to lip helm and follow them, but Albert had to be back 
in "Boston on Saturday morning and did not wish to take 
any chances. 
The calm was followed by a strong W. by S. breeze, so 
we set the three reefed mainsail. We had Cape Cod Light 
abeam at 7:35 P. M., and made our course N. W. for the 
Peaked Hill bar whistler. We never heard it and at 9:15 
; on seeing the lights of a tow well inside of us we hauled 
on the wind. Soon after doing so we saw Race Point 
Light on our port bow. The wind had lightened some- 
: what, so Albert took the tiller while I shook out one reef 
and shifted jibs. _We beat up to Race Point rather slowly, 
despite the fair tide, standing inshore until the curve of 
the beach hid the light, and then out for twenty minutes 
or more. I put the lighted lantern out on the stern over- 
hang, thus lighting up the luff of the sail and giving 
something to steer by. I was extremely sleepy and had to 
change my position frequently to keep awake. 
Friday, July 17. It was just i :io A. M. when we 
rounded Race Point. Shortly before that, while making 
a hitch close inshore we nearly ran into a big fish weir. 
Ortiounding the point we squared away and ran down the 
beath. Wood End's red flash was in plain sight, so I 
steered to leave it close to port. We passed close aboard 
one of the two black spar buoys, but did not see the other. 
After passing Wood End at 2 :o7 A. M. we tacked ship 
and- ran for Long Point Light, but at once found that we 
were running a bit by the wind, so, not caring to get too 
close in, tacked ship again and stood along until we could 
safely carry our boom to starboard. 
Once in by Long Point we hauled on the wind and 
slowly beat up to our old anchorage, where we let go the 
mud-hook at 3:17 A. M. I was good for an immediate 
and long sleep, but as Albert said he was hungry, I 
scrambled half a dozen eggs and made some chocolate 
Wood End Light abeam at 6:02 A. M. 
while he bailed out the cuddy. On finishing our meal we 
turned in without waiting to change into dry clothes. It 
was then jiist the right kind of a morning to be starting 
for Hyannis, but I h^d to wait for a new crew. 
Albert left at 2 P. M., and I spent the afternoon gather- 
ing up the things which had been dried out during the 
afternoon (practically everything on board), and in tak- 
ing a nap. Among the boats in the harbor was the 46- 
footer, Wasp, which had tried to round the Cape the 
morning before, but after getting down to Pollock Rip 
had been forced to give it up and return — "Even as you 
and I." 
Saturday, July t8. My new crew, in the person of Capt. 
Benjamin F. Sparks, came aboard at 4:50 A. M. He is a 
retired whaling captain, and a good small boatman. He 
now makes a business of taking small boats around the 
Cape, or of assisting owners to do so. I found him in- 
valuable and a good companion to boot, so cheerfully 
recommend him to anyone needing such services. We got 
away at 5:10 with a nice wholesail W. S. W. breeze 
and a fair tide. 
We worked up the beach from . Long Point in short 
tacks close inshore — the water is deep right up to the 
beach. We had Wood End Light: abeam at 6:02 A. M., 
and easing our sheets reached away for Race Point. We 
kept very close in to the beach (close enough to see the 
bottom and at times in less than six feet of water) all 
the way around to High Head Life Saving Station. Cape 
Cod Light came abeam at 8:50. The sky was then clear 
and the W. S. W. wind moderate. 
By half past ten the wind had backed to due south and 
breezed so much that we put two reefs in the mainsail. 
We plugged away at it in long boards, going about four 
miles offshore on one hitch. We did better away from 
the land as the wind was less puffy there than close in by 
the beach where we caught some-.hot flaws that laid us 
out flat. On one of our offshore hitches we passed a 
soft, schooner simply flying under her spinnaker. 
At five minutes before two o'clock in the afternoon we 
passed the Nausett Lights and continued our monotonous 
task of turning to windward with lee rail awash and spray 
flying. It was interesting to see how much pleasure 
Sparks derived from steering a "knockaboiit boat." He 
marveled at her, delicacy of helm and her ability to lie 
within four points of the wind. 
At 4:1s we caught the fair tide which turns off Chat- 
ham an hour before it does at Pollock Rip. Fifteen 
minutes later we shook out our reefs as the wind was 
more moderate. The sky looked bad to me, but Sparks 
"allowed it did not bother him, as he did not believe in 
mackerel skies anyway." Perhaps he said so to reassure 
me. 
