Feb. 10, 1887.] 



FOREST AND STREAM. 



SB 



design and construction of yachts. It should be within the pro- 

 vince of such a body to enact Jaws that would encourage a class 

 r f yachts in every way calculated to further tho growth and popu- 

 larity of tho sport both in the racing and cruising classes; and also 

 to prohibit, as far as may fairly be done, the construction of racing 

 machines, and all ether acts detrimental to the general good. 



One of the most, pressing questions now before the cluhs, one in 

 fact in which prompt action is necessary if much confusion and 

 trouble in thoinvuediate future is to be avoided, is that of a uniform 

 and systematic classification of the racing fleet. That it is neoded 

 for the promot ion of the races of this year and next, for immediate 

 use, is shown by an inspection of the classes of tho leading clubs of 

 the "Atlantic system," if wo may coin a term, in which is included 

 the bulk of American yacht racing. We take only the cabin sloops, 

 cutters and yawls, as what Is tffoe of them is also true of the 

 schooners, while tne classification of the smaller open boats is not 

 only under different conditions but is mucn less important than 

 the larger sloops and cutters. 



The classes m the five larger clubs are as follows, the waterline 

 length being taken m the New York, Seawanhaka and Eastern, 

 ■while the Atlantic and Larchimnt use the, corrected leugth for 

 classification as well as lor time allowance. Before going further 

 it may be well to state that we have not the slightest intention of 

 reviving a discussion of the measurement question; most yachts- 

 men realize by this time that measurement and time allowance is 

 one thing, while tho classification of yachts is another and very 

 different matter. Even if all tho clubs should adopt a uniform 

 system of classes for tho racing fleet, auy club would still bo at 

 liberty to adhere to its pet absurdity iii the way of measurement, 

 no matter how bad it might be. It will bo noticed that eveu in 

 naming the classes no system is followed, some clubs using Class 

 I., II. , etc.; some First Class, Second Class, etc., and some Class A, 



B, C, etc. 



Table I.— Racing Classes. 

 A T eiv York— Class I., over 70ft.; Class II., 55 and under 70ft.; Class 



III. , 45 and under 55ft.; Class IV., under 45ft. 



Seawcuihalca— First Class, 71ft. and over; Second Class, 55 and 

 under 71ft.; Third Class, 45 una under 55ft.; Fourth Class, 35 and 

 under 45ft.; Fifth Class, under 35ft. 



Larclimoht— Class C, 55ft. and over; Class I., 42 and under 55ft.; 

 Class II., 33 aud under 42ft.; Class III., 25 and under 83ft.; Class 



IV. , under 25ft. 



A antic- Class C, 60ft. and over; Class D, 50 and under GOft.; 

 Class E, 42 and under 50ft.; Class F, 35 and under 42ft.; Class tt, 30 

 and under 35ft.; Class H, 2(5 and under 30a.; Class 1, under 26ft. 



Eastern— First Class. Toft, and over: Second Class, 55 and under 

 75ft,: Third Class, 40 and under 55ft.; Fourth Class, 30 and under 

 35ft. 



The same divisions are shown more clearly in Table II., where 

 the letters and figures to the left of the column of names show in 

 each case a class division of some club; thus, N. Y. I., above 

 70ft., denotes the lower limit of Class I. in the New York Y. C. 



Thus it will be seen that a yacht that races with her equals one 

 day may be classed with boats of twice her size the next in some 

 other club. An instance of this occurred in the E. Y. C. last year 

 when Ulidia, 42ft., was put against Clara, ,53.7, and Acth e, 50.2ft. 

 Further than this, the tendency naturally is t„ build up to the 

 class limit, and wtien yacht building fairly begins again this will 

 be done. A yacht then built to the E. I 7 . C, second class, just 

 under 75ft.. will in the "N. Y. Y. C. races be classed, not with the 

 Class II. boats, 70t't., but with Priscilla, 85ft., and this maintains 

 among all the clubs and in all classes. 



