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The cover of Yachting Magazine, 1959.
The BuilderThe 210 Class is proud to announce the selection of Shaw Yacht, Inc. of Thomaston, Maine to build our new boats! Boat #462 is and sold to Charlie Henry of Cohasset YC. Bernie Shaw is a renowned builder of one design yachts, including Maine’s 2005 Boat of the Year, the Dark Harbor 20, and the classic Wianno Senior. Shaw is building boats to order, please contact Greg Sullivan for more information; 781-749-4141 or email Greg, g.sullivan@att.net.
History and Information With it’s 5:1 length-to-beam ratio, low displacement to length ratio, hard chines, and streamlined fin and bulb keel that is state-of-the-art for today’s racing machines, there is something just right about this boat. That’s why 210s maintain their value for year after year. EASY TEST TO FIND OUT: 1. Do you love to go fast ? 2. Do you crave one-design competition ? 3. Do you dream of a boat that achieves high marks in both performance and comfort so That racing won’t be such an ordeal, and sailing for pleasure will be really rewarding ? 4. Want a neat daysailer? YES? THEN READ ON. Whenever a one-design lasts and continues to perform smartly enough to attract a savvy following, there has to be good reason. With the 210, it’s simple: C. Raymond Hunt’s pace-setting 30’ design is as slippery today as it was off that inspired man’s drawing table. With it’s 5:1 length-to-beam ratio, low displacement to length ratio, hard chines, and streamlined fin and bulb keel that is state-of-the-art for today’s racing machines, there is something just right about this boat. That’s why 210s maintain their value for year after year. length
29’ 10”; beam 5’ 10”; draft 3’ 10”; The 210 is sleek, exciting, and offers great fleet competition. The boat was designed to meet interclub racing needs in Massachusetts Bay, and it’s the only racing class that has several active fleets in the Bay: Boston, Hingham, and Cohasset. There’s a sixth fleet in nearby Falmouth. There are two fleets in Michigan- Muskegon and Gull Lake; one in Milwaukee; and many boats in Maine, Gloucester and Marblehead, and some on the Chesapeake Bay. The Sullivan Trophy Regatta at the end of June brings the fleets together for the first time. Other big regattas and race-weeks throughout the summer augment the busy fleet calendars. All the action builds to the Nationals, held each year in August, where the competition is keen. The 210 shows its heels to most boats in its category, even the full-out racing machines that require acrobatic crews with high pain thresholds. And leaving 40-footers in it’s wake is one of the 210’s embarrassing habits. Day Sailing? IF SAILING MEANS AS MUCH TO YOU AS RACING, THE 210 WILL NEVER LET YOU DOWN. The late Ray Hunt (a man of few words) on how the 210 design came about: “Several people came to me asking, ‘Why not a larger boat than the 110 based on the same principals: racing performance and a safe, family boat.’ “ THE 210 PERFORMS.
Most important of all, the 210 provides comfort without sacrificing an iota of performance. Performance and comfort is a powerful combination. It puts the 210 in a league of its own. The 210 construction has evolved over the years, but adhere to the one-design specifications and boats from all four generations have won the National Championship that is sailed in the mid-West and the East in alternate years. Measurement certificates are carefully maintained by an active rules and measurement committee. The governing board meets frequently to discuss ways to keep the class modern while maintaining its basic integrity. The hull and keel molds are owned the class association and builders are carefully monitored. Old or new boats can be equally fast and fun. Why not join the fun?
DesignerC. Raymond Hunt Naval Architect: 210, 110, 5.5 Meter, C. Raymond Hunt was an internationally known and respected helmsman and yacht designer. He won the Sears Cup twice, the first time when he was only fifteen years old. He sailed R-boats, Q-boats, 8-meters, and was a member of the afterguard of the J-boat “Yankee”. He had an uncanny ability as a helmsman to know how to move a boat through the water fast. His intuitive skills enabled him to become one of the most innovative designers of his time. Although he had no formal education beyond prep school, he developed radically new designs, which made a strong contribution to the development of yachting. In the late 30’s Hunt designed the 110, one of the first boats made of marine plywood. The 110 was a flat-bottomed, double-ended, 24-ft. splinter that was the first of the semi-planing hulls. It was light, easy to care for and inexpensive. Ray designed the Concordia Yawls in 1939. It seems safe to say that to this day Concordias have given more pleasure to more owners and won more important races than any other boat of similar type. After the war, the 110 was followed by the still-popular, larger 210. His 5.5-Meter “Minotaur” captured the Olympic gold in Naples. In 1963, Ray Hunt sailed his “Chaje II” to the 5,5 World Championships. He developed the 13-ft. Boston Whaler in the mid fifties. Thousands have been built and the design has changed little through the years. His most significant contribution to powerboats, however, was the development of the deep-vee. A quiet introspective man, C. Raymond Hunt stood alone in the world of yachting.
Not only was he an internationally known and respected helmsman, but he was unmatched in his ability to design innovative
power and sailing yachts. It all began in 1945. HISTORY OF THE INTERNATIONAL 210 ASSOCIATION 1946-1977 It all began in 1945. I wish I could make a real drama "as to how the design
began". The truth is the facts are
quite simple. Several people
came to me asking, "Why not a larger boat than the 110 Class based on the same principles?" I had the first one built of plywood by Graves of Marblehead,
Mass. It was demonstrated
to many expert sailors. They were impressed with the racing performance and especially that it was a comfortable, safe, family boat. The Association was formed and the "210" Class began. Sincerely, Ray Hunt Tilton, N.H. January 25, 1971 TO ALL MEMBERS, ASSOCIATE MEMBERS AND PROSPECTIVE MEMBERS November 22, 1950 I believe
the following will interest you: HOW THE 210 CLASS WAS STARTED In the Fall of 1945, a meeting was called of representatives of the various Yacht Clubs in Massachusetts Bay
to consider the possibility of establishing a one-design class in the various clubs so that inter-club racing would be possible.
