April 30, 1910.] 
FOREST AND STREAM. 
703 
6 to 13. This will enable those competing to 
get back in time for race week. The open dates, 
it is thought, will be filled with special races 
for cups that may be offered during the season. 
A special committee, consisting of W. B. 
Streeter, Benjamin Peckham, W. J. Rooks and 
T. R. Goodwin, has been appointed to make 
plans for the proper entertainment of the visit¬ 
ing yachting who will be present when the 
inter-bay races are sailed. 
W. L. Frost announces that the year book 
is in the printer’s hands and will soon be ready 
for circulation. 
B. C. Hirst, Jr., has purchased the 18-footer 
Arrow II., a sister boat to Harvey Flint’s Bat. 
Mr. Hirst is a member of the Conanicut Y. C. 
and purchased the boat from W. B. Manny, of 
the Larchmont Y. C. Mr. Hirst has sold the 
Bonito to F. R. Ames, and Winsor Weld, of 
Boston, who will race in Narragansett Bay 
this summer, has purchased the new 15-footer 
Wani. 
Steam Yacht Doris. 
Glasgow, April 9. —The new steam yacht 
Doris, 1,000 tons, Thames measurement, build¬ 
ing for S. B. Joel, by John Brown & Com¬ 
pany, Clydebank, was launched to-day. The 
yacht is schooner-rigged with two pole masts, 
of the shade deck type, having a large prom¬ 
enade deck amidships, also built up forecastle. 
The dimensions are 228 feet between per¬ 
pendiculars with an over all length of 270 feet; 
breadth, 31 feet. The accommodation is very 
large and compact and consists of: 
On promenade deck, chart room, large smok¬ 
ing room, owner’s business room and deck 
shelter. On main deck there will be, under 
raised forecastle, accommodation for quarter¬ 
masters, boatswain and carpenter; also the 
crew’s galley and crew’s lavatories. Amidships 
there is a long range of deck houses under the 
shade deck. At the forward’end is the dining 
room, capable of dining eighteen persons; vesti¬ 
bule, pantry and main galley. Aft of the en¬ 
gine casing and connected to the forward ac¬ 
commodation by a passageway is a large draw¬ 
ing room with double doors, opening to a deck 
shelter at the after end. The captain’s room 
is situated between the engine and the boiler 
casings. 
On the cabin deck, forward of the machinery 
space, are the principal rooms for owner and 
guests, consisting of five staterooms, bathrooms 
and dressing room. Immediately aft of the 
machinery space there are children s nursery 
and dining room, five staterooms, bathrooms; 
then right aft are cabins, etc., for the servants. 
The officers and crew are berthed forward. 
They have exceptional accommodation. 
All the owner’s and guests’ rooms are being 
fitted and upholstered by Waring, of London, 
and will be exceptionally handsome. The equip¬ 
ment of the yacht will be thoroughly up-to-date, 
and there are many new features introduced. 
There will be six small boats, including two 
steam launches and a motor launch. 
The engines will consist of two sets of triple 
expansion machinery, each having four cranks, 
with cylinders 16, 26 and (two) 30 inches in di¬ 
ameter by 26 inches stroke, driving the twin 
screws. There will be two return tube boilers. 
The bunkers are very ample, giving a large 
cruising radius. There will be a complete in¬ 
stallation of electric light and refrigeration ma¬ 
chinery. Among the special features to be 
noted is that it is being arranged to coal 
through ports in the topsides. The christening 
of the yacht was performed by Miss Joel, 
daughter of the owner. 
G Class Yachts. 
The three class Q yachts that have been built 
by Woods at City Island for racing on Graves¬ 
end Bay will be finished in a few days. There 
are three, two from designs by Clinton . H. 
Crane and one from designs by William 
Gardner. The latter is for F. S. Noble and will 
be named Gray Jacket. The other two are 
Soya II., for W. A. Barstow, and Spider II. for 
Hendon Chubb. 
Yachtsmen’s Licenses. 
Motor 'Boating . 
Yachtsmen are perhaps not so apt to give 
the same thought to the renewal of their 
licenses as the masters of vessels engaged in 
trade. It will be well for them to keep the fol¬ 
lowing statute in mind: 
“Section 4325. The license granted to any 
vessel shall be presented for renewal by indorse¬ 
ment to the collector of customs of the district 
in which the vessel then may be within three 
days after the expiration of the time for which 
it was granted, or, if she be absent at that time, 
within three days from her first arrival within 
a district. In case of change of build, owner¬ 
ship, district, trade, or arrival under temporary 
papers in the district where she belongs, the 
license shall be surrendered. If the master shall 
fail to deliver the license he shall be liable to a 
penalty of $10, which shall not be mitigated. 
This act makes it obligatory upon yachts¬ 
men as well as others, to renew their licenses, 
and the fact that a yacht is hauled up or out of 
commission makes no exemption to the rule. 
It would be wise for yachtsmen, therefore, to 
examine their licenses and if the time of ex¬ 
piration is at hand, to either take steps to have 
them renewed, or else deposit them in the Cus¬ 
tom Flouse, where, if they expire, no penalty 
attaches. 
Yachts Change Hands. 
The Hollis Burgess Yacht Agency has sold 
the 22-foot sloop Marie, owned by Harold B. 
Boyd, of Boston, Mass., to a prominent Boston 
yachtsman; the 21-foot sloop Perhaps II., owned 
by J. E. Robinson, of Dorchester, Mass., to b. 