We passed the Chatham bar whistler at 4:45 P. M. It 
had a familiar look to me. The tide began to set us to 
windward in great shape. It certainly does run over the 
shoals with great velocity. Pollock Rip Shoals Lightship 
bore east at 5 :s8, and at 6 140 we cut well inside of Pol- 
lock Rip Lightship. It seems to me that they might have 
given the newer ship a name less similar to that of the old 
vessel. Why not the "Chatham Shoals," or the "Slue 
Lightship?" 
At first we could j ust barely lay for Shovelful Light- 
ship, but, thanks to the tide, were soon able to ease our 
sheets, and even then we passed through the rips on Stone 
Horse Shoal and a mile to windward of Shovelful. 
In the fast gathering dusk we had some trouble in lo- 
cating the buoys that mark the narrow channel between 
" cerchief and Sho¥elful Shoals, but finally picked 
them up and whisked in by Monomoy at 7:25.' We thus 
saved going way around the Handkerchief. 
Our course was now W. N. W., and as we ran along we 
congratulated ourselves upon the fact that we would soon 
be at anchor in Hyannis harbor. I lighted the binnacle 
lanrfp so as to be able to steer the compass course. It was 
not long before we raised Bishop and Clerks' Light. Soon 
after this the wind began to prick on and at once backed 
ic'S. S. E. The direction was favorable, but the amount 
was not, so we jumped around and tied in two reefs. On 
hoisting away again we found this too much — even off the 
wind---so we once more slackened away and tied in the 
third reef. This set she behaved better for a short time, 
but the wind was settling down to blow hard and it was 
not long before I decided to shift jibs. I accomplished 
this with much difficulty, as the Ayaya was jumping, roll- 
ing and diving as if mad. Coleman hooks are hard to 
handle under such conditions; when you add intense 
darkness and furious rain you may appreciate my task. 
It was easy enough to unhook them, getting the leather 
thong back through the eye was my difficulty, but I finally 
succeeded in hooking the halliards and sheets to the storm 
jib,fhoisted it and tumbled aft. 
[to be concluded.] 
Atlantic Y. C. Rating Rule. 
At a recent meeting of the Atlantic Y. C. held in New 
York, amendments to the racing rules were adopted 
which show radical changes in the method of obtaining 
rating measurement. The innovations come as the restilt 
of a series of meetings held since early fall, in which the 
New York and Atlantic Y. C. have sought to come to 
some agreement for a uniform method of rating. 
The work of the Atlantic Y. C. has been in charge of 
a committee consisting of Henry J. Gielow, chairman; 
Henry J. Robert and Charles E. Schuyler. Mr. Gielow, 
however, is responsible for the rule. The success of the 
new regulations has held his close attention for some 
time past. He has gone about the work in the same ener- 
getic and expert manner which characterized the creation 
of the rating rules adopted by the American Power Boat 
Association last year. These have since been considered 
good enough to be accepted as a standard by a number of 
leading power boat organizations abroad. 
Having in mind the great need of uniformity in rating 
rul|S; the Atlantic Y. C. amendments were made akin 
to |hbse adopted last year by the New York Y. C., the 
principal difference being the method of obtaining "L," 
or length used in the formula. 
Th^ New York Y. C. obtains it by taking the quarter 
breadth length on deck and at the load waterline and 
dividing the sum by two. The Atlantic Y. C. obtains 
"L" by-a single measurement, 10 per cent, of the greatest 
beam at the load waterline above the load waterline 
plaile. "^Both methods give substantially the same h on 
existing yachts. On new boats, however, the New York 
Y. C. rule can be evaded to a considerable extent, which 
is guarded against in that adopted by the Sea Gate or- 
ganization. It is asserted by sponsors of the latter that 
the new method of obtaining L measures more ac- 
curately the line on which the boat really sails when 
heeled to her best work. 
The intent of the rule is to foster the building of boats 
of good displacement, moderate overhangs, and liberal 
accommodations, which can take a sea without pounding 
and yet possess a good burst of speed. The complete 
formula of the Atlantic Y. C. rating rule is as follows: 
Racing measurement equals length multiplied by the 
square root of the sail area divided by 5.5 times the cube 
root of the displacement. Length (L) is obtained as 
follows : 
L is measured on a line parallel with the middle fore 
and aft vertical plane at a distance from it equal to one- 
quarter of the greatest beam at the load waterline and 
one-tenth of the beam above it. Any unfairness of form 
for the apparent purpose of shortening the length shall 
be trued up and the yacht measured between fair lines. 
