1910 Hudson River Water Carnival
Hudson River, New York NY, September 21-24, 1910

Speedy Motor Boats Race on the Hudson
First Day of Series Events for Five Championship Trophies

Ideal weather helped to make the second day’s racing on the National Motor Boat Carnival held on the Hudson off 158^th Street the most successful day’s racing ever held by the Motor Boat Club of America. It consisted of the series racing for the five championship trophies as the first day of the Carnival was devoted to the long distance events.

The trophies are being raced for on a point system, a point to go to a boat’s credit for every boat it defeats also a point for finishing the race. The point winners yesterday were Tartar, owned by R. E. Slavin of New York, who won the race for the National Championship for speed boats of over 40 foot measurement; Restless, T. J. Chesbrough’s speedster won the first leg on the International Trophy for 12 meter boats. The first race for the Inter-State Championship was won by A. E. Smith’s Edith II. Vim, owned by George F. Baker, Jr., finished first but dropped to third place on corrected time. Peter Pan III was second both on actual and corrected time.

The first leg on the Open Boat Trophy was won by M. H. Niles’ Talequah, which best Bunk III by about 12 minutes corrected time. H. W. Browne’s Petite was the first boat to finish in this class, and she beat Bunk III by over a half hour, but on corrected time she fell to third place with Bunk III second.

In the Class B race Tartar and X.P.D.N.C. got over the line together at the start, but Rapier was about forty-five seconds late. Soon after she got over she caught fire, but the blaze was quickly extinguished. The Rapier, however, retired as it was found she was too badly damaged to continue until repairs had been made.

The twelve-meter class boats were to start at 2:10 but at that time only Restless was at the line. She started alone and had nearly finished her first round when Nameless, the thirty-two cylinder marvel crossed fourteen minutes late. She set a terrific pace in an effort to make up time, and was only thirteen seconds behind Restless at the finish. The Restless, however, had to stop on her fifth round to repair a leaky gasoline pipe. A seam on the Restless opened up from the strain, and for a while it looked as if she would have to quit, as the water was coming so fast, but all hands were sent bailing and she managed to finish.

Nine boats started in the Inter-State Class but only five finished. The Lance overheated her engine due to a defective pump, and the Sand Burr struck a log and was disabled. Vim and Traver broke down on the lower half of the course and were towed in.

After the race was about half finished one of the racers reported the lower mark boat adrift. A runner was sent out from the committee boat Najme and the mark towed back to its original position, but not until a great many boats had gone around it when it was about a mile out of its position.

Two revenue cutters kept the course clear.

[Excerpts transcribed from the New York Times, Sep. 23, 1910, p. 11]

* * *

Motor Boats Strike Driftwood in River
Speedy Craft Nameless Has Hole Stove In Her
Eight Boats Disabled in Races

Floating obstructions practically ruined the third day of the National Motor Boat Carnival on the Hudson River yesterday, as out of twenty starters only twelve finished. The others were all put out of the running on account of the driftwood that collected along the New Jersey side of the river, on the long leg of the course.

The races were run over a five-mile triangular course between 129^th Street and 158^th Street. The houseboat Najme was used as the committee boat and was anchored just off 158^th Street. The races yesterday were the second of a series, which will be finished this afternoon, for the five championship cups offered annually by the National Association of Engine and Boat Manufacturers, and the two special trophies offered by the same association.

The winners of yesterday’s series were: Tartar, owned by R. E. Slavin, and piloted by C. L. Seabury, her designer, for the National Cup; T. F. Chesbrough’s Restless, for the International Cup for twelve-meter boats; A. E. Smith’s Edith II got a leg on the Inter-State Trophy for speed boats less than 33 feet in length. The Motor Yacht Club Trophy race for boats over 60 feet went to Avis, owned by F. C. Havens.

Tartar Had a sailover in the Class B race, as Rapier was damaged by fire on Thursday, and X.P.D.N.C. did not start.

Nameless got over well in the C Class, but Restless had engine trouble and was 3 minutes 30 seconds late over the line.

In the A Class Lance was the only one to get a poor start, and she got over about 3 minutes late, but did not open up to her limit, as her water pump was not working properly. Petit and It did not finish their first round, being put out of commission by driftwood.

Tartar was running at the fastest pace ever seen on the Hudson when she hit a peach basket, which caught on her rudder and made steering very difficult, also slowing the boat up and causing a perfect cascade of water to shoot up aft of the stern. Tartar carried this around with her for two rounds, but it was finally dislodged. Traver struck a log in the third round and damaged her propeller so that Mr. Traver, her owner withdrew the boat. The Heinrich Brothers entry, Lance, had to withdraw on the fourth on account of engine trouble. Haida Papoose clogged her feed pipe in the fifth round and then struck a log. Her crew paddled her out of the course and then accepted a tow.

