[March 26, 1910. 
504 
FOREST AND STREAM. 
_I__ 
of construction on the Clyde from the design 
0 { File for a German yachtsman will carry the 
fortunes of the Fatherland, although it is pos¬ 
sible that she may be accompanied to Cowes by 
a cutter designed by Max Oertz. So far as 
can be seen at this early date, France will have 
to depend upon the extremely moderate Ane¬ 
mone II , in which case her prospects of success 
are remote. In the small yacht classes there 
will be no lack of competitors, for international 
racing is very popular among the bantams both 
at home and abroad, and a big regatta of this 
description can be safely relied upon to attract 
them from a ll parts of Europe.’ 
Yachts Change Hands. 
These transfers of yachts are reported 
through the agency of Cox & Stevens: 
Steam yacht Hiawatha has been sold for 
Julius Fleischmann, of Cincinnati, to Abram 
Baudouine, New York Y. C., who will use the 
vessel as a ferry between his country place at 
Larchmont and New \'ork, and for general 
Cr Herreshoff sloop Yankee has been sold for 
H. L. Maxwell to Edward S. Reiss, who will 
remove her rig and convert her into a house 
k°The house boat Kenesaw II. has been sold 
for C. L. Weber to H. N. Richards, who is now 
cruising on the boat in Florida. Kenesaw II. 
was built by the Gas Engine & Power Co., and 
is 70 feet over all. , . , , 
The raised-deck cruiser Neshaminy has been 
sold for the Estate of George C. Carson, of 
Philadelphia, to C. Leland Harrison, of Phila¬ 
delphia. Neshaminy is 64 feet oyer all. Mr. 
Harrison is making certain alterations in Nesh¬ 
aminy and will cruise in her along the Atlantic 
C< The auxiliary schooner Iris has been sold 
for the Estate of G. F. Peabody to H. H. 
Carter, of Boston, who is now cruising on the 
yacht in Florida waters. _ 
The raised-deck cruiser Triune has been sold 
for M. W. Houck to H. L. Hartman, of Phila¬ 
delphia. Triune is 60 feet long. 
The steam yacht Maspeth has been sold for 
C M. Meyer to a member of the New York 
Y C., who is using her in Southern waters and 
will bring her North in the spring. 
The motor boat Weow has been sold for W. 
S. Candee to Mr. E. E. Gray, of Boston. 
The hunting cabin gasolene cruiser Edith has 
been sold for B. K. Bloch to C. H. Rowe, of 
Pittsburg. Mr. Rowe will use the boat princi¬ 
pally around Norfolk, where he has a country 
place. . , , . 
The auxiliary yawl Themis has been sold tor 
Dr. Charles Wuest to E. H. Palmer. 
The steam yacht Aquilo has been sold for W. 
P. Eno to Mr. Herbert E. Law, of Seattle. 
Aquilo is 150 feet long, is at present on her 
way around the Horn to Seattle, where her 
owner will join her. 
The steam yacht Saghaya has been sold for 
Howard C. Smith to C. M. Meyer, of New 
York Y. C. Mr. Meyer will use her this sum¬ 
mer in and around New York waters and for 
cruising to the eastward. 
The cruising power boat Kalmia has been 
chartered for H. J. Park, New York Y. C., to 
I. B. Hosford, who is at present using the boat 
in Florida waters. 
These transfers are reported by Tams, Le- 
moine & Crane: 
The fast steam yacht Wasp has been sold 
for J. T. Williams to a member of the New 
York Y. C., who will use her as a ferry between 
liis summer home on the Hudson and New 
York. 
The English racing yawl Sybarita has been 
sold to the Marine Equipment Co., who will 
break the vessel up. 
The steam yacht Bellemere has been char¬ 
tered for Mrs. H. N. Slater, of Boston, to a 
New York yachtsman, who will use her 
throughout the season as a ferry between his 
country home on Long Island and his place of 
business. 
End of the Volunteer. 
The old cup defender Volunteer, which de¬ 
feated the schooner cutter Thistle in 1887 in a 
match for the America’s Cup, is to be broken 
up. The yacht was purchased last year by 
Capt. Barr, who thought he could sell it or 
charter it to some yachtsmen, but failing to do 
that, he has instructed the wreckers to break 
the boat up. The lead and fittings will be sold 
and the hull may be converted into a house boat. 
This yacht was built for Gen. Charles J. 
Paine from designs by Edward Burgess, and she 
was sailed by Capt. Hank Half against the 
Watson designed cutter Thistle. Volunteer is 
now at Morse’s yard at the foot of Fifty-sixth 
street, South Brooklyn. She is 106 feet 3 inches 
over all, 85 feet 10 inches on the waterline, 23 
feet 2 inches beam and 10 feet draft without 
centerboard, and with board 21 feet. She was 
built by Lawley, and some time after she was 
built she was lengthened to 113 feet and was 
rigged as a schooner. In 1892 she was sold to 
J. Malcolm Forbes, who restored her to the 
sloop rig and he owned the yacht until his 
death in 1904. 
Atlantic Y. C. Committees. 
The trustees of the Atlantic Y. C. have an¬ 
nounced the following committees: House 
Committee—Charles B. Ludwig, Chairman; S. 
L. Blood, Rufus G. Shirley. Entertainment 
Committee—Herbert L. Jones, Chairman; 
Harry Williams, John G. Lonsdale. Tennis 
Committee—John G. Saxe, Chairman; Clarence 
H. Eagle, Fitz John Porter. Library Com¬ 
mittee—Max Grundner, Chairman; W. A. Bar- 
stow, J. W. Copman. Measurer, John R. 
