. I have struck several snags, one 
of which I wish some kind reader of Forest and Stream 
would pull me off. It is this, why does the larger boat 
outsail the smaller, if both are built on the same lines 
and have in proportion to their length the same displace- 
ment, wetted surface, sail area, etc., or why does speed 
vary as VL? G. G. A. 
Meteor's Trial Trip. 
The German Emperor's schooner Meteor was given her 
first spin under sail on Monday, March 31. The trip was 
a success in every way, with the exception of a mishap 
Lhat occurred as the boat was leaving her mooring place 
off the yard of her builders at Shooter's Island. Meteor 
was lying between two docks, and as there was little 
room there in which to maneuver, the captain of the 
towboat that was to take her down the bay decided to 
haul her out stern first and swing her when he got into 
clear water outside. He miscalculated the strength of 
the wind and tide? however, and the yacht swung against 
some spiles placed between the two docks. The after 
overhang on the port side was the only part injured, sev- 
eral plates being stove in and part of the rail was car- 
ried away. After the accident happened, an examination 
was made and it was found that the yacht was perfectly 
seaworthy. The tow boat was dismissed and the police 
boat Patrol took Meteor in tow and through the Kills into 
the bay. 
After the yacht had been swung so that her compasses 
might be adjusted, sail was made, the police boat let go 
the yacht's line. 
The yacht was under her lower canvas, and in the in- 
creasing breeze moved fast. The wind was from the 
northwest, and she was kept on the starboard tack with 
the wind just forward of the beam, until about a mile 
below the Narrows, when she was put about on the port 
tack. After holding the port tack for a few moments, the 
yacht was again put on the starboard tack. In a few 
moments she was jibed over and was headed for New 
York on the port tack. 
The wind had shifted to a point a little south of west, 
and was blowing hard. Meteor heeled well down, was 
moving very fast, with her scuppers awash. She had 
no difficulty in leaving the police boat, which was going 
ahead full steam. 
The yacht was brought to anchor off Tompkinsville. 
She will be surveyed to ascertain the exact amount 
of damage done, and if the report is at all satisfactory, 
she will be taken across at once and have the damage 
repaired on the other side, while the interior fittings are 
being put in. 
On board the yacht were Mr. Wallace Downey, the 
builder; Mr. A. Cary Smith and Mr. Henry G. Barbey, 
the designers ; Mr. Cornelius Vanderbilt, Mr. Allison V. 
Armour, Mr. E. A. Willard, Mr. Emil Boaz, Karl Buenz, 
the German Consul-General, Naval Attache von Rebeur- 
Paschwitz, Professor MacLean, of the Webb Academy; 
Mr. John L. Bliss and others, guests of the builders and 
attaches of the German Embassy at Washington, 
YACHTING NEWS NOTES. 
Mr. Seth Low, Mayor of New York City, has pur- 
chased from Colonel William Hester the steam yacht 
Willada. The yacht will be used by Mayor Low for 
making the daily trip between his country place at Rye 
and New York City. She was designed by Mr. Henry 
C. Wintringham and built by Messrs. Pusey & Jones, 
at Wilmington, Del., during the winter of 1898-99. Her 
dimensions are 127ft. over all, 102ft. on the waterline, 
16ft. 6in. breadth and 6ft. draft. 
■6 * * 
The English-built auxiliary ketch Anemone IV. has 
been purchased by Mr. John Murray Mitchell, of New 
York City. Tlie yacht is 102ft. long, 19.5ft. breadth, and 
12.5ft. deep. She was designed by Mr. A. H. Brown, 
and built by Messrs. Camper & Nicholson, Ltd., at Gos- 
port in 1899. The yacht is now at Cowes and is being 
put in shape for the voyage to America. 
n at * 
Mr. Pliny Fisk has bought the English-built steam 
yacht Katoomba from Mr. Kenneth M. Clark. The 
yacht was designed by Mr. George L, Watson, and built 
by the Ailsa Shipbuilding Co., at Troon, Scotland, in 
1898. She is 163ft. on the waterline. 24.15ft. breadth, and 
13.75ft. deep. ^ 
Mr J. Rogers Maxwell has sold his steam yacht Kis- 
met to Mr. E. S. Smithers. . Mr. Maxwell is having a 
larger yacht built from designs by Mr. Harry C. Wint- 
ringham. 
Captain "Lem" Miller has been appointed sailing mas- 
ter of Navahoe, and he will sail her in all her races in 
English and German waters for her new owner, Mr. 
George W. Watjin, of Bremen. Captain Miller has been 
aboard a number of our cup defenders, and is one of our 
best known yacht skippers. 
It It *S 
Helenita the steam yacht built by the Gas Engine and 
Power Co. and Charles L. ,Seabury & Co., at Morns 
Heights, for Mr. Frank J. Gould, was launched on Tues- 
day, 0 March 25. The yacht was named by Mrs. Gould 
and a large number of friends attended the ceremony. 
The yacht was designed by Mr. Charles L. Seabury, and 
built under his supervision. The vessel is constructed 
of steel throughout. There is a large deck house forward 
and a smaller one aft. In the forward house is the dining 
saloon, a smoking room, steward's pantry and sailing 
master's stateroom. The after deck house will be used as 
a sort of music and living room. Below decks aft are 
the owner's quarters. These consist of two large state- 
rooms with bath and dressing rooms adjoining. Aft of 
the owner's rooms are seven staterooms and bathrooms 
for guests. Forward below deck are staterooms for the 
officers, quarters for the crew and the galley. The yacht 
is fitted with a triple expansion Seabury engine and two 
Seabury water tube boilers. The bunkers have a capacity 
for about 100 tons of coal, while the water tanks will carry 
about 10.000 gallons. The yacht will have a speed of 
eighteen knots. She will be lighted by electricity and 
heated by steam. Four boats will be carried on the 
davits: A 26ft. mahogany launch, a 21ft. launch, a 20ft. 
gig and a 20ft. cutter. Helenita has a single funnel and 
two pole masts. The deck houses and all the deck finish 
are of mahogany. 
