Auo. i5, 1866.] 
FORESt AND STREAM, 
1^8 
Quincy Y. C. Series. 
houoh's nkok— boston harbor. 
The Qulncy T. O. arranged a series of three iavitatlou races, which 
were sailed over the club courses ou July 29, 30 and 31. On thb 
first day there was a tresh S.W> wind, making a good race, the times 
being: 
FIRST CLASS. 
Length. Elapsed. Correct<'d. 
Emma C , P. A. Coupal 89.05 2 02 13 1 34 29 
Ida J., F. E. Beekman 89.04 2 05 24 1 37 36 
Harbinger, W. F. Bache 28.01 8 09 10 1 40 87 
Beatrice, John Oavanagh....;.. 4 25. 06 8 19 53 1 48 81 
Arbutus, J. F. Small : i ... 29 . 11 Withdrew. 
Second cIjass. 
Gleaner, F. O. Wellington i'3.00 8 10 07 1 35 44 
Privateer, A. B. Schaaf ..i..;S2.11 8 11 08 1 36 89 
Rex, J. B. Farrell... i............84,00 8 18 40 1 89 28 
Swirl, H. M. Faxon ..81.07 8 17 04 1 40 52 
Tacoma, S. N. Small 22.00 8 17 21 1 41 42 
Cleopatra, M. Maedowell ... * i . i i ..... .21,07 2 18 12 1 43 00 
Moondyne, Shaw Bros .........84.08 8 23 13 1 50 47 
F.ulalie, R. G. Hunt , , 28.03 Disabled. 
Romance, L. Sears ...... * .... , 24 . 04 Withdrew. 
THIRD OUkBS. 
Arab, W. F. Scott 18.01 8 18 50 1 37 24 
Zoe, J. McCarthy .19.06 2 23 00 1 43 50 
NanoF Hanks. P. J. Maglathlin 80.06 8 85 03 1 47 32 
Opechee, W. P. Barker 19.09 8 26 49 1 48 02 
Enigma, G. F. Mayberry 18.06 3 30 40 1 49 47 
Onaway, W. E Qeyer , 20.07 Withdrew. 
Wawanda, Beumer & Paltern 19.11 Withdrew. 
KNOOKABOIITS. 
Tautog, W. O. Gay 21.00 8 14 59 3 14 50 
La Ohica, C. V. Souther 31.00 3 16 35 8 16 35 
FOUETH CLASS 
Sunbeam, H, B. Faxon. 16.05 1 35 13 0 54 07 
Fantasy, W. AUerton. 15.09 1 28 53 0 .'^6 51 
Alpine, C. J. Blethen 17.06 1 86 86 0 56 53 
Primrose, W. B. Burrell 17.05 1 26 48 0 56 59 
Qevan, L, Gate 17.06 1 87 01 0 57 18 
Sphtax, A. Kfith 17.11 1 27 21 0 58 10 
Myrtle. L, A Haywood 16.00 1 33 S3 1 02 12 
Sparrow, J. J Moebs 16.07 Withdrew. 
Bex was protested for fouling Tacoma. 
On July 80 there was no wind to speak of, making a drift of the 
race, the times being: 
FIRST CLASS 
L.<-ngth. Elapsed. Corrected. 
Beatrice, John Oavanagh 85.06 3 05 17 3 33 45 
Emma 0., P. A. Coopal 89.05 8 01 33 8 83 49 
Ida J., F. E. Beekman 89.04 3 03 29 8 85 41 
Arbutus, J. F. Small 29.11 8 18 54 8 44 36 
SECOND CLASS 
Cleopatra, W. M. MacDowell 81.07 8 16 44 8 40 33 
Swirl. H. M. Faxon 81.07 8 19 13 3 43 01 
Eulalie, R. G. Hunt 88.03 3 19 34 2 44 14 
Rex, J. B. Farrell 84.00 . 
Gleaner, F. O. Wellington.,. .........83.00 
Moondyne, Shaw Bros .34.08 ..... , .. .. 
Tacoma, S. N. Small 28.00 ..... 
