704 
FOREST AND STREAM. 
[May 6, 1911. 
tanee races will be started. Those racing to 
Bermuda from the Lower Bay will be sent out 
by the Motor Boat Club of America, and on 
the Sound the New York Athletic Club will 
have its annual race to Block Island. On July 
1, the New York Motor Boat Club will start its 
annual event to Albany and back, and the 
Brooklyn Y. C. will hold its races over the Cape 
May course. The Marblehead race will be 
started on July 14 from Huntington by the 
Motor Boat Club of America. The Halifax 
race of the Brooklyn Y. C. will be started in 
Gravesend Bay on July 22. On Aug. 4, a race 
from New York to Camden will be started by 
the Motor Boat Club. The Scripps reliability 
race will be started at Detroit on Aug. 4. The 
finish is to be at Buffalo. 
The races for the Gold challenge cup of the 
American Power Boat Association will be held 
at Frontenac on Aug. 8, 9 and 10. The trial 
races to select defenders for the British Inter¬ 
national trophy will be held off Huntington dur¬ 
ing the week beginning Aug. 14, and the Inter¬ 
national races will begin at the same place on 
Aug. 24 The annual carnival of the Manufac¬ 
turers’ Association will be at Huntington Aug. 
4 to 9. These are the features of the season. 
The name Dixie, so dear to lovers of motor 
boating, is to be perpetuated. One of the new 
racers building for the defense of the British 
International trophy, is to be named Dixie IV. 
Dixie I. won the trophy and brought it to this 
country. Dixie II. successfullv defended the 
trophy on two occasions. Last year the boat 
was really Dixie III., as a new hull had been 
built for the original engine, and so this year's 
boat will be named Dixie IV. The Motor Boat 
Club of America has under the new conditions 
complete control of all International motor boat 
racing in this country, and a syndicate of mem¬ 
bers of that club, composed of Commodore H. 
H. Melville, Vice-Commodore Frederick K. 
Burnham and August Heckscher is building the 
new boat. She has been designed by Tams, 
Lemoine & Craine, and is a hydroplane a few 
inches under 40 feet in length. She will be pro¬ 
pelled by two engines built by the Crane Motor 
Car Company, of Bayonne, of eight cylinders 
each 714 by 7>4 inches. The hull is double 
planked mahogany, and the boat will be fitted 
with Monel metal propellers. The engines will 
develop between 500 and 800 horsepower, and 
the boat is expected to make about 55 miles an 
hour. 
Albert E. Smith is having an Elcoplane built 
by the Electric Launch Company, of Bayonne, 
N. J. Although the planking has just begun, 
her lines denote the best of seaworthy qualities 
and stability, so important in boats of this class 
that will develop a speed of better than fifty 
miles an hour. She will be named Yankee and 
will be a shade under 40 feet, about 7 feet beam 
and with two 300-horsepower, 6-cylinder Stand¬ 
ard engines of special design. 
The same company is nearly ready to launch 
a Fauber hydroplane for Rear-Commodore J. 
Stuart Blackton of the Motor Boat Club of 
America. She will be christened Vita II. and 
will be 30 feet 11 inches on deck, 6 feet 6 inches 
beam and will be fitted with two engines and 
twin screws developing 500 horsepower. Vita 
II. will be of the multiple step type and the de¬ 
signer is figuring on 60 miles an hour. 
Commodore Blackton is also having a semi¬ 
displacement type of boat built for the elimina¬ 
tion trials in case the Vita II. does not come 
tip to expectations. The other craft will be 
called Viva and is being constructed by the 
Emerson Company, of Alexandria, Va., from 
original lines. She will have triple screws, 400 
horsepower, and will measure 32 feet over all 
and 5 feet 6 inches beam. 
In partnership with Mr. Heckscher, Comrno- 
dore Melville is having a, second boat built 
which will be named New Nameless. Atkinson- 
Wheeler Company has the contract and in a few 
days she will be ready for her preliminary trials. 
