626 
FOREST AND STREAM. 
[April 16, 1910. 
Two Courses for Motor Boat Race. 
The Automobile Club of America on Mon¬ 
day, April ii, sent out this notice: 
“At a meeting of the Motor Boat Committee 
of The Automobile Club of America, held at 
the club house this, Monday, afternoon, it was 
decided to hold the Harmsworth cup race this 
year on waters adjacent to the Larchmont Y. C. 
“Charles E. Forsdick, 
Acting Secretary. 
This cup, which, by the way, is not the 
Harmsworth cup, but the British International 
cup, is held by the Motor Boat Club of America. 
It was won by Dixie, representing that club, 
and successfully defended by Dixie II., repre¬ 
senting that club again two years ago in a race 
on Huntington Harbor. That course gave sat¬ 
isfaction to the challengers and defenders. 
At a meeting of the Motor Boat Club of 
America recently it was decided that the race 
this year should be held on Huntington Har¬ 
bor. Unless the Motor Boat Club of America 
has relinquished its interests in the trophy it 
is hard to understand how the Motor Boat 
Committee of the Automobile Club of America 
can dictate where the race shall be. 
The Automobile Club of America some time 
ago made an arrangement with the Larchmont 
Y. C. and with foreign motor boat clubs that 
it should be recognized as controlling all inter¬ 
national motor boat racing, but that arrange¬ 
ment was to go in effect after the “next race” 
for the British International cup. That “next 
race” is the one scheduled for next August. 
The British clubs have sent their challenges to 
the Motor Boat Club of America, and so far 
all arrangements for the race have been made 
with that club. 
Efforts have been made for some time to get 
the race at Larchmont in spite of the fact that 
the course there is not one best suited to in¬ 
ternational racing. The course is exposed to 
all winds. It is frequently so rough there that 
motor boats cannot race, and then it is at the 
narrow end of the Sound and the traffic on the 
Sound would cause considerable trouble to the 
racing boats. The deed of gift for the trophy 
calls for a course protected and smooth water. 
Huntington Harbor fills all the requirements. 
The British two years ago were well pleased 
with it, and there seems to be no reason why 
the race should not be at Huntington this year. 
For the Marblehead Race. 
Arthur P. Homer, of Boston, will have a 38- 
foot power boat in the Marblehead-Bay Ridge 
race, which starts from Marblehead this year. 
This is the Grampus, now under construction, 
which represents the combination of the ideas 
of Mr. Homer and Ralph E. Winslow. 
Grampus will be 38 feet over all, 38 feet water¬ 
line, 10 feet 9 inches beam, and 3 feet 6 inches 
draft. She will be equipped with a two-cylinder, 
18-horsepower engine, which should give her 
a speed of about nine miles an hour. 
The boat will have a cabin house that is 
broken just aft of the amidship section, under 
which will be placed the engine room and crew 
quarters. This will give her a sort of bridge 
deck, and the boat will be controlled at the for¬ 
ward end of this deck, with the steering wheel 
on the port side. 
Below deck the boat is very well laid out, 
with a large stateroom in the after cabin. For¬ 
ward of the engine room, under the forward 
cabin house is the main cabin, 8 feet in length, 
with two transoms and a good locker room. 
Still another is the galley and toilet room, with 
the water tank in the eyes of the boat. The 
gasolene tanks, two in number, are just forward 
of the bulkhead that separates the stateroom 
from the engine room. 
The Forest and Stream may he obtained from 
any neivsdealer on order. Ask your dealer to 
supply you regularly. 
The Hydroplane. 
Concluded from page 586. 
Very simple experiments that can be carried 
out on almost any boat will verify my theory of 
the speeds at which air will enter beneath planes. 
For example, a demonstration can be made by 
attaching an experimental plane made of wood 
on to the side of any boat—destroyer, torpedo 
boat or steamer—and it will be found that as 
the boat speeds up, the water which follows the 
step will be carried away to a greater depth as 
the speed increases. 
O'n investigation along these lines I think that 
almost any engineer will come to the conclusion 
that the power employed in a 200-ton torpedo 
boat having a speed of 26 knots would be suffi¬ 
cient, if installed in a hydroplane hull, to attain 
the necessary speed for air to enter beneath the 
planes. 
Once the air is under the planes the boat has • 
actually commenced planing, and the problem now 
is a question of perfecting details to get the 
most practical results. 
To those who are sceptical about the feasibility 
of applying the hydroplane principle to large 
boats, I suggest they figure the speed of the 
Mauretania 01* even of a torpedo boat with a 
square stern of the same area as the midship 
section. 
While I have not had the opportunity of prov¬ 
ing the theory in large boats, my conclusions at 
present are that the water behind the planes will 
rise with an increasing curve as per the simple 
rule of gravity. 
The radius of the curve will increase as the 
speed increases and the curve will be the same 
at given speeds, whether the planes be one foot 
or four feet draft. 
If this be true the maximum speed desired, the 
angle and the length of plane bearing on the 
water are the most important factors that must 
determine the total length of each plane; there¬ 
fore, in order to get an appreciable reduction in 
the friction area of large vessels a series of 
planes must be employed. 
The report of W. Froude to the British ad¬ 
miralty on his experiments with the Rev. C. M. 
Ramus hydroplane models in the year 1872 is 
very complete and instructive, but nevertheless 
usually misleading, for the reason that we fail 
to analyze the results correctly. 
I wish to point out— 
1. That the proposed vessel of over 300 feet 
in length had only two planes; that the length of 
these planes was about 150 feet each, and that 
the soeed of a comet—almost!—would be re¬ 
quired to get a planing action. 
