Nov. 7, 1889.] 



FOREST AND STREAM. 



**yM^ NU h m fc L 'rftS- ^--The fortnightly shotgun meeting of 

 the Massachusetts Rifle Association was held to-day under the 

 best possible conditions of wind and weather. In the gold coin 



Standards. 



111111111111111-15-20 

 ii mini mm -15-28 

 urn mi umo-M-27 

 imiimmon-M-27 

 iioioiiioiiimi^ii-2. r ) 



ill 11011 1111101-13-25 



m lino i o:jin in -10-23 



11 01 1101(111 1] 10-n— 22 



111101110011111-13-22 

 iiinuoioiiou-la-ga 



110J ion 11 ioom-io—20 



squad firing: 



Wheeler l1llimmio'll-ll 



Stanton 1111 1 1111101 110—1.3 



glack llllllOllliniO-13 



Perry 111101011111111-13 



Gale 111111110111111— 14 



fvyifr 111110110111011-12 



Nichols 0111 tlllllll 101-l'i 



Chase 11110111101 101 0-11 



Curtis 110111011311001-10 



Hosmer 011010111101101-10 



Bowker 010101 1101101 ll-io 



Nelson, clays 8. standards -12. Watson, clays 8, standards 1—9. 

 Standard target Company's medal match, 20 targets, handicap: 



£tanton 20 Chase 17 



Wheeler 20 Swift .17 



B >c\ 19 Gale 16 



Nienols 19 Nelson .'..IB 



POTSDAM, N. Y., Nov. l.-Potsdam Gun Club match aguinst6 

 king'-irds, 3 traps, 18yds., National rules. 



First event: 



Holmes 110110-4 I>ete 100111—4 



Heath -111011-5 Watkins 110H6-4 



w^d rs luiini Lewi9 ° 11100 - 3 



Second event: Heath 2, Witters 1, Watkins 2, totals, against 

 .Molines o, Leete 3, Lends 1, total 7. 



o wl r 5 CN T^r H ? lme ;-- Lo ? t - e31 Lewis 3, total 5, against Heath 

 3, Witters 2, Watkins 1, total 5. 



CLASSIFICATION BY CORRECTED LENGTH. 



THOUGH the time has dually come when yachtsmen must 

 summon stifheient resolution to form opinions on the meas- 

 urement, question and to stand bv them, and when the clubs must 

 race the responsibility of raakimr a decision of some sort it, is evi- 

 dent that the subject has not received that careful study which 

 its importance demands, and that a large -dumber are unWflLina 

 or unprepared to torce the issue- In fact, there are not a few who 

 arc content to let the matter go by default, with the plea that 

 docs not even amount to the dignity of an argument, that if 

 Minerva can beat the "brutes," the present rules are good enough 

 and there is no neecssi ty for any change. 



The weakest point of this very weak excuse for inaction lies in 

 the looseness ot the statement that the present rules are good 

 enough; which is as far as any advocates* of such a course have 

 fu U f- Ihe races of the year have been sailed under many rules; 

 that or the ST. J. Y. C. with its light, tax on sail, that of the Sea- 

 wanhaka and Eastern \. C. with a heavier tax on sail and with 

 two different tables ot allowances, the length ru.es of the Laroh- 

 roont Y C., and others. As these rules are each radically differ- 

 ent, it follows that some must be good and others bad, "and the 

 mere general statement that all are good enough is too Buperfli it j 

 and flippant to be worthy of serious consideration 



The tests of the length and sail area rules, which have been in 

 progress since lfefo, have proved by no means satisfactory or com- 

 plete, chiefly because the principal rule, the one which exerted the 

 greatest influence oa building, included sail to so slight a dozrtf 

 as to leave.it practically unlimited. At the same time, iberefs 

 conclusive proof in the progress of yachting during lite last" ha if 

 dozen years that the fnnciple of combining length and sail in arnle 

 is more nearly correct t hat nany method based on length alone on 

 Gn^ic coiuems. displacement, tonnage cr the three"d,ir>en«i-n3 

 and that tor a long time, in all probability, all advance in meas- 

 urement will be in the direction of improvements in the methods 

 of combining length and sail area in a rule. 