What, then, is the remedy and how can it be applied? The mat- 

 ter is simple enouga, and no association nor machinery of that 

 kind is required. Let one of the clubs named bring up the subject 

 at its next meeting, put it m the shape of a definite proposal, to 

 save time and correspondence, and submit it to the other clubs 

 asking their cooperation. Acting together the matter may bo 

 easily and quickly arranged, and the system adopted by all, in 

 which case its adoption by the smaller clubs mutt speedily follow. 

 It is so manifestly to the interests of all that no objection seems 

 possible; besides which, if such action be taken by only three or 

 four clubs, the others cannot afford to stand aloof. If this matter 

 can be carried through successfully in the above manner a double 

 end will be gained; not only will a most important reform have 

 been accomplished, but a practical method of reaching similar 

 ends will have been inaugurated, and the first real step toward a 

 union of the clubs will have been made befrre they are themselves 

 aware of it. After this a similar course will naturally he followed 

 with other questions as they come up, the ice null have been 

 broken, aud the question of a national association is only one of 

 time. 



Just now the occasion is specially propitious,thc question of meas- 

 urement has been laid at rest, for some time, wo hope, while the 

 leaders are turning their attention to other and much needed re- 

 forms, as shown in the new sailing rules of tho Seawanhaka C. Y. 



C. in another column. The question of vested interests cannot yet 

 be advanced as an objection and the change can at once be made 

 without jar or friction. The fleet at present is in a state of transi- 

 tion highly favorable to immediate action, and if anything is to 

 he done a better opportunity will never be found. 



It is rather curious that while the interest in yacht racing has 

 never before been as strong nor as widely spread, no racing yachts 

 were built last year and few are now building. We do not include 

 the large boats built only for a special purpose, as they show little 

 as to the growth of yachting in general, but last year only Cinder- 

 ella was added to the fleet, and tnus far but two yachts have been 

 commenced, and both of those w-.th reference to the Cup races of 

 the coming season. Why is this when American yaohcingisprofit- 

 ing from the successes of the past two seasons? Wo attribute it 

 solely to the uncertainty in which tho races of 1885 and 188(3, in 

 Bpite of much self-congratulation and spread-eagleism, have left 

 American yachtsmen. Two years ago the ancient sloop was com 

 pletely abandoned and only one more victory for the cutter was 

 necessary to bring down otf the. fence the many weak-kueed ones 

 who had almost succumbed to the logic of events, and cause them 

 to go to extremes in lead and depth that would have astonished 

 the crew of a iritish racing three-touner. A victory for Gene-ta 

 would have seen a cutter craze inaugurated here that would have 

 sent the price of lead up higher than gold in war tunes; beam and 

 depth would have exchanged values, and there is no telling to 

 what extreme the new fad might have bt.cn carried. It is needless 

 now to state that "de 'scursion was postponed," first to 1880 and 

 now, for the last time we hope, to 1887. The new "sloops" were 

 hailed on all hands as the. saviors of American yachting, the acme 

 of design and construction, and, overlooking the origin of their 

 salient features, the cutter came in fcr universal condemnation. 



In spite of al, this the facts do not show any pressing hurry to 

 supply the places of the old boats with the new type, and we be- 

 lie . e that yachtsmen, in spite of much confident talk, aro per- 

 fectly willing to see the fight fought to a finish before risking 

 their ducats m a boat that is likely to be soon left behind in the 

 rapid progress now making toward something better. I is cer- 

 tain that few yachtsmen want na:row cutters just now, but it is 

 oqually certain that they arc not building "sloops," and not until 

 some more definite conclusion is reached will an earnest effort be 

 made to revive the racing fleet. It must come some day, wealth 

 and a love of outdoor sports are both increasing, and a look at 

 the list below showy that most of the present fleet, many of which 

 have only earned a place on the list by virtue of one or t.wo races 

 in the last two years, must speedily disappear. Now, when the 

 component elements of American yachting are in this plastic stai e, 

 is the time when a chauge may most easily be made, and also 

 when, for tho future good, it is most important that it should he. 



