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United States (Though the Comet owned by Mr W)

though the "Comet," owned by Mr. W. H. Langley, and the "Estelle," owned by Commodore Smith, were attracting some notice. The large schooners Dreadnaught" and "Resolute" were magnificent vessels, though not especially successful as racers. 66 On June 9th, 1875, was launched the unfortunate "Mohawk," built by Mr. Joseph Van Dusen for Mr. Garner. She was probably the largest centreboard pleasure vessel afloat, being 121 feet on water line, 30 feet 4 inches beam, and 9 feet 4 inches depth of hold. In the autumn of this year the "Mohawk" sailed several races, and did not attract attention for her speedy qualities. In this year also the famous sloop "Arrow," built and designed by David Kirby for Mr. D. C. Edgar, first made her appearance, beating the "Fannie," "Gracie," and "Vision" with ease. The "Arrow" had been laid up a long time at Cold Spring, L. I., and was so dilapidated and apparently decayed that she looked as though she would never stretch her canvas again. The "Arrow," although she joined the New York Yacht Club cruise in 1875, did very little racing until the following year, when she won all the annuals in which she started, and also the special Centennial Regatta. The schooner prizes of this famous race were awarded to the "Dreadnaught" and "Peerless" in their respective classes. This race was also celebrated for the first appearance in these waters of the catamaran ("Amaryllis").

She was designed and built by Herreshoff, then coming into prominence. She distanced the entire fleet, but was ruled out by the Committee.

Strange to say, this type of craft has never bevery popular, though undoubtedly the fastest of all sailing vessels. In this year Mr.

John Hyslop designed and launched, for his own private use, the first true wave-form boat (in this country, at all events), the trim little "Petrel." She was a keel craft, and, for her size, was very successful, being only 32 feet over all. come Towards the close of July, 1876, an accident occurred which gave the most severe blow that yachting has ever suffered in this country. The schooner "Mohawk," lying at anchor off Staten Island with all sails set, was struck by a hard squall and capsized. The owner, Mr. Garner, his wife, and several other ladies lost their lives. How much the schooner's model had to do with this accident, it is impossible to say; but it seems strange that a vessel of her size should have turned over before her spars were carried away. 1876 was also the year in which another America's Cup challenge was received and the race sailed. This time, however, the challenge came, not from England, but from Canada.

Major Charles Gifford, Vice-Commodore of the Royal Canadian Yacht Club, was the challenger, with his schooner "Countess of Dufferin," and the New York Yacht Club selected Commodore Voorhis's schooner "Madeline" to be its representative. After the usual large amount of correspondence, the first race was set for August IIth, "MADELINE." the victory to be decided by the best two out of three races. The result of the first race over the New York Yacht Club inside course was 9 m. 58 sec. in favour of the "Madeline"; the race of the following day, over an ocean course from Sandy Hook 20 miles to windward and return, was also in the "Madeline's" favour by even a greater margin, 27 m. 14 sec. This decided the contest. The "Madeline" was modelled and built by David Kirby (designer of the famous "Arrow") in 1868, and rigged as a sloop. She was afterwards altered into a schooner and lengthened, in which rig she gained her reputation for speed. a The years 1877 and 1878 were not eventful in the yachting world. The usual number of boats were, of course, constructed, and the usual races were sailed without any special interest. This year there was built the first genuine English THE TATE LIBRARY, BRIXTON, S.W cutter in this country by John F. Munn, for Robert Center, Esq. She was 40 feet on water line, I2 feet beam, 6 feet IO inches deep, and carried outside lead. This may be considered the start of what is known as the "cutter craze," and that class of vessel soon became as common in our waters as the old "skimming dish" sloop had been, and its effect has certainly been most beneficial in the modifying of the less seaworthy type.

The year 1879 was noteworthy for an ocean race by four small sloops in the month of October. The course was from Sandy Hook to Cape May Light-ship and return, all the vessels 66 "MISCHIEF." being of the centreboard type. They were the Mischief," J. B. Buck, 67 feet 5 inches over all, 67 feet L.W.L., I9 feet IO inches beam, 7 feet 9 inches depth; "Regina," W. W. W. Stewart, 50 feet 8 inches over all, 47 feet 3 inches water line, 16 feet 3 inches beam, 5 feet 6 inches depth; "Wave," Dr. J. G. Barron, 41 feet 8 inches over all, 38 feet 7 inches water line, 14 feet 8 inches beam, 4 feet 3 inches depth; "Blanche," 41 feet over all, 38 feet 6 inches water line, 14 feet 6 inches beam, 4 feet 4 inches depth. It is hardly necessary to say the "Mischief" won, but it may be of more interest to learn that all returned in safety, which is somewhat surprising.

In March, 1881, another challenge for the America's Cup was sent from Canada, and this time by a big "single sticker," the "Atlanta," from the Bay of Quinte Yacht Club. She was designed by Captain Cuthbert, the designer of the Canadian schooner which had raced the "Madeline" in 1876. The New York Yacht Club immediately sent an order to David Kirby to build an "improved" "Arrow"-that sloop herself being no longer in the Club. This boat (the "Pocahontas") was built, but proved a total failure in the trial races with the "Gracie," "Mischief," and "Hildegarde." The "Arrow" would have easily defeated any of the sloops named above. The "Atlanta" arriving late in the season, the first race did not come off until November 9th. The "Mischief," having been successful in the trials, was selected to defend the Cup. Dimensions of "Atlanta": centreboard sloop, 70 feet over all; 54 feet L.W.L.; I9 feet beam; 6 feet IO inches depth of hold; draught, 5 feet 6 inches. The result of the first race was:- "Mischief" "Atlanta" Elapsed Time. h. m. sec. 4 17 9 4 48 244 This race was over the inside course of the New York Yacht Club, and was sailed in a heavy breeze. The next day's race was from the point of Sandy Hook, 20 miles to sea and return, and was won by the "Mischief" by over thirty-eight minutes.

This same year there came to the United States from Scotland the little cutter "Madge," 46 feet I inch over all; at home she was rated as a 10-tonner. She raced with such yachts as the "Schemer" and "Wave," and the famous Boston sloop "Shadow," beating them, to the surprise of American yachtsmen, for they then considered them their best boats.

Between 1882 and 1885, in which year the next cup challenge was sent from Sir Richard Sutton, FF2 owner of the "Genesta," the following boats made their appearance: the "Fanita," 50 feet over all, 44 L.W.L., beam 17 feet, and draught 5 feet, probably the fastest centreboard sloop previous to the Burgess period. She was modelled by Philip Ellsworth for J. G. Prague, Esq. Then came the schooner "Grayling," designed by the same hand for Com. L. A. Fish, and the "Fortuna" of Boston for Com. Henry S. Hovey, of the Eastern Yacht Club, designed by Mr. A.

Cary Smith. “ 66 These gentlemen were probably the best American designers of yachts between the death of Steers and the advent of Burgess. Ellsworth was responsible for the celebrated schooners Grayling," "Montauk," and "Comet," and the scarcely less famous sloops "Fanita," "Elephant," "Crocodile," Sasqua," "Arab," and "Atlantic" (the last not much of a success), while A. Cary Smith produced among others the cup defender "Mischief," and the schooners "Prospero," "Harbinger," and "Fortuna"; his "Vindex" was also celebrated in her day. The "Montauk" had the honour of making the best time over the New York Yacht Club course; the "Grayling" won the noted race around Long Island and two of the famous Goelet Cup contests. The "Goelet Cups," so called, were prizes annually presented for a number of years by the late Ogden Goelet, Esq., and were to be sailed for at Newport during the cruise of the New York Yacht Club.

The "Fanita" won the match race around Long Island with the "Ulida," beating that cutter four hours and eleven minutes.

Great preparations were made by the New York Yacht Club to meet the "Genesta" in the America's Cup Race of 1885. Two new boats 66 "PURITAN." were built and appeared at the trial races, one, the "Priscilla," designed by A. Cary Smith for James Gordon Bennett, and the other the Puritan," designed by Edward Burgess. The "Puritan" proved herself the superior, and was selected to meet the English cutter. The first race was sailed September 14th over the inside course. Several attempts had been made before this over the ocean course, but they had been failures owing to lack of wind, except on one occasion when a foul had occurred. The result of this first (completed) race was in the "Puritan's" favour by 16 m. 47 sec. The second race was sailed on September 16th in a gale of wind, and resulted in favour of the "Puritan" by the small margin of 1 m. 38 sec. This settled the race for the America's Cup, but the English cutter won that autumn the Brenton's Reef and Cape May Challenge Cups. The schooner "Dauntless" and not the sloop "Puritan," however, was her opponent. She did have one good race outside Sandy Hook, that fall, with some of the best American yachts of the older style, and she beat the "Gracie" by over 29 m.

The "Puritan's" dimensions were: Length over all, 93 feet; L.W.L., 8I feet I inch; beam, 22 feet 7 inches; draught, 8 feet IO inches; sail area, 7,370 square feet. • The following year, 1886, Lieut. Henn brought over the "Galatea," another English cutter, to race for the much-coveted cup, and the New York Yacht Club had another boat of the famous Boston designer's to meet her. Ellsworth had also designed for a syndicate of the Atlantic Yacht Club the sloop "Atlantic," but she was defeated by the new Burgess boat "Mayflower," as were the "Puritan" and "Priscilla" in the trial races. The "Mayflower" was somewhat larger than the American champion of the year before, being 100 feet over all; L.W.L., 85 feet; beam, 23 feet; draught, 9 feet; sail area, 8,500 66 "MAYFLOWER." square feet. The "Galatea " was probably not so good a yacht as the "Genesta," and, as the Mayflower" was better than the "Puritan," the races were not very exciting. The first race was September 7th, 1886, and the "Mayflower" won over the inside course by 12 m. 2 sec. The outside race, called for September 9th, was a failure, both yachts running into a fog; but the decisive race was sailed on the eleventh of the month, and the "Mayflower" won by 29 m. 48 sec. was The following year Vice-Commodore James Bell, of the Royal Clyde Yacht Club, challenged for the same cup, and another new Burgess sloop, the "Volunteer," built for Gen. Paine, was selected to meet her. Again the size slightly increased, the "Volunteer's" dimensions being 106 feet over all, 85 feet L.W.L., 23 feet beam, IO feet draught. The "Thistle's" length over all was 108 feet 5 inches; L.W.L., 89'46; beam, 203; depth of hold, 14.3.

