THE NORTHEAST HARBOR FLEET RACING INSTRUCTIONS 1939 THE NORTHEAST HARBOR FLEET 0 RACING INSTRUCTIONS 1939 THE NORTHEAST HARBOR FLEET 0 RACING INSTRUCTIONS 1939 The Northeast Harbor Fleet Racing Instructions 1939 RACING RULES The Racing Rules of the North American Yacht Racing Union will be in force, modified only in SO far as is provided in these instructions. These Racing Rules are contained in the year book of the North American Yacht Racing Union which may be obtained from Ernest Stavey, Secretary, N. A. Y. R. U., 11 Broad Street, New York City, at $3.00 a copy; or, annual member- ship in the N. A. Y. R. U., which carries with it a copy of the year book, may be secured by sending Mr. Stavey $5.00. GENERAL REGULATIONS 1. All boats must conform to the specifications of their class. 2. Each boat racing must carry a member of the Fleet except by special permission of the Chairman of the Race Committee. 3. Boats may be hauled out of the water for painting or cleaning not more often than once in every two weeks, beginning with the time the boat was put in the water, except by permis- sion of the Race Committee in case of damage to the hull. 4. Each class will observe its own class regulations. 5. All boats must register at the Fleet Office before enter- ing races. 6. In interpreting racing rules, a charterer has the rights and privileges of an owner. SAILS AND EQUIPMENT Sails ordered for the various classes shall be made by the official sailmaker of each class. No member of the Fleet shall order any new sail or sails dur- ing the racing season without the permission of the Race Com- mittee and furthermore all new sail coming into the Fleet must be measured and a certificate of conformance with class specifications be filed with the Race Committee. Only working sails and spinnakers are allowed when racing. Spinnakers may be carried only with tack fastened to spinnaker pole at outboard end, and with inboard end of pole resting on 3 mast. Spinnaker pole must be carried to windward of the jib stay. Each yacht must carry a suitable anchor and rode (consult class rules), a compass, a fog horn and one life preserver for each person on board. (Revision of Rule XX of the N. A. Y. R. U. Rules.) CREWS In July Series one professional is permitted on each yacht but may not handle tiller. In August Series one professional is permitted on each yacht on which there is no other person who has passed the 14th birthday. In such case the professional must not handle tiller. This rule applies to all special races of the Fleet except for Class S, schooner and miscellaneous classes on the August cruise. Professionals are allowed in the annual schooner race, but are not permitted to handle the tiller. DUES AND RACING FEE Only yachts whose owners are members of the Fleet (dues fully paid) may participate in races. Further, no yacht will receive credit or be scored for participation in any race until her racing fee is paid. The racing fee for the summer of 1939 shall be $25.00, except in the Bullseye Class. If a member does not intend to race the whole season he may pay a racing fee of $5.00 for each race in which he participates, except in the July and August Cruises when he will pay only the cruise fee of $3.00. If a member participates in more than five races he will be credited with the $25.00 already paid and will be considered to have paid his full racing fee for the season. The above applies to the Bullseye Class except that the season fee shall be $15.00 and the single race fee $3.00. Members desiring to pay less than the full racing fee for a limited number of races are required to register with the Secretary before crossing the starting line. Racing fees are payable to Arnold W. Lunt, Secretary, Race Committee, Northeast Harbor. RACING NUMBERS Each yacht must carry her racing number. Class A-Red numbers 12 in. high, 2 in. thick; placed just forward of the top batten of the mainsail. Class B-Size and position as above; black numbers. TIME LIMIT Three hours from the starting signal for each class, except for Courses Nos. 9 and 10, which shall be 6 P. M.; and two hours for Courses 5, 6, 11, and 12. No races will be re-sailed. (Revision of Rule VIII, Sec. 1, of the N. A. Y. R. U. Rules.) 4 FOULS 1. In case of a foul, a yacht clearly at fault should withdraw from the race. 2. Any yacht subject to the racing rules (Rule XIV) is considered a starter for the purpose of scoring. PROTESTS In the one-design classes a yacht having cause to protest another yacht for infringement of these rules occurring during a race must promptly display the official protest flag by making it fast by a snap hook to an eye in the main boom placed at a point over the main hatch. The official protest flag can be procured at Fleet Headquarters. A yacht flying the protest flag, after crossing the finish line, should notify the Committee Boat, at a time convenient to the Secretary of the Race Committee, the name of the boat being protested, and the Secretary will notify the person protested orally or by telephoning his house by 11 P.M. of the day of the race. All protests must be made in writing on forms provided by the Fleet, signed by the Captain or his representative, and must name the rule or rules alleged to have been infringed, and contain a statement of the facts and diagrams. All protests must be filed before 12 NOON on the day fol- lowing the race. A telephone notification of a written protest already in the mail constitutes a protest filed. In all other classes the above rule for displaying protest flag and the filing of protests shall be followed, except that the Fleet protest flag or code flag B may be used and displayed at dis- cretion in accordance with N. A. Y. R. U. Rules. Any protest duly filed in writing will be considered by the Race Committee. Protest forms are in the back of this booklet. (Revision of Rule XLV of the N. A. Y. R U. Rules.) MARKS OF THE COURSE Marks of the starting line are obstructions to sea-room until the starting signal at which time they become marks of the course. (Revision of Rule XXXIV of the N. A. Y. R. U. Rules.) SHORTENING OF COURSE *Races will not be shortened except in case of an emergency. POSTPONEMENT OF RACES (Unfavorable Weather) There will be no postponement of series races to another day. In case of unfavorable weather series races will be canceled. * See page 9. 5 In case of unfavorable weather, special races will be post- poned until the following day, unless otherwise designated in the racing schedule. Postponed races will be signaled by three blasts on the Northeast Harbor fire whistle at 8.30 A. M. for all-day races and 1.15 P. M. for afternoon races. GOVERNMENT MARKS AND OBSTRUCTIONS *Rule XXVIII of the N. A. Y. R. U. Rules shall be regarded on courses 9, 10, and 18. Disregarded on all other courses. Disregard Bell "2" over Spurling Rock in all races of the Fleet. The required side of any island is indicated by red line on the chart. East and South Bunker Ledges are not islands. START If the mainmast or leading mast of any yacht be on or across the starting line when the starting signal is made, she must return and start again. (Revision of Rule XXVII, Section 5, of the N. A. Y. R. U. Rules.) FINISH The time of a yacht at the finish shall be taken when her mainmast is on the finish line. (Revision of Rule XLI of the N. A. Y. R. U. Rules.) STARTING AND FINISHING LINE (As indicated in diagram, page 7) Consists of three marks forming a triangle off the entrance to Northeast Harbor. The northern mark flies a red flag, the southern a yellow flag and the western a blue flag. The Committee Boat end of the starting line is a green flag on the Committee Boat rather than the flag of the mark to which the boat is moored. For the convenience of managing the races the position of the green flag is subject to change. COURSE NUMBERS Course numbers shall be displayed on the Committee Boat five minutes before the first gun. If two numbers are displayed, the upper will apply to Classes A, B, and International Class only. The lower number is for the Bullseye Class. If three numbers are displayed the top number will be for the International Class, the middle number for Classes A and * See also page 11. 6 RED MARK To and from MARK "C5 To and from BLUE MARK MARK "B" H" l"and"J" To and from MARK "D" "E" and "F" STARTING LINE E FINISHING LINE N YELLOW MARK Yachts must keep clear of starting area until preparatory signal for their class. B, the lower number for the Bullseye Class. The MDI Class course will be by special agreement with the Committee Boat. (Revision of Rule XXVI of the N. A. Y. R. U. Rules.) STARTS Warning White Flag 2.15 P. M. Preparatory International Class Flag P 2.20 P. M. Start International Class Flag I Preparatory Class A, Lawley Boats Flag I 2.25 P. M. Start Class A, Lawley Boats Flag L Preparatory Class A, Rice Boats Flag L 2.30 P. M. Start Class A, Rice Boats Flag R Preparatory Class B Flag R 2.35 P. M. Start Class B Flag B Preparatory MDI Class Flag B 2.40 P. M. Start MDI Class Flag D Preparatory Bullseye Class Flag D 2.45 P. M. Start Bullseye Class Flag 0 2.50 P. M. NOTE: In races of the July and August Series, no boat will be con- sidered to have started or will be scored which crosses the starting line more than 30 minutes after the starting gun for its class; on the cruise and in special races, one hour after the start of its class. CLASS A The A Class is sailed in two separate divisions, one com- prising the Lawley boats and the other the Rice boats. 