The meeting was held in the office of
E. Sohier Welch, and the following were present: Francis Welch Manchester Yacht Club A.N. (Bob) Winslow
Eastern Point Yacht Club Philip
Benson
Cohasset Yacht Club Frank
Munro
Corinthian Yacht Club Lincoln Davis,
Jr.
Eastern Yacht Club Myron
Hutchinson Boston Yacht Club At that meeting, the following was read by Philip Benson: 'What we do about a new class of boats depends
on what we want. I think we should decide
what we want by considering what has happened in the past. 'After the first war we wanted the type of boat to be the first consideration.
Every body has his own ideas of the perfect ship (or if he hasn't his own ideas, the com peting Yacht Designers find it
for him), and so we had the R's and the S's and the Triangles and the 17's and the MB's and the Internationals
and the 30 Squares, the 22 Squares, the Adams One Designs, the Boardman 18's, the Yankees, etc. Usually one class was
started to be an improvement on another, and usually it was not. Remember the high hopes of the group who started
the Triangles because they were prettier than the S Boats, and the MB's because they were more modern and faster than the
17's, and both of which they were not, etc. 'The result of all these classes was that the best sailors were separated in different classes,
boats lost their resale value, and the great sport of inter-club racing where local champs met and new friendships are born
was not possible. Sailing in local waters against the same competition year after year became a bore for the best sailors
who lacked the top competition they might have had by interclub racing. This resulted in a loss of interest by the best sailors,
and when they lose interest a class goes
to pieces. If we are to
get a class that is rated by the best men in the various clubs, we must first decide, I believe, that competition is what
we want above anything else. If it is what we want first, we must be willing to make concessions on the type of boat we choose,
because no two groups will ever agree on the perfect ship. If we feel the boat comes first, we will be back wehre we were in 1920 and I guess there is nothing we can do about it. If we do want inter-club racing above everything else, I think we should go about selecting a boat in some such way as this: 'Consider First — The maximum boat that ALL clubs can afford. 'Second — A boat that is pleasant for day sailing as well as racing. 'Third - A boat that will
always be uniform so that it cannot be out-built. 'Fourth — A boat that is
modern and can be kept so.' After reading the above, the meeting agreed that inter-club racing was what we wanted above everything else, and each club was asked what cost of boat he thought his club could support. One of the, clubs said that nothing above $1500.00 could be promoted
in his club, and so that figure became the basis of selecting the boat. A committee was appointed to report at the next meeting just what boats were available in that price range, and because Ray
Hunt's proposed "210" was more boat than any other we could find for the money, we adopted it. Many of us had our fingers crossed when we picked this boat. A thirty footer made
of plywood was something new, but we had all sailed in the experimental "210" that Ray Hunt had built in the Spring, and we all liked it. Each representative of each
club sold the idea to his own club, and the fleets followed rapidly. When the new boats were delivered early in 1946, they
exceeded our highest expectations, and of course the fact that they were such an interesting craft to sail has a lot to do with the continued expansion of the class. A meeting of all boat owners was held at the Boston
Yacht Club in April 1946 at which time
officers of the Association were elected and instructions given to them to have By-Laws and a Constitution drawn up for consideration at a later meeting. This was done, and the present organization is the result: INTERNATIONAL 210 ASSOCIATION Edwin A. Hills, Secretary 40 Wormwood St. at
"A" St. Boston 10, Mass. A list of prospective owners was displayed at the New England
Sportsman Show in February 1946 included the names of Charles Francis Adams, Philip Benson, F. Gregg Bemis, Lincoln Davis, Jr., C. McGregory
Wells, Briggs Cunningham, Clinton McKimm and other well-known skippers. By the summer of 1946, there
were fleets at Marblehead, Cohasset, and Eastern Point. The Class grew by leaps
and soon spread to other areas. Fleets were chartered. By-Laws were written, and builders licensed. The Association has three trophies which are sailed for annually. The Championship Trophy, first raced for at Wianno in 1948, is usually sailed for in the home waters of the
defender. The contestants qualify within their own fleets. The number of contestants per fleet
is determined by the size of the fleet. There have been as many as twenty-seven contestants. The Wells Bowl, donated by C. McGregory Wells in 1948, and the Graves Plaque,
given by E. Selman Graves in 1959, are sailed for each year at different locations in an "open regatta"
as defined in the Yearbook. As many as fifty-nine entrants have raced in these inter-club competitions. The well-known Manhasset Bay Challenge Cup has been sailed for in
"210's" on many occasions. With so many top competitors vying for honors in the new class, it was inevitable that all kinds of innovations began to appear. A policy was
wisely established keeping the boats
simple and making it possible for a standard boat, right off the production line, to race
with anyone on equal terms. Under the leadership of Philip Benson, Greg Wells, Gregg Bemis, Howard Dickinson and others, the Association continued
to "ride herd" on the would be rule beaters. Problems arose with the original bent frame construction, shroud anchorage, mast step, leaky chines, etc. Some of these
conditions were eased by improvements engineered by Graves — mainly
bridging at the mast area. (See By-Laws, ART. XIII(32).) 4-2 About 1952, Ray Hunt was most cooperative in redesigning the boats for sawn frame construction, taking great care to assure
that no weight was added or subtracted and that the center of gravity remained the same. Much credit should be given to Fenwick
Williams and Arthur Martin for the work they did on the revision of the drawings. Today, the bent frame boats and the sawn frame boats are highly competitive.