The first race was sailed September 27th over the inside course, and "Volunteer" won by 19 m. 23 sec. The outside race was not sailed until September 30th, when, in a good breeze, the "Volunteer" won by II m. 48 sec.

The year 1888 was principally noted for the popularity of the Burgess "40-footers," a class of yachts that sailed many races during that season and the next. The most successful of these were the "Papoose,” "Banshee," "Chispa," "Tomahawk," "Nymph," "Choctaw," and "Gossoon." There may be added also the Gardiner yacht "Lyris"; but it is doubtful if any of these equalled, as they certainly did not excel, the famous Fife cutter "Minerva." Probably the "Gossoon" came nearest to her.

There was much talk of a challenge for the cup in 1889, but nothing came of it. There was, however, some very pretty racing this year (outside of the forties) among the large sloops (70footers), three new ones of merit having appeared the "Shamrock," J. R. Maxwell, Esq.; the "Titania," C. O. Iselin, Esq.; and the "Kat- "VOLUNTEER." rina," Messrs. E. S. and H. D. Auchincloss.

These yachts were so closely matched that the honours were nearly even.

In 1891 occurred the greatest blow to the advancement of yacht designing since the death of George Steers. This was the death of the celebrated Edward Burgess. He died on July IIth, at his home in Boston, of typhoid fever.

The 46-footers, which in popularity took the place of the forties, appeared this year (1891), and Herreshoff brought out the "Gloriana," the most speedy boat of the season. She was not defeated until a year later by the "Wasp," a production of the same designer.

In 1893 came another challenge for the Cup from Lord Dunraven, owner of the "Valkyrie II." Several yachts were built to meet her-the "Jubilee," "Pilgrim," "Colonia," and "Vigilant."

The last, a Herreshoff production, was successful in the trial races, and was selected to defend the Cup. Her dimensions were: Length over all, 130 feet; water line, 85 feet; beam, 26 feet; and 14 feet draught. All the races were to be outside (best three in five). Without noticing the races that were failures for want of wind, the results were :- October 7th. First race, "Vigilant," won by 5 m. 48 sec., race sailed in moderate wind.

October 9th. Second race, "Vigilant," won by IO m. 35 sec., over a triangular course in a heavy breeze.

October 13th. Third race, "Vigilant," won by 40 sec. in half a gale.

During this year the "Navahoe," another of Herreshoff's designs, owned by Royal Phelps Carroll, Esq., had been in British waters racing, but she had not been particularly successful. though she brought home the Brenton Reef Cup, won by the "Genesta." 66 DESIGN OF A 46-FOOT YACHT SIMILAR TO "GLORIANA."

In 1895 another challenge for the America's Cup came from Lord Dunraven, owner of another Valkyrie," known as "Valkyrie III." There was but one boat constructed to meet her, the "Defender," designed by Herreshoff for syndicate of well-known yachtsmen. a The first race was sailed on September 7th, and was won by "Defender," by 8 m. 49 sec., corrected time.

In the second race a foul occurred at the start; and, although the "Valkyrie" won, the awarded by the committee was "Defender." race to In the third race "Valkyrie" crossed the line under lower sails only, and declined to go over the course. The race was necessarily awarded to "Defender."

As these races, the second and third, were decided upon technicalities, and not upon the sailing of the yachts, the reader desiring to pursue this matter further is referred to the printed report of the Cup Committee of the New York Yacht Club. “ In August, 1898, Sir Thomas J. Lipton, as the representative of the Royal Ulster Yacht Club, challenged for the America's Cup, and the contest took place the following year. Shamrock," the British challenger, was designed by Fife, whose early creations, "Clara" and "Minerva," imported in 1885 and 1889 respectively, had had a considerable influence upon American yacht design. "Shamrock" combined some of the features of the famous English cutter "Britannia" with those of "Defender," her P OUTLINE SIMILAR TO "WASP." 200 principal dimensions being as follows: Length over all, 128 ft.; L.W.L., 8769 ft.; beam, 25 ft.; draught 20 25 ft.; and sail area, 13,491 82 sq. ft.

She was commanded by Captain Archie Hogarth, assisted by Captain Robert Wringe.

For the defence of the trophy, Herreshoff was commissioned to design a new vessel to compete in trial races with "Defender," and, in "Columbia," produced one of the speediest craft that have ever sailed in the Cup contests. "Columbia's" principal dimensions were: Length over all, 131 ft.; L.W.L., 89'66 ft.; beam, 24 ft.; draught 1975 ft.; and sail area, 13,135 45 sq. ft. In the trial races the new cutter consistently beat "Defender," and was selected to defend the trophy.

The first race of the contest was sailed on October 16th in a light breeze, and "Columbia" won by IO m. 8 sec. In the second match, "Shamrock" carried away her topmast, leaving "Columbia" to finish alone. The third race also falling to the American yacht, which won by 6 m. 34 sec., the New York Yacht Club retained the trophy.

Two years later (1901) Sir Thomas Lipton again entered the arena with "Shamrock II.," a vessel designed by the late G. L. Watson. Her dimensions were approximately: Length over all, 137 ft.; beam, 24 ft.; draught, 21 ft. 3 ins.; sail area, 14,027 sq. ft.; and she was commanded by Captain Sycamore, of Brightlingsea.

Two new yachts were built to contest with "Columbia," the honour of defending the Cup. "Constitution " was designed by Herreshoff, whilst the lines of "Independence" came from the board of Crowninshield. The latter was a vessel of extreme SCOW type, and the long, flat overhangs proved of insufficient strength to 66 دو LOAD LINE "VIGILANT وو withstand the stress of pounding in a seaway. "Constitution" was possibly a faster yacht than "Columbia," but was so badly managed and sailed so inconsistently in the trials that the holders of the Cup ultimately decided to again relv upon "Columbia" for its defence.

The contest that commenced on September 28th proved the closest in the history of the Cup, and Sir Thomas Lipton came within measurable distance of regaining the trophy that had defied all efforts of capture for half a century. "Shamrock," rating rather higher than "Columbia," had to concede the latter forty-three seconds over a thirty-mile course. In the first race "Columbia " finished 37 seconds ahead of the challenger, and in the second match crossed the line 2 m. 52 sec. before her rival.

In the third and last match "Shamrock" actually led her opponent home, receiving her gun two seconds before "Columbia." The difference on corrected time, however, was 41 seconds in favour of the defender.

Defeated by so narrow a margin, Sir Thomas Lipton was encouraged to persevere, and in 1903 challenged once more with the Fife-designed "Shamrock III." The Cup was defended by "Reliance," which had, as usual, been designed by Herreshoff, and the first race was sailed on August 22nd in a fresh breeze. The challenger, somewhat handicapped by a poor mainsail, was badly beaten in this match, "Reliance" crossing the line with a lead of almost nine minutes.

In the second race "Shamrock" did better, but sustained defeat by over a minute on corrected time, whilst in the third and final match, which was sailed in a fog, she gave up. The performance of "Shamrock III." was distinctly disappointing, in view of the reports of her great speed that had preceded her across the Atlantic.

She was, in fact, a very moderate vessel, and her canvas far from perfect, whilst Barr invariably out-manœuvred Wringe at the start.

No further racing for the America's Cup has taken place, and many years are likely to elapse ere the contest is resumed, unless some alteration be made in the rules. English yachtsmen seem to have come to the conclusion that it is futile to attempt to win back the trophy under existing conditions, and have repeatedly urged the New York Yacht Club to accept a challenge under the universal measurement rule, which is now in general use in America. Sir Thomas Lipton has announced his readiness to try his luck again with a fourth "Shamrock" if the holders will consent to adopt the universal rule for future contests, but the New York Yacht Club have not as yet shown much inclination to meet him.

In 1905 the German Emperor presented a Cup for a race across the Atlantic, which attracted a large entry of notable yachts. The competitors in this historic match were as follows:- Yacht. ....

Sunbeam Ailsa Thistle Fleur de Lys..

Rig.

Aux. Schooner...

Yawl Schooner دو Valhalla......... Aux. Ship...

Apache Utowana Atlantic ... وو وو دو Length in feet.

Owner. 154.7 Lord Brassey. 890 Mr. H. S. Redmond. 1100 Mr. R. E. Tod. 86.5 Mr. L. A. Stimson. 2400 Earl of Crawford.

Barque...... 1780 Mr. E. Randolph.

Schooner Schooner وو ... ...

Hildegarde Endymion Aux. Schooner...

Hamburg Schooner 1550 Mr. A. V. Armour. 1350 Mr. Wilson Marshall. 103.4 Mr. E. R. Coleman. 1010 Mr. G. Lander. 1160 Kaiserlicher Yacht Club.

The yachts were of widely divergent type and tonnage, ranging from the great ship "Valhalla," of some 1,500 tons, down to the tiny "Fleur de Lys," of only 86 tons, and there was no time allowance. Starting on May 17th, the yachts for the most part experienced fine weather, and the winner, "Atlantic," covered the course in the record time of 12 days 4 hours, lowering the existing record for yachts sailing across the Atlantic by 40 hours. The winner was a threemasted schooner of some 500 tons measurement, and built expressly for speed. Commanded by Captain Barr, she made a splendid passage across the ocean, averaging to knots per hour for the whole voyage.

The second yacht in was the schooner "Hamburg" (ex-"Rainbow"), which arrived the following day. Then followed "Valhalla" and "Endymion." The heroine of the race was the little "Fleur de Lys," which finished sixth, after experiencing very heavy weather for several days. At one period of the voyage the helmsman was lashed to the wheel for sixty hours, the yacht being washed like a half-tide rock. One big sea tumbled over the bows and swept the whole watch aft, but, fortunately, no lives were lost.

The best day's run was 304 miles, and the voyage of 3,027 miles was accomplished in 14 days, 9 hours, and 15 minutes, a remarkable passage for a yacht of only 86 tons measurement.