As to the question whether the present rules are good enough- 

 even it we take the rule which is heaviest on sail, that in use bV 

 the Seawanhaka and Eastern, as well as the Lake V. R to*, 

 gether with a number of smaller clubs, the first striking 'fact 'is 

 that the increase in size of sail plans is general throughout the 

 fleet. In all classes, from the little Kathleen up to the great Con-' 

 steUation, the sail spread has increased with each successive 

 Bcc . until no one can say where the final limit will be Th»"id-a 



rSh-JSESJi ^.x t year they have a fair chance of reversing the 

 nr w h l C ' " ; : V:, *"' !! - a?d Proving that size and sail do nav 

 ffiS 8 f Wel aS ■?» New York rules, as pastex- 

 t' 7 he tl , W lot . 8h ", v ^ d up to Mmerya's advent, in each 

 . ,. £ ,1^ V 1 ot the W the designer has taken a far 

 greater si en than he. has ever before done; Mr. Burgess from 

 Baboon to Tomahawk Mr. Smith from Banshee to Gorilla, while 

 Mr. (rardnor m Litis has gone to an extreme in light construction, 

 heavy displacement and area of canvas never before attompted 

 The mere.taet that none of the boats are decided failures makes 

 the experiment a success, and promised greater speed in the next 

 attempts in the same direction. 



Jt 0 n f ^1n!? Sl^fiif 0 ? c »ptlusive proof that Minerva, can always 

 win and that the "brutes'- are out of the racing it is much more in 

 accordance with all the facts to assume that the very different 

 types represented by Liris and Tomahawk on the one hand and 

 " lerya on the other, are with the same handling so nearly equal 

 ossibiltties tor speed that it becomes a. question not which of 



Miiier 

 in pi 

 thj 



enoug 

 ac 



ie two is fastest, but what type can be developed that while fast 

 mugh for racing, shall give the best results in the way of cost 

 .•commodation, and other desirable qualities. 



In all discussions oa measurement for the past two seasons the 

 forties nave claimed a far greater importance than they de- 

 serve, as the welfare of the large yachts, from f,0 to 90ft., is really 

 the first consideration. At the same time the size of the 40ft 

 fleet, the number of its races and the reputations of the many 

 designers directly interested, have not only presented a larger 

 body ot tacts, but made them of more importance as a basis of 

 comparison than those gathered from the races of Grayling and 

 Sea Fox, or Titama and katrina. The 40ft. class then must of 



?£h « mw&in t *thS 1 '^ £&" test of the rules, even liarly liable to this objection: 



though it may not follow that all conclusions drawn from it must m ' 



apply directly to the larger yachts. While spars and canvas have 

 reached their greatest extreme in this class, it is < " 



«f " , ; — ... "Ji' J ±>ic\au, mar. mere will he no 



standard by which to tost its merits and no incentive or even on- 

 portumty to break out of the rut. V U ° P 



n +fl™? H 0Ush th e resulting type should prove an excellent one 

 at first, there is every chance of its degeneration in a few years ftfl 

 various changes are made. The old "Thames tonnage rule had 

 brought out a very lair type of moderate keel boat some 18 years 



od™te ft k f, el8 t lr8t came in ' at ? d wilL a continuance of the 

 old methddS m ballasting a comparatively wide beam would have 

 tam retai ned. With the ad vauce in the use of outside lead the whole 

 7 hJ ™ i°" , he VP* was cha , n Ked until the modern cutter of 6 or 

 7 beams to length was reached. How poor a tool such a yacht 

 really was ie now admitted by all, but the very influences which 

 S&i* !i S develo P m6Dt necessarily shut off all opportunities for 

 trial and comparison, and fostered a belief in i ts merits which 

 experience has shown was based on a very slender foundation 

 ■ « ?T ne , f e i ^f'sts bere to-day as in England a few years 

 ago; as the use of the lead keel stimulated development in a cer- 

 a o direction, and gave full scone to the bad tendencies of the 

 iilc so any improvements m hollow spars of wood or metal, or 

 the discovery of a metal at once stronger and lighter than steel for 

 rigging and metal work, would lead to rigs that would be fmore 

 u nmanageable than any yet seen. The tendency of any ro les™ i to 



whic h£m M to r &mvag r a ^ alse belief *ln i ? ffi e° 

 which will be shattered some day by yachts built under verv 

 different .conditions, as was the case, with the British ihalongers 

 m the late Cup races, and the. present system seems to be pio™ 



, ii is evident that the 



sizes of sails have not only increased to a most undesirable degree 

 m even the largest yachts, such as Volunteer and the big 

 schooners, but that such increase must goon in spite of the heavi- 

 est tax now laid on sail bv any of the existing rules 



As it is generally admitted that sail and length are the two 

 factors on which a ru e must be based, at. least until something 

 very much better is discovered than has over been tried in the 

 past; and as at the same time t here is ample proof that the present 

 combination of these factors is most uusatisfactorv, the question 

 arises, how. the present condition of affairs can be bettered. 



