640 
FOREST AND STREAM. 
[APRIL 21, 1906. 

Tuinks It’s WortH More Money.—Sir Thomas 
Lipton, who recently offered a $500 cup for class 
Q boats, has sent word that he cannot get as good 
a cup for $500 as he wishes to present to the 
Yacht Racing Association of Massachusetts and 
has ordered a design for one to cost considerably 
more. 
SONDERKLASSE CHALLENGERS.—Word was re- 
ceived last week from Germany that 15 boats 
have been ordered to compete in the trial races 
of the Imperial Y. C. of Kiel to select challengers 
for the German-American match to be sailed off 
Marblehead this season. One of the boats to be 
sent will be Angela II., a new boat owned by the 
Crown Prince. JoHN B. KILLEEN. 
British Letter. 
SCANTLING RULES For RACING YACHTS.—In a 
lucid article contributed to the London Field of 
March 31, Capt. E. du Boulay deals with the ques- 
tion of the readjustment which will be necessary 
in the table of Y. R. A. time allowances, if scant- 
ling restrictions are brought in and yachts built 
under them have to race against vessels previously 
constructed, where every pound of weight pos- 
sible has been saved from the hull and equipment 
and put into the ballast. There is no doubt that 
the new boats would be under a distinct disad- 
vantage, for the extra weight in the hull would 
necessitate a considerable reduction in the ballast 
and, consequently, in the sail area also, owing to 
loss of stability. The extra weight necessary in 
the hull is much greater than many people would 
think possible. In the case of a modern 65-footer 
built regardless of scantling, assuming that her 
displacement is 50 tons, the ballast weighs about 
28 tons and the hull, etc., 22 tons. Under effi- 
cient rules of scantling about 8 tons would have 
to be added to hull and deducted from keel. Such 
a reduction would mean a proportionate reduc- 
tion of canvas, and as a 65-footer carries about 
5,000 sq. ft. it would mean taking off about 600 
sq. ft. to give her the same stability as the older 
boat. Such a loss in stability and driving power 
would have to be rectified as far as possible by 
allowing the new boat time, and it is just this 
question of time allowance which is difficult to 
solve. The ordinary scale of allowance for dif- 
ference in rating caused by reducing the sail area 
would be ridiculously inadequate, working out at 
something under 3 min. over a 50-mile course, 
whereas the probabilities are that the racing 
machine would be something like two miles ahead 
at ‘the finish. 
The time allowance scales of the Y. R. A. 
would have to be altered to fit the new conditions, 
but it would take time and experience before that 
could be done, and the new international rule of 
rating will soon be in vogue when all yachts in 
each class will have the same proportionate scant- 
lings. Even then the time allowances will have 
to be modified, for those in use have been drawn 
up to suit boats built entirely for speed. It seems 
probable that when the new rule becomes law 
the racing machines will have to be dropped, for 
there can never be any really satisfactory class 
racing with vessels of different types under a 
table of allowances which favors the most unde- 
sirable. The racing in the big class this year will 
probably show what a wide difference there is in 
speed between Kariad and Nyria or White 
Heather, and owners will turn eagerly to the new 
rule when all boats will be built to fulfill the same 
conditions, when the racing will be keen and the 
finishes close. 
THE VALHALLA.—The Earl of Crawford has 
decided to sell his ship-rigged auxiliary steam 
yacht Valhalla on her return from a long cruise 
to the South Seas and the Cape in May next. 
Valhalla was the largest vessel in the ocean race 
from Sandy Hook to the Lizard, and is one of 
the most comfortable vessels afloat for long voy- 
ages. She was built in 1892 by Ramage & Fer- 
guson, of Leith, and her large spread of canvas 
when she is under full sail makes her an imposing 
sight. Earl Crawford has made good use of her 
since he has had her, and has been in her to many 
parts of the world. 
THe NEw INTERNATIONAL RATING RULE—A 
meeting of the principal French yacht clubs was 
held last week at the invitation of the Yacht Club 
‘of 45 degrees. 
de France to consider the rule recently adopted 
by the delegates in London. The result has not 
yet transpired, but it is pretty certain that if 
France refuses to accept the rule she will have 
to take the consequences and be left out in the 
cold. French yacht racing is by no means in a 
flourishing condition at the present moment, but 
complete isolation would mean a further very 
serious backward step and would put a stop to 
the possibility of a revival of the Riviera re- 
gattas. One would have thought that France 
would have been willing to do much to revive 
the glories of the Mediterranean regattas of ten 
or twelve years ago, but if they refuse to accept 
the new rule they ‘will not only make that im- 
possible, but will debar their own yachts from 
taking part in any races out of their own waters. 
Beetles iy 
A Vacation Cruise. 
BY WILLIAM KUHNLE, 
(Concluded from page 62.) 
July 12—At 1:30 A. M. southwest Ledge was 
abeam and going about started across the Sound, 
which is very wide at this point. As day began 
to dawn the wind fell and by 5 A. M. we were 
absolutely becalmed off Tesla’s Tower, Warden 
Cliff, L. I., here we lay drifting until 11 o’clock, 
when a gentle S.W. breeze sprang up increasing 
to about eight knots, but unfortunately it came 
too late, for although I sailed over Mt. Misery 
shoals, it being high tide, we could not reach the 
breakwater before the tide turned. We decided 
to attempt an entrance, however, although we 
had wind and tide against us. Getting well to 
the westward of the west breakwater we came 
about and turned as close to the end of it as we 
dared, keeping close as possible to it as long as 
we could to avoid the tide, in this way we man- 
aged to get through the outer channel all right, 
and were making good headway in the inner 
when the dredge anchored directly in the center, 
forcing us about. The tide by this time was run- 
ning like a mill race, and as soon as we shook 
the wind out of the sails it carried us broadside 
on toward a large sand flat on the east side of 
the channel. Not wishing to be beached broad- 
side on I eased off the sheets and headed for a 
spot which I knew was covered with heavy 
gravel, for it was too late to try to run outside 
again and the current too strong to attempt to 
anchor. I took in the staysail so as not to gather 
too much headway, and when we grounded there 
was not the slightest jar or shock. All sail was 
immediately taken in and furled and the.boom 
hauled as far up to windward as possible. The 
small boat was lowered and the stream anchor, 
with a line attached to the throat halliards, taken 
out to windward abeam of the mast as far as 
it would go, and then tightening up the line with 
the halliards. This was done to avoid the sud- 
den drop (often serious) made by high-bilge 
boats as the water passes from under them in a 
receding tide. The plan proved successful, for 
although the wind was quite stiff, we never felt 
any jar whatever, going over quite gradually. 
Care must be taken in doing this that the mast 
and rigging are strong enough to stand the 
strain. 
As a precaution, everything was taken out of 
the cabin and placed along the weather gangway, 
and having pumped out all the water for two 
reasons, one to lighten the boat all we could, the 
other to determine whether any leaks developed. 
Happily there were none. We started in to make 
some coffee. Imagine yourself, if you can, hold- 
ing a coffee pot over a stove until it boiled, with 
one hand killing mosquitoes, the deck at an angle 
We succeeded, however, in ac- 
complishing the task, and must have presented 
quite an odd picture seated on the rail with our 
feet braced against the combing of the cockpit. 
Having examined the nature of the bottom on 
which we rested, as well as the bottom of the 
boat while the tide was at its lowest stage, I ex- 
plained my plans for floating as soon as the tide 
rose. 
The starboard bow-anchor was carefully low- 
ered into the small boat and its hawser, with the 
tow-line attached, coiled in the bottom of the 
boat in such a way as to pay out freely as we 

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