«t «s m. 
The following charters and sales have been made 
through Mr. Frank Bowne Jones agency: The English- 
built auxiliary schooner Kittiwake, chartered to Mr. 
James A. Garland. Kittiwake is 120ft. long, 21.2ft. 
breadth, and 12ft. deep. She was built by Messrs. Scott 
& Co., at Greenock, Scotland, in 1893. The yacht will 
arrive in these waters from the Mediterranean early in 
June. 
Schooner yacht Indra, by Mr. John M. Richmond, 
Providence, R. I., to Mr.. Henry F. Noyes, New York 
City. •. 
Sloop yacht Irex, by Mr. F. C. Rodewald, to Mr. 
Frederick R. Kellogg, of New York City. 
Yawl Fidelio, by Mr. Henry S. Jeans, of Philadelphia, 
to a New York yachtsman. This yacht has been equipped 
with auxiliary power. 
Yawl Sea Gull, by Mr. Alexander McGuiness, to Mr. 
Lester F. Dwight, of New York. 
Steam yacht Cayuga, by the Rev. F. L. Humphreys to 
Mr. T. S. Slocum, Boston. 
Launch Rush, by Mr. George F. Chester, of Buffalo, 
to Mr. John A. Eckert, of New York. 
The raceabouts Ghoorkha, Viper and Aeolis have found 
new owners. 
At the Spalding St. Lawrence shops, at Ogdensburg, 
N. Y., there is a 25ft. launch building for Mr. Louis 
Bossert, of Brooklyn, for use. as a tender to his schooner 
Coronet. The order was placed through Mr. Jones. 
4^ fc^ 
Mr. E. T. Hatch is having James Lenox, of Twenty- 
fifth street. South Brooklyn, build for him an auxiliary 
schooner. The yacht will be known as the Minnehaha, 
and will be 45ft. on the waterline, 50ft over all, 12ft. 
breadth, and 3ft. 6in. draft. She will be equipped with a 
25 horse-power gasoline engine. 
4^ 
The schooner Endymion, recently dismasted in south- 
ern waters, is being refitted at Newport News, and will 
continue her cruise. 
it at at 
The steam yacht Corsair, owned by Mr. J. Pierpont 
Morgan, is being put in shape at Manning's Basin, South 
Brooklyn, for a trip to European waters. 
at at at 
The Sachem's Head Y. C, of Guilford, Conn., is now 
to have a one-design class. Several members have 
agreed to build. The boats will be about 15ft. waterline, 
and will be designed and built by Charles B. Wyckoff, 
of Clinton, Conn. 
1% it it 
Mr. H. Hansen, of Twenty-sixth street, South Brook- 
lyn, is building from Mr. B. B. Crowninshield's design 
a cruising yawl for Mr. J. S. Negus. She is 40ft. over 
all, 25ft. waterline, lift, breadth, and 4ft. draft. 
4£ 4^ 1^ 
Mr. A. W. C. Williams, of Hartford, Conn;-, has sold 
his launch Diana to Mr. Harry Norvent, of Washington., 
D. C. 
Yacht Club Notes. 
The second general meeting of the New York Y. C 
was held at the club house, West Forty-fourth street, on 
Thursday, March 27. Commodore Lewis Cass Ledyard 
presided. The following gentlemen were elected mem- 
bers: Wallace Downey, Samuel T. Hubbard, Jr.; Ed- 
ward F. Leland, Henry G. Tobey, Surgeon W. M. Gar- 
ton, U. S. N.; George G. Murtry, Surgeon James C. 
Pryor, U. S. N.; James Henry Morgan, Rear Admiral. 
Albert S. Barker, U. S. N.; George G. Williams, Lieu- 
tenant Frederic M. Wise, U. S. M. C; Harris King; 
Smith, William D. Guthrie, Rear Admiral G. W. Mel- 
ville, U. S. N.; John C. Kaper, U. S. N.; W. R. Hough- 
taling, Charles Steele, George W. Perkins, Lieutenant- 
Charles C. Plunkett, U. S. N.; John P. Pratt, Edward C. 
Knight, Rear Admiral Philip H. Cooper, U. S. N.;: 
Paymaster Frank T. Arms, Lieutenant Provoost Babin,. 
U. S. N. ; Edward Barr, Warner M. Leeds and S. Ed- 
ward Vernon. Honorary member — Nathaniel Greene 
Herreshoff. 
The committee on uniforms and dress, signal code, 
yacht routine, etc, made its report, which was accepted. 
Mr. Wickert presented the club with the programme 
of the annual regatta held in 1854, 
The date and rendezvous of the annual cruise is gen- 
erally announced at this meeting, but it was decided to 
leave this matter to the commodore. It is believed that 
the first week in August will be selected, and the meeting 
place will be New London. There has been some talk 
about continuing the cruise to Bar Harbor. 
The committee appointed at the first general meeting 
to consult with naval architects jn regard to forming a 
new measurement rule reported. The work of this com- 