7 24 25 26 27 28 29 30 TABLE Starters 23 100 21 22 19 20 100 96 96 96 92 83 83 80 73 75 75 75 63 69 72 73 67 69 73 70 73 55 58 62 70 50 60 63 65 68 54 59 66 46 53 58 46 53 59 30 36 53 55 58 33 39 50 52 55 59 36 47 33 38 45 29 35 39 40 43 29 33 37 25 35 38 39 42 44 46 28 32 33 36 30 35 38 40 29 32 25 36 38 30 33 30 26 EXTRACTS FROM THE OFFICIAL RACING RULES OF THE NORTH AMERICAN YACHT RACING UNION PART I. MANAGEMENT OF RACES RULE I General Authority of Race Committee All races and the yachts sailing therein shall be under the direction of the Race Committee of the Club under whose auspices the races are sailed. All matters shall be under their control, and all questions which arise respecting such races shall be subject to their decision. The decisions of the Race Committee shall be based upon these rules, SO far as they apply, but as no rules can be devised capable of meeting every incident and accident of sailing, the Race Committee shall keep in view the ordinary customs of the sea, and discourage all attempts to win the race by other means than fair sailing and superior speed and skill. RULE IV Power of the Race Committee SECTION 7. The Race Committee may refuse to accept any entry made after the specified time of closing, and they may, if considered expedient, reject any entry at any time. RULE V Sailing Instructions SECTION 3. The Race Committee may change the courses or amend the instructions, provided notice of such change is given to each yacht before the warning signal is made. RULE VII Shortening the Course *The Race Committee may shorten the course during the race and the hoisting of Code Flag "M" and two blasts of the whistle or other proper device, or two guns fired shall show that the race is to be finished with the round about to be com- pleted or at the mark where the Race Committee's boat is stationed when giving the signal, and the time allowance, if any, shall be proportionately reduced. * See page 5. 9 RULE VIII Time of Race Limited SECTION 2. One yacht finishing within the prescribed time constitutes a race for her class, and other yachts in that class finishing later shall, in the absence of the Race Committee, take their own times upon passing the mark at the finish within such distance as may be specified in the Sailing Instructions, and report it to the Race Committee within twenty-four hours. PART II. SAILING RULES RULE XIV When Amenable to Part II of the Racing Rules A yacht shall be amenable to Part II of the Racing Rules from the time the preparatory signal for her class is made, and shall continue SO until she has finished and her entire hull and spars are clear of the finish line. RULE XXVII Start and Recall SECTION 3. Yachts whose preparatory signal has not been made must keep clear of yachts whose preparatory signal has been made. Yachts whose preparatory signal has not been made must at all times keep clear of any restricted area about the starting line established by the Race Committee. Recall Signal SECTION 5. If the mainmast, or leading mast of any yacht be on or across the starting line when the starting signal is made, she must return and start again. (N. E. H. Revision.) SECTION 6. A yacht SO returning, or one working into position from the wrong side of the line after her starting signal has been made, must keep clear of and give way to all com- peting yachts whose starting signal has been made. SECTION 7. A yacht starting after the signal for the start of the next class has been made, shall, in starting, keep clear of and give way to yachts starting during their specified starting intervals. 10 RULE XXVIII Government Marks All Government Marks and Aids to Navigation not used as turning marks shall be passed on the channel side and shall be deemed marks of the course unless the instructions specify otherwise. When used as turning marks and there is an accompanying buoy, the accompanying buoy may be disre- garded and passed on either hand unless the instructions for the race specify otherwise. RULE XXIX Definitions 1. CLOSE-HAULED AND FREE. (a) Close-Hauled. A yacht is close-hauled when sailing by the wind as close as she can lie with advantage in working to windward. (b) Free. A yacht not sailing close-hauled, as defined above, and not in the wind, is sailing free. 2. LUFFING. A yacht is luffing when she SO alters her course as to sail a course more nearly into the wind. 3. CLEAR AHEAD AND CLEAR ASTERN. A yacht is clear astern of another when all her hull and equipment is abaft all the other yacht's hull and equipment, judged by the course which the two yachts are sailing. The other is clear ahead. 4. OVERLAP. An overlap between two yachts exists when they are sailing approximately the same course and neither has her bowsprit end (or stem if she has no bowsprit) abaft the other yacht's boom end or counter, judged by the course which the two yachts are sailing. 5. RISK OF COLLISION. The phrase "Risk of Collision" is used in the widest sense, and yachts must be considered to be "approaching SO as to involve risk of collision" whenever either of two cannot with perfect safety be navigated without any regard to the prox- imity of the other. * See also page 6. 11 For example, generally speaking, two yachts cannot be navigated without any regard to each other unless either or both can at any moment turn a complete circle with helm hard over either way without fouling the other. When there is any doubt, risk of collision is to be presumed to exist. 6. OVERTAKING. Of two yachts sailing the same, or nearly the same course, one which is clear astern of the other begins to rank as over- taking yacht as soon as she comes anywhere within range of risk of collision, and continues SO to rank until she either- 1. Draws clear ahead; and then she begins to rank as overtaken yacht. 2. Draws clear abreast by widening out beyond range of risk of collision. 3. Falls astern beyond range of risk of collision. 4. One or both of the yachts tack. (A jibe is not a tack within the meaning of this rule.) The obligation of proving that she has drawn clear lies on the late overtaking yacht. No question of overtaking can arise unless the yachts are sailing approximately the same course (a luff by one of the yachts under Rule XXX, clause (B), does not count as a dif- ference of course in this connection). 7. PROPER COURSE. During the existence of overtaking conditions the proper course is prima facie nothing to leeward of full and by if on a wind, or of the next mark if the wind be free; but there may be conditions of tide or circumstances, other than the desire to hinder the competitor overtaking to leeward, which justify a more leeward course, in this case the responsibility for proving the justification for such a leeward course would lie upon the weather yacht. RULE XXX Right of Way When one yacht is approaching another yacht, so as to involve risk of collision, one of them shall keep clear of the other as follows: Overtaking (A) A yacht overtaking another shall keep out of the way of the overtaken yacht. 12 (B) If the overtaking yacht steers a course to pass the overtaken yacht on the side opposite to that on which the latter then carries her main boom, the latter may luff from her course, head to wind if she pleases, to prevent the former pass- ing her to windward, until she is in such position that her bowsprit end, or stem if she has no bowsprit, would strike the overtaking yacht abaft the main shrouds, after which she may maintain her course, but may luff no further. In cases of doubt as to the right of the leeward yacht to luff, the windward yacht must respond to the luff, and protest if she thinks fit. (C) A yacht must never bear away out of her proper course to hinder an overtaking yacht passing her to leeward. The overtaking yacht, if to leeward, must not luff SO as to interfere ("inter- fere" is used in the sense of interference through actual contact) with the windward yacht or cause her to alter her course, until she ranks as an overtaken yacht. The lee side shall be considered that on which the leading yacht of the two carries her main boom at the time she ceases to be clear ahead. * Meeting, Crossing and Converging These clauses are framed particularly to avoid collision and the yacht which by rule has to keep out of the way must always do SO (see clause [K]). Before the starting signal is given there are no restrictions upon the manuuring of the yachts other than the provisions of Rules XXX, XXXI and XXXII, and the yacht holding right of way may alter course in any reasonable manner (but a luff SO sudden that it cannot be easily responded to would not be considered reasonable). As soon as the starting signal is given, the yachts must sail a course consistent with the intention of crossing the line, but in all other respects the only restrictions on manœuvring are those provided in Rules XXX, XXXI, and XXXII. After crossing the line the only restrictions upon manœuvring are those provided in Rules XXX, XXXI and XXXII. Interpret without regard, or disregarding portion in parenthesis. In other words, "causing another yacht to alter her course" is a foul and actual contact is not essential. 