4 G 4 
FOREST AND STREAM. 
[March 25, 1911. 
Ryde. The program arranged for champion 
matches is as follows: 
First Race—Class A (above 23-nreter) 
schooners (ketches and luggers) and yawls only. 
These yachts must be adequately fitted as 
cruisers. , . . 
Second Race.—23-meter ( 75-4 feet) class. 
Third Race.—15-meter (492 feet) class. 
Fourth Race.—12-meter (39.4 feet) class. 
Fifth Race.— 10-meter ( 32.8 feet) class. 
Sixth Race.—9-meter (29.5 feet) class. 
Seventh Race.—8-meter (26.2 feet) class. 
Eighth Race.—7-meter (23.0 feet) class. 
Ninth Race.— 6 -meter (197 feet) class. 
Tenth Race.—5-meter (16.4 feet) class. 
All the prizes will consist of trophies. In ad- 
dition a medal commemorating the first Euro¬ 
pean festival will be presented to the owner of 
every competing yacht. A yacht duly entered 
for a race will be entitled to sail over the course 
for the prize. 
Yachts in the classes of 8-meters and under 
must be steered by members of yacht clubs 
recognized by the national authority of a coun¬ 
try affiliated to the International Yacht Racing 
Union. . , , , 
Any owner belonging to a yacht club recog¬ 
nized by a national authority, or any club or 
body recognized by a national authority, is 
eligible to enter a yacht for any of the races at 
the regatta, in accordance with the I. Y. R. U. 
rules. 
All" entries must be made to^ Mr. B. Heck- 
stall Smith, secretary of the Y. R. A., Ryde, 
I.W., on or before July 25. 
It has been rumored in yachting circles 
abroad that the schooner Westward has been 
purchased by a German yachtsman. 
The Yachtsman recently published a state¬ 
ment showing the records of W. P. Burton, one 
of the most successful amateurs in British 
waters, and Capt. Edward Sycamore. Captain 
Sycamore, it will be remembered, came to this 
country in 1901 with Shamrock II., and had he 
had his own way about sailing that yacht, the 
America’s Cup might have gone to the other 
side. These records are as follows: 
Year. Boats. 
1897 Penitent 
1898 Penitent 
1S99 Penitent 
1900 Penitent 
1901 Gauntlet 
1902 Lucida 
1903 Lucida 
1904 Lucida 
1905 Britomart 
1906 Britomart 
1907 Britomart 
1908 Ostara .. 
1909 Ostara .. 
1910 Ostara . 50 
Total, 
12 
20 
26 
16 
14 
24 
25 
17 
16 
19 10 29 
20 14 34 
12 6 18 
22 13 35 
20 18 38 
MR W. T. BURTON’S RECORD. 
Races. Firsts. Other. 
16 9 3 
41 17 3 
44 10 16 
41 16 0 
31 4 10 
29 24 
42 17 8 
34 9 8 
32 
43 
45 
40 
50 
Year. 
1890 
1S91 
1892 
1S93 
1894 
1895 
1S96 
1897 
1S98 
1899 
1900 
1901 
1902 
1903 
1904 
1905 
1906 
1907 
1908 
1909 
1910 
538 205 119 324, 
CAPTAIN EDWARD SYCAMORE’S RECORD. 
Boats. 
Mr. Bale _ 
Mr. Bale .... 
Cosair . 
Vendetta .... 
Carina . 
Valkyrie HI. 
Valkyrie III. 
Bona . 
Bona . 
Laurea . 
Laurea . 
Shamrock II. 
Namara . 
Navahoe . 
Navahoe .... 
Navahoe . 
Navahoe . 
Navahoe . 
Shamrock ... 
Shamrock ... 
Shamrock ... 
Races. 
42 
33 
47 
24 
52 
9 
30 
20 
is 
14 
15 
35 
41 
28 
Prizes. 
23 
39 
22 
18 
23 
18 
39 
9 
18 
IS 
13 
17 
12 
17 
31 
20 
19 
411 356 
Cast Anchor. 