Brophy. 
Motor 'Boating . 
Another Motor Boat Bill. 
Another bill has been introduced in Con¬ 
gress, which, if it becomes a law, will work 
much against the owner of the small motor 
boat. The bill has passed the Senate, and is 
now to be considered by the House, and yachts¬ 
men are telling their representatives what they 
think of the bill. 
This measure is known as United States 
Senate Bill 5143, and it was introduced by 
Senator Frye. The bill is as follows: 
“An act to require life preservers on motor 
vessels: ' 
“Be it enacted by the Senate and House of 
Representatives of the United States of Amer¬ 
ica,. in Congress assembled, that every vessel 
propelled by machinery other than steam ma¬ 
chinery shall carry life preservers of kinds ap¬ 
proved by the board of supervising inspectors 
so that there shall be at least one for each per¬ 
son on board. 
“Section 2. That all life preservers shall be 
so stowed that their position may be known 
and that they may be readily accessible to those 
for whom they are intended. 
“Section 3. That for any violation of this act 
the vessel shall be liable to a penalty of $100 
for each such life preserver lacking or im¬ 
properly stored. 
“Section 4. That this act shall take effect on 
and after June 1, 1910, but shall not be applied 
to foreign vessels until on and after Dec. 31, 
T 9 ia ” 
One particular hardship that this bill will 
v’ork is that it gives the inspectors power to 
approve the life preservers, and if these in¬ 
spectors insist on the cork belts, there will be 
little room on the boats for any passengers. 
A ring buoy is the best kind of life preserver 
that can be carried on a motor boat, because 
when it is wanted it is wanted in a hurry, and 
when an accident happens there is little time 
tc harness on one of the belts. Owners of 
motor boats all over the country should indi¬ 
vidually, as well as through their clubs, let their 
representatives in Congress know how they feel 
about this bill, which, if it passes, will seriously 
hurt their summer’s pleasure.' The Corinthian 
Y. C., of Yonkers, has taken up the matter and 
has sent the following letter to Congressman 
Andrus, which is a good argument against the 
bill: 
The Hon. John E. Andrus, M. C., Congressional 
Office Building, Washington, D. C.: 
Subject—Senate Bill No. 5 * 43 - 
Dear Sir—The Yonkers Corinthian Y. C. 
through its board of trustees protests against 
the passage of the above bill. This bill if it 
becomes a law, will compel ajl motor boats, no 
matter of what size, to carry a life preserver 
of the kind approved and adopted by the Board 
of Supervising Inspectors, for every person 
carried by any motor boat regardless of whether 
they be passengers carried for hire or not. 
The Yonkers Corinthian Y. C. . has a large 
membership of representative citizens of the 
city of Yonkers; it has a fleet of some fifty 
motor boats of all sizes and has for years been 
actively interested in the sport of yachting. 
Following closely, as we have the development 
of the motor boat since its conception, we feel 
that our close study of and keen interest in this 
phase of modern enjoyment permits us to form 
an accurate opinion of what is just and what is 
unjust legislation affecting the motor boat. We 
always have been, and are to-day, in favor of 
any fair and just law and particularly one that 
would tend toward the proper safeguarding of 
human life, but we are convinced that Senator 
Frye’s bill No. 5143 is not fair or just, and that 
should it become a law it will impose an un¬ 
reasonable hardship upon motor boat owners 
and will not accomplish what it intends to do. 
The bill says “every vessel,” i. e., all motor 
boats whether they be 15 foot or 40 foot long. 
The bills says. “ * * * life preservers , of 
kinds approved by the Board of Supervising 
Inspectors.’ 
The majority of motor boats in this vicinity 
are under 35 feet in length. 
The “approved” life preservers are cork belts, 
bulky and cumbersome and provided with a sort 
of harness of fastening them on. These could 
not be carried on such boats and stowed away 
so as to be accessible. They are too bulky to 
be used as cushions; too bulky to go under the 
seats; there is no locker space sufficiently large 
to take them, and the number required for the 
number of persons a small motor boat could 
carry would, of themselves, fill the boat. Be¬ 
sides all this, it would be absolutely impossible 
to put on these life preservers even if they 
could be gotten at. In order to do this a suf¬ 
ficient amount of space for a person to stand up 
and move around in is necessary, and this space 
is certainly not available on a small motor boat. 
Without being properly stowed, i. e., piled up 
ioosely in the boat and without proper space 
for adjusting them, they would prove a menace 
instead of a safeguard in time of accident. 
Most of our boats are operated in much fre¬ 
quented waters, where help is always almost 
instantly available. In case of accident there 
is no time to fuss with a clumsy life preserver. 
It is necessary to get overboard instantly, and 
therefore a bill that called for life pre¬ 
server cushions instead of the cork iackets 
or belts would have far more sense to it. A 
great many of our boats are equipped with life 
preserver cushions at the present time. If a 
law were made saying these cushions were not 
suitable and that' less efficient life preservers 
must be carried, it would be (to put it mildly) 
ridiculous and unfair in the extreme. 
The bill unfairly discriminates against one 
branch of aquatic sport. A careful perusal of 
the records of motor boat accidents will con¬ 
vince any one that those are not frequent when 
it is considered that there are estimated to be 
in use to-day between 300,000 and. 400.000 such 
craft. Sailboats have been in existence much 
longer than motor boats, and it is generally ad¬ 
mitted that accidents to these and loss of life 
therefrom are of much greater freauency and 
liability, and yet no thought of compelling these 
craft to carry life preservers has ever been put 
forward. Rowing boats carrying eight oarsmen 
and as many passengers are constantly to be 
