FOREST AND STREAM. 
103 
Jan. 19, i 9°7 ] 
Boston Letter. 
I 
SMALL BOATS. 
Few people in their travels along our coasts 
id rivers, or in foreign countries can have 
died to notice the part played in the sea scape 
> the local small boats. It is noticeable that 
Ich of the world’s harbors possesses its par- 
:ular type, adapted in form, construction and 
g to the requirements of the locality. How¬ 
ler, in recent .years some localities have been 
larly denuded of their local type and which has 
■en replaced by boats of modern design. The 
lvancement—if it may be called such—has not 
opped here, for mechanical means have re- 
aced the oars and sails of former times. 
A search through the records of sea lore does 
it reveal any accurate data as to what these 
iats have been, nor has any artist left any de¬ 
lations to compare in the least with those left 
y the famous Dutch masters of the marine 
liool of the seventeenth century. There is no 
uibt as to the value of a study of some of these 
nail boats so well adapted to certain conditions, 
has been left to the Swedes and Frenchmen 
> gather together the forms, construction and 
iata relating to many of the boats and vessels 
1 all parts of the world and these works are 
le foundation from which the student can work. 
The tendency of the age is to search for some 
ew thing, and though to a certain degree new 
lings may be found, much greater benefit and 
bccess might often attend a closer study of what 
already well tried. A most surprising thing 
1 regard to small boats is that the period at 
hich they were designed has nothing whatever 
) do with their form, which depends entirely on 
bility, study and practice. It is not generally 
nown that the small boats of the eighteenth cen- 
lry were far more beautiful than, and as ser- 
iceable, as those,of the present time. The day 
not far distant when we shall see a return to 
mie of the ideas of an earlier time. The ar- 
stic conception and execution exemplified by 
hat is left of a barge belonging to Marie An- 
>inette in the Louvre Museum, in Paris, is 
uperior in every way to anything swung at 
re davits of our largest ocean going steam 
iachts. It is impossible to hope for the re- 
abilitation of many of the old customs of the 
:a, some of which called for beautiful and de¬ 
bated form on every vessel large or small. But 
would be truly delightful to see just enough 
> remind and charm us and to indicate a knowl- 
dge of the usages of a day that is long passed 
nd of which the present generation is quite un- 
anscious. 
Mr. Wallace M. Campbell, of Boston, has 
ought the gasolene yacht Alta from Mr. C. M. 
Voodward, Springfield, Mass., through the 
gency of Mr. Stanley M. Seaman, 220 Broad¬ 
way, New York. Alta is 56ft. over all, 12ft. 
earn, 3ft. draft, built in 1900, and equipped with 
Twentieth Century 4-cycle motor, sufficient to 
rive her ten miles an hour. She offers comfortable 
uarters for a party of six, is lighted by elec- 
ricity and thoroughly equipped. The yacht is 
ow laid up near New York and will start east 
'arly in April, when the owner intends joining 
er for an extended cruise. 
“Fifty-six, fifty-seven, fifty-eight, fifty-nine! 
Fire!’’ 
They are off. Off in the smoke of the gun! 
Class Q has started! 
Those keen racing men Dr. F. L. Gay and 
Hollis Burgess have the weather berth with an 
announced order of a Herreshoff 22 rater. Close 
up with them'is another expert pair, -for years 
unbeatable in the old 25ft. cabin class with their 
coquettish Flirt, Messrs. Fabyan and McKee. 
The names of their designer and builder are not 
yet public property, but everyone knows that B. 
B. Crowninshield, Esq., designed Flirt. Next 
conies Mr. Crowninshield himself with an order 
from a prominent yachtsman, an ex-sonderklasse 
owner, who in all probability will desire that the 
designer take the new boat’s stick. Then follow 
in a hot luffing match an active racing member 
of the 4Zorinthian Y. C. (Marblehead), and 
another good sportsman, representative of one of 
Massachusetts’ neighbors in statehood. 
There are at least two other likely candidates 
neither of whom is a “four-flusher’’ so that there 
is every probability of at least seven new boats 
to meet Orestes—and all because of Mr. Caleb 
Loring’s sporting proposition to submit that pres¬ 
ent champion to reasonable cabin and scantling 
restrictions. 
In view of the widespreading popularity which 
the proposed restrictions have given the class no 
one need be surprised to see ten boats competing 
for the Lipton cup this coming summer. It is 
well within the range of possibilities. 
On Wednesday, the 16th, there will be another 
meeting of the gentlemen interested in the class, 
and Mr. John F. Small will submit a carefully 
drawn set of scantling restrictions based on a 
sliding scale so as to meet the likelihood that 
the boats for the class may vary widely in water¬ 
line length and displacement. Mr. Small’s tables 
are based on those formulated by Lloyd’s Asso¬ 
ciation for the international rule adopted in 
Europe last spring, but Mr. Small has found it 
possible to save weight in many places without 
sacrificing strength. He deserves great credit 
for the time he has given the matter and the 
skill shown in handling it. No opposition is an¬ 
ticipated, and it is expected that the scantling 
tables and cabin restrictions will be unanimously 
adopted. These latter will produce a trunk 
cabin similar to those seen on the old 21ft. race- 
abouts, but proportionately larger. 
