1§3 
FOREST AND STREAM, 
[Makch s, 1904. 
reasoning involved, and speak of the fact that the boats 
were not evenly matched. The fact of their being evenlj' 
or unevenly matched makes no difference whatever; the 
vital points are that "E" was sailed under the same con- 
ditions both years, and "M" with one condition — and only 
one condition — changed. - In this comparison "E" was 
merely used as a trial horse. As a matter of fact, in 1902, 
instead of being "steadily and conclusively beaten by the 
boat _'E,' " ."M" won on time allowance the series quoted, 
and in the seven races held under the Sound Rules?; in 
which she competed against "E" in 1902, "M" won three 
and '"E" won three, a third boat winning the odd race. 
In 1903, "M" was steadily and conclusively beaten by 
"E," and this result was due, and due only, to her reduced 
sail plan. 
Again, Mr. Phillips and Sextant differ materially on. 
the general question of sail area. According to the 
former, "there is no relation between sail area and speed, 
except in connection with length, and the latter is always 
the governing factor;" but if I read Sextant aright, sail 
area is the only speed producing factor, and the only 
factor which should be used in a rating rule. 
Taking all these various and diverse views into con- 
sideration, does the conclusion that the assumption in the 
rules as to sail area is not clearly warranted seem so 
very far wrong? It may be that neither square root nor 
fourth root of sail area should be used ; some other root 
or power or factor may better express the equities in the 
case. 
c. Assumption as to displacement. 
There has been no discussion on this point ; the validity 
of the assumption has not been directly maintained, nor 
has it been disputed. Sextant, it is true, claims that for 
measuring purposes the rule would be improved by leav- 
ing out D altogether, and, on the other hand, Mr. Lawton 
maintains that the introduction of D into the rule marks 
a great advance. Neither writer assails my general 
proposition that the assumption is not clearly warranted. 
The diverse views held by them is alone sufficient evi- 
dence that the present use of D is not fully justified, and 
that "tests and experiments alone can show how the fac- 
tor should be introduced into the rule." 
General Statements. 
The letter of Sextant is undoubtedly the most valuable 
contribution of the present series. The point he so prom- 
iiiently brinffs out in rea.ard to all present rules, "that 
they undertake to combine in one formula two inde- 
pendent and incompatible functions — the rating of yachts 
for time allowance and the control of form" — exhibits 
at once the weakness of all the later attempts to manu- 
facture a measurement rule. He shows clearly the wrong 
nrettrods 'which have been followed. On this point his 
paper is very strong and most valuable. 
On other points, however, I am not in accord with 
Sextant, as I have before stated. I believe that .it: is 
not only practicable, but perfectly right, to find a forrnula . 
for measuring the speed of yachts, which formula .will, 
involve length, sail area, and possibly other factors. In 
making such a formula, however, no consideration should 
govern the manner in which a factor is introduced,- save 
only its relation to speed, but for practicability no factor 
should be introduced which is involved in a complicated 
manner or which is impossible of actual measurement. 
The introduction of D into the measurement rule as a 
means to control the form or construction is wrong. 
The introduction of D into tlae formula, as the result of 
investigation as to its effect upon speed, would be right 
and proper. • 
Form can be controlled by general restrictions, if 
necessary, and so can strength of construction. Such 
methods of control would, I believe, be far better than to 
attempt to control them by the haphazard introduction oE 
factors into the measurement rule. Another point in this 
regard, which has not been brought out, is that "form" 
and "strength" are largely governed by the conditions 
of the race, not by the measurement rule. If the races 
for which a yacht is built are all held in smooth water 
and light winds, an exaggerated form and light construc- 
tion will be used; if the races are long and in heavy 
winds and high seas, probably a moderate form and sub- 
stantial construction will be used. So long as the races 
are held on a mill pond, enlivened only by an occasional 
squall, so long will owner and designer build a boat 
adapted , to sail on such waters. 
Charles Lane Poor. 
The Scale of Time Allowances. 
Editor Forest and Stream: 
No one is likely to quarrel with the contention of 
Mr. Lawton that the current scheme of time allowances 
is illogical. Mr. Phillips has very cleverly illustrated 
its absurdities: a"d it might also be said, has somewhat 
magnified them, if one were disposed to defend, the 
scheme, which the writer has no purpose to do. But 
•the criticism is not new, as both these gentlemen as- 
sume. The same objection has been raised before in 
these columns. 
It is interesting to consider whether the proposed 
substitute is also an illogical contrivance. First a slip 
of the pen, which substantially changes the thought in 
Mr. Phillips' letter, may be noted. In comparing two 
yachts whose speed varies as 5 and 6 it is said: "The 
• allowance should be one-sixth of the time of the larger, 
. or one-fifth of the time of the smaller yacht." ' Ap- 
parently the words "larger" and "smaller" should ex- 
"change places. 
