Thunder on the Reach

WE’RE GLAD YOU’VE COME (The Miss Supertest Celebration Committee) If you’re not from “The County” or you haven’t lived here long enough to remember the excitement and the noise of power boat racing on Picton Bay and the Long Reach ......... this Souvenir Program will try to give you a feel for what the Prince Edward Gold Cup and Harmsworth Trophy race events were all about and what they meant, locally and beyond. This year, 2011, is the 50th anniversary of Miss Supertest III’s third and final capture of the British International Harmsworth Trophy. If the event had been recorded for national television, we’d probably be suffering from an overdose of re-runs! If there is any comparison, the event remains the “Stanley Cup” of power boat racing, and to win it for three consecutive years was an outstanding achievement for Canada. Perhaps, equivalent to the winning streak by the Toronto Maple Leafs in 1962, 63 and 64 or even to those of the Montreal Canadiens from 1976 to 1979! And, yes, the Harmsworth Trophy gets the royal treatment, travelling first class with an accompanying trustee where ever it goes! John Lyons, a local resident, whose family has had a long association with power boat racing in The County, has spearheaded a campaign to give national recognition to the unique achievement represented by this boat ....... which will result in the unveiling of a commemorative stamp by Canada Post and will be part of our celebrations. Congratulations to John for re establishing the national The Start of Gold Cup Races, Picton, 1937 recognition so richly deserved by Miss Supertest (with owner, the Thompson family and driver Bob Hayward). Did you know that there are only four inductees into the Canada’s Sports Hall of Fame who are not people ........ two horses, the Bluenose and Miss Supertest III? Jim Thompson and the boat were both inducted into the Hall in 1960 and Bob Hayward was inducted posthumously in 2000. Sail boat and power boat racing have long been established activities in the Bay of Quinte, and the Bay of Quinte Yacht Club, Belleville, was formerly established in 1867. Willis Metcalfe (“Memories of Yesteryear”, 1977, publ. Picton Gazette) records seeing a membership card for the Picton Yacht Club dated 1881! Motor boats were raced in Picton harbour as early as 1910 (as recalled by H. Daubney, an early Commodore of the Prince Edward Yacht Club) and two of the boats, the Merry Widow and the Jap were powered by Johnson 2-cylinder engines built by Jim Johnson in

Picton, these boats did very well. The Prince Edward Yacht Club, however, is more recent but it also owes much of its origin to power boat racing. Mayor Manly Scott of Picton officially opened the Yacht Club building on Monday June 28th, 1937 “hoping nothing undignified would ever transpire in the building” .......... formerly the electric light plant for the town and built about 1890. The Prince Edward Gold Cup regattas for power boat races began at that time and owed much to Bob Finlayson of Toronto, then editor of “Canadian Boating Magazine” and secretary of region 12 of the American Power Boat Association. Later, as Past Commodore of the Canadian Boating Federation, Bob Finlayson was Canadian trustee of the Harmsworth Trophy.

The Changing Face of Launching

The Crowds

While the Harmsworth Trophy was, and is, only raced for by the fastest propeller driven boats of the day (the unlimited hydroplanes of the 1950s and 1960s), the Gold Cup races (1937 to 1989) offered a challenge to many smaller and less powerful racing boats which were, in many ways, just as exciting! In keeping with these time frames, the measurements we refer to follow Imperial rather than metric