It was a bent frame that Norman Cressy
sailed to win the Class Championship in 1970. Gradually throughout the years, ARTICLE XIII of the By-Laws has been modified -restrictions added - definitionsreworded for greater clarity —
all this has been done to strengthen the meaning of ARTICLE XIII (l)'s last
sentence ". . . shall bear in mind at all times the
basic principle of
the specifications which is to maintain the International 210 Class as a one design
class." From the mid 50's
to the early 60's, the Association continued to grow and to expand into areas other than Massachusetts
Bay. Fleets were chartered in Agamenticus (York Harbor), Maine; Southern Lake Michigan, Detroit, Mich.; Narrangnsett Bay,
R.I.; Western Long Island Sound, Hawaii, Manila, P.I., Boston Bay, San Francisco Bay, Manchester, Mass., Falmouth, Mass., Provincetown, Mass., Milford, Conn., Muskegon, Mich., Gull
Lake, Mich., Hingham. Mass. Milwaukee Bay,Wisconsin, Penobscot Bay, Maine and Scituate, Mass. In 1964, the growth rate dropped surprisingly, and a
selling campsign was put on by President Robert W. Danforth andV.P. Richard A. Kimball. They made an arrangement with Graves Yacht Yards and Norman Cressy,
Sailmaker; whereby if there could be ten new boats ordered before mid October there could be a saving
of more than 12%. This was done; so theclass showed a reasonable
gain for 1965. During the later part of the 1950's, fiber-glass hulls were being thought of, but, at the time, it was said "it couldn't be done". In the winter of 1965, a
group headed by Richard A. Sullivan invested in a fiber-glass mold for the 210. A prototype was built in 1966. This
boat was sailed by
many skippers in many different areas from Eastern Point to W.L.I.S.With a few minor deck and interior changes, the fiber-glass 210 became a reality in 1967. The
first fiber-glass boats were ofthe laid-up type of construction
and these were found to be heavy
on both ends. The class then changed to Balsa Core and using the same mold, (first Duplin Marine, then Rogers marine), producedhulls comparable to the bent & sawn frame boats with respect to inertia and center of gravity. This mold willeventually become the property of the Association. In 1971 a prototype aluminum mast and boom
were used and found to need more en gineering. With a re-engineered section, a new aluminum mast and boom was used and adopted as an alternate to the wooden
mast and boom, and by
1973 they made their appearance in most fleets. Ray Hunt introduced in the fall of 1973, the "Tall Rig" experimental design of the 210. Basic differences in the R.H.X.were: 1) An additional four feet to the preset
mast. 2) A
working jib for ease in tacking. 3) A larger spinnaker for better off-wind performance. .By a positive Vote at the annual meeting, the class voted to
experiment with this new idea. A "Tall Rig" Committee was formed and with many
hours of work throughout the winter. Chairman Doug MacGregor was able to put three 'RHX' boats in the water at Marblehead in mid-April 1974. During the Nationals in 1974 the "Tall
Rig Committee" recommended'to the Governing Board to drop furtherconsideration of the 'RHX' because their committee found no overwhelming advantages to warrant the changes. Things settled down once again and owners seem satisfied with present boats, spars, and sails.
In 1975 and again in1976. Boat
^378 won the championship.
This now completes the triangle. Every different type of boat construction in the class has now won
the championship. The following update was written by Peter Costa in 1977. 1976 was a gala year in our class. It was the first year the Nationals were held in
the Midwest. In fact some eleven boats traveled 1050 miles to the nationals in Milwaukee, and another ten boats traveled '400
miles from Michigan to the main event making it a true national championship series. In eleven major 210 events this year, nine different
winners were recorded. A most competitive
season! Our mission is to further promote the interests of our organization and our members to the community. We strive to make
a difference by educating the public and expanding our reach. For further information contact the International 210 Association,
Inc., 59 Water Street, Hingham, MA 02043,
Tel. # 781-749-4141. INTERNATIONAL 210 ASSOCIATION BYLAWS ARTICLE I ‑ DUES 1. Annual membership for all categories of membership is due on or before June 1st. 2... Annual Dues for MEMBERS is as follows: 3... Annual Dues for ASSOCIATE MEMBERS: .............................................. $15 4... Annual Dues discount for “Full Crew” combined payment consisting
5 Any owner registering a boat as specified in and fully complying with Article II shall pay no dues for the year in which the boat is registered. ARTICLE II ‑ ELIGIBLE YACHTS 1. A yacht shall be eligible for acceptance by the Association if it is measured and found to be within Association specifications by an Association approved measurer. All hulls and decks built after May 1, 1992 and all keels cast after November 1, 1996 must be ordered by the Association or its designated representative, built using the Association's molds or patterns and conform to the exact composite, lay up schedule and drawings approved by the Association. The mold royalty fee must be paid by the owner prior to measurement. The results of such measurement shall be recorded by the Rules Committee and a copy of the certificate shall be forwarded to the owner. The owner of the yacht shall be solely liable for its compliance with 210 Association specifications. 2. Proper registration consists of the recording by the Secretary of a yacht's number, owner, name, builder and year completed. The Secretary shall register any yacht upon receipt of the above information and evidence satisfactory to him/her that the yacht is an eligible 210 in accordance with Paragraph 1. of this article. Upon registration, a registration fee equal to the annual dues is due and payable, which payment includes membership in the Association for the current year. Failure to provide the required information or to pay the registration fee renders a yacht liable to the revocation of its registration by the Governing Board. ARTICLE III ‑ YACHT'S NUMBER AND NAME 1. The registered numbers allotted to new yachts on application to the Secretary shall be permanently affixed to the hull, mainsails, genoa jibs and spinnakers. 2. A number, when issued and assigned to a yacht, shall remain the number of such yacht regardless of transfer or change of ownership and may not be reissued until the Association has been given proof that such yacht has been lost or destroyed. Numbers shall be assigned to new yachts in an increasing sequence. The Rules Committee Chairperson shall be responsible for assigning numbers and for keeping a record of the assignments. Exceptions to the normal numbering sequence may be granted by the Governing Board. 3. A name shall be optional but must be recorded with the Secretary. ARTICLE IV ‑ MEASUREMENTS AND CERTIFICATES 1. No yacht shall be eligible to enter any sanctioned Association race unless the designer or some other individual or individuals duly authorized by the Governing Board shall have issued an approved Registration Certificate for such yacht, attesting to its compliance with the lines and specifications on file with the Rules Committee in so far as hull, spars, keel and fixed rigging are concerned. 