It would, I think, be more effective to deal with form and devise a rule by which we can insure that a boat will be reasonably safe with its load, not merely in smooth water, as in our recent test, but in a seaway. It is essential, therefore, to draw the attention of the advisory committee to the value the board attach to form, and particularly to that part of it under water, emphasizing the great necessity there is for an increase to the bearing surface of the under-water portion of boats, and this end can, no doubt, be best attained by the putting into practice of the suggestions made by the principal ship surveyor for amending the rules and which aim at prolonging the form or fullness of dimension of the midship body under water well toward the ends of the boat. It is well known that by extending the body in this way greater buoyancy and stability are secured without materially affecting the speed. It is often supposed that defective stability due to bad form can be rectified by the disposition of the persons or things, but anyone with real experience of boats in a seaway can not fail to realize that this is the wrong principle to work on. Granted, therefore, that the question of form must take priority, how can it be best attained? And if we refer to Mr. Archer's method of measurement, as stated in his amendment to the rules, it will be seen how simple and effective it is. For the purpose of illustration, we might take the model of a ship's boat obtained through the board's surveyors at Glasgow, the dimensions of which enlarged to scale represent a boat of L B D/30.0 × 8.5 × 3.5 and is an embodiment of the proportions amidships and at quarter distance from each end proposed by Mr. Archer. It can not be too strongly urged that for a ship's lifeboat to be fit to carry the number of persons it measures for in any degree of safety, whenever it may be required at sea, the under-water or bearing surface should be carried out to the ends as much as possible and all straight lines avoided. The bows of many of the existing types of boat are examples of the worst possible form for safety, and the counters are as bad, if they can be said to have any. _Depth._--It appears from the reports that the most generally approved ratio of depth to the breadth is 4/10. This has been established not only by our long experience, but by the numerous tests recently conducted by the board's surveyors at various ports, and the attention of the advisory committee might be drawn to this fact. It is, of course, necessary also to have a good freeboard, but a well-proportioned boat does not require so much freeboard as the commoner type, as with proper sheer and under-water surface she is easy in a seaway. If the gunwale is too high, there is loss of power over the oars, which is serious when for the safety of the boat she is required to be kept head-on to sea, and with a fresh breeze, even in a good boat, this is not always an easy matter.