The most serious accident of the day happened when Nameless was on hr last round and was leading Restless by a good margin. She struck a submerged obstacle which forced one of her quadruple screws up through the bottom making a jagged hole, through which the water poured. Her designer, C. Aitken, who was at the wheel, immediately headed for shore. The launches Talequah and Bunk III, which ere racing in the open launch class,, went to her assistance and thereby lost their chance of finishing their own contest. They stood by until the Nameless was beached just south of Fort Washington Point. Nameless will have to be practically rebuilt as a result of the accident, and it is feared that her engines will be ruined, as she is partly submerged.

As the races are run on a point system it is now probable that Tartar will get the National Trophy, Restless the International Cup, Edith II the Inter-State Trophy, Avis the Motor Yacht Trophy, and Spindrift the Cabin Launch Cup. Kathmar will probably win the small cruiser prize and Imp the open boat prize, althought e Bunk III and the Talequah may have an extra race.

[Excerpts transcribed from the New York Times, Sep. 24, 1910, p. 9.]

* * *

Motor Boat Tartar’s National Trophy
Ralph E. Slavin’s Speedy Boat Wins Chief Prize in Races on the Hudson

Floating obstructions again spoiled the racing of the Motor Boat Club of America held on the Hudson River off 158^th Street yesterday, where the clubhouse boat, Najme, is anchored. Out of the fifteen starters only ten finished; the rest were all put out of commission by driftwood.

The point winners and the championship cups they won for the series: Tartar, owned by Ralph E. Slavin, won the National Trophy for speed boats over 60 feet long; Restless, owned by T. F. Chesbrough, won the International Trophy for 12-metre boats; A. E. Smith’s Edith II, won the Inter-State Trophy for 33-foot speed boats; F. C. Haven’s Avis, got the Motor Yacht Trophy, and C. P. Butler’s Spindrift captured the Cabin Launch Championship Cup.

Two special prizes, one for cabin boats under 40 feet long and one for open boats were won by Kathmar, owned by R. T. Fowler, and Imp, owned by A. Haas, respectively.

Yesterday there was only one starter in five of the events. Six boats started in the A class and three started in the G class. Edith II got over late in this class and could not catch up with the leaders, although she hit up a very fast clip. Out of the six starters in this class only two finished—Vanish and Edith II. Vanish won by six minutes corrected time. Vim, Peter Pan II and Vita were all disabled by floating refuse.

[Excerpts transcribed from the New York Times, Sep. 25, 1910, p. C6.]

* * *

The National Association of Boat and Engine Manufacturers must certainly have great influence with the Clerk of the Weather, for the equinoctial storms were side-tracked and three very pleasant days handed out to them at a time of the year when such could hardly be expected.

Unfortunately, however, the Association failed to "fix" Neptune’s Street Cleaning Department, and, as a result, the aforesaid departments evidently made common cause with the Bureau of Encumberances of the sea god’s domain, with the result that the most unholy bunch of junk that ever floated down the great North River, since its discovery by the late, lamented H. Hudson, Esq., made itself very much in evidence during those gorgeous September days, which saw nearly forty boats struggling for victory.

Skippers, who entered the events with high hopes, were glad to run their boats ashore with considerable moisture in the cellars and souvenirs, ranging from passé mattresses to discarded arm chairs, hanging on to their propellers. Certainly, as one contestant observed, the Hudson River is no longer the place for a hard working motor boat owner who wants to run a racing craft and still retain a fair chance of remaining a Christian.

The prizes in the tree-days’ carnival fell to the following boats: Thos. F. Chesborough’s Restless, 40 feet over all, with a 200-horsepower Herreshoff engine, carried off the International Championship Trophy; Tartar, Ralph D. Slavin’s 60-footer, with a 30.56-horsepower Speedway engine, won the National Trophy; A. E. Smith’s 20-foot Edith II, with a 31.41-horsepower American and British engine, annexed the Inter-State Trophy; Avis, a 65-footer, with an 84.82-horsepower Craig engine, owned by F. C. Haven, won the Motor Yacht Trophy. The Cabin Launch Trophy fell to Spindrift, 41 feet 6 inches over all, with a 26.18-horsepower Ralaco engine, while 21-foot Bunk III, with a 4.40-horsepower Rochester engine, owned by Clement Firth, Esq., took the Open Boat Trophy. Edith II also carried off another prize—being first in the Poughkeepsie race for speed boats. James Simpson’s 28-foot Peter Pan III, with 31.41-horsepower American and British engine, took the time prize in the same event, while among the cruisers of the Peekskill race, F. D. Giles’ Elmo II, 34.13 feet over all, with an 18.84-horsepower Standard engine took first prize in the under 40-foot class, and M. Frank Dennis’ Caroline, 66 feet 3 inches length over all, with a 37.63-horsepower Standard engine, was the winner in the cruisers of over 40 feet.

The find of the season was undoubtedly the Tartar, designed and built by the Gas Engine & Power Company and Chas. L. Seabury & Co., Consolidated, of Morris Heights, New York City, for Ralph E. Slavin, Esq. A big boat in every way—she is 60 feet in length—she did not show her bigness; and she went so easily through the water and kept herself and crew so dry that it was hard to realize that she was making over 35 miles an hour.