A yachtsman, who is also a trustee of a 
Presbyterian Church, recently found an article 
in one of the daily newspapers which, recount¬ 
ing some shipping troubles, told how they “cast 
anchor.” That paper prides itself on its ac¬ 
curacy, and this yachtsman thought it a fine 
opportunity to have some fun with one of the 
editors, a friend of his. He pasted the clipping 
and marked the phrase and then wrote, “They 
do not cast anchor anywhere except in a foun¬ 
dry and in the editorial rooms of a newspaper, 
and for confirmation of this I refer you to your 
yachting man.” 
The editor promptly took it to the yachting 
man, who agreed that the phrase was incorrect 
from a nautical point, "but,” he added, “it is 
used in the Bible.” 
“Where?” asked the editor. 
“In the account of St. Paul’s shipwreck. St. 
Paul tells in Acts 27, verses 29 and 30 how they 
‘cast anchor.’ ” 
A marginal note was added to the yachts¬ 
man’s letter, which read, “Also in the Bible, 
see Acts 27, verse 29. The yachting man evi¬ 
dently is better posted on his Bible than the 
Presbyterian trustee.” 
The yachtsman’s only comment when met 
later was that St. Paul always was a very bad 
sailor. 
Hussar Makes First Trip of Season. 
The auxiliary cabin sloop Hussar, owned by 
A. P. Bennett, New Rochelle Y. C., cruised over 
to Lloyd’s Harbor on Sunday, March 19, and 
won the prize offered by the Lloyd’s Harbor Y. 
C. to the first yacht making the trip this year. 
Hussar is probably the first boat in commission 
on Long Island Sound in 1911. 
With Mr. Bennett were George P. Granbery, 
J. P. Donovan, H. FI. Moulton and Frank Maier. 
Hussar left the New Rochelle Y. C. at 10 o’clock, 
Lloyd’s Flarbor was reached at 1:30 o’clock, and 
at 2 o’clock she started back to the club house 
on Echo Bay, where she arrived at 5 o’clock. 
There was a moderate breeze all the way. 
Hussar is 65 feet over-all and is fitted with 
an auxiliary engine. She was originally built 
for E. F. Flutton. 
Motor Boating. 
Monaco Motor Boat Races. 
The annual motor boat meeting at Monaco 
will begin on April 4. As usual, the first few 
days will be devoted to the exhibition, and no 
boat will be allowed to compete in the races 
unless it has been on exhibition and measured. 
The chief interest this year will be centered in 
the second series for racers because in the races 
for that class the Duke of Westminster’s Brun- 
hilde will meet E. Mackay Edgar’s Maple Leaf 
III. Brunhilde was launched recently and the 
builders have guaranteed 45 nautical miles an 
hour for this boat. These builders expect that 
Brunhilde will exceed that speed considerably. 
Maple Leaf III. is one of the challengers for 
the British International Cup, and great things 
are expected of this boat. The latest from the 
other side about her was that the hull had been 
finished and one of the twin motors had been 
tested and done all asked of it. She was ex¬ 
pected to be in the water for trials about the 
middle of the month and be ready for the 
Monaco racing. The hull itself is said to be a 
remarkably fine piece of workmanship. 
Brunhilde has been built by Saunders and is a 
Fauber hydroplane. Her dimensions are 49 feet 
8 inches over all, 8 feet 6 inches beam, and hull 
weighing 21 cwt. She is a multistep hydroplane, 
with six steps, and is built on the celebrated 
Saunders sewn system, with three skins. The 
skins consist of three layers of mahogany, ex¬ 
cept in the bottom of the boat, where the middle 
skin is of oak, for the purpose of gaining extra 
strength. All the layers are sewn together with 
copper wire. The mahogany skins are all in 
one length, with no butts, and are cut from the 
same log which the successful Ursula was built. 