American yachting sustained a severe loss in January of the present year (I9II) by the death of Captain Charles Barr, the cleverest racing skipper that the present generation of yachtsmen has seen. Although born in Scotland, Barr emigrated to the States in 1889, and at once took a prominent place in the ranks of American skippers. He was at the helm of the vessels that defended the America's Cup against the challenges of Sir Thomas Lipton, and the successful defence of the trophy, particularly against "Shamrock II.," must be attributed in no small measure to his remarkable skill. Amongst other notable yachts that he commanded were the Herreshoff schooner "Ingomar," which had most successful season in European waters in 1904; "Atlantic," in the trans-Atlantic race referred to above; and the schooner "Westward," which swept the board in Germany and the Solent in 1910. a In 1895 a series of races was sailed on the lakes between the 51-foot Canadian cutter "Canada" and the United States cutter "Vancedor" for an international cup, which was won by the "Canada."

Sailing in Small Boats. - Small boat sailing and racing started in the United States in the "skimming dish," "sand-bag" type of boats, but subsequently developed into the fin-keel. Among the boats of the first-mentioned type that won celebrity may be named the "Susie S.," "Maud," "William T. Lee," W. F. David's, "Mary Emma," "Pluck and Luck," "Cruiser," "Fairy," and the Boston cat-boat "Fancy." These ranged from 15 to 30 feet over all, and were rigged both as sloops (jib and mainsail) and as catboats at different times. This change was easily accomplished by shifting the mast of the sloop forward to a step in the extreme bow, and taking off the bowsprit. Of late years the "sand- "SMUGGLER." bagger" has become unpopular from its propensity to capsize in every ordinary squall when not properly handled.

In 1890 and 1891, 25-foot water-line keel and fin-keel sloops were built, with all outside lead, and were certainly a safer if not a more comfortable style of craft. Among the better known of these were the "Smuggler," "Needle," and "Nameless," and later the "Pixie," and they sailed in many fine races.

In 1893 and 1894 the so-called "half-raters" appeared, and formed a particularly interesting class. They were small boats of about 15-foot water-line, and of all shapes imaginable, including even the scow. In 1895 the Seawanhaka-Corinthian Yacht Club offered an international challenge cup for this class, which was won in a series of races by the "Ethelwyn" against the English boat "Spruce II."; but the following year (1896) the "Glencairn," a Canadian boat, succeeded in winning it from the "El Heire." And again, in 1897, the Seawanhaka-Corinthian boat "Momo," having challenged the Canadian, was defeated in two "PIXIE." out of three well-contested races on Lake St.

Louis, Canada, by the "Glencairn II."

In 1894 and 1895 a number of 30-foot fin-keel boats made their appearance, and formed a most interesting racing class, which had many important additions in the following seasons. Among the most prominent were the "Vacquero," "May," "Raccoon," "Carolina," and "Musme."

American Steam Yachting. It always has seemed to sailors and racing men that steam yachting was an agreeable and luxurious method of transportation and sightseeing rather than a sport. Be this as it may, the steam yacht has long been popular in the United States, and the waters are filled with every kind of steam craft, from the 20-foot launch to the ocean-going steamer. Of late years the steam launch has almost entirely disappeared from American waters, to give place to the motor launch; but for larger craft steam still holds its sway. Some of these steam yachts, in smooth water, have attained an almost incredible speed, the maximum being over 30 knots an hour. Among these flyers are the "Vamoose," "Norwood," "Now Then," "Rob Roy," "Stiletto," and the little "Half Moon."

A race between the "Vamoose" and the "Norwood" was much talked of but never took place. Several steam yacht races have occurred, but no records were broken. Of the larger ocean-going steam yachts, some are most graceful in appearance and costly in their appointments. The best known of these are the "Atlanta," "Corsair," "Utowana," "Electra," "Orienta," "Golden Rod," "Mac," "Sapphire," "Golden Fleece," "Alicia," "Conqueror," "Narada," "Valiant," "Iolanda," "Liberty," and "Sovereign." Then there are the "auxiliary" schooners, which have a limited amount of steam power to enable them to keep off a lee shore in a gale or to make headway in a calm. Of these the "Intrepid" and "Sultana" are good representatives. The Herreshoffs have been great designers of steam as well as sailing yachts, and probably rank as high in one class as in the other. In steam navigation, since more depends upon the mechanical contrivance than upon the model of the boat itself, there is less attention given to the design of the hull, and much more to that of the engine.

CHAS. PRYER, Ex.-Com. New Rochelle Yacht Club, and Corinthian Fleet of New Rochelle.

With additions by FRANCIS B. COOKE.

AMERICA'S CUP. -The America's Cup was first offered for racing in 1851 by the Royal Yacht Squadron, under the name of the "Queen's Cup." The course assigned was round the Isle of Wight, and the victory was won by the United States boat "America," a schooner. In 1857 it was given by the five owners of the winning boat to the New York Yacht Club, to be held by them against all challengers as an international trophy. In 1870 and 1871 England sent over boats which were defeated. In the first year the "Cambria" came in eighth, amongst twentythree competitors; in the second the "Livonia" sailed five races against two different boats representing the N.Y.Y.C., and lost four. Canadian boats made unsuccessful attempts to win it in 1876 and in 1881.

Since that date England has made unsuccessful attempts to bring the Cup back in 1885, 1886, 1887, 1893, 1895, 1899, 1901, and 1903. [See also YACHTING.] The laws under which the yachts run are subject to constant revision, but two conditions are permanent: the visiting yacht must be built in the country that challenges, and the race must be sailed in the water of the country holding the Cup. 1870 MAGIC (winner)......... Schooner Cambria دو RECORDS OF THE RACE.

Yacht.

Rig.

Owner.

No. of victories.

Mr. F. Osgood Mr. J. Ashbury.

I (Mr. F. Osgood 2 Mr. W. P. Douglas 2 Mr. J. Ashbury I Mr. J. Dickenson 2 ......

Major C. Gifford. 1871 COLUMBIA) (winners)} (SAPPHO Livonia 1876 MADELINE (winner) Countess of Dufferin.. 1881 MISCHIEF (winner) Atlanta ... دو وو وو .و دو Sloop Mr. J. R. Bush Capt. Cuthbert. 1885 PURITAN (winner)...... Cutter Mr. J. W. Forbes Sir Richard Sutton.

Gen. C. J. Paine Lieut. Henn.

Genesta 1886 MAYFLOWER (winner).

Galatea 1887 VOLUNTEER (winner)..

Thistle 1893 VIGILANT (winner) Valkyrie II. 1895 DEFENDER (winner)...

Valkyrie III..... 1899 COLUMBIA (winner) Shamrock 1901 COLUMBIA (winner) Shamrock II. 1903. RELIANCE (winner) Shamrock III. .. ... دو دو وو دو وو دو " دو ” .. 2 ...... 2 ...... 2 Gen. C. J. Paine 2 ......

Mr. James Bell.

Messrs. O. C. Iselin and Morgan........... 3 Earl of Dunraven.

Mr. O. C. Iselin.......

J. P. Morgan 3 Earl of Dunraven. 3 Sir Thos. Lipton.

J. P. Morgan 3 Sir Thos. Lipton.

Mr. O. C. Iselin ....... 3 وو Sir Thos. Lipton. دو وو دو دو دو * In this year the N.Y.Y.C. took the right of sending out what representative they chose on each day.

ICE YACHTING. - The opportunities of iceboating in England are so few and far between that it takes a long time to find out from our own experience the best form of boat, with the proper proportion of sail, length, beam, weight, &c., suitable for the thin ice we get on our lakes.

I made my first attempt at an ice-boat in 1877, but not until 1895 did I arrive at anything I could thoroughly recommend. February of 1895 afforded a splendid opportunity of trying experiments and making improvements, as Windermere was frozen over, and the ice lasted a fortnight without any snow, and became 9 inches thick. On ice like this, American ice-boats would do very well, but they would be too heavy for the average ice we get in England, as I believe they are more than twice the weight of mine. Weight can easily be added by ballast if the ice is strong enough to carry it, and will be found of great advantage in beating to windward. The boat I had for sixteen years weighed 6 cwt. 28 lb. complete, but I built one which weighed 9 cwt., and is quite heavy enough.

Ice-Boating on the Lakes. - The English Lakes naturally afford the most room and the best ice for sailing in this country, and as they do not all freeze at once, snow and bad ice can generally be avoided by removing the boat from one lake to another. Esthwaite Water is generally the first to bear, for it is shallow, but there are dangerous places in it and often a great deal of air in the ice. There is a shallow ridge running right across the lake diagonally, so shallow that a man can nearly wade across, and, curiously enough, the ice over this ridge is never as thick as the rest. When Esthwaite is spoilt by snow, Windermere is generally on a fair way for bearing, but only in parts. Windermere is never frozen over completely, there being always large cracks right across it which never seem to freeze, and a mile or a mile and a half is the most one can ever expect to get on a straight run. The ferry track is always kept open, and there is nearly always a large piece of open water between Belle Grange and Millerground. Even in 1895 there was a crack about 9 feet wide over which it was impossible to skate or sail in this part. Rydal Lake is very much shut in by the hills and very small, being little more than a mile long. (It is necessary to have permission from the lords of the manors of both Esthwaite and Rydal before one can sail on them, as no boats are allowed on the water.) I will not dwell long on my first attempt at building an ice-boat, as it was a very rude machine, made in a day and a night, and consisted of a simple cross of yellow pine planks with upright pieces to strengthen them, a small lugsail, and two ordinary wooden skates screwed under the ends of the cross-beam. I steered with the skates on my feet, one on the ice on either side.

The first time I tried it was on Esthwaite in a gale of wind from the south-east against which one could hardly skate. This was a grand opportunity of trying its speed over a measured mile, and a friend of mine skated ahead to take the time at the finish. I had great difficulty in shaping my course, as the boat would broach to, but at last, after several false starts, I managed to get her straight before the wind, and flew down the lake, keeping my feet as straight as I could on the ice. I had only one passenger on this occasion, an old salt who had been accustomed to nothing but full rigged ships, and he clung to the mast all the time with both his arms and all his might. I had taken the precaution to tie the end of the main sheet round my wrist so that I should not part company with the ship in any case.