2. A type of model was used to represent a 
boat which had no compensating stern lines, and 
without which any fast vessel would require an 
extraordinary amount of power. 
3. The form of planes was such that the re¬ 
sistance was more than that of the ordmary type 
of hull, whereas results obtained at the present 
day indicate an advantage of about 50 per cent, 
in speed over that of the ordinary displacement 
boat of the same power and weight. 
Considerable credit is due to Bonnemaison in 
France who developed the first single step hydro¬ 
planes. I doubt if the io-foot model that Froude 
employed could be made to plane at all with the 
power used in the first “Ricochets.” 
On the question of “comnarative speeds” be¬ 
tween hydroplane models of different sizes and 
ships, Froude is undoubtedlv correct. 
The ordinary tvpe of hull may be considered 
as divided amidships into a front and rear wedge, 
the lines of which determine the wave resistance. 
In the hydroplane vessel we must have a num¬ 
ber* of wedges (planes) that are the principal 
element of resistance. 
When planing, the resistance of these planes is 
constant, regardless of speed, whereas in the 
ordinary boat wave resistance changes with the 
speed. 
It is important and interesting to note that 
Froude sifted hydroplane resistance down to two 
principal elements—resistance of angles and fric¬ 
tion. and that he disregards wave resistance in 
the hvdroplane. 
Before being familiar with Froude’s experi¬ 
ences I had discovered in my experiments that 
the resistance of the angles and the friction cor¬ 
responded almost exactly to the horsepower in¬ 
dicated by the thrust of the propeller registered 
on a dynamo meter. 
The thing that strikes me forcibly is that a 
man with Froude’s ability for getting at the bot¬ 
tom of things did not make some improvements 
or suggestions as a result of the experiments. 
This shows the difference between the inven¬ 
tive and the scientific brain. 
Notwithstanding Froude’s discouraging report 
Ramus was firm in his conviction that something 
was wrong and that there was a future to the 
hydroplane, yet he was unable to discover what 
the discrepancies were. 
« 
Motor Boats on the St. Lawrence. 
There will be at least six new 40-footers on 
the St. Lawrence next season, all capable of at 
least thirty miles an hour, and all racing under 
the colors of the Thousand Islands Y. C. Com¬ 
modore F. G. Bourne will race one equipped with 
two 4-cylinder, 100 horsepower Simplex engines. 
Mr. Harris, of Orange, will handle a 40-footer 
with a 225 horsepower V type Jencick motor. A. 
R. Peacock, of Pittsburg, has a 6-cylinder, 200 
horsepower Jencick motor boat under way and 
Mr. Carriere will have a new craft, having an 
8-cylinder 300 horsepower Jencick engine. 
Racing Yacht Burned. 
A racing yacht belonging to Lewis H. Cowles, 
of Cleveland, and a motor belonging to Charles 
W. Chase, his brother-in-law, of the same ad¬ 
dress, were destroyed by fire recently near the 
Cowles summer home in Cayuga, N. Y. The 
Cowles boat house and all its contents, including 
other small craft, were burned, causing a loss of 
$17,000. 
The summer home, which was saved, is the 
property of Mrs. Edwin Cowles, Lewis Cowles’ 
mother and widow of a former well-to-do Cleve¬ 
lander. The entire fire loss was $35,000. 
Canoeing. 
A. C. A. Membership. 
NEW MEMBERS PROPOSED. 
Atlantic Division.—William P. Randall, 116 
Broad street, Mt. Holly, N. J., and William H. 
Mason, 3d, 37 Union street, Mt. Holly, N. J., 
both by Elmer B. Ayre,s; Harry N. Blumner, 
1210 Spring Garden street, Philadelphia, Pa., by 
Frank T. Wilson; Harold E. Laubinger, 35 W. 
128th street, New York city, by W. B. Chipper- 
field. 
Eastern Division.—Frederick A. Cramphorn, 
26 Winter street, Woburn, Mass., by Fred W. 
Cramphorn. 
NEW MEMBERS ELECTED. 
Atlantic Division.—5974, Raymond E. Mar- 
gerum, 278 Bellevue avenue, Trenton k N. J.; 
5975, J. Leslie White, Morrisville, Pa.; 5976, 
Frank L. Muschert, Morrisville, Pa.; 5977, Ger- 
shom M. Howell, Morrisville, Pa.; 5978, Aaron 
B. Young, Morrisville, Pa.; 5979, Harry J. 
Burns, Morrisville, Pa.; 5982, Walter L. Reeder, 
Bordentown, N. J.; 5983, Joseph B. Reynolds, 
P. O. Box 82, Bordentown, N. J.; 5984, Mahlon 
E. Wallace, Bordentown, N. J.; 5989, Samuel 
Holmgren, 1949 Amsterdam avenue, New York 
city. 
Central Division.—5935, William G. Swift, 724 
Whitney street, Wilkinsburg, Pa. 
Eastern Division.—5980, Clarence E. Page, 63 
Pennacook street, Manchester. N. H.; 5988, 
August W. Riess, 8 Richfield avenue, Cranston, 
R. L 
Northern Division.—5981, S. J. Chapleau, P. 
O. Box 203, Ottawa, Ont., Can; 5985, Chas. W. 
Fountain. 152 Walmer Road, Toronto, Ont., 
Can.; 5986, Arthur E. Etwell, 360 Wellesley 
street, Toronto, Ont., Can.; 5987, J. Harvey 
Todd, M.D., 165 College street, Toronto, Ont., 
Can. 
