210 Information, Review, Specs

The genesis of the International 210 dates back to 1940, when C. Raymond Hunt built and raced a prototype that proved to be a winner. However, further development was paused by World War II. Following the war, in late 1945, there was a renewed push by Massachusetts Bay sailing clubs for a new, affordable one-design boat suitable for both day sailing and competitive inter-club racing, prioritizing uniformity to prevent "out-building" and ensuring a modern design that could adapt over time. Hunt's proposed "210" emerged as the favored choice due to its exceptional value.

The first production hull, "Harpoon" (hull #2), was built by Graves Yacht Yard in 1946. Initial testing by the yacht committee revealed a performance issue, which was expertly diagnosed and rectified by boatbuilder George Rolt as a keel misalignment, leading to the class's rapid adoption. Originally, the hull was constructed from double-curvature 3/8-inch "Harborite" plywood bent over laminated oak frames, a testament to innovative wooden boatbuilding for its time. The class rules, known for their strict adherence to one-design principles to keep costs down, have allowed for controlled modernizations over the years.

Significant variations were introduced as technology evolved. Around 1952, the design was updated by Ray Hunt, Fenwick Williams, and Arthur Martin to allow for sawn frame construction, ensuring competitive parity with the original bent-frame boats. A major shift occurred in 1967 when fiberglass construction was approved, fundamentally changing the manufacturing process. Early fiberglass models were noted for being heavy, leading to a later adoption of balsa core construction using the same mold to achieve inertia and center of gravity comparable to the wooden versions. Furthermore, while wooden spars were standard, aluminum masts and booms were adopted as an alternative in 1973. An experimental "Tall Rig" (RHX) was tested in 1974 but ultimately not adopted, reflecting the class's commitment to maintaining its core one-design integrity.

Sailing Performance and Handling

The International 210 is celebrated for its spirited performance and excellent handling, earning its reputation as a "fast boat" that frequently outperforms other well-known racers like Shields, Stars, and J/24s. With a sail area to displacement ratio of approximately 27.50, the 210 boasts a significant sail plan for its size. This high ratio indicates exceptional power in light air conditions, allowing it to accelerate quickly and maintain speed even in marginal breezes, characteristic of a pure racing design.

Its ballast to displacement ratio, at nearly 0.50, is remarkably high. This substantial ballast, coupled with its fin keel, translates into impressive stiffness and stability, enabling the 210 to stand up to heavy winds and carry its sail effectively without excessive heeling. This attribute contributes to its reputation as a "stable" and "comfortable" boat, even during competitive racing.

Further underscoring its performance orientation, the 210 exhibits an extremely low displacement to length ratio of around 20.19. This places it firmly in the category of a very light, performance-driven vessel. The combination of its light displacement, efficient fin keel, and a hull form described as a "slender 30-foot double ender with the hard chine and deep lead-ballast keel" allows it to be a "joy to sail" and capable of planing in winds under 20 knots. Owners and enthusiasts consistently praise its balance and responsive handling across various sea states, making it a demanding yet rewarding boat to race, typically requiring a crew of three to four sailors.

Accommodations and Layout

As a dedicated one-design racer and day sailer, the International 210 features an open cockpit layout, reflecting its primary purpose of performance sailing rather than extended cruising. While the hull was initially plywood and later transitioned to foam-cored fiberglass, the interior remained focused on functionality for racing. The design incorporates minor deck and interior changes for the fiberglass versions, but specific details regarding berths, galley, or head are limited, suggesting a spartan interior suitable for day use or short races. The absence of a specified maximum headroom in its design specifications further emphasizes its open, race-oriented configuration, intended for crew mobility during maneuvers rather than elaborate living spaces.