13 (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 the port tack shall keep out of the way of one which is close- hauled on the starboard tack. (F) When both yachts have the wind free on different sides, and neither can claim the rights of a yacht being overtaken, the yacht which has the wind on the port side shall keep out of the way of the other. (A yacht is deemed to have the wind on the side opposite to that on which she is carrying her mainboom.) (G) When both yachts have the wind free on the same side, and neither can claim the rights of a yacht being overtaken, the yacht to the windward shall keep out of the way of the yacht to lee- ward. (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. Altering Course (I) A yacht may not tack SO as to involve probability of collision with another yacht unless she can gather proper way on her new tack before a colli- sion would occur; nor SO as to involve prob- ability of collision with another yacht which, owing to her position, cannot keep out of the way. A yacht which tacks so close in front of another as to cause the latter to alter course to avoid a collision before the former has gathered proper way must be disqualified. (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. Although the right of way yacht is not bound to hold her course, she must not SO alter it as to mislead or baulk the other, in the act of keeping out of the way. A yacht may be disqualified on a protest arising out of a breach of any of these clauses whether a collision result or not. 14 RULE XXXI 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 overlapping on actually reaching such mark or ob- struction. An overtaking yacht shall not be justified in at- tempting 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. Rule XXXI makes exception to Rule XXX only so far as to require the outer yacht, although otherwise holding right of way under the later rule, to allow the inner yacht room if her overlap has been made in proper time. In all other respects Rule XXX remains in full force. As an example, a leading yacht may tack round a mark or obstruction only when she can do SO and clear the yacht astern, just as she would be required to do if she made her tack in open sea without any mark or obstruction being there. In all protests under this rule the onus of proof that the overlap has been made in proper time rests with the yacht that previously had been astern. RULE XXXII Close-Hauled, Approaching an Obstruction to Sea-Room or a Mark If two yachts are standing close-hauled on the same tack towards the shore, or an obstruction to sea-room which requires the leeward yacht to alter her course to clear it, 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. If the leeward yacht elects to clear the obstruction by bearing away she shall allow the windward yacht room to do the same if she SO desires. But if the ob- 15 struction is a mark of the course the leeward yacht has not the right to SO hail the other about if that other can herself pass the mark without tacking. Although it is only in this rule that a hail is mentioned, other situations may arise in which under Rule I a hail should be given before making an alteration of course which may not be foreseen by the other yacht. RULE XXXIII Fouling or Improperly Rounding Marks A yacht must go fairly around the course, rounding the series of marks as specified in the instructions, and in rounding each specified mark her track from the preceding to the follow- ing mark must enclose it on the required side. A yacht shall not touch a mark of the course unless wrongfully compelled to do SO by another yacht. A yacht which has touched a mark of the course must immediately either abandon the race or hoist a protest signal. Every essential or ordinary above water part of any object named as mark, counts as a mark, but no part below water, nor any object accidentally or temporarily attached to the mark. RULE XXXIV Marks of the Course A mark is any vessel, boat, buoy or other object used to indicate the course but does not become a mark of the course until the preceding mark, if any, has been rounded or passed. The marks of the starting line are marks of the course from the making of the preparatory signal for each class, but there is no required side until after the starting signal has been made. Every mark rounded or passed remains a mark of the course until the next mark has been passed. A mark, until it becomes a mark of the course as above defined, shall be an obstruction to sea-room. (See under "Marks of the Course," page 5.) RULE XXXV Fouling Competing Yachts If a yacht, through failure to observe any of these rules, shall foul another yacht, or cause other yachts to foul, she shall be disqualified. 16 RULE XLVI Hearings by Race Committee SECTION 1. The Race Committee shall promptly notify the owner of a protested yacht or his representative of the receipt of a protest and the rule or rules alleged to have been violated, and shall arrange for a hearing thereon as soon as possible. Due notice of such hearing shall be given to the owners of the yachts involved or their representatives. (See under "PROTESTS," page 5.) RULE XLVII Disqualification Without Protest Should it come to the knowledge of the Race Committee or should it have reasonable grounds to believe that a com- petitor in a race has in any way infringed these rules, it shall have the power to disqualify such competitor without protest, but only after notice has been given as hereinafter provided and after a hearing at which the owner of the yacht involved or his representative shall have the right to be present and sub- mit such evidence as he may deem necessary. Notice of pro- posed action by the Race Committee under this rule must be given to the owner of the yacht believed to have infringed and the time and place of the hearing thereon. Notice of proposed action, based upon an infringement of the sailing rules, must be given prior to 6 P. M. of the week-day following the race in question. FLEET HEADQUARTERS Fleet Headquarters are established in the village at North- east Harbor, where a telephone is installed. The Secretary, Race Committee, will be glad to answer questions. W. BARTON EDDISON Chairman, Race Committee, Northeast Harbor. ARNOLD W. LUNT, Secretary, Race Committee, Northeast Harbor. 17 GENERAL CODE SIGNALS BI Proceed at will. CS Finish here. DI Previous signal is annulled. FQ Race Committee. FZ Squadron is disbanded. SPECIAL CODE SIGNALS A Class A; or start Class A. B Class B; or start Class B. C Race is off for all classes. D Class MDI; or start Class MDI. G Race postponed for 15 minutes. H Race postponed for the day. I International Class; or start International Class. J Race is off for all classes except International Class. K Race will be called at L Class A Lawley boats; or start Class A Lawley boats. M Finish here. O "Mark has shifted; this vessel is the mark." P Preparatory. R Class A Rice boats; or start Class A Rice boats. S Class S; or start Class S. Bullseye Class; or start Bullseye Class. White Warning. Green Committee Boat end of the starting line. CRUISING CLUB RATING RULE I. TIME ALLOWANCE: LOA LWL PL (Preliminary Length) 2 LOA PB (Preliminary Beam) 4 If PB is greater than actual maximum beam, add the differ- ence to PL to get rate. If PB is less than actual maximum beam, subtract the difference from PL to get rate. 18 II. RIG ALLOWANCE: Yachts will receive time allowance computed upon the following percentages of their rate as above determined. Jib Headed Sloops and Cutters rate at 100% of rate. Gaff Sloops and Cutters, Jib Headed Yawls, Staysail Rigged Schooners, rate at 96% of rate. Gaff Yawls, Schooners with Gaff Foresails and Jib Headed Mainsails, rate at 93% of rate. Jib Headed Ketches and Gaff Schooners rate at 90% of rate. Gaff Ketches rate at 87% of rate. III. PROPELLER ALLOWANCES: 1. Folding propellers such as Herreshoff supplies 1%. 2. Feathering propeller off center 2%. 3. Feathering propeller on center 3%. 4. Two-blade solid propeller 4%. 5. Three-blade solid propeller 8%. 