All went well till about half way, when the skate on my right foot came in contact with something on the ice, and I was flung overboard in a trice. It was lucky I had taken the precaution to tie the main sheet round my wrist, as by it I hauled myself hand over hand up to the boat, and was very soon on board again, finishing the mile in exactly three minutes.

The next thing was to stop, but as the old man was far too terrified to let go the mast and lower the sail, I knew there were only two courses open, either to be dashed to pieces on the rocks, or to make as easy a capsize of it as possible.

I chose the latter; and having hailed the old man with a "Now then, look out," rounded to, and over she went.

I have a very indistinct recollection where the old man went to, though when we brought up he was still on the ice, and I should think the boat must have gone at least 70 yards on the mast head, with our runner up in the air, before it stopped, not many yards from some very ugly rocks.

I was so disgusted at the inefficiency of this boat that I at once set to work to make a new one, stronger, wider, longer, and with more sail; with bevelled steel runners and steel rudder. I improved this boat from time to time by increasing the beam from 12 to 14 feet, by putting three short runners on each side instead of one long one, by placing the mast further forward, and by adding a jib, so that it is now exactly like the drawing and a fairly good machine. In 1895 I did a measured mile in it, with five people SAIL AND SHEER PLAN. on board, in 2 minutes 15 seconds, and later with the same number on board, of a mile in 36 seconds, or 38 miles an hour.

In the hard winter of 1880, I tried a new iceboat with a triangular sail supported by three light sheer legs, instead of a mast as shown in the illustration, but, though very fast off the wind, it was not much good to windward, and I had great difficulty in preventing the sail swinging about in stays. I very soon gave up this experiment and returned to the old plan.

On March 9th, 1886, I had a splendid breeze on Esthwaite from south-east, but though the ice was strong it was full of melted snow, white and very rough. The boat nearly flew, and we had a splendid sail, but in the evening, when it was beginning to get dark, we happened to come across a rotten piece of ice about 2½ inches thick, exactly over the shallow ridge previously mentioned. The lee runner made a perfectly straight cut through the ice about 30 yards long, and quietly settled down to leeward in the water.

I was very soon up to my neck, and a lady sitting in front of me fell over to one side and afterwards told me that her foot touched the bottom. I could hardly believe this, for we were very nearly in the middle of the lake, but afterwards we found it was actually the fact. I think there were four of us on board, and we succeeded in climbing to the bows, which were up in the air, and eventually got on to strong ice and reached the shore.

We left the boat just as it was for the night, with the sail up, and the next day I went with a cartload of planks and ladders and got her out of the hole. The water was just about 3 feet deep at the stern, and the stern was resting on the bottom.

Construction of Ice-Boat. - The chief things to be considered in constructing an ice-boat are lightness, strength, and simplicity, with as little surface to meet the wind ahead as possible. I hope my drawings are sufficiently plain to show my method of arriving at this without much explanation, but the runners and rudder must be gone into at some length, as they are very important parts of the boat.

Frame. The main body of the boat is a long trough of I inch yellow pine hung under a bent Tiron beam by a-inch bolt, as shown in the plan, and the cross platform is also I inch yellow pine bolted to it.

There is a strengthening piece about 12 feet long and 1-inch thick, laid in the bottom of the trough, to prevent the mast driving the bottom out. The sides of the trough are screwed into this and the cross-platform is bolted through it, thus giving great additional strength. Over this is a triangular block of wood, as shown in the cross-section, through which the -inch bolt goes which keeps the trough from twisting over and keeps the iron beam upright at the same time.

The bent beam is iron 2 inches by 2 inches and inch thick, and the thick lines in all three plans represent the edges of the flanges.

The wood of the cross platform is cut away to allow the horizontal flange to rest on the tops three on each side are better than two, but I am sure two are better than one; however, I tried three with very good results. They cannot get into a crack unless the crack is a foot wide, and they have lateral resistance equal to one long runner touching the ice four feet, with the turning capacity of one, touching the ice only a foot and a half.

The camber and bevel of the runners should be very carefully studied, as it makes all the difference in the sailing to windward. The most effective runners to windward I have tried are cambered of an inch in a foot and a half, د Scale of Feer BODY PLAN. of the runners, and the lower flange is notched on to the runners so that the side is dead on them. The three runners on each side are bolted through blocks of elm 32 inches by 5 inches by I inches, and then there are two-inch rods 14 feet long, about 2 feet apart, which go right across the boat under the cross-platform and through all the runners and elm blocks. These are tightened with nuts that the bridge may not drive the runners outward, thus binding the whole together.

The end of one of these rods is shown in the section of the outside runner, but not in the other plans, as it would only confuse them. The blocks of elm are bolted through the horizontal flange of the iron beam, one of the bolts on each side being used for the rigging. I have always screwed the steel runners to the blocks of elm with common screws, but think bolting them together right through would be better.

The mast is held in an ordinary tripod, and the shrouds and forestay, which are-inch iron rods, are tightened up with nuts, but perhaps right- and left-handed screw lanyards would be better. Wire rope would not do so well for an ice boat, for it would stretch under the great strain.

The stern is carried by two beams resting on four glass bull's eyes, 8 inches in diameter and 1 inches thick, clipped to blocks of wood with felt in between the wood and glass to prevent any sudden shock breaking the glass. I think I have broken only one in the many years I have had them. They are flat underneath, like curling stones, and run beautifully on ice, and, glass being a bad conductor of heat, they do not stick much after stopping; the steel runners have to be prised out of the ice in the morning unless a piece of wood has been put underneath them for the night.

Runners. The steel runners, six in number, are parallel to each other and side by side, as shown in the plan. I am not at all sure that which is practically their touching length when sailing, and the ends are rounded up in a fair curve from this. The bevel, which is of course outwards, is about 45 degrees; the outer edge is slightly bevelled back in a round form, as shown in the plan. I have tried runners perfectly sharp like chisels, but they simply chip the ice right away and let the boat drift to leeward.

The round form makes for itself a hollow bed in the ice, which does not chip so easily, and prevents leeway. This rounded edge goes the whole length of the runner, so that the sharp edge is perfectly straight fore and aft. It is very Beam e Rudder Runners Scale of Inches BEAM, RUDDER. &C. necessary that the runners should oscillate fore and aft, so as to accommodate themselves to rough ice; but with the iron beam resting in the middle on the flattest part of the runners, the oscillation will be found quite sufficient. I should like to have made the three runners on each side oscillate independently of each other, but it would add more weight and complicate the construction.

Rudder. The rudder is somewhat in the form of a wood chopper with the handle turned up, and goes through a fan-shaped hole in the bottom of the trough. It is held at the fore end by a bolt in a close-fitting hinge, turning in two plates as shown in the plan, so that it is in a universal joint, and the rudder can be moved from side to side or up and down at pleasure. Going free, its own weight is generally sufficient to steer the boat; but, when beating to windward, it is often necessary to put one's entire weight on it; not to turn the boat, but to hinder it from turning too quickly and to keep it steady. The blade of the rudder is about inch thick and sharpens in the form of a V. It is necessary to SCALE OF FEET 1 2 RUDDER (BACK) க 3 have a horizontal plate on each side of it that the cut ice may not fill the end of the trough, and cover one's clothes.

There is a hook under the board just over the tiller in which to set it when not wanted, which is handy when it is necessary to push the boat round quickly.

Sails. The sails I tried in 1897 had a total area of 307 27 square feet, 24171 in the mainsail, 105 56 in the jib. The combined centre of effort was just about 2 feet abaft the centre of the runner.

The sails should be of fairly strong stuff, and I prefer a loose-footed mainsail to a laced one, as, in the latter, it is so difficult to reef without tearing out the reef points. With a laced mainsail I once tore three sets of reef points clean out one after the other, and had to go home for a fresh sail.

In the winter of 1895 I tried a jib with sheets, but a sound alteration is a staysail with hanks on an iron forestry, and a toggle running on a fixed iron horse. It is necessary to shift the top block strip forward on the boom with each reef taken in, so as not to break the boom.

D RUDDER (SIDE).

The idea of an ice-boat sailing faster than the wind has often been ridiculed, but I will try to prove in a very simple way that it is possible to sail three times faster than the wind. Take a metal plate with two grooves in it, running at right angles to each other, get two dies fitting these grooves, one in each, both bevelled to 45 degrees, and press one bevelled edge against the other. It will be found that they will both travel at exactly the same speed; but, if you bevel one at 15 degrees and the other at 75 degrees, it will be found that the one bevelled at 75 will have to travel three times faster than the one bevelled at 15, with the same process.

If the sail be let out to 45 degrees, it is impossible, under any circumstances, to go any faster than the wind; but if the sail be pulled in to 75 degrees the effect will be just the same as with the dies, and the boat will go three times faster than the wind. This, of course, is owing to the resistance not increasing in proportion to the wind pressure, as in an ordinary boat, and this is why iceboats always sail best with their sheets close hauled.

Handling the Sails. - The best point for sailing on ice is with the wind dead abeam and the sheet well in, not quite as close as on a wind, but very nearly. Although the wind is abeam, the burgee will fly at about 45 degrees, and, as there is no ripple on the ice to show any change of wind, it takes a remarkably clever man both at the mainsheet and at the tiller to make the best of it.

There is a certain point, combined with a certain angle of sail, at which the boat simply flies, but it is difficult to find and maintain, and I think the best plan is to keep the sheet well in and find it by slightly altering the course.

Sailing to windward, a good boat with good sails will easily go within four points of the wind, but I do not think any advantage will be gained by trying to go closer. In going about, the chief difficulty is to prevent the boat doing it too quickly, and the less tiller given the better. In a good wind, two seconds will see the boat full on the other tack and off. In beating to windward, it is necessary for everyone to keep as flat as possible, and a man standing on the weather runner, though often necessary, is a great detriment to speed.

No matter how strong the wind, the sail is always hanging straight up and down, and the main sheet trails on the ice; in fact, it is difficult to keep it from getting foul of the rudder.

There is apparently not a breath of air, and a pipe can be lit with the greatest ease. Running before the wind is quite the slowest point in ice sailing, which will be thoroughly appreciated when you begin to luff and pull in the main sheet.