The number and the quality of the entries showed that the association had certainly succeeded in interesting a representative body of boat owners. The manner in which the races were started and the splendid accommodations furnished by the houseboat Nadjme left nothing to be desired, and if, next season, the association will select a really good body of water for holding the events, there is no earthly reason why representative craft from all over the country should not make it a point to attend.

The traffic on and the drift in the Hudson River are increasing to an extent that makes it an undesirable course for future regattas where lightly built racing craft are entered, and for the comfort of the contestants, Northport Bay would certainly prove far preferable, and it is to be sincerely hoped that this latter location may be chosen for next season.

* * *

The Lessons of the Carnival Races
by W. E. Marshall
Member American Society of Mechanical Engineers

There are many important lessons which may be derived from an analytical study of the Carnival races held in the Hudson River, September 21-24, under the auspices of the National Association of Boat and Engine Manufacturers.

First of all, races for high-speed boats must be run in water and not over rubbish piles or driftwood. The results of the races were simply disastrous and the boats which came through the series without injury were fortunate, or perhaps their helmsmen were good dodgers.

Here is a list of such mishaps as the author knows of: On the first day Tartar, It, Peter Pan III, Sand Burr, Traver and Eronael hit logs. On the second day Nameless was so seriously injured by driftwood that she had to be beached. Other log-hittrers on that day were Restless, It, Peter Pan III, Taver and Kathmar. Tartar carried a peach basket around with her on her propeller for 2 rounds. Haida-Papoose also reported a broken intake pipe from striking driftwood. On the third day there were five boats troubled with the drift—It, Peter Pan III, Edith II, Vita and Spindrift.

The list includes all but four of the speed boats which started in any of the races, and as some of these had troubles all the way from overheated bearings to serious fires, some who have been converted into believing in the safety and reliability of motor boats are in danger of backsliding. But remember, friends, that these were all racing machines built to run through water, not through logs, and note that in the long-distance race for cruisers there were fifteen starters and fifteen finishers.

We are sorry to relate that as in the past there were a few quitters—would not go into a second or third race after they found, as they thought, that they had no chance to win. That’s not the spirit of sport. Besides, in several cases the figures show that if these same men had done as well with their boats as they did in the first race they would have won. How could they tell whether or not their opponents were going to pick up a peach basket, or strike a log, or have engine trouble?

It is the purpose of this article to compare racing results with rating rules to find out how nearly practice coincides with theory, and how effective the present rules of the American Power Boat Association are in meeting the requirements of the handicapping, and to deduce certain lessons from such comparisons.

The Tartar, X.P.D.N.C., Restless and Nameless are so much larger and heavier powered that comparing them with the other boats would not meet the purpose of this article. In passing, though, it is well to notice the maximum speeds in knots made by these boats during any round of any race.

Tartar, 30.769; X.P.D.N.C., 21.302; Restless, 26.866; Nameless, 26.277. The other speed boats, as the table shows, are near enough alike to make comparisons between them profitable.

The efficiencies of the Traver and Lance have not been computed, as, obviously, these boats can do much better than they did in these races. Traver was hampered and disabled by floating debris, and Lance made one round almost 10 per cent faster than hr theoretical speed.

Of the four boats which took part in both the long-distance race and the series races, it is of interest to note that in spite of the long course three ran better in the former than in the latter, doubtless because of the favoring currents. These three boats, in fact, ran with 4.9 per cent better efficiency, or an average of .823 miles per hour faster in the long-distance race than their average speed in the series races. These figures show that the class of speed boats such as took part in these races "beat the rule" 9 per cent. A large amount of data gathered from last year’s races showed that such boats ran about 4½ per cent higher than their theoretical speed. Evidently they have been improved, or the current and weather conditions were better now than then. (Perhaps—perish the thought—the course was short.) At any rate the ratings are slightly under what they should be.

A mere analytical study of the boats themselves brings out some interesting facts. The boats with four-cycle engines did 5.8 per cent better than did those with two-cycle engines, although Vanish, which had a two-cycle engine, was one of the most efficient ones. The engines having a shorter stroke than bore also had a decided advantage over the others. Comparing the data of midship section to the L. W. L., and the figured horsepower to the L. W. L., we get these figures:

From this it would seem that the proportion of the midship section has but little effect on the result; that is, the rating rule properly covers this point. The average of boats which had the highest efficiency were powered with engines having a figured horsepower equal to 1.23 times their L.W.L. expressed in feet.

Obviously, the personal element has a great effect upon all racing results. Unfortunately this cannot be reduced to figures. So, also, has the design of the boat, the proper proportioning of the propeller, hull and power, and the construction of the boat itself, a most important influence on the boat’s efficiency. The latter factor is especially variable in boats of the cruiser class which are not primarily designed for racing.

[Excerpts transcribed from Yachting, November, 1910, pp. 343-345+.]

(Thanks to Greg Calkins for help in preparing this page —LF)

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