The application of length and sail area to the rating of yachts 

 for racing must he by one of the two following systems: ym - ulB 

 , J -BU grouping the yachts in ckmes on the hdsix of their watcrline, 

 lengths, time heivq allowed for difference in size between thole in the 

 same class accordino lo greeted length" made ap of eertaU pro. 

 portions oj wa1e,rh-m length and sail area. ww **" 0 



II. By making l -corrcel.ed Inigu," the basis of ciassifieaUm as well 

 as allowance, emu f urther difference in size between vessels in ™* 

 being Mowed for on the same basis of "combed lenath" 



Incidentally it may be noted that "if desirable, some unit approx- 

 imating to tonnage instead of linear measurement may he used in 

 place of corrected length, as is done in Great Britain, the final 

 results being the same m either case. As tonnage, rules Tare ^un- 

 known m America, while "corrected length" of some kind has 

 long been a lamiliar quantity, only the formulas which give a re 

 suit in the latter unit need be considered. ^ e 



The first system has always been used in America, and is now 

 familiar to all yachtsmen, while the results which follow from it 



— Ol 



sni'nn for * e, » de ncie8. It is an easy matter to combine length and 

 s%« in formulas by the score that will encourage any required pro- 

 portmn of canvas on a given length, but. what would be the result? 

 It may_be assumed that the products of the New York rail 



— - — - with its light tax on sail, are Merlin, Quickstep, Katrina, 

 Liris and Tomahawk. If now the Seawanhaka rule ^l±HLbe 

 f^hll a ln^ ad i 0pted sail yfi] ^ 6 somewhat reduced, for instance 

 m piace or d.JOO to 3,600 in the other_two. If the proportions of 

 the New York rule be reversed ki|^§- a boat of Minerva's tj;pB 



waters; that Minerva's proportions and leading features will he 

 copied more or less perfectly by designers, both amateurand pro- 

 fessional, with a result easy to predict; that they will fail to canal 



must accept the two as he finds them, and with them certain 

 other elements ot beam and draft which he may vary only wil bin 

 very narrow limits. He may break away from them, as Mr fife 

 has done in Minerva, and venture in a new direction, but the 

 chances are all strongly against his success; the easiest and safest 

 way to win is to stick to the general type in vogue, and to cheat 

 the rule by light construction, more lead, by pushing to an ex- 

 treme some element that is the least heavily taxed. 



The other system is based on directly opposite principles: in- 

 stead ot length being arbitrarily fixed by the classification and 

 the influence ot the allowance tables, and the limit of sail as 

 firmly fixed by the formula, both quantities are variable in an 

 inverse ratio, and the designer is left to himself to choose from 

 each according to his skill. In the 40ft. class, for instance, the 

 elements laid before him would be as follows- 



time scale, are so proportioned as to compensate for anv differ 

 ence m size withiu at least the limit of the class, thus allowing - 



the designer the most complete freedom in the choice of length Sail area > "..8364 3249 3130 3025 2916 2809 2704 2601 2500 2401 2304 

 beam, draft and sail; in other words, anv desired length mav be length, ft. 38 39 40 41 42 43 44 45 46 47 48 



taken, with any good type as a model, and the resultiti" boat will Tho ' ''*•"" *-t™ ■ ** ■•- - • - 



have the same chance of success as any larger or smalfer boat in 

 the class of equally good model. If this thcorv were borne out IS 

 practice, there could be no objection to the system, but, unfortun 

 ately, the very opposite is the case. The whole history of yach, 

 racing tor an unlimited time back nrnves that m„i^,L „i.-* 



Instead of being per ectly free in the cfloice l ot ■alt Jemlnt/of 

 speed so long as i be total sum does not exceed a certain limit "the 

 designer has but one course before him. He must take the greatest 

 possible length allowed at the risk of being out of the effi and 

 on this length he must hang all tbe lead and spread all the can voi 

 that be dares, the only limits being his skill or recklessness II 

 Mayflower beat Puritan through length and size, so Volunteer 

 m turn outdid Mayflower, the advance in two years from Purit-fn 

 S3 ^t'^teer being represented by 1.200ft. of sail for ar^addit oS 

 of oft. ot length. .In the schooners the new boats are cMefly re- 

 markable for their large rigs, while both Tltania and Katrina far 

 overtop any thing ever seen in the 70ft. class. Going down to the 

 ot-7, 1 if 8S JS? co ^ h » OM hold true , Chiqui ta, Xark and Baboon! 