19 RACING SCHEDULE 1939 JULY RACES Tuesday July 4, Tuning-up Race Friday July 7, Tuning-up Race Tuesday July 11, 1st Series Race Wednesday July 12, Fleet Meeting Friday July 14, 2nd Series Race Tuesday July 18, 3rd Series Race * *Wednesday July 19, July Cruise Thursday July 20, July Cruise Friday July 21, 4th Series Race Monday July 24, 5th Series Race *Tuesday July 25, Southwest Harbor Yacht Club Regatta (in case of postponement, sailed Thursday, July 27) Wednesday July 26, 6th Series Race Friday July 28, 7th Series Race Monday July 31, Bar Harbor Team Races at Bar Harbor AUGUST RACES Tuesday August 1, 1st Series Race *Wednesday August 2, Seamanship Race (in case of postponement, sailed Saturday, August 5) Thursday August 3, Bar Harbor Team Races at Northeast Harbor Friday August 4, 2nd Series Race Monday August 7, 3rd Series Race *Tuesday August 8, Sears and Adams try-outs Wednesday August 9, 4th Series Race *Thursday August 10, Seal Harbor Yacht Club Regatta (in case of postponement, sailed Saturday, August 12) Friday August 11, 5th Series Race *Monday August 14, Ocean Race (in case of postponement, sailed Saturday, August 19) Tuesday August 15, 6th Series Race *Thursday August 17, George Davenport Hayward Cup Race Friday August 18, 7th Series Race Monday August 21, 8th Series Race *Wednesday August 23, August Cruise Thursday August 24, August Cruise Friday August 25, August Cruise Monday August 28, 9th Series Race *Tuesday August 29, Seaman's Race Wednesday August 30, 10th Series Race *Thursday August 31, Annual Meeting * Details to be sent out in special notices. N. B.-All Series Races are P. M. Races. 20 RACING SCHEDULE-Continued SEPTEMBER RACES Friday September 1, 11th Series Race Saturday September 2, Lawrence Dickey Team Races *Saturday September 2, Fleet Banquet *Monday September 4, Labor Day Regatta Thursday September 7, Adams' Cup Finals Friday September 8, Adams' Cup Finals Saturday September 9, Adams' Cup Finals * Details to be sent out in special notices. N. B.-All Series Races are P. M. Races. MAN OVERBOARD! There is a right way and a wrong way to maneuver to pick up a man overboard, and the life of a shipmate may hang on your skill. Therefore frequent opportunities should be taken to practice this maneuver in varying conditions of weather, and this practice provides lots of fun and interest. 1. On the wind. Keep away and jibe, then luff into the wind, SO that, on reaching the man, the boat is nearly head to wind, and has almost lost way. Better be to leeward of the man, for the wash from the lee bow is apt to thrust him out of reach. W FIGURE I In Figure I boat is close hauled on port tack, man has fallen overboard at X. Put your helm up and proceed as indicated. 2. Reaching. If you follow the same maneuver here as in Figure I, when you come head to wind you would find the man inside your turning circle and out of reach, and you would be under the necessity of getting way on again to bring him close aboard. There lies the danger of the wrong way and lost time. 21 W FIGURE II In Figure II boat is reaching, man has fallen overboard at X. Hold your course for a boat length or a length and a half. Sheet home your mainsail, then jibe and round to as indicated. 3. Before the wind. Much more judgment and skill is required in this maneuver than in Figures I and II, particularly on a dark night with a sea running. W x FIGURE III In Figure III boat is running before the wind. Boom to starboard. Man has fallen overboard at X. Round up to port (to starboard if your boom is out to port) and reach for about three boat lengths. Then sheet her home, come on the wind and tack. You are now on the reverse course and in position to shoot into the wind and loose headway at the right moment to pick up your man. Try these maneuvers with a cushion or lobster buoy for the fun of doing it, for the skill it develops and against the day (or worse, night) when a shipmate needs your quick and skillful action. 22 W FIGURE II In Figure II boat is reaching, man has fallen overboard at X. Hold your course for a boat length or a length and a half. Sheet home your mainsail, then jibe and round to as indicated. 3. Before the wind. Much more judgment and skill is required in this maneuver than in Figures I and II, particularly on a dark night with a sea running. W FIGURE III In Figure III boat is running before the wind. Boom to starboard. Man has fallen overboard at X. Round up to port (to starboard if your boom is out to port) and reach for about three boat lengths. Then sheet her home, come on the wind and tack. You are now on the reverse course and in position to shoot into the wind and loose headway at the right moment to pick up your man. Try these maneuvers with a cushion or lobster buoy for the fun of doing it, for the skill it develops and against the day (or worse, night) when a shipmate needs your quick and skillful action. 22 CARE OF SAILS Extracts from Ratsey & Lapthorn, Inc., "The Care of Sails," Copyrighted 1937. Printed by permission. SETTING A NEW SAIL Choose a fine, sunny day when the breeze is light. Never set a new sail if it is blowing briskly, or on a foggy, rainy, damp day. Never reef a new sail unless it is a matter of life or death. Hoist away on the luff until it is fairly taut-no harder. Pull the sail out on the boom a little harder than "hand taut." By this, we mean pull it out until the small wrinkles along the foot just disappear. The bolt rope, which stretches more than the canvas, is sewn on the sail fairly taut, causing the wrinkles. When pulled out SO that the wrinkles disappear, the sail will then be of the exact dimensions as it was when the canvas was measured, cut and sewn together-the shape and size deter- mined by the sailmaker-the "made length." BATTENS The leech of your sail is seldom roped. It is usually cut with a convex edge, or "roach," as it is popularly called. Batten pockets, for wooden battens, are placed at intervals along this edge. Never hoist a sail without inserting the battens in their proper pockets. For if they are not used, the "roach" will not hold itself flat, and the weight of the boom will stretch the sail in a straight line from headboard to clew. But when the battens are in place, the whole roached area of the leech will take its share of the strain, and the sail will stretch evenly and naturally throughout its entire area. Have your battens an inch or SO shorter than the pockets in which they fit. If they are too long they will wear a hole in the inboard end of the batten pocket, or through the body of the sail itself. The unroped leech of a sail will stretch practically all it is ever going to stretch the first time the sail is used. That is why, among other reasons, we recommend that luff and foot should be pulled to the "made length," to help stretch the whole sail evenly. If the luff is not set up to the "made length," the after end of the boom is apt to droop and swing too low, putting undue weight on the leech. When hoisting sail, take the weight of the boom on the topping lift until the sail is hoisted all the way up-or, in a small boat, have someone hold the boom up. It is not fair treatment to make the sail take the weight of the boom until the halliard is set up and the luff taut. 23 TAKE IT EASY With the sail properly set, get under way and cruise around aimlessly for an hour or two. Do not let a new sail shake, with the boat head to wind at her mooring, for any longer than necessary. It will get more than enough shaking during its natural life. Allowing the sail to shake and slat means that the minute threads and fibers of cotton are chafing against one another-the natural life of the canvas is being shortened. While sailing around with your new sail, you will note that the leech area stretches first. Therefore, do not sail hard on the wind with the sheet trimmed in flat. Watch your new sail carefully. Soon you will see that the luff rope and foot rope are beginning to stretch-there are sags and wrinkles along both luff and foot of sail. As this stretching takes place, haul up on your halliard, and haul out on your clew outhaul, an inch or SO at a time-just enough to take up the sags and wrinkles, and no more. Don't "winch up" the sail bar taut-don't pull out the foot of the sail bar taut. The canvas is stretching slowly and naturally-due to mild wind pressure. Stretch luff and foot of sail slowly and naturally-don't force things, or your sail may be utterly ruined SO far as proper set is concerned. There is no set rule as to the number of hours of sailing needed to break in a sail properly. Sails of light weight canvas, as a rule, break in quicker than those of heavy material. And sails are temperamental. We hazard a guess that a sail should have at least four hours of careful sailing and stretching in clear, balmy weather and light airs before being used at all in a strong breeze. Again, it may take much longer. Most assuredly, it is safer to overdo the breaking-in period, rather than underdo it. If any sail, such as a jib, has a wire luff rope, forget all that has been said about gradually stretching the luff-set it up as taut as you please. Your sailmaker has put a wire in that luff because, in designing that sail, he does not wish that particular edge of the sail to stretch at all. Most of the foregoing advice on Marconi sails applies equally well to gaff-headed sails, the recommendations regarding the treatment of the foot of the sail being applicable to the head of a gaff sail. STRAIGHT LINES When sighting along the foot of the sail, be sure that the gooseneck fitting, and the clew outhaul fitting, keep tack cringle and clew cringle in a straight line with the foot of the sail. Frequently they do not. Sometimes the gooseneck fitting is too high, rarely too low. In either case, the sail cannot set 24 properly. The same is true of the clew. For instance, most sails, attached