May 7, 1910.] 
FOREST AND STREAM. 
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NEW HOUSE BUILDING FOR WHITESTONE Y. C. 
to Clarke Thompson, of Philadelphia; 70-foot 
motor boat Enjoy II., sold by T. G. Bennett, of 
New Haven, to the E. I. du Pont de 
Nemours Powder Company; 8o-foot cruising 
motor boat Mousquetaire, sold by Paul E. de 
Fere to Joseph M. Macdonough; launch Con¬ 
spirator, sold by H. H. Whaples, of Hartford, 
to W. B. Dinsmore; raceabout Senta II., sold 
by E. C. Dickerson, of Hartford, to Tyler 
Clark, of New Haven; launch Conspirator II., 
sold by Frederic Gallatin, Jr., to De Forest 
Hicks; sloop yacht Leda, sold by Chester C. 
Rumrill to J. B. Duer, of New York; catboat 
Gertrude, sold by E. J. Cram to F. J. Robinson; 
steam yacht Zaza, chartered by W. Beardmore, 
of Glasgow, to Allen Curtis, of Boston, for a 
Mediterranean cruise. 
Aug. 13—Club races. 
Aug. 27—Club races. 
Sept. 10—Long distance race to Beach Haven. 
The mosquito boat races will be on May 30, 
June 4, 11, 13, 18 and 25, July 2, 4, 9, 16, 23, 30, 
Aug. 13, 20 and 27, and Sept. 3 and 10. 
Open inside race for double centerboard boats 
will be sailed on Aug. 10. 
Motor 'Boating . 
The Rating Rule. 
Whitestone Y. C. House. 
The club house of the Whitestone Y. C. was 
destroyed by fire on Wednesday, March 3®- 
The old building is now almost cleared away 
and a new structure will be erected for the 
opening of the season, Memorial Day. 
The building will be two stories and base¬ 
ment, arranged to have a large and commodious 
veranda after the style of the old building, and 
will have a ladies’ room and writing room, be¬ 
sides a dining room, kitchen and large recep 
tion room on the first floor. The second story 
will have ten bed rooms for the convenience of 
the club members for the week-end stays, di¬ 
rectors’ room and stewards’ quarters. Ihe 
basement will contain large grill and billiard 
zooms, and locker and work room for mem¬ 
bers. The building will be equipped with 
shower baths, electric light and steam heat, and 
will have an imposing effect from the shore 
room, being approximately 75 feet square. _ 
The architect is C. Ritterbusch, and the build¬ 
ing committee Messrs. James S. Maher, Joseph 
Ruff, R. A. Freeman and Conrad Ritterbusch. 
The officers of the club are: Commodore, 
Grant S. Kelley; Vice-Commodore, R. A. Free¬ 
man; Rear Commodore, Joseph Ruff; Fleet 
Captain, Harry Hutchins; Treasurer, C. H. 
Nutter; Secretary, J. C. Ramsay. 
Seaside Y. C. Schedule. 
The Seaside Y. C., of Atlantic City, has 
arranged the following schedule: 
May 30—Power boat race. 
June IT —Open ocean race for cabin cruisers. 
June 18—Inside yacht race. 
July 4—I nside yacht race. 
July 11—Open race of Yachtsmens Club, of 
Philadelphia. 
July 18—Tnside yacht races, open. 
Aug. 1—Annual ocean race for Bolte Cup. 
Concluded from page 704. 
The next question was how to measure this 
section while the boat was in the water, and 
obtain correct results. For this purpose an 
analysis of some fifty midship sections was 
made, and it was found that, by dividing the 
beam at the load waterline into five equal parts, 
measuring the vertical distance from water sur¬ 
face down to the under side of the boat’s plank¬ 
ing, one-fifth of the distance from either end, 
and' multiplying it by the beam at the load 
waterline length, this would give the actual mid¬ 
ship section within one or two per cent., 
whether the midship section be a box, or al¬ 
most V-shaped. A single instance may suffice 
to illustrate the accuracy of this method, the 
vessel in question being a passenger steamer 
having a midship section of 164.5 square feet by 
actual measurement, gave under the formula a 
midship section of 164.2 square feet. A num¬ 
ber of similar tests on other lines and models 
gave equally satisfactory results. 