Tams, Lemoine & Crane have designed and 
are building a modified type of hydroplane for 
1 homas L. Chesebrough, who, however, wishes 
the details of power equipment and hull kept 
secret for a short time. She probably will be 
named Restless II. 
The Ohio Ri ver choked with driftwood and 
a strong head wind that interfered materially 
with the boat’s progress were two elements that 
conspired against the success of Br’er Fox III. 
in an attempt by this boat to break the record 
between Cincinnati and Louisville, Ky. 
The distance between these two points is 13254 
miles, and the record for a non-stop run of this 
character is held by Br’er Fox II., a sister boat 
of the present contender, which made the splen¬ 
did average of 26.78 miles an hour on a non¬ 
stop run. 
Br’er Fox III. measures 22 feet long by 4 feet 
1 inch beam, the total weight being 500 pounds. 
Her motive power consists of a 6-cylinder 4^ 
by 4/4 Fox de Luxe, 90-120 horsepower motor 
weighing only 450 pounds and developing as 
high as 1,600 revolutions a minute. This par¬ 
ticular motor was built for A. R. Silverston, of 
Milwaukee, Wis., for use in an aeroplane. 
The start was made April 15 at 9:15 a. m., and 
at various times in the first few miles the boat 
was compelled to slow down on account of the 
driftwood and strong wind. When three miles 
above Warsaw, Ky., a particularly large amount 
of drift was encountered and her propeller shaft 
was badly twisted, completely disabling the 
boat, leaving her helpless in the heavy sea that 
was running. Her crew’s plight was seen from 
the shore, however, and a boat was sent to their 
assistance just as the little craft was about to 
capsize. Dr. Harry P. Butler, of Newport, Ky., 
was at the wheel of Br’er Fox III. with Arthur 
Rose, of the Dean Manufacturing Company, 
acting as engineer. 
The total distance covered was 55 miles and 
the elapsed time was ih. 39m, or at the rate of 
33 miles an hour. All records for the same 
distance were beaten, and when it is remem¬ 
bered that 50 pounds of gasolene was carried 
at the start it can readily be seen that with the 
lightening of this load by consumption the speed 
of the boat would have increased materially in 
the latter stages of the journey. This fact 
coupled with the weather conditions and the 
driftwood makes the performance of this little 
craft all the more remarkable. The boat will be 
shipped back to Cincinnati and another attempt 
to complete the run will be made in the near 
future. 
Monaco Meeting. 
As far as the British boats were concerned, 
the motor boat racing at Monaco was disas¬ 
trous. Maple Leaf was severely handicapped 
on account of her trial. In the Ominum handi¬ 
cap she did poorly. The sea was rough and she 
steered badly, pounded heavily and was a dis¬ 
appointment. Returning to the harbor, her 
starboard bracket gave way. Both rudders were 
carried away and a hole was knocked in the 
hull. A. similar accident happened to Ursula. 
Later in the week Ursula and Maple Leaf were 
repaired so that they could race, but then in 
one event, when winning, the engineer of 
Ursula was overcome by gas. Miranda IV., an 
other hydroplane, started a plank and nearly 
foundered. 
Ursula for one prize made the best time over 
the course 6 kilometers 250 meters, 5m. 13 3-5S. 
This was better by 7 r-5s. than the time she 
made last year. Miranda covered the course in 
5 m. 54 3 - 5 s. 
The damaged boats _ were repaired in time 
for the Coupe des Nations contest which is 16 
rounds of the course, or 100 kilometers. Great 
Britain was represented by Ursula and Maple 
Leaf III., France by Chantecler II., Germany by 
Lurssen-Daimler, Spain by Hispano-Suiza. 
Ursula was forced to give up when she was 
leading the_ fleet by more than two laps, because 
of her engineer having been overcome bv gas. 
Mr. Noel Robbins stopped and put the chief on 
a launch to be taken ashore and tried again, but 
the second engineer was unable to start the 
motors. Maple Leaf and Ursula made a fine 
race on the first lap and then Maple Leaf re¬ 
tired. Lurssen-Daimler won the prize in 2h. im. 