When going at a high speed it is necessary to be very careful, in any case never going anywhere where there is not at least a hundred yards room to turn in, and always keeping a perfectly steady hand on the tiller. Several times I have tried to turn too quickly, with the result that the boat has spun round two or three times without stopping, and the passengers have been flung in all directions. She sometimes goes round in a very ugly way, too, taking side jumps, and at each jump chiselling hollow basins out of the ice. When this manœuvre takes place the rudder becomes quite useless, simply filling the air with cut ice. It is very difficult to hang on, and at the same time to put all one's weight on the tiller; but I have a place just in front of me which I can catch hold of in a moment, and I never left the ship once last winter except of my own free will. I am afraid this was not the case with some of the passengers, but no one was seriously hurt.

The noise when sailing at a high speed is very is impossible to make anyone hear on board great, and can be heard miles away; in fact, it without shouting, and I am afraid some of my known to those not intended to hear them. words of command and opinions have been made It is not very difficult to make an ice-boat go fast in a strong wind, but it is very difficult to make it move at all in a very light wind, as there is always a certain amount of sticking, especially in the steel runners. However, I can keep my present boat in motion, when once started with an ordinary piece of cotton thread, when there is no wind.

The grooves left in the ice are very slight, and do not interfere with skaters in the least.

Sailing to windward, when they are deepest, they are not much more than 6 inch deep and inch wide. It is very easy to calculate from these grooves exactly how close the boat can go to the wind, by measuring the angle formed in going about.

An ice-boat is stopped in exactly the same way as an ordinary boat, by rounding up head to wind. After it is stopped, the sheets should be considerably eased off, especially the jib, as a change of wind might start it again; and, if it did, there is no knowing when it would stop or what mischief it might do.

There is very little tendency to go astern, but to prevent the possibility of this I have two little spikes, like marline-spikes on hinges, as shown in the drawing, one on each side, just aft of the runners. These either trail on the ice when going ahead, or can be turned up. It is safer to let them trail, as they do no harm, and immediately dig in the ice when she wishes to go astern. HERBERT CROSSLEY.

ICE-YACHTING IN AMERICA. - This fascinating and exhilarating winter sport has at the present time reached a very high degree of perfection, and for pleasure sailing and racing is, one may say, practically confined to the frozen rivers and lakes of the United States and to some localities in Canada where the conditions favour it, as at Toronto and Kingston. It began to take definite shape some fifty years ago on the Hudson, where in 1861 the first regular club was organised and christened the Poughkeepsie Ice Yacht Club, to be followed, as the sport developed, by the formation of similar clubs from Sandy Hook on the Atlantic to the lakes in Minnesota, half-way across the continent.

Good ice-boating requires certain climatic conditions that are rarely combined over a large area of country. During the winter months in a very cold climate there is of course plenty of ice, but as it is usually covered with snow, more or less deep, that stays all winter, ice-boating is then out of the question. The best climate, therefore, seems to be one where there is during the winter months cold enough to make six or eight inches of clear ice to start with; and then, after snow has covered this, frequent thaws or rains soak up and melt the snow, followed by a quick frost.

That portion of the Hudson River Valley from Newburg to Hyde Park seems to fill best the conditions outlined above for the necessary development of the sport. Here, too, will be found the leading clubs and the fastest yachts.

The ground work in the construction of an ice-yacht is rather simple, and consists of two pieces, one called the centre timber running fore and aft, on which is stepped the mast, the forward part constituting the bowsprit and the after part carrying the box and the rudder-post. The dimensions vary from about 28 feet to 50 feet in length, and from 4 to 6 inches in thickness, and from 8 to 15 inches in greatest depth. The other piece is called the runner-plank, a broad stout plank with some crown to it, from 12 to 17 inches wide. and from 3 to 7 inches thick in the middle, and from 14 to 28 feet long, tapered in thickness towards the ends to which the runners are attached, working in chocks.. The centre timber rests on the runner-plank to which it is secured by a gammon iron. Stays leading from the ends are secured and set up to turnbuckles on the runner-plank. The mast is secured by shrouds leading on each side to the runner plank and by a fore-stay leading to the outer end of the centre timber. The early yachts of the Hudson River fleet were constructed a good deal on the lumber-box order. They were heavy, hard riding and hard-headed too, jib and mainsail rig, with the mast in line with the runner-plank and not some distance forward, as prevails at present. They carried short gaffs, long booms, moderate hoist of mainsail and big unwieldy jibs with jib-booms. This stepping the mast over the runner-plank gave the boats a bad balance. That is, it brought the centre of effort, as well as the weight, too far aft; consequently the tendency in beating to windward was to luff, and this had to be avoided by keeping the boat's head off, and the weight of the mast being too far aft also brought additional pressure on the rudder. All this unnecessary friction caused a proportionate loss in speed, especially to windward. This type of yacht reached its greatest development in the "Icicle," the largest ice-yacht ever constructed. She was built in 1869, and was improved and enlarged until she measured 68 feet II inches long, with sail-driving area of 1,070 square feet. She was unquestionably the fastest in 1879 of any of the yachts on the river. It was not long, however, before an improved type of rig and construction made its appearance, and this was accomplished by stepping the mast about 3 feet further forward or ahead of the runnerplank. This necessitated shortening the jib, making it more of a balance sail than before.

Main booms, too, were cut off and gaffs lengthened, bringing the sail more inboard, and thus placing the centre of effort in a much more proper relation to the centre of resistance. Side rails and cockpits gave way to wire guys with adjustable turn-buckles, and small elliptical boxes for the helmsmen.

The essential elements that all these yachts possess in common are: lightness, combining great strength of construction; a runner-plank that has considerable elasticity or spring to it, the effect of which is not only to make the boat more comfortable to the user, but I think also, in connection with the long runners, hung well back and rockered towards their forward ends, a great factor in attaining speed, as the impacts or blows resulting from inequalities of the ice are distributed easily and more slowly to the swiftly moving mass of the boat taken as a whole.

To explain: Take one of the large yachts; her weight would be at least 3,000 lb., including everything. Move this body, say, at the rate of 40 miles an hour, or 58% feet per second; a hard, frozen hummock of snow or ice is encountered; now if the plank is rigidly trussed and the runners straight or without rocker, the blow must be a severe one, and the shock to the other parts of the yacht much more severe, entailing heavier construction in all its parts, hence increased friction and a loss in speed. Whilst, on the other hand, with a properly proportioned flexible runner-plank, and an easy, gradual rocker to the runners, the yacht so equipped will glide up the obstruction, and shooting ahead clear of the ice, drop down with very little perceptible jar, though the runner-plank may have been deflected, as I have often witnessed, 6 or 7 inches vertically from its normal arched position..

The angle or bevel of the runners is somewhat a matter of fancy, many of the fastest yachts having two sets of runners, the one with a sharp or acute V-shaped cutting edge for very hard ice, and the other pair of a more obtuse angle, just a trifle over 90°. The material used for runners is generally a hard cast-iron V-shaped shoe bolted to an upper part of well-seasoned oak. These are attached by a pin through a metal bushing in the runners to the chocks, which are in turn bolted securely and braced by knees to the runnerplank. The material used for these planks and also for the body of the yacht is either basswood or or butternut. Ash is used for runner-planks when they are required to be very large or support considerable weight. The greatest care and attention are bestowed upon the sails, their quality, and the way they fit. Yachts of a few years ago spread very heavy canvas in comparison with the size of the sail. This has, I think, been found an error, and much lighter sails are now used. No doubt further improvement in this direction is desirable.

In the selection of material for a first-class yacht, great pains are taken to get only the very best growth of timber, which is usually picked out on the stump and taken to the nearest mill to be properly sawn out. The finest crucible-steel wire should be used for shrouds, stays, and fore and aft side guys. Turn-buckles should be handforged. As windage plays an important part in the speed of ice-yachts, care is taken to reduce it as much as possible, and to that end masts and spars are as short and light as is consistent with properly setting the sails and the requirements of safety. All woodwork has the highest cabinet finish. The cost of a yacht such as I have described, and about 48 feet long, complete in every respect, would be about $900.

Before closing it may be well to consider the wonderful speed attained by these interesting productions for winter sport and amusement. Absolutely reliable data beyond the championship races are few and far between, for it is seldom a course over which other races take place is accurately measured. The distances for the pennant contests are known by marks on the shore which have been placed there permanently by surveys, and in placing the buoys or turningmarks on the ice the greatest pains are taken to have them accurately established. In order to examine this matter of speed, I have made a table of the races for the Challenge Pennant, showing all the particulars, especially the distances between the marks, and therefore the lengths of the courses sailed, and I believe these distances to be substantially as stated. The course on February 5, 1892, was surveyed, and also measured by a registering wheel. I have also plotted on paper the approximate distances an ice-yacht would actually sail in covering the various courses. These results are tabulated on the sailing card. In working this out the river was laid off as half a mile wide, which is about the average width where the races take place, and as most of these were sailed with a wind blowing or drawing nearly straight up or down the course, which also is always up and down the river, the calculated distances sailed should not deviate to any great extent from the real distances. At any rate the plan adopted has seemed to the writer the best way of arriving at anything like the truth.

The fastest time made in any of the races for the pennant was that of "Jack Frost," February 9, 1893. The 20-mile course was sailed in 49 m. 30 s., or at the rate of a mile in 2 m. 28 s. for that distance, but the calculated distance the yacht sailed was 31 38 miles, and this means a mile in I m. 34 S. The slowest rate occurred February 18, 1885, when it took "Northern Light" I h. 8 m. 42 S. to sail the 20-mile course. This, it will be seen, is at the rate of a mile in 3 m. 26 s., but in reality 2 m. II s., as the calculated distance sailed was 31 36 miles.