to a boom by the use of track and slides, or by means of a jackstay or lacing, will set for almost their entire length in a straight line an inch or SO above the boom. Then suddenly, at either or both ends, there is an abrupt angle where the corners of the sail are attached. No sail should be expected to set properly under these circumstances. See that the fittings at both ends of the boom are such that clew and tack cringles are held in a straight line with the foot of the sail. Otherwise, wrinkles will develop, and become permanent if allowed to remain for any length of time. GAFFS It is common practice to lace the head of the sail to the gaff either with individual stops, or a lacing half-hitched at every grommet. Some small craft use a track on the gaff with slides on the head of the sail. For any sail in excess of around 200 square feet area this method is not recommended, for owing to the high angle of the gaff the head of the sail stretches, and the slides allow the slack to slide down the gaff and settle near the throat. Bending the sail to the gaff with lacing, properly hitched, tends to hold the sail to the gaff at each grommet, instead of allowing the slack to settle down near the throat, as when track and slides are used. HEADSAILS With loose-footed headsails little breaking-in is necessary. Usually, headsails have wire luff ropes, SO that they may be set up hard taut the first time out. However, it is advisable to use them first in light or moderate airs, in fine weather, SO that the canvas may take its natural shape. Do not torture a new headsail by using it in a hard wind or on a rainy day. Give it a fair chance to become a well-setting, useful sail during its natural life. GET OFF YOUR BOAT In order to determine the set of your sails, and the proper lead and trim of sheets, it is distinctly advisable to get aboard some other craft while someone else sails your boat around. You will see things which are in no way apparent when you are aboard your own craft. Take a good, long look, from all angles. You can, most certainly, see many things from your own cockpit. Nevertheless, "see your sails as others see them." Your time will be well spent. 25 REEFING It is astonishing how many people make a perfect botch of reefing a sail. Not only is a badly reefed sail inefficient, but the proper set of the sail may be permanently ruined unless reefing is carefully and properly carried out. Here is the proper method: Lash down tack earring, keeping it in line with track on boom. Pull out on reef earring on leach of sail until sail is hand taut along the row of reef points, and make fast securely to prevent earring working forward when sail is set. Lash down earring securely. Roll bunt of sail carefully and tie in reef points with reef knots around foot rope of sail and not around boom. If sail is not pulled out properly along the line of reef points, an undue strain will be set up on the canvas at each reef point, and the sail become badly stretched. In extreme cases, the sail may be torn at one or more reef points. At any rate, it will set miserably. When shaking out a reef under way, never let go tack or clew reef earrings until reef points are cast loose, or lacing cut. Start casting off the reef points in the middle of the sail, and work towards the ends. When reef points have all been let go, cast loose tack lashing first, then let go clew lashing and hoist away, being sure topping lift is set up to take the weight of the boom. When through sailing, do not fail to shake out a reef just as soon as possible, especially if the sail is wet or damp Leaving a sail reefed unnecessarily will stretch the sail along the row of reef points, and induce mildew and rot Reefing never helped the set of a sail. Avoid reefing whenever possible. WET WEATHER If you are out sailing, and it begins to rain, or a heavy fog sets in, the canvas will begin to shrink before the roping does. Unless halliards and outhauls are slacked up, bit by bit, the sail cannot shrink evenly-the luff and foot are pulled hard flat, while the body of the sail shrinks naturally. Wherefore, as soon as dampness begins to affect your sails, ease off on halliards and outhauls as soon as possible, as much as the circumstances require, or the set of your sails may be permanently ruined. This is why wet weather is SO abhorrent to racing yachtsmen- wet weather is SO apt to be harmful to their sails, despite the most careful handling. For sometimes you just can't nurse a sail in the middle of a tight race! With gaff-headed sails, we just have to take a chance on the head of the sail-it is quite out of reach. But a Marconi 26 sail is easily adjusted in changing weather. Intelligent handling in wet weather will definitely prolong the set and shape of the sail. SLACK YOUR OUTHAULS Regardless of the weather-wet or dry-always slack up on your outhauls when sails are lowered in preparation for stowing. Even though the foot rope may be dry at the time, damp weather may set in-the ropes absorb more dampness than the tightly-furled canvas-let them shrink naturally, or they will become bar-taut and be pulled out beyond their elastic limits when they finally dry out-and the set of your sail is seriously and permanently affected. MILDEW AND ROT Never furl up a wet sail. If you do, you are simply inviting mildew and rot. Bundle it up loosely, SO the air can get to it. The worst possible treatment for a damp or wet sail is to furl it up tight and let the sun beat down on it early in the morning. It will dry quickly on the outside, and steam, mildew and rot on the inside. Wherefore, air out wet sails at the first possible moment. In light weather, hoist up your sails-moderately taut only on luff, head and foot-let the water drain off, SO that the dry atmosphere can get at the entire sail at the same time. When drying sails, remember that the corners, due to the several thicknesses of canvas re-inforcing at these points, take much longer to dry out than the body of the sail. The same is usually true of the roping along the edges. Never pull hard on a damp luff rope or foot rope-let them stretch out naturally to their previous length-which they will do as they dry, if you will but give them time. SAIL COVERS Sail covers are decidedly useful in keeping sails clean and, in many cases, keep out dampness and rain as well. But do not expect any sail cover to keep a sail absolutely dry. Damp- ness is sure to work inside the best sail cover ever made, and rain is almost certain to work in around the mast. Wherefore, after a rainy spell, remove your sail covers just as soon as the weather clears up-let dry air and sunlight do their job before mildew and rot set in. Never cover up a sail which is wet, or even damp. The first rays of sunlight will cause steaming, mildew, and rot. 27 SALT SPRAY Particularly on small boats, and sometimes on large ones, sails become soaked with salt spray. Even when dry, sails of light material, impregnated with salt, will almost crackle like a piece of paper when handled. Again, when damp or foggy weather sets in, the salt in the sail quickly absorbs the moisture, and the sail is wet. The part of the sail which is wet will shrink-the rest of the sail will not. Result, a poorly-setting sail. The remedy for salt-incrusted sails is to rinse them out thoroughly in fresh water. Small sails can be washed out in the bath tub. Larger sails can be "hosed down" with a garden hose on the front lawn. Or, you can send your sails to your sailmaker and have him rinse, scrub and clean them-a practice becoming more popular as yachtsmen become appreciative of it. SAIL STORAGE When laying up your sails for the winter, be sure, first, that they are perfectly dry. Then, after removing the battens, fold them carefully, and store them in a clean, dry place. Beware of "boat lockers." Not only are they apt to be damp if situated close to the water, but rats take a fiendish delight in devouring sails whenever they get a chance. Be sure, therefore. that your storage space is clean, dry-and rat-proof, OVERHAULING SAILS By the end of the yachting season the newest and best of sails may need an overhaul-seams and lashings may have become chafed, batten pockets ripped, and SO. on. Most yachtsmen store their sails away in a hurry, and wait till spring to inspect and make repairs. Our advice is to inspect and repair your sails before storing for the winter-then you are a lap ahead of the usual spring rush. And, if the repairs are of such a nature as to require the services of a sailmaker, ship your sails to him immediately-let him do the work in the "off" season, when he has plenty of time and little work-you may get a better job, and probably a lower price. At any rate, you will do the sailmaker a favor-and be sure of having your sails in apple-pie order for next season, no matter how early that season starts. 28 is Serr 4 Fernald 46 19 S61 Rock 3 26 Rk9 S7 56 2 9 Middle 19 34 8 rky 64 Bracy 4 25 14 8 8 26 13 a Cove 56 12 27 2 24 9 2 16 3 54 14 8 28 33 48 20 69 29 17 21 36 rky 88 SI N Bn N2. 