20s.; Chantecler was second, 2h. 6m. 12s., and 
Hispano-Suiza third, a long distance behind. 
Ursula won the Prince of Monaco’s prize for 
the marine mile and one kilometer race, a total 
distance of 2,850 yards. Ursula’s time in the 
first heat was 2m. 37 2-5S., Clement-Despujols 
was second in 2m. 52 1-5 s. and Maple Leaf III. 
third in 2m. 54 2-5S. The final heat was won 
by Ursula in 2m. 34 1-5S. 
Referring to the type of hulls and engines 
shown, the Yachting World says: 
“The hulls of the boats at Monaco this year 
may be divided up into types with characteris¬ 
tics of their own. There are displacement boats 
like Ursula, La Quise, Chantecler II., and many 
of the smaller cruisers; boats which rely on 
sweetness of lines for the attainment of the 
greatest speed from some certain power, limited 
either by the hull constants or the restrictions 
imposed by the rules. These are the weatherly 
boats, the craft which can face a sea with 
equanimity and which would maintain a high 
average speed if raced daily, taking the weather 
as it came. 
“At the other end of the scale are the hydro¬ 
planes; the vessels which when running full 
speed have reduced the amount of water dis¬ 
placed to a minimum. The examples of this 
kind of craft to be seen at Monaco this year 
are all of the single step type, varying in design, 
but all with that one salient characteristic. The 
new Maple Leaf, La Fleche, Sigma-Labor, and 
Clemen-Despujols are the pick of them. Maple 
Leaf III. must be classed as a hydroplane, not 
only because she ‘planes’ when under way, but on 
account of that characteristic feature—the step. 
At the same time she differs from the other 
three boats cited as examples, in that she com¬ 
bines the shape of a displacement boat with the 
lifting agent of a hydroplane—an attempt to 
secure the weatherly qualities of a boat, to¬ 
gether with the enormous speed of a hydro¬ 
plane. 
“Then, in between these two extremes there 
are numerous bipats which are difficult to place 
quite satisfactorily. Miranda IV., for instance, 
is a hydroplane, inasmuch as her displacement 
diminishes when at speed, but otherwise she is 
very rnuch of a boat. Then there are pure 
sharpies with flat floors and square chines, like 
Excelsior boats built by Celle. There are 
Gregoire IX. and X., the Labor team, which 
are but little removed from the sharpie type, 
except that there is the least round to the bilge, 
and that the bows are moulded to a sort of 
spoon. These boats, too, lift when at full speed; 
in a way they ‘plane’—some of them very much 
so, ( as Lurssen-Daimler, for instance. 
* The motors in the boats are of many dif¬ 
ferent kinds, the car type bulking pretty large. 
Some of the higher speed craft have “aviation” 
motors, where the power-weight ratio is very 
high. Clement-Despujols, for instance, has a 
200-horsepower engine similar to the set which 
drove the Clement-Bayard dirigible in her 
memorable voyage to Wormwood Scrubs. La 
Fleche has an ultra-light ‘V’ type engine of high 
power. One of the most remarkable engines is 
a new Gregoire motor, which has a stroke of 
12 inches for a cylinder diameter of 354 inches; 
an obvious attempt to increase the possible 
power under a cylinder-bore restriction. In it¬ 
self, this method may have advantages—it ought 
to make a sweetly running engine—but the 
enormous height of the motor will certainly 
handicap the boat in anything but the calmest 
weather. A peculiar feature of this engine is 
that it has doubled valves, two inlet and two 
exhaust valves to each of the four cylinders. 
The long stroke has necessitated several de¬ 
partures from the canons of motor design, 
naturally. A very pretty engine is that installed 
in Pik-As VII., the German boat which cap¬ 
sized on Tuesday last week. It is a Diirrkopp 
motor of _ thoroughly sound design, from a 
marine point of view; weight has not been cut 
down to too great an extent and the design of 
accessory parts such as pumps and lubricating 
gear are sound and workman like. The Astell 