An example makes plainer the proposed new method 
of calculating allowances for elapsed time instead of 
for distance: Take two yachts of 36ft. and 25ft. length 
respectively, a course of 12 miles, and an elapsed time of 
larger yacht 2 hours. Assuming that the speeds vary as 
V''^ = fi _ 1 ? 
!>5 5 1 
then the elapsed times vary inversely, that is j-^. That 
is to say, the elapsed time of the small yacht is two- 
tenths the longer, (i.2Xi20m=i24m). Therefore, an 
allowance to her of two-tenths of the elapsed time of 
the leading yacht ( 2X2 hrs.=24m) would make her 
corrected time equal that of the other. 
This scheme of allowances may possibly be an im- 
provement over the old one; but it is not a scientific 
one nevertheless. It is based upon the assumption that 
the difference of speed (supposed to vary as VL") is 
constant for all winds. If this were true it is evident 
that the hourly loss in distance of the smaller yacht 
would be constant and would correspond with a con- 
stant fraction of the hour, no matter what the absolute 
speed. But in fact, this ratio is not constant. It varies 
with every change of wind force. In light airs and at 
low speeds small yachts do relatively better, and do 
not need so much allowance oer hour as in heavy winds. 
The proposed plan allows the same proportion of the 
elapsed time of the leading yacht regardless of dif- 
ferences of speed and elapsed times. 
The old plan starts out with the assumption that 
speed varies uniformly as VL, but in practice abandons 
the assumption as untrue in ordinary racing weather. 
The proposed new scheme starts out with the same 
assumption, though it manifestly is not true, and con- 
sistently maintains the false assumption to the end. 
• ■ Sextant. 
^^^^^^ 
A, C. A. National Meet, Sugar Island, Thousand Islands, St. Lawrence River, August 5- J 9, 1504. 
Officers of A. C. A, J904. 
Commodore,— C. F. Wolters, 14 Main St. E;, Rochester, N. Y. 
Secretary- ireasuier— -John bears Wright, 519 West Ave., l<.ochester, 
■ "N. Y._ . - ^ ■ . . 
ATLANTIC DIVISION. 
Vice-Comtriodore^L. C. Kretzmer, L. C. Schepp Building, New 
Kear-Comfflodore— W. A. Furman, 846 Berkeley Ave., Trenton, N.J. 
Purser— M. Uhhiieyei, Jr., 2ul Palisade Ave., West Hoboken, N. J. 
Executive Conimittee-ll. L. T'oUard, 138 Front St., New York; 
N. S. IJyaU, Ussinmg, N. Y.; H. C. Allen, 54 Prospect bt., 
I renton, J. ... ^ n , , • 
Board of Governors— R. J. Wilkin, 164 Montague St., Brooklyn, 
.N. Y. . . 
Racing Board— H. L. Quick, Yonkers, N. Y. 
CENTRAL DIVISION. 
Vice-Commodore— H. W. Breitenstein, 511 Market St., Pittsburg, 
Fa. 
Rear-Commodore— Frank D. Wood, Buffalo, N. Y. 
Purser-Frank C. Demmler, 526 Smithfield St., Pittsburg, Pa. 
Evecutive Committee— J esse J. Armstrong, Rome. IN. Y.; 
11. C. Hsyt, 26 S. Goodman St., Rochester, N. Y. „ „ , 
P.oard of Governors— C. P. Forbush, 164 Crescent Ave., Buffalo, 
N Y 
Racing Board— Harry M. Stewart, 85 Main St., East, Rochester, 
N. Y. 
EASTERN DIVISION. 
Vice-Commodore— Henri SchaefTer, Manchester, N. H. 
Rear-Commodore— H. M. S. Aiken, 46 Milk St., Boston, Mass. 
Purser, Edw. B. Stearns, Manchester, N. H. 
Executive Committee— B. F. Jacobs, Jr., West Medford, Mass,; 
D S. Pratt, Jr., Wellesley Hills, Mass. ; Marcus Butler, 
Lawrence, Mass.; William W. Crosby, W'oburn, Mass. 
Board of Governpr.s— Paul Butler, U. S. Cartridge Co., Lowell, 
Racing Board— Paul Butler, U. S. Cartridge Co., Lowell, Mass.; 
II. D. Murphy, alternate. 
NORTHERN DIVISION. 
Vice-Commodore— Chas. W. McLean, 303 St. James St., Montreal, 
Canada. ^ _ 
Rear-Coriimodore— J. W. Sparrow, Toronto. 
Purser— ^J. V. Nutter.Montreal, Canada. 
Executive Committee— C. E. Britton, Gananoque, Ont; Harry 
Page/ Toronto. . , 
Board of Governors— J. N. MacKendnck, Gait, Ont. 
Racing Board— E. J. Minet. 125 Vitre (St., Montreal, Canada. 
WESTERN DIVISION. 
Vice-Commodore—Burtoh D. Munhall, care of Brodks Household 
Art Co., Cleveland, O. , ..x , t r -o i 
Rear-Coninfodore— Chas. J. Stedm^n, National Lafayette Bank, 
Purser— ISIo^^'A Halli care of Bank of Commerce, " Cleveland, O. 