Another slight difference between the New York Y. C. 
rule and that of the Atlantic Y. C." is the divisor. In the 
first mentioned, five times the cube root of the displace- 
ment is taken, while in that of the Sea Gate Club the 
divisor is made 5.5 tiines the cube root of the displace- 
ment. The latter change was recommended by "Nat" 
Herreshoff, among other well-known designers. Increase 
in the divisor in most cases brings about a lower rating 
than in the New York Y. C. rule. 
The new regulations replace the old Atlantic Y. C. 
rule, in which rating measurement was equal to one-half 
the load waterline length multiplied by the square root of 
the sail area. It is interesting to note the comparative 
ratings under the old and new Atlantic Y. C. rules. Ex- 
amples figured accurately enough to well illustrate the 
point are published herewith. 
It will be seen that craft of healthy type rate low. Ap- 
proach toward the scow is severely taxed. It should also 
be noted how greatly L, the waterline on which a boat 
sails when heeled to her best work, differs in extreme 
craft from the load waterline length which was taken in 
the old Atlantic Y. C. rule. A few ratings of existing 
boats are given below for the purpose of comparison : 
SCHOONERS. 
L.W.L. L. Old Rating. New Rating. 
Lasca ................... 89.8 77.8 93.3 90.0 
Emerald ................. 85.9 78.5 90.7 85.5 
Corona 85.5 80.0 93.1 90.0 
Iroquois 79.0 65.5 82.3 76.8 
Amorita 69.0 67.0 73.2 73.5 
Elmina 68.0 66.2 73.2 , 72 7 
Muriel 68.0 66.2 73.2 72.7 
SLOOPS. 
Weetamoe 51.0 56.2 60.0 66.5 
Neola 51.0 56.2 60.0 66.5 
Isolde ................... 59.7 55.0 60.5 52.7 
Effort 36.6 40.0 43.0 46.5 
Dorwina ................ S5.0 38.0 43.0 46.0 
Umbrina ................ 34.8 34.8 39.2 35.3 
Naiad 22.6 25.8 24.1 25.0 
Ogeemah ............... 20 0 18.7 22.0 18.0 
Spots .................... 18.0 21.5 20.9 22.1 
Wraith .................. 18.0 21.5 20.9 22.1 
Bronco 18.0 21.5 20.9 22.1 
When the New York Y. C. rule was first made public 
it called forth a storm of objection and illustrations of 
its lack of merit. All of these, however, referred to 
boats of 4ofti racing measurement or over, the smallest 
class considered by the New York Y. C. The Atlantic 
Y. C. h the first to apply the principles to smaller boats, 
of which the great bulk of the racing force of the country 
IS composed. 
The Atlantic Y. C. rules place the same limitations on 
load waterline, draft and sail area as do those of the New 
York Y. C. One-half of any excess of the load waterline 
over lis per cent, of L is added to the rating measure- 
ment. The limit of draft in feet is equal .13^ times the 
ratmg measurement at the top of the class, plus 2.66. 
Excess of draft, exclusive of centerboard, obtained by 
the latter formula, is multiplied by 5 and added to the 
ratmg measurement. The draft of any boat, exclusive of 
centerboard, cannot exceed i8ft. Any excess of the 
square root of the sail area over 135 per cent, of L is 
added to the rating measurement. 
A new classification has been made up in which exist- 
ing boats are placed as near as possible in the same classes 
in which they have heretofore sailed, and at the same 
time have them rate as near the top as a logical arrange- 
ment would permit. The classification as adopted is uni- 
form. A difference of one foot occurs between the' limits 
of the respective classes for sloops and yawls as they in- 
crease in size. A difference of three feet occurs in that 
for schooners. 
The Y. R. A. of Gravesend Bay has practically pledged 
Itself to adopt the new rule. Final action will be taken 
at a meeting to be held in the near future. The complete 
classification in the new Atlantic Y. C. rating rules 
follows : 
SCHOONERS. 
Class A— All over 90ft., racing measurement; crew, 48 
persons. 
