June 24, 1911.] 
FOREST AND STREAM. 
985 
New Rochelle Y. C. 
/ 
The New Rochelle Y. C. had a most success¬ 
ful regatta for motor boats owned by members 
of the club last Saturday. These boats were 
divided into three classes and went over a 
course ig l /2 miles in length. They were handi¬ 
cap events, and each boat was started on its 
handicap, so that the first to finish in each class 
was the winner. This is a good way to start 
motor boat races, and it increases the interest 
very much. In the first class L. D. Hunting- 
ton, Jr.'s, Elizabeth, the smallest, finished first 
and won. In the second class F. Brainin’s 
Vincent was the winner and in the third G. W. 
Quintard’s Milwin, the scratch boat, finished 
first. The times: 
Motor Boats—First Division—Course, 19% Miles. 
Start. Finish. 
Elizabeth, L. D. Huntington, Jr... 3 00 00 5 27 32 
Albina, G: A. Fisher. 3 01 46 5 38 10 
Wontrela, W. P. Taylor. 3 23 13 5 53 14 
Knobuze, E. Chouinard . 3 26 59 5 55 18 
Millie O. J. T. Lewis. 3 13 42 Withdrew. 
Elmo II., F. D. Giles, Jr. 3 20 55 Withdrew. 
Second Division—Course, 19% Miles. 
Vincent, F. Brainin . 3 40 55 5 45 46 
Eileen, W. S. Creevey. 3 45 59 5 46 09 
Muskegat, C. W. Voltz. 3 45 46 5 47 18 
Psyche II., M. F. Bantham. 3 45 19 5 48 53 
Hopalong, W. King, Jr. 3 51 48 5 57 42 
Gypsy, F. M. Miller. 3 32 34 5 59 45 
Carolina, C. W. Mead. 3 46 51 6 02 48 
Alice II., L. R. Smith. 3 49 36 6 24 42 
Wangan, E. T. Cunningham. 3 32 53 Withdrew. 
Third Division—Course, 19% Miles. 
Milwin, G. W. Quintard.4 10 29 5 50 48 
Triune, M. W. & C. C. Houck. 3 58 21 5 52 02 
Marie, Dr. Newman . 4 01 01 5 57 20 
Uonda, H. F. Bullock. 3 52 46 5 59 24 
Florella II.. A. H. Bullard. 4 06 IS 6 10 34 
Apache II., G. A. McGill. 3 56 48 6 14 58 
Larchmont Y. C. Races. 
The Larchmont Y. C. had some races for 
motor boats last Saturday. Edmee, owned by 
Rear-Commodore R. J. Schaefer, and Avis, 
owned by F. C. Havens, had a match race over 
a course of 43 miles. Edmee was built in 1905 
by the Gas Engine Company, and is 76 feet 
long. Avis was built in 1903 and is 65 feet 
long. Avis is from H. J. Gielow designs. They 
raced on even terms, although Edmee has the 
most power. At the start Edmee started off 
so fast that it looked as if she would win with 
lots to spare, but Avis caught her, and as they 
passed the Larchmont Breakwater coming 
back from Green's Ledge, only 10s. separated 
the two. Then it was nip and tuck and near the 
finish Edmee crowded Avis so that she fouled 
the buoy and had to turn out of the course. In 
spite of this, Edmee finished only 10s. in the 
lead. 
Ten yachts started in the other race and Lady 
Jane finished first with Blue Peter IV. second. 
These boats have to be measured before the 
winner is determined. The summary: 
Motor Boats—Course, 43 Miles—Start, 10:05. 
Finish. Elapsed. 
Lady Tane, J. F. O'Rourke. 1 59 36 3 54 36 
Blue Peter IV., J. H. Brookfield... 2 12 34 4 07 34 
San Toy II., W. L. Marshall. 2 31 27 4 26 27 
Dorothy B., H. B. Stokes. 2 31 31 4 26 31 
Caroline, M. F. Dennis. 2 37 16 4 32 16 
Raeo, R. S. Townsend . 2 51 06 4 46 06 
Santee, F. L. Field. 2 51 39 4 46 39 
Eronel, S. Cochrane . 3 12 57 5 07 57 
Thistle, J. H. Wallace. 3 31 41 5 26 41 
Gloriosa, G. B. Stearin. 3 34 07 5 29 07 
Match Race—Course, 43 Miles—Start, 10:20. 