By an ingenious arrangement of the step frames 
the risk of leakage due to straining, which has 
always been a difficulty in the construction of 
vessels on the hydroplane principle, has been 
completely eliminated—a most important factor. 
There are two watertight bulkheads, one for¬ 
ward and one aft, and a collision bulkhead right 
forward, which should render her unsinkable. 
Brunhilde differs in her design from Pioneer 
—the hydroplane which the Duke of West¬ 
minster sent to America to compete in the race 
for the International trophy—in having a much 
greater flare forward, thus giving her greatly in¬ 
creased buoyancy. She looks all over a power¬ 
ful craft and is one of the finest specimens of 
the boat builder’s art, both in point of finish 
and design, that has ever been set afloat. In 
appearance she is without a blemish, and will 
certainly command universal admiration when 
staged in the exhibition at Monaco. 
She is engined with two 12-cylinder Wolseley 
engines, each developing 380 horsepower. When 
we mention the fact that these are the same en- 
gins that enabled Ursula to sweep the Mediter¬ 
ranean for the past two years it speaks volumes 
for the really wonderful qualities of the Wolse¬ 
ley marine engines. 
Brunhilde is the first hydroplane to be fitted 
with double screws. Her engines weigh 30 cwt. 
each and her total displacement in racing trim, 
with a crew of three, fuel, lubricating oil, and 
water, is under 5^2 tons. Her builders guaran¬ 
tee a speed of 45 knots, although it is antici¬ 
pated that when in proper racing order she will 
considerably exceed this. 
In the first series of races there will be 
Brasier-Despujois II., Rapiere III. and Mi¬ 
randa IV. The latter has a Thorneycroft motor, 
and the hull was built and designed by Thorney¬ 
croft. She was the best boat in England last 
year. 
There are five series for cruisers and in these 
there have been seventy entries made, nearly 
all of which are French or Italian. One named 
San Francisco II. has a Gray motor. This is 
in the second series. A few have Gnome motors 
and the work of these motors which have been 
so successful for aeroplanes will be carefully 
watched. 
Oil Fuel. 
With so much spoken and printed about oil 
fuel steam-plant ashore and afloat, a general 
idea seems to have arisen in the merely “well- 
informed” lay mind that the use of oil fuel is 
going to supersede that of coal—is doing so, in 
fact—and that the long-drawn trail of smoke 
will be no more seen on the face of the waters, 
says the Yachting World. That would be sad, 
if only for the consequent elimination of many 
thrilling passages in the literature of sea ad¬ 
venture. But neither reader nor romancist need 
worry, for the idea in question is only another 
romance of the sea, mainly because of its suita¬ 
bility for the consumption of the marines. That 
is to say, it all depends on the consumers, in 
other words the burners, which in the majority 
of cases are so imperfect that the universal 
adoption of oil fuel is still far away. One sees 
a concrete example of this in the recent experi¬ 
ence of a t.b.d. in the French navy, converted 
from coal to oil for experiment’s sake. Various 
short trips had brought the new system into 
apparently perfect working order, so the vessel 
started on a hundred-mile coastal voyage, dur¬ 
ing which it was found that to maintain an av¬ 
erage head of steam and speed she only burnt 
four times the weight of fuel at about five times 
the cost of coal. On the other hand, there is 
the Carbogen burner, which the present writer 
has seen give highly satisfactory and economical 
results with crude gasworks oil and with heavy 
crude petroleum. But the vessel in this case 
was only a small yacht, so it remains to be 
seen how far the system is really applicable to 
large steam craft of pleasure or commerce. 
Against all this we have the well-certified use of 
both these heavy fuels in large internal com¬ 
bustion motors, of which the economies and 
efficiencies generally are equally well known and 
beyond either argument or uncertainty. And, 
paradoxically enough in this connection, a high¬ 
ly economical system has been discovered and 
tried-out to success for using powdered coal in 
an internal combustion motor. 
The Forest and Stream may be obtained from any 
newsdealer on order. Ask your dealer to supply you 
regularly. 