What, then, are the essentials of such a system? We place first 

 stability, the ccrta nty thai when a yacht is built to a fixed class 

 she will not be forced into another. This is essential to promote 

 building, as a man who builds t o beat a certain class or boat is 

 likely to consider himself defrauded if forced into auother by 

 auy change, or if his adversary evades hiui bv escaping into a 

 higher or lower class. This feature is assured by a waterline. 

 length, the proper basis for bringing yachts together on fairly 

 equal terms, to be further adjusted by a suitable time allowance. 

 The waterline length of a vessel remains practically unchanged, 

 unless extensive alterations of hull are made, and there need bo 

 no serious difficulty in classing by it. When, as sometimes hap- 

 pens, a yacht is so near the limit that the matter is at all doubt- 

 ful, as in the case of Bedouin, only lUia. over 70ft., she may, if 

 built prior to the enactment of tho rule, and if she does not ex 

 ceed the limit by over afoot, be allowed to register permanently 

 in the lower class. Of course no actual unfairness would result, 

 as she still allows time on her actual measurement. This was 

 finally douein Bedouin's case as, she was put with Grade and the 

 rest of her size, though technically classed with Mayflower and 

 Priscilla. 



Besides being fixed and not subject to chango at anytime, the 

 classes should be such as to exert the best influence oh the boats 

 and to encourage those sizes that experience has showu to be 

 most desirable; and they should be so dhiled as to bring the 

 boats together in groups of abom .uniform length, thus minimiz- 



when matched against one of over 54ft. 



Another important point is more closely connected with this 

 question of classification than is commonly supposed.. Each year 



renewed complaiuts are heard from regatta committees as to the 

 paucity of the entries, aud many reasons aro advanced for the 

 same, such as lack of big prizes, measurement rules, etc. We be- 

 lieve that tho chief trouble arises from such inequalities as we 

 have quoted, where the second-rate boats that are near the lower 

 limit of the class decline to enter against one or two newer boats 

 built up to the full limit. This difficulty is increased by tho fact 

 that the fleet in any open regatta is mad o up of boats built at vari- 

 ous times and under many different club rules, an assorted lot of 

 sizes, and this would in time disappear if settled classes were 

 formed, as the racers would naturally gravitate to the upper limit 

 of each class. Just now its working may lie plainly seen in any 

 large race. 



The objection to many classes is the, expense of prizes, but this 

 is not worth considering for a moment. The large yacht clubs aro 

 essentially racing clubs, and it is through racing mainly that many 

 of them are kept alive. This racing means at most two regattas 

 each year and more probably only one. Now the extra prize or 

 two required would amount to $1C0 or $200 at the most, and may 

 make just the difference between a success and a failure. If the 

 club has not this money then let the total sum be divided into 

 more and smaller prizes, but lot every man have a chance at them, 

 and the result will bo far more satisfactory. Big money prizes 

 aro not yet common with tho clubs, the figure seldom runs above 

 $2:"0 for the largest schooner races, and $100 would be much nearer 

 to the average value of money prizes in the leading clubs. Yacht 

 racing as a money making business has not yet been introduced 

 I ere, and what each owner wants is sport. This can best be had 

 by breaking the fleet up into many small groups • -f evenly matched 

 boats, in any of which a man will have as fair a chance as the 

 qualities of his boat, himself and Ms crew entitle him to. W e may 

 cite the Atlautic, Y. C. as an instance, the prizes are of moderate, 

 value, but there are no less than n'ne classes for single stick boa s, 

 with the result that every yacht iu the fleet can find a place with 

 several of about her own size. Every year this club turns out the 

 largest fleet in the June regattas, while the Knickerbocker and 

 Larchmont clubs can show a similar experience. It may bo said 

 that this is due to the small boats in these fleets, but this is only a 

 minor reason, as the surplus is made up mainly of yachts that are 

 no longer in the first rank, and that will not enter and face a new 

 crack of greater Bizo. 



