The small yacht, its management and handling for racing and sailing, with chapters on construction

Introduction

IN this book I shall endeavor to tell in plain words, so that it may be read and understood by the youngest amateur interested in Small Yacht Racing, some of the best methods for tuning up a boat, or, in other words, preparing her for a race. I shall also explain the various ways and means to extricate one's boat from, and gain advantage of, a competitor or competitors. Of course, in a sport of this sort it is absolutely impossible to lay down ^^hard and fast'' rules, as the change in conditions and positions is so very variable. But I think the general rules I shall give, in the majority of cases at least, have proven successful and are in use by the crack amateur sailors in this country.

Racing rules in America are now substanvii

INTRODUCTION

tially alike, so that my endeavor to explain and illustrate the matter will be of some value to all who are interested in racing yachts.

I shall keep away as much as possible from scientific terms which are only known to naval architects and professionals, and shall explain them, when the use of such terms is necessary.

I shall illustrate my points as far as I can with photographs and sketches, but it would be impossible to cover all other combinations and remedies. We all know that experience is by far the best teacher, especially in racing yachts. In some cases, the ability to handle a boat successfully is inborn, thereby making it a much more simple matter to learn and succeed.

This work is written from my own experiences, and I think is the first of the kind undertaken in this branch of sport. I sincerely hope that it will fill the gap there now seems to be, in a small way at least, in the yachting libraries of the world.

viii

INTRODUCTION

I have divided this book into two parts, the first dealing with the preparation of the yacht for the race, and the second the sailing of the yacht during the race, this being the most convenient method. I shall use photographs, pen sketches, and plans from my office, when and where I deem it necessary, and in many instances illustrations will be able to show the point better than words.

IX

PART I Chapter Page

I. General Makeup of the Racing Yacht . 3

II. Detailed Explanation of Design ... 11

III. Points on Expert Helmsmen ..... 20

IV. Set of the Racing Sails 24

V. Condition and Construction of the Body

OF THE Yacht 33

VI. Uses of Paint and Black Lead for Outer

Surface 46

VII. Canvas vs. Wooden Skin 52

VIII. Hauling and Drying Out 55

IX. Rigging, Blocks, etc 58

Part II

I. Handling the Racing Yacht in General 67

II. Laying Courses, Setting Marks, etc. . 75

III. Direction of Wind in Regard to Course 77

IV. Flying and Time Starts 79

V. Maneuvering for Position at Start . 81

VI. First Leg to Leeward or Windward . 85

VII. Rounding Marks 87

VIII. Allowances for Tide or Current —

Shoal Spots 91

xi

CONTENTS

Chapter Page

IX. Beating to Windward 94

X. Reaching 97

XI. Running Before the Wind 100

XII. When Two Boats are Converging . . 104

XIII. Two Boats Approaching a Mark . . . 108

XIV. Many Boats Approaching a Mark for

Purpose of Rounding Ill

XV. The Team Race 120

XVI. The Match Race 126

XVII. The Fleet Race 131

XVIII. Setting and taking in Light Sails . . 133

XIX. Reefing 137

XX. Accidents to Sails, Spars, Rigging, or

Crew 139

XXI. Positions of Crew during Race . . . 143

XXII. Compass Courses 146

XXIII. Types of Small Racing Yachts in

America 148

XXIV. Salt vs. Fresh Water 150

XXV. Necessity of Expert Judges or Timers 153

XXVI. International Small Yacht Racing . 155 XXVII. The Cost and Expense Account of the

Racing Yacht 158

XXVIII. Laying Up for the Winter Season . . 160

XXIX. Amateurs and Professionals 162

XXX. The Magnitude of Racing in America 164 XXXI. The International Sonder Class of

Germany, Spain, and the United States 166

Xll t* Manchester," winner International Seawanhaka Cup, 1905. A good example of the 40-foot racing machine at high speed. Note easy entrance and smooth wake Frontispiece

Seawanhaka Cup challenger ^^ Manchester ^"^"^ in 1905, owned by Br. J. L. Bremer^ designed by E. A. Boardman^ and ivinner of Seawanhaka Cup. Sailing the triangular course of twelve knots in one of the races in the record time of one hour^ thirty-two minutes^ and fifty seconds.

Racing scow " Manchester," showing greatly increased water

line length even in light wind 4

Seawanhaka Cup challenger ^^ Manchester.''''