 ot full 40tt., follow Papoose of the preceding year, and the mqxi 

 mum limit of sail and draft in lSSsf under 3,000sq. ft. for • oni ^and" 

 sPect'ivelfi^st PU8 * led UP t0 "" an d lift, ro- 



For every inch of advance in the science of designing in the last 

 18 f0UIld . a J^rd of canvas and a hu no red weight of lead 

 VV hile this expansion of size, sails and lead ~ - 



which must accrue from the influence of moderate ideas will be 

 entirely lost, and the result will be the pushing of the present ei. 

 tremes ot lead and canvas to still greater limits. 



One rather specious plea has been put forward to snpnort this 

 policy ot inaction; the fact is cited that in all classrs the larger 

 rigged and more heavily powered boats have been beaten bv the 

 less extieme craft; Grayling beats Sea Pox. Titania beats Katrina' 

 and Pappoose, of 30.5ft., makes a good showing with the newer 

 and larger forties. 



This is all very true, and at first sight would seem to be eoneJu 

 Bive but two very important points are kept carefully in the 

 background In the first place, every yacht of moderate size and 

 sails which has won has been in the charge of a man confessedly 

 at the head of his class as a racing skipper. Capt. Terrv inGrav 

 ling, Capt. Haft' in Titania, Capt. Barr in Ulara, Capt. Watson in 

 Pappoose, and Air. fowle m Saracen, rank among the best sailor 

 men in the fleet. No one who has seen Sea Fox and Gravling to- 

 gether from the first race in Ne w V ork Bay in 1888 to the. run from 



audition in which he took 

 his boat and crew in to the races, has been one of the chief features 

 of the season m Titama's class, while it is chiefly through the skill 

 and local jeno wleoge of her skipper that Pappoose has been able to 

 carry the handicap of 3ft. 6 n. lengih so well. 



. The second pom, in connection with too success of these boats 

 W co t ,i eVt - 1 ' y i° , -'> • tl,onsrft h , eav ', y . v 'Sfe'ed in the first place, has had 

 ber sail am; lead increased within the past two years to enable 

 her to keep up with the. procession. Grayling was forced to re ! 

 soil to a lead keel m place or ins.de ballast, with larger sails; 



orl ant poi at in this com 

 season, boats wi ll lar 

 ndmi 

 Nym.._ 

 Gorida. 



per ivad heavier. An equally im- 

 r ju is that the yachts of only last 

 on boats wi'h larger rigs than had ever been seen before, are 

 mif'U'ip 0Ul , 0ftj , e rac,ns; a f th£T Babntm, Xara, Ch.quitat 

 lla Bailsne e have any place with Liris, Tomahawk or 



We. in common with many yachtsmen, would be only too glad 

 to have convincing proof that the " brutes in all classes cannot 

 wm irom more moderate craft, and that, r.h* thAn^i ^iirS 

 mvol 

 migh 

 cept 

 Mint 



and the big ones have on the 



but it must be remembered that this season was hot only an ex- 

 ceptional one in the matter ol very strong winds, but also &n 

 exceptional one m regard to extreme dimensions and power at 

 least m the 40ft. class, from wnicli the most thorough lessons 

 must be drawn. Besides the general handicap under which all 

 the new boats suffered, of delay in building and time lost tn 

 working into shape compared with the older boats. Liris had her 

 ^n?, Ct nn l ' Umed . b - V f i rtLJfe , ctive Tomahawk, instead of being 

 P 'l 1 ' r , ac ed and worked up during the season, was neglected 

 $°f, .'-^ther boar and Gorilla, as an txperimental boat, showed 

 fauns which could be curea in anotiier of t he type. 



U.v.m under simh disadvantages the three showed themselves 

 teJ^M^* 0 .^?.!? ^ e _ slual A er boate. with the . single, ex. 