Edmee, R. J. Schaefer. 1 54 04 3 34 04 
Avis, F. C. Havens. 1 54 14 3 34 14 
Motor B. C. of New York. 
The Motor Boat Club of New York had a 
race from off its club house at the foot of West 
147th street to Tarrytown on June 18, in which 
eleven yachts started. Ten finished, Nala being 
the only absentee at the end. The distance was 
32 nautical miles. Rex, owned by H. J. Allen, 
which started at 11:10:40 was the first boat sent 
away and she was the first to finish. She 
crossed the line at 4:41:30, beating Monreve, 
owned by E. E. Barney, by just 30s. The third 
boat to finish was the Arlington, owned by J. 
Klipper. The handicapping was done on the 
past performances of the boats and as an indi¬ 
cation of how well it was figured five of the 
boats finished within 10m. of one another. The 
tide was against the boats on the trip down the 
river and fair for them going up. There was a 
light breeze from the southwest all. day. The 
summary: 
Rex, II. } 
Monreve, . 
Arlington, 
Seafox, C. 
Respite, D 
Bunk III., 
Edith M., 
Genevieve, 
Kid IF, C 
Leggy, J. 
Nais, W. 
Start. 
F 
'ini 
sh. 
I. Allen. 
...11 
10 
40 
4 
41 
30 
E. E. Barney. 
... 12 
40 
08 
4 
42 
(10 
J. Klipper. 
I. Breck. 
...12 
20 
00 
4 
42 
38 
... 11 
45 
20 
4 
49 
23 
>r. Y. C. Pendersen... 
... 1 
12 
16 
4 
51 
23 
, Meakins & Firth_ 
...12 
45 
05 
4 
59 
58 
W. G. Madison. 
...12 
05 
36 
5 
02 
12 
A. J. Adams. 
...11 
25 
36 
5 
02 
34 
C. II. Dugliss. 
...12 
08 
16 
5 
05 
08 
Selden. 
...12 
89 
44 
6 
04 
20 
Sanford . 
2 
01 
20 
d. 
n.f 
Elapsed times: Rex, 5.30.50; Monreve, 3.55.52; Arlington, 
4.22.38; Seafox, 5.04.03; Respite. 3.39.07; Bunk 111., 4.14.54; 
Rex won from Monreve by 30 seconds. 
The Danger of Fire on Motor Yachts. 
Taking into account the large number of 
petrol motors annually in use afloat in boats, 
launches, and auxiliary yachts, it can hardly be 
said 'that the number of accidents occurring 
therein from fire or explosion shows that the 
risk is really great; but at the same time it must 
always be acknowledged that wherever petrol 
is stored or used, either ashore or afloat, a cer¬ 
tain combination of circumstances may produce 
these undesirable results, for it is only because 
of the fact that a mixture of petrolic vapor and 
air can be ignited in a cylinder by an electric 
spark that this spirit has, so to speak, created 
the modern motor, whose marvelous influences 
on civilized life are so apparent, and whose 
future influences in this direction are beyond 
the scope of conjecture. Unfortunately, the ig¬ 
nition. which within the cylinder of the motor is 
turned to so useful an account, can equally 
easily take place outside the cylinder, where its 
effects may be disastrous. 
The ideal fuel for motor use would be some 
sort of spirit which, without any preliminary 
heating, could only be ignited under compres¬ 
sion, for with such a fuel the ignition within the 
cylinder would take place just as easily as it 
does with petrol, but all outside ignitions would 
be impossible, as the mixture would not be 
under compression. No doubt some day our 
chemists will give us such a fuel, perhaps some¬ 
thing of the nature of a modified or diluted 
alcohol; but until this happy era arrives we 
must make the best use of petrol, and endeavor 
to minimize the risks inherent in its use. 
A fire or explosion can only take place in a 
vessel if either liquid or vaporized petrol (gaso¬ 
lene) be allowed to escape into the hull, and a 
study of the causes of the various accidents re¬ 
corded. as far as they can be traced, shows that 
this escape has always happened either from 
what may be termed gross personal carlcssness 
on the part of some one, or from a mechanical 
defect either in the motor or some part of its 
installation. Thus tanks may leak through cor¬ 
rosion or mechanical damage, or they may over¬ 
flow with liquid or vapor from careless filling; 
joints may leak through defective construction 
or material, or from want of tightening up, and 
carburettors may leak from similar causes; but 
if the motor has been properly installed on 
board in strict accordance with modern prin¬ 
ciples, all the foregoing possible causes of acci¬ 
dent may practically be ignored, except those 
due to personal carelessness, which human 
failings seems to be always with us. So it 
comes to this, that if we wish to avoid all pos¬ 
sibility of risks afloat, it will be better to use 
paraffin as a fuel instead of petrol, for if a 
proper brand of the former fuel be selected, with 
a suitable flash point according to the weather, 
risk of fire need be no more anticipated than in 
the case of an ordinary motorless yacht using 
paraffin for its lighting and heating lamps. 