To sum up, then, tho system must be of such evident merit that 

 its permanency is reasonably assured; it must group the bouts 

 fairly toget her; it must encourage the most desirable classes, aud 

 finally, it must work as little injustice as possiblo to existing 

 boats. 



How many yachts constitute the racing fleet from Boston to New 

 York? The following list is compiled trom the books of the five 

 clubs meut ionod, with, the aid of the list of races for last year, aud 

 includes nearly all above 35ft. that can fairly be called racing 

 yachts; in fact, any one going over the list carefully will be able 

 to check off a large number as no longer capable of prize winning. 

 The list from 30 to 35ft. includes the leading boats, enough to show 

 the average sizes, while below 30ft. it might be much increased, 

 both from the New York and BoBton fleets, but a fairly represen- 

 tative lot are given: 



Table II.— Racing Yachts. 



Proposed 



Existing Classes. Ft. In. Classes. 



Mayflower., .85.001 



Priscilla 85.00 I n , „ T 



Atlantic 82.01 f 01(188 L 



E. First Class, 75. 1 Puritan 80 . 00 J „ _ 



s. First Class, 71 and over, f d^™^ m u>- 



N. V. Class tl over 70 Iffi^S 



Iselin Boat. ..6< 



I 



A. Class C, 63 and over. ) 

 N. Y. CI. 11. is. 2d CI. \kk>- 

 1«. Class C. E. 2d CI. ( M ) 



Class II. 



A. Class D, 



N. Y. Class III. I 

 S. 3d Class. f 



A. Class E. 

 L. Class I. 



E. 3d Class- 



S. 4th Class, ) 

 A. Class F. f 



t.. Class II., 



Shamrock.. ..70.00 



Fanny 05.00 



Ileen 05.04 



Stranger 65.00 



Thetis 64.02 



Huron 63.00 



Uildegarde. .61. (XI 



Mischief 61.00 



Wononah....00.09 



Clara 53.071 



Whilewav.. .53.00 

 Cinderella... 52. 00 



Isis 51.05 



Athlon 51.02 



Oriva 50.11 



Thistle 50.09 



Active 50,02 



Eclipse 50.114 



Gaviota 50.00 



"Bertie 49.00 



Reamer '48.10 



Valkyr 47.04 



Regina 47.03 



Daphne 46.03 



Hesper 45.10 



Fanita 45.05 



_Bayadere 45.00 



Rover 44.08 



Maggie 44.07 



Adelaide 44.06 



Vixen 44.01 



Penguin 44.00 



_Ulidia ...42.06 



Imperia 41.10 



Espirito. 40.10 



_Muriel 40.06 



Crocodile 39.11 



Madge 38.09 



Rival 38.08 



Hope 38.00 



Mona 30.06 



Schemer 36.04 



Lapwing 36.06 



Polly 36.03 



_Surf 35.04 



Hera 34.11 



Mariota 34.00 



Elephant ....34.00 



Shadow 33.08 



Iseult 33.04 



.aSgir 3:1.00 



Shona S3. 00 



_Wacondah...33.00 



Daisy 32.09 



Delvin ..- 32.00 



Culprit Fay.. 31 .00 

 llderan SO. 02 



-63 



5 Y - \ lo ™ limit * ™> so— jggc. . v.;:::: 30:02 



A. Class H, 26- 



L. Class III., 25- 



Aria 27.04 



Iolanthe 27.00 



Yolande 26.06 



Vivieu ... 



_Nora 



Merliu . , . 

 Stranger. 



Fad 



_Gem. . . . 