2. Such Registration Certificate shall be binding upon all organizations conducting races for the Association. A yacht holding such Certificate shall not be subject to protest based on adherence to specified measurements unless reasonable grounds for re-measurement can be furnished to the Rules Committee. 3. Protests of a certified 210 based on an alleged discrepancy in measurements shall be made in writing. 4. Whenever a yacht shall have experienced a change by virtue of modifications, repairs, maintenance or other cause in any dimension for which a Registration Certificate has been issued, the owner shall have all such dimensions re-measured and the Registration Certificate revised and re-issued as described in Article IV Paragraph 1. Failure to do so shall make such yacht ineligible to participate in sanctioned events. ARTICLE V ‑ APPEALS Rulings on measurements or eligibility rendered by fleets, clubs or special committees under whose auspices a sanctioned Association race has been held shall be subject to written appeal to the Governing Board. ARTICLE VI ‑ RACING RULES The racing rules of the ISAF as adopted by US Sailing shall govern all sanctioned Association races, unless otherwise specifically stated in Association rules or special racing instructions. ARTICLE VII ‑ OBLIGATIONS The Association shall not be liable for any debts contracted by its officers other than expenditures by the Treasurer, for which he/she shall account to the President at any time and to the Association at the Annual Meeting.
ARTICLE VIII ‑ AMENDMENTS These Bylaws may be amended by: 1. A two thirds affirmative vote of those present at any meeting of the Association provided a quorum is present and provided further that notice of the proposed amendment is sent to the members at least two weeks before the meeting, or 2. A majority vote of the total membership of the Governing Board provided that notice of the proposed amendments is sent to all members of the Board at least ten days before it meets. In lieu of a member's actual presence at such a meeting and/or in lieu of the actual meeting itself, votes may be tendered by mail to the Association's President or Secretary. ARTICLE IX ‑ FLEET CHARTERS 1. A fleet may be granted a charter upon application to the Governing Board by three or more Members in good standing of the Association not within the jurisdiction of an existing Fleet. 2. A Fleet charter may be revoked by the Governing Board if the Fleet fails to maintain at least three Members of the Association in good standing or fails to give fair representation to all the 210 owners within its jurisdiction. 3. Fleets shall be responsible for making such rules governing the conduct of local races as they may determine. All such rules must be approved by a majority vote of active members in the fleet and may be required to be reported to the Governing Board before they become effective. ARTICLE X ‑ SANCTIONED EVENTS 1. The International 210 Association may from time to time designate regattas it considers of particular importance as sanctioned events. 2. The sanctioned events of the Association include the annual National Championship, the Wells Bowl, the Graves Plaque, the McKee Trophy, the New England Championship, Quincy Bay Race Week, the Mid‑West Regatta, the Last Chance Regatta, the Jack Wallace Trophy and the Richard A. Sullivan Trophy. 3. Rules and regulations for the annual National Championship are covered by the Association's Championship Regulations. 4. To the extent possible, clubs conducting Association sanctioned events shall use the provisions of Articles XI and XII of the Championship Regulations as guidelines. 5. The F. Gregg Bemis President's Trophy is awarded annually to the skipper who has the best sailing average for three out of five of the following regattas: the Mid-West Championship; New England Championship; Graves Plaque; Wells Bowl; and National Championship. Each yacht competing in the F. Gregg Bemis President's Trophy series will be credited with as many points as the number of yachts she has defeated plus one point for finishing. The sailing average for a yacht will be the percentage which the total number of points to her credit at the end of the series bears to the total number of entrants for the regattas in which she competed. A yacht that starts and does not finish or is disqualified, will not receive a point for finishing, but will be counted as a defeated yacht in awarding points to the other yachts. ARTICLE XI ‑ ASSOCIATION RACING RULES 1. Equipment: Each yacht must carry ground tackle consisting of a minimum of an 8 lb. anchor with a length of chain the combination of which shall weigh a minimum of 12 lbs. and 150 feet of continuous, 1/4" diameter anchor rode, all of which shall be permanently attached to each other; one regulation life preserver of an approved type for each person on board; one paddle or oar and bailing equipment which must include one non‑collapsible pail or bucket of at least two gallon capacity. 2. Outriggers: No outriggers of any nature (including hands or arms) or special device other than those permitted under these Bylaws shall be employed. Neither the main boom nor the spinnaker pole when in its proper place on the mast shall constitute an outrigger. 3. Mainsails: Only one (1) mainsail may be used in any race. 4. Hiking: No skipper or crew member may employ any standing or running rigging or any other contrivance to assist in maintaining his or her weight to windward, and feet must remain in the cockpit. 5. Standing Rigging: No adjustments to the standing rigging may be made during any race after the warning signal except to make repairs. The backstay, if adjustable, shall be considered running rigging. 6. Mast: The position of the mast heel shall be firmly and closely affixed to the hull and shall not be varied during the race. The collar or other deck fitting for the mast shall have a maximum opening of 4‑3/4" by 3‑3/4" for wood masts and 5‑3/4" by 3‑3/4" for aluminum masts, and the distance from the intersection of the forestay with the deck to the aft edge of the mast opening shall not exceed 7 feet 9‑1/4" nor be less than 7 feet 8‑1/4". Mast wedges are optional, but if used, their position may not be altered while racing. 7. Haulouts: Rules governing haulouts will be at the discretion of individual Fleets. 8. Ballast: No ballast except as required by Article XIII, Paragraph 9 shall be carried. ARTICLE XII ‑ SAIL SPECIFICATIONS 1. No sails other than the standard mainsail, working jib, blade jib, genoa jib and spinnaker shall be allowed. Owners shall be limited to the acquisition (which includes borrowing) of two complete suits of sails in the yacht's first year and one suit in any subsequent year; or one suit in the first year, two suits in the second year and one suit in any subsequent year. The acquisition of a sail shall occur as of the date the sail is (1) measured, (2) accepted and (3) recorded by an Association‑approved measurer for the owner and boat on which the sail is intended to be used. The year shall be a championship year beginning on the day following the last race of the preceding year's National Championship series and ending at the end on the day of the last race of the current year's National Championship series. Exceptions to this paragraph may be made by the Governing Board for cause on application in writing. The date of acquisition shall be indelibly marked in one inch block numerals on one side of the tack of all sails. Sails acquired prior to 8/21/76 shall be marked by the year only in which they were acquired. Sails manufactured after 8/30/87 must have an Association royalty label permanently attached.