THTR.0 CLASS 
Nancy Hanks, P. W. MaglathUn 20.06 3 58 15 3 20 34 
Opechee, W. P. Barker ..........19.09 Withdrew. 
Arab, W. F. Scott .t.^..^^^...^l8M Withdrew. 
Kayoshk, F. B, Rice 80 . 1 1 Wi thdrew. 
Enigma, G. F. Mayberry 18 .05 Withdrew. 
FOURTH CLASS 
Sphinx, A. Keith 17.11 8 08 65 1 33 44 
Sunbeam, H, B. Faxon 16.05 8 17 19 1 46 13 
Fantasy, W. Allerton 15.09 8 21 26 1 49 84 
Alpine, C. J. Blethen ,17.06 2 21 08 1 51 26 
Tloa, A. Cook 15.06 2 28 32 1 56 09 
Eulalie protests Cleopatra for fouling; all of the fourth class were 
protested for rowing after the preparatory or for sculling with the 
rudder. 
The third race was sailed on July 31 in a reefing N.W. breeze, giving 
some lively work and fine sport. Boston's only 15-footer, Mr. Smairs 
Anita, went into the larger class with a crew of three and won very 
fairly. The times were: 
FIRST CLASS. 
Leneth. Elapsed, Corrected. 
Ida .T„ F. E. BeeVman 29. Ot 1 88 05 1 04 48 
Emma C, P. A. Coupal 29.05 1 39 08 1 05 51 
Beatrice, J. Cavnnagh 25.06 1 45 34 1 07 44 
8KC0KD CLASS 
Privateer, A. E. Schaaf 22.11 1 40 04 0 58 39 
Gleaner, F. O. Wellington 23.00 1 40 46 0 59 30 
Cleopatra, M. MacDowell 21.07 1 43 56 1 00 30 
Bex, J. B Farrell 24.00 1 43 45 1 03 55 
Eulalie, R. G Hunt ,82.03 1 46 87 1 04 05 
Moondyne, Shaw Bros 84.08 1 60 26 1 11 81 
Swirl, H. M. Faxon, 81 .07 Disabled. 
THIRn CLASS 
Arab. W. F. Scott ; 18.01 1 48 57 0 59 14 
Zoe, J. McCarthy ; 19.06 1 47 29 1 00 89 
Nancy Hanks, P. W. Maglathlin 80,06 1 47 39 1 02 36 
Opechee, W. P. Barker 19.09 1 57 68 1 11 86 
KNOCKABOUTS. 
Tautog, W. O. Gay 21.00 1 44 18 
La Chica, C. V. Souther 21.00 1 48 30 
Spinster, L. M. Clark 21 . OO Withdrew. 
FOORTH CLASS 
Anita, S. N. Small 15.10 1 13 08 0 41 07 
Fantasy, Wm Allerton... 15.09 1 14 31 0 42 89 
Sphinx. A. Keith .17.11 1 16 58 0 47 41 
Sunbeam, H. B, Faxon 16.05 1 19 01 0 47 55 
Beverly Y. C. 
THIRD CHAMPIONSHIP — BUZZABD'S BAY. 
Saturday, Aug. 1. 
The 886fch regatta, third cbampio iship, was sailed in a good single- 
reef bref ze. An error of the judge in changing courss signal after 
preparatory gun lost Bernice tier chaccd for ihe race; a protest was 
the result, tiut as the other boats were not at fault it could not be 
granted. 
Anonyma found her day and did wpII. Grilse did well till it breezed 
up, then proved again that she was built for ana needs four men. 
Sippican at last was measure'! after the race and provea to be llin. 
out of class. This gives third prize in July 4 race to Alison, and seo- 
oi d prize in July 11 race to Doris. 
Toe race advertised for July 35 at West Falmouth was not sailed, 
but postponed to Aug 29 
Courses: 11J4 miles for second class, 7% for third and fourth 
classes, 5}^ tor dfoh class; wind S W. 
SECOND CLASS OATS 
Length. Elapsed, Corrected. 
Anonyma, B. Y. C , F. L Dabney 24,09 8 11 48 1 58 06 
Linotie, B. Y, C , W P. Wilson 25,10 3 13 11 2 00 48 
Mist, B. Y. C, Geo. H. Lymsn ,..,85,01 8 13 52 2 00 36 
Bernine, B, Y. C, J. U, Young, Jr 25.08 Bailed wrong course. 