..26.0.1 

 ...26.01 

 . ..25.0(1 

 . .25.08 

 ..25.02 

 ..25.02 



S. Cth Class, all under 35 — 

 r. Class IV., all under 25- 

 A. Class L, all under 26 — 



Class VTH. 



35 



Class IX., 21. 

 Class X„ 18. 



The list includes seventy-five yachts, keel and centerboard, from 

 85ft. down to 251 1. L.W.L., and of these lift v-two aro above 35ft., 

 and may bo taken as the main division of the fleet, i eiug large 

 enough to make passages and to seek prizes beyond their home 

 waters. It has been the general custom in existing classifications 

 to make tho interval between each class either five or ten feet, tile 

 Atlantic and Larcbmout clubs being exceptions, but there is no 

 reason for so doing; in fact, there is a very good reason to the con- 

 trary, as the intervals should increase regularly in length as the 

 size of tho boat is greater; thus, where the small classes differ by 

 five, the intervals between the larger should be greater as the size 

 increase.. If it were possible to disregard all existing boats and to 

 start eutircly unrestricted, the class divisions might be i laced so 

 that the inter vals should increase by somo fixed rate of progression; 

 but while this would be theoretically correct it is manifestly impos- 

 sible, as it would throw out the existing fleet. 



The question then is, "What can be done without too radical 

 alteration* ' Two plans suggest themselves, one easily carried out 



«v.i^., u.^o xv/i nuuu ,>u,eni3 its we are now coiifcmei lug. 



Scanning the list upward, the best point for the first break is r,t 

 30ft. Tlr's would make the class, in the usual phraseology, "25ft. 

 and mnder 30f t.," and the same method cf designating each cfass will 

 be followed throughout. Continuing upward the next point is at 

 35ft., bringing together a lot of boats reasonably close in size. The 

 interval here is the same as in the class below and that above, 5ft. ( 



and while this does not quite coincide with theory, it makes a good 

 divbion of existing boats and is not far out as a standard for future 

 clas: es. 



Hie next division then is at 40ft., aud this will include half a 

 dozen boats that are very fairly matched. The smallest boat in 

 the class, Sur:', was hnilt to s lit the class below and Has alway 

 raced in it, so hhc should be allowed to remaiu iu it if she so elects 

 her length being only liu. over the limi ,. 



The limit of the second class anove has long been fixed in nearly 

 all the clubs at "under 55ft," and now it would hardly be possible, 

 to change it very much. No such necessity exists, however, 

 as the limit io a very convenient one; the ouly question being to 

 so divide the long interval of 15ft. (from 10 to 55) as to strengthen 

 one of tho worst places in tho exist ing order of things. The point 

 wo have fixed on is at 47ft., including a lot of boats that together 

 may slill make good sport, but that have no more business with 

 Clara aud Cinderella, to say nothing of future additions to the 

 class, than thev have with Mayflower. As far as most of them are 

 concerned the. limit might have been left at45fi., 1 ut then the next 

 interval, 10ft., would have been too great, As it is they are well 

 grouped, but the two lower ones in the class above, Va'kyr and 

 Regina, should be allowed to remain with them, boing enly 3 and 

 4 n. above the limit. 



The next class remains as now and shows a fairly matched lot. 

 Of course Clara and Cinderella will always remani at one end in 

 the racing aud the others will come in pretty much as i hey now 

 stand in tho order of length, but no classi fica* ion nor l ime allow- 

 ance can or should change this, so they cannot grumble. 



Thus far it has been all plain sailug, but now too trouble begins. 