Unfortunately, the use of paraffin in a motor 
entails certain disadvantages, such as dirt and 
smell, for if any of the liquid gets spilt it will 
soak into wood, and it is apt to creep about the 
surface of anything it comes in contact with; 
and another point is that it will take anything 
from eight to fifteen minutes to start the motor 
from all cold; and yet a further objection is 
often urged against it for choking up pipes, 
strainers, etc., owing to some material of a 
glutinous nature which appears to be often left 
ARTHUR BINNEY 
(Formerly STEWART & Binney) 
Naval Architect and Yacht Broker 
Mason Building. Kilby Street. BOSTON, MASS. 
Cable Address, “Designer,” Boston 
COX (El STEVENS 
Yacht Brokers and Naval Architects 
15 William Street - New York 
Telephones 1375 and 1376 Broad 
GIELOW (El ORR 
Naval Architects, Engineers and Yacht Broker* 
Plans, Specifications and Estimates furnished for Construction 
Alteration and Repairs. Large list of Yachts for Sale, 
Charter or Exchange; also Commercial Vessels. 
52 BROADWAY Telephone 4673 Broad NEW YORK 
Hollis Burgess Yacht Agency 
15 Exchange Street, Boston, Mass. 
Telephone 23 Main 
SAILING, STEAM, GASOLENE AND AUXILIARY YACHTS 
OF EVERY TYPE AND SIZE FOR SALE AND CHARTER 
YACHT and BOAT SAILING 
By the late "Dijeon K.emp 
Tenth edition. Published 1904. We have a copy in 
fairly good condition, published at $ 12 , which we will 
sell for $9.00. 
FOREST AND STREAM PUBLISHING CO. 
in it after refining. Against these disadvantages 
must be set the cheapness of the fuel, and also 
the ease of obtaining it in out-of-the-way places. 
Petrol possesses so many advantages as a 
motor fuel, such as its general cleanliness and 
freedom from smell, the possibility of obtaining 
an instantaneous start, whenever the propeller 
is required, and the absence of all such things 
in the engine room as heating lamps, etc., that 
most owners prefer to take the risk of using 
it in their launches and yachts. Generally 
speaking, the risks attendant on its use in open 
boats and launches are not great, as, even 
should there be any leak, the vapor can so 
easily escape into the open air that it is not 
likely to form an explosive mixture. When we 
come, however, to decked vessels, it is a dif¬ 
ferent thing, for in such craft any vapor from 
leakage would tend to accumulate beneath the 
platforms, owing to its being considerably 
heavier than air, and here it may remain until 
the proximity of a light causes it to indicate its 
presence by an explosion or conflagration. 
When an owner of a yacht has been unfortu¬ 
nate enough to witness one or two such acci¬ 
dents with petrol, as would appear to have been 
the case of a correspondent in a recent issue of 
the Field, it is only natural that he should feel 
very doubtful about fitting his yacht with 
auxiliary power; but the very many advantages 
which such an addition offers for cruising have 
been so thoroughly proved by now that it is of 
great importance it should be generally known 
that they can be enjoyed without undue risk. 
One great point about the use of a motor as 
auxiliary power is not generally known among 
yachting men, and that is that its benefits are 
not confined, as many suppose, to calms and 
light breezes, but its greatest services may be 
rendered in the heaviest weather, such as when 
lying to in a gale, in order to bring the course 
of the vessel’s drift nearer to the wind, and also 
to enable a yacht in this position to get round 
on the other tack without having to set more 
canvas, when, owing to the wind shifting, it is 
clear that she will take the seas easier by so 
doing. 
Where an owner is desirous of using petrol 
for a motor below decks, the best plan is to 
utilize one of the special safety systems which 
were introduced by me in the pioneer days of 
marine motors, a study of which will show that 