The average rate of speed for these races is I m. 55 s. per calculated mile; and, as I believe a yacht in actual practice will sail over rather than under the calculated distances, it is safe to assume that the speed of an ice-yacht with a strong, steady breeze, over a true course to windward and return, is faster than this rate of a mile in I m. 55 s. The narrowness of the river forces the boat to tack or alter its course frequently when sailing either to windward or off the wind, which not only increases the time, but also the distance over a given course. One point must always be borne in mind, and that is, that an ice-yacht invariably sails close-hauled, that is, with her sails trimmed flat in, whether in beating to windward or driving off before the wind. This is easy to comprehend when going to windward, for here a boat on ice sails the same as one in the water, but off the wind or sailing free it is another matter. It can be readily understood that in this case if sheets were started and sails were allowed to go off, so as to be at or nearly at a right angle to the wind, the yacht would not advance to leeward quite as fast as the wind, as some force must be expended in overcoming friction; hence it is that in sailing before the wind the sails are trimmed close aboard, so that in the course of the yacht to reach a given point to leeward the fastest angle would he 150° or 133 points from the wind, when the advance to leeward would be one and a half times that of the wind itself.

A. ROGERS.

Sailing Rules of the International Yacht Racing Unior (including the special provisions required by the Yacht Racing Association).

PART I.- MANAGEMENT. 1.-General Authority of Sailing Committee.

All Races, and Yachts sailing therein, shall be under the direction of the Flag Officers, Sailing Committee, cr Officers of the day of the Club or Regatta Committee, under whose auspices the Races are being sailed, hereinafter referred to, together or separately, as the Sailing Committee. All matters shall be subject to their approval and control; and all doubts, questions, and disputes which may arise shall be subject to their decision. Their decisions shall be based upon these Rules so far as they will apply, but as no rules can be devised capable of meeting every incident and accident of sailing, the Sailing Committee should keep in view the ordinary customs of the sea, and discourage all attempts to win a Race by other means than fair sailing and superior speed and skill. 2.-Ownership of Yachts.

Every Yacht entered for a Race must be the bonâ fide property of a club or body recognised by a National Authority or of the person or persons in whose name or names she is entered, who must be a member or members of a Yacht or Sailing Club recognised by a National Authority.

A list of Yacht and Sailing Clubs recognised by the Y.R.A. will be found in the Appendix. 3. Every Yacht to have a Certificate.

A valid Certificate of rating under the International Rule of Yacht measurement and rating, hereinafter called the International Formula, shall be held by every Yacht starting in an International Class Race, except as provided by the National Authority.

The Y.R.A. requires that :- (1) In case the Yacht does not hold a valid certificate of rating as above specified (see also Measurement Rule XXIV.), the owner or his representative shall sign and lodge with the Sailing Committee before the start, a statement in the following form, Yacht Club. viz.:- To the Secretary, UNDERTAKING TO PRODUCE CERTIFICATE.

The Yacht competes in the Race of the on the condition that a valid certificate is to be produced within a fortnight, and dated not more than one week after the Race, that she is not to be altered between the Race and the date of certificate, and that she competes in the Race on the Rating of that certificate. Signed Date (2) In case the exact rating has not been ascertained at the time of Entry, or in case from any reason the rating has been incorrectly stated in the Form of Entry, if the fact is notified to the Sailing Committee in writing before the entries close, the Sailing Committee shall regard only the Yacht's correct rating at the time of starting; but otherwise the Yacht cannot sail at a lower rating than that entered. 4.-Time Allowance. (1) The time allowance in "A" class shall be provided in the International Rule. as (2) There shall be no time allowance between new Yachts of the same class in the International classes of 23 metres and under. (3) The time allowance between amalgamated International Classes (which must start at the same time) shall be in accordance with the International Scale of Time Allowance. (4) The time allowance between all the old Yachts of each old class and the corresponding new International class, shall be the same, and according to a scale approved by the National Authority. (5) In all Races in which there is time allowance the time to be allowed on arrival shall be in proportion to the length of the course as notified on the programme or instructions. 5.-Entries.

Entries shall be made as required by the Sailing Committee in the Notice or 1 Advertisement of the Race. Entries must be made in the following form. Notice of intention to enter may be given by telegram, and it shall be deemed sufficient if the same has been despatched before noon on the day on which the entries close, but such entries by telegram must be confirmed in the proper form in course of post : - FORM OF ENTRY.

TO BE SIGNED BY THE OWNER OR HIS REPRESENTATIVE.

Yacht Club.

To the Secretary.....

Please enter the Yacht... for the..... .Race... owner. on the Her distinguishing flag is...... her rig is....

Signed this... and her rating is ....day of. ; 2 And I agree to be bound by the International Racing Rules and those of the National Authority under which this race is sailed.

Owner's name, address and Club.

Signature.

Entrance fee enclosed. 6.-Refusal of Entry.

Subject to the regulations of the National Authority, a Sailing Committee may refuse any entry.

The Y.R.A. leaves a Sailing Committee absolute discretion in the refusal of entries. 7.-Owner to enter one Yacht only.

Two or more Yachts owned, wholly or in part, by the same person or body, shall not be entered in the same Race, without the previous consent of the Sailing Committee. A Yacht may not be entered for two races to be sailed at the same time under the same Sailing Committee in order to exercise an option between them. a 8.-Postponement of Races.

The Sailing Committee shall have power to postpone or cancel any Race, should unfavourable weather render such course desirable. Letter N of the INTER- NATIONAL CODE hoisted over the Class or Race Signal, shall be the signal that such race has been postponed. No new entry shall be received under any circumstances whatever for a postponed Race. 9.-Number of Prizes.

Each National Authority may prescribe the minimum number of prizes in relation to the number of entries in each race.

The Y.R.A. makes no provision as to the number of prizes. 10. Sailing Over.

A Yacht duly entered for a Race shall be entitled to sail over the course (subject, however, to Rule 8); but 1 It is important that the Advertisement should contain the following particulars :- 1. That the races will be sailed under International Rules. 2. Any conditions which may vary or add to those rules (see in particular Rules 5 and 10). 3. Time and place for receiving Programmes and Sailing Instructions. 2 Yachts of the international classes should state also their index letter and number. 3 When the exact rating has not been ascertained, see Rule 3. the value of the prize may be reduced, as notified in the Advertisement of the race. 11. Re-sailed Races.

A Yacht which has, in the opinion of the Sailing Committee, committed a breach of the Rules in the original Race, shall not be allowed to compete in a re-sailed Race. A Yacht which, though duly entered, did not start in the original race may, at the discretion of the Sailing Committee, be allowed to compete in a re-sailed race. 12.-Shortening Course.

The Sailing Committee may shorten the course during a Race, and the Class or Race Signal hoisted under letter S of the International Code, or in case of fog or darkness two guns fired, shall be the signal that the Race is to finish with the round about to be completed, or in such other manner as the Sailing Committee by the Sailing Instructions may appoint; and the time allowance shall be reduced in proportion. 13.-Removal of Mark.

Should any mark be removed from its proper position, either by accident or design, the Sailing Committee shall, if possible, replace it. If the Committee are unable to replace the mark in time for the Yachts to round it, the Race shall be re-sailed, or not, at their discretion. 14. Declaration of Observance of Rules.

The Sailing Committee shall award the prizes, subject to these Rules, but before they do so, the owner, or his representative, shall sign a declaration, as follows, that the Yacht has strictly conformed to all the sailing regulations:- FORM OF DECLARATION.

To the Secretary..

I hereby declare that I am a Member of the on board and in charge of the Yacht while sailing in the........ day of...

Yacht Club. a Yacht Club, and that I was Race on the... and that all the Rules and Regulations were obeyed during that Race.

Date... (Signed) Such declaration must be lodged with the Sailing Committee within forty-eight hours of the arrival of the winning Yacht, but the Sailing Committee may extend this time if it considers it desirable to do so, but such extension shall not exceed a period of thirty days. 15. If a Yacht be Disqualified.

If any Yacht be disqualified, the next in order shall be awarded the prize. 16. Sailing Instructions and Programme.

Every Yacht entered for a Race shall, as soon as possible after the entry, be supplied with a programme, and written or printed Sailing Instructions which shall contain the following particulars:- 1. Time of start. 2. Starting line. 3. Starting signals. 4. Recall number. 5. Course to be sailed, naming all marks to be rounded. 6. Finishing line. 7. Length of course. 8. Special instructions for shortening the course (if any). 9. The names and ratings of the Yachts entered. 10. Address at which the Declaration or a written protest is to be lodged.

Verbal instructions are not to be taken into consideration. It is desirable that the Programme shall state the time and place for awarding the prizes.

PART II.-SAILING. 17.-Distinguishing Flag or Number. or Every Yacht must carry a distinguishing flag, Number, or both, in the manner prescribed by the National Authority under which she is racing.

The Y.R.A. requires every Yacht to carry at her main topmast head a rectangular distinguishing flag of suitable size, which must not be hauled down unless she gives up the race. If the topmast be lowered on deck or carried away the flag must be re-hoisted in a conspicuous place as soon as possible. The Y.R.A. also requires yachts of the international classes to carry on each side of the peak of the mainsail an index letter and number in accordance with the schedule for the time being in force. 18.-Boats.

Every Yacht exceeding 12 metres International Rating, or 14 metres (45 ft.) L.W.L., shall carry a serviceable boat on deck, of not less than the dimensions named in the annexed table, ready for immediate use, with oars lashed therein :- International Class. 15 Metres. (49°2 ft.) '19 Metres (62.3 ft.) 23 Metres (75'4 ft.) and A. displayed as soon as possible, and a suitable sound signal also given to call the attention of the competitors to the fact that a recall number is being displayed. The Yacht recalled must return and re-cross the line to the satisfaction of the Committee, and the number must be kept displayed until she has done so. The numbers should be in white on a black ground, and the figures not less than 75 centimetres (2 ft. 6 in.) in height. Water-line length for all other Yachts not in the International Classes.

Over 14 Metres (45 ft.) Over 17 Metres (55 ft.) Length 30 Metres (ro ft.) Beam. 1'30 Metres. (4 ft. 3 ins.) Depth at beam from inside of planking to top of gunwale. 0.48 Metres. (19 ins.) 0'50 Metres (20 ins.) 3'35 Metres (11 ft.) 1'35 Metres (4 ft. 5 ins.) Over 20 Metres (70 ft.) 3.70 Metres (12 ft.) 1'40 Metres (4 fr. 7 ins.) 0'50 Metres (20 ins.) 19. Ballast and Equipment.