2. Minimum Weight of Sails: Mainsail, working jib, blade jib and genoa jib shall have a minimum weight of 3.0 oz. per 28‑1/2" yard (Sailmakers Standard U.S. Measurement, 28‑1/2" by 36") of any woven fabric or mylar laminate but excluding Kevlar. Spinnakers shall have a minimum weight .75 oz. per 28‑1/2" yard (Sailmakers Standard U.S. Measurement, 28‑1/2" by 36") and shall be made only of nylon. [revised 3/27/2000]
3. Mainsail (a) The size of the headboard shall be such that a measurement from the leech to the luff perpendicular to the luff and tangent to the top of the halyard attachment hole shall not exceed 4‑1/2". The top of the halyard attachment hole shall be within 1/2" of the top of the sail. The main halyard shackle shall be attached at the hole in the headboard. The upper and lower battens shall not exceed 27". The two middle battens shall not exceed 36". Battens shall be approximately equally spaced along the leech. The roach of the mainsail may not be supported or stiffened by means other than the specified battens. Leech lines are permitted. (b) The luff of the mainsail shall be governed by a measurement from the top of the lower black band. The top of the lower black band shall be a maximum of 28 feet 1‑5/16" from the centerline of the main halyard sheave or 27' 11‑7/8" from the bottom of the upper black band. The sheave shall not be over 3‑1/2" in diameter. (c) The foot of the mainsail shall be governed by the length of the boom as measured from the center of the clew outhaul pin at the outboard end of the boom to the after side of the mast. This dimension shall not exceed 13' 8" for either wooden or aluminum booms. Alternatively, the foot of the mainsail may be governed by the forward edge of a black band 3/4" wide at the outboard end of the boom. The forward edge of this black band shall be 13' 9‑1/4" from the after side of the mast. No part of the sail may be aft of this point. (d) The leech of the mainsail from the center of the hole in the headboard to the center of the clew cringle shall not be more than 31 feet 3" nor less than 29 feet at a tension of 5 lbs. (e) The roach and draft of the mainsail shall be governed by measurements across the sail from the mid‑point of the luff to the mid‑point of the leech which shall not exceed 8 feet and from the mid‑point of the foot to the mid‑point of the leech which shall not exceed 14 feet 10". The mid‑point of the leech shall be determined by folding the sail back on itself, bringing the peak to the clew and putting a spike or pencil through the eye of the headboard and the clew cringle, and drawing the middle half of the leech taut with the same tension on each half. The mid‑point of the luff shall be determined in the same way except with the spike through the eye in the headboard and the tack cringle. The mid‑point of the foot shall be determined similarly using the spike through the tack and clew cringles. The measurement shall be made on the floor with the sail smoothed to remove wrinkles as much as possible, particularly in the neighborhood of the dimensions being taken, but without pulling or stretching the cloth on the bias. (f) The leech and foot of the sail shall be fair, normal curves. (g) Mainsails may be "jiffy" reefed using not more than three additional tack and/or clew points. The maximum reef to be not more than 3 feet perpendicularly above the foot at the tack and 3 feet 6 inches perpendicularly above the foot at the clew. (h) The use of a zipper luff and/or zipper foot is prohibited on any sail.
4. Working, Blade and Genoa Jibs (a) Working Jib:
Blade Jib:
(b) Genoa Jib:
(c) Measurements are to be taken from intersecting points of straight lines tangent in pairs as practicable to the edges of the sail at each corner. The luffs of the working jib and genoa jib shall be so constructed that they shall not be less than 19 feet with a maximum of two pounds tension along the luff and so that it cannot be stretched to more than 19 feet 6 inches at any tension. The luff of the blade jib shall be so constructed that is shall not be less than 21 feet with a maximum of two pounds tension along the luff and so that it cannot be stretched to more than 21 feet 11 inches at any tension. The luffs may enclose a stainless steel wire whose relationship to the head and tack cringles is not adjustable while racing. The luff of the jib shall be adjusted while racing only by tension on the head and tack cringles. The luff of the jib may have any kind or number of hanks but not a zipper. The foot and leech of the jibs shall be measured under a tension of approximately 5 lbs. Each side is to be measured without tension on the other sides and with the sail flat on the floor. (d) No part of the foot of the genoa jib shall extend more than 3” below a straight line between the measuring points of the tack and clew with the sail spread flat between the tack and clew without tension. (e) No part of the leech of the blade jib shall extend aft of a straight line between the measuring points of the head and clew with the sail spread flat and with not more than 5 lbs. of tension applied to all three corners of the sail. No part of the leech of the genoa jib shall extend more than 2” aft of a straight line between the measuring points of the head and clew with the sail spread flat and with not more than 5 lbs. of tension applied to all three corners of the sail. (f) A maximum of 3 battens may be used to support the leech of the blade jib but battens are not required. The battens, if used, must be approximately equally spaced along the leech and may not be longer than 12.5 inches. Battens for stiffening shall not be used to support the leech of the genoa jib. (g) The clew measurement point of the blade jib must be no more that 7 feet 8 inches and no less than 7 feet 2 inches from the luff of the sail at that point along the luff where the two are closest. The measurement shall be made with the sail spread flat between the clew and the luff without tension.