With sheets slightly lifted, showing smooth wake from starboard quarter 4

Seawanhaka Cup challenger ** Manchester.'*^

A start of the 18-foot knockabout class in Massachusetts Bay, showing boats to windward outpointing those to leeward, and the possibility of lacing these boats down 5

Seawanhaka Cup challenger '* Manchester," showing correct sailing list at high speed and position of crew. Note windward rudder clear of the water and only slight feather from wake on leeward quarter 12

A high ended easy formed American Sonder Class boat.

An excellent type for almost any conditions . , . . 13

Sonder Class boat ^^Marla^'^ owned by M. and R. L. Agassiz and designed by William Gardner.

xiii

Dead before the wind. A good example of the high-cut

spinnaker 26,

^^Chewink /TV' 30-foot class, owned by F. G. Macomber and designed by the Herreshoff 3Ianufacturing Company.

A good example of light sails , 27

Bar Harbor one design class boat ^^Cricket,^^ owned by H. M. Sears and designed by the Herreshoff Manufacturing Company.

A quartering wind with spinnaker set in proper position, well forward and drawing well. No balloon jib necessary

Massachusetts Bay 22-foot cabin boat ^'•Peri 11,^^ owned by George Lee and designed by E. A. Boardman.

Running up on a sea before the wind, showing bad lift of main boom and correct way of spilling wind from spinnaker into jib 30

Massachusetts Bay 18-footer '•'•Bonitwo,''^ owned by G. H. Wightman and designed by B. B. Crowninshield.

An excellent example of a beautiful suit of sails, and long

taper spars 31

Quincy Cup defender ^^ Outlook.'^

Narrow, scow formed Sender boat with long, straight side. She was second choice for the American team of 1906. A good example of the high, narrow rig 60

Sonder Class boat '■^Auk,^^ owned by Hon. Charles F. Adams 2dj designed by E. A. Boardman^ and one of the American team in 1906 against Germany.

21 -foot water line unballasted racing scow with 1500 square

feet of sail area, and 44 feet over all 61

Quincy Cup challenger ^^ Lookout " in 1901 and winner of Quincy Cup. Owned by A. Henry Higginson and Reginald Boardman and designed by David Fenton.

Close hauled, showing large flat bow of racing scow ... 61

xiv

Light weather, showing position of crew, placed in order to

heel boat to good sailing angle 68

Seawanhaka Cup boat ^^TunipooJ*''

Just starting to lift windward rudder out of water .... 68

Seawanhaka Cup boat '^Tunipoo.''^

A high ended easy formed Sonder boat. She was first

choice for the American team in 1907 to go to Germany 69

Sonder Class boat ^^ Spokane^'*'' oivned by Vice Commodore F. Lewis Clark of the Eastern Yacht Club, and designed by Tarns, Lemoine^ and Crane. One of the American team in 1907 against Germany,

Start, Sonder Class trial race, 1906. Note boat bearing away, having reached flag mark too soon (before gun fire) 80

Off Marblehead, Mass. , in 1906.

Third boat from right-hand end of picture has best of it, as she is to windward, with her wind clear and actually ahead 80

Start of one of the Sonder Class trial races in 1907 for selection of American team to go to Germany.

Just after a start in one of the International races with Germany in 1906. Leading German boat bearing away to recross, having gone over line before gun fire. The ensigns at the peak designate the boats 81

Just after start of a German-American race for the Roosevelt Cup in 1906.

A start before the wind. Three sister boats leading ... 86

Start of the 18-foot knockabouts in a Corinthian Yacht Club {Marblehead, Mass.) Championship race in Marblehead harbor; ''^Baty^^ **Arrow,^^ and ^^Boo IIoo " leading.

A start to windward in a breeze. Note No. 12 lifting well

out on a sea 86

Start of the Massachusetts Bay 18-foot knockabout class. XV

Unrestricted 21-foot water line scow, exaggerated form. Spinnaker and main boom spreading almost 100 feet. Note size of figures on deck 87

Quincy Cup defender '•'■ Outlook.''''

Broad reach in a good breeze, showing clean lifting bow

wave 92 '

Massachusetts Bay 18-footer " Moslem 11^^'' owned hy B. Devereux Barker and designed by E. A. Boardman.

Correct heel for windward work, lee rail just awash ... 92

Massachusetts Bay 18-foot knockabout ^^Mirage,^^ owned by J. W. Olmstead and designed by E. A. Boardman.