Meanwhile the Boston designers have almost 
unanimously agreed to be bound by whatever re¬ 
strictions the meeting adopts so that there is now 
practically no chance of any bounder showing up 
with a skinned out hull on technical claims that 
the Lipton cup deed of gift antedates the re¬ 
strictions. 
Mr. Hollis Burgess has sold his boat Sintram, 
recent champion of class P and former champion 
raceabout, to Mr. Harry Green, of Boston, wbo 
will race her in class B of the interclub handi¬ 
cap association where she should do well. 
Recent yacht club elections are as follows: 
Corinthian Y. C.—Com., Henry A. Morss; 
Vice-Corn., Harry H. Walker; Rear-Corn., Will¬ 
iam P. Wharton; Sec’y, Herbert S. Goodwin; 
Treas., Fred W. Moore; Meas., William B. 
Stearns; Executive Com., William D. T. Trefry, 
Philip N. Wadleigh; Regatta Com.. Lawrence F. 
Percival, William L. Carlton, Benjamin C. Tower. 
George Upton, F. G. Macomber, Jr.; Member¬ 
ship Com., Percival W. Pope, Merrill Hunt, 
Harold K. Wead, George P. Hodgdon; House 
Com., William H. Joyce, Samuel W. Lewis. 
Cohasset Y. C.—Com., William R. Sears; 
Vice-Corn., Frank R. Pegram; Sec’y, Burton S. 
Treat; Treas., George W. Collier; Executive 
Com., Lyman D. Wilcutt, James A. Bouve, 
Charles W. Gammons, Fred H. Pratt, Charles 
H. Cousins; House Com., Daniel M. Tower, 
Russell D. Tower, Samuel C. Bates; Regatta 
Com., Alanson Bigelow, Jr., Ralph D. Williams, 
Gilbert S. Tower, Francis J. Moors, Clarence W. 
Barrett; Membership Com., Stephen R. Nichols, 
Paul J. Bates, Robert F. Leighton, Joseph M. 
Wilcutt, Horatio B. Tower, Ronald S. Osgood, 
Edward E. H. Souther. 
Hingham Y. C.—Com., Charles B. Barnes, Jr.; 
Vice-Corn., Alfred L. Lincoln; Sec’y, J. Sumner 
Fowler; Treas., Charles M. Scudder; Executive 
Com., W. L. Barnard, G. W. Glidden, George S. 
Marsh; Regatta Com., Dr. S. H. Spaulding, 
Frank H. Coleman, W. I. James, Ralph C. Stod¬ 
dard, George M. Melcher; Membership Com., 
Alfred L. Lincoln, J. Sumner Fowler, F. A. 
Turner, Jr., C. Chester Lane and Win. W. Mel¬ 
cher ; Blouse Com., Chas. M. Scudder, George 
W. Glidden and J. S. Fowler. 
William Lambert Barnard. 
American Power Boat Association. 
1 he deferred meeting of the American 
Power Boat Association was held on Jan. 3, at 
the Hotel Knickerbocker. Through Dr. J. E. 
De Mund, of the Brooklyn Y. C., the club 
presented two silver cups which would be 
awarded to the two motor boats making the best 
time from New York to Jamestown—one by the 
inside route from New York via the Raritan, 
Delaware and Raritan Canal, the Delaware 
River, the Delaware and Chesapeake Canal and 
down the Chesapeake to Jamestown. The sec¬ 
ond cup to be awarded the boat going outside 
from New York to the Capes. The boats may 
start at any time, but must report the date of 
their departure, and report their arrival. The 
meeting of the Association was presided over 
by President J. Norris Oliphant, and there 
were twenty or more members present. Mr. 
Anson F. Cole resigned the secretaryship and 
Mr. J. H. McIntosh was appointed to fill the 
vacancy. 
The changes in the racing rules were taken 
up at length, and there was much time taken 
up in discussing the question of rating, which 
had become necessary as a result of some of 
the races held last year. In the gold challenge 
cup event it was decided that the competitors 
must be weighed, and the midship section ob¬ 
tained in accordance with an amendment pro¬ 
posed by Mr. Henry J. Gielow. This amend¬ 
ment is as follows: 
“This section may be obtained by multiplying 
the actual weight of the boat in pounds plus 
300 pounds for weight of the crew by a constant 
and dividing by the length of the load waterline 
in feet, the constant for sea water to be .0284, 
and for fresh water, .0291—the present method 
of measuring the boats for rating; but clubs may 
use the rule as applied to the gold challenge 
cup if it is found desirable.” 
Mr. Gielow presented an amendment for 
horsepower, which was adopted. It reads as 
follows: 
“The horsepower of gasoline explosive motors 
shall be calculated by multiplying the area of 
one piston in square inches by the number of 
pistons receiving direct explosions and dividing 
by the constant.” 
This amendment eliminates from the rule 
mention of the word “cylinders”. 
The committee of the American Power Boat 
Association, intrusted with arranging of club 
cruises, reports that the annual cruise in 1907 
will have Jamestown as an objective, the cruise 
beginning at New York about the 17th of 
August. 