5. Spinnaker (a) Measurements:
(b) The last four measurements above shall be made with the sail laid out on a flat floor, folded in half, with the clew and tack cringles together; and with the sail smoothed out so that there is an equal amount of cloth on each side of the mid line. The long seams should be smoothed into diagonal straight lines and the mid line and the luff and leech should be permitted to assume their natural curves and should not be pulled into straight lines. (c) Girth A is the distance between the point where an arc centered at the head of the sail (at the under side of the swivel) with a radius of 6 feet cuts the leeches and the mid line of the spinnaker. (d) Girth B is the distance between the points where an arc centered at the head of the sail ( at the under side of the swivel) with a radius of 12 feet cuts the leeches and the mid line of the spinnaker. (e) In addition to the above restrictions, the semi‑girth of the spinnaker, measured at right angles to a line running from the swivel to the clew cringles, with the spinnaker laid out as described above, shall not at any place exceed 9 feet 6". (f) The use of a single‑ended line sewn directly or bridled to the central portion of the spinnaker and employed solely for the purpose of taking the spinnaker down is permissible. 6. Sails that stretch beyond the maximums after use must be corrected or they shall be declared illegal. 7. Emblems and Numbers: The emblem and the yacht's registered number must be displayed on both sides of the mainsail approximately 2/3 the height of the sail above the boom. A champion of the International 210 Association may display the class emblem in gold numerals. The registered number only shall be similarly placed on both sides of the spinnaker approximately at the middle of the sail and on both sides of the genoa jib within 18" of the tack. The height of the numbers on the mainsail and the spinnaker shall not be less than 10". Numbers on the genoa jib shall not be less than three inches and shall be indelibly stenciled or sewn on. 8. Windows: Notwithstanding the provisions of Paragraph 2 of Article XII, any sail may contain one or more transparent windows of appropriate material provided such windows in aggregate do not exceed 5 % of the total area of the sail. 9. Any yacht using a sail which has not been measured in accordance with the above sail specifications and approved by a fleet measurer is subject to disqualification. ARTICLE XIII ‑ YACHT SPECIFICATIONS General 1. Declaration of Intent: Specifications, however complete, cannot anticipate every possible situation that may arise. If a point is not covered herein, a ruling should be obtained from the Rules Committee. In interpreting any point not covered, the Rules Committee shall consider the intent rather than any technical construction that might be derived from the wording and shall bear in mind at all times the basic principle of the specifications, which is to maintain the International 210 Association as a one design class. 2. Protection of Name and Emblem: No yacht may be sold or entered in any race as a 210 or at any time display the 210 emblem upon its sail or otherwise, unless the registration fee on such yacht has been paid to the Association by the builder or owner thereof. For the benefit of owners and prospective owners, the Association will take whatever steps necessary to protect both the 210 name and the emblem from unauthorized use. 3. Registration Certificate: A Registration Certificate will only be awarded to a yacht conforming to the conditions and specifications as herein stated and will certify that the yacht does so conform. The Registration Certificate and the statements in writing by the Rules Committee are the only recognized proofs of eligibility of a yacht in the Association. 4. Plans: Preservation of the one design feature is paramount and yachts must be made to conform strictly to the plans and specifications as designed by C. Raymond Hunt and on file with the Association. However, revisions may be made by the Association as provided for under its Constitution and Bylaws. The official plans for each type of 210 yacht shall be as listed on the Official 210 Drawing List, Reference A, attached. 5. Options: Nothing is optional in these specifications unless it is so stated. 6. Builders: International 210 yachts may only be built by manufacturers approved by the Association. The selected manufacturers must be willing to agree by contract with the Association to comply with the plans and specifications. 7. Measurements and Allowances: The specifications are in feet, inches and pounds in accordance with the standards of the United States Bureau of Weights and Measures. Yachts must be built to the exact dimensions given. Allowances will be for expansion, unavoidable fractional inexactness, etc., but are not sufficient to permit any intentional deviation. Builders are cautioned not only to forego intentional deviations but to see that the workmanship is of such quality that exactness is kept to an irreducible minimum. Those authorized to issue Registration Certificates shall be instructed not to award them to yachts which are not built with a high degree of skill and workmanship. It is the intention of the plans and specifications that substitutions may be made, providing that such substitutions are approximately equal in weight to the original members shown on the plans. No deletions may be made unless the equivalent weight is added at the center of gravity of the deleted member. Hull and Spars: 8. Hull Dimensions: The basic dimensions of the International 210 shall be as follows:
9. Yacht Weight: The minimum weight of a yacht ready to race except for portable equipment but including spinnaker pole shall be 2300 lbs. Underweight yachts shall be brought up to the minimum by additional weight being permanently affixed to the hull in equal parts, one part to be located at Stations 6 or, alternatively, forward of the forward front cockpit coaming; and one part to be located at Station 12 or, alternatively, aft of the aft cockpit coaming. The addition or removal of permanently affixed weight requires that the yacht's weight be re‑certified. The hull and its plan‑specified structures may not be altered for the purpose of altering either the boat's weight or weight distribution. The structures of the hull must conform to the plan specified specifications. Substitutions are permitted but they must be of approximately equal weight and in the same location. In particular, floorboards and seats may be neither over built (to add weight to the center of gravity) or under built (including the practice of drilling holes in floorboards for other than pumping). The Bristol‑built (Pearson) fiberglass boats (Nos. 378‑389) are the only exception to this rule to the extent that the drilling out and/or removal of frames and grinding of the hull is permitted because of excess weight having been built into their ends. 10. Keels: (a) The keel is to be an iron casting as shown on the plans weighing 1175 lbs. There shall be an allowance of plus or minus 3 percent in the weight of the keel which is a manufacturer's tolerance only. The location of the keel on the hull is determined by the intersection of the leading edge of the keel, extended, and the bottom of the yacht. This intersection must be 2.5 inches aft of Station 7 plus or minus .5". Keels may not be treated with any finish that cannot be put on while the keel is on the yacht. (b) In all instances where practical, keels should conform with the measurements specified in the current Registration Certificate providing this does not burden the owner with unreasonable expense (ie: a new keel). There are approximately 12 so called "Peck" keels that do not meet all specifications through not fault of the owners and which have been accepted on past Registration Certificates. Should depth measurements of the "Peck" keels be outside specified limits they may be allowed, but only with the written approval of the Rules Committee; however, "Peck" keels must comply with the web and bulb widths specified in the Registration Certificate. (c) Although "grand fathered", "Peck" keels may be transferred to different hulls only under the condition that they comply with all keel dimensions specified in the Registration Certificate. 11. Fairwaters: No fairwaters may be installed on the sides of the keel flange, but fairwaters may be installed at the forward and after ends of the keel flange. The keel side flange height is to be a minimum of 5/8" and the side flange edge radius and radius between the flange and the bottom of the hull is not to exceed 3/8". 12. Rudder: The rudder shall be mahogany or other equivalent wood 1" thick but may be tapered along its edges. Fiberglass rudders are allowed if the size, shape and weight are identical to those currently being made of wood. (approx. wt. 22#) 13. Tiller and Tiller Extension: The tiller shall be of ash or other equivalent wood. Tillers may not be longer than 4' 4" from the center of the rudder post to the end of the tiller. A tiller extension may be used. 14. Flotation: Styrofoam or equivalent rigid flotation must be carried under the decks at all times. All wood yachts (Nos. 1 ‑ 377) shall carry a minimum of 20 cubic feet (eg: two pieces forward 51" x 20" x 10" and two pieces aft 36" x 20" x 10"), solid fiberglass laminate yachts (Nos. 378 ‑ 389) 30 cubic feet (eg: two pieces forward at 78" x 20" x 10" and two pieces aft at 54" x 20" x 10") and cored fiberglass yachts (Nos. 390 and up) 24 cubic feet (eg: two pieces forward at 54" x 20" x 10" and two pieces aft at 42" x 20" x 10"). Styrofoam flotation may not be replaced by air bags. Equivalent flotation must be of a solid non‑deflatable type. 15. Cockpit: The cockpit shall be the size and shape as shown on the plans. The use of a cockpit bridge for any purpose is prohibited. 16. Rails: Foot and hand rails may be attached to the fore and aft decks. 17. Mast: The mast is to be hollow and rectangular in section, made of spruce or Douglas fir with walls not less than 1/2" in thickness with 1/2" filler pieces in way of fittings of the same material as shown on the plans. The luff of the mainsail may be secured to the mast in any fashion. The main, jib and spinnaker halyards and spinnaker pole lift and downhaul may run inside the mast. Rotating masts are prohibited. An aluminum mast as shown on the official spar plan may be substituted for the wooden mast. 18. Boom: The boom must be solid and of T section. No arched or curved tracks are allowed and no mechanically actuated transverse movement is permissible. The foot of the mainsail may be secured to the boom in any fashion but may not be loose footed. An aluminum boom as shown on the official spar plan may be substituted for the wooden boom. The vang attachment plate on the aluminum boom is not a required fitting. Alternate attachment arrangements (internal) or devices may be used at any location. 19. Spinnaker Pole: The spinnaker pole shall not be longer than 7' 6" overall including fittings and may be constructed of any material. 20. Mast Weight: There is no minimum weight. The mast and fittings as specified in the plans may not be altered or otherwise modified in any way. 21. Floorboards: To be as shown in the plans or equivalent. Overly heavy floorboards will be considered ballast and will not be allowed. 22. Lockers and Shelves: The addition of lockers and shelves on the inside of the hull is permitted.
23. Seats: Seats to be as shown in the plans or equivalent. The plans for the wooden boat show 3/8” plywood with several longitudinal stiffening members; however, ½” plywood with fewer stiffening members or ¾” plywood without such stiffening members shall be considered permissible under the “equivalence of substitution” rule of Article XIII Paragraph 7 of these Bylaws. Seats may also be made of fiberglass construction so long as the dimensions referenced in this paragraph and on the plans are not altered, and the fastening method allows for removal of the seats.
Seats may be lowered provided:
(a) The longitudinal dimensions are not materially changed: 7’ 10” min;
(b) They are maintained essentially parallel to the waterline;
(c) A point on the inboard top edge of the seats at the intersection of a station defined by the centerline of the location of the aftermost keel bolts is not less than 20” inboard of the inside of the hull and not less than 12” vertically above the inside of the bottom of the hull.