May King, B. Y. C, D L. Whittemore 26.00 Withdrew, 
Surprise, B, Y. C, Jas. L Gcdman 24.01 Disabled. 
THIRD CLASS CATS 
• Colymbus, B Y. 0., A. Wiosor, Jr 21,06 1 44 31 1 32 00 
,Sippican,B. Y C.,W H Davis ,22,11 1 36 86 
Cajuse, B. Y C, F W Sargent 80.01 
iMelro, B. Y, C, D. L. Whittemore 80.03 \ ', 
FOURTH CLASS CATS. 
lElaa, B. Y C.,H. &F. Burgess.... „ .19.00 1 43 33 1 88 04 
Howard, B. Y. C, H. O. Miller 18.00 1 45 48 1 39 12 
iCinch, B. Y C, H. Parker 18.01 1 46 04 1 29 37 
iDawdle, B. Y. C , R. 8. flaroy ........ .17.06 146 35 1 29 20 
Daisy, B. Y. C, Howard Stockton 19.00 Witcdrew. 
FOURTH CLASS JIB AND HAINSAILS 
Heiress, B Y. C, Geo. Q. Anion 19,00 1 36 40 1 81 81 
Grilse, B. Y. C, W, E. C. Eustis 19.00 1 40 05 1 35 86 
Ghuzz, B. Y. C, Lawrence Brooks .18.09 1 46 54 1 31 16 
SUence, B. Y. C, J. Crane, Jr 19. 00 1 50 34 1 35 15 
Sally, B. Y. C, W. S. Burgpss 19,00 Disabled. 
FIFTH CLASS CATS. 
Imp, B. Y, C, Geo. B. Dabtiey 14.05 1 81 21 1 06 37 
Vit, B Y. C, A. Winsor, Jr 14.04 1 25 55 1 10 54 
FIFTH CLASS SLOOPS 
P D Q, B, Y. C , R. W. Emmona ..,14.02 1 25 00 1 09 46 
GG, B. Y. C, H. E. Brewer 15.00 1 34 41 1 19 56 
Winners of prizes: Second class cats, Anonyma first. Mist second; 
third class cais, Colymbus first; fourth class cats, Elsa first, Howard 
second; fourth class sloops, Heirpss first. Grilse second; fifth class 
■cats. Imp first; fifth class sloops, P D Q first. 
Anonyma, Colymbus, Heiress, Elsa and Imp win second legs for 
pennants; Surprise, Meiro, Dawdle and Vif each having one leg. 
P D Q wins a leg. 
Judges, S. Q. King and Geo. P. Gardner. 
The open regatta at Marblebead on Aug. 8 was postponed to Aug. 
SO on accoimt of a calm. 
Anlerican Steam Yachts. 
The Marine Record, in commenMng on a quotation from an Eagligh 
journal relatine to the position of the Forest and Stream in opposi- 
tion to the Payne bill, says: 
We must take some exception, however, to the statement that the 
Forest and Stream Is ahead in its arguments against the Payne bill. 
These so-called arguments, so far as we have seen them, consist of 
raud-throwlng of a nasty and unconvincing character. Among the 
yachts which have been made the targets for the malice of this publi- 
cation are the Wadena and Comanche, the former built by the Cleve- 
land Ship Building Co., and the other by the Globe Iron Works Co., of 
Cleveland. * * * The remark regarding the Wadena is a palpable 
misrepresentation, as the lengthening occurred after she had been in 
commission some time. True, it was "after trial," but not immedi- 
ately after her trial trip, as the Anglomaniac sporting paper would 
have it believed. The lengthening was caused by no fault in the 
original design, but because the owner wished to reduce her draft 
without sacriflcing any of her rather unusual amount of auxiliary 
machinery. As for the Comanche, this far-fetched comparison is 
based upon the simple fact that considerable deck space was allowed 
forward, in compliance with the wishes of her owner. This does not 
spoil her looks by any means, and both the Wadena and Comanche 
are yachts of which any American might be proud. The Comanche 
was built to be in every respect an American yacht, in design as well 
as in material, and the fault found with her appearance seems baeed 
solely on the idea that nothing is good which does not follow the 
English styles, in the matter of bouses as well as of model. The con- 
tinuous success ot American sailing yachts over their British com- 
petitors, in which the credit is given very largely to the hull design, is 
a suiHeient vindication of American ability in that direction. Why 
should designers not be allowed some latitude in laying out the deck 
plan as well ? 