The table of time allowance was the next 
thing to be considered, and the first impulse 
was to calculate it in accordance with the mean 
curve already described; but, in view of the 
fact that this curve was based upon smooth 
water conditions, it was believed that it would 
give too much advantage to the larger boats, 
for whenever any considerable sea should form, 
the smaller boat would be at a decided disad¬ 
vantage, and therefore the time allowance scale 
was increased somewhat, so as Jo compensate 
for this disadvantage under which the smaller 
boat would labor in heavy weather. 
In due course of time the time allowance, 
racing rules, and rules of the road, were sub¬ 
mitted to the association, and on March 21, 
1003. they were adopted. 
They say time is a fortune teller, and every¬ 
body interested in the American Power Boat 
Association and its work was awaiting results 
with interest. The writer felt that his mechan¬ 
ical and practical deductions were correct, and 
naturally was wondering if there were any 
shortcomings, and if so. in what form they 
would appear. He trusted his mathematics and 
technical experience and was not disappointed, 
but he evidently had not gauged human nature 
correctly. 
The first surprise came in determining the 
number of revolutions made by the motors. 
The rules provided that the owner’s statement 
or certificate of the number of revolutions made 
by a motor should be accepted by the measurer, 
it being assumed that the owner, or possibly 
his engineer, would be quite able to count them 
with reasonable accuracy; but it has ever since 
been a puzzle to the writer how it is that men 
of affairs, who can count millions of dollars with 
mathematical accuracy, seem to be so woefully 
inefficient in counting revolutions of an engine 
for a measurer; owners frequently giving him 
the revolutions made by their engines, say at 
450, when the 'actual number of revolutions 
made during the race was as high as 650 to 700: 
and the data obtained from engineers, in many 
instances, were equally uncertain. The result 
can be readily imagined. The boats generally 
made speeds better than their rating would in¬ 
dicate, and it was noticeable that the boat be¬ 
longing to the poorest revolution counter made 
the best record. Had there been only an iso¬ 
lated instance or two of this poor counting 
there might have been a remedy, but when 
there was so much bad counting, the remedy 
had to be sought in another direction. 
The other human factor that entered as a 
disturbing element was the extra allowance 
from larger to smaller boats provided in the 
tables to compensate for heavy weather con¬ 
ditions. The smaller boat owner promptly dis¬ 
covered that, in smooth water, he had the ad¬ 
vantage, and, when it was rough, he with equal 
promptness declined to start; so that the rule 
was immediately blamed as being bad, and 
favoring the small boat. 
Reuben B. Clark, N. A., published a diagram 
on which he had plotted the speed made by the 
various boats in races held under the American 
Power Boat Assoiation, showing on this dia¬ 
gram the actual curve as laid down by the 
formula, and also showing a mean curve of the 
speeds actually made by the different boats. It 
illustrated very clearly what has already been 
stated, that, by reason of under-counting the 
revolutions, the ratings were lower than they 
actually should have been, and the speed was 
higher than such ratings. It also showed that 
the allowance from the larger to the smaller or 
slower boat was a trifle too great; in fact, was 
just what was contemplated when the tables 
were calculated, but which proved to be useless 
by reason of the smaller boats not starting in 
heavy weather. 
Therefore, at the end of the season, it was 
found that the rule had been defective in two 
respects; one was the manner of determining 
the horsepower, with the number of revolutions 
as a factor; the other was that smaller boats 
would start only under smooth water conditions, 
because they were then favored by the rule. 
The remedy appeared comparatively simple. It 
was decided to fix the piston speed for cruis¬ 
ing boats arbitrarily at 666 feet, and let those 
who could make their motors run faster than 
this reap the benefit, while those who could not 
attain this speed would have to suffer for the 
shortcoming. It was a drastic measure, but 
there appeared no other course open, as there 
were too many owners and engineers who could 
nbt count revolutions. 
The matter of putting the large and small 
boats on an even footing under smooth water 
conditions was one of expediency. From the 
scientific or technical standpoint it would have 
been necessary to recalculate the wdiole table 
of time allowances, and, as this was electro- 
typed, would involve considerable cost in hav¬ 
ing it set up and reprinted. The practical 
method was to change the constant in the 
formula, which would have precisely the same 
effect; but it was open to criticism that it made 
the theoretical speed of the boats greater than 
that actually made, a criticism that had no orac- 
tical value to the racing yachtsman. The object 
of increasing the constant was to reduce the 
time allowance between two boats to an extent 
that would put them both on an equal footing 