During a race the platforms shall be kept down, bulkheads standing, and ladders or stairways in place, and all other fittings specified in the Table of Cabin Fittings retained on board except cots, skylights, and unfixed cooking apparatuses; no water may be started from or taken into the tanks, and the anchors and chains specified in the "Rules for the Building and Classification of Yachts" must be on board; all ballast must be properly stowed under the platforms or in lockers, and no ballast or other dead weights may be used as shifting ballast, or for altering the trim of a Yacht. No ballast shall be shipped, unshipped, or shifted, after 9 p.m. of the day previous to that on which the race is sailed. 20.-Lifebuoys.

Every Yacht shall carry at least one lifebuoy on deck or in the cockpit ready for use. 21.-Lights.

All Yachts sailing in a race at night shall observe the International Maritime Rules or the National Rules as to the carrying of lights. 22.-Manual Power only to be Used.

Manual power only may be used for hoisting and working sails, or for working a centreboard or plate. 23.-Member on Board.

Every Yacht sailing in a Race shall have on board a Member of a recognised Club, to be in charge of the Yacht as owner or owner's representative. 24.-Persons Joining or Leaving during a Race.

A National Authority shall have power to make regulations prohibiting persons from joining or leaving a Yacht during a race.

The Y.R.A. imposes no restrictions upon persons joining or leaving a Yacht during a race. 25.-Owner Steering.

If an owner steers any other Yacht than his own in a race wherein his own Yacht competes, without the previous consent of the Sailing Committee, both Yachts shall be disqualified. 26.-Starting Signals.

The National Authority may prescribe any preparatory signal to be allotted to the several classes or races. Five Minutes before the start a gun shall be fired and a signal made as prescribed by the National Authority. At the expiration of Five Minutes exactly a starting starting gun shall be fired and a signal made as prescribed.

In the event of a gun missing fire the time shall be taken from the other signal.

The Signals:- Y.R.A. prescribes the following Preparatory For the international classes, the code flag corresponding to the index letter of each class, thus:- Flag A of the International Code for the A class.

Flag B of the International Code for the 23-metre class.

Flag C of the International Code for the 19-metre class, and so on. (See Appendix for Schedule.) For other races, code flags from Q to Z (S and T excepted) to be made 10 minutes before the Start of each race and to be kept flying until the Start.

The Signal to be made with the firing of the 5 minutes gun is the hoisting of a Blue Peter.

The Signal to be made with the firing of the starting gun is the lowering of the Blue Peter.

It is recommended that a smoke-producing powder be used in the guns. 27. Commencement of the Race.

A Yacht shall be amenable to the Rules from the Signal given five minutes before her start. 28.-Recalls.

If any Yacht, or any part of her hull, spars, or other equipment be on or across the starting line when the signal to start is made, her recall number shall be 29.-Yachts Returning.

A Yacht so recalled and returning, or one working into position from the wrong side of the line after the signal to start has been made, must keep out of the way of all competing Yachts. 30. Right of Way.

OVERLAPPING AND CLEAR.

Two Yachts sailing the same or nearly the same course are said to be overlapping when an alteration of the course of either may involve immediate risk of collision. Otherwise they are said to be clear.

OVERTAKING.

Of two Yachts, sailing the same or nearly the same course, one which is clear astern of another when approaching her SO as to involve risk of collision, is said to be an overtaking Yacht, and she continues such after the Yachts overlap, until she has again drawn clear. (a) A Yacht overtaking another shall keep out of the way of the overtaken Yacht. (b) Provided that the overtaking Yacht makes her overlap on the side opposite to that on which the overtaken Yacht then carries her main boom, the latter may luff as she pleases to prevent the former passing her to windward, until she is in such a position that her bowsprit end, or stem if she has no bowsprit, would strike the overtaking Yacht abaft the main shrouds. (c) A Yacht must never bear away out of her proper course to hinder an overtaking Yacht passing her to leeward, the lee side to be considered that on which the leading Yacht of the two carries her main boom. The overtaking Yacht, if to leeward, must not luff until she has drawn clear.

MEETING, CROSSING, AND CONVERGING. (d) A Yacht which has the wind free shall keep out of the way of one which is close-hauled. (e) A Yacht which is close-hauled on port tack shall keep out of the way of one which is close-hauled on starboard tack. (f) When both yachts have the wind free on different sides, the Yacht which has the wind on the port side shall keep out of the way of the other. (g) When both have the wind free on the same side the Yacht to windward shall keep out of the way of the Yacht to leeward. (h) When two Yachts, both close-hauled on the same tack, are converging by reason of the leeward Yacht holding a better wind, and neither can claim the rights of a Yacht being overtaken, then the Yacht to windward shall keep out of the way. (i) A Yacht may not tack so as to involve risk of collision with another Yacht before filling on her new tack; nor so as to involve risk of collision with another Yacht which, owing to her position, cannot keep out of the way.

ALTERING COURSE. (k) When by any of the above clauses one Yacht has to keep out of the way of another, the latter [subject to clause (b)] shall not alter course so as to prevent her doing so.

The OVERTAKING rule overrides the MEETING, CROSSING, and CONVERGING rule, except clauses (e) and (i), which must always be observed. 31. Giving room at marks or obstructions to sea room. If an overlap exists between two Yachts when both of them, without tacking, are about to pass an obstruction to sea room or a mark on the required side, the outside Yacht must give room to the Yacht in danger of fouling such mark or obstruction, whether she be the windward or leeward Yacht, provided the Yachts are not clear of each other on actually reaching such mark or obstruction. An overtaking Yacht shall not be justified in attempting to establish an overlap, and thus force a passage between the leading Yacht and the mark or obstruction, after the latter has reached it or altered her course for the purpose and in the act of rounding it. A craft under way (including another Yacht racing) of which the Yacht concerned has to keep out of the way, ranks as an obstruction for the purpose of this or the following rule. or 32.-Close-hauled, approaching an obstruction to sea room or a mark.

If two Yachts are standing close-hauled on the same back towards the shore or an obstruction to sea room which the leeward Yacht cannot clear without tacking; and if she is not able to tack without coming into collision with the Yacht to windward; the latter shall. on being hailed by the person in charge of the leeward Yacht, at once allow her room to tack. A Yacht so claiming room shall be bound to tack immediately her hail is responded to. But if the obstruction is a mark of the course the leeward Yacht has no right to so hail the other about if that other can herself pass the mark without tacking. 33. Fouling or improperly rounding Marks.

A Yacht must go fairly round the course, rounding the series of marks as specified in the instructions; and, in order to round each mark, the Yacht's track from the preceding to the following mark must enclose it on the required side. A Yacht which, in rounding a mark, fouls it, or causes the mark vessel to shift her position to avoid a foul, shall be disqualified, unless on her protest it is established that she was wrongfully compelled to do so by another Yacht, in which case such other Yacht shall be disqualified. The Yacht which fouled the mark must immediately either abandon the race or hoist a protest flag. 34. Definition of Marks.

Nothing shall be considered a mark in the course unless specially named as such in the Sailing Instructions, and until the preceding mark, if any, has been rounded or passed; otherwise it shall be an obstruction to sea room. Every essential or ordinary above-water part of any object named as a mark, counts as a mark for the purposes of this and the two preceding rules, but no part below water, nor any object accidentally or temporarily attached to the mark. 35. Fouling Competing Yachts.

If a Yacht, in consequence of her neglect of any of these Rules, shall foul another Yacht, or compel other Yachts to foul, she shall be disqualified. 36. Running Ashore. use A Yacht grounding, or fouling a buoy, vessel, or other obstruction, may her own anchors, boats, warps, spars, or other gear, to haul off, but may not receive any assistance except from the crew of the vessel fouled. Any gear used must be recovered before she continues the race. 37. Anchoring during a Race.

A. Yacht may anchor during a race, but must weigh and recover her anchor again, and not slip. No Yacht shall during a Race make fast to any buoy, stage, pier, or other object, or send an anchor out in a boat, except for the purpose of Rule 36. 38. Means of Propulsion.

No towing, rowing, poling, pushing, or any mode of propulsion, except sails, shall be allowed, except for the purpose set forth in Rule 36. 39.-Sounding.

No other means of sounding than the lead and line shall be allowed. 40.-Man Overboard and Accidents.

Each Yacht shall render every possible assistance to any vessel or person in peril, and if in the judgment of the Sailing Committee any Yacht not responsible for the accident shall have thereby injured her chance of winning any prize, they shall order the race to be re-sailed, if possible, between such Yacht or Yachts and the winner of such prize, otherwise the race shall be void and the entrance fees returned. A Yacht neglecting to render assistance when in a position to do so shall be disqualified. 41. Finishing a Race.

A Yacht shall be timed for completing a race as soon as any part of the hull or spars be on the finishing line, but continues amenable to the Rules so long as any part of the hull or spars remains on the line. After thus finishing a race she must continue to observe any special regulations prescribed by the Sailing Instructions as to keeping clear of the finishing line. 41a. The Case of a Dead Heat.

In the case of a Dead Heat the prize money to be equally divided. If a cup, or other prize which cannot be divided, the race to be re-sailed by the yachts having made the Dead Heat, if practicable; if not, the destination of the prize shall be decided by the spin of the coin or by ballot. same or PART III.-PROTESTS, &c. 42.-Penalties for Infringing Rules.

Any Yacht disobeying or infringing any of these Rules, which shall apply to all Yachts whether sailing in the different Races, shall be disqualified from receiving such Prize as she would otherwise have won. The question of damages arising therefrom, shall be governed by the special rules, if any, prescribed by the National Authority.

The Y.R.A. prescribes that the owner of a Yacht shall be liable for all damages arising from a breach of these rules, not exceeding in amount and subject to the same limitations as provided by the Merchant Shipping Act of 1894. A breach of of these rules shall be considered improper navigation within the meaning and for the purposes of that Act. The fault or privity of the owner shall not be a bar to the limitation of liability conferred by the statute. 43.-Protests. (a) A protest on the score of a breach of the Rules occurring during a Race, must be signified by showing a flag conspicuously in the main rigging of the protesting Yacht at the first opportunity when passing the Sailing Committee, unless the competitor has no knowledge of the facts justifying the protest until after the conclusion of the race.

