Feb. 5, 1910.] 
FOREST AND STREAM. 
223 
Havana Power Boat Race. 
The conditions to govern the power boat 
races to and from Havana have been issued. 
Ihey follow: 
Race.—From the station of the Yachtsmen’s 
Club of Philadelphia, Philadelphia Harbor, on 
Saturday, May 21, to a line between the lights 
at Morro Castle and La Punta forts, entrance 
to Havana Harbor, Cuba. 
Prizes.—The possession of a handsome silver 
cup and a cash prize to the boat finishing first. 
The possession of a silver cup and a cash prize 
to the boat finishing second, if three or more 
start. In addition, each yacht going over the 
course will be presented with a handsome prize 
in the form of a bronze shield by Thomas 
Fleming Day. 
Boats.—Open to seaworthy boats not over 
100 feet over all nor under 50 feet over all. A 
seaworthy boat is a substantially built, full 
decked vessel, having an engine and living ac¬ 
commodations housed in and being equipped 
with all the tackle and appliances necessary to 
'enable her to perform a long passage in open 
water. 
Rating.—Will be calculated under the 1909 
rules of the American Power Boat Association, 
with full time allowance. 
Propelling Power and Fuel.—Any form of 
internal combustion engine may be employed for 
propulsion purposes. The regatta committee 
assumes that those entering the race have a 
thorough knowledge of the fuel necessary to 
make the passage and therefore does not specify 
any quantity. If a yacht does not wish to carry 
gasolene sufficient for the trip to Havana with¬ 
out stop, arrangements can be made for sup¬ 
plies at the following points: Beaufort, N. C.; 
Charleston, Savannah, Brunswick, Fernandina 
and Miami. No ingredient shall be used to in¬ 
crease the power of fuel. 
Sails. Boats must be equipped with suitable 
spars and rigging to carry sufficient sail to 
give them steerage way in a moderate breeze. 
1 his sail can be spread in any shape, but must 
not exceed in square feet the square root of the 
over all length divided by 8 as a constant. 
Stores and Water.—Stores and water suf¬ 
ficient for thirty days must be carried. 
Crew.—No boat will be allowed to start with 
less than six men aboard, one of whom shall 
be a practical navigator and one a practical 
engineer. 
Equipment.—A boat or life raft must be 
carried of sufficient buoyancy to save the whole 
crew, or else two boats or a boat and a raft; 
also a ring buoy or life jacket for each member 
of the crew. A full set of navigating instru¬ 
ments, a spare compass, sea anchor, oil bags, 
cabin cable and at least one gallon of crude oil, 
petroleum or other oil, and two fire ex¬ 
tinguishers must be carried. Suitable arrange¬ 
ments for fitting an emergency tiller must be 
made. As assortment of spare parts and gear 
to the satisfaction of the committee must be 
carried. All boats must be equipped with the 
fittings and appliances prescribed by the gov¬ 
ernment. 
Tanks.—Fuel must be carried in at least two 
different tanks. Fuel for lighting or cooking 
purposes may be carried in separate receptacles 
Water must be carried in at least two separate 
tanks, all tanks to be securely fitted and 
fastened to the hull of the vessel to the satis¬ 
faction of the committee. 
Entries and Measurement.—Entries will be 
received until noon of May 9. All contestants 
will report to the measurer W. B. Stearns, 
Thursday, May 19, at 8 a. m„ at the Camden 
Motor Boat Club, Camden, N. J., for measure- 
ment, the fee for w'hich will be $10. Hull meas¬ 
urement marks will be placed on the hull at 
time of measurement. A final inspection will 
be made at 8 a. m. the day of the race, when 
the hull measurements will be corrected for any 
weight added or taken out. No weight can be 
taken out of any boat after final inspection. 
Protests covering violations of sailing rules 
must be made in writing within twenty-four 
hours after finish of race. Protests regarding 
ratings must be filed with the regatta commit¬ 
tee previous to the start of the race. 
Notes.—The committee reserves the right to 
reject any entry when in its judgment the boat 
is unseaworthy or unsuitable for long distance 
racing or is defficient in any particular. The 
committee urges strict compliance with the 
letter and spirit of the conditions as above 
stated, and will be pleased at any time to in¬ 
spect plans or boats under construction. Coston 
light signals will be supplied to each boat to 
distinguish them when passing lightships or 
other vessels. Arrangements will be made to 
give a clean bill of health at Philadelphia the 
day of the race. No other papers will be neces¬ 
sary to enter the port of Havana. 
Return Race.—The Havana Y. C. will give a 
silver cup valued at $275 for a race to finish at 
a point to be announced later, above conditions 
to govern the race. 
Thomas Fleming Day says the committee is 
sure of four boats and expects at least five. 
Since then others have become interested in the 
race, and there will probably be more than 
seven starters. Referring to those entered, Mr. 
Day says, “They are first-class seagoing craft 
and well able to make the long run. The 
prospect of witnessing the finish of an ocean 
race has created a stir in the Cuban Capital, 
and from what I know of the good people down 
there the boys who reach Havana will have a 
glorious time. But let me warn those who 
think of entering that it is no use going in 
these races with a weak or badly equipped boat; 
everything must be of the best and strongest 
construction. You can’t make things too 
strong to go to sea with, whether using power 
or sail. The winner will be the boat and engine 
that can stand a long steady drive, that will 
churn miles no matter what the weather is. 