standards. If you want to make the conversions just remember: 1 kilometre is about 0.63 miles, a kilogram is about 2.2 pounds weight and a litre is about 61 cubic inches. Enjoy the exhibits and the memoriabelia, meet some of the owners and drivers and race team members, see recently digitized movie and still photo records of the Miss Supertest boats, and join with us for the special Canada Post event. The Dignitaries The County has a long and proud heritage associated with the Great Lakes and the seas beyond, of hunters and fishermen, merchant and naval sailors, shipbuilding, commerce and trade, and its a privilige to invite you to join with us at the Mariners’ Museum Memorial Service, at South Bay, on Sunday August 7th, as we honour the lives and work of those who have gone before us and enriched our heritage on the water. A STORY UNFOLDS - THE VINTAGE YEARS In 1902, Alfred Harmsworth (Lord Northcliffe), owner of Britain’s “Daily Mail” newspaper, offered a trophy to support the development of power boat racing. Designed at a cost of $5,000, the Harmsworth International Trophy, a substantial bronze piece showing two boats rounding a buoy in heavy seas, soon became symbolic of world supremacy in motor boat racing. Its purpose was to “advance the design of water craft and marine engine technology”. The prize, is prestige only, there is no money! It was and remains a trophy, similar to the America’s Cup in sailing, to be competed for between nations and not for individual glory. The boats had to be less than 40 feet in length and the hulls and engines had to be made in the country of the competitor; power was not limited! Early races were held offshore, as a competition among gentlemen from all countries. Initially held between June and October each year, two races were held on consecutive days (except for Sundays as per Alfred Harmsworth’s wishes). The first victory in 1903 was England’s craft the Napier which averaged 24.9 mph. British and French teams battled for the Harmsworth in the early years of the event, but after the First World War, the American entry, Miss America, took the trophy .............. the beginning of American dominance in the sport that would prevail for nearly four decades. The first Canadians to challenge for the Harmsworth were the Wilson Family of Ingersoll, Ontario. In 1949, they received the loan of two Rolls Royce Griffon engines. While their first attempts ended in defeat, their boat Miss Canada IV

eventually achieved speeds close to 200 mph in trial runs in waters off Picton, Ontario. The boat was a stepped hull hydroplane, about 34 ft long with a beam of 10 ft 6 inches. It was designed by Douglas Van Patten and built by the Greavette Boat Company of Gravenhurst, Ontario. It challenged unsuccessfully for the Harmsworth Trophy in 1949 and 1950. In 1950, the Wilsons also attempted to break the World water speed record of 160 mph. The attempt was made at Picton. The speed on the first lap was more than 173 mph and the boat was close to 200 mph on the required second run when the transmission failed and it stopped just short of the finish line ....... so close but so far!

Miss Canada lV and the Supertest boats

THE SUPERTEST ERA Miss Canada IV was sold to the Thompson Family of London, Ontario, in 1950 and the Wilson family retired from racing in 1951. The boat was refurbished by the Thompsons and renamed Miss Supertest I and raced in 1952 and 1953 but without success. Plagued by mechanical problems, it was retired and did not race again. The boat, under its original name (Miss Canada IV), is now in Muskoka for restoration.

Colonel Gordon Thompson and his son, Jim, were enthusiastic boaters, but new to the racing game. They had no previous experience with unlimited hydroplanes and had to build their racing team almost from scratch. It would take them years of heartbreaking setbacks to achieve success. The Thompson family built two more boats, both named Miss Supertest, after the Supertest gas stations that they owned. Their persistence and attention to design and construction had to overcome many disappointments and engineering The Challengers challenges. . In the winter of 1954, they began building Miss Supertest II in Sarnia. She was 31 foot long with a beam of 12 feet and a 7,500 pound Rolls Royce Griffon engine. On July 26th of that year, the newly constructed boat was lowered into the waters off the Mac Craft boat building plant for test runs on the St. Clair River. In 1955, Miss Supertest II began to attract attention after placing second in a series of heats in the Maple Leaf International classic run on the Detroit River. In late October of that year, the boat set a Canadian record of almost 154 mph on a trial run in Picton, despite a hole punched in her bottom after running over a log. At Picton, on November 1st, 1957, the boat set a new Canadian and British

Empire straightaway record for a propeller driver craft of almost 185 mph, breaking the previous mark of 179 mph set in 1950. The record lasted only four weeks before it was broken again. An American boat, Hawaii Kai, attained speeds over 194 mph on the waters of Lake Washington.

Miss Supertest lll In January 1959, construction of Miss Supertest III began at the Thompson’s Sunnydale Farm north of London, Ontario. The new boat was designed by Jim Thompson, it was four inches shorter (30 feet 8 inches long) and with a beam of 12 feet 6 inches. It was also 500 pounds lighter and it was powered by a 2000 hp Rolls Royce Griffon 65 engine. The Thompsons were building a boat to win ............ sturdy enough to stand up to the tremendous pressures exerted on the hull surface when at full throttle, and trim enough to turn at high speeds, to grip the water, and to accelerate as fast as possible. The International Harmsworth Trophy race of 1959 was held on the waters off Detroit, in August. After 39 years of American domination, the Canadian boat, Miss Supertest III, emerged victorious. She defeated Maverick, the best American