When Wadena was lengthened has nothing whatever to do with the 
question of her design, it is even a fact that she made a trip across 
the Atlantic and back before being rebuilt ; but many of the old salt- 
water sailors who saw her leave Tebo's with her decks nearly level 
with the water never expected to see her again. That she did get 
back proves just about as much as the recent crazv venture of row- 
ing across tne Atlantic in an open boat. The Record chooses its 
words very carefully in explaining that the object of lengthening was 
to reduce her draft, 10ft. 6in,, certainly not excessive for a seagoing 
yacht ot her length. The real reason for the alteration was that the 
yacht as designed had not sufficient displacement for her machinery 
and coal, and with enough coal aboard to carry her to a convenient 
Ooaliug station on her ocean trip she had next to no freeboard, her 
deck being perilously near the water. If this ia not bad design, we do 
not know what to call it, for the yacht was specially designed for a 
trip around the world. The faults were later remedied at an expense 
that would have paid a designer's fee many times over. 
Comanche is a very serviceable craft, far superior to many other 
American steam yachts, a good sea boat and elegantly furnished 
below, but that she is absolutely devoid of that graceful" appearance 
which is popularly supposed to characterize the more costly steam 
yachts is hardly capable ot argument, it is only necessary to look at 
her. 
The "latitude" of her deck plan is only one point of many open to 
comparison in considering her appearance. 
The Record continues: 
But even if these statements were true, it must be admittf d that the 
only means which builders have at their command for securing im- 
proved pleasure tonnage is practice, and how is this to be secured 
when owners spend their money across the water? Builders are not 
warranted in buiidiog large yachts for sale, as the people who enjoy 
Bufflcient means to possess such luxuries insist upon outlining ihe 
general arrangement of such a boat. And as for the alleged defl- 
ciences in American yachts, the root of the whole matter, it is most 
likely, lies right in this characteristic. The prospective owner who 
places an order for a yacht with an American builder insists on being 
her architect, and the gentleman who enjoys that title is reduced, in 
fact, to the standing of a mere draftsman. The owner wants things 
arranged after a certain fashion, and often his desires are such that 
compliance with them is an absolute impossibility, enpecially if he has 
had no experience to give him proper and practical ideas. After this 
is explained to him, he will insist on having his own way as nearly as 
possible, and in this way builders are in many cases forced to act 
against their better judgment. Then, if the experiment turns out 
badly, the builders receive all the discredit. If an American places a 
yacht order in England, he either gives the builders full discretion in 
the matter, or else he is so far distant that he is unable to dictate with 
any certainty. He is either too far away to inspect the yacht during 
process ot her construction, and the builders, it is probable, either do 
not consider his unique instructions as matters serious enough to pay 
an.y attention to, or else they convince him in a peremptory and ex 
cai/tedra style that hia suggestions cannot be considered for a moment; 
that they violate all established rules for English yachts and yachts- 
men, and the owner is awed into submission. It is admitted that 
American merchant vessels of the Siime grade of workmanship pre- 
sent a far better appearance and are really better than those of the 
British; and why sbould it be otherwise, under the same conditions, 
with pleasure craft? 
We were under the impression that most shipbuilders ask for trade 
under the representation that they are masters of their profession, 
fully competent to carry out ail contracts that they make; according 
to the Record, however, it is the duty of the customer to pay for the 
education and the unsuccessful experiments of the builder. This is 
closely in accord with the idea prevalent in many trades, that the 
yacht owner of all men was specially created to pay bills, and for no 
other good purpose. 
The plea of tne interference of the owner has come up repeatedly 
in this discussion, but whatever weight may attach to it, there is in it 
nothing to justify an ignorance ot design. Some of the most con- 
spicuous failures have been made in filling what was practically a 
carte blanche order, with a minimum of limitations from the owner. 
On the other hand, one of the largest of the new Watson yachts was 
practically designed in New York last fall under the eye of the owner, 
who was most rigid in his requirements. Like others who have ad- 
vanced this same point, the Record fails to explain why there is such 
a difference as it claims between aceam yachts and sailing yachts; in 
the latter, as in Yampa, Lasca, Emerald and Defender, both owner 
and designer manage to work in harmony and a perfect vessel is pro- 
duced ; if this method of procedure is possible with sailing yachts in 
this country, and with both steam and aailing'yachts in England, why 
is It not possible here in the case of steam yachts? 
The Record's remarks about mudsliuging and malice are strongly 
suggestive of our recent experience with the Marine Journal, whlcn 
started on the same tack by denouncing our statements as untrue, 
but when confronted with an opportunity to prove them so promptly 
declined the issue. As the Marine Record has assumed to speak with 
authority as to Wadena and Comancne, possibly it will give us some 
information which we have been unable thus far to obtain, and tell 
us who the designers or draftsmen were who made the plans for these 
American yachts. 
We are willing to give to this discussion the widest possible scope, 
as we believe in the end good will come of it, but we must remind our 
correspondents, however, that our space is limited, and request them 
to keep as closely as posiuble to the direct points at issue, and to avoid 
the introduction of others less relevant. The following letters have 
come to us in answer to the statements of a correspondent a short 
time since, and as a matter of justice to both sides we publish them, 
but we can give little space in tne future to such side topics. 
Editor Forest and Stream: 
1 certainly take exception to some of the statements of Mr. R, R. 
I'Homraedieu in his article "Yachts on the Pacific Coast," which 
appeared in the Forest and Stream of July 18. 
In the first place he say s I start olf by generally abusing the ship- 
builders on the Pacific Coast, and says that the fast war ships that 
have lately been built here speak well for some one's brains in de- 
signing. 
I am glad to see that Mr. PHommedieu gives some one the credit 
for the design of these war ships, but why not be consistent and also 
give Mr. Herreshofl and Mr. Burgess credit for their work? Their 
work not only speaks for itself and needs no defender, but is a monu- 
ment to their ability, which will forever be the admiration of their 
fellow craftsmen. 
The statements I made were intended as advice to those who might 
be thinking of following naval architecture aa a means of livelihood, 
and are plain facts which can be greatly enlarged upon with regard 
to the conditions to be encountered. 
One of the greatest dangers to American workmen, that of foreign 
immigration, could be easily overcome if employers would only hve 
up to the contract labor law. It is a well-known face that this law is 
evaded in every line of manufacture. The knowledge of these things 
may be the means of saving some young man from wasting a whole 
lot of time which he can put to much better advantage. 
Mr. rHommedieu says, "It an American shows that he can design a 
fast craft he may be sure ot.holding an enviable position." 
My advice to him is to asktany of the men— for the product of whose 
brains some one else invariably gets the credit— who have grown gray 
at the busines.s and who are still just plain ship draftsmen, why they 
are not holding t hese enviable positions. There are some people green 
enough to behove that conscientious efforts will bring their own reward, 
but they will soon find that we have not yet reached the miliennium. 
Perhaps he can tell what becomes of all the apprentices who disappear 
when their apprenticeship is completed. Let me tell him that the 
raaj or i'y have had their eyes opened 8ui5aciently to quit the business 
and seek a more profitable occupation. A few— poor fellows— who 
feel that they have neither time nor money to spend in learning a xipw 
profession, are obliged to work at their trade and be contented with a 
bare living, without any hope of bettering themselves. 
As for yacht designing, the man who patronizes the naval architect 
will not only get his yacht cheaper in the end, but will stand small 
chance of having a failure, provided he goes to a designer who knows 
his business. The boat builder goes to work and whittles out a model 
from which he gets his lines. The chances are ho knows nothing 
whatever about displacement or stability, and is therefore unable to 
tell how much ballast the yacht rrqulres or just how much canvas she 
can carry. _ The best he can do is to make a guess by comparison 
with a similar yacht which has been triedi In nearly all of these 
boat-builder productions a large percentage of the ballast is carried 
Inside the hull, where it does not belong, and this is one great reason 
why the yachts of the Pacific Coast are unable to carry the sail spread 
ot the Eastern yachts. 
I have also heard a prominent boat builder of San Francisco tell 
some most unique yarns about the awful effects of outside ballast. 
Now these yachts, designed on methods which are absolute, are the 
so-called modern yachts of the Paclflc Coast. I fail to see how a boat 
can be called modern which is cut in two amidships and has an over- 
hang stuijk on the bow and stern, as I see Catherine, one of the boats 
mentioned by Mr. THommedieu, was treated. 
In what respect, are these yachts any better than the yacht of 
twenty years ago? 
The successful yacht of to-day is designed without reference to any 
model whatever. Her displacement, centers of buoyancy, gravity, 
metacenter, center of lateral resistance and center ot effort, are 
found or closely approximated before a single stick is touched. There 
are certain elements— such as the center of gravity— that cannot be 
accurately located until the ship is completed, but they can all be 
closely approximated from the design beforehand, which is a great 
deal better and more likely to result in a successful boat than by the 
rule-o'-thumb methods and guesswork employed by the boat builders. 
Before ending I should like to add that there is a field for the naval 
architect where the rec impense is sufEicient to enable a man to have 
a gocd, comfortable home, but even there the position is a sadly 
underpaid one for the duties and responsibilities involved. I refer to 
the construction corps of the United States Navy. To become a naval 
constructor a boy must enter the naval school at Annapolis and grad- 
uate at the head of his class or second, the first two being given the 
choice of entering the construction corps. This will mean lots of hard 
work, but anything that is worth having is worth working for. I 
believe the age for entrance to Annapolis is fifteen to nineteen years. 
Let me add just one more statement. A man with the mental 
attainments of our naval constructors would be sure of a high salaried 
position in some other walk of life. The appended letter from the 
owner of Folly, which Mr. PHommedieu belittled, is ceif-explanatnry. 
Wm B, Collier, Jr. 
Vallejo, July 85. 
Mr. W. B. Collier, Jr., Vallejo, Cal.i 
Regarding Folly, which my urother and I built from design No, 184, 
by the late Edward Burgess, and which Mr. PHommedieu says never 
showed any evidence of speed, I can say that in the first and only race 
she ever sailed, some five years ago, on Admission Day, sho easily 
beat Mollie Woggin, built by Oapt, Turner, our foremost shipbuilder, 
for his own use in a moderate breeze, without any kites and only a 
mainsail and two headsails, Mollie Woggin is a boat of about the 
same size, and Capt. Turner expected he would have no trouble in 
disposing of us. You can get a c rroboration of this statement from 
Mr. J. W. Pew, of Truant, who sailed Folly on that day. The rest of 
the class was nowhere. 
What she would do against the present boats of the same size I can- 
not say, as she has not been in commission for some years I have 
been too iU to do any sailing, and my brother has been too busy. She 
is yet in good condition, and I hope some day to have a try against 
the latter-day craft. Folly was designed especially for this bay, to be 
a "safe, comfortable and fast boat," and not for speed alone. She 
draws rather too much water for ordinary bay use. She is certainly 
safe, as I have had her out in a white equsU and sailed her to her an- 
chorage without letting go a sheet. Yachtsmen who saw this 
performance say they now have no doubt of the safety of this type of 
boat. 
I believe that at the time we built the boat she was the first built on 
lines furnished by others than our home designers; and if I remember 
rightly Mr. Pew was the next to get an Eastern design for his catboat 
Truant, now a sloop 
As to Mr. Burgess not being familiar with our waters, that may be 
so; but I gave him our conditions after consultation with Mr. Chas. 
G. Yale, a man who is better posted on yachting hereabouts than 
any body now sailing. And as for Folly being a failure, I can only say 
that, in my opinion and in the opinions of many others more com- 
petent to judge perhaps than your critic, she is not; on the contrary, 
she fully answered my txpectations in every particular. It has been 
the fashion of those ignorant of her performance to call her "well 
named," and I find the belief still extant. Very truly yours, 
George F. Davidson, 
The New Y. R. A, Rule. 
To all appearances the new rule of the Y. R. A,, adopted late last 
season, has already proved a complete failure, the yachts built under 
it, quit« a number in all the classes from 52ft. downward, being in no 
way an improvement on the bulb-fins produced under the rating rule 
in its later years The En alish yachting journals are now discussing 
the situation; the Yachtsman h&s published several letters, too long 
for reproduction here, condemning the rule, and the Field criticises it 
as follows: 
Talkhig of rating rules, there seems to be a chorus of opinion that 
the new rating has produced an over-canvased boat in all classes, and 
tnat already the coeflicients require altering. The principal charge 
against the rule is that it admits of too much canvas, and in the small 
classes holds out an inducement to cut down draft of water, while at the 
same time it does not, encourage an increase of under-water body, or 
the increase is so trifling that it is not worth consideration. The fin 
bulb has not even been "scotched," nor in the large craft has draft of 
water by the girth measurement. Beyond this the girth measurement 
is a great deal of trouble and endless expense to owners. We think 
the ideal rating rule has yet to be found. Girth, as at present used in 
the formula, does not check draft to any appreciable extent, and 
might as well be dispensed with, and the light lax on canvas encour- 
ages enormous sail plans. If girth is to be retained with all its trouble- 
some details, it should be whole girth, and most decidedly the square 
root of the sail spread should be used at its full value and not at half 
Its value. If the coefllcients are struck out of the rule and the con- 
stant divisor altered, the formula may produce the type of yacht 
which is said to be desirable, but we very much question whether the 
formula as it at present stands will ever produce anything but a very 
much over-canvased vessel and a poor performer in strong; breezes. 
Pente is an example of what the new rule can work. She is 31.5 on 
the waterline, and as a 5-rater carried 9B38q. ft of canvas. As a 36- 
tooter under the new rule she could have l,324sq. ft., and have her 
girth increased nearly 2ft. No doubt she would be a much faster boat 
than she is at present, and most likely would win prizes against this 
year's craft if anyone pleased to make the alterations to her; still, all 
this does not disclose the benefits which we were led to expect would 
accrue from the new rating rule. 
This has brought out the following letter from cup old friend 
Thalassa, in the following issue of the Field: 
Sir: Many yachtsmen in the Bitiall classes will feel grateful to you 
for your critical paragraph, published in the Field of llth inst. By it 
we can now see that the new rule has signally failed to do that which 
it was specially designed to perform, viz , to increase under-water 
body and introduce a better type with more accommodation. 
Mr. Baden Powell's heart-breaking supplications to let the poor err- 
ing creature have another chance, because she has been handicapped 
by the sins of -her progenitors, form an excellent specimen of special 
pleading; but they acknowledge the crimes of his client, and there is 
no time in this life to await the reforms of the unfortunate. 
Most people will aeree with you that the girth measurement, being 
useless and troublesome and expensive, should be discarded; also 
that the tax on sail should be Increased by altering its coefBcient to 
unity. 
Were there changes made in the rule we should probably find it an 
improvement on the old rule, and a vast deal better than the present 
_ L -f B. H- 
Thus 
girth rule. It would become: Linear rating = 
the new 30-rater Florence would figure out 14 (25.64 -I- 7.36 -f 88.63) = 
30 81, and Norman at ]ri (29 51 + 10.93 + 33.83J = 37.13. 
Mr. L'nton Hope writes me that he has "come to the conclusion 
that the present rating rule is no use for the small classes, as it is pro- 
ducing a worse machine than ever"; and Mr. C. P. Clayton has pub- 
lished his opinion, that "the most successful craft built to suit the 
new rule are worse boats than those built to suit the old rule"; and 
he also writes of "the utter collapse of the new rule." 
When the strongest erstwhile advocate of the present rule uses such 
language, what more need be said by one who has opposed the rule 
from its inception and has predicted that iC woiild never act as Mr. R. 
E. Froude Intended? Thalassa. 