A Starratt, of Roxbury, Mass.; the 18-foot 
sloop La Chica, owned by Walter S. Alley, of 
Beverly, Mass., to W. O. Todd, of Providente, 
R. I. - the Herreshoff one-design class knock¬ 
about Hope, owned by H. Holton Wood, of 
Brookline, Mass., to C. F. Lyman of Boston; 
the knockabout Whitecap, owned by Wm. G. 
Thurber, of Providence, R. I., to Dr. G. R. 
Holmes, of Cincinnati; and the 25-foot water¬ 
line auxiliary sloop Rembha, owned by Thomas 
M. Vinson, of Boston, Mass., to W. J. Nor- 
cross, of Brookline, Mass. 
American Y. C. Dates. 
The fixtures arranged by the American Y. C., 
of Newburyport, for the coming season are as 
follows: May 18, opening of club house; May 
22, club cruise to Sandy Point; May 28-30, 
cruise to Annisquam; June 11, club race;, June 
18 cruise to Portsmouth; June 21, ladies day; 
June 25, club race; June 26, tugboat cruise to 
Portsmouth; July 2-5, cruise to Marblehead; 
July 16, club race; July 21, moonlight sail; July 
30, cruise to Annisquam; Aug. 13, club race; 
Aug. 27, cruise to Annisquam; Sept. 2-6, cruise 
to Boston; Sept. 11, club cruise under sealed 
orders. The date of the 25th anniversary of the 
club and 15th annual Newburyport day open 
race will be announced later. 
Races for Knight Cup. 
The Boston Y. C. has accepted the challenge 
of the Portland Y. C. for a series of races for 
the Knight cup for dories. These races will be 
sailed off Marblehead on Aug. 2, 3, 4 A n< ^ 5 - 
Portland yachtsmen are building new dories and 
hope to be successful this year. These will be 
the third races for this trophy, which is offered 
for interstate racing. 
Quincy Y. C. Fixtures. 
The following dates have been arranged by 
the Quincy Y. C. for the coming season : May 28, 
club race; June 4, club race; July 2, club race; 
July 16, club race; Aug. 9, Y. R. A. open race; 
Aug. 20, club race; Sept. 3. club race, and Sept. 
10, interclub race. The club races will be open 
classes B, C, D and launches. 
The Rating Rule and Time Allowance 
Tables of the American Power 
Boat Association. 
BY HENRY J. GIELOW. 
Although there were a few instances where 
internal combustion engines were installed in 
boats during the latter nineties, no marked 
activity occurred in this direction until the 
year 1900. During this year a number of small 
boats were equipped with internal combustion 
engines, generally known as gasolene motors; 
during the following year this number was in¬ 
creased at least five-fold, and about the same 
oercentage of increase occurred during the 
next year, so that, in the fall of 1902 there was 
a goodly number of motor boats, ranging from- 
15 to 50 feet in length on the load waterline, 
and equipped with motors from one or two 
horsepower in the smaller, to thirty or forty 
horsepower in the larger craft. 
During the season of 1902, a number of races 
V ere held, but as there was no method of meas¬ 
urement, table of time allowances, or classifica¬ 
tion for these boats, expectations had not been 
realized, and yachtsmen interested in the sport 
felt that the time had come for them to organ¬ 
ize and form an association for the purpose of 
promoting the use of power boats, improving 
their design and construction, and to formulate 
rules for racing, etc. A circular letter was 
therefore prepared and sent to a number of 
yachtsmen, asking them to meet for this pur¬ 
pose, and resulting in a meeting at the Columbia 
Y. C. during the month of January, 1903, and, 
after duly organizing, the first steps were taken 
toward the formation of the American Power 
Boat Association. Committees were appointed, 
and it became the duty of the writer to pre¬ 
pare the rules of measurement, classification, 
time allowance, racing rules and rules of the 
road. 
The preparation of the racing rules was com¬ 
paratively simple, as they were patterned after 
the racing rules in force at the time for sail- 
yachts, modified only to the extent necessary 
to make them apply to power boats. The rules 
of the road were prepared so as to comply 
with the rules and regulations established by the 
United States Government, with such additions 
as were thought necessary to meet situations 
that might arise when racing. 
The matter of preparing a measurement rule 
and time allowance scale was not so simple 
a problem, as there was nothing in existence 
that could be used as a guide. A study of the 
problem, however, soon disclosed the necessity 
of using a speed formula for the purpose of de¬ 
termining time allowance. As it was hoped and 
expected that this rule would be used in various- 
sections of the country, and that all measurers- 
of clubs were not necessarily trained naval 
architects or engineers, it was imperative that 
the formula should be simple and easily applied. 
Still it was desirable that it should be sufficient¬ 
ly comprehensive to make the results of its ap¬ 
plication reasonably accurate. 
Mr. Froude’s model experiments, made some 
thirty years ago for the British Admiralty, 
cleared up much of the fog that prevailed up to 
that period, and it is now well understood that 
the factors entering into the resistance of a 
vessel are skin friction, and wave and eddy 
making on the one hand, and horsepower or 
driving power on the other. Mr. Fronde de¬ 
monstrated that, in similar models, the speed 
varied as the square root of their respective 
lengths; and it was therefore apparent that 
the square root of the waterline length should 
become a factor in the proposed formula. 
Furthermore, the formula should have a factor 
which would determine, either directly or in¬ 
directly. the amount of wetted surface, the ele¬ 
ment of frictional resistance, and, as displace¬ 
ment is a factor in wave and eddy making, the 
formula should also take note of this in a proper 
way. It was, of course, apparent that no meas¬ 
urer could undertake to measure the number of 