Pretty well smothered up in a heavy northwester. Note form of mainsail by seam lines, only leach of sail drawing 93

Massachusetts Bay 18-foot knockabout '■'■Boo Hoo^^'' owned by Reginald Boardman and designed by E. A. Boardman.

Note position of main boom for light weather work ... 96

Seawanhaka Cup challenger ^^ Manchester.''^

Windward side, showing long straight sailing lines and port

rudder. Weather bilge-board hoisted 96

'■'■Tunipoo,'''' Seawanhaka trial boat in 1905, owned by Dr. J. L. Bremer and designed by E. A. Boardman.

On a close reach at good speed. Easy formed scow Sonder boat. First choice for the American team of 1906. A very fast boat in light weather. Note especially smooth wake 97

Sonder Class boat ^^Caramba,^^ owned by C. H. W. Foster^ designed by E. A. Boardman, and one of the American team in 1906 against Germany.

Just after the start of the Massachusetts Bay 18-foot knockabout class. First leg a broad reach, showing how boats spread out on a start of this sort 108

Just after the start of the Massachusetts Bay IS-foot knockabouts.

xvi

Just after the start in close quarters. No. 24 in weather berth and in leading position. A good example of the 18-foot knockabouts 108

Massachusetts Bay 18-footers, one design class : ^^Bat,^' "^rroM7," **Fudgey^' and '■'■Boo Hoo.^^ Owners: Hon. Charles F. Adams 2dy Edwin A. Boardman, C. II. W. Foster, and Reginald Boardman. These boats were successful in their match team races sailed off Provincetown, Mass.^ in 1904, against a Herreshoff one design class.

Fleet of spectators running back to Marblehead after one of

the Sonder Class races with Germany in 1906 .... 109

An idea of the fleet of spectators during the Sonder races with Germany in 1906. Vice- Commodore F. Lewis Clark^s flagship ^^ Emerald " is seen on the extreme right under hare poles.

Three of the contestants taken during one of the International Sonder Class races in 1906. American boat to windward. Note very flat sails on the two German boats 109

Sonder Class boats ^^Caramba'''' {U. S.), ^'■Tilly'''' (Germany), and *^Wannsee " {Germany) in one of the races for the Roosevelt Cup in 1906. (Reading from left to right): '■'■Caramba,'''' owned by C. H. W. Foster; ^^ Tilly, ^^ by Messrs. Dollman <Sc Krogman ; and "irann^ee," by Wannsee Sailing Club.

Just after the start during one of the Sonder Class trial races in 1906. Fleet just beginning to split up. Note bow wave on No. 5 as she jumps into a short sea .... 130 ^

Sonder Class trial race for selection of American team in 1906. No. 5, Herreshoff boat ^^Chewink^\- No. 10, Boardman boat ^'■Manchester. ' '

An almost perfect start, the entire fleet on the starting line,

with starboard tacks, as the whistle blows 130

Start of one of the Sonder Class trial races in 1906.

A flat formed, low ended Sonder Class boat, showing lifting

tendency of bow wave even in very light weather . . 144''

Sonder Class boat '■'■Manchester 11,^^ owned by Br, J. L. Bremer and designed by E. A. Boardman.

xvii

FACING PAGB

Exaggerated type of the narrow flat Sonder boat, showing position of crew on lee rail in order to heel boat to proper sailing angle in light weather 144

Sonder class boat "^IwA;," one of the Roosevelt Cup defenders in 1906 against Germany. Owned by Hon. Charles F. Adams 2d and designed by E. A. Boardman.

Going to windward. Note correct position of man on

weather rail 145

Massachusetts Bay 18-footers ^^ Arrow " and ^^Bat.^^

Going to windward in light weather. Weather boat running

up on sea and blocking leeward one 145

Massachusetts Bay 18-fooiers, '•'• Fritter ^'' {No. 29) and ''Baty '■^Fritter " owned by Augustus P. Loring and designed by \V. S. Burgess ; '•''Bat " owned by Hon. Charles F. Adams 2d and designed by E. A. Boardman.

21-foot water line unrestricted racing scow, 50 feet over all, 1900 feet of sail in mainsail and jib. Built on steel truss. About the limit that this type can go and stiU hold together 148

Quincy Cup defender ^^ Outlook " and successfid defender in 1902. Owned by A. Henry Higginson and Reginald Boardman et al., designed by W. Starling Burgess.