 The next existing limit is 70ft., but tMs is not in every way the best 

 possible, as the interval is too great (15ft.), while all but two of the 

 boats are from 60 to 66ft., these two being 70ft. A due regard for the 

 rights of the boats concerned, Bedouin, Oracle, Sh«mio.;k and Mr. 

 iseiin's unnamed craft, would dictate a retention of the present 

 limit, say 70ft.; and unless the owners of these yachts consented 

 to a chango it could not fairly be made. Apart from this consider- 

 ation the proper division would seem to be first at Guft., leaving in 

 one group a lot of yachts of about one length, few of which can 

 now bo called first-rate, or that will be "in it" with the latest ad- 

 ditions to the class as it stands. Three of these, Fanny, lleeu and 

 Stranger, are slightly over the limit, but they would be. provided 

 for as in the previous cases, remaining where they would find their 

 nearest rivals. We place, the limit 'at 63ft. rather than 66ft., as the 

 interval of 10ft, from 55 to 05, and also from 65 to 75, is more correct 

 than the intervals of 1 1 aud 0ft, wotdd bo. The limit for Bedouin's 

 new class would bo "under 75ft." and would include, bef-ides her, 

 Grade, Mr. Iseiiu's new boat, and Mr. Maxwell's new Shamrock 

 all practically of 70it., and making a i.ne nucleus for a 

 class that will soou be well built up to. It may be objected 

 that this would subject these boats, built to the limit of an exist- 

 ing class, to the chance of being, to a certain ex tou t, outbuilt by 

 now boats that may be some 5ft. longer. It is also possible that 

 Stranger might object to being parted from her pet rival among 

 the cutters. These considerations make the case a difficult and 

 delicate one to deal with, but it, would seem that the future in- 

 terests of this most popular size of yacht would be better promoted 

 by placing the classes at 65 and 75 than by any compromise; and if 

 this is so there are few individual owners who would not sacrifice 

 their wishes to a certain extent for the general good. If the class 

 were maintained at 70 or 71ft. it would leave a long and awkward 

 interval '15ft.) between the two classes, that would exist long after 

 the yachts in whose favor it was made had dropped from the 

 racing fleet, while so many will have been built by that time as to 

 make a change impossible. The evidence then seems to be in favor 

 of placing the limits at 55, 65 and 75ft., leaving ail above 75ft. for 

 the large class, which needs no maximum limit. 



This then would make eight classes as follows: 



Class I 75 and over Class V 10 and under 47 



Class II 65 and under 75 Class VI 35 and under 40 



Class III 55 and under 05 Class VII 30 and under 35 



Class IV 47 and under 55 Class VjlII kB and under 30 



Another division that would increase the intervals more regu- 

 larly would be 25, 80, 35, 41, 48, 60, 65, 75, the successive intervals 

 above 30ft, being 5, 6, 7, S, 9 and 10ft. This would not interfere 

 materially with any existing boats, though it would raise tho 

 limit in the 55ft. class to 56ft., while it would be a more reason- 

 able and systematic plan for future building 



A careful examination of both methods and a comparison with 

 the list of yachts will show, we think, that each possesses the main 

 requisites set forth above, and thai it \\ ill work at, least as well as 

 any similar plan, both in relation tn the present and the future 

 fleet. Supposing one to be adopted by all or any of the cluhs we 

 have mentioned, some care and discretion would be necessary for 

 one or two seasons. Some of the classes might not till, though we 

 anticipate that more entries would at once result. Some conces- 

 sions and some latitude in the strict enforcemen t of the rule on 

 the part of regatta committees might be needed to make all run 

 smoothly in the first season, but after that in all probability no 

 further trouble would occur. The need for some action is olivines; 

 matters are bad enough as they are, but they must grow rapidly 

 worse if nothing is done, and we believe that this plan, with such 

 modifications as may suggest themselves after a thorough discus- 

 sion,^ will not only answer well in the future, but can be put in im- 

 mediate operation as easily as any. To correct, in one or two sea- 

 sons, evils that have been many years iu existence, is no small 

 task, and some difficulty must be expected. One advantage on 

 the score of expediency that this plan possesses is that it would 

 prolong the racing career by a few years of some half dozen yachts 

 1 rom 60 to 66ft., whose day is over as things are now with two new 

 boats and Bedouin in their class, while the same would be true in 

 the class from 40 to 47ft. 