There is nothing like one of these races to show 
up the weak spots. Many beautiful devices that 
work perfectly on shore double up and go to 
pieces when put to the ocean test. Any device 
that will stand a six-day drive and make the 
port of Havana still able to stand up and do 
what it is made to do will get a place, a high 
mche in the Hall of Things That Are All 
Right.” 
Pawtuxef M. B. Club. 
The newly elected officers of the Pawtuxet 
Motor Boat Club are: Commodore, Arthur A. 
Rhodes; Vice-Commodore, Fred E. Johnson; 
Rear-Commodore, Raymond E. Cranston; Sec¬ 
retary, H. W. Kimball; Treasurer, William L. 
Cranston; Race Committee—H. L. Shurtleff, R. 
E. Thornton, George E. Withington; House 
Committee—E. E. Card, C. H. Johnson, 
Charles Allard; Social Committee—Albert J. 
Dronsfield, F. B. Luther, William E. Watson; 
Board of Governors—William I. Lee, R. E. 
Thornton, W. E. Carey. The club will apply 
for membership in the Narragansett Bav Y 
R. A. 
For the Havana Race. 
Garnett Y. Clark, of Baltimore, is having a 
cruising power boat built by the Nilson Yacht 
Building Company, which is to start in the race 
to Havana. The new yacht will be named Free¬ 
lance and will be a staunch, serviceable craft 
and well adapted to offshore cruising. 
Three watertight bulkheads divide the yacht, 
the first between the forecastle and engine room, 
the second between the engine room and the 
owner’s quarters and the third between the after 
saloon and the lazarette. The owner’s quarters 
comprise the saloon, two double staterooms and 
a bathroom. The dining room is in the deck¬ 
house, where an extra steering gear is also 
arranged. 
The engine room is amidships and is the full 
width of the boat. Her power will be a Stand¬ 
ard engine of 100 horsepower, which is expected 
to give her a speed of thirteen miles an hour. 
She will be lighted throughout with electricity. 
Her regular gasolene tank has a capacity of 500 
gallons, and extra tanks will be provided so that 
the gasolene supply for the race will be 1,600 
gallons, which is expected to take her to Havana 
without a stop. 
The regular steering gear is on the bridge, 
just abaft the pilot house, which will be used 
in pleasant weather. She will carry a power 
tender of sixteen feet, fitted with a double cylin¬ 
der motor of seven horsepower on her starboard 
davits, and a dinghy of fourteen feet on her 
port. 
The decks and rails are of teak, while the 
deckhouse, hatches, skylights and interior are 
of mahogany. 
New Auxiliary for W. E. Iselin. 
The new auxiliary schooner building at Law- 
ley s for William E. Iselin will be a vessel that 
will attract much attention. She is from de¬ 
signs by A. Cary Smith & Ferris and most of 
the time has been spent by Mr. Smith in the 
development of this yacht. In reference to this 
boat Mr. Smith says: 
There was no undue haste about the prepara¬ 
tion of the plans for Mr. Iselin’s yacht. First, 
there were plans completed for a schooner yacht 
ninety-three feet on the load waterline, and a 
full rigged model of her was made in order to 
show what her appearance would be from all 
points of view. 
“After a thorough digestion of the plans for 
the 93-foot yacht they were laid aside and the 
plans for the schooner now in course of con¬ 
struction at South Boston were made, the di¬ 
mensions of which are as follows: Length, on 
load waterline, 100 feet; length over-all, ’ 135 
feet; beam, 27 feet; draft, without centerboard, 
iS ( feet, and freeboard, 4 feet 7 inches. 
“These plans were made two years ago and 
a rigged model made to be sure that the form, 
sheer, spars, etc., would stand the test of the 
most exacting critics who, in this case, were the 
designers. 
“The interior arrangement of the yacht has 
been the subject of discussion from every point 
of view. After the arrangement, or really sev¬ 
eral of them, had been made, the final one is 
even now subject to revision. The aim has been 
to get a vessel that should look well and have 
the most convenient arrangement on deck and 
below that could be devised. 
“There is to be a departure from the con¬ 
ventional treatment below. The saloon and 
some of the rooms are to be finished in tapestry 
to break up the monotony of nothing but panels 
and paint.” 
Messrs. Cary Smith & Ferris are, with their 
other work, superintending the construction of 
a large steam lighter building at the Staten 
Island Shipbuilding Company’s yard for the M. 
P. Smith & Sons Company, of New York, plans 
for which were prepared by A. Cary Smith & 
Ferris, in collaboration with A. M. Smith, with 
a view to obtaining the best vessel of its char¬ 
acter possible in New York harbor. 
“This shows,” say the designers, “that naval 
architecture is being taken into account, even 
for vessels of the most practical kind. There 
is not much sentiment about a lighter, but skill 
in design can make such vessels better for work, 
more economical and better in arrangement than 
the time honored rule of thumb method.” 
Reasons for Latitude and Longtitude. 
The practice of measuring longitude (or 
length) east and west, and latitude (or breadth) 
north and south, dates back to the belief that 
once was commonly accepted that the earth was 
a parallelogram, the length of which was meas¬ 
ured east and west and was twice its breadth, 
which was measured north and south. Although 
the belief in the sphericity of the earth ante¬ 
dates Columbus by 2 000 years, it was not posi¬ 
tively established until that daring navigator had 
proved it by sailing boldly out into the Atlantic 
Ocean, or what was then considered the sea of 
darkness. This apparently contradictory meas¬ 
uring of longitude and latitude has come down 
to the present day through all the ages and 
doubtless will hold for ages to come.—Marine 
Journal. 