hydroplane at that time. It was the first of three successive victories for the Supertest team: the Thompson Family, driver Bob Hayward, mechanic Bruce Wells, and crew chief Vic Leghorn. Having won the trophy, it was the defender’s right to choose the site of the next challenge, and the Thompsons chose the Long Reach near Picton. After visiting many sites and having previous experience on this water, it was considered by far the best location for the next challenge ........... and so the Harmsworth Trophy race came to Picton. In the races held at Picton, Ontario in 1960 and 1961, Miss Supertest III roared to successive victories. Perhaps the year of 1960 is best remembered because it really was an amazing event. Picton’s Mayor, Harvey J. McFarland was a man with connections! The Prime Minister John Diefenbaker came, and so did Leslie Frost the Premier of Ontario, Nathan Phillips the Mayor of Toronto and George Nelms the Mayor of Ottawa came ,and Bobby Hull (then at the height of his NHL career) acted as emcee; there were many many other dignitaries including several from the United States. Special trains were run from Union Station in Toronto, Picton fairgrounds provided a free midway, and it’s estimated that 40,000 people came to see the races! They were not disappointed! Miss Supertest III, again, beat all challengers. In this case the Americans brought three boats, the maximum allowed to race against the defender, Gale V, Nitrogen and Nitrogen Too. Each of the American boats was designed and built by Les Staudacher and each was powered by an Allison engine. Les Staudacher had also designed Miss Supertest II (but built her in Sarnia to comply with the terms of the Harmsworth Trophy challenge). All of the boats were prop-riding three-point hydroplanes. Miss Supertest III completed the 45 mile closed course at a speed of more than 115 mph, and established a lap record of 126.22 mph which has never been broken! Again, the following year, the defender chose to race on the Long Reach, and again she won the Harmsworth Trophy, this time against the American challenger Miss Detroit. Later, on September 11th, 1961, Bob Hayward was driving Miss Supertest II in the “Silver Cup Challenge” on the Detroit River. Attempting to pass between two other boats in in a high speed turn, the boat flipped and, tragically, the driver was killed. The remains of the boat were recovered

Winning a Race for the 1959 Harmsworth Trophy

and were stored in a barn, unfortunately fire later destroyed these remains and other materials which had been transfered from the Wilson family. The Supertest boats were not raced again. Miss Supertest III was the last of the unlimited hydroplanes to race for the Harmsworth Trophy and it was not until 1977 that challengers again vied for the trophy (most challenges are now for offshore racers rather than circuit boats). To this day, there is a generation of Prince Edward County residents who still remember the summer races of the Gold Cup and the Hamsworth Trophy, the long trailing “roostertails” from the contenders, sounds that carried for miles up and down the Bay of Quinte, the thrill and the spectacle .......... and the fun of the events, such as Bob Hayward’s dousing of dignitaries as he swept by the judging stand on his victory laps, or the ticker-tape parade down Toronto’s Bay Street. And how about the Gold Cup races? To say the least, they were popular too, bringing upwards of 30,000 people annually to the event. These were moments of history that are simply unforgettable but the races ended when government regulations were changed, affecting sponsorship by beer and cigarette companies. AN EVOLUTION OF POWER BOATS Since the start of the Harmsworth Trophy races in 1903, power boats have changed in dramatic form. As aircraft evolved from wood and fabric biplanes to sleek jets of metal and composite materials so, too, have the boats. Initially, the hull design of race boats allowed them only to plough through the water, their speed largely limited by the length of the hull. Over time power boat designs allowed more of a hull to lift from the water and to begin to plane on its surface. Eventually, they became able to skim across the surface of the water almost without contact. After each of World War I and II, the trickle-down of technology allowed a greater power to weight ratio in the boats and the concepts of aero and hydro dynamics became progressively better understood. Gone were the days of monster 6000 hp boats (4 engines) that reflected the thinking of only getting as much horsepower as possible into a 40 foot boat. By the late 1950s Miss Supertest III epitomized the zenith of what are now vintage hydroplanes, by matching available construction materials, aero and hydro dynamics, engine technology and an outstanding driver ........... as testified to by her victories. The speed of propeller-driver boats seems to have reached a maximum at about 200 mph but with a further technological jump, the world water speed record of 317 mph was set by an Australian driving a jet powered hydroplane in 1978 over a straightaway course.