— can always do so 

 hole made a poor showing; 



Bri.S.tn WPC Tint .... .... 



good boat she has had the great advantage of two seasons of 

 careful trial and preparation m skillful hands, besides being well 

 sailed this year; while she has suffered nothing from the early 

 delays, poor sails and disasters wnich have attended thf» nWX- 

 boats of the year. Why Minerva wins, unless if be froVgeneral 

 harmony of proportion and excellence of model, is a hard o net 

 tion to answer; wm she does, and the remarkable point ia that she 

 is the first proof of the possibility of winning under existing con! 

 dittons with a boat not built to the utmost limit of the class 



Now that Mr. Fife has demonstrated the possibility of winning 

 on model and moderate proportions rather than on mere brute 

 torce, there will be plenty to follow him, and some perhaps suc- 

 cessfully; but it is too much to hope that Minerva alone will cure 

 all the evils that now exist. The trutn seems to be that, while it 

 is possiule to win through harmony of deaign and perfection of 

 form, it is very much easier and safer for most designers to triist 

 to beam, lead and sad, as in the past, and that a few unsuccessful 

 attempts on Minerva's proportions will nullify the good influence 

 she is .at Present •exerting, and leave the. brutes in po^ession of 



of less 



.__ ,„, no one 



and depth, with a proVonionate toil plants thf rules an^allo"^ 

 ance tables almost invariably favor the longest and largest boat 



Thus, the theory on which the whole system of classification *hv 

 wateriiue length is based amounts to nothing, as it uo^ not hold 

 m practice: nor is it po.sinle, as some believe, to correct • the 

 trouble by a rearrangement of the allowance tables giving more 

 time to the smaller yachts, as this would imply a degree of per- 

 fection m the rule and allowances never approximately reached 

 m practice. The vital fault of the whole system is that it" does 

 not allow any liberty to the designer, but compels him to take I 

 maximum length and to follow a certain typ^thus shutting the 

 door almost entirely on experiment and advancement g 



The actual advance at yacht designing in the past ten years is 

 generally overestimated on account of the great number of im- 

 proved mechanical features that have been inirodmeh in a com- 

 paratively short period. That the yacht, of to-day is far ahead of 

 ber sister at 1880 is beyond question, but a great part of the im- 

 provement is due solely to the lead keel, the cutter rig, improved 

 construction and the better blocks, wire cordage and canvas it hit 

 have been brought out to meet the demands of yachtsmen A 

 point has been reached where improvement in this direc 

 tion will be much slower than in the immediate past, and where 

 progress must be looked for m the direction of model and design 

 rather than in mere mechanical details; and the initial question is 

 whether the present system will give a proper scope for such 



This we believe that it will not do, for the reason that a fixed 

 length of class confines the designer practically to one particular 

 type, only varying with the formula used. Thus there are fouifd 

 ro-day m each class only boats of comparatively large' beam 

 great depth and very long spars. Some are centerboard and some 

 are keel crait, the beam and draft varying a little m inverse 

 ratio, hut the leading characteristics in the class are very p aitilv 

 marked as in the forties, where the beam varies from 33 to 40 

 per cent, of tbe length and the draft is about 17 per cent of length 

 in the centerboard and f rem 23 to 27 per cent, in the keels- the 

 ratio of sail being about 1.45 per cent. Under the influence of 

 competition and aided by the mechanical advance alluded to the 

 type of one year differs from that of the precedingby be ng larger 

 in all ways, as Liris, Tomahawk and Goiilla of % d'fflr from 

 Baboon, Xara and Nymph of '88, but if the present influences coT 

 tinue in power tor a couple of years more it is likely that each 

 class wiU contain a number of boats of nearly the same type 



The believer in Liris could take her proportions of length and 

 sail, 33ft and 33U4sq. ft., and with them a [beam of 'about la 5ft 

 and a draft of nearly 10ft.; but if he. should chance to be on the 

 other side, a believer in great beam, shoal draft and centerboard, 

 he would be at liberty to take the greater length due to a smaller 

 sail plan, say 40ft. and 3138sq. tt., with a beam of 10ft, and a draft 

 of 4 to 5ft. ff, again, he favored the moderate type of keel or 

 centerboard boat, there is room for a very fine 'craft on the 

 dimensions 42ft. and 2916sq. ft., With probably 12.5ft. beam and 9ft' 

 draft, for a, keel, or 14ft. beam and 6ft. draft, for a centerboard- 

 Beyond this he may go to any extreme he may deem desirable, 

 building a scow or Popotka on the one hand, or an 8 -beam cutter 

 on the other. The prize would go, as it should, to the ablest de- 

 signer, while the greedy or ignorant would suffer If for in- 

 stance, a man was tempted by the length offered, and after taking 

 45ft. should attempt to combine with it a beam of 13ft. anil a draf t 

 Of 10ft. in order to overpower bis opponents, building a boat so 

 large that the. sail allowed for the length would fail to drive it 

 he would have no one to blame hut himself. If, on the other 

 hand, he is an adept, and through perfection of form and detail 

 gan drive a little longer boat with the saii allowed him than his 

 fellows, he reaps the reward of his skill in increased accommo- 

 dation at no greater cost. 