29 40 S5 36 Bn 40 41 6.Bn Bear I 21 Long Pond 5 62 Gilpatrick 35 38 Ledge 52 5 Shoal FL ev 6 sec 100 vis 12:ml S6 14 41 sft 5 50 74 sft 53 BELL 50 34 21 37 E 63 30 48 30 31 71 54 57 15 50 16 68 50 84 36 E 79 Bn day rky 64 39 4 40 68 37 rky 7 10 Greenings 43 Ledge 21 8 13 17 S8 29 19 sft H S6 60 24 53 SUTTON 16 H 22 3I 60 36 19 sft 63 57 4t 3 24 45 sft 57 2 37 51 51 5 20 sft 55 23 60 33 29 52 E 27 rky 48 17 49 63 BELL "2" 20 34 REF 32 20 7 Spurling Rk P27 8 36 17. 54 30 48 47 19 C 16 16 24 S'4A 28 41 11 14 29 21 Bn 31 24 17 26 16 54 17. 20 23 rky 27:nky 21 D 34 Pt 8 Spurling 15 [8 10 10 46 2 42 6 S.4 Long 15 X 13 31 Co 12 Ledge 37 14 rky Preble 23 2 3 22 Cove 9 28 25 It 14 12 13 10 4 13 3 60 9 II 23 13 3 Sea Wall Great Head 7 20 10. 2 8 16 3 14 20 15 2 II 9 2 17 12 16 15 21 1.7. 0.00 20 13 19 12 16 25 aae 17 C3 Flynns 23 8 De 12 REF 12 16 15 32 37 4 26 25 8 13 9 15 70 N2 Cranberry Dolly Hill * 36 REF Ledge a 410 43 14 0 3 42 (Gp FL W) 16 28 10 5 14 BELL E Bunker Head 1.0 16 44 26 12 23 52 hrd 9 50 9 55 30 41 48 Cove 39 40 rky 75 13 4 21 57 South Bunker 48 50 Ledge 50 COUR 24 48 66 3 Bn Mark A, when not start or 2, Long Ledge REF 66 Start and finish indicated by letters represent 20 20 50 rky hrd 30 34 Round all marks in (4 5 15 20 73 Observe Government Marks 59 28 COURSE COURSE MILES START FINISH COURSE COURSE MILES 60 64 (FLW) "I"GONG F No. No. water in eported. 77 1 ABDA 7.5 RY BY 8 ADCA-twice 6.2 B 72 sft 2 ADBA 7.5 BY RY 9 ABGEA 13.2 R 63 72 3 ABCA 6.2 RY BR 10 AEGBA 13.2 B 4 ACBA 6.2 BR RY 11 ACHA 3.3 B 76 76 75 5 ACDA 3.1 BR BY 12 AHCA 3.3 R 6 ADCA 3.1 BY BR 13 ACHA-twice 6.6 B 7 ACDA-twice 6.2 BR BY 14 AHCA-twice 6.6 R Odd course numbers: Leave all marks to starboard. Even 43 160 30 hrd 82 10 8 67 Beach 15 15 Cove 121 147 20 97 M crs P 183 24 17 67 90 181 24 117 49 ,173 23 62 rky 139 34 44 119 60 150 rky Bowden (FL W/2 72 156 59 86 sft M 50 Ledge rky 55 132 155 ork Sh 102 58 6 56 S Lewis Rock 155 -78 69 25 58 125 66 54 5'WIN East Bunker 60 65 71 93 105 Bn= 63 Ledge ESE 1/4 E 35 130 NI MS 60 B + 168 26 rky 44 73 rky 67 161 56 GONG 2 hrd 103 50 rky 90 23 Old Tom 78 136 ANNUAL SP rky 138 53 78 74 84 93 103 63 125 23 46 56 brk Sh 93 70 153 165 29 rky 78 24 33 89 99 24 33 Bunker Neck 103 0 24 rky 40 128, c 18 I 2 32 70 149 16 91 III 155 29 14 119 10 LITTLE 57 Observe gov. 23 S3 23 Hadlock 5 Harding Ledge Mark S4A on Cove CRANBERRY I 3 66 all courses 20 89 88 8 15 3 61 rky rky 25 100 3 10 143 14 9 10 71 9 18 CRANBERRY CG 15 85 8 26 2. 4 6 4 17 17 20 25 134 8 5 16 32 21 6 53 97 3 rky 4 8 22 16 5 5 11 rky 9 28; 5 4 21 9 25 4 3 * 16 26 14 9 SIA 48 23 20 7 rky 126 8 II 24 22 II 2inky 10 93 rky 3 139 15 31 5 22 10 10 8 12 Grs 31 10 47 35 2 121 5SPB 17 81 15 10 5 2 Baker 12 60Y 10 12 15 adman Pt. 16 37 105ft 16 123 3 R.K 28 36 50 9 2 Island rky 17 35 156 70 8 84 24 Hill 24 rky 57 15 54 24 6 133 10 14 32 70 23 6 16 15 29 9 39 rky 39 ead 56 79 81 [3 37 79 59 58 24 The Thumper rky 62 117 85 42 29 44 99 ESE rky 86 77 96 100 gy S URSES III or finish, means yellow flag. WHISTLE'8 senting colors of flags constituting ends of line. N G RED MARK To and from in direction of course. OH Courses 9, 10, and 18. MARK START FINISH COURSE COURSE MILES START FINISH No. BY BR To and from 15 AIA-twice 3.6 RY RY RY BY 16 ACKJA BLUE MARK 5.8 BR RY MARK "B' 'H" "I" and BY RY 17 AJKCA 5.8 RY BR To and from BR RY 18 AFA 7.3 BY BY MARK "D5""E" and RY BR 19 ALA 3.7 BY BY BR RY 20 ALA-twice. 7.4 BY BY STARTING LINE E RY BR FINISHING LINE ven course numbers: Leave all marks to port. YELLOW MARK THE NORTHEAST HARBOR FLEET THE NORTHEAST HARBOR SCHOONER CLASS The following conditions will govern The Northeast Harbor Schooner Class-sometimes referred to as Class Z: I. The Class is limited to auxiliary schooner yachts of the cruising type not less than 40 feet nor more than 50 feet over all length and not less than 30 feet nor more than 35 feet water line length. II. Yachts in the Class are permitted to carry working sails and light sails. III. Yachts in the Class must carry normal cruising equip- ment including two anchors, compass, cushions, mattresses, cooking equipment and one non-collapsible boat. IV. Yachts in the Class must carry propellers in place. V. Yachts in the Class may not carry more than one paid hand. This paid hand must not handle the wheel. INTERNATIONAL CLASS The Fleet will conform with the regulations governing the U. S. Division of this Class with such additions as shall be deemed to be to the best interest of this Class. CLASS A-RULES AND STANDARDS I. WHAT BOATS QUALIFY: Eastern Yacht Club 17-foot gaff-rigged knockabouts de- signed by Edwin A. Boardman in 1911, and built by George Lawley & Son Corp. (Nos. I through 24), and the later boats of the same design built by Rice Brothers of Boothbay (Nos. 26 through 50. II. CLASS ORGANIZATION: There shall be elected by the Class, at a meeting before Labor Day each year, a Class Captain and two assistants who shall serve as a committee in the enforcement and revision of these regulations, and in meeting from time to time (with or without the entire Class, as the occasion dictates) to discuss all matters pertinent to the well-being of Class A and the Northeast Harbor Fleet of which it is such a large factor. The Class Captain shall appoint new members to take the place of members resigning for any reason. Members of the Committee will be expected to notify the Class Captain prior to July 1st if unable to be at Mt. Desert Island for the summer during which they have been elected to serve, in which case their resignation becomes automatic. 29 III. FUNCTIONS OF THE CLASS CAPTAIN AND COMMITTEE: A. To be responsible for the organization and unity of the Class. B. To act as a liaison between the Class and the Race Committee. C. To see that all members of the Class have copies of The Class Rules. D. To act as a measuring and inspection committee, either independently of, or in conjunction with the official Fleet Measurer, to see that these regulations are complied with in every detail by the entire Class. E. To report to the Race Committee for disqualification any yacht infringing these rules after she has had reasonable time to correct the infringement. F. To take action upon the reasonable suspicion of any infringement of these rules by any member of the Class of another yacht in the Class at any time during any series, prior to reporting the infringement to the Race Committee. The Class Captain shall have the right, if they deem it necessary, to make an immediate inspection. G. To see that an Official Record of all measurements of all Class A boats, with dates of inspections and other pertinent information is kept available to members of the Class at Fleet Headquarters on a Bulletin Board for Class A, or elsewhere convenient to members but with as little bother to the Fleet Secretary as possible. IV. SAILS AND RIGGING: Only mainsail, working jib, storm jib, and spinnaker will be allowed. These sails must conform, if purchased after the adoption of these standards, to the blue-print dimensions on the blue print in the Fleet Headquarters, a copy of which will also be found in the Racing Instructions. The correct number in red numerals shall be on every mainsail in use in every race. As many duplicate sails as desired may be carried aboard. A. NEW SAILS: All new sails shall be purchased from the official Class sailmakers. The official Class sailmakers shall be Cousens and Pratt. Price lists are available at Fleet Headquarters. Owners shall notify the Class Captain of the purchase of ALL new sails, and shall be personally responsible for having them inspected and measured either by the Fleet Measurer or the Class Committee PRIOR TO BEING BENT, to insure consistency and continuity of standards. Any owner failing 30 to have new sails checked as stated above will be subject to dis- qualification in any race or races in which the new sail or sails have been used. B. OLD SAILS: Old mainsails and jibs may be used as long as desired, provided spars conform to specifications. Old spinnakers must be recut if they exceed the blue- print dimensions by more than 1/2 inch per foot in any dimen- sion. C. RIGGING: 1. Spinnaker hoist and block shall not be more than (24' from the deck. 2. The main sheet shall be rove through two single blocks on the boom in combination with the requisite deck leads. 3 The forward ends of the jib sheets shall be on deck and shall be rove through a double block or two single blocks on the jib club, and thence through two leads on deck of what- ever type and position desired. Outriggers are not permitted. 4. Any number, type, and position of cleats is permitted. 5. Standing rigging shall not differ in disposition from the original blue-print specifications (i.e., 2 shrouds, 2 backstays, and jib stay); standing rigging in use before the adoption of these Rules may be used, but all new rigging shall conform to specifications. 6. Running rigging may be of any size and length, but no tapered sheets or double sets will be allowed. 7. Any size or type of sheet or halyard block now in use is permitted, but all new blocks shall conform to new speci- fications. 