Jan. 12, 1907.] 
FOREST AND STREAM. 
63 
I THE ROUTE TO THE JAMESTOWN EX¬ 
POSITION. 
The plans are well advanced for the yacht 
races, both' for sail and power craft, which arc 
to be one of the many features of the Exposi¬ 
tion, and which are to take place during the 
j latter part of August and September. As the 
days go, from the various parts of . the country 
more reports come in of yachts which will 
rendezvous at the Exposition for the, racing. 
[ From the yachtsman’s point of view, be he 
a large or small boat owner, the situation of 
Jamestown is ideal. The Chesapeake Bay as a 
cruising ground, has been known and enjoyed 
by too few. It not only offers great possibilities 
! for cruising, but possesses the great advantages 
of supplying splendid fishing and shooting 
grounds. The shores of the bay are rather low, 
but afford a most enjoyable variety. 
The bay is the home of the bug eye, a type 
of vessel that for many years has held its own 
agaitist newer types. The route south from 
New York and the eastward is well protected 
and passes by means of canals through a beauti- 
!| fill country and one in which there is no need 
to experience any hardship or inconvenience in 
obtaining supplies. This water way, for many 
; years in existence, has educated those in charge 
of the locks and bridges to courtesy. Though 
heretofore yachts have been somewhat of a 
rarity on it, they are not unknown, and the 
! yachtsman or motor boat man going south will 
j find that with ordinary care and foresight the 
journey will not be subject to the many annoy¬ 
ances which often accompany a canal cruise. 
| PASSING OF THE NEWPORT 30-FOOTER? 
It is rumored that the Newport one-design 
30ft. class, which has been raced with commend¬ 
able persistency for many years about Newport, 
i is on the eve of dissolution as a class, and the 
| rumor goes further in stating that the boats will 
1 probably be taken up by some yachtswomen 
J and perhaps raced. 
The 30-footers have been fine little vessels for 
) the purpose of afternoon racing in Narragansett 
j Bay, and many yachtsmen that have graduated 
I from this class # have them to thank for much 
! good experience. these boats were designed 
t ar >d built at Bristol and are fin keel boats of 
j the purest type. For speed and weatherliness 
| these little yachts have never been excelled; and 
! their long period of service is proof of this. 
I It is a matter of record that for many years 
some of the yachts in many of the smaller 
classes in England have been owned entirely 
and raced by their fair owners with great suc- 
1 cess. At home, we have some sailor women 
who can handle a tiller. Last summer in the 
absence of a committee some ladies acted in 
that capacity and started a most satisfactory 
race. 
The ability of the fair sex to handle and look 
after a small boat is not to be doubted. There 
; are times of course when even a man’s strength 
is taxed—but with a well proportioned boat, 
well built and rigged, there does not seem to 
be any real objection to this for afternoon sail¬ 
ing and racing. In Massachusetts Bay the prac¬ 
tice is growing in favor, and there are many 
devotees to this art which requires, beside a 
gentle hand, much coolness, skill and judgment. 
Boston Letter. 
The- proposed meeting to arouse enthusiasm 
in class Q by providing scantling and cabin re¬ 
strictions was held, as planned, on Jan. 2, and 
was attended by a dozen prominent yachtsmen. 
The difficulty of taking any steps that could have 
an official status was the first cause for argu¬ 
ment. It was finally determined to appoint a 
committee to prepare restrictions and to sub¬ 
mit them to the Atlantic Conference with an 
urgent appeal for immediate action. The great 
obstacle to the movement lies, as already pointed 
out, in the fact that official recognition and in¬ 
dorsement can hardly be secured in time for 
boats to be .built and made ready for the 1907 
season. It is probable that the committee after 
preparing its tables will take steps to have boats 
built under some such gentlemen’s agreement 
as was outlined last week and trust to Provi¬ 
dence that their scheme will be adopted by the 
Atlantic Conference and the Y. R. A. It is 
thought that five boats may be built, but no 
names have been given out, or even whispered 
sotto voce, which is a great pity. If three or 
even two, men would come out into the open 
and pledge themselves to build for the class 
under suitable restrictions, the movement would 
receive an irresistible impetus. The committee, 
consisting of Hollis Burgess (chairman), Henry 
A. Morse, Winfield M. Thompson (secretary) 
and four designers, Messrs. Burgess, Crownin- 
shield, John F. Small and Owen, will meet Jan. 
7 for the purpose of taking the first steps to¬ 
ward outlining the scantling tables. 
It is known that the Eastern Y. C. has re¬ 
ceived a letter from the Kaiserlicher Y. C., re¬ 
lating to the date of the next sonderklasse 
match, but its contents have not yet been made 
public. The impression is general that the Ger¬ 
mans cling tenaciously to Kiel week as the only 
proper time for this contest and talk of “no 
race” becomes more pronounced. There is no 
need, however, for such a feeling; there will be 
a race and, in all probability, it will be during 
August. 
The owners, and crews of the Hingham Y. 
C. one-design 15-foters are to have a banquet 
at the Rowes’ Wharf station of the Boston Y. 
C. on Jan. 23. They anticipate a jovial gather¬ 
ing enlivened by good speaking by a number 
of prominent yachtsmen. 
In mulling over the old records of the Boston 
Y. C. recently, I discovered that on the event 
of the formal opening of its first club house on 
the waterfront June 23, 1874, the club was pre¬ 
sented with a complete file of “the celebrated 
sporting paper, Forest and Stream,” then ten 
months old. William Lambert Barnard. 
Steam Yacht Revolution. 
In 1902 the Curtis Turbine Co. commissioned 
the Gas Engine & Power Co. and Chas L. 
Seabury & Co., Cons., of Morris Heigths, to 
design and build for their account a.steel yacht, 
which was to be fitted with turbines constructed 
by the Curtis Company. The yacht—an experi¬ 
mental boat on a large scale—was to demon¬ 
strate the practicability of this form of turbine 
to the propulsion of yachts. The orders re¬ 
ceived by the Seabury Company were to the 
effect that a form of the highest development 
for high speed was to be supplied; the hull to 
be of steel of beautiful proportions, and with 
luxurious accommodations. Accordingly, two 
designs were made, which embodied each in 
their way the best practice of these famous 
builders, who for many years have turned out 
some of the finest and speediest exemplars in 
our fleet of steam yachts. 
The designs were sent to the United States 
Testing Tank at Washington, which is in 
charge of Mr. D. W. Taylor, and who over-, 
looked the tests. The power which was to be 
provided by the Curtis turbines was estimated 
to be about 3,000 horsepower. After exhaustive 
tests had been carried out. the best model was 
selected, and the construction of the yacht be¬ 
gan, and the ship in due course was placed on 
trial. It was regrettable that the performance 
was not better, for the speed developed was 
low compared with the estimate, and the wave 
formation astern when the yacht was at her best 
speed, miserable. From the practice of the 
Seabury firm and their uniform success with not 
only steam yachts, but torpedo boats and 
destroyers, the blame of the Revolution could 
not be placed on their shoulders. The fact is 
that five years ago, the design and construction 
of turbines was not so well understood as it is 
to-day. Since, there has been a great change— 
that of the reduction in the number of revolu¬ 
tions per minute. It is admitted in all quarters 
that it was impossible to so design a propeller 
as to get a proportionate efficiency as compared 
with that developed in the turbine. The builders 
of the hull, however, were not directly interested 