HYDROPLANES 101 The sheltered waters of the Bay of Quinte attracted power boat racing well before 1937 when the Prince Edward Gold Cup races became a feature of County life. Continuing for more than 50 years, there can’t have been too many people who didn’t know something about those races, the drivers and crews and, in particular, the boats. Power boat racing is sanctioned by the American Power Boat Association (APBA) and the Canadian Boating Federation and these organizations set the race requirements for different types of boats. The APBA separated the boats into two main types, utilities and hydroplanes. Utilities, “Flat Bottoms” or “Runabouts” have a “V” shaped bow and their single hull becomes progressively flatter towards the stern. The change in shape has to be smooth and without any step or indentation. Most of the other hull types were generally called hydroplanes. Today, many of the classes that raced on the Long Reach are considered vintage but old or not they were noisy, fast and their races were spectacular events. Hydroplanes, like utilities, also use hull shape to lift part of the boat out of the water as their speed increases, and the use of one or more steps greatly improves the ability to plane. With less hull in the water, a boat goes faster. Stepped hulls were used in racing as early as 1915 and tunnel drives which ride on narrow pontoon floatation extending the length of the hull (like a catamaran) also have a long history of racing. But what separates hydroplanes apart from other boats is their ability to trap a cushion of air under the hull and to create enough lift to largely balance the weight of the boat, as the hull passes through the air. The faster a boat moves, the more lift it derives from the airfoil shape of the hull. Three point hydroplanes are exactly that, with enough speed they remain in contact with the water over an area of little more than the size of two pairs of hands, at the very edge of their sponsons and the propeller. The sponsons provide pontoon-like floatation on outer edge of the boat but only for the forward part of the hull. Three-point hydroplanes do have a rudder but when a hull is mostly out of the water an additional pivot point is needed to create a turning motion. A narrow skid fin is fitted immediately behind the port (left side) sponson to provide a pivot, and circular course racing for these boats is always anticlockwise. Turning forces are very high on the skids of such hydroplanes, ranging from 5 to as much as 20G on the unlimited class. The single skid is little more than the size of a pair hands! Power is speed and most hydroplanes use large inboard auto or aircraft engines with or without superchargers and turbochargers. Begining shortly before WW II, three point hydroplanes raced with the propeller fully submerged but, in the late 1940s, with increased power, the boats were able to “prop ride” with only half the propeller in the water, further increasing their speed. If you look at the rooster tails of these boats you can see that they are not a continuous spray but rather a series of closely spaced ejections from each half of a propeller revolution. The sponsons of modern hydroplanes extend well infront of the main deck and provide structural support for a canard airfoil (a variable surface fitted between them and ahead of the main decking). They are often referred to as “pickle-fork” hydroplanes. The canard provides sensitive

Hydroplanes of the Long Reach

adjustment of the tilt of the boat as it moves in the air and over the water. Too much lift at high speed and the boat will flip, too little lift and the boat will drag in the water. Generally, at a speed of 50 mph, only about 10 percent or less of the weight of a tunnel drive boat is supported by the airfoil section of its hull (flat underside and curved upper deck). But this can increase to more than 20 percent at 100 mph. For three point hydroplanes, almost all their weight can be carried by the combination of the hull airfoil and the surface effect of the air cushion beneath the hull, as speeds approach 200 mph. Modern Grand Prix class hydroplanes, with engines developing 1600 hp and reving at 8000 to 8500 rpm are moving at close 180 mph; Over the period of the Prince Edward Gold Cup races, the average speed of hydroplanes more than doubled and during that time, many classes competed in the races. High performance racing runabouts have competition records of about 100 mph and tunnel boats also have high performance records. Course records set for smaller hydroplanes (145 cubic inches) were more than 75 mph and close Prince Edward Gold Cup Races, Nearing the End of an Era to or above 100 mph for the larger 5 and 7 liter class hydroplanes. While the American Power Boat Association regulates most power boat racing in North America, the unlimited hydroplanes are now raced by a separate organization.

