95° 
FOREST AND STREAM, 
[Dec. is, 1906. 
THE NEW RULE AND 'THE ONE-DESIGN 
CLASSES. 
The one-design classes have had a great deal 
of popularity, both here and abroad, and still 
command a certain share of interest. Some new 
ones are being built up at the present time. The 
one-design class, during the throes through 
which the various rules of yacht measurement 
and rating have passed in the last ten years or 
so, seems to be the only link between the old 
sport of yacht racing and the present promising 
era, caused by the adoption of the Universal 
rule in this country and the International rule 
abroad. But under the present state of things 
it would seem that the doom of the one-design 
class, except for certain localities, had been 
sounded. 
In view of the realization of many of the in¬ 
dications as to the Universal rule, there appears 
to be no reason to continue with one-design 
classes, which, good as they were, and helpful in 
keeping racing interests alive, were after all 
mere makeshifts. A one-design class - is ad¬ 
mittedly somewhat cheaper in cost to the indi¬ 
vidual, but there are many cases on record 
where the money saved was promptly expended 
on new sails, extra painting and hauling which 
could not be afforded or indulged in by all 
the members participating in the racing of these 
classes; and the racing in the one-design classes 
has shown generally that the good condition 
of the boat, supplemented by, good sails and 
handling—counted for much. The prizes were 
not evenly divided and the racing of the second 
year became less interesting. 
The one-design classes will no doubt remain 
popular among small boat sailors, who are re¬ 
stricted to certain conditions of draft in certain 
localities, and a particular design has been found 
to meet all the requirements of good day racing 
and sailing. 
Yacht racing takes account of personal ability 
in the designer, skipper and crew, as well as in 
the superiority of the yacht, which is a result of 
much skill on the part of the builder. No one 
will deny that yacht racing by boats of different 
designs within the limits of a certain class is of 
greater interest and a source of better sport than 
between boats alike in every respect, whose 
chances of winning depend solely on the man at 
the stick, and his crew. Humanity enjoys ex¬ 
citement, and for either spectator or actor the 
facing of sudden and unexpected difficulties con¬ 
stitutes one of the chief charms of sport. Nothing 
equals the spectacle of a cleverly managed bit 
of sailing or a finish that shows skill, nerve and 
judgment by the man, and the wonderful capa¬ 
bilities of the ship under him. The variations 
in design of a class under such a rule as the 
Universal are more interesting than a one- 
design class, and there is more advancement 
and benefit to the art accruing from such a 
variation. From a commercial point of view the 
one-design classes benefit but one man—a de¬ 
signer. The underlying principle is wrong and 
has a tendency to stifle competition or per¬ 
sonal effort of the right kind. The possibilities 
of. the new rule are great, and in connection 
with a somewhat revised list of percentages for 
rigs, for time allowance and some restrictions 
on scantling, we shall soon come to a long- 
hoped-for state of prosperity in the field of 
yacht racing. 
be painted to make a background for the name. 
When laid down the profile of bow was al¬ 
tered as is shown by dotted lines in line plan and 
the general appearance is as shown in outboard 
profile plan. 
The cabin is well.shown by arrangement plan, 
the dimensions, etc., being given. There is full 
six feet headroom under the beams in all parts. 
A fifty gallon water tank will be carried under 
the aft end of the cockpit and is piped to sink in 
galley. 
The sail plan is designed to carry the boat to 
leeward or across the wind in case of motor ac¬ 
cident. No attempt has been made to get wind¬ 
ward work abilities from the sails unaided, as 
the writer does not believe it possible to do much 
in this direction with the conventional launch 
with propeller dragging. The mast is stepped on 
top of the deck, and is held by the rigging 
in much the same manner as a derrick mast 
is held. A backstay will be provided to assist 
shrouds when running before a strong breeze. 
The lug sail was adopted for mainsail on 
account of the fact that it allows of a compara¬ 
tively large sail on a short mast and will stow 
handily. The mainsail will be put on the yard 
with hoops with an outhaul at each end. When 
not in use the sail is to be slipped off of the 
yard and stowed below. The yard is to be lashed 
on top of the trunk, to rail. The jib will set 
on stay with snap hooks so that when sail is not 
being used it is all stowed below. 
The general finish will be plain but neat. The 
cabin, motor room and galley, also toilet, will be 
finished in cypress. 
The motor to be installed will be a Standard 
and, while the exact size has not been definitely 
determined, it will probably be one of 18 horse¬ 
power. 
Principal dimensions as follows: 
Length — 
Over all .40ft. 
Waterline .35ft. 
Beam, extreme .. 9ft. 3m. 
Draft . 3ft. qin. 
Freeboard;— 
Bow . 5ft. 5 l 4 in. 
Stern . 3ft. 
Least . 2ft. iipjin. 
Displacement .16.500 lbs. 
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A Cruising Launch. 
At this time, with the requirements for the race 
from New York to Bermuda nearly settled upon, 
it is very interesting to publish a boat that might 
be entered for this contest. Through the courtesy 
of Mr. William H. Hand, of New Bedford, we 
reproduce the drawings for a cruising boat to 
the order of Mr. Theodore A. Bavlies, of New 
Bedford. The launch is now under construction 
at Wareham, Mass., at the yard of Mr. Chas. A. 
Anderson. The requirements of the owner called 
for a boat of good cruising ability and comfort, 
and which would be good for swordfishing on 
the grounds south of No-Mans-Land and Block 
Island, which lie about forty miles off shore. 
Seaworthiness and strength then were of prime 
importance, and the design shows a husky little 
ship of good displacement, good depth associated 
with a liberal freeboard, and heavy scantling. 
The form as exemplified by the lines shows a 
good dead rise, more than is ordinarily given to 
the usual launch with fine lines that will be easy 
in a seaway, and the ends are particularly well 
adapted to produce good lifting power. The 
bilge is rather hard, and the topsides have been 
given a little tumble heme, which will take away 
any appearance of wall-sidedness. To increase 
the weather lines of the boat under sail, about 
one ton of inside ballast will be stored on the 
floors. The construction is very substantial, and 
with the form of the boat should.be very strong. 
The sides of the boat are carried above the 
normal sheer line to form the cabin trunk and 
a deck is extended across aft of trunk at' sheer 
line level to add space to the engine room and to 
give extra strength to the hull. This deck forms 
a good seat at fore end of cockpit. The sides 
above the guard rail are to be finished bright, 
except at the extreme bow where the sides will 
SAIL PLAN OF LAUNCH DESIGNED BY WM. H. HAND FOR MR. THEODORE B. BAYLIES. 