The responsibility and the tax on the skill of the designer are 

 certainly greater than under the present system, but the more 

 troficient a man is the less he has to fear, and the greater will be 

 his reward in the event of success. Undoubtedly the boats built 

 under this system will after a few years be mainly confined to 

 perhaps a couple of leading types, but there will always be an in- 

 centive to experiment, and in the event of an over-development 

 m any special direction as in length, depth and lead in England 

 and beam, depth and sail in this country at present, there will 

 always be an opening tor improvement in some other direction 

 that will tend to correct the evil. Apart from the principles in- 

 volved, the success or failure of the system must depend lareelv 

 on its details, such as the formula and class limits These we 

 have not space to discuss now, nor the possible objections to the 

 system, most of which are probably due to an imperfect study of 

 the subject and an attempt to judge it by the present standard of 

 fixed length classes. The principal objection urged thus far ap- 

 plies not to the system itself but to the method now proposed for 

 its application, and this we will discuss next week. In the mean- 

 time we will gladly give place to any criticism of the system 

 which will tend to throw hgnt on its merits and defects. 



MINERVA AND CORRECTED LENGTH. 



TN a recent letter Mr. Geo. A. Stewart, of the Boston Globe 

 tion- rgUeS aS ws aealnst the proposed change in the elassifica- 

 u Suppose the classification by the corrected length is adopted in 

 connection with this formula, ^i^. The limit of the present 

 40ft. class would then he, say, 48ft. of racing length. A 40ft boat 

 carrying 3,lot.sq ft. of sail would just come into this class.' The 

 Minerva now carries but. 2 700ft. of sail, and rates at about 46. A 

 boat of the Minerva type 42^jtt, long, with sail increased propor- 

 tionately, would just come into the proposed 48ft. class Simi- 

 larly, a boat of the Liris type would have to be reduced to a 

 waterhne length of less thau 38ft. to bring her into the proposed 

 48ft. racing length class. We should then have a boat of the 

 Minerva type, 42^ft. long on the waterline, racing on even terms 

 without giving any time allowance, with a 40- footer of the modern 

 American type, and with a boat of the Liris type, 38ft. tone on the 

 waterhne. As the 40ft. Minerva has demonsf rated her amlitv to 



heat. T.ins unri mnrtnmta a m.i,.;„„ , , mv. ouuui iu 



ITm'*" 5^ at, ".<L "'J 1 ? 1 ? v * uel1 SQe nas an advantage of from 2 

 to ir-ott. of length for which she is not taxed at ail " 



Minerva's length is 39.96, beam 10.5, ratij of length to beam q 8 

 and ratio of sail 1.306, her corrected length ling 8 07 TS 

 arithmetic will show that if these figures be enlarged in mopor- 

 tion to make 4dtt. m place of 46 07, the length will be not 42 5ft 

 but 41.6; m other words, Minerva, in giving up her allowance o£ 2 

 i°J^ t n f U l eStl ''l m the . avera S e American 40, would beTnUtled to 

 but 1.6tt. more length instead of 2.5. That she is also taxed for 

 , YaV^^V* 6 ^ H fu r/ y Proved by the fact that she would be 

 allowed but 3,9o0ft. of sail, or nearly 200ft. less than the 40ft. boat 

 Probably the supposed Minerva of 41.6ft, would beat the others of 

 the class as badly as the present 40-footer does, hut no one would 

 be any the worse. The new boat would be a verv finesort of craft 

 8& S2S£i*!S&2K*- co W ed With the 7ft. of the old cutters of 



40 from Liris to Pappoose, tnen it follows that the Minerva type 

 will survive to the exclusion of the others, at least lor all racing 

 If this is the ease, then in the ll.uxllft. boat yachtsmen will have 

 a larger and belter craft than m the 40X10.5 Minerva, and at most 

 will not he very badly off; while it Is by no means certain thattbe 

 experiments m various lengths which would follow the adoption 

 or the proposed rule would not lead to a type more in accordance 

 with American ideas than Minerva is, and at the same time far 

 removed from th e present breed of -bru tes" and "monstersT" 



anotbefcofulnr^ 13 fMt 16 advertised **> 