THE ENGINES - THE HEART OF A BEAST The engine is the heart of a power boat. In 1903, the winner of the Harmsworth Trophy was powered by a 75 hp Napier automobile engine (Napier was later purchased by Rolls Royce). At about 1500 pounds, it produced one horsepower for each 20 pounds of it own weight. That’s very distant from today’s engines that can produce power at less than a 1:1 power to weight ratio. The bigger (thus heavier) is better mindset regarding engines reached a pre-WW I peak with one contender packing four 1,500 hp engines, there is no record of the weight, into a 37 foot boat! The boat was holed during a race and sank like the proverbial stone! National pride in technology between the USA and England became a significant aspect of winning the Harmsworth Trophy. In 1919, the American Gar Wood partnered with the Packard Motor Company that had spent half a million dollars to develop the “Liberty” engines, to use their engines in his power boats. Needless to say, he became a winner ........... many times. After WW II, the Americans again dominated the Harmsworth Trophy races with their Allison engines, that is until 1959. The Thompson family equipped their Miss Supertest series boats with Rolls Royce Griffon engines. The engines, with superchargers, were originally designed for Spitfire fighter aircraft and could produce in excess of 2000 hp. Between 1959 and 1961, these engines were never beaten! It’s interesting to note that the Allison aircraft engine company was also later purchased by Rolls Royce. In some unlimited hydroplanes like Miss Supertest the propeller shaft was driven through a gearbox but with very high reving engines it could be directly driven from the engine, either off the flywheel or off the front of the crank (with the engine mounted in reverse). Gear box failures were common in vintage hydroplanes. To save weight, anything that was not essential was removed from the engine and often there was no cooling pump. Pickup tubes were used to force feed cooling water into the engine once the boat was in motion. While this engineering greatly reduced weight it meant that, once started, the boat was underway ........... there was no “neutral”! Huge variations in stress affect race boats on the water, particularly on turns or when crossing a wake or wavelets and these can have devastating impacts on the engine and drive train, just as much as the hull and steering mechanisms. Because of this, the throttle and steerage may require control by separate members of the crew in modern very high powered race boats. In boats like Miss Supertest, the propeller was not very large, only about a foot in diameter. For this boat each of the two blades was wedge shaped, the leading edge of the blade was sharp but the trailing edge was thick (more than half an inch); it had to be, to avoid distorting the metal under the enormous variations in stress imposed as the boat rose to its prop-riding position. Propeller design was as much an art as a science and the Thompsons became masters of the polished finish!

Internal combustion engines still drive most race boats, but advances continue with turbines and other forms jet propulsion. THE DRIVERS - RIDING THE EDGE As a “challenge” trophy, the British International Harmsworth Trophy is no longer contested every year. In the 42 races since 1903, the names of 37 individuals are listed as winners. Seven of those individuals account for 21 of the victories. American Gar Wood (1920s-1930s) won an amazing eight times, and he is followed by Canada’s Bob Haywood who won on 3 consecutive occasions between 1959 and 1961. The first winner’s name is steeped in mystery! The boat’s owner, Selwyn Edge is the name on the trophy but many records show Campbell Muir as the winning driver. And .......... more mystery, there are photographs that show a third person, Dorothy Levitt at the wheel! In the early years, the rules mandated that the driver must have a mechanic onboard, just like the early Indianapolis 500 races. The first boat definitely had 3 people aboard, who was the driver? The drivers have come from many walks of life: Lords(Montague and Beaverbrook),

The Clock, The Players, The Prize

commoners (most of them), millionaires (Sopwith of the famous aircraft fame) and the famous and not so famous. Canada’s Bob Hayward came from a farming background. Usually listed as a chicken farmer, Mr Hayward always insisted that his brother took care of his chickens and he took care of the equipment and farm machinery. The” crew” of the boats evolved from at least two, to just the driver, as in the case of Miss Supertest III. But nowadays, as in the early days of racing for the Harmsworth Trophy, crews of 2 to 4 are common, again. This evolution back to multiple crew and drivers has been the result of changes to both the race courses and the rules. Gone are the closed or oval courses raced over by single drivers of Bob Haywards time. Now the boats race from point to point and back, usually over a distance 250 miles or more. The courses cover the open sea and the boats are “cigarette” design. Multiple drivers are employed because of high speed pounding as the boats fly from wave to wave; it’s incredibly exhausting work, requiring the drivers to take shifts. In Canada, no driver of a race boat is more famous than Bob Hayward. Mr Hayward was always smiling, humble and always dressed in his trade mark white dress shirt. Bob drove Miss Supertest III on the only 4 ocassions that she raced and she was never defeated. Bob Hayward started as a boat mechanic for the Thompson’s and after some test runs with the boat (July 1957) Jim Thompson asked him if he’d like to take her out! Yes ........ and from the start it was clear that he was a “natural”, he had all the instincts necessary for a successful driver and he really, really understood the boat ......... what a combination, race on Bob, you did us all proud!