All protests must be made in writing and must name the rule or rules alleged to have been broken. The protest must be signed by the owner or his representative, and lodged with the Sailing Committee, with with such fee, if any, as may have been prescribed, within two hours of the finish of the protesting Yacht, or her arrival at an anchorage should she not cross the finishing line, unless otherwise prescribed in the programme. But the Sailing Committee shall have power to extend the time should they have good and sufficient reason to do so. A protest made in writing shall not be withdrawn. (b) In event of a protest being made by any competitor against another on the ground that a Classification Certificate is for any reason invalid, the protest shall be lodged with the Sailing Committee, who may, if they think fit, submit the question to the National Authority, who shall, if necessary, forward it to the Classification Society which issued the Certificate of Classification of the Yacht.

The decision of the Society shall be final as to whether the Classification Certificate is invalid or not. 44. Disqualification without Protest.

Should it come to the knowledge of a Sailing Committee, or should they have reasonable grounds for supposing, that a competitor in a race has in any way infringed these rules, they must act on their initiative, in accordance with Rule 45, as if a protest had been made. 45. Sailing Committee's Decision. own Before deciding protest a Sailing Committee shall give notice to the party protested agains and shall hear such evidence and make such other inquiries as they may consider necessary, or as may be prescribed by the Regulations laid down by the National Authority.

The grounds of a decision shall be specified in the announcement to the parties. 46.-Appeals.

Subject to any special provisions which may be prescribed by the National Authority, a protest which has been decided by a Sailing Committee shall be referred to the National Authority :- (a) If the Sailing Committee, at their own instance, should think proper to so refer it. (b) If either of the parties interested make application for such reference, on a question of interpretation of these Rules, within four weeks of the receipt of the Sailing Committee's decision.

In the latter case (b) the references must be accompanied by such deposit as the National Authority may prescribe, payable by the party appealing, to be forfeited to the funds of such National Authority in the event of the appeal not being sustained.

The decision of the National Authority shall be final. The Y.R.A. requires a deposit of £5 in the case of Yachts exceeding 10 metres (32.8 feet) rating, and £3 in the case of Yachts not exceeding 10 metres (32.8 feet) rating. 47.-Particulars to be furnished by Sailing Committee. The reference to the National Authority must be accompanied by the following particulars, as far as the same are applicable:- 1. A copy of the protest and all other written statements that may have been put in by the parties. 2. A plan showing:- (a) The course; (b) The direction and force of the wind; (c) The set of the tide; (d) The positions and tracks of the competing Yachts involved in the protest. 3. A copy of the advertised conditions of the race and the sailing instructions furnished to the Yachts. 4. The observations of the Sailing Committee thereon, with their decision. 48.-Expenses incurred by Protest.

The fees and expenses entailed by a protest on measurement or classification shall be paid by the unsuccessful party; and the Sailing Committee shall have power to order expenses entailed by any other protest to be paid by the unsuccessful party, subject to appeal to the National Authority. 49.-Persons interested not to take part in Decisions. No Member of the Sailing Committee or National Authority shall take part in the discussion or decision upon any disputed question in which he is an interested party. 50. Penalties for Gross Breach of Rules.

Should a gross breach or infringement of any of these Rules be proved against the owner of a Yacht, or against the owner's representative, or amateur helmsman, such owner, his representative, or amateur helmsman, may be disqualified by the National Authority, for any time the National Authority may think fit, from steering or sailing in charge of a Yacht in any Race held under the Rules of the National Authority.

Should a gross breach of these Rules be proved against any Sailing Master, he may be disqualified by the National Authority, for such time as the National Authority may think fit, from sailing in a Yacht in any Race held under such Rules.

Notice of any penalty adjudged under this rule shall be communicated to each National Authority.

PART IV. MEASUREMENT RULES. 51.-Fees for Measurement.

The owner of a Yacht shall pay all fees and expenses for measuring such Yacht, previous to the Yacht being measured. A Yacht shall not be measured until all arrears of subscription and fees, due from the owner to the National Authority, have been paid. 52. Re-measurement by Order of National Authority.

Where a re-measurement is made at the instance of the National Authority, the expenses and fees of such re-measurement shall be paid by the National Authority if the certificate is upheld. 53.-Publication of Certificates.

The figures for the Formula, the rating, and rig, with the dates of the certificates, shall be periodically published.

INTERNATIONAL RULE OF MEASUREMENT. (Passed by the International Conference in London, 1906.) (i) Rule and Duration.

The rule of measurement is "The International Rule for Yacht Measurement and Rating." It is to be in force for ten years, from January 1, 1908, that is to say, until December 31, 1917.

The formula is:- (ii) Formula.

L+B+G+3d+NS-F= 2 (viii) Freeboard.

The freeboard for the formula is to be twice the freeboard at the girth station, plus once the freeboard measured at the bow water line ending for length measurements (see above), plus once the freeboard measured at the stern water line ending, the sum to be divided by four. (ix) Crew.

All measurements to be taken without crew on board. (x) Marks.

Visible measurement marks on the hull must be in accordance with paragraph 13 of the Instructions to Measurers. (xi) Immersion.

That the certificated rating be for the immersion of the yacht in water of the specific gravity of open sea water. Allowance is to be made in the case of vessels measured in fresh water, as prescribed in the Instructions to Measurers. (xii) Cabin Dimensions and Fittings.

The restrictions as to cabin specifications to be in accordance with the table on the opposite page. (xiii) Masts.

Hollow wooden masts are prohibited in the classes above 32.8 feet (10 metres), and also hollow metal masts in all classes up to 75.4 feet (23 metres) inclusive. (xiv) Classification.

The classes will be as follows:- دو Corresponding Limit to number o Class A classes in persons allowed on (above 23).

English feet. board during a race 23 metres. 75°4 No limit. 19 62.3 20 15 49.2 14 12 وو 39°4 IO Rating in linear units, International IO 32.8 8 Classes. 98765 دو وو 29'5 6 8* 26.2 5 23.0 4 6* 5* دو دو دو 19.7 3 16°4 2 i.e., either feet or metres.

Where L=Length in linear units.

B=Beam in linear units. وو وو وو وو ود G=Girth in linear units. d=Girth difference in linear units.

S=Sail area in square units.

F=Freeboard in linear units. (iii) Length.

The length, L, for the formula is to be the length on the water line (recorded as specified in paragraph 24 of the Instructions to Measurers), with the addition (1) of the difference between the girth, covering board to covering board, at the bow water line ending, and twice the freeboard at that point, and (2) one-fifth of the difference between the girth, covering board to covering board, at the stern water line ending, and twice the freeboard at that point. (iv) Beam.

The Beam, B, is to be taken from outside to outside of the planking, at the broadest place, including wales, doubling planks, and mouldings of any kind. (v) Girth.

The Girth, G, is to be the chain girth measured from the upper side of the covering board round the keel to the upper side of the covering board again, at that part of the yacht at which the measurement is greatest, less twice the freeboard at the same station. This station is to be indicated on the covering board by an official mark [Gl. Should the chain girth be the same at several stations, that which is nearest to the greatest beam shall be adopted for subsequent measurements.

But if the keel underside line abaft the girth station is straight, except for a reasonable round at the extreme after end, the station for the girth measurement may be fixed by the designer anywhere abaft 0:55 of the L.W.L. length from its fore end, provided that the maximum chain girth, covering board to covering board, does not exceed that at the station so fixed, anywhere forward of that station, or by more than 3 per cent. anywhere abaft of that station.

Should there be any hollow in the fore and aft underwater profile, the girth and difference measurements shall be taken under an imaginary keel line, excluding such hollow. (vi) Girth Difference.

The girth difference, d, in the formula, is to be the difference between the chain girth, measured as above described, from covering board to covering board, and the skin girth between the same points, measured along the actual outline of the cross section. (vii) Sail Area.

The sail area, S, is to be measured as stated in paragraph 31 of the Instructions to Measurers.

Among the classes of 10 metres and under, the classes * thus marked to be styled the principal classes, which clubs are specially recommended to encourage. (xv) Amalgamation to be Avoided.

The international classes, when separately advertised, must never be amalgamated. (xvi) Scantlings.

All Yachts will have to be classed with one of the three classification societies, viz., Lloyd's Register of British and Foreign Shipping, Germanischer Lloyd, or Bureau Veritas; and Yachts of the international classes so built will be classed R, denoting that their scantlings are as required for their respective rating classes. The tables of scantlings may be obtained on application from the Secretary of Lloyd's Register of British and Foreign Shipping, 71 Fenchurch Street, E.C.; or of the Germanischer Lloyd, Reichstags Ufer 16 Berlin N.W.; or the Administration of the Bureau Veritas, 8 Place de la Bourse, Paris. (xvii) Time Allowance.

The allowance to be made between the old boats of each of the existing classes of the several countries and the corresponding new international class is to be assessed by the National Authorities of the several countries, and to be the same for all the old Yachts of each class, which must maintain their certificate of rating by measurement under the rule for which they were built. (xviii) Old Yachts.

Old Yachts allowed to race under special conditions until December 31, 1909. For the purpose of this rule an old Yacht may be considered as a Yacht which commenced building before June 13, 1906. If any old Yacht conforms with the scantling regulations and the accommodation rules, she may be regarded as a new Yacht for the purposes of the rule, and compete in her corresponding class. (xix) Weight.

The minimum displacement in the 5, 6, and 7 metre classes to be as follows:- Class.

Displacement. 750 kilos. (14 cwt. 85 lbs.). 1,200 (1 ton 3 cwt. 70 lbs.). 1,800 وو وو (1 ton 15 cwt. 48 lbs.). (xx) Special Rules for Centreboard Yachts.

I. Boats weighing less than 750 kilos. shall be excluded from international regattas.

TABLE OF CABIN FITTINGS RULES FOR CABIN DIMENSIONS, SPECIFICATIONS AND THE FITTINGS OF YACHTS IN THE INTERNATIONAL CLASSES. ALL THE YACHTS EXCEEDING 7 METRES RATING MUST BE FITTED BELOW DECK WITH ORDINARY FITTINGS OF A YACHT, EFFICIENTLY CONSTRUCTED; WHICH IN NUMBER AND SIZE SHALL NOT BE LESS THAN SPECIFIED IN THE FOLLOWING TABLE AND DESCRIPTION.