Executivei'Cothmittee— Thos. P. Eckfett, 31 West Court ■ St., Cin^ 
cinnati, O.: Dr. H. L. Frost, -lOsHowaM St:, Clevel3n4, Or 
of -governbrg-Heiiry C.' Mw 
The Shenandoahs Cruise the 
Greenbrier. 
BY F. R. WEBB ("cOMMODORE") , OF STAUNTON, VIRGINIA. 
The Story "Which "Wo a the Fourth Prize of $10 in 
"Forest and Stream" Ccvising Competition. 
n.— The Log. 
(Continued from p.ige ITT ) 
MONDAY, JUNE 29, I903. 
Day broke with a sky heavily overcast, and with rain 
imminent, and the outlook was not at all promising as I 
poked my head out of my snug little shelter at an early 
hour this" morning; but it was not actually raining, so I 
rang the rising bell on George and we were soon astir ; 
and after a hearty . breakfast we. struck the camp, packed 
the canoes, launched them, and leisurely got off. Inci- 
dentally I managed to procure some really nice coi-n- 
meal while here at Cass, and further experiments with 
the corn cakes proving entirely satisfactory they became 
a regular article of diet at our various camps, and proved 
a happy solution of the bread question, which has al\yays 
been more or less of a problem on our various cruises. 
For the benefit of the coming generation of cruisers and 
campers I will give the formula— it's simple eiaough : For 
our party of two I took a scant half pint of cornmeal and 
mixed into it a heaping tablespoonful of flour; I salted 
the compound to what I judged was a sufficiency (every 
cook will have to be his own judge in this particular), 
and put in a small pinch of soda. (On getting home, the 
head of my family informed me that if I had eliminated- 
■ the soda, and put- in a small teaspoonful of Royal baking 
powder — no charge to the Royal people for this ad.-^it 
would have been much better.) I stirred the. dry, 50m-- 
pound until well mixed, after which I broke in an eg'g. 
and stirred it well, and then wet. up the mass with water, 
stirring and mixing , it carefully, until George said ■ it 
looked like a first-rate article of chicken feed. A , little 
lard was put into the frying-pan and reiiewed from titne 
to time as/ the exigencies of the case rei^iiifed it, and the 
eakes fried - over a quick fire, being handled and turned 
with one of those useful implements 'knowti as a. cake 
turner, which, by the way, proved t6 be ah. all .f0-u]i(l, t;f§'^k 
lid tOol at 1:ht'canil3- ^toy'^ dwlng-'the ■ " \ ' 
The river had risen somewhat during the night, and 
was coming up rapidly, and we had fully a foot more 
water than we had brought- with us when we arrived,; 
and the day's cruise promised to be lively, particularly 
in, view of the fact that my U. S. Geological Survey chart 
had a cpuple of looft. contour lines crossing the river not 
far below . Cass at distances, of but little over four miles 
apart, and , we quite expected to find some lively water 
with the good strong head we had. Our apprehensions 
in this respect were not materially quieted when an old 
lumberman who had run with the log rafts many times, 
and who happened along in time to lend us a helping haind 
in launching the canoes, remarked that there was a rapid 
a few miles below that he would "hate mightily to run in 
them blamed little boats!" However, if we could only 
have water enotigh to cover the infernal multitudinous 
recks, we felt that we were willing to risk almost any- 
thing else that the river had to offer in the way of ex- 
citement, so we stepped aboard and carefully settled our- 
selves into our respective seats, and were at oiice caught 
up in the swirling current and whisked rapidly away 
down the river. We at once found that we wottld have 
but little trouble from the recks, as, with the exception of 
here and there a big fellow which reared his shoulders 
out of the swirling stream, they were not at all in evi- 
dence ; and these were easily dodged. As we came to the 
rocky reef at the mouth of Deer Creek, a mile below our 
camp, we were tumbled around over the rocks pretty 
lively, in our endeavors to avoid being swirled in tinder 
the overhanging bank in the sharp elbow, at the imminent 
risk of a capsize apiece, but this was the only time during 
the day's cruise that we touched a rock, or that a rock 
touched us. Deer Creek came in boiling, and spread at 
least six inhes more water over the surface of the river; 
and the big waves in the rapid below caused us to hastily 
close our hatches to avoid being swamped as the^ rolled 
heavily over our decks and hatches. Every little side 
Stream was contributing its quota to the sum total, and 
we had a head of water that carried us easily right over 
the tops of everything, and with water to spare, the while 
it bowled us alpng merrily at a gait of from six to eight 
miles an hour. We not infrequently came upon good 
sized islands dividing the river into two narrow channels, 
down which the water raced at a lively pace ; we made it 
a point to take the channel furthest off from the railroad, 
no matter how small and unpromising it looked, and. the 
sensation of shooting swiftly along undet' the overhang- - 