8. Gooseneck shall be not more than 17 inches from the deck. V. SPARS: No hollow or built-up masts, booms, gaffs, or spinnaker poles, shall be allowed. No plank or curved booms, gaffs, or jib clubs shall be allowed. Booms shall not exceed 19 feet 1 inch in length. (Mast to aft end.) Gaffs shall not exceed 13 feet 9 inches in length. (Mast to aft end.) Jib clubs shall not exceed 5 feet 2 inches in length. The point of attachment of the spinnaker on the spin- naker pole shall not exceed 10 feet from the mast, not more than 2 inches extending beyond the point of attachment. 31 No spars shall be less than blue-print length. The Committee recommends that new masts be made by the Pigeon Hollow Spar Co. for economy and uniformity, and requires that all new spars conform to specifications. The Committee further recommends that bracks on boom and gaff be put on in ordering new spars or new sails to aid in preserving life and shape of sails. And also that battens be of ash, rounded on the inner end, sandpapered smooth, and planed down gradually from outer to inner end, that they may bend easily to take the natural curve of the sail. They should be about an inch shorter than the length of the pocket to prevent chafing, poking, or tearing of the sail. VI. EQUIPMENT: A. RACING TRIM (see page 3 of Northeast Harbor Racing Instructions). 1. Definition of suitable anchor and rode: A suitable anchor for racing trim shall be one weighing not less than 35 pounds of any type, and 2 rods of not less than 20 fathoms each in length, and of rope not smaller than 15 thread manila. 2. A lifebelt or an officially approved buoyant deck cushion conforming to Government regulations must be carried for each person on board. B. CRUISING TRIM: 1. In addition to an efficient compass and foghorn, a riding light shall be carried with enough fuel for at least two nights. 2. One gallon of water shall be carried for each day of cruising. 3. All cruising equipment and accessories, i.e., food, bedding, stove, etc., must be carried on board. This is ob- viously a matter of good sportsmanship and should be SO con- sidered at all times. It would be both foolish and difficult to in any way enforce this provision, but it must be evident to any fair-minded person that if he has a crew of two, and no cruising equipment and accessories, he has a distinct weight advantage over, say a boat containing four people and all the equipment and food necessary for three days of cruising, and that his advantage is an unfair one. It should also be remem- bered that in case of accident or getting lost or separated from the rest of the Fleet due to fog or bad weather, this equipment might be not only desirable but necessary. 32 VII. HAULING OUT: No yacht shall be hauled out for painting or scraping, or both, more than once every two weeks during the July and August Series. Pot-leading is not allowed as, owing to the above regula- tion, it cannot be applied frequently enough to warrant the expense incurred. Revised by the Class Committee in 1934. CLASS A-SPECIFICATIONS (As drawn up by Class Committee 1935) I. SAILS. As furnished by Cousens & Pratt. II. SPARS: A. Mast: Black spruce or western fir (solid). Deck to shoulder, 24' 4"; Burry 2' 41". Diameter: at deck, 41"; 16' from deck, 41"; at shoulder, 31". B. Boom: Black spruce or western fir (solid). Length, 18' 11". Diameter: 11' 0" from mast, 31"; at ends, 21". C. Gaff: Black spruce or western fir (solid). Length, 13' 6" (mast to end). Diameter: 8' 0"; from mast, 23"; at ends, 21". D. Spinnaker pole: Pine, spruce, or western fir (solid). Length (mast to point of attachment), 10' 0". Diameter: middle, 21"; ends, E. Jib pole: Pine, spruce, or western fir (solid). Length, 5' 0". Diameter: (greatest), 1 3". III. STANDING RIGGING: A. Jib stay, and shrouds: 1" gal. plough steel or stainless steel. B. Backstays: 1" gal. plough steel (or 3 2/2 16") stainless steel. C. Throat strap: 1" gal. plough steel or stainless steel. D. Peak bridle: "3" or 1" flex. gal. plough or stainless steel. IV. BLOCKS: A All blocks, except jib sheet: size No. 1. B. Jib sheet bullet blocks: size No. 1. V. ANCHOR AND RODE: A. Anchor: Any type, 25 lb. B. Rode: 15 thd. manila (or larger), totaling not less than 40 fathoms. 33 RECOMMENDATIONS I. HARDWARE: Highest grade bronze, or stainless steel. II. TRACK AND SLIDES: 50" nickel or bronze. III. RUNNING RIGGING: A. Halyards: 9 thd. manila, 3 or 4 strand. B. Main sheet: 9 or 12 thd. manila or Italian hemp, 3 or 4 strand. C. Jib sheets: 6 thd. manila or Italian hemp, 3 or 4 strand. D. Backstays: 9 thd. manila, 3 or 4 strand. IV. BATTENS: Ash, 1" shorter than pocket. V. BLOCKS: On deck for main sheet; single block with becket on traveler and swivel deck leader to cleat. CLASS B-RULES (Revised Aug. 14, 1934) I. WHAT BOATS QUALIFY: Crowninshield 171-foot knockabouts, gaff rigged, of the Islesboro, Manchester, North Haven, or Bar Harbor type (i.e., with or without self-bailing cockpit, but all the same hull and sail design). II. CLASS ORGANIZATION: There shall be elected by the Class, at a meeting before the first of September each year, a Class Captain who will appoint two other members of the Class as a committee to serve with him in the enforcement and revision of these regu- lations. The Class Captain may reappoint new members to take the place of members resigning for any reason. Members will be expected to notify the Class Captain before July 1st if they are unable to be at Mt. Desert for a given summer, as in that case their resignation will be automatic. Duties of the Class Captain and his committee: A. To be responsible for the organization of the Class and to act as a liaison between the Class and the Race Committee. B. To see that all members of the Class have copies of the Class Rules and to act as a measuring and inspection com- mittee to make sure that they are complied with. The com- mittee will have the power to report to the Race Committee for disqualification of any yacht infringing these rules after she has had reasonable time to correct the infringement. Any member of the Class who believes another yacht is infringing 34 the Class Rules should report her to the Class Captain at once, rather than to the Race Committee, SO that proper inspection may be made by the committee before the protest is heard. III. SAILS AND RIG: Only mainsail, two jibs (working and storm jib) and spinnaker are allowed. These sails must conform to the blue print in the Fleet Headquarters in dimensions. Since the blue prints give no dimensions for the spinnaker, a standard has been adopted after writing the sailmakers. Henceforth, spin- nakers ordered may not be larger than the following: Luff, 19' 0" Leach, 22' 0" Foot, 16'0" but spinnakers ordered before the date of revision of these rules need not be recut. The official sailmakers for the Class shall be Cousens and Pratt, Wilson and Silsby, Ratsey and Lapthorn, and McClellan. There may be no more than four battens carried in the mainsail and three in the jib. At least two sets of reefing points must be carried sewed into the mainsail. The weight of duck used in the mainsail and jib shall be not less than 6 ounce. The type of duck shall be optional. The weight of duck used in spinnakers shall be not less than 2 ounce. The dimensions of mast, boom and gaff shall conform to the official blue prints in the Fleet Headquarters. The spin- naker pole shall be no more than 12' 6" from mast to tip, and must always be carried with the jaws against the mast and the tack of the spinnaker at its outer end, to windward of the jib stay. The spinnaker may be carried either to windward or to leeward of the jib, but no outrigger, temporary or per- manent, may be used on the spinnaker sheet. The spinnaker halliard may be rove as high on the mast as desired. All spars except spinnaker poles must be solid; poles on working and storm jibs may be of any dimensions desired. Tracks are allowed on all spars. Sheets and backstay runners may be rove and the leads moved as desired with the following limi- tations: A. The main sheet must be rove through at least two blocks on deck and one on the boom. B. The end of the jib sheet must be on deck, and it must be rove through a block on the jib pole or jib. Tracks on the back stays and winches for halliards, sheets, or runners are permitted. Any kind of cleat is permitted. Any spare sails desired may be carried. Rigging may be of any size, line or wire. 35 IV. EQUIPMENT: A. RACING TRIM: (see page 3 of N. E. H. F. racing in- structions). 1. Definition of suitable anchor and rode: A suitable anchor for racing trim shall be one weighing not less than 25 lb., of any type. A suitable rode is one not less than 20 fathoms in length and not of smaller rope than 18 thread manila. 2. Instead of a life belt, an officially approved buoyant deck cushion conforming to government regulations may be carried for each person aboard. B. CRUISING TRIM: The same as racing trim, with the fol- lowing additions. 1. Definition of suitable anchor and rode: For cruising, at least 35 lb. of anchor must be carried. If two anchors are carried, the spare anchor rode must be at least 15 fathoms in length. 2. As well as compass and foghorn, proper riding light must be carried with fuel enough for two nights. 