Bob Hayward

Driving high performance race boats is still a dangerous profession and it was and is extremely demanding, both mentally and physically. Just like auto racing, often it was essential to have more than one driver on a team to maintain the continuing process of preparation, testing and racing that is demaned by the sport. Credit goes where credit’s due and there have been many other Canadian and American divers whose careers have brought them to Picton Bay and the Long Reach. Bill Braden was one of the first drivers of the Miss Supertest boats and from 1953 he contributed greatly to the Thompsons’ knowledge of racing and the improved performance of their boats. His tragic death in a boat racing accident in 1958 was a great loss to the sport; he was regarded as one of the best Canadian drivers at that time. In particular, it was Art Asbury from Dwight, Ontario, who drove Miss Supertest II to the world speed

record of 184.54 mph at Picton, in 1957. Art knew these waters well, in Grand Prix class racing he had won the Gold Cup here in 1953 and later in 1962 and 1978. In fact, Canadian drivers did very well against their American counterparts at Picton, winning nearly a quarter of all the races for the Prince Edward Gold Cup between 1937 and 1989 when the last of the races were held. Well known across the North American racing circuit, Art Asbury set two more world water speed records and three Canadian speed records, and was inducted into the American Marine Racing Hall of Fame in 1964. RUNNING STARTS AND CLOSED COURSES In the early days of Gold Cup racing, the course was often set in Picton Bay and not far from the Prince Edward Yacht Club where there were launching and nearby fuel facilities. The course was an oval (closed course) with a lap distance of two and a half miles. Each heat was two laps of the course (five statute miles). Points were awarded based on the placement of boats in each heat (400 points for first place, 300, 225, 169, 127, 95, 71,53, 40 and 30 for a tenth place finish). The winner was the boat with the highest score after three heats. The Harmsworth Trophy races and later Gold Cup races took place towards the northern end of the Long Reach and boats were no longer launched at the Yacht Club but from the Prince Edward County shoreline on the reach, close to the race course. The Harmsworth Trophy was raced for over a closed course with straightaways of two and a quarter miles in length, for a lap distance of 5 miles. Nine laps were required for each 45 mile heat. Two heats were run and the winner of the race was based on aggregate scores from the two heats. An RCMP marine unit patrolled the Harmsworth Trophy course and was present for many of the Gold Cup races, as well. Boats came to the line on a running start. A gun and a red flag provided the preparatory signal at 5 minutes before start. A gun was fired at one minute to start, a white flag was raised and the red flag dropped, and a special starting clock was started so that all competitors could judge their distance and time from the starting line. The gun fired again at the start and the white flag dropped. A green flag was used to signal the begining of the last lap and a checkered flag was used for the finish. The blackout starting clock used for the Harmsworth Trophy races in 1960 was nearly 10 foot square. It was placed about 20 feet above water level on a starting barge. A black disc crept over the face of the clock, one second at a time, until it was totally eclipsed and the race started. It took a dozen people to lift the clock which weighted about 600 pounds. The clock was built by Fred VanDusen of the Prince Edward Yacht Club. Race programs of the day carried score sheets for the visitors to fill in and details of lap placement and other information were announced over loudspeakers so that people could keep track of boat performance, as the race progressed. Both the course set up and the timing sequences of these races met the highest standards required for internationally sanctioned races ....... the people involved were real professionals at this work. In January 1962, local municipalities adjacent to the Long Reach approved motions

to rename the Long Reach as the “Hayward Long Reach”, in honour of Bob Hayward and his remarkable sporting success for Canada. Unfortunately, this request for a change in a geographical name did not follow the necessary path through government bureaucracy and was never formally accepted. In April of this year, however, the request was formally placed with appropriate authorities and it is hoped that the name change will be given approval. A historic plaque above the shoreline recognizes the significance of the races for the Harmsworth Trophy on the Long Reach.

Rooster Tails on the Long Reach, Miss Supertest lll ADDENDUM Since preparation of the original brochure, it is good to note that the change of name from Long Reach to the “Hayward Long Reach” has been made official. The restoration of Miss Canada lV has been successful and the boat has been put through “sea trials”. Canada Post issued a special stamp for the Anniversary of Miss Supertest lll. As the editor of the “Bugle”, I’d like to give special thanks to the Miss Supertest Organizing Committee and to the Picton Gazette for permission to republish this material, thank you.