Class B— Over 75 ft., not over 90ft., racing measure- 
ment; crew, 35 persons. 
Class C— Over 63ft., not over 75ft., racing measure- 
ment ; crew, 25 persons. 
Class D— Over 54ft., not over 63 ft., racing measure- 
ment; crew, 20 persons. 
Class E— 54ft. or less, racing measurement ; crew, 15 
persons. 
SLOOPS AND YAWLS. 
Class F— All over 90ft;, racing measurement; crew, 48 
persons. 
Class G — Over 78ft., not over 90ft., racing measure- 
ment ; crew, 35 persons. 
Class H— Over 67ft., not over 78 ft., racing measure- 
ment ; crew, 20 persons. 
Class J— Over 57ft., not over 67ft., racing measure- 
ment ; crew, 15 persons. 
Class K— Over 48ft., not over 57ft., racing measure- 
ment; crew, 12 persons. 
Class L^Over 40ft., not over 48ft., racing measure- 
ment; crew, 9 persons. 
Class M— Over 33ft., not over 40ft., racing measure- 
ment; crew, 7 persons. 
Class N— Over 27ft., not over 33 ft., racing measure- 
ment; crew, 5 persons. 
Class P— Over 22ft., not over 27ft., racing measure- 
ment ; crew, 4 persons. 
Class Q— Over i8ft., not over 22ft., racing measure- 
ment; crew, 3 persons. 
Class R— i8ft. or less, racing measurement; crew, 2 
persons. 
CATBOATS. 
Class S— Over 27ft., not over 33ft., racing measure- 
ment; crew, 5 persons. 
Class T— Over 22ft., not over 27ft., racing measure- 
ment ; crew, 4 persons. 
Class V— Over i8ft., not over 22ft., racing measure- 
ment ; crew, 3 persons. 
Class W— i8ft. or less, racing measurement; crew, 2 
persons. 
Boston Letter. 
Boston, Dec. 27.— Arrangements are being made for a 
match race between two one-design classes of i8ft. knock- 
abouts. One class will be of the keel type, designed bv 
Mr. E. A. Boardman, of Boston. The other class will be 
composed of centerboard boats designed by Capt. N. G. 
Herreshoff, of Bristol. The keel boats were designed 
especially for Marblehead yachtsmen, and the condi'ions 
of those waters have been considered. While this is 
essentially a one-design class, the boats in every way 
conform to the restrictions of the Eighteen-foot Knock- 
al-«out Association. On account of the shoaling waters of 
Buzzard's Bay the centerboard type has been selected for 
the yachtsmen of those waters. It is understood that this 
class will also conform to the same restrictions as the 
boats from the North Shore, with the exception that they 
will carry a little more sail. 
There are three of the Boardman boats already ordered 
by Vice-Commodore C. H. Foster, of the Eastern Y. €., 
Hon. Charles Francis Adams 2d, of the Boston and 
Eastern Y. C, and Mr. R. de B. Boardman, of the 
Corinthian and Manchester Y. C. The class of i8-footers 
for Buzzard's Bay was organized by Mr. R. W. Emmons 
2d, of the Beverly Y. C. Four of these boats have been 
ordered, from Herreshoff, but the names of the owners 
have not yet been announced. 
When the Eighteen-foot Knockabout Association was 
organized by ex-Commodore C. C. Clapp, of the Duxbury 
Y. C, its rules and restrictions were mainly taken from 
those governing a like class of the Beverly Y. C. The 
principal difference was that in the Buzzard's Bay class 
1,500 pounds of outside ballast were required, while the 
Knockabout Association placed no restrictions on ballast, 
but stipulated that the boats should weigh 4,000 pounds. 
Other necessary restrictions. have since been made by the 
Knockabout Association. Although this i8ft. class' was 
practically founded by the Beverly Y. C, there has been 
little or n6 activity shown by the yachtsmen of Buzzard's 
Bay in building boats for it, while, on the other hand, 
in Massachusetts Bay the class has turned out to be the 
most popular one. 
A series of races between the representative types of 
both sections will undoubtedly prove of much benefit. It 
will increase the interest that has already been shown in 
Massachusetts Bay, and it is likely to put the class on a 
practical working basis in Buzzard's Bay. The series 
proposed can hardly be classified as an inter-club one, for 
in Massachusetts Bay, particularly, the yachts will t)^ 