24. Shields: Metal shields may be attached to the bow and stern. 25. Hull Stiffness: No structural members may be added to the hull without the prior written approval of the Rules Committee. 26. Spinnaker Launcher: A single through‑deck spinnaker launching tube located forward of the forestay is permissible. Such opening must be positively closed by any device which stops the intake of water into the interior of the hull. The natural action of the water shall not be capable of accidentally opening such closure. Rigging and Equipment: 27. Rigging: The standing rigging shall be of multi‑strand construction and shall consist of a forestay and upper and lower shrouds of 5/32" diameter and permanent backstay and optional jumper stays of 1/8" diameter. The main and jib halyards shall be of 1/8" diameter with rope tails. The spinnaker halyard shall not be less than 1/4" in diameter. The use of any tackle other than the standard spinnaker halyard eye or block on the mast is prohibited, ie: 1:2 fast‑hoist systems may not be used. Upper and lower shrouds and forestay may be attached to the hull by any means provided their centers intersect the deck at the plan designated positions. The position of the upper and lower shrouds may not be reversed with respect to their attachment to the hull. The upper shrouds must be attached to the forward shroud position and the lower shrouds to the aft shroud position. 28. Backup Nuts: In addition to the regular adjusting nuts, all shrouds and the forestay should have an additional backup nut or equivalent locking device. 29. Forestay Disconnect: An above deck forestay disconnect is allowable. 30. Adjustable Backstay: Any mechanical means of adjusting the backstay may be used. 31. Adjustable Forestay: While racing, the forestay may be adjusted only by (a) the backstay adjustment, (b) the jib sheets, (c) a single independent above‑deck line which shall intersect the deck no further forward than within reasonable proximity to the front of the coaming. Any device which makes the forestay easily and mechanically adjustable while sailing is prohibited. 32. Vang: A vang is permitted. The lower end of the vang gear shall be attached on the centerline of the hull forward of the forward cockpit coaming and when trimmed with the boom amidships, shall not exert a side force on the boom. A "Star Class" type pivoting arm boom vang apparatus may be used. The use of a "JC strap" or preventer is permitted provided the boom may be jibed without relaxing or removing the strap. 33. Downhauls and Uphauls: Except for mast head halyard hooks which are not permitted, any mechanical method of uphaul or downhaul may be employed on the jib or mainsail. However, a jib downhaul shall pass through a hole no larger than 1" in diameter in the plane of the deck. A mainsail downhaul shall not pull the centerline of the gooseneck pin below the top of the lower black band on the mast. 34. Alternate Mainsheet Trimming: As an option to the plan‑designated mainsheet trimming arrangement, any mainsheet arrangement may be used except that if a traveler is used only one may be employed and it is to be located 10" aft of the centerline of the rudder post and shall not be longer than 44 3/4" when measured in a straight line from the end points of the track. The most forward hull block and/or cam action cleat shall be on the hull centerline at station 10 " plus or minus 3". (Station 10 is 4'- 6" aft of the forward side of the forward coaming.) 35. Cleats and Leads: Cleats and spinnaker and jib sheet leads (including blocks) and the location thereof shall be optional except that the athwartship location of the genoa jib tracks shall be as per plan. Barber haulers shall be allowed for the blade jib only. 36. Jib Sheeting Systems: The design, installation and location of genoa winches shall be optional. Any device or system used to trim the genoa without winches shall be considered as falling within the intent of class rules. 37. Spinnaker Halyard Fitting: A block or similar fitting may be used on the mast in place of an eye for the spinnaker halyard, providing its point of attachment to the mast is no higher than the position of the eye as shown on the plans. 38. Spinnaker Topping Lift: Any arrangement of blocks, fairleads, wire or rope may be used on or in the mast to control the spinnaker pole including any kind of tackle or rig to control the spinnaker pole ring fitting on its track on the mast. 39. Turtles: Turtles, bags, boxes, spinnaker launching tubes (as provided in Paragraph 26 of Article XIII) and similar devices to aid in setting spinnakers are permitted. 40. Special Devices: The use of devices for transmitting or correlating data relative to wind direction or speed or boat speed or location by means such as, but not limited to, electronic, mechanical, hydraulic or pneumatic are prohibited, including, but not limited to, knot meters, logs, radar, Loran, GPS, sonar, electronic compasses, radio receivers or radio transceivers. Notwithstanding the foregoing, a yacht may be equipped with either or both: (a) a VHF radio, and (b) an electronic digital fluxgate compass such as Tacktick’s Micro Compass, provided that any such model of electronic digital fluxgate compass used shall be limited in functionality to the display of compass heading and timer and not additional data relative to wind direction or speed or boat speed or location. Further, the use of any brand, make or model of electronic digital fluxgate compass not specifically identified in this section shall require the approval of the Rules Committee, such approval to be considered upon written application by any member to the Rules Committee Chair and evidenced by a certificate issued and signed by the Rules Committee Chair. 41. Fittings: Except for cleats and leads, only fitting shown on the plans or provided for in these Bylaws shall be permitted on the yacht. 42. Jumper Strut and Stays: Use of the plan specified jumper strut and jumper stays shall be optional. 43. Jib Roller Furling: Roller furling of any type shall be allowed, but must be usable with a standard, unmodified genoa or blade jib. Rod stays, grooved or slotted headstays, or similar devices are not permitted. A roller furling system when used while racing must be fully furled or fully unfurled. Partial furling to achieve reefing is not permitted while racing. 44. Spreaders: Any type or shape of spreader of plan length (23" minimum) may be used. RULES COMMITTEE RULINGS 1. Article XIII C.(8) shall not be interpreted to prohibit the use of a "head knocker" type device on the boom in a position at station 10. (7/94) 2. Masts shall be tapered uniformly beginning no lower than 20'-6" and no higher than 21'-6" above the lower band. This ruling shall not invalidate any masts manufactured prior to 8/1/94. (10/15/94) 3. The shoulder radius on the keel bulb and the radius between the keel bulb and the web shall be not greater than: "Gretzky" keel: 1/2" All other keels: 1" The radius of the corner between the bulb side and the bulb bottom shall not be greater than: "Gretzky" keel: 3/8" All other keels: 1/2" The shape of the keel shall not be changed substantially from the as-cast shape as shown on the appropriate drawing. (5/95)
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