Three hulled boat built on wire trusses on 21-foot water line with 2000 square feet of sail. She was impossible to handle in anything other than very light weather, having no ballast 149

Quincy Cup trial boat ^^Hades^^^ owned by a 3Ianchester Yacht Club syndicate and designed by B. B. Crowninshield.

The Eastern Yacht Club at Marblehead, Mass. , home of the

Sonder Class in America 156 "

The German flag and the United States ensign are flying on the flagstaff. Photo taken during the International races in 1906.

German team in American waters in 1906 157

The German trio for the Roosevelt Cup in 1906.

xviii

During one of the International races with Germany in 1906.

The three American boats in the background leading . 157

A short while after a start in one of the German-American races for the Roosevelt Cup in 1906.

Fine ended Sonder Class boat. One of the American team in 1906 and winner of the Roosevelt Cup. A splendid type of small yacht 170

Sonder Class boat "Fm," owned by Trenor L. Park, designed by William Gardner.

Sonder Class boat with cat rig. A fast rig to windward in smooth water, but of no use in other conditions. 550 square feet of sail in the mainsail 171

Sonder Class boat ^'■Ellen,^^ owned by C. P. Curtis and designed hy E. A. Boardman. Rigged as a cat boat in the early season of 1906.

XIX

LIST OF DESIGNS

Design 12a. Lines of an excellent type of Massachusetts Bay 18-footer, showing high ends with moderate formed, easy, round body, and good freeboard 10

Design 12h. Construction plan of Massachusetts Bay 18- footer, showing plank-on-edge mast-step and simple construction 11

Design 12c. Sail plan of Massachusetts Bay 18-footer, having a short bowsprit and mainboom well inboard. A very satisfactory rig, well balanced, and easy to handle 16 -^

Design 14. Lines of a Massachusetts Bay 18-foot centerboard boat, ballast on a shoal keel. An excellent, safe, centreboard type 17

Design 21a. Lines of the popular type of 30-foot water line cruiser and racer, showing long shoal keel, good deadrise, and easy high ends 34

Design 2lb. Construction plan of 30-footer ...... 35

Design 21 c. Sail plan of 30-footer showing very short bowsprit and moderate rig, a good combination for ease in handling 36 ^

Design 21d. Cabin plan of 30-footer, showing roomy accommodations for a comparatively small bodied boat . . 37

Design 26a. Construction plan showing plank-on-edge trusses, diagoiial decking, and bilge boards, as used on a Seawanhaka International Cup boat 52 ^

xxi

LIST OF DESIGNS

Design 26b. Showing the exaggerated scow form and shoal

body of Seawanhaka International Cup boat .... 53

Design 26c. Sail plan showing the queer centered rig of the Seawanhaka boat, the sails being inboard both at bow and stern 55

Design 38a. Lines of Sonder boat, showing hard bilge, bulbed lead on fin, and long low-overhangs with heavyreverse curve in profile 166

Design 386. Construction plan of Sonder boat, showing heavy plank-on-edge trusswork, bulbed lead, etc. Mast in position for catboat rig 167

Design 38c. Sail plan for catboat rig on Sonder boat. 550

square feet in mainsail alone 168

Design 37a. Lines of an easy formed scow Sonder boat,

with round bilge 169

Design 376. Construction plan of Sonder boat showing

plainly the plank-on-edge construction 172

Design 46. Lines of a broad, moderate ended Sonder boat,

with slight reverse in the profile 173

Design 42a. Lines of Sonder boat with round, easy body,

high ends, shoal draft, and small beam 176

Design 426. Construction plan of Sonder boat, a type well

suited to severe conditions 177

Design 42c. Sail plan of Sonder boat, showing long base

to fore-triangle 178

Design 40. Lines of a very broad, lightly ballasted Sonder

boat, showing immense overhangs 179

xxii

LIST OF DESIGNS

Design 41a. Lines of a very deep Sender Class boat, with

moderate formed upper body 180

Design 416. Sail plan of jib and mainsail rig for Sonder

boat, showing large mainsail and small jib . . . 181

Design 51. Lines of the easy formed, round bodied Sonder

boat, showing moderation in each dimension . . . . 182

XXlll

Chapter I General Makeup Of The Racing Yacht

THE general tuning up of a racing boat (I speak of the smaller classes, and of wooden boats, not metal, as their treatment would be quite different) consists in perfecting various members that go to make up the whole and then the treatment of the yacht as a unit. We will take as an example the twenty-one foot water-line knockabout, or raceabout, the type of which is fast spreading over the entire globe.