Our preposition then to put it in working shape is that the 

 leading clubs unite iu the adoption of a common system of classi- 



may be formally enrt lied in that class and shall theu remaiu 

 in it." All new yachts would, of course, be built to the new 

 classes. 



The schooner classes we have not considered for lack of space, 

 but a similar course is necessary with them. 



As to the sizes below 25ft., the/ are not of the same importance 

 as the large yachts, as their racing is mainly local, but there is 

 room for improvement with them. The pn per limits for small 

 cabin yachts, either keel or centerboard, seem to be 18 and 21ft., 

 carrying the proposed classify ation down to two more riasscs. 

 The keel class in these two sizes is ;:s yet in its infancy and noth- 

 ing has been done toward its systematic development by any of 

 the clubs that encourage it. Now we suggest that the mends of 

 this class of yacht iu the Larchmont, the Seawanhaka, the New 

 Rochelle, the Corinthian of Maiblehead, and similar clubs in 

 which these boats have found a footing, take acticn ut once to 

 formulate a class limit, say for lengths of 18, 21 and 25ft., which 

 shall encourage a safe, handy and noi too costly boat; that, while 

 lit for cruising, may find plenty of good racing with ethers of its 

 class. It is a prime requisite for the success of this class that the 

 cost sln.ll be kept low, as it is for the special use of young Corin- 

 thians, most of whom possess pecketbooks in inverse ratio to their 

 love of sport. All such boats as tho modem three and fi ve-tonr.ers 

 must be excluded, as they are far too costly; but what is needed is 

 such craft as tho Columbine, Witch, Windward, Fad, Saracen, 

 Mignonette, the new Burgess keel cats and others. To secure this 

 end it wall be necessary, perhaps, to restrict draft, say to 4ft. Bin. 

 for an 18ft. beat, keel say 1 ton, aud sail area to a lixed figure, with 

 limits to spinaker booms, topsails, etc., if considered necessary. 

 Of course, the various class limits must bepuiely arbitrary, but 

 it has boer. done successfully by foreign clubs; and t..oso specially 

 iutciested in this class of boat, and they are many already, can 

 easily lay down proper restrictions. The Kingston and Minister 

 (Ireland) clubs have done the same with tho results that they have 

 built up very fine classes of small yachts; wlulc the Bangor Corin- 

 thians, by a similar course, have created a class of 25-footers, one 

 of which, the Bedouin, by Wm. Fife, Jr., is as handsome and 

 wholesome a boat as one would wish to sec, and would serve ex- 

 cellently as a model on which to frame a 25ft. class. Of course, 

 there would still be a place for other types of the same length, but 

 what is needed now is a special movement in behalf of a suitable 

 fleet for the young Corinthians. We have considered thus far 

 ouly the yachts iu a limited locality, but if this classification be 

 generally adopted it will not be long before a Class I. or II. boat 

 will be the same throughout the United States. 



We realize that a certain amount of difficulty must attend any 

 such -reforms as we have proposed, due to the inertia of the aver- 

 age yachtsman iu all that relates to legislation and dry discus- 

 sions. He is perfectly willing to stand quietly by and let others 

 work, go on committees, aud propose laws without securing 

 enough of him at a meeting to make a quorum for their passage, 

 and all this time he reserves the inalienable right of kicking if 

 his own interests are in any way threatened. There are, fortun- 

 ately, in all clubs, others who have tho interests of yachting 

 strongly at heart, and to them we speak in the hope that good 

 may come. As so important a matter requires to be thoroughly 

 discussed and understood before final action is taken, aud as from 

 the nature of the case a general meeting of the parties interested 

 is not possible, we invite critioism and suggestions through the 

 columns of the Forest and Stream, promising suoh aid as Is in. 

 our powsr, 