3. One gallon of liquid per day must be carried in each boat. All usual cruising equipment and accessories taken must be carried on board each boat and not by launch or car (i.e., food, bedding, stoves, etc., or suitcases if not living on boat). 4. On the second day of the annual August cruise, boats may be in racing trim unless otherwise notified. MDI CLASS RULES (As designed by Ralph Winslow and built by Geo. Lawson) CLASS SPECIFICATIONS SPARS: Those ordered after August 9, 1936, all to be round and according to blue print specifications (in Fleet Head- quarters). RIGGING: All standing rigging is to be according to blue print. Running rigging according to blue print except it may be of any size or kind. Any number or position of cleats may be used. Lazy jacks are not required, and jib sheet must be single but may be rigged in any way. Backstays and halyards must be rove through specified blocks. INSIDE BALLAST: Any amount may be carried, but must not be changed or shifted during a series. SAILS: As made by Wilson and Silsby, Boston. 36 BULLSEYE CLASS RULES I. Age limit for both crew and skipper of Bullseye: Boys under 17th birthday; girls under 18th birthday. II. Any person under the 14th birthday may have as his or her crew any person of any age. However, the crew may not take the tiller, except under provision I. III. A Class adviser must be appointed before the racing season starts. IV. Sailors under 13 years of age are required to wear life jackets on race days. V. Every skipper sailing without a captain must demon- strate ability to reef sail. VI. Regular Equipment A. Oars and locks, Anchor and rode, pail and bailer, fog horn in work- ing order, and compass. 37 TO 16' 1" 9-10" 180 $30 rakhit. block 30 SQUARE METER CLASS 2 1/4" 01-10-01 CLASS Que CLASS B B FLC feet far LARCHMONT CLASS 11-8" 4'-8'/2 FORE BULLSEYE CLASS THE COMPASS POINTS ANGULAR POINTS ANGULAR MEASURE MEASURE North to East East to South " North 0 0 00 00 East 8 90 00 00 N E /4 1/4 2 48 45 E 1/4 S 81/4 92 48 45 N 1/2 E 1% 2 5 37 30 E 1/6 S 81/2 95 57 30 N 3/4 E 3/4 % 8 26 15 E 3/4 S 83/4 98 26 15 N by E 1 11 15 00 E by S 9 101 15 00 N by E 1/4 E 11/4 14 03 45 ESE 3/4 E 9 1/4 104 03 45 N by E 1/2 E 11/2 16 52 30 ESE 1/2 E 91/2 106 52 30 N by E 3/4 E 13/4 19 41 15 ESE 1/4 E 934 109 41 15 NNE 2 22 30 00 ESE 10 112 30 00 NNE 1/4 E 2 1/4 25 18 45 SE by E 3/4 E 101/4 115 18 45 NNE 1/2 E 21/2 28 07 30 SE by E 1/2 E 101/2 118 07 30 NNE 3/4 E 23/4 30 56 15 SE by E 1/4 E 10 3/4 120 56 15 NE by N 3 33 45 00 SE by E 11 123 45 00 NE 3/4 N 31/4 36 33 45 SE 3/4 E 11 1/4 126 33 45 NE 1/2 N 31/2 39 22 30 SE 1/2 E 111/2 129 22 30 NE N 33/4 42 11 15 SE E 11 3/4 132 11 15 NE 4 45 00 00 SE 12 135 00 00 NE E 41/4 47 48 45 SE S 121/4 137 48 45 NE E 41/2 50 37 30 SE 1/2 S 121/2 140 37 30 NE 3/4 E 43/4 53 26 15 SE 3/4 S 123/4 143 26 15 NE by E 5 56 15 00 SE by S 13 146 15 00 NE by E 1/4 E 51/4 59 03 45 SSE 3/4 E 131/4 149 03 45 NE by E 1/2 E 51/2 61 52 30 SSE 1/2 E 131/2 151 52 30 NE by E 3/4 E 53/4 64 41 15 SSE 1/4 E 13 3/4 154 41 15 ENE 6 67 30 00 SSE 14 157 30 00 ENE 1/4 E 61/4 70 18 45 S by E 3/4 E 141/4 160 18 45 ENE 1/2 E 61/2 73 07 30 S by E 1/2 E 141/2 163 07 30 ENE 3/4 E 63/4 75 56 15 S by E 1/4 E 1434 165 56 15 E by N 7 78 45 00 S by E 15 168 45 00 E 3/4 N 7 1/4 81 33 45 S 3/4 E 151/4 171 33 45 E 1/2 2 N 71/2 84 22 30 S 1/2 E 151/2 174 22 30 E 1/4 N 73/4 87 11 15 S 1/4 /4 E 153/4 177 11 15 INTERNATIONAL CODE FLAGS AND PENNANTS A L NUMERAL W PENNANTS B M X 1 C N Y 2 D Z 3 E P REPEATERS 4 F 5 First Repeater G R 6 H S Second Repeater 7 I T 8 Third Repeater J U CODE AND 9 ANSWERING PENNANT K V O HIGH TIDE AT NORTHEAST HARBOR 1939 Eastern Daylight Saving Time JULY AUGUST SEPTEMBER DATE A. M. P. M. DATE A. M. P. M. DATE A. M. P. M. 1 11.18 11.33 1 12.13 1 0.38 12.57 2 11.59 2 0.29 12.49 2 1.06 1.34 3 0.14 12.44 3 1.07 1.28 3 1.54 2.13 4 0.54 1.20 4 1.46 2.07 4 2.45 2.56 5 1.35 1.59 5 2.26 2.48 5 3.30 3.52 6 2.16 2.41 6 3.08 3.31 6 4.11 4.35 7 2.59 3.25 7 3.54 4.19 7 5.08 5.34 8 3.44 4.11 8 4.44 5.09 8 6.10 6.37 9 4.32 5.00 9 5.40 6.06 9 7.14 7.40 10 5.22 5.50 10 6.40 7.04 10 8.14 8.38 11 6.17 6.44 11 7.38 8.02 11 9.10 9.35 12 7.12 7.38 12 8.36 8.59 12 10.05 10.29 13 8.08 8.31 13 9.32 9.50 13 10.53 11.20 14 9.02 9.23 14 10.26 10.45 14 11.45 15 9.53 10.14 15 11.16 11.38 15 0.11 12.32 16 10.46 11.05 16 12.07 16 1.00 1.23 17 11.36 11.56 17 0.30 12.56 17 1.50 2.13 18 12.27 18 1.20 1.57 18 2.42 3.05 19 0.47 1.18 19 2.12 2.38 19 3.35 4.02 20 1.39 2.10 20 3.06 3.32 20 4.32 4.57 21 2.33 3.03 21 4.02 4.29 21 5.32 5.58 22 3.28 3.56 22 5.00 5.27 22 6.35 6.59 23 4.26 4.56 23 6.03 6.29 23 7.34 7.58 24 5.26 5.55 24 7.06 7.30 24 8.27 8.50 25 6.29 6.57 25 8.05 8.28 25 9.14 9.34 26 7.31 7.56 26 8.59 9.19 26 9.56 10.16 27 8.30 8.51 27 9.46 10.05 27 10.36 10.55 28 9.24 9.42 28 10.29 10.46 28 11.13 11.32 29 10.23 10.29 29 11.07 11.24 29 11.49 30 10.56 11.11 30 11.44 30 0.09 12.25 31 11.36 11.51 31 0.02 12.20 Tide turns in the Western Way two hours before and in the Eastern Way two hours after the time of change in Northeast Harbor. PROTEST Date From Address The Race Committee, The Northeast Harbor Fleet. Dear Sirs: Yacht Racing Number hereby protests Yacht Racing Number in the race of 19 for having violated Rule Section Sub Section in that she did or failed to do thereby fouling Yacht (or causing Yacht to foul Yacht ). On the reverse side is a detailed description, with diagrams as required of said foul and the events leading thereto. Yours very truly, Skipper Yacht DETAILED DESCRIPTION The diagram or diagrams should show: 1. The course. 2. The direction and velocity of the wind. 3. The set of the current. 4. The position and tracks of the yachts involved in the protest. PROTEST Date From Address The Race Committee, The Northeast Harbor Fleet. Dear Sirs: Yacht Racing Number hereby protests Yacht Racing Number in the race of 19 for having violated Rule Section Sub Section in that she did or failed to do. thereby fouling Yacht (or causing Yacht to foul Yacht ). On the reverse side is a detailed description, with diagrams as required of said foul and the events leading thereto. Yours very truly, Skipper Yacht DETAILED DESCRIPTION The diagram or diagrams should show: 1. The course. 2. The direction and velocity of the wind. 3. The set of the current. 4. The position and tracks of the yachts involved in the protest. PROTEST Date From Address The Race Committee, The Northeast Harbor Fleet. Dear Sirs: Yacht Racing Number hereby protests Yacht Racing Number in the race of 19 for having violated Rule Section Sub Section in that she did or failed to do thereby fouling Yacht (or causing Yacht to foul Yacht ). On the reverse side is a detailed description, with diagrams as required of said foul and the events leading thereto. Yours very truly, Skipper Yacht PROTEST Date From Address The Race Committee, The Northeast Harbor Fleet. Dear Sirs: Yacht Racing Number hereby protests Yacht Racing Number in the race of 19 for having violated Rule Section Sub Section in that she did or failed to do thereby fouling Yacht (or causing Yacht to foul Yacht ). On the reverse side is a detailed description, with diagrams as required of said foul and the events leading thereto. Yours very truly, Skipper Yacht DETAILED DESCRIPTION The diagram or diagrams should show: 1. The course. 2. The direction and velocity of the wind. 3. The set of the current. 4. The position and tracks of the yachts involved in the protest. PROTEST Date From Address The Race Committee, The Northeast Harbor Fleet. Dear Sirs: Yacht Racing Number hereby protests Yacht Racing Number in the race of 19 for having violated Rule Section Sub Section in that she did or failed to do thereby fouling Yacht (or causing Yacht to foul Yacht ). On the reverse side is a detailed description, with diagrams as required of said foul and the events leading thereto. Yours very truly, Skipper Yacht PROTEST Date From Address The Race Committee, The Northeast Harbor Fleet. Dear Sirs: Yacht Racing Number hereby protests Yacht Racing Number in the race of 19 for having violated Rule Section Sub Section in that she did or failed to do thereby fouling Yacht (or causing Yacht to foul Yacht ). On the reverse side is a detailed description, with diagrams as required of said foul and the events leading thereto. Yours very truly, Skipper Yacht DETAILED DESCRIPTION The diagram or diagrams should show: 1. The course. 2. The direction and velocity of the wind. 3. The set of the current. 4. The position and tracks of the yachts involved in the protest. PROTEST Date From Address The Race Committee, The Northeast Harbor Fleet. Dear Sirs: Yacht Racing Number hereby protests Yacht Racing Number in the race of 19 for having violated Rule Section Sub Section in that she did or failed to do thereby fouling Yacht (or causing Yacht to foul Yacht ). On the reverse side is a detailed description, with diagrams as required of said foul and the events leading thereto. Yours very truly, Skipper Yacht DETAILED DESCRIPTION The diagram or diagrams should show: 1. The course. 2. The direction and velocity of the wind. 3. The set of the current. 4. The position and tracks of the yachts involved in the protest.