This boat embodies five separate elements that are essential to speed : first, the design ; second, the helmsman; third, the set of the sails; fourth, the condition of the surface of the boat that comes in contact with the water; fifth, the general construction. I do not say that these are necessarily the order of importance, but they are the main features.

I will first take up the general requisites of design, and these depend on the type and class you intend to build in, also whether you will sail the majority of races in home waters or abroad. If an owner can tell an architect the general weather conditions to be met with, then the architect can design the boat accordingly, and in many cases this knowledge of conditions means success where otherwise it would be failure. For instance, if your majority of races are in Massachusetts Bay, especially at Marblehead, where the weather and wind conditions are generally light, with a long easy ground swell, the type of model which has proven itself to be superior is the round, easy form, easy in movement and quick to get headway in the light conditions.

Quite opposite to these conditions of wind

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J3 and water are those of Kiel, Germany, or those of the South Shore of Massachusetts and Connecticut, more especially perhaps Buzzards Bay in Massachusetts. I mention these localities merely as examples, so that I may better show the different conditions to be provided for.

The prevailing wind on the South Shore is the strong, smoky southwester, and this, with the strong current in Long Island Sound, stirs up a very heavy, short, quick sea. With the shoal depth of water in Buzzards Bay, the effect is the same.

The boats that seem to be best suited to these conditions are the wide, powerful centerboards, with large flat bottoms, giving a very large initial stability and showing great power to stand up and sail.

I will give here two illustrations of the " center board " and "keel" types, pitted against each other under the different conditions just mentioned.

A ''centerboard" boat came to Marblehead and raced a fleet of ''keel" boats, being badly worsted by seventy per cent of the fleet. Another year the crack ''keel" went to Buzzards Bay, and in a match race was beaten by a "centerboarder." This goes to show the general idea, but, of course, there are exceptions to the rule.

Again, this idea of design depends a great deal on the restrictions of the class in which you are going to build, as different restrictions work out in favor of one or the other type in all conditions of weather.

We will now turn to the very important factor in the success of the racing yacht, the helmsman and crew. As the racing to-day, in at least a great many classes, is among one design boats, and in a great many others practically one design (as the various sets of class restrictions limit the variance in the design), it sends the trend of naval architecture in one direction, and thus it comes down to the successful management of the yacht, broadly speaking.

In the classes in this part of the world there are always one, two, or three men who are considered to be somewhat superior to the other sailors in the fleet ; this, however, should never discourage the younger men, as there is example after example of cases where, by keeping at it, they, in time, catch up and pass the older men. As beginners they have overlooked the small things that seemed in those days insignificant, but are now being carefully taken care of. Thus, as in no other sport, the details should be carefully looked after.

The set of the sails is, of course, a matter of the greatest importance, the boat's only means of propulsion being the sails, and especially in a boat sailing to windward the least pocket or flat spot in the wrong place will greatly retard her progress; more so than most people imagine, as it is a very slight moment of positive pressure that she is subjected to. This sail matter is not so important when the yacht is running free, as then it is simply an area of cloth, held out for the wind's direct pressure.

Another point well to mention here in a general way, is the skin resistance, that is, the water touching the sides and bottom of the boat's body. Surface friction is a great detriment to a boat's headway through the water, and we are yet a long way off from a discovery of some really good coating that will satisfactorily stand against the action of salt or fresh water, while still gi\^ng the least possible resistance to the water passing by it. There are, to-day, all sorts of paints, greases, black lead, and the bare metal bronze plates of the large yachts, and it is far from being decided which is superior for a racing composition, although almost every one has his preference, and thinks his own coating infinitely superior to his rival's.

On the general construction of a small yacht depends, in a great measure, the surface you are able to obtain on the outside of the planks. A boat must be built as light as possible, yet have a great rigidity in order to hold her form and prevent buckling and twisting as far as possible, so that the putty and seam filling placed between the planks shall not have a chance to work out and so break the outer surface, at once offering added resistance to the water as the surface becomes roughened. In the case of the deep keel boats with from two thousand to six thousand pounds of lead hung on a slight narrow fin, the chances for twist and strain are very great, especially as this lead has a ^reat leverage, being down five to eight feet below the surface. This means, to prevent leakage, etc., that the construction must be of the very best and most carefully thought out and put together, the best of material being used, including the toughest and lightest of woods and non-corrosive metals.

I have now given, in a general way, the most necessary points that go to make up speed in yacht racing. They all overlap each other and rely on one another; all are im-

THE SMALL YACHT i

portant and cannot be too carefully worked 1

up to perfection. I have intended this i chapter to be simply a synopsis of ^'Part

First/' and will give the detailed accounts in !

the Chapters following. j

Chapter II Detailed Explanation Of Design

THEORY, practice, experience, actual tests, lifelong study, all based on common sense, are the requisites that help to make the successful design. As the saying goes, a yacht cannot sail faster than the slowest part of the hull can be driven. In other words, a beautiful bow, showing speed lines in every curve, accompanied by a poor stern, means that the boat as a unit cannot go faster than the stern, and thus it is the combination of bow, stern, and middle body that goes to make up the yacht as a fast sailing unit. Symmetry in design is one of the greatest factors of success, the bow must fit the stern, the rig, the body, and the centers must be in correct relationship to one another at all angles of heel to make a good all-round boat.

The centers that I mention above are the center of gravity of the lead ballast on the keel, the center of gravity of the entire craft, the center of buoyancy of the hull, the center of lateral resistance or actual plane, this being in some cases simply the center of the fin or keel in flat bottom boats, the rudder sometimes being taken into consideration, and being the center of the entire submersed body as a plane in ''V" shaped bottom boats. The center of effort is the center of efficiency of the sail spread, as a plane.

Designers vary in their ideas in regard to the relationship of these centers to one another, and, of course, the relationship changes a great deal in the different types of yachts, the combination depending on the form, whether she be scow or wedge bottom.

In the scow form, the center of buoyancy quickly shifts to leeward depending upon the angle of keel, and as the yacht is water-borne practically from stem to stern on a long straight side or sailing line, she does not

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c b£ a have the tendency to twist and turn but sails straight ahead on her form and does not take hold on her rudder. In her upright position she is a flat, square plank, short on the water-line for measurement purposes, but heeled over to her proper sailing angle, she at once becomes a long, narrow cigar-shaped craft, getting the benefit of her huge overhangs, her sailing length being practically that of her over-all length.

An excellent example of boats of this sort are the great scows that recently raced for the Quincy Cup in Massachusetts Bay, their dimensions being fifty-five feet over-all, and twenty-one feet on the water-line, but their actual sailing length was fifty feet, a tremendous increase.

The Seawanhaka International Cup boats are another good example of this sort of thing. This type, forty feet over-all, twenty-five feet water-line, eight feet beam, and five inches draft, weighing twenty-five hundred pounds, without ballast except for their steel or bronze bilge boards (which weigh about one hundred and twenty-five pounds each), are the fastest yachts of their sail spread in the world, the area being five hundred feet.

In the actual drafting of a design, the first step after you have decided on the class is a study of the restrictions under which the boat will be built, determining by these and by the previous performances of the yachts in the class what combination of dimensions will turn out the fastest boat, taking everything into consideration. This being decided upon, a brown paper sketch is drawn of the profile, deck line, and midship section. When these suit your ideas lay same down on the final drafting paper and work in the body plan.

Then comes the sail and construction plan, and cabin last of all, if there happens to be one. From the finished lines a table of offsets is taken in feet, inches, and eighths for the use of the builder in laying the boat down, full size, on the floor of the drafting loft ; and from this the builder makes his moulds for setting the boat up in the shop.

This seems simple enough, but requires an infinite amount of care and perseverance.

A few of the points necessary to be figured out are given in the following table. All of these are of actual use, some directly and some as references for future designs:

Number ; Name..

Type

Built for by..

.Boston, 190

Design begun . .

Length over-all .

Length water-line

Overhang forward Overhang aft .

Beam extreme Beam W. L. .

Beam transom Freeboard stem Freeboard least Freeboard transom Draft extreme Draft to fairbody Draft board down

Area L. W. L. plane Area amidship section Maximum girth of hull

..Contract price.

Launched

Design finished.

Pounds per inch at L. W. L.

Poimds to alter W. L. 1 in. at L. W. L.

Area "lateral plane of hull.

Area lateral plane below fairbody.

Area centerboard.

Area rudder.

Total lateral plane below fairbody.

Total wetted surface.

Area sails actual.

Area sails rated.

Ratio sail area to wetted surface.

Ratio sail area to lateral plane.

Ratio displacement cu. ft. to cube of L. W. L.