274 
■ ■ ■■■ 
also give locker and drawer room for storing linen, table- 
ware, silver, etc. The space under the transoms is made 
useable by an arrangement of trays which hold things dry 
and clean above the floor, and the wash of bilge water 
when the boat is heeled. 
The galley, a most important place so far as the com- 
fort and enjoyment of a cruise is concerned, is forward, 
with ample space and headroom under the fore end of 
the house. The ice chest and dish lockers are on the 
port side; the stove, with hooks, rack, etc., for cooking 
utensils, and lockers for stores and galley supplies, on 
the starboard side. This gives the cook a chance to 
prepare food properly, and to serve it decently by simply 
opening his door and passing the dishes aft. 
Under the fore deck is ample room for man's berth 
and his dunnage, and for extra sails, anchors, warps, etc. 
If necessary, the cabin floor could be lowered somewhat 
and the height of cabin trunk increased, so that full head- 
room could be obtained in main cabin without seriously 
affecting the boat's appearance. 
The dimensions are as follows : 
Length- 
Over all . 38ft. ij^in. 
L.W.L 25ft. 0 in. 
Overhang — 
Forward 5ft. 6j^in. 
Aft . . . , 7ft. 7 in. 
Breadth — 
Extreme ioft: 6 in. 
L.W.L 9ft. 10 in. 
Draft- 
Extreme 4ft. o in. 
Board down 8ft. 0 in. 
Freeboard — 
Bow ; .. 3ft. 2 x /i.m. 
Stern 2ft. 5 in. 
Least 2ft. o in. 
Displacement I4,835lbs. 
Lead keel 6,ooolbs. 
Sail Area — 
Mainsail 685 sq. ft. 
Jib 160 sq. ft. 
Total 845 sq. ft. 
C.L.R. from fore end of L.W.L 14ft. 6 in. 
C.B. from fore end of L.W.L 12ft. 8 in. 
C.G. of lead from fore end of L.W.L 13ft. o in. 
C.E. of sails from fore end of L.W.L 14ft. 1 in. 
The Rating Rules. 
Editor Forest and Stream: 
A letter from Sextant in your issue of the 8th inst. 
deals with one or two matters referred to by me in former 
notes on yacht measurement, and as I do not appear to 
have made myself altogether understood I shall be glad 
of an opportunity to clear up a few points. My object 
in the former article was to show that the length and sail 
area rule was based on simple and fairly well understood 
principles, and in doing so I referred to the rule which 
states that other things being equal opportunities for 
speed vary in different vessels as the square roots of their 
respective lengths. This\ule, or perhaps it should be 
called an hypothesis, is inserted in the preamble to the 
table of time allowances in the Year Book of the New 
York Y. C. and of many other clubs using some form 
of the length and sail area rule. I assumed that it was 
well-known to yachtsmen and did not think it necessapy 
to explain it or account' for it. I am quite aware, as 
Thalassa pointed out, that the rule is not invariable, but 
as the exceptions are of a character which do not inter- 
fere with its use in the calculation of time allowances, 
this point need not be further considered. A matter of 
far more practical importance is that the rule only applies 
strictly when other things are equal. As I understand 
it, this means that the rule holds good between two yachts 
varying in length when all othes lineal dimensions vary 
in the same proportion. This applies to construction, 
ballasting and sail area as well as to the dimensions of 
the hull. In other words, the yachts should be built 
from the same lines, and the fact that such a case hardly 
ever occurs in practice is the reason why the simple length 
rule is not sufficient as a measurement for time allow- 
ance. This fact having been recognized many years ago 
led to the necessity to which I referred of taking into 
account other factors beside length. A very simple case 
which occurred frequently was that of two or more yachts 
of about the same length but varying considerbaly in 
sail and the power to carry it. This matter of power to 
carry sail was, of course, a direct result of the general 
dimensions, weights, construction and ballasting of the 
various boats on a given length, and as all these ob- 
viously affected the possibilities of speed production, the 
handiest way to measure them was to measjire the sail 
area, and having extracted the square root to reduce it 
to terms of the same dimension as length, to use it as a 
corrective factor in the formula. 
At the time there was no intention of offering de- 
signers a choice between length and sail area in the selec- 
tion of dimensions, because sail area had hitherto been 
free and untaxed, and for a long time after its introduc- 
tion into the formula yachts were still classified by the 
waterline length. In practice, of which the 40ft. class was. 
a good example, the designer always went to the limit 
of waterline length, taking such sail area as he thought 
fit, so that the corrected or racing length was always in 
excess of the class limits. In course of time it was 
found that designers were constantly increasing the 
power and sail on a given length, and producing unman- 
ageable boats, and it was to restrain this that the system 
of classification by corrected length was adopted on Lake 
Ontario. Working under this a designer, of course, had 
the choice of any proportions that he saw fit to use, 
provided only that the sum of length and the square root 
of the sail area divided by two did not exceed the limit 
of the class. Even this was not intended to impose 
restrictions within the proper sphere of the designer, but 
merely to prevent boats of a nominal size growing to 
unwieldy proportions. 
The idea that prevailed, at least in my mind, when 
working under this rule, was that corrected length was a 
conventional expression of racing length, and that, in 
view of all the circumstances, it was fair to use it in con- 
nection with tables of -time allowance which were based 
FOREST AND STREAM. 
